CN221188118U - Hybrid power system and vehicle - Google Patents

Abstract

The utility model provides a hybrid power system and a vehicle. The planetary gear mechanism comprises a sun gear, a planet carrier and a gear ring, wherein an on-off device is arranged between two parts of the sun gear, the planet carrier and the gear ring and used for establishing or disconnecting the connection between the two parts. And the sun gear is connected with a motor shaft of the first motor, the planet carrier is connected with a power output shaft of the engine through a one-way clutch, and the gear ring is used for outputting power to the forward driving differential mechanism. The first control part is used for controlling the power on-off between the gear ring and the precursor differential mechanism, and the second control part is used for controlling the power on-off between the second motor and the precursor differential mechanism. The hybrid power system can meet the requirements of different driving functions of the vehicle under different driving conditions, and can reduce the energy consumption and emission of the whole vehicle.

Description

Hybrid power system and vehicle

Technical Field

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

The utility model also relates to a vehicle with the hybrid power system.

Background

At present, a power split hybrid power driving system adopting a planetary gear and double-motor coupling framework becomes one of main technical routes of hybrid power and plug-in hybrid power, for example, a Toyota automobile is an oil-electricity hybrid power automobile based on single planetary gear input type power split, and high oil saving rate under urban working conditions can be realized. But when the vehicle enters a high speed cruise condition, the generator continues to shunt the engine, resulting in partial losses. In addition, the driving motor of the hybrid system outputs according to a fixed speed ratio, and as the vehicle speed rises, the engine enters a high-efficiency interval for driving, and the driving motor still needs to be kept in high-speed standby operation.

Therefore, the hybrid system improves the input voltage of the motor inverter by introducing the high-voltage boosting module so as to reduce the standby loss of the driving motor at high speed, and is beneficial to reducing the electric quantity of the power battery and the limitation of a voltage platform. However, the boost module inevitably introduces additional loss of energy conversion, and in addition, due to the power limitation of the boost module, when the hybrid power system needs to be applied to a plug-in hybrid vehicle, the power requirement of the high-voltage boost module needs to be increased, and meanwhile, a locking mechanism of an engine in an electric mode needs to be added, so that the cost of the hybrid power system is increased and the fuel economy is lower.

Disclosure of utility model

In view of the above, the present utility model is directed to a hybrid power system to meet different driving function requirements of a vehicle under different driving conditions, and to reduce energy consumption and exhaust emission of the whole vehicle.

In order to achieve the above purpose, the technical scheme of the utility model is realized as follows:

A hybrid power system including an engine, a first motor, a second motor, a planetary gear mechanism provided between the engine and the first motor, and a first control portion and a second control portion;

The planetary gear mechanism comprises a sun gear, a planet carrier and a gear ring, wherein an on-off device is arranged between two parts of the sun gear, the planet carrier and the gear ring and is used for establishing or disconnecting the connection between the two parts;

the sun gear is connected with a motor shaft of the first motor, the planet carrier is connected with a power output shaft of the engine through a one-way clutch, and the gear ring is used for outputting power to the forward drive differential mechanism;

The first control part is arranged between the gear ring and the precursor differential mechanism and is used for controlling the power on-off between the gear ring and the precursor differential mechanism, and the second control part is arranged between the second motor and the precursor differential mechanism and is used for controlling the power on-off between the second motor and the precursor differential mechanism.

Further, the gear ring outputs power to the precursor differential through a first transmission assembly;

The first transmission assembly comprises a first intermediate shaft coaxially arranged with a motor shaft of the first motor, and a first gear unit arranged on the first intermediate shaft;

the first control portion includes a first synchronizer provided on the first intermediate shaft for establishing or disconnecting power transmission between the ring gear and the first intermediate shaft.

Further, the first gear unit comprises a first driven gear meshed with the external teeth of the gear ring and a first driving gear meshed with a precursor main subtracting gear on the precursor differential, and the number of teeth of the first driving gear is smaller than that of the first driven gear;

The first driven gear or the first driving gear is sleeved on the first intermediate shaft in a hollow mode, and the first synchronizer is used for establishing or disconnecting the connection between the first intermediate shaft and the first driven gear or the connection between the first intermediate shaft and the first driving gear.

