CN220996106U

CN220996106U - Hybrid power driving system and vehicle

Info

Publication number: CN220996106U
Application number: CN202322501070.2U
Authority: CN
Inventors: 黄河; 石兴磊; 邰昌宁; 凌晓明; 张安伟; 关佳景
Original assignee: Guangzhou Automobile Group Co Ltd
Current assignee: Guangzhou Automobile Group Co Ltd
Priority date: 2023-09-14
Filing date: 2023-09-14
Publication date: 2024-05-24
Anticipated expiration: 2033-09-14

Abstract

The utility model relates to a hybrid power driving system and a vehicle, wherein the hybrid power driving system comprises an engine, a first motor, a first engagement and disengagement device, a planetary gear mechanism, a second motor, a first shaft, a second shaft, an intermediate shaft gear, a main reduction driving gear, a main reduction driven gear, a motor driving gear, a parking gear and a differential mechanism; the parking gear can be locked to realize the parking of the vehicle; the planetary gear mechanism comprises a sun gear, a planet carrier and a gear ring, the first shaft is connected between a rotor of the first motor and the sun gear, the engine is connected with the planet carrier, and the gear ring is provided with a gear ring external gear meshed with the intermediate shaft gear; the first engagement and disengagement device is connected between the sun gear and the stationary member for selectively engaging or disengaging the sun gear from the stationary member. The hybrid power driving system can reduce EPB abrasion, thereby eliminating potential safety hazards of vehicle braking.

Description

Hybrid power driving system and vehicle

Technical Field

The utility model belongs to the technical field of hybrid power, and particularly relates to a hybrid power driving system and a vehicle.

Background

At present, a driving system of a hybrid electric vehicle mainly comprises three basic forms of series connection, parallel connection and series-parallel connection. The drive system in the series connection mode has no mechanical connection between the engine and the output shaft, so that the optimal control of the rotating speed/torque can be realized, but all energy can be transferred to the output shaft through the conversion between mechanical power and electric power twice, and the energy loss is large. The parallel driving system has high transmission efficiency, but the mechanical connection between the engine and the output shaft can not ensure that the engine is always in a better working area, and is usually used for medium-high speed working conditions of the vehicle. The series-parallel driving system combines the advantages of series connection and parallel connection, and can realize the optimal control of the engine and the high-efficiency control of medium-high speed working conditions.

The series-parallel connection is divided into series-parallel connection and power split series-parallel connection. In the power split series-parallel connection, a single-section input type power split structure is the simplest and most widely applied, and the power split series-parallel connection is started to be carried and applied on automobiles in batches in Toyota as a representative.

However, the existing power splitting series-parallel system has the following problems: in the parking mode/parking mode, the driving motor is required to be locked to a torque generator for power generation, the driving motor consumes energy and is extremely easy to generate locked rotation, so that the driving motor is overheated and demagnetized to fail. In addition, the EPB (ELECTRICAL PARK Brake) is required to be frequently started to forcibly realize the parking power generation function, so that the EPB abrasion can be accelerated, and further potential safety hazards of vehicle braking are caused.

Disclosure of utility model

The technical problems to be solved by the utility model are as follows: aiming at the problems that in the existing power split parallel-serial system, in the parking mode/stopping mode, a driving motor is required to be locked to a torque generator for power generation, the driving motor consumes energy and is extremely easy to block, so that the driving motor is overheated, demagnetized and invalid, the hybrid power driving system and the vehicle are provided.

In order to solve the technical problems, in one aspect, an embodiment of the present utility model provides a hybrid power driving system, including an engine, a first motor, a first engagement and disengagement device, a planetary gear mechanism, a second motor, a first shaft, a second shaft, an intermediate shaft gear, a main reduction driving gear, a main reduction driven gear, a motor driving gear, a parking gear and a differential; the intermediate shaft gear and the main reduction driving gear are arranged on the intermediate shaft, the main reduction driven gear is arranged on the shell of the differential mechanism and is meshed with the main reduction driving gear, the motor driving gear and the parking gear are arranged on the second shaft, the motor driving gear is meshed with the intermediate shaft gear, and one end of the second shaft is connected with the rotor of the second motor; the parking gear is locked, so that the vehicle can be parked;

The planetary gear mechanism comprises a sun gear, a planet carrier and a gear ring, the first shaft is connected between a rotor of the first motor and the sun gear, the engine is connected with the planet carrier, and the gear ring is provided with a gear ring external gear meshed with the intermediate shaft gear;

the first engagement and disengagement device is connected between the sun gear and the stationary member for selectively engaging or disengaging the sun gear from the stationary member.

On the other hand, the embodiment of the utility model also provides a vehicle which comprises the hybrid power driving system.

According to the hybrid power driving system and the vehicle, the motor driving gear and the parking gear are arranged on the second shaft connected with the rotor of the second motor, the motor driving gear is meshed with the intermediate shaft gear arranged on the intermediate shaft, and parking of the vehicle can be achieved through locking the parking gear. Therefore, as the motor driving gear is connected with the rotor of the second motor, the intermediate shaft gear meshed with the motor driving gear is arranged on the intermediate shaft, and the vehicle can be locked by means of the large speed ratio of the gear pair formed by the motor driving gear and the intermediate shaft gear, when the vehicle is parked or stopped, only a small moment is needed, so that the parking power generation and the parking power generation can be realized without energy consumption, the first motor (generator) is not needed to generate power when the second motor (driving motor) is blocked, the second motor overheat and demagnetize failure caused by energy consumption and blocked rotation of the second motor can be avoided, the problem that the EPB needs to be frequently started when the parking power generation function is forcibly realized can be avoided, the EPB abrasion can be reduced, and the potential safety hazard of vehicle braking can be eliminated.

Drawings

Fig. 1 is a schematic diagram of a hybrid drive system provided by a first embodiment of the present utility model;

FIG. 2 is a schematic diagram of a hybrid drive system provided by a second embodiment of the present utility model;

fig. 3 is a schematic diagram of a hybrid drive system according to a third embodiment of the present utility model.

Reference numerals in the specification are as follows:

1. An engine; 2. a first motor; 3. a first engagement and disengagement means; 4. a planetary gear mechanism; 41. a sun gear; 42. a planet wheel; 43. a planet carrier; 44. a gear ring; 5. a second motor; 6. a first shaft; 61. a first shaft section; 62. a second shaft section; 7. a second shaft; 8. an intermediate shaft; 9. a countershaft gear; 10. a main reduction driving gear; 20. a driving and subtracting driven gear; 30. a motor drive gear; 40. a parking gear; 50. a differential; 60. a ring gear external gear; 70. a second engagement and disengagement means; 80. the second engagement and disengagement means.

Detailed Description

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

The hybrid power driving system provided by the embodiment of the utility model comprises an engine, a first motor, a first engagement and disengagement device, a planetary gear mechanism, a second motor, a first shaft, a second shaft, an intermediate shaft gear, a main reduction driving gear, a main reduction driven gear, a motor driving gear, a parking gear and a differential mechanism; the intermediate shaft gear and the main reduction driving gear are arranged on the intermediate shaft, the main reduction driven gear is arranged on the shell of the differential mechanism and is meshed with the main reduction driving gear, the motor driving gear and the parking gear are arranged on the second shaft, the motor driving gear is meshed with the intermediate shaft gear, and one end of the second shaft is connected with the rotor of the second motor; the parking gear is locked, so that the vehicle can be parked; the planetary gear mechanism comprises a sun gear, a planet carrier and a gear ring, the first shaft is connected between a rotor of the first motor and the sun gear, the engine is connected with the planet carrier, and the gear ring is provided with a gear ring external gear meshed with the intermediate shaft gear; the first engagement and disengagement device is connected between the sun gear and the stationary member for selectively engaging or disengaging the sun gear from the stationary member.

In some embodiments, the stationary component is a housing of the first motor.

In other embodiments, the stationary component is a housing of a planetary gear mechanism.

In other embodiments, the stationary component may also be other relatively stationary components on the vehicle body.

