CN209381781U

CN209381781U - Hybrid electric drive system and vehicle

Info

Publication number: CN209381781U
Application number: CN201822007823.3U
Authority: CN
Inventors: 翟震; 王文静; 梅绍坤; 熊雨超; 尹文辉
Original assignee: BYD Co Ltd
Current assignee: BYD Co Ltd
Priority date: 2018-11-30
Filing date: 2018-11-30
Publication date: 2019-09-13
Anticipated expiration: 2028-11-30

Abstract

The application belongs to technical field of hybrid power, it is related to a kind of hybrid electric drive system and vehicle, the hybrid electric drive system includes engine, gearbox and motor power device, flywheel is connected between engine and arrangement of clutch, the power splitting mechanism includes motor power distributing shaft, mode selector, first mode driving gear, second mode driving gear and second mode follower, and the motor power distributes motor described in axis connection to receive the power of the motor；The flywheel is engaged with the first mode driving gear, the second mode follower is connected between the second mode driving gear and gear box output end, and the mode selector optionally connects the motor and flywheel or the motor and gear box output end.The hybrid electric drive system and vehicle of the application shortens drive path when motor driven and power generation, solves the contradiction of transmission efficiency and spatial arrangement to a certain degree, system is more compact, and cost is lower.

Description

Hybrid power driving system and vehicle

Technical Field

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

Background

With the continuous consumption of energy, the development and utilization of new energy vehicles have gradually become a trend. The hybrid vehicle, which is one of new energy vehicles, is driven by an engine and/or a motor, has various modes, and can improve transmission efficiency and fuel economy.

Meanwhile, the hybrid electric vehicle is provided with the engine and the motor, so that the spatial arrangement becomes the design key point of the hybrid electric vehicle. That is, how to solve the contradiction between the transmission efficiency and the spatial arrangement becomes an urgent problem to be solved in designing the hybrid vehicle.

SUMMERY OF THE UTILITY MODEL

The technical problem that this application will solve is: a hybrid power drive system and a vehicle are provided to solve the contradiction between transmission efficiency and spatial arrangement.

In order to solve the above technical problem, in one aspect, an embodiment of the present application provides a hybrid drive system, including an engine, a transmission and a motor power device, where the transmission includes a speed change mechanism and a main reducer, and the motor power device includes a motor and a power distribution mechanism; wherein,

the speed change mechanism comprises a clutch device, at least one input shaft and at least one output shaft, wherein at least 1 forward gear driving gear is arranged on the input shaft, at least 1 forward gear driven gear correspondingly meshed with the forward gear driving gear is arranged on the output shaft, the input end of the clutch device is connected with the engine, the output end of the clutch device is connected with the input shaft, and the output shaft is connected with the main speed reducer to transmit power;

a flywheel is connected between the engine and the clutch device;

the power distribution mechanism comprises a motor power distribution shaft, a mode selection device, a first mode driving gear, a second mode driving gear and a second mode driven mechanism, the motor power distribution shaft is independent of the speed change mechanism and is independent of the motor, and the motor power distribution shaft is connected with the motor to receive the power of the motor; the flywheel is meshed with the first mode driving gear, and the second mode driven mechanism is connected between the second mode driving gear and the output end of the gearbox; the mode selection device can be selectively connected with the output ends of the motor and the flywheel or the motor and the gearbox; the output end of the gearbox comprises an output shaft, an output gear arranged on the output shaft and a main reducer driven gear of a main reducer meshed with the output gear.

Optionally, the first mode driving gear and the second mode driving gear are sleeved on the motor power distribution shaft in an idle mode, the mode selection device comprises a first/second mode synchronizer disposed on the motor power distribution shaft and located between the first mode driving gear and the second mode driving gear, and the first/second mode synchronizer is selectively engaged with or disengaged from the first mode driving gear and the second mode driving gear;

the hybrid drive system switches to a first mode when the first/second mode synchronizer is engaged with the first mode drive gear; the hybrid drive system switches to a second mode when the first/second mode synchronizer is engaged with the second mode drive gear.