Further, the first gear unit comprises a first driven gear which is sleeved on the first intermediate shaft in a hollow mode, and the external teeth of the gear ring and the precursor main reducing gear are meshed with the first driven gear;

The first driven gear is sleeved on the first intermediate shaft in a hollow mode, and the first synchronizer is used for establishing or disconnecting connection between the first intermediate shaft and the first driven gear.

Further, the driving shaft of the second motor is parallel to the motor shaft of the first motor, and the second motor outputs power to the precursor differential through a second transmission assembly.

Further, the second transmission assembly comprises a second intermediate shaft coaxially arranged with the drive shaft of the second motor, and a second gear unit provided between the second intermediate shaft and the drive shaft of the second motor;

The second control part comprises a second synchronizer arranged on the second intermediate shaft, and the second synchronizer is used for establishing or disconnecting power transmission between the driving shaft of the second motor and the second intermediate shaft.

Further, the second gear unit comprises a second driving gear arranged on a driving shaft of the second motor and a second driven gear arranged on the second intermediate shaft, and the second driven gear is meshed with the second driving gear;

The second intermediate shaft is provided with a third driving gear meshed with the precursor main subtracting gear, and the number of teeth of the third driving gear is smaller than that of the second driven gear;

the second driven gear or the third driving gear is sleeved on the second intermediate shaft in a hollow mode, and the second synchronizer is used for establishing or disconnecting the connection between the second intermediate shaft and the second driven gear or the connection between the second intermediate shaft and the third driving gear.

Further, the motor also comprises a third motor and a third control part;

The third motor is used for outputting power to the rear-drive differential mechanism, and the third control part is arranged between the third motor and the rear-drive differential mechanism and used for controlling the power on-off between the third motor and the rear-drive differential mechanism.

Further, the third motor outputs power to the rear drive differential through a third transmission assembly;

The third transmission assembly comprises a third intermediate shaft coaxially arranged with the motor shaft of the third motor, and a third gear unit arranged between the third intermediate shaft and the motor shaft of the third motor;

The third control part comprises a third synchronizer arranged on the third intermediate shaft, and the third synchronizer is used for establishing or disconnecting power transmission between a motor shaft of the third motor and the third intermediate shaft.

Compared with the prior art, the utility model has the following advantages:

According to the hybrid power system, the first control part for controlling the power on-off between the gear ring and the precursor differential mechanism and the second control part for controlling the power on-off between the second motor and the precursor differential mechanism are arranged, and the on-off devices are arranged between the sun gear, the planet carrier and the gear ring, so that the vehicle can operate in an efficient series-parallel hybrid mode in a low-load area of a city, can also adopt an input split-flow series-parallel mode in a medium-high load area, can meet different driving function requirements of the vehicle under different driving working conditions, can reduce energy consumption and emission of the whole vehicle, and can also improve fuel economy and driving experience.

In addition, the first control part comprises a first synchronizer, the technology is mature, the design and implementation are convenient, and the first transmission assembly comprises a first intermediate shaft and a first gear unit, so that the stability of power transmission can be improved. The first gear unit comprises a first driven gear meshed with the external teeth of the gear ring and a first driving gear meshed with the precursor main subtracting gear on the precursor differential mechanism, and the structure is simple and convenient to design and implement. The first gear unit comprises a first driven gear which is sleeved on the first intermediate shaft in an empty mode, and the precursor main reducing gear and the external teeth of the gear ring are meshed with the first driven gear, so that parts of the power system can be reduced, and the cost is reduced.

And secondly, the driving shaft of the second motor is parallel to the motor shaft of the first motor, so that the hybrid power system is conveniently arranged on the whole vehicle. The second control part comprises a second synchronizer, the technology of the second synchronizer is mature, the design and implementation are convenient, and the second transmission assembly comprises a second intermediate shaft and a second gear unit, so that the stability of power transmission can be improved. By arranging the third driving gear and enabling the number of teeth of the third driving gear to be smaller than that of the second driven gear, the number of teeth of the rear-drive main reduction gear can be fully reduced on the premise of meeting the speed ratio requirement, so that the size of the rear-drive differential can be reduced, and the arrangement is convenient.