In some embodiments, the first shaft, the second shaft, and the intermediate shaft are spaced apart from one another in parallel. Therefore, the axial length of the hybrid power driving system can be shortened, and the whole vehicle arrangement is facilitated.

In some embodiments, the first electric machine is located on either side of the first shaft in the axial direction with the engine, and the second electric machine is located on the same side of the first shaft in the axial direction with the first electric machine. Therefore, the engine and the two motors are respectively positioned at two sides of the hybrid power driving system, the arrangement is more compact, the two motors are positioned at the same side, the arrangement of the motor controllers is facilitated, and the length of the wire harness of the motors is reduced.

In some embodiments, the first motor, the first engagement and disengagement device, the planetary gear mechanism, and the engine are arranged in order along an axial direction of the first shaft. Therefore, the structure is compact, and the arrangement of the whole vehicle is facilitated.

In some embodiments, the second motor, the motor drive gear, and the parking gear are sequentially arranged along an axial direction of the second shaft. Therefore, the structure is compact, and the arrangement of the whole vehicle is facilitated.

In some embodiments, the diameter of the motor drive gear is less than the diameter of the countershaft gear; the diameter of the external ring gear is smaller than the diameter of the intermediate shaft gear. That is, the diameter of the intermediate shaft gear is larger than the diameters of the motor drive gear and the ring gear external gear. In this way, the output power of the second motor realizes the speed reduction transmission through the motor driving gear and the intermediate shaft gear, and the power output by the gear ring realizes the speed reduction transmission through the gear ring external gear and the intermediate shaft gear.

In some embodiments, a first end of the first engagement and disengagement means is connected to the stationary member and a second end of the first engagement and disengagement means is connected to the first shaft. So that the first engagement and disengagement means are entirely located between the stationary member and the first shaft, the first engagement and disengagement means are arranged more compactly without taking up too much space.

The first engagement and disengagement means has a first end and a second end, one of which is the driving end (the end pushed by the actuator) and the other is the driven end.

In some embodiments, the hybrid drive system further comprises a damper element connected between the engine and the planet carrier, the damper element being a single mass flywheel, a dual mass flywheel, a torsional damper, or a torque converter. The damping element can absorb the vibration of the engine, and driving experience is improved.

In some embodiments, the first engagement and disengagement device is a clutch, synchronizer, or brake.

In some embodiments, the clutch is a wet multiplate clutch. The use of a wet multiplate clutch is more reliable than a dry multiplate clutch.

In some embodiments, the hybrid drive system has a pure electric mode, a power split mode, a parallel hybrid mode, an engine direct drive mode, and a park generate mode; the first engagement and disengagement device is disengaged, the second motor is driven, the engine and the first motor do not work, and the hybrid power driving system enters a pure electric driving mode; the first engagement and disengagement device is disengaged, the engine drives the first motor to generate electricity, all or part of the electric energy generated by the first motor is provided to the second motor, the second motor is driven, and the hybrid power driving system enters a power splitting mode; the first engagement and disengagement device is engaged, the engine is driven, the second motor is driven or generates electricity, the first motor does not work, and the hybrid power driving system enters a parallel hybrid mode; the first engagement and disengagement device is engaged, the engine is driven, the first motor does not work, the second motor idles, and the hybrid power driving system enters an engine direct driving mode; when the vehicle is parked, the parking gear is locked, the first engagement and disengagement device is disengaged, the second motor does not work, the engine drives the first motor to generate electricity, and the hybrid power driving system enters a parking electricity generation mode.

By controlling the working states of the engine, the first motor and the second motor and selectively engaging or disengaging the first engaging and disengaging device, a plurality of driving modes such as a pure electric driving mode, a power splitting mode, a parallel hybrid mode, an engine direct driving mode and a parking power generation mode can be realized. The input type power split is of a mixed power configuration with optimal single-section type power split, the input type power split is most efficient especially in a middle-low speed section, and the input type power split mode can be switched into if the electric quantity is insufficient after pure electric starting.

In some embodiments, the parallel hybrid mode includes a parallel assist mode and a parallel power generation mode; the first engagement and disengagement device is engaged, the engine is driven, the second motor is driven, the first motor does not work, and the hybrid power driving system enters a parallel power assisting mode; the first engagement and disengagement device is engaged, the engine is driven, the second motor generates electricity, the first motor does not work, and the hybrid power driving system enters a parallel power generation mode.

In some embodiments, the hybrid drive system has a braking energy recovery mode in a pure electric mode, a braking energy recovery mode in a power split mode, a braking energy recovery mode in a parallel hybrid mode, and a braking energy recovery mode in an engine direct drive mode; when the vehicle brakes in the pure electric mode, the first engagement and disengagement device is disengaged, the second motor is subjected to reverse torque to reduce speed and generate electricity, the engine and the first motor do not work, and the hybrid power driving system enters a braking energy recovery mode in the pure electric mode; when the vehicle brakes in the power splitting mode, the first engagement and disengagement device is disengaged, the second motor is subjected to reverse torque to reduce speed for power generation, the engine drives the first motor to generate power while driving, and the hybrid power driving system enters a braking energy recovery mode in the power splitting mode; when the vehicle brakes in the parallel hybrid mode, the first engagement and disconnection device is engaged, the second motor is subjected to reverse torque deceleration and power generation, the engine is driven, the first motor does not work, and the hybrid power driving system enters a braking energy recovery mode in the parallel hybrid mode; when the vehicle brakes in the engine direct drive mode, the first engagement and disengagement device is engaged, the second motor is subjected to reverse torque deceleration and power generation, the engine is driven, the first motor does not work, and the hybrid power driving system enters a braking energy recovery mode in the engine direct drive mode.

Therefore, corresponding braking energy recovery modes are arranged in each driving mode, and the second motor can be utilized to realize efficient braking energy recovery. In another embodiment, the first shaft comprises a first shaft section and a second shaft section which are coaxial and are spaced from each other, a first end of the first shaft section is connected to the stationary part, one end of the first shaft section is connected to the rotor of the first motor, the second engagement and disengagement device is connected between the other end of the first shaft section and the second end of the first engagement and disengagement device, and the second shaft section is connected between the second end of the first engagement and disengagement device and the sun gear.

The second engagement and disengagement device is engaged and disengaged, so that the power connection and disconnection of the first motor and the sun gear can be realized. Thus, the second motor is started purely, and the first motor is disconnected from the sun gear by opening the second engagement and disconnection device, so that the load of the sun gear is 0. In the pure electric driving mode, the second motor reversely drags the engine and the first motor, the working efficiency of the system is improved, and the endurance mileage of the electric vehicle (particularly the PHEV type) is improved.

Through the torsion suppressing effect of the second motor and the parking gear, the degree of freedom of the gear ring can be eliminated. The second engagement and disengagement means may be selectively engaged to quickly restart the engine through the first electric machine.

In an embodiment having a first engagement and disengagement device and a second engagement and disengagement device, the hybrid drive system has a pure electric mode, a power split mode, a parallel hybrid mode, an engine direct drive mode, and a park electric mode; the first engagement and disengagement device is disengaged, the second motor is driven, the engine and the first motor do not work, and the hybrid power driving system enters a pure electric driving mode; the first engagement and disengagement device is disengaged, the second engagement and disengagement device is engaged, the engine drives the first motor to generate electricity, all or part of the electric energy generated by the first motor is provided to the second motor, the second motor is driven, and the hybrid power driving system enters a power split mode; the first engagement and disengagement device is engaged, the second engagement and disengagement device is disengaged, the engine is driven, the second motor is driven or generates electricity, the first motor does not work, and the hybrid power driving system enters a parallel hybrid mode; the first engagement and disengagement device is engaged, the second engagement and disengagement device is disengaged, the engine is driven, the first motor does not work, the second motor idles, and the hybrid power driving system enters an engine direct-drive mode; when the vehicle is parked, the parking gear is locked, the first engagement and disengagement device is disengaged, the second engagement and disengagement device is engaged, the second motor is not operated, the engine drives the first motor to generate electricity, and the hybrid power driving system enters a parking electricity generation mode.