Optionally, one end of the motor power distribution shaft is fixedly connected to the rotor assembly of the motor; in the alternative, the first and second sets of the first,

the hybrid power driving system further comprises a motor driving gear fixed on an output shaft of the motor, and the power distribution mechanism further comprises a motor driven gear fixedly arranged on the motor power distribution shaft and directly meshed with the motor driving gear; in the alternative, the first and second sets of the first,

the hybrid power driving system further comprises a motor driving gear fixed on an output shaft of the motor and an idler fixed on an idler shaft, the power distribution mechanism further comprises a motor driven gear fixedly arranged on the motor power distribution shaft, and the idler is meshed with the motor driving gear and the motor driven gear simultaneously.

Optionally, the second mode driven mechanism includes a second mode driven gear fixedly disposed on the output shaft, the second mode driving gear directly meshing with the second mode driven gear.

Optionally, the second mode driven mechanism includes a motor intermediate shaft, a first intermediate gear and a second intermediate gear, the first intermediate gear and the second intermediate gear are fixed on the motor intermediate shaft, the second mode driving gear is engaged with the first intermediate gear, and the second intermediate gear is engaged with a final drive driven gear of the final drive.

Optionally, the speed change mechanism further includes a reverse gear shaft, a first reverse gear intermediate gear, a second reverse gear intermediate gear and a reverse gear driven gear, the first reverse gear intermediate gear and the second reverse gear intermediate gear are fixed on the reverse gear shaft, the reverse gear driven gear is loosely sleeved on the output shaft, the first reverse gear intermediate gear is engaged with one of the forward gear driving gears on the input shaft, and the second reverse gear intermediate gear is engaged with the reverse gear driven gear.

Optionally, the speed change mechanism includes a plurality of forward gear driving gears and a plurality of forward gear driven gears, the plurality of forward gear driving gears include a first gear driving gear, a second gear driving gear, a third gear driving gear, a fourth gear driving gear and a fifth gear driving gear, and the plurality of forward gear driven gears include a first gear driven gear, a second gear driven gear, a third gear driven gear, a fourth gear driven gear and a fifth gear driven gear;

the first-gear driving gear, the second-gear driving gear, the third-gear driving gear, the fourth-gear driving gear and the fifth-gear driving gear are fixed on the input shaft, and the first-gear driven gear, the second-gear driven gear, the third-gear driven gear, the fourth-gear driven gear and the fifth-gear driven gear are freely sleeved on the output shaft; the first-gear driving gear is meshed with the first-gear driven gear and the first reverse gear intermediate gear at the same time, the second-gear driving gear is meshed with the second-gear driven gear, the third-gear driving gear is meshed with the third-gear driven gear, the fourth-gear driving gear is meshed with the fourth-gear driven gear, and the fifth-gear driving gear is meshed with the fifth-gear driven gear; the output gear is fixed on the output shaft;

the output shaft is provided with an 1/2-gear synchronizer between the first-gear driven gear and the second-gear driven gear, a 3/5-gear synchronizer between the third-gear driven gear and the fifth-gear driven gear and a 4/R-gear synchronizer between the fourth-gear driven gear and the reverse-gear driven gear, the 1/2-gear synchronizer can be selectively connected with or disconnected from the first-gear driven gear and the second-gear driven gear, the 3/5-gear synchronizer can be selectively connected with or disconnected from the third-gear driven gear and the fifth-gear driven gear, and the 4/R-gear synchronizer can be selectively connected with or disconnected from the fourth-gear driven gear and the reverse-gear driven gear.

Optionally, the speed change mechanism further comprises a reverse shaft, a reverse driven gear, a reverse intermediate gear, a reverse synchronizer and an output shaft intermediate gear, wherein the reverse driven gear is freely sleeved on the reverse shaft, the reverse intermediate gear is fixed on the reverse shaft, the output shaft intermediate gear is fixed on the output shaft, the reverse driven gear is engaged with one of the forward driving gears on the input shaft, and the reverse intermediate gear is engaged with the output shaft intermediate gear; the reverse synchronizer is selectively engageable with and disengageable from the reverse driven gear.