Further, by providing the third electric motor for outputting power to the rear drive differential, the hybrid system can be made to establish the four-drive mode. And the third control part comprises a third synchronizer, the technology is mature, the design and implementation are convenient, and the third transmission assembly comprises a third intermediate shaft and a third gear unit, so that the stability of power transmission can be improved.

Another object of the utility model is to propose a vehicle provided with a hybrid system as described above.

The vehicle has the same beneficial effects as the hybrid power system in the prior art, and is not described in detail herein.

Drawings

The accompanying drawings, which are included to provide a further understanding of the utility model and are incorporated in and constitute a part of this specification, illustrate embodiments of the utility model and together with the description serve to explain the utility model. In the drawings:

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

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

FIG. 3 is a schematic structural diagram of a hybrid system according to a second embodiment of the present utility model;

fig. 4 is a schematic structural diagram of a hybrid system according to a third embodiment of the present utility model.

Reference numerals illustrate:

1. an engine; 2. a first motor; 3. a second motor; 4. a planetary gear mechanism; 41. a sun gear; 42. a planet carrier; 43. a gear ring; 5. a clutch; 6. a one-way clutch; 7. a first synchronizer; 8. a second synchronizer; 9. a third motor; 10. a third intermediate shaft; 11. a third synchronizer;

100. A power output shaft; 200. a motor shaft; 300. a drive shaft; 600. a precursor output shaft; 700. a rear drive output shaft; 400. a first intermediate shaft; 500. a second intermediate shaft;

401. A first drive gear; 402. a first driven gear; 301. a second drive gear; 502. a second driven gear; 501. a third drive gear; 601. a precursor main subtracting gear; 602. a precursor differential; 701. a rear-drive main reducing gear; 702. a rear drive differential; 801. a fourth driving gear; 802. a third driven gear; 901. and a fifth driving gear.

Detailed Description

It should be noted that, without conflict, the embodiments of the present utility model and features of the embodiments may be combined with each other.

In the description of the present utility model, it should be noted that, if terms indicating an orientation or positional relationship such as "upper", "lower", "inner", "outer", etc. are presented, they are based on the orientation or positional relationship shown in the drawings, only for convenience of describing the present utility model and simplifying the description, and do not indicate or imply that the apparatus or element to be referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as limiting the present utility model. Furthermore, the terms "first," "second," and the like, if any, are also used for descriptive purposes only and are not to be construed as indicating or implying relative importance.

In addition, in the description of the present utility model, unless otherwise specifically defined, the mating components may be connected using conventional connection structures in the art. Moreover, the terms "mounted," "connected," and "connected" are to be construed broadly. For example, the connection can be fixed connection, detachable connection or integrated connection; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the above terms in the present utility model can be understood by those of ordinary skill in the art in combination with specific cases.

The utility model will be described in detail below with reference to the drawings in connection with embodiments.

Example 1

The present embodiment relates to a hybrid system that includes, in its entire configuration, an engine 1, a first motor 2, a second motor 3, a planetary gear mechanism 4 provided between the engine 1 and the first motor 2, and a first control portion and a second control portion. The planetary gear mechanism 4 includes a sun gear 41, a carrier 42, and a ring gear 43, and an on-off device is provided between two of the sun gear 41, the carrier 42, and the ring gear 43, for establishing or disconnecting a connection between the two components.

While the sun gear 41 is connected with the motor shaft 200 of the first motor 2, the carrier 42 is connected with the power output shaft 100 of the engine 1 through the one-way clutch 6, the ring gear 43 is used for outputting power to the front drive differential 602, and the front drive differential 602 outputs power to the front wheels through the front drive output shaft 600. The first control part is arranged between the gear ring 43 and the precursor differential 602 and is used for controlling the power on-off between the gear ring 43 and the precursor differential 602, and the second control part is arranged between the second motor 3 and the precursor differential 602 and is used for controlling the power on-off between the second motor 3 and the precursor differential 602.