In an embodiment having a first engagement and disengagement device and a second engagement and disengagement device, the parallel hybrid mode includes a parallel assist mode and a parallel power generation mode; the first engagement and disengagement device is engaged, the second engagement and disengagement device is disengaged, the engine is driven, the second motor is driven, the first motor is not operated, and the hybrid power driving system enters a parallel power assisting mode; the first engagement and disengagement device is engaged, the second engagement and disengagement device is disengaged, the engine is driven, the second motor generates electricity, the first motor does not work, and the hybrid power driving system enters a parallel power generation mode.

In an embodiment having a first engagement and disengagement device and a second engagement and disengagement device, the hybrid drive system has a braking energy recovery mode in a pure electric mode, a braking energy recovery mode in a power split mode, a braking energy recovery mode in a parallel hybrid mode, and a braking energy recovery mode in an engine direct drive mode; when the vehicle brakes in the pure electric mode, the first engagement and disconnection device is disconnected, the second motor is subjected to reverse torque deceleration to generate electricity, the engine and the first motor do not work, and the hybrid electric drive system enters a braking energy recovery mode in the pure electric mode; when the vehicle brakes in the power splitting mode, the first engagement and disengagement device is disengaged, the second engagement and disengagement device is engaged, the second motor is subjected to reverse torque deceleration to generate electricity, the engine drives the first motor to generate electricity while driving, and the hybrid power driving system enters a braking energy recovery mode in the power splitting mode; when the vehicle brakes in the parallel hybrid mode, the first engagement and disconnection device is engaged, the second engagement and disconnection device is disconnected, the second motor is subjected to reverse torque deceleration to generate electricity, the engine is driven, the first motor does not work, and the hybrid power driving system enters a braking energy recovery mode in the parallel hybrid mode; when the vehicle brakes in the engine direct drive mode, the first engagement and disengagement device is engaged, the second engagement and disengagement device is disengaged, the second motor is subjected to reverse torque deceleration and power generation, the engine is driven, the first motor does not work, and the hybrid power driving system enters a braking energy recovery mode in the engine direct drive mode.

In some embodiments, a third engagement and disengagement device is further included, the third engagement and disengagement device being connected between the second end of the first engagement and disengagement device and the carrier. In this embodiment, the second engagement and disengagement means are not included.

In the embodiment with the first engagement and disengagement device and the third engagement and disengagement device, the hybrid power driving system is provided with a pure electric driving mode, a power splitting mode, a parallel hybrid power 1 gear mode, a parallel hybrid power 2 gear mode, an engine direct drive 1 gear mode, an engine direct drive 2 gear mode and a parking power generation mode; the first engagement and disengagement device is disengaged, the third engagement and disengagement device is disengaged, the second motor is driven, the engine and the first motor do not work, and the hybrid power driving system enters a pure electric driving mode; the first engagement and disengagement device is disengaged, the third engagement and disengagement device is disengaged, the engine drives the first motor to generate electricity, all or part of the electric energy generated by the first motor is provided to the second motor, the second motor is driven, and the hybrid power driving system enters a power split mode; the first engagement and disengagement device is disengaged, the third engagement and disengagement device is engaged, the engine is driven, the second motor is driven or generates electricity, the first motor is driven, generates electricity or idles, and the hybrid power driving system enters a parallel hybrid power 1-gear mode; the first engagement and disengagement device is engaged, the third engagement and disengagement device is disengaged, the engine is driven, the second motor is driven or generates electricity, the first motor does not work, and the hybrid power driving system enters a parallel hybrid 2-gear mode; the first engagement and disengagement device is disengaged, the third engagement and disengagement device is engaged, the engine is driven, the first motor idles, the second motor idles, and the hybrid power driving system enters a direct-drive 1-gear mode of the engine; the first engagement and disengagement device is engaged, the third engagement and disengagement device is disengaged, the engine is driven, the first motor does not work, the second motor idles, and the hybrid power driving system enters a direct-drive 2-gear mode of the engine; when the vehicle is parked, the parking gear is locked, the first engagement and disengagement device is disengaged, the third engagement and disengagement device is disengaged, the second motor is not operated, the engine drives the first motor to generate electricity, and the hybrid power driving system enters a parking electricity generation mode.

In the embodiment with the first engagement and disengagement device and the third engagement and disengagement device, the parallel hybrid 1-gear mode comprises a parallel 1-gear power assisting mode and a parallel 1-gear power generating mode, and the parallel hybrid 2-gear mode comprises a parallel 2-gear power assisting mode and a parallel 2-gear power generating mode; the first engagement and disengagement device is disengaged, the third engagement and disengagement device is engaged, the engine is driven, the second motor is driven, the first motor is driven, generates electricity or idles, and the hybrid power driving system enters a parallel 1-gear power assisting mode; the first engagement and disengagement device is disengaged, the third engagement and disengagement device is engaged, the engine is driven, the second motor generates electricity, the first motor is driven, generates electricity or idles, and the hybrid power driving system enters a parallel 1-gear power generation mode; the first engagement and disengagement device is engaged, the third engagement and disengagement device is disengaged, the engine is driven, the second motor is driven, the first motor does not work, and the hybrid power driving system enters a parallel 2-gear power assisting mode; the first engagement and disengagement device is engaged, the third engagement and disengagement device is disengaged, the engine is driven, the second motor generates electricity, the first motor does not work, and the hybrid power driving system enters a parallel 2-gear power generation mode.

In the embodiment with the first engagement and disengagement device and the third engagement and disengagement device, the hybrid driving system is provided with a braking energy recovery mode in a pure electric driving mode, a braking energy recovery mode in a power splitting mode, a braking energy recovery mode in a parallel hybrid 1-gear mode, a braking energy recovery mode in a parallel hybrid 2-gear mode, a braking energy recovery mode in an engine direct-drive 1-gear mode and a braking energy recovery mode in an engine direct-drive 2-gear mode; when the vehicle brakes in the pure electric mode, the first engagement and disconnection device is disconnected, the third engagement and disconnection device is disconnected, the second motor is subjected to reverse torque deceleration to generate electricity, the engine and the first motor do not work, and the hybrid electric drive system enters a braking energy recovery mode in the pure electric mode; when the vehicle brakes in the power splitting mode, the first engagement and disengagement device is disengaged, the third engagement and disengagement device is disengaged, the second motor is subjected to reverse torque deceleration to generate electricity, the engine drives the first motor to generate electricity while driving, and the hybrid power driving system enters a braking energy recovery mode in the power splitting mode; when the vehicle brakes in the parallel hybrid 1-gear mode, the first engagement and disengagement device is disengaged, the third engagement and disengagement device is engaged, the engine is driven, the second motor is subjected to reverse torque deceleration to generate electricity, the first motor is driven, generates electricity or idles, and the hybrid power driving system enters a braking energy recovery mode in the parallel hybrid 1-gear mode; when the vehicle brakes in the parallel hybrid 2-gear mode, the first engagement and disengagement device is engaged, the third engagement and disengagement device is disengaged, the engine is driven, the second motor is subjected to reverse torque deceleration to generate electricity, the first motor does not work, and the hybrid power driving system enters a braking energy recovery mode in the parallel hybrid 2-gear mode; when the vehicle brakes in the engine direct-drive 1-gear mode, the first engagement and disengagement device is disengaged, the third engagement and disengagement device is engaged, the engine is driven, the second motor is subjected to reverse torque deceleration to generate electricity, the first motor generates electricity or idles, and the hybrid power driving system enters a braking energy recovery mode in the engine direct-drive 1-gear mode; when the vehicle brakes in the engine direct-drive 2-gear mode, the first engagement and disengagement device is engaged, the third engagement and disengagement device is disengaged, the engine is driven, the second motor is subjected to reverse torque deceleration to generate electricity, the first motor does not work, and the hybrid power driving system enters a braking energy recovery mode in the engine direct-drive 2-gear mode.