the first-gear driving gear, the second-gear driving gear, the third-gear driving gear, the fourth-gear driving gear and the fifth-gear driving gear are fixed on the input shaft, and the first-gear driven gear, the second-gear driven gear, the third-gear driven gear, the fourth-gear driven gear and the fifth-gear driven gear are freely sleeved on the output shaft; the first-gear driving gear is meshed with the first-gear driven gear and the reverse-gear driven gear at the same time, the second-gear driving gear is meshed with the second-gear driven gear, the third-gear driving gear is meshed with the third-gear driven gear, the fourth-gear driving gear is meshed with the fourth-gear driven gear, and the fifth-gear driving gear is meshed with the fifth-gear driven gear; the output gear is fixed on the output shaft;

the output shaft is provided with an 2/4-gear synchronizer located between the second-gear driven gear and the fourth-gear driven gear, a 3/5-gear synchronizer located between the third-gear driven gear and the fifth-gear driven gear and a 1-gear synchronizer located on one axial side of the first-gear driven gear, the 2/4-gear synchronizer can be selectively connected with or disconnected from the second-gear driven gear and the fourth-gear driven gear, the 3/5-gear synchronizer can be selectively connected with or disconnected from the third-gear driven gear and the fifth-gear driven gear, and the 1-gear synchronizer can be selectively connected with or disconnected from the first-gear driven gear.

Optionally, the speed change mechanism further comprises a reverse shaft, a reverse driven gear, a reverse intermediate gear and a reverse synchronizer, wherein the reverse driven gear is freely sleeved on the reverse shaft, the reverse intermediate gear is fixed on the reverse shaft, the reverse driven gear is meshed with one of the forward driven gears on the output shaft, and the reverse intermediate gear is meshed with a main reducer driven gear of the main reducer; the reverse synchronizer is selectively engageable with and disengageable from the reverse driven gear.

the first-gear driving gear, the second-gear driving gear, the third-gear driving gear, the fourth-gear driving gear and the fifth-gear driving gear are fixed on the input shaft, and the first-gear driven gear, the second-gear driven gear, the third-gear driven gear, the fourth-gear driven gear and the fifth-gear driven gear are freely sleeved on the output shaft; the first-gear driven gear is meshed with the first-gear driving gear and the reverse-gear driven gear at the same time, the second-gear driving gear is meshed with the second-gear driven gear, the third-gear driving gear is meshed with the third-gear driven gear, the fourth-gear driving gear is meshed with the fourth-gear driven gear, and the fifth-gear driving gear is meshed with the fifth-gear driven gear; the output gear is fixed on the output shaft and is meshed with a main reducer driven gear of the main reducer;

Optionally, the first-gear driven gear is a duplicate gear including a first gear and a second gear which are coaxially connected, the first gear is engaged with the first-gear driving gear, and the second gear is engaged with the reverse-gear driven gear.

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

According to the hybrid power driving system and the vehicle, the mode selection device can be selectively connected with the input shaft of the motor and the speed change mechanism or the output shaft of the motor and the output end (output shaft, output gear and main reducer driven gear) of the gearbox through the motor power distribution shaft, the first mode driving gear, the second mode driving gear and the second mode driven mechanism, and the hybrid power driving system is switched between the first mode and the second mode. The motor power distribution shaft is independent of the speed change mechanism, and the motor power distribution shaft is independent of the motor, the power distribution shaft is independently arranged, the radial space of the system is reasonably utilized, the speed change mechanism of the original engine does not need to be greatly changed, the power distribution mechanism can independently transmit the power of the motor to the output end of the gearbox or the flywheel, the overlap ratio of the transmission path of the transmission part at the motor end and the transmission path of the traditional speed change mechanism part is lower, the transmission path during the motor driving and the power generation is shortened, the control of the system is simpler and higher in efficiency, the efficient transmission of the motor is ensured at the same time, and the contradiction between the transmission efficiency and the space arrangement is solved to a certain degree. The transmission of the power distribution mechanism, the flywheel and the output end of the gearbox is direct transmission, so that the hybrid power driving system realizes the switching of two modes, and simultaneously, the transmission path is shortest, and the transmission efficiency of the system is greatly improved. The hybrid power driving system can be applied to hybrid power technologies such as double clutch and AMT.

In addition, the hybrid drive system and the vehicle of the embodiment of the application also have the following advantages:

(1) the hybrid power driving system is characterized in that a mode selection device is arranged on a motor power shaft, the mode selection device is selectively connected with a motor and a flywheel or the output end of a gearbox by means of direct engagement of a first mode driving gear on a motor power distribution shaft and a flywheel on an input shaft and connection of a second mode driving gear on the motor power distribution shaft and the output end of the gearbox through a second mode driven mechanism, namely, power of the motor is selectively transmitted to the flywheel or the output end of the gearbox through the mode selection device, so that the hybrid power driving system can realize a pure fuel driving mode, a first mode and a second mode, and the first mode has a hybrid driving mode, a driving power generation mode and a parking power generation mode; the second mode comprises a pure electric drive mode, a hybrid drive mode, a driving power generation mode and a deceleration/braking energy recovery mode. Therefore, the hybrid power driving system can realize more working modes, selects a proper working mode corresponding to different working conditions, and is favorable for reducing energy consumption under the condition of not reducing dynamic property. Different running modes can be selected according to different requirements of the whole vehicle, so that one-vehicle multi-mode is realized, and the functionality of the vehicle is enriched.