The hybrid power system of this embodiment, through setting up the first control division that is used for controlling the power break-make between ring gear 43 and the precursor differential mechanism 602, and be used for controlling the second motor 3 and the second control division of the power break-make between the precursor differential mechanism 602, and be equipped with the break-make device between sun gear 41, planet carrier 42 and ring gear 43 two of them parts, therefore, the vehicle can both be in the high-efficient series connection mixed mode of urban low load district operation, can adopt the input reposition of redundant personnel mixed mode under the medium-high load again, can satisfy the different drive function demands of vehicle under different driving conditions, can reduce whole car energy consumption, emission, also can promote fuel economy and driving experience.

Based on the above overall description, an exemplary structure of the hybrid system of the embodiment is shown with reference to fig. 1, in which the engine 1, the one-way clutch 6, the planetary gear mechanism 4, and the first electric motor 2 are arranged in this order in the axial direction of the power output shaft 100 of the engine 1, and the linked power of the first electric motor 2 and/or the engine 1 to the planetary gear mechanism 4 is coupled out via the ring gear 43. In addition, as a preferred embodiment, the on-off device of the present embodiment adopts the clutch 5, and is specifically disposed between the planet carrier 42 and the ring gear 43, which can selectively connect or disconnect the planet carrier 42 and the ring gear 43, so as to allow the sun gear 41, the planet carrier 42 and the ring gear 43 to rotate at the same or different rotation speeds, so as to respectively establish the constant speed regulation series power generation mode of the first motor 2 for the engine 1, or the speed regulation input split mode of the first motor 2 for the engine 1 and the electric mode of the first motor 2. Of course, the on-off device may employ a brake, or other components capable of achieving power on-off between the two components, in addition to the clutch 5.

In addition, to reduce the natural frequency of driveline torsional vibrations, a torsional damper is typically integrated into one-way clutch 6. And the one-way clutch 6 may be of an existing structure that allows the engine 1 to rotate in the forward direction while preventing the engine 1 from rotating in the reverse direction. Further, the ring gear 43 of the present embodiment outputs power to the front drive differential 602 through a first transmission assembly, which specifically includes a first intermediate shaft 400 coaxially arranged with the shaft of the first motor 2, and a first gear unit provided on the first intermediate shaft 400. By arranging the first gear unit, the force transmission stability of the first transmission assembly can be improved. In addition, as a preferred embodiment, the first control portion of the present embodiment includes a first synchronizer 7 provided on the first intermediate shaft 400, the first synchronizer 7 being used to establish or disconnect power transmission between the ring gear 43 and the first intermediate shaft 400. The first control part adopts the first synchronizer 7, so that the technology is mature, and the design and implementation are convenient.

As shown in fig. 1, as a specific embodiment, the first gear unit of the present embodiment includes a first driven gear 402 meshed with external teeth of the ring gear 43, and a first driving gear 401 meshed with a precursor-main reduction gear 601 on a precursor differential 602, and the number of teeth of the first driving gear 401 is smaller than that of the first driven gear 402. And, the first driven gear 402 is sleeved on the first intermediate shaft 400, and the first synchronizer 7 is used for establishing or disconnecting the connection between the first intermediate shaft 400 and the first driven gear 402. Moreover, the first driving gear 401 and the precursor main subtracting gear 601 adopt parallel shaft-tooth coupling mechanisms, that is, both are spur gears, so as to establish a transverse precursor transmission mechanism of the engine 1 and the first motor 2. Of course, the first driving gear 401 and the precursor main reducing gear 601 may also adopt spiral bevel gear coupling mechanisms, that is, both are bevel gears, so as to establish a longitudinal precursor transmission mechanism of the engine 1 and the first motor 2. At this time, the structure can provide more axial space for the first motor 2, which is beneficial to improving the torque and power matching of the first motor 2, thereby being more suitable for meeting the driving requirement of high-performance or heavier vehicles.