In the embodiment having the first engagement and disengagement device and the third engagement and disengagement device, by controlling the operating states of the engine, the first motor, and the second motor, and selectively engaging or disengaging the first engagement and disengagement device and the second engagement and disengagement device, a plurality of driving modes such as a pure electric driving mode, a power split mode, a parallel hybrid 1-gear mode, a parallel hybrid 2-gear mode, an engine direct-drive 1-gear mode, an engine direct-drive 2-gear mode, and a parking power generation mode can be realized. In addition, under the mode that the engine participates in driving, the engine can have two 2 gears, so that the hybrid power driving system of the embodiment can be suitable for urban working conditions and small and medium-sized vehicle types, and can give consideration to the dynamic property and economical efficiency of the whole vehicle.

According to the hybrid power driving system provided by the embodiment of the utility model, the motor driving gear and the parking gear are arranged on the second shaft connected with the rotor of the second motor, the motor driving gear is meshed with the intermediate shaft gear arranged on the intermediate shaft, and the parking of the vehicle can be realized through locking the parking gear. Therefore, as the motor driving gear is connected with the rotor of the second motor, the intermediate shaft gear meshed with the motor driving gear is arranged on the intermediate shaft, and the vehicle can be locked by means of the large speed ratio of the gear pair formed by the motor driving gear and the intermediate shaft gear, when the vehicle is parked or stopped, only a small moment is needed, so that the parking power generation and the parking power generation can be realized without energy consumption, the first motor (generator) is not needed to generate power when the second motor (driving motor) is blocked, the second motor overheat and demagnetize failure caused by energy consumption and blocked rotation of the second motor can be avoided, the problem that the EPB needs to be frequently started when the parking power generation function is forcibly realized can be avoided, the EPB abrasion can be reduced, and the potential safety hazard of vehicle braking can be eliminated.

In addition, in the mode switching process, the second motor can participate in driving, power interruption does not exist, and driving experience is good.

In addition, the first motor can increase speed and torque through the planetary gear mechanism, and the size of the first motor can be effectively reduced.

In addition, the hybrid power driving system can cover HEV (hybrid electric vehicle) models and PHEV (hybrid electric vehicle) models, and has good platformization.

In addition, the hybrid power driving system has corresponding braking energy recovery modes in all driving modes, and can realize efficient braking energy recovery by utilizing the second motor, so that the braking energy recovery covers all driving working conditions, the energy recovery efficiency is high, and the vehicle endurance can be improved.

The following describes in detail a hybrid driving system and a driving system control method according to an embodiment of the present utility model with reference to fig. 1 to 3.

First embodiment

As shown in fig. 1, a hybrid drive system provided in a first embodiment of the utility model includes an engine 1, a first motor 2, a first engagement/disengagement device 3, a planetary gear mechanism 4, a second motor 5, a first shaft 6, a second shaft 7, an intermediate shaft 8, an intermediate shaft gear 9, a main reduction driving gear 10, a main reduction driven gear 20, a motor drive gear 30, a parking gear 40, and a differential 50. The differential 20 has two ends respectively connected to a first half shaft and a second half shaft, the outer end of the first half shaft is connected to a first wheel, and the outer end of the second half shaft is connected to a second wheel. One of the first wheel and the second wheel is a left wheel, and the other is a right wheel.

The intermediate shaft gear 9 and the main reduction driving gear 10 are arranged on the intermediate shaft 9, the intermediate shaft gear 9 is fixed (for example, in spline connection) on the intermediate shaft 8 or integrally formed on the intermediate shaft 8, and the main reduction driving gear 10 is fixed (for example, in spline connection) on the intermediate shaft 8 or integrally formed on the intermediate shaft 8.

The main reduction driven gear 20 is provided on the housing of the differential 50 and meshes with the main reduction driving gear 10, and the main reduction driven gear 20 is fixed (e.g., spline-connected) or integrally formed on the housing of the differential 50.

The motor drive gear 30 and the parking gear 40 are disposed on the second shaft 7, the motor drive gear 30 is engaged with the intermediate shaft gear 9, and the motor drive gear 30 and the parking gear 40 are fixed (e.g., spline-connected) to the second shaft 7 or integrally formed on the second shaft 7. One end of the second shaft 7 is connected with the rotor of the second motor 5; the parking gear 40 is locked to allow the vehicle to be parked, for example, by the parking pawl being engaged with the parking gear 40.

The planetary gear mechanism 4 includes a sun gear 41, a planet gear 42, a planet carrier 43, and a ring gear 44, the first shaft 6 is connected between the rotor of the first electric machine 2 and the sun gear 41, the engine 1 is connected to the planet carrier 43, the ring gear 44 is provided with a ring gear external gear 60 meshed with the intermediate shaft gear 9, and the ring gear external gear 60 is fixed (e.g., splined) to the ring gear 44 or integrally formed on the ring gear 44. The first engagement and disengagement means 3 is connected between the sun gear 41 and the stationary member for selectively engaging or disengaging the sun gear 41 from the stationary member. The first shaft 6, the second shaft 7 and the intermediate shaft 8 are arranged in parallel and at intervals. Therefore, the axial length of the hybrid power driving system can be shortened, and the whole vehicle arrangement is facilitated.

The first motor 2 and the engine 1 are positioned on two sides of the first shaft 6 in the axial direction, and the second motor 5 and the first motor 2 are positioned on the same side of the first shaft 6 in the axial direction. Thus, the engine 1 and the two motors are respectively positioned at two sides of the hybrid power driving system, the arrangement is more compact, and the two motors are positioned at the same side, so that the arrangement of a motor controller is facilitated, and the length of a wire harness of the motor is reduced.

The first motor 2, the first engagement/disengagement device 3, the planetary gear mechanism 4, and the engine 1 are arranged in this order along the axial direction of the first shaft 6. Therefore, the structure is compact, and the arrangement of the whole vehicle is facilitated.

The second motor 5, the motor driving gear 30 and the parking gear 40 are sequentially arranged along the axial direction of the second shaft 7. Therefore, the structure is compact, and the arrangement of the whole vehicle is facilitated.

The diameter of the motor drive gear 30 is smaller than the diameter of the intermediate shaft gear 9; the ring gear external gear 60 has a diameter smaller than that of the counter gear 9. That is, the diameter of the counter gear 9 is larger than the diameters of the motor drive gear 30 and the ring gear external gear 60. In this way, the output power of the second motor 5 is in reduction transmission with the intermediate shaft gear 9 through the motor drive gear 30, and the power output from the ring gear 44 is in reduction transmission with the intermediate shaft gear 9 through the ring gear external gear 60.

A first end of the first engagement and disengagement means 3 is connected to the stationary part and a second end of the first engagement and disengagement means 3 is connected to the first shaft 6. So that the first engagement and disengagement means 3 are entirely located between the stationary part and the first shaft 6, the first engagement and disengagement means 3 are arranged more compactly without taking up too much space. The first engagement and disengagement means 3 have a first end and a second end, one of which is the driving end (the end pushed by the actuator) and the other is the driven end.

In this embodiment, the first engagement/disengagement means 3 is a brake.

However, in other embodiments, clutches or synchronizers and other functionally similar elements may be used in place of brakes.

When the first engagement/disengagement device 3 is engaged, the first shaft 6, the first motor 2, and the sun gear 41 are braked, and the power of the engine 1 is input from the carrier 43 and output from the ring gear 44. When the first engagement and disengagement means 3 is disengaged, the first electric machine 2 is connected to the sun gear 41 via the first shaft 6. The first motor 2 may be driven by the engine 1 to generate electricity, or may be driven together with the engine 1.

The hybrid drive system may further comprise a damper element connected between the engine 1 and the planet carrier 43, the damper element being a single mass flywheel, a dual mass flywheel, a torsional damper or a torque converter.