(2) The motor power distribution shaft can be shorter, not only can be compactly arranged with the motor, but also can be flexibly arranged according to different vehicle body platforms and different spaces.

(3) The motor power distribution shaft is directly transmitted with the output end of the gearbox and the flywheel through the mode selection device, so that the transmission path is shortest, the transmission efficiency is greatly improved, and the motor has high efficiency during driving or power generation.

(4) When the first/second mode synchronizer is jointed with the second mode driving gear, the motor power is transmitted to the main speed reducer through the motor power distribution shaft, the second mode driving gear, the second mode driven gear, the output shaft, the output gear and the main speed reducer driven gear, or the motor power is transmitted to the main speed reducer through the motor power distribution shaft, the second mode driving gear, the first intermediate gear, the motor intermediate shaft, the second intermediate gear and the main speed reducer driven gear, so that the second mode output of the system is realized. Because the motor power distribution shaft is directly linked with the output shaft through the gear, the transmission path of the motor end in the second mode is very short, and the transmission efficiency is greatly improved.

(5) The system is in under the hybrid drive mode of second mode, and when the engine shifts and produces power and lose and lead to shifting and pause and frustrate, can supplement the engine by the motor because of shifting the power that loses to shift and pause and frustrate the problem of shifting that leads to when solving traditional gearbox and shifting, make the process of shifting smoother, promote the driving and experience.

(6) When the first/second mode synchronizer is connected with the first mode driving gear, the system is in the first mode, the engine works, the clutch device is connected, the engine gear synchronizer performs corresponding actions, the motor is used as a driving motor, the motor couples and inputs motor power and engine power from the clutch device through the motor power distribution shaft, the first mode driving gear and the flywheel, wheels are driven through all gears of the engine together, full-gear hybrid power output of the first mode is achieved, and the driving force of the system can be increased and the dynamic property is improved by coupling the power of the motor and the power of the engine. The motor can realize full-gear driving, and the requirement on the type selection of the motor can be reduced.

(7) When the first/second mode synchronizer is jointed with the first mode driving gear, the system is in the first mode, the engine works, the clutch device is disconnected, the motor is used as a generator, and the power of the engine can be transmitted to the motor end through the flywheel, the first mode driving gear and the motor power distribution shaft, so that the parking power generation function is realized. The power generation efficiency is further improved by increasing the speed ratio and parking for power generation.

(8) When the first/second mode synchronizer is connected with the first mode driving gear, the system is in the first mode, when the clutch device is disconnected, the motor serves as a driving motor, and the power of the motor is transmitted to the engine through the power distribution shaft, the first mode driving gear, the flywheel and the crankshaft, so that the engine can be quickly started.

Drawings

FIG. 1 is a block diagram of a hybrid drive system according to a first embodiment of the present application;

FIG. 2 is a block diagram of a hybrid drive system provided in accordance with a second embodiment of the present application;

FIG. 3 is a block diagram of a hybrid drive system according to a third embodiment of the present application;

fig. 4 is a frame diagram of a vehicle according to an embodiment of the present application.

The reference numerals in the specification are as follows:

1000. a vehicle;

100. a hybrid drive system;

1. a motor;

2. an engine;

3. a power split mechanism; 301. a motor power distribution shaft; 302. a first/second mode synchronizer; 303. a first mode drive gear; 304. a second mode drive gear; 305. a second mode driven gear; 306. a motor intermediate shaft; 307. a first intermediate gear; 308. a second intermediate gear;