In this embodiment, by setting the first driving gear 401 and making the number of teeth of the first driving gear 401 smaller than the number of teeth of the first driven gear 402, the number of teeth of the precursor main subtracting gear 601 can be sufficiently reduced on the premise of meeting the speed ratio requirement, so that the volume of the precursor differential 602 can be reduced, and the arrangement is convenient. Here, in addition to the first driven gear 402 being idly fitted over the first intermediate shaft 400, the first driving gear 401 may be idly fitted over the first intermediate shaft 400, and the first synchronizer 7 may be used to establish or disconnect the connection between the first intermediate shaft 400 and the first driven gear 402.

In addition, as another embodiment, the first gear unit of the present embodiment includes a first driven gear 402 that is hollow and is sleeved on the first intermediate shaft 400, and the external teeth of the ring gear 43 and the precursor reduction gear 601 are meshed with the first driven gear 402. And, the first driven gear 402 is sleeved on the first intermediate shaft 400, and the first synchronizer 7 is used for establishing or disconnecting the connection between the first intermediate shaft 400 and the first driven gear 402. The first synchronizer 7 in this configuration can also be used to control the power on-off between the ring gear 43 and the precursor differential 602.

Still referring to fig. 1, as a preferred embodiment, to facilitate the arrangement of the present hybrid system on a complete vehicle, the drive shaft 300 of the second electric machine 3 is parallel to the motor shaft 200 of the first electric machine 2, and the second electric machine 3 outputs power to the forward drive differential 602 through the second transmission assembly. Also, as a preferred embodiment, the second transmission assembly of the present embodiment includes a second intermediate shaft 500 coaxially arranged with the driving shaft 300 of the second motor 3, and a second gear unit provided between the second intermediate shaft 500 and the driving shaft 300 of the second motor 3. And the second control portion includes a second synchronizer 8 provided on the second intermediate shaft 500, the second synchronizer 8 being for establishing or disconnecting power transmission between the drive shaft 300 of the second motor 3 and the second intermediate shaft 500.

The second control part of the present embodiment includes the second synchronizer 8, which is mature in technology and is convenient for design and implementation, and the second transmission assembly includes the second intermediate shaft 500 and the second gear unit to improve the smoothness of power transmission. Wherein, as shown in fig. 1, as a preferred embodiment, the second gear unit includes a second driving gear 301 provided on the driving shaft 300 of the second motor 3, and a second driven gear 502 provided on the second intermediate shaft 500, the second driven gear 502 being engaged with the second driving gear 301. Meanwhile, the second intermediate shaft 500 is provided with a third driving gear 501 meshed with the precursor main reducing gear 601, and the number of teeth of the third driving gear 501 is smaller than that of the second driven gear 502.

In this embodiment, by providing the third driving gear 501 and making the number of teeth of the third driving gear 501 smaller than the number of teeth of the second driven gear 502, the number of teeth of the precursor main subtracting gear 601 can be sufficiently reduced on the premise of meeting the speed ratio requirement, so that the volume of the precursor differential 602 can be reduced, and the arrangement is convenient.

As a specific example, as shown in fig. 1, the second driven gear 502 is sleeved on the second intermediate shaft 500, and the second synchronizer 8 is used to establish or disconnect the connection between the second intermediate shaft 500 and the second driven gear 502. Here, instead of the second driven gear 502 being idly fitted on the second intermediate shaft 500, the third driving gear 501 may be idly fitted on the second intermediate shaft 500, and the second synchronizer 8 may be used to establish or disconnect the connection between the second intermediate shaft 500 and the third driving gear 501. Even if the third driving gear 501 is not provided, the second driven gear 502 of the blank may be directly engaged with the precursor reducing gear 601. This configuration also enables the first synchronizer 7 to be used to control the power on-off between the second motor 3 and the precursor differential 602.

In addition, the second motor 3 may output power to the front driving differential 602 through a two-speed transmission mechanism or a multi-speed transmission mechanism in addition to the first-speed transmission mechanism shown in fig. 1, and this structure is only needed to refer to the prior art, and is not described herein.