According to the hybrid power driving system of the first embodiment of the utility model, as the motor driving gear 30 is connected with the rotor of the second motor 5, the intermediate shaft gear 9 meshed with the motor driving gear 30 is arranged on the intermediate shaft 8, and by means of the large speed ratio of the gear pair formed by the motor driving gear 30 and the intermediate shaft gear 9, when a vehicle is parked or stopped, the vehicle can be locked by only needing small moment, thus parking power generation and parking power generation can be realized without energy consumption, the second motor 5 (driving motor) is not needed to hold back the first motor 2 (generator) to generate power, the problem that the second motor 5 is overheated and demagnetized to lose efficacy caused by energy consumption and blocked rotation of the second motor 5, and the problem that EPB needs to be frequently started when the parking power generation function is forcibly realized can be avoided, the EPB abrasion can be reduced, and the potential safety hazard of vehicle braking is eliminated.

In the hybrid drive system according to the first embodiment of the present utility model, by controlling the operating states of the engine 1, the first motor 2, and the second motor 5, and selectively engaging or disengaging the first engagement/disengagement device 3, a plurality of drive modes such as a pure electric drive mode, a power split mode, a parallel hybrid mode, an engine direct drive mode, and a parking power generation mode can be realized.

In addition, corresponding braking energy recovery modes are arranged in each driving mode, and the second motor can be utilized to realize efficient braking energy recovery. In the mode switching process, the second motor 5 can participate in driving, power interruption does not exist, and driving experience is good. The first motor 2 can increase speed and torque through the planetary gear mechanism 4, and the volume of the first motor 2 can be effectively reduced. The hybrid power driving system can cover HEV (hybrid electric vehicle) models and PHEV (hybrid electric vehicle) models, and has good platformization.

Control in each drive mode is shown in table 1 below:

TABLE 1

In table 1, "/" indicates no operation.

The power (power) transmission in each drive mode is specifically as follows:

(1) Pure electric drive mode

The first engagement and disengagement device 3 is disengaged, the second motor 5 is driven, the engine 1 and the first motor 2 do not work, and the hybrid drive system enters a pure electric mode. At this time, the power transmission route is: the second motor 5-motor drive gear 30-intermediate shaft gear 9-main subtracting driving gear 10-main subtracting driven gear 20-differential 50. The mode is mainly used for starting and medium-low speed running of the vehicle.

(3) Power splitting mode

The first engagement and disengagement device 3 is disengaged, the engine 1 drives the first motor 2 to generate electricity while driving, all or part of the electric energy generated by the first motor 2 is provided to the second motor 5, the second motor 5 is driven, and the hybrid power driving system enters a power split mode. At this time, the power transmission route is divided into three. The first path is as follows: the second motor 5-motor drive gear 30-intermediate shaft gear 9-main subtracting driving gear 10-main subtracting driven gear 20-differential 50; the second path is as follows: the engine 1-the planet carrier 43-the planet gears 42-the gear ring 44-the gear ring external gear 60-the intermediate shaft gear 9-the main reducing driving gear 10-the main reducing driven gear 20-the differential 50; the third path (power generation path) is: engine 1-planet carrier 43-planet wheels 42-sun wheel 41-first electric machine 2. This mode is primarily used to cover low speed conditions in the vehicle while covering high speed conditions beyond the mechanical point. When the power is rich and the battery pack SOC is not saturated, the power passing through the first motor 2 can be partially charged into the battery pack, and when the required power is greater than the power of the engine 1, if the battery pack SOC is not low, insufficient power can be discharged from the battery and output through the second motor 5.

(4) Parallel mixed mode

The first engagement and disconnection device 3 is engaged, the engine 1 is driven, the second motor 5 is driven or generates electricity, the first motor 2 does not work, and the hybrid power driving system enters a parallel hybrid mode. The parallel hybrid mode may be further divided into a parallel power assisting mode and a parallel power generating mode according to the power assisting or driving of the second motor 5. In the parallel power assisting mode, the power transmission route is divided into two paths, and the first path is as follows: the second motor 5-motor drive gear 30-intermediate shaft gear 9-main subtracting driving gear 10-main subtracting driven gear 20-differential 50; the second path is as follows: the engine 1-the planet carrier 43-the planet gears 42-the ring gear 44-the ring gear external gear 60-the counter gear 9-the main subtracting driving gear 10-the main subtracting driven gear 20-the differential 50. In the parallel power generation mode, the power transmission route is divided into two paths, wherein the first path is as follows: the engine 1-the planet carrier 43-the planet gears 42-the gear ring 44-the gear ring external gear 60-the intermediate shaft gear 9-the motor drive gear 30-the second motor 5; the second path is as follows: the engine 1-the planet carrier 43-the planet gears 42-the ring gear 44-the ring gear external gear 60-the counter gear 9-the main subtracting driving gear 10-the main subtracting driven gear 20-the differential 50. The parallel hybrid mode is mainly used for high-speed working condition hybrid power running, most of the power of the engine 1 is directly used for driving (without electric power conversion), the first motor 2 can adjust the torque working range of the engine 1 on the premise of meeting the power requirement of the whole vehicle, the engine 1 can realize torque decoupling, the engine 1 is in the optimal torque working range under the condition that the battery pack SOC is enough, and the system is efficient to operate. In the parallel power assisting mode, two power sources are driven (engine 1+second motor 5), and the vehicle has good power performance.

(5) Engine direct drive mode

The first engagement and disengagement device 3 is engaged, the engine 1 is driven, the first motor 2 is not operated, the second motor 5 is idle, and the hybrid drive system enters an engine direct drive mode. At this time, the power transmission route is: the engine 1-the planet carrier 43-the planet gears 42-the ring gear 44-the ring gear external gear 60-the counter gear 9-the main subtracting driving gear 10-the main subtracting driven gear 20-the differential 50. The mode is mainly used for direct-drive running of a high-speed engine, and is needed to be switched to when the vehicle speed approaches a mechanical point in order to avoid the phenomenon of power backflow caused by input type power splitting; in this mode, the engine 1 is directly driven without electric power conversion, and the system efficiency is high.

(6) Parking power generation mode

When the vehicle is parked, the parking gear 40 is locked, the first engagement and disengagement device 3 is disengaged, the second motor 5 does not work, the engine 1 drives the first motor 2 to generate electricity, and the hybrid power driving system enters a parking electricity generation mode. At this time, the power transmission route is: engine 1-planet carrier 43-planet wheels 42-sun wheel 41-first electric machine 2. The mode is mainly used for stopping feeding working conditions such as traffic lights and the like.

(7) Braking energy recovery mode in pure electric mode

When the vehicle brakes in the pure electric mode, the first engagement and disengagement device 3 is disengaged, the second motor 5 is subjected to reverse torque deceleration to generate electricity, the engine 1 and the first motor 2 do not work, and the hybrid electric drive system enters a braking energy recovery mode in the pure electric mode. At this time, the braking energy recovery route is: wheel-differential 50-main subtracting driven gear 20-main subtracting driving gear 10-counter shaft gear 9-motor driving gear 30-second motor 5. The mode is applied to vehicle braking energy recovery in a pure electric mode.

(8) Braking energy recovery mode in power split mode

When the vehicle brakes in the power split mode, the first engagement and disengagement device 3 is disengaged, the second motor 5 is subjected to reverse torque deceleration and power generation, the engine 1 drives the first motor 2 to generate power while driving, and the hybrid power driving system enters a braking energy recovery mode in the power split mode. At this time, the braking energy recovery route is: wheel-differential 50-main subtracting driven gear 20-main subtracting driving gear 10-counter shaft gear 9-motor driving gear 30-second motor 5. The mode is applied to vehicle braking energy recovery in a power split mode.

(9) Braking energy recovery mode in parallel hybrid mode

When the vehicle brakes in the parallel hybrid mode, the first engagement and disengagement device 3 is engaged, the second motor 5 is subjected to reverse torque deceleration and power generation, the engine 1 is driven, the first motor 2 does not work, and the hybrid power driving system enters a braking energy recovery mode in the parallel hybrid mode. At this time, the braking energy recovery route is: wheel-differential 50-main subtracting driven gear 20-main subtracting driving gear 10-counter shaft gear 9-motor driving gear 30-second motor 5. The mode is applied to vehicle braking energy recovery in a parallel hybrid mode.