4. a speed change mechanism; 401. a clutch device; 402. an input shaft; 403. an output shaft; 404. a first gear driving gear; 405. a second gear driving gear; 406. a third gear drive gear; 407. a fourth gear drive gear; 408. a fifth gear drive gear; 409. a first-gear driven gear; 4091. a first gear; 4092. a second gear; 410. a second driven gear; 411. a third-gear driven gear; 412. a fourth-gear driven gear; 413. a fifth-gear driven gear; 414. a reverse gear shaft; 415. a first reverse intermediate gear; 416. a second reverse gear intermediate gear; 417. a reverse driven gear; 418. an output gear; 419. 1/2 Gear synchronizer; 420. 3/5 Gear synchronizer; 421. a 4/R gear synchronizer; 422. a reverse intermediate gear; 423. a reverse gear synchronizer; 424. an output shaft intermediate gear; 425. a 1-gear synchronizer; 426. 2/4 Gear synchronizer;

5. a main reducer; 501. a differential mechanism; 502. a main reducer driven gear;

6. a flywheel.

Detailed Description

In order to make the technical problems, technical solutions and advantageous effects solved by the present application more apparent, the present application will be further described in detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present application and are not intended to limit the present application.

The first mode in the application refers to the power input of the motor to the input end of the gearbox, and the second mode refers to the power input of the motor to the output end of the gearbox.

In a hybrid drive system, one is to arrange the electric machine between the clutch and the gearbox, which results in an increased axial dimension and makes the spatial arrangement of the assembly more difficult. The other is to integrate the clutch and the motor into a whole, so that the problem of overlarge axial size can be solved, but higher requirements are provided for an integration process, technical difficulty is increased, and processing cost is increased.

In addition, the power of the motor and the engine is transmitted and output through the clutch, and the use burden of the clutch is inevitably increased; in addition, in hybrid driving, the maximum input torque of the clutch is limited, and the coupling torque between the engine and the motor needs to be limited, which reduces the power performance of the vehicle.

In the hybrid power driving system, the motor is arranged on an output shaft of the gearbox, wheels can be driven through a single pure electric path, and power of the hybrid power driving system does not pass through the clutch and is not limited by input torque of the clutch. When the power of the driving gear-shifting engine is disconnected, the power of the motor can supplement the power of the engine lost in the gear-shifting process to continuously drive wheels, so that the smoothness of the vehicle in the driving process is kept. However, due to the influence of space factors, in order to avoid components such as a reverse gear shaft and an output shaft in the transmission, the motor in the hybrid transmission is usually designed to be connected to the transmission through an idler gear mechanism, so that the transmission occupies a larger space due to the existence of the idler gear, and the space arrangement and the light weight of the whole vehicle are not facilitated. In addition, the transmission path from the motor end to the wheel end is lengthened, and the transmission efficiency is reduced. In addition, the motor and the main speed reducer cannot realize power decoupling, and when the vehicle is static, the motor cannot run. When the vehicle is parked and waiting, power generation cannot be performed, so that the electric quantity is reduced and the balance cannot be realized.

Therefore, the system can selectively switch the first mode and the second mode, and different operation modes can be selected according to different requirement targets, so that the system can have the characteristics of the first mode and the second mode.

For example, in a hybrid power driving system, a motor driving gear is coupled to a 5-gear driving gear through an idler gear, and a first mode synchronizer is arranged on one shaft and a second mode synchronizer is arranged on the other shaft, so that the vehicle can realize the switching between the first mode and the second mode. However, when the motor driving gear is coupled to the 5 th gear driving gear through the idler gear, the transmission path from the motor to the wheel end is relatively long when the motor is operated in the first mode or the second mode, which results in low transmission efficiency when the motor is driven. The motor driving gear is coupled to the 5-gear driving gear through the idler gear, and the transmission path of the motor can share the speed ratio of the gear with the engine when the motor outputs, so that certain difficulty is brought to speed ratio matching and gear design of the motor end gear in a first mode, a second mode and a power generation mode. In addition, no matter the first mode or the second mode is used for driving, the motor can transmit power through the 5-gear of the gearbox and the output shaft of the gearbox, the utilization rate of the 5-gear and the output shaft at the engine end is considered, the load borne by the 5-gear and the output shaft can be greatly increased, higher requirements on the strength and the service life of the 5-gear and the output shaft are provided, and the process cost is increased. In addition, a motor driving gear is coupled to a 5-gear driving gear through an idler gear, a motor end and an engine end share the same output shaft and output gear, a first mode synchronizer is arranged on one shaft, and a second mode synchronizer is arranged on the other shaft, so that the overlap ratio of a transmission part at the motor end and a transmission path of a traditional gearbox part is high, the two transmission parts cannot be mutually independent and have influence on each other, for example, when a user selects the second mode hybrid power to accelerate, when the hybrid power is switched from the hybrid power 4 gear to the hybrid power 5 gear, the second mode hybrid power 5 gear cannot be switched, and the first mode needs to be selected and switched to realize the hybrid power 5 gear; when the second mode EV is low in high-speed running electric quantity and the 5-gear hybrid is required to be switched, the first mode needs to be switched to realize the switching to the 5-gear output of the hybrid, so that the control strategy of the system is complicated, and the difficulty is increased.