In addition, in the hybrid system of the embodiment, by controlling the first motor 2, the second motor 3, the clutch 5, the first synchronizer 7 and the second synchronizer 8, different combination and combination states can be realized, so that three power sources are established, and different linkage modes of the engine 1, the first motor 2 and the second motor 3 are included. Comprising the following steps: neutral gear mode, parking charging mode, first electric mode, second electric mode, third electric mode, series connection mode, first input reposition of redundant personnel series-parallel mode, second input reposition of redundant personnel series-parallel mode, first parallel mode and second parallel mode can realize the smooth-going switching of no moment of torsion interruption between the modes.

Based on the above description, the hybrid system adopting the above structure includes at least ten operation modes shown in table 1, namely: neutral mode NM, park-power mode CM, first electric mode EV1, second electric mode EV2, third electric mode EV3, series mode SH, first input shunt series-parallel mode eCVT1, second input shunt series-parallel mode eCVT2, first parallel mode PH1, and second parallel mode PH2. The control relationships between the various drive modes and the clutch 5 and the first and second synchronizers 7 and 8 are shown in table 1, where o represents the disengaged open state and ∈ represents the closed state.

Table 1: driving modes achievable by the hybrid powertrain shown in FIG. 1

Based on the plurality of driving modes shown in table 1, the hybrid system adopting the above structure has various control modes and powerful functions, and can greatly improve the fuel economy and emission of the vehicle. And, can smoothly, torque interruption-free switch between each drive mode to ensure the travelling comfort of vehicle driving. Therefore, the vehicle can not only operate in the efficient series-parallel hybrid mode in the urban low-load area, but also adopt the input shunt series-parallel mode under medium and high loads.

And when the vehicle runs in a middle-high speed section, a high-efficiency parallel mode and an input shunt series-parallel mode can be provided. When the vehicle continuously runs in the input split-flow mixed-linkage mode in the high-speed cruising area, the first motor 2 is used for speed regulation and split flow and runs in a medium-low rotating speed area. And through controlling the second synchronizer 8, the second motor 3 can be disconnected from the transmission chain, no additional second motor 3 is lost, so that a high-voltage electric system does not need to be added with a high-voltage boosting module similar to a Toyota prize hybrid system, the high-voltage electric efficiency of the hybrid system is further improved, and the high-speed driving fuel economy performance of the vehicle is further improved.

As a further embodiment, the hybrid system of the embodiment further includes a third motor 9 and a third control section. The third motor 9 is used for outputting power to the rear-drive differential 702, and the third control part is arranged between the third motor 9 and the rear-drive differential 702 and is used for controlling the power on-off between the third motor 9 and the rear-drive differential 702. By arranging the third motor 9, the hybrid power system can realize a four-wheel drive mode, and the fuel economy and emission of the vehicle can be further improved.

Also, to improve the stability of the power transmission, the third motor 9 of the present embodiment outputs power to the rear drive differential 702 through the third transmission assembly, and the rear drive differential 702 outputs power to the rear wheels through the rear drive output shaft 700. The third transmission assembly comprises a third intermediate shaft 10 arranged coaxially with the motor shaft 200 of the third motor 9, and a third gear unit arranged between the third intermediate shaft 10 and the motor shaft of the third motor 9. And the third control part comprises a third synchronizer 11 arranged on the third intermediate shaft 10, the third synchronizer 11 being used for establishing or disconnecting the power transmission between the motor shaft of the third motor 9 and the third intermediate shaft 10. The third control part of the embodiment includes the third synchronizer 11, which is mature in technology and convenient for design and implementation, and the third transmission assembly includes the third intermediate shaft 10 and the third gear unit, so that the stability of power transmission can be improved.

As shown in fig. 2, as an exemplary structure, the third gear unit of the present embodiment includes a fourth driving gear 801 provided on the motor shaft of the third motor 9, and a third driven gear 802 provided on the third intermediate shaft 10, the third driven gear 802 meshing with the fourth driving gear 801. Meanwhile, the third intermediate shaft 10 is provided with a fifth driving gear 901 which is meshed with the rear drive main subtracting gear 701 on the rear drive differential 702, and the number of teeth of the fifth driving gear 901 is smaller than that of the third driven gear 802.