(10) Braking energy recovery mode in engine direct drive mode

When the vehicle brakes in the engine direct drive mode, the first engagement and disengagement 3 is engaged, the second motor 5 is subjected to reverse torque deceleration and power generation, the engine 1 is driven, the first motor 2 does not work, and the hybrid power driving system enters a braking energy recovery mode in the engine direct drive mode. At this time, the braking energy recovery route is: wheel-differential 50-main subtracting driven gear 20-main subtracting driving gear 10-counter shaft gear 9-motor driving gear 30-second motor 5. The mode is applied to vehicle braking energy recovery in an engine direct drive mode.

Second embodiment

Fig. 2 shows a hybrid drive system according to a second embodiment of the present utility model, which is different from the first embodiment in that the hybrid drive system further includes a second engagement/disengagement device 70, the first shaft 6 includes a first shaft section 61 and a second shaft section 62 that are coaxial and spaced apart from each other, a first end of the first engagement/disengagement device 3 is connected to the stationary member, one end of the first shaft section 61 is connected to the rotor of the first electric motor 2, the second engagement/disengagement device 70 is connected between the other end of the first shaft section 61 and the second end of the first engagement/disengagement device 3, and the second shaft section 62 is connected between the second end of the first engagement/disengagement device 3 and the sun gear 41.

The engagement and disengagement of the second engagement and disengagement means 3 enables the power connection and disconnection of the first motor 2 and the sun gear 41. Thus, in the pure electric mode, the second engagement/disengagement device 70 is disengaged to disengage the first motor 2 from the sun gear 41, and the load on the sun gear is set to 0. In the pure electric driving mode, the second motor 5 reversely drags the engine 1 and the first motor 2, the working efficiency of the system is improved, and the endurance mileage of the electric vehicle (particularly the PHEV type) is improved.

The degree of freedom of the ring gear can be eliminated by the torque-holding action of the second motor 5 and the parking gear 30. The second engagement and disengagement means 70 can be selectively engaged, and the engine 1 can be restarted quickly by the first electric motor 2.

The second engagement and disengagement means 70 is a clutch. Preferably, the clutch is a wet multiplate clutch. The use of a wet multiplate clutch is more reliable than a dry multiplate clutch.

However, the second engagement and disengagement means 70 may also be a functionally similar element such as a synchronizer or a brake.

In this embodiment, the hybrid power driving system also has a pure electric driving mode, a power split mode, a parallel hybrid mode, an engine direct drive mode, and a parking power generation mode. In addition, corresponding braking energy recovery modes are arranged in each driving mode, and the second motor can be utilized to realize efficient braking energy recovery.

Control in each drive mode is shown in table 2 below:

TABLE 2

In table 2, "/" indicates no operation.

In the second embodiment, power (power) transmission in each drive mode is similar to that in the first embodiment.

Third embodiment

Fig. 3 shows a hybrid drive system according to a third embodiment of the present utility model, which differs from the first embodiment in that it further comprises a third engagement/disengagement device 80, said third engagement/disengagement device 80 being located between the second end of said first engagement/disengagement device 3 and said planet carrier 43.

The engagement and disengagement of the third engagement and disengagement means 80 enables the connection and disconnection of the carrier 43 with the sun gear 41. When the third engagement/disengagement device 80 is engaged, the carrier 43 is connected to the sun gear 41, the entire planetary gear mechanism 4 rotates, and the speed ratio of the planetary gear mechanism 4 is 1. When the third engagement/disengagement device 80 is disengaged, the carrier 43 is disengaged from the sun gear 41, and the speed ratio of the planetary gear mechanism 4 is not 1.

In this embodiment, the hybrid power driving system has a pure electric driving mode, a power splitting mode, a parallel hybrid 1-gear mode, a parallel hybrid 2-gear mode, an engine direct-drive 1-gear mode, an engine direct-drive 2-gear mode and a parking power generation mode.

The first engagement and disengagement device 3 is disengaged, the third engagement and disengagement device 80 is disengaged, the second motor 5 is driven, the engine 1 and the first motor 2 are not operated, and the hybrid drive system enters a pure electric mode.

The first engagement and disengagement device 3 is disengaged, the third engagement and disengagement device 80 is disengaged, the engine 1 drives the first motor 2 to generate electricity while driving, all or part of the electric energy generated by the first motor 2 is provided to the second motor 5, the second motor 5 is driven, and the hybrid power driving system enters a power split mode.

The first engagement and disengagement device 3 is disengaged, the third engagement and disengagement device 80 is engaged (the planetary gear mechanism 4 integrally rotates), the engine 1 is driven, the second motor 5 is driven or generates electricity, the first motor 2 is driven, generates electricity or idles, and the hybrid drive system enters a parallel hybrid 1-gear mode. The first engagement and disengagement device 3 is engaged, the third engagement and disengagement device 80 is disengaged, the engine 1 is driven, the second motor 5 is driven or generates electricity, the first motor 2 does not work, and the hybrid power driving system enters a parallel hybrid 2-gear mode.

The first engagement and disengagement device 3 is disengaged, the third engagement and disengagement device 80 is engaged, the engine 1 is driven, the first motor 2 idles, the second motor 5 idles, and the hybrid drive system enters a direct-drive 1-gear mode of the engine. The first engagement and disengagement device 3 is engaged, the third engagement and disengagement device 80 is disengaged, the engine 1 is driven, the first motor 2 does not work, the second motor 5 idles, and the hybrid power driving system enters a direct-drive 2-gear mode of the engine.

When the vehicle is parked, the parking gear 30 is locked, the first engagement and disengagement device 3 is disengaged, the third engagement and disengagement device 80 is disengaged, the second motor 5 is not operated, the engine 1 drives the first motor 2 to generate electricity, and the hybrid power drive system enters a parking electricity generation mode.

The parallel hybrid 1-gear mode comprises a parallel 1-gear power assisting mode and a parallel 1-gear power generating mode, and the parallel hybrid 2-gear mode comprises a parallel 2-gear power assisting mode and a parallel 2-gear power generating mode; the first engagement and disengagement device 3 is disengaged, the third engagement and disengagement device 80 is engaged, the engine 1 is driven, the second motor 5 is driven, the first motor is driven 2 to move, generate electricity or idle, and the hybrid power driving system enters a parallel 1-gear power assisting mode; the first engagement and disengagement device 3 is disengaged, the third engagement and disengagement device 80 is engaged, the engine 1 is driven, the second motor 5 generates electricity, the first motor 2 is driven, generates electricity or idles, and the hybrid power driving system enters a parallel 1-gear power generation mode; the first engagement and disengagement device 3 is engaged, the third engagement and disengagement device 80 is disengaged, the engine 1 is driven, the second motor 5 is driven, the first motor 2 does not work, and the hybrid power driving system enters a parallel 2-gear power assisting mode; the first engagement and disengagement device 3 is engaged, the third engagement and disengagement device 80 is disengaged, the engine 1 is driven, the second motor 5 generates electricity, the first motor 2 does not work, and the hybrid power driving system enters a parallel 2-gear power generation mode.

The hybrid power driving system is provided with a braking energy recovery mode in a pure electric driving mode, a braking energy recovery mode in a power splitting mode, a braking energy recovery mode in a parallel hybrid power 1 gear mode, a braking energy recovery mode in a parallel hybrid power 2 gear mode, a braking energy recovery mode in an engine direct drive 1 gear mode and a braking energy recovery mode in an engine direct drive 2 gear mode.

When the vehicle brakes in the pure electric mode, the first engagement and disengagement device 3 is disengaged, the third engagement and disengagement device 80 is disengaged, the second motor 5 is subjected to reverse torque deceleration to generate electricity, the engine 1 and the first motor 2 do not work, and the hybrid electric drive system enters a braking energy recovery mode in the pure electric mode.