In addition, in the hybrid power driving system, the motor end and the engine end share the same output shaft and output gear, the power torque load of the output shaft is large, the strength requirement of the output shaft is higher, the service life of the output shaft is influenced, the shaft diameter of the output shaft needs to be larger, the diameter and the thickness of the output gear need to be larger, the system cost is higher, the size is larger, the weight is heavier, and the performance of the whole vehicle is influenced.

The hybrid power driving system that this application embodiment provided, including engine, gearbox and motor power device, the gearbox includes speed change mechanism and final drive, motor power device includes motor and power distribution mechanism.

The speed change mechanism comprises a clutch device, at least one input shaft and at least one output shaft, wherein at least 1 forward gear driving gear is arranged on the input shaft, at least 1 forward gear driven gear correspondingly meshed with the forward gear driving gear is arranged on the output shaft, the input end of the clutch device is connected with the engine, the output end of the clutch device is connected with the input shaft, and the output shaft is connected with the main speed reducer to transmit power.

And a flywheel is connected between the engine and the clutch device. The flywheel may be a single mass flywheel or a dual mass flywheel. The flywheel has an outer ring gear that meshes with a first mode drive gear described below.

The power distribution mechanism comprises a motor power distribution shaft, a mode selection device, a first mode driving gear, a second mode driving gear and a second mode driven mechanism, the motor power distribution shaft is independent of the speed change mechanism and is independent of the motor, and the motor power distribution shaft is connected with the motor to receive the power of the motor; the flywheel is meshed with the first mode driving gear, and the second mode driven mechanism is connected between the second mode driving gear and the output end of the gearbox; the mode selection device can be selectively connected with the output ends of the motor and the flywheel or the motor and the gearbox; the output end of the gearbox comprises an output shaft, an output gear arranged on the output shaft and a main reducer driven gear of a main reducer meshed with the output gear. The second mode driven mechanism is connected between the second mode driving gear and the output end of the gearbox, namely the second mode driven mechanism is connected between the second mode driving gear and one of the output shaft, the output gear and the driven gear of the main speed reducer.

The clutch device is a single clutch, a dual clutch or other suitable clutches such as dry clutches and wet clutches.

The main speed reducer comprises a differential and a main speed reducer driven gear, the main speed reducer driven gear is integrated on a shell of the differential, and the main speed reducer driven gear is meshed with an output gear on an output shaft of the speed change mechanism.

In some embodiments, the first mode driving gear and the second mode driving gear are idly sleeved on the motor power distribution shaft, and the mode selection device comprises a first/second mode synchronizer disposed on the motor power distribution shaft and between the first mode driving gear and the second mode driving gear, the first/second mode synchronizer being selectively engageable with or disengageable from the first mode driving gear and the second mode driving gear; the hybrid drive system switches to a first mode when the first/second mode synchronizer is engaged with the first mode drive gear; the hybrid drive system switches to a second mode when the first/second mode synchronizer is engaged with the second mode drive gear.

In some embodiments, one end of the motor power distribution shaft is fixedly connected to the rotor assembly of the motor. The motor and the motor power distribution shaft are directly driven without an intermediate transmission mechanism, and the structure is simple.

In some embodiments, the hybrid drive system further includes a motor driving gear fixed to the output shaft of the motor, and the power distribution mechanism further includes a motor driven gear fixedly disposed on the motor power distribution shaft and directly engaged with the motor driving gear. In this way, the motor power distribution shaft is connected to the motor via the motor drive gear and the motor driven gear, so that the speed ratio between the engine and the motor can be freely set, the engine and the motor can be matched in a high efficiency region when used as a generator, and the power generation efficiency can be improved.