And, the third driven gear 802 is sleeved on the third intermediate shaft 10, and the third synchronizer 11 is used for establishing or disconnecting the connection between the third intermediate shaft 10 and the third driven gear 802. Here, instead of the third driven gear 802 being idly fitted on the third intermediate shaft 10, the fifth driving gear 901 may be idly fitted on the third intermediate shaft 10, and the third synchronizer 11 may be used to establish or disconnect the connection between the third intermediate shaft 10 and the fifth driving gear 901. Even if the fifth driving gear 901 is not provided, the third driven gear 802 and the rear drive main reduction gear 701 may be directly engaged. With this structure, the third synchronizer 11 can also control the power on-off between the third electric motor 9 and the rear drive differential 702.

In addition, the third motor 9 may output power to the rear-drive differential 702 through the first-speed transmission mechanism shown in fig. 2, or may output power to the rear-drive differential 702 through the second-speed transmission mechanism or the multi-speed transmission mechanism, or may even directly connect the third motor 9 to the rear-drive differential 702, which is only needed by referring to the prior art, and will not be described herein.

The hybrid power system of this embodiment through adopting above structure, can establish multiple drive modes such as precursor or four drives, can satisfy the different drive function demands of vehicle under different driving conditions, can reduce whole car energy consumption, emission, also can promote driving experience, can be applicable to motorcycle types such as passenger car, light medium-sized commercial car in a large scale.

Furthermore, the present embodiment also relates to a vehicle in which the hybrid system as described above is provided. In addition, the vehicle of the embodiment has all the beneficial effects of the hybrid power system described above, and will not be described herein.

Example two

The present embodiment relates to a hybrid system, as shown in fig. 3, which has the same overall structure as that of the first embodiment, except that the clutch 5 of the present embodiment is provided between the carrier 42 and the sun gear 41. The clutch 5 selectively connects and disconnects the carrier 42 and the sun gear 41. The hybrid power system of the present embodiment and the hybrid power system of the first embodiment can achieve the same driving mode, and will not be described here again.

Example III

The present embodiment relates to a hybrid system, as shown in fig. 4, whose overall structure is the same as that of the first embodiment, except that the clutch 5 of the present embodiment is provided between the ring gear 43 and the sun gear 41. The clutch 5 selectively connects and disconnects the ring gear 43 and the sun gear 41. The hybrid power system of the present embodiment and the hybrid power system of the first embodiment can achieve the same driving mode, and will not be described here again.

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, alternatives, and improvements that fall within the spirit and scope of the utility model.

Claims (10)

1. A hybrid powertrain, characterized by:

Comprises an engine (1), a first motor (2), a second motor (3), a planetary gear mechanism (4) arranged between the engine (1) and the first motor (2), and a first control part and a second control part;

The planetary gear mechanism (4) comprises a sun gear (41), a planet carrier (42) and a gear ring (43), and an on-off device is arranged between two parts of the sun gear (41), the planet carrier (42) and the gear ring (43) and is used for establishing or disconnecting the connection between the two parts;

The sun gear (41) is connected with a motor shaft (200) of the first motor (2), the planet carrier (42) is connected with a power output shaft (100) of the engine (1) through a one-way clutch (6), and the gear ring (43) is used for outputting power to a front drive differential (602);

The first control part is arranged between the gear ring (43) and the precursor differential mechanism (602) and is used for controlling power on-off between the gear ring (43) and the precursor differential mechanism (602), and the second control part is arranged between the second motor (3) and the precursor differential mechanism (602) and is used for controlling power on-off between the second motor (3) and the precursor differential mechanism (602).

2. The hybrid system according to claim 1, wherein:

The gear ring (43) outputs power to the precursor differential (602) through a first transmission assembly;

The first transmission assembly comprises a first intermediate shaft (400) coaxially arranged with a motor shaft (200) of the first motor (2), and a first gear unit arranged on the first intermediate shaft (400);

The first control portion includes a first synchronizer (7) provided on the first intermediate shaft (400), the first synchronizer (7) being for establishing or disconnecting power transmission between the ring gear (43) and the first intermediate shaft (400).