When the vehicle brakes in the power split mode, the first engagement and disengagement device 5 is disengaged, the third engagement and disengagement device 80 is disengaged, the second motor 5 is subjected to reverse torque deceleration to generate electricity, the engine 1 drives the first motor 2 to generate electricity while driving, and the hybrid power driving system enters a braking energy recovery mode in the power split mode.

When the vehicle brakes in the parallel hybrid 1-gear mode, the first engagement and disengagement device 3 is disengaged, the third engagement and disengagement device 80 is engaged, the engine 1 is driven, the second motor 5 is subjected to reverse torque deceleration power generation, the first motor 2 is driven, generates power or idles, and the hybrid power driving system enters a braking energy recovery mode in the parallel hybrid 1-gear mode.

When the vehicle brakes in the parallel hybrid 2-gear mode, the first engagement and disengagement device 3 is engaged, the third engagement and disengagement device 80 is disengaged, the engine 1 is driven, the second motor 5 is subjected to reverse torque deceleration to generate electricity, the first motor 2 does not work, and the hybrid power driving system enters a braking energy recovery mode in the parallel hybrid 2-gear mode.

When the vehicle brakes in the engine direct-drive 1-gear mode, the first engagement and disengagement device 3 is disengaged, the third engagement and disengagement device 80 is engaged, the engine 1 is driven, the second motor 5 is subjected to reverse torque deceleration power generation, the first motor 2 generates power or idles, and the hybrid power driving system enters a braking energy recovery mode in the engine direct-drive 1-gear mode.

When the vehicle brakes in the engine direct-drive 2-gear mode, the first engagement and disengagement device 3 is engaged, the third engagement and disengagement device 80 is disengaged, the engine 1 is driven, the second motor 5 is subjected to reverse torque deceleration power generation, the first motor 2 does not work, and the hybrid power driving system enters a braking energy recovery mode in the engine direct-drive 2-gear mode.

In the present embodiment, control in each driving mode is shown in the following table 3:

TABLE 3 Table 3

In table 3, "/" indicates no operation.

In addition, the embodiment of the utility model also provides a vehicle, which comprises the hybrid power driving system of the embodiment.

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

Claims

1. The hybrid power driving system is characterized by comprising an engine, a first motor, a first engagement and disengagement device, a planetary gear mechanism, a second motor, a first shaft, a second shaft, an intermediate shaft gear, a main reduction driving gear, a main reduction driven gear, a motor driving gear, a parking gear and a differential; the intermediate shaft gear and the main reduction driving gear are arranged on the intermediate shaft, the main reduction driven gear is arranged on the shell of the differential mechanism and is meshed with the main reduction driving gear, the motor driving gear and the parking gear are arranged on the second shaft, the motor driving gear is meshed with the intermediate shaft gear, and one end of the second shaft is connected with the rotor of the second motor; the parking gear is locked, so that the vehicle can be parked;

2. The hybrid drive system of claim 1, wherein the first shaft, the second shaft, and the intermediate shaft are disposed in parallel and spaced apart relation to one another.

3. The hybrid drive system of claim 2, wherein the first electric machine and the engine are located on axially opposite sides of the first shaft, and the second electric machine and the first electric machine are located on the same axially opposite sides of the first shaft.

4. The hybrid drive system according to claim 1, wherein the first motor, the first engagement and disengagement device, the planetary gear mechanism, and the engine are arranged in this order in an axial direction of the first shaft.

5. The hybrid drive system of claim 1, wherein the second motor, motor drive gear, and parking gear are sequentially arranged in an axial direction of the second shaft.

6. The hybrid drive system of claim 1, wherein a diameter of the motor drive gear is smaller than a diameter of the countershaft gear;

The diameter of the external ring gear is smaller than the diameter of the intermediate shaft gear.

7. The hybrid drive system of claim 1 wherein a first end of the first engagement and disengagement device is connected to the stationary member and a second end of the first engagement and disengagement device is connected to the first shaft.

8. The hybrid drive system of claim 1, wherein the hybrid drive system has a pure electric mode, a power split mode, a parallel hybrid mode, an engine direct drive mode, and a park power generation mode;

The first engagement and disengagement device is disengaged, the second motor is driven, the engine and the first motor do not work, and the hybrid power driving system enters a pure electric driving mode;

The first engagement and disengagement device is disengaged, the engine drives the first motor to generate electricity, all or part of the electric energy generated by the first motor is provided to the second motor, the second motor is driven, and the hybrid power driving system enters a power splitting mode;

The first engagement and disengagement device is engaged, the engine is driven, the second motor is driven or generates electricity, the first motor does not work, and the hybrid power driving system enters a parallel hybrid mode;

the first engagement and disengagement device is engaged, the engine is driven, the first motor does not work, the second motor idles, and the hybrid power driving system enters an engine direct driving mode;

When the vehicle is parked, the parking gear is locked, the first engagement and disengagement device is disengaged, the second motor does not work, the engine drives the first motor to generate electricity, and the hybrid power driving system enters a parking electricity generation mode.

9. The hybrid drive system of claim 8, wherein the parallel hybrid mode includes a parallel assist mode and a parallel power generation mode;

The first engagement and disengagement device is engaged, the engine is driven, the second motor is driven, the first motor does not work, and the hybrid power driving system enters a parallel power assisting mode;

The first engagement and disengagement device is engaged, the engine is driven, the second motor generates electricity, the first motor does not work, and the hybrid power driving system enters a parallel power generation mode.

10. The hybrid drive system of claim 8, wherein the hybrid drive system has a braking energy recovery mode in a pure electric mode, a braking energy recovery mode in a power split mode, a braking energy recovery mode in a parallel hybrid mode, and a braking energy recovery mode in an engine direct drive mode;

When the vehicle brakes in the pure electric mode, the first engagement and disengagement device is disengaged, the second motor is subjected to reverse torque to reduce speed and generate electricity, the engine and the first motor do not work, and the hybrid power driving system enters a braking energy recovery mode in the pure electric mode;

When the vehicle brakes in the power splitting mode, the first engagement and disengagement device is disengaged, the second motor is subjected to reverse torque to reduce speed for power generation, the engine drives the first motor to generate power while driving, and the hybrid power driving system enters a braking energy recovery mode in the power splitting mode;

When the vehicle brakes in the parallel hybrid mode, the first engagement and disconnection device is engaged, the second motor is subjected to reverse torque deceleration and power generation, the engine is driven, the first motor does not work, and the hybrid power driving system enters a braking energy recovery mode in the parallel hybrid mode;

When the vehicle brakes in the engine direct drive mode, the first engagement and disengagement device is engaged, the second motor is subjected to reverse torque deceleration and power generation, the engine is driven, the first motor does not work, and the hybrid power driving system enters a braking energy recovery mode in the engine direct drive mode.

11. The hybrid drive system of claim 7, further comprising a second engagement and disengagement device, the first shaft including a first shaft section and a second shaft section that are coaxial and spaced apart from each other, a first end of the first engagement and disengagement device being connected to the stationary member, one end of the first shaft section being connected to the rotor of the first electric machine, the second engagement and disengagement device being connected between the other end of the first shaft section and a second end of the first engagement and disengagement device, the second shaft section being connected between the second end of the first engagement and disengagement device and the sun gear.

12. The hybrid drive system of claim 11, wherein the hybrid drive system has a pure electric mode, a power split mode, a parallel hybrid mode, an engine direct drive mode, and a park power generation mode;

The first engagement and disengagement device is disengaged, the second engagement and disengagement device is engaged, the engine drives the first motor to generate electricity, all or part of the electric energy generated by the first motor is provided to the second motor, the second motor is driven, and the hybrid power driving system enters a power split mode;

The first engagement and disengagement device is engaged, the second engagement and disengagement device is disengaged, the engine is driven, the second motor is driven or generates electricity, the first motor does not work, and the hybrid power driving system enters a parallel hybrid mode;

The first engagement and disengagement device is engaged, the second engagement and disengagement device is disengaged, the engine is driven, the first motor does not work, the second motor idles, and the hybrid power driving system enters an engine direct-drive mode;

When the vehicle is parked, the parking gear is locked, the first engagement and disengagement device is disengaged, the second engagement and disengagement device is engaged, the second motor is not operated, the engine drives the first motor to generate electricity, and the hybrid power driving system enters a parking electricity generation mode.