In some embodiments, the hybrid drive system further includes a motor driving gear fixed to the output shaft of the motor and an idler gear fixed to an idler shaft, and the power distribution mechanism further includes a motor driven gear fixedly disposed on the motor power distribution shaft, and the idler gear is meshed with both the motor driving gear and the motor driven gear. The motor driving gear is in power connection with a motor driven gear on the motor power distribution shaft through an idler gear, and power intervention of the motor can be achieved under the condition that the structure of the AMT gearbox is changed slightly.

In some embodiments, the second mode driven mechanism includes a second mode driven gear fixedly disposed on the output shaft, the second mode driving gear directly meshing with the second mode driven gear. The second mode driven mechanism only comprises a second mode driven gear, the system structure is simple, and the transmission path is short.

In some embodiments, the second mode driven mechanism includes a motor countershaft, first and second intermediate gears fixed to the motor countershaft, the second mode driving gear meshing with the first intermediate gear, the second intermediate gear meshing with a final drive driven gear of the final drive.

In some embodiments, the transmission mechanism further comprises a reverse shaft, a first reverse intermediate gear, a second reverse intermediate gear, and a reverse driven gear, the first and second reverse intermediate gears being fixed to the reverse shaft, the reverse driven gear being free on the output shaft, the first reverse intermediate gear being in mesh with one of the forward driving gears on the input shaft, the second reverse intermediate gear being in mesh with the reverse driven gear; the reverse synchronizer is selectively engageable with and disengageable from the reverse driven gear. The reverse gear shafts which are arranged independently can reduce the number of common gears, and the system space arrangement is more flexible.

In some embodiments, the transmission mechanism further comprises a reverse shaft, a reverse driven gear, a reverse intermediate gear, a reverse synchronizer, and an output shaft intermediate gear, the output shaft intermediate gear is fixed to the output shaft, the reverse driven gear is free-sleeved on the reverse shaft, the reverse intermediate gear is fixed to the reverse shaft, the reverse driven gear is engaged with one of the forward driving gears on the input shaft, and the reverse intermediate gear is engaged with the output shaft intermediate gear; the reverse synchronizer is selectively engageable with and disengageable from the reverse driven gear. The reverse gear shafts which are arranged independently can reduce the number of common gears, and the system space arrangement is more flexible.

In some embodiments, the transmission mechanism further comprises a reverse shaft, a reverse driven gear, a reverse intermediate gear and a reverse synchronizer, the reverse driven gear is freely sleeved on the reverse shaft, the reverse intermediate gear is fixed on the reverse shaft, the reverse driven gear is meshed with one of the forward driven gears on the output shaft, and the reverse intermediate gear is meshed with a main reducer driven gear of the main reducer; the reverse synchronizer is selectively engageable with and disengageable from the reverse driven gear. The reverse gear shafts which are arranged independently can reduce the number of common gears, and the system space arrangement is more flexible. Through the direct engagement of the reverse gear intermediate gear and the driven gear of the main speed reducer, one output shaft intermediate gear is reduced, and the power transmission path of the reverse gear is shortened.

In some embodiments, the speed change mechanism does not comprise a reverse gear shaft and a reverse gear special gear, and the reverse gear is directly realized by means of reverse rotation of the motor. The system has few parts, simple structure and low cost.

(6) When the first/second mode synchronizer is connected with the first mode driving gear, the system is in the first mode, the engine works, the clutch device is connected, the engine gear synchronizer performs corresponding actions, the motor is used as a driving motor, the motor couples and inputs motor power and engine power from the clutch device through the motor power distribution shaft, the first mode driving gear and the flywheel, wheels are driven through all gears of the engine together, full-gear hybrid power output of the first mode is achieved, and the driving force of the system can be increased and the dynamic property is improved by coupling the power of the motor and the power of the engine. The motor can replace an engine to realize full-gear driving, and the requirement on the type selection of the motor is also reduced.

Various embodiments of the present application are described in detail below with reference to fig. 1-3.

First embodiment

As shown in fig. 1, a hybrid drive system 100 according to a first embodiment of the present application includes an engine 2, a transmission including a transmission 4 and a final drive 5, and a motor-driven device including a motor 1 and a power splitting mechanism 3.

The final drive 5 includes a differential 501 and a final drive driven gear 502, the final drive driven gear 502 is integrated into a case of the differential 501, and the final drive driven gear 502 is engaged with the output gear 418 on the output shaft 403 of the transmission mechanism 4.

The transmission mechanism 4 includes a clutch device 401, an input shaft 402 and an output shaft 403, wherein the input shaft 402 is provided with 5 forward gear driving gears, and the output shaft 403 is provided with 5 forward gear driven gears correspondingly engaged with the forward gear driving gears, that is, a first gear driving gear 404, a second gear driving gear 405, a third gear driving gear 406, a fourth gear driving gear 407 and a fifth gear driving gear 408.

The output shaft 403 is provided with 5 forward gear driven gears, i.e., a first gear driven gear 409, a second gear driven gear 410, a third gear driven gear 411, a fourth gear driven gear 412, and a fifth gear driven gear 413, which are correspondingly engaged with the forward gear driving gear. The input end of the clutch device 401 is connected with the engine 2, the output end of the clutch device 401 is connected with the input shaft 402, and the output shaft 403 is connected with the main speed reducer 5 to transmit power.

A flywheel 6 is connected between the engine 22 and the clutch device 401. The flywheel 6 may be a single mass flywheel or a dual mass flywheel. The flywheel 6 has an outer ring gear that meshes with a first mode drive gear 303 described below.

The power distribution mechanism 3 includes a motor power distribution shaft 301, a mode selection device, a first mode driving gear 303, a second mode driving gear 304, and a second mode driven gear 305 constituting a second mode driven mechanism, the motor power distribution shaft 301 is provided independently of the transmission mechanism 4, the motor power distribution shaft 301 is provided independently of the motor 1, and the motor power distribution shaft 301 is connected to the motor 1 to receive the power of the motor 1; the flywheel 6 is engaged with the first mode driving gear 303, and the second mode driven gear 305 is provided on the output shaft 403 and directly engaged with the second mode driving gear 304; the mode selection device can selectively connect the motor 1 and the flywheel 6 or the motor 1 and the gearbox output.

In the first embodiment, the second mode driven gear 305 (second mode driven mechanism) is connected between the second mode driving gear 304 and the output shaft 403 (transmission output).

In the first embodiment, one end of the motor power distribution shaft 301 is fixedly connected to the rotor assembly of the motor 1. Thus, the motor 1 and the motor power distribution shaft 301 are directly driven, an intermediate transmission mechanism is not needed, and the structure is simple.

Preferably, the first mode driving gear 303 and the second mode driving gear 304 are freely sleeved on the motor power distribution shaft 301, and the mode selection device includes a first/second mode synchronizer 302 disposed on the motor power distribution shaft 301 and between the first mode driving gear 303 and the second mode driving gear 304, wherein the first/second mode synchronizer 302 can be selectively engaged with or disengaged from the first mode driving gear 303 and the second mode driving gear 304.

When the first/second mode synchronizer 302 is engaged with the first mode pinion gear 303, the hybrid drive system 100 switches to the first mode; the hybrid drive system 100 switches to the second mode when the first/second mode synchronizer 302 is engaged with the second mode drive gear 304.

In the first embodiment, the transmission mechanism further includes a reverse shaft 414, a first reverse intermediate gear 415, a second reverse intermediate gear 416, and a reverse driven gear 417, the first reverse intermediate gear 415 and the second reverse intermediate gear 416 are fixed to the reverse shaft 414, the reverse driven gear 417 is freely fitted to the output shaft 403, the first reverse intermediate gear 415 is engaged with the first drive gear 404 on the input shaft 402, and the second reverse intermediate gear 416 is engaged with the reverse driven gear 417. The first gear drive gear 404 serves as a reverse gear drive gear, reducing the number of gears.

In the first embodiment, the first-gear driving gear 404, the second-gear driving gear 405, the third-gear driving gear 406, the fourth-gear driving gear 407, and the fifth-gear driving gear 408 are fixed to the input shaft 402, and the first-gear driven gear 409, the second-gear driven gear 410, the third-gear driven gear 411, the fourth-gear driven gear 412, and the fifth-gear driven gear 413 are freely sleeved on the output shaft 403; the first-gear driving gear 404 is engaged with the first-gear driven gear 409 and the reverse-gear driven gear 417 at the same time, the second-gear driving gear 405 is engaged with the second-gear driven gear 410, the third-gear driving gear 406 is engaged with the third-gear driven gear 411, the fourth-gear driving gear 407 is engaged with the fourth-gear driven gear 412, and the fifth-gear driving gear 408 is engaged with the fifth-gear driven gear 413; the output gear 418 is fixed to