3. The hybrid system according to claim 2, characterized in that:

The first gear unit includes a first driven gear (402) meshed with external teeth of the ring gear (43), and a first driving gear (401) meshed with a precursor main subtracting gear (601) on the precursor differential (602), and the number of teeth of the first driving gear (401) is smaller than that of the first driven gear (402);

The first driven gear (402) or the first driving gear (401) is sleeved on the first intermediate shaft (400), and the first synchronizer (7) is used for establishing or disconnecting the connection between the first intermediate shaft (400) and the first driven gear (402), or the first synchronizer (7) is used for establishing or disconnecting the connection between the first intermediate shaft (400) and the first driving gear (401).

4. The hybrid system according to claim 2, characterized in that:

The first gear unit comprises a first driven gear (402) sleeved on the first intermediate shaft (400), and external teeth of the gear ring (43) and a precursor main subtracting gear (601) on the precursor differential (602) are meshed with the first driven gear (402);

The first driven gear (402) is sleeved on the first intermediate shaft (400) in an empty mode, and the first synchronizer (7) is used for establishing or disconnecting connection between the first intermediate shaft (400) and the first driven gear (402).

5. The hybrid system according to claim 1, wherein:

the driving shaft (300) of the second motor (3) is parallel to the motor shaft (200) of the first motor (2), and the second motor (3) outputs power to the precursor differential (602) through a second transmission assembly.

6. The hybrid system according to claim 5, wherein:

The second transmission assembly comprises a second intermediate shaft (500) coaxially arranged with the drive shaft (300) of the second motor (3), and a second gear unit arranged between the second intermediate shaft (500) and the drive shaft (300) of the second motor (3);

The second control part comprises a second synchronizer (8) arranged on the second intermediate shaft (500), and the second synchronizer (8) is used for establishing or disconnecting power transmission between the driving shaft (300) of the second motor (3) and the second intermediate shaft (500).

7. The hybrid system according to claim 6, wherein:

The second gear unit comprises a second driving gear (301) arranged on a driving shaft (300) of the second motor (3) and a second driven gear (502) arranged on the second intermediate shaft (500), and the second driven gear (502) is meshed with the second driving gear (301);

A third driving gear (501) meshed with a precursor main subtracting gear (601) on the precursor differential (602) is arranged on the second intermediate shaft (500), and the number of teeth of the third driving gear (501) is smaller than that of teeth of the second driven gear (502);

The second driven gear (502) or the third driving gear (501) is sleeved on the second intermediate shaft (500), and the second synchronizer (8) is used for establishing or disconnecting the connection between the second intermediate shaft (500) and the second driven gear (502), or the second synchronizer (8) is used for establishing or disconnecting the connection between the second intermediate shaft (500) and the third driving gear (501).

8. The hybrid system according to any one of claims 1 to 7, characterized in that:

the motor also comprises a third motor (9) and a third control part;

The third motor (9) is used for outputting power to the rear-drive differential mechanism (702), and the third control part is arranged between the third motor (9) and the rear-drive differential mechanism (702) and used for controlling the power on-off between the third motor (9) and the rear-drive differential mechanism (702).

9. The hybrid system according to claim 8, wherein:

The third motor (9) outputs power to the rear drive differential (702) through a third transmission assembly;

The third transmission assembly comprises a third intermediate shaft (10) coaxially arranged with the motor shaft of the third motor (9), and a third gear unit arranged between the third intermediate shaft (10) and the motor shaft of the third motor (9);

The third control part comprises a third synchronizer (11) arranged on the third intermediate shaft (10), and the third synchronizer (11) is used for establishing or disconnecting power transmission between a motor shaft of the third motor (9) and the third intermediate shaft (10).

10. A vehicle, characterized in that:

the vehicle is provided with the hybrid system according to any one of claims 1 to 9.