13. The hybrid drive system of claim 12, wherein the parallel hybrid mode includes a parallel assist mode and a parallel power generation mode;

The first engagement and disengagement device is engaged, the second engagement and disengagement device is disengaged, the engine is driven, the second motor is driven, the first motor is not operated, and the hybrid power driving system enters a parallel power assisting mode;

The first engagement and disengagement device is engaged, the second engagement and disengagement device is disengaged, the engine is driven, the second motor generates electricity, the first motor does not work, and the hybrid power driving system enters a parallel power generation mode.

14. The hybrid drive system of claim 12, wherein the hybrid drive system has a braking energy recovery mode in a pure electric mode, a braking energy recovery mode in a power split mode, a braking energy recovery mode in a parallel hybrid mode, and a braking energy recovery mode in an engine direct drive mode;

When the vehicle brakes in the pure electric mode, the first engagement and disconnection device is disconnected, the second motor is subjected to reverse torque deceleration to generate electricity, the engine and the first motor do not work, and the hybrid electric drive system enters a braking energy recovery mode in the pure electric mode;

When the vehicle brakes in the power splitting mode, the first engagement and disengagement device is disengaged, the second engagement and disengagement device is engaged, the second motor is subjected to reverse torque deceleration to generate electricity, the engine drives the first motor to generate electricity while driving, and the hybrid power driving system enters a braking energy recovery mode in the power splitting mode;

When the vehicle brakes in the parallel hybrid mode, the first engagement and disconnection device is engaged, the second engagement and disconnection device is disconnected, the second motor is subjected to reverse torque deceleration to generate electricity, the engine is driven, the first motor does not work, and the hybrid power driving system enters a braking energy recovery mode in the parallel hybrid mode;

When the vehicle brakes in the engine direct drive mode, the first engagement and disengagement device is engaged, the second engagement and disengagement device is disengaged, the second motor is subjected to reverse torque deceleration and power generation, the engine is driven, the first motor does not work, and the hybrid power driving system enters a braking energy recovery mode in the engine direct drive mode.

15. The hybrid drive system of claim 7, further comprising a third engagement and disengagement device connected between the second end of the first engagement and disengagement device and the carrier.

16. The hybrid drive system of claim 15, wherein the hybrid drive system has a pure electric mode, a power split mode, a parallel hybrid 1-gear mode, a parallel hybrid 2-gear mode, an engine direct drive 1-gear mode, an engine direct drive 2-gear mode, and a park power generation mode;

The first engagement and disengagement device is disengaged, the third engagement and disengagement device is disengaged, the second motor is driven, the engine and the first motor do not work, and the hybrid power driving system enters a pure electric driving mode;

The first engagement and disengagement device is disengaged, the third engagement and disengagement device is disengaged, the engine drives the first motor to generate electricity, all or part of the electric energy generated by the first motor is provided to the second motor, the second motor is driven, and the hybrid power driving system enters a power split mode;

The first engagement and disengagement device is disengaged, the third engagement and disengagement device is engaged, the engine is driven, the second motor is driven or generates electricity, the first motor is driven, generates electricity or idles, and the hybrid power driving system enters a parallel hybrid power 1-gear mode;

The first engagement and disengagement device is engaged, the third engagement and disengagement device is disengaged, the engine is driven, the second motor is driven or generates electricity, the first motor does not work, and the hybrid power driving system enters a parallel hybrid 2-gear mode;

The first engagement and disengagement device is disengaged, the third engagement and disengagement device is engaged, the engine is driven, the first motor idles, the second motor idles, and the hybrid power driving system enters a direct-drive 1-gear mode of the engine;

The first engagement and disengagement device is engaged, the third engagement and disengagement device is disengaged, the engine is driven, the first motor does not work, the second motor idles, and the hybrid power driving system enters a direct-drive 2-gear mode of the engine;

When the vehicle is parked, the parking gear is locked, the first engagement and disengagement device is disengaged, the third engagement and disengagement device is disengaged, the second motor is not operated, the engine drives the first motor to generate electricity, and the hybrid power driving system enters a parking electricity generation mode.

17. The hybrid propulsion system of claim 16, wherein the parallel hybrid 1-gear mode includes a parallel 1-gear boost mode and a parallel 1-gear power generation mode, and wherein the parallel hybrid 2-gear mode includes a parallel 2-gear boost mode and a parallel 2-gear power generation mode;

The first engagement and disengagement device is disengaged, the third engagement and disengagement device is engaged, the engine is driven, the second motor is driven, the first motor is driven, generates electricity or idles, and the hybrid power driving system enters a parallel 1-gear power assisting mode;

The first engagement and disengagement device is disengaged, the third engagement and disengagement device is engaged, the engine is driven, the second motor generates electricity, the first motor is driven, generates electricity or idles, and the hybrid power driving system enters a parallel 1-gear power generation mode;

The first engagement and disengagement device is engaged, the third engagement and disengagement device is disengaged, the engine is driven, the second motor is driven, the first motor does not work, and the hybrid power driving system enters a parallel 2-gear power assisting mode;

The first engagement and disengagement device is engaged, the third engagement and disengagement device is disengaged, the engine is driven, the second motor generates electricity, the first motor does not work, and the hybrid power driving system enters a parallel 2-gear power generation mode.

18. The hybrid drive system of claim 16, wherein the hybrid drive system has a brake energy recovery mode in a pure electric mode, a brake energy recovery mode in a power split mode, a brake energy recovery mode in a parallel hybrid 1-gear mode, a brake energy recovery mode in a parallel hybrid 2-gear mode, a brake energy recovery mode in an engine direct drive 1-gear mode, and a brake energy recovery mode in an engine direct drive 2-gear mode;

When the vehicle brakes in the pure electric mode, the first engagement and disconnection device is disconnected, the third engagement and disconnection device is disconnected, the second motor is subjected to reverse torque deceleration to generate electricity, the engine and the first motor do not work, and the hybrid electric drive system enters a braking energy recovery mode in the pure electric mode;

When the vehicle brakes in the power splitting mode, the first engagement and disengagement device is disengaged, the third engagement and disengagement device is disengaged, the second motor is subjected to reverse torque deceleration to generate electricity, the engine drives the first motor to generate electricity while driving, and the hybrid power driving system enters a braking energy recovery mode in the power splitting mode;

When the vehicle brakes in the parallel hybrid 1-gear mode, the first engagement and disengagement device is disengaged, the third engagement and disengagement device is engaged, the engine is driven, the second motor is subjected to reverse torque deceleration to generate electricity, the first motor is driven, generates electricity or idles, and the hybrid power driving system enters a braking energy recovery mode in the parallel hybrid 1-gear mode;

When the vehicle brakes in the parallel hybrid 2-gear mode, the first engagement and disengagement device is engaged, the third engagement and disengagement device is disengaged, the engine is driven, the second motor is subjected to reverse torque deceleration to generate electricity, the first motor does not work, and the hybrid power driving system enters a braking energy recovery mode in the parallel hybrid 2-gear mode;

When the vehicle brakes in the engine direct-drive 1-gear mode, the first engagement and disengagement device is disengaged, the third engagement and disengagement device is engaged, the engine is driven, the second motor is subjected to reverse torque deceleration to generate electricity, the first motor generates electricity or idles, and the hybrid power driving system enters a braking energy recovery mode in the engine direct-drive 1-gear mode;

When the vehicle brakes in the engine direct-drive 2-gear mode, the first engagement and disengagement device is engaged, the third engagement and disengagement device is disengaged, the engine is driven, the second motor is subjected to reverse torque deceleration to generate electricity, the first motor does not work, and the hybrid power driving system enters a braking energy recovery mode in the engine direct-drive 2-gear mode.

19. A vehicle comprising the hybrid drive system of any one of claims 1-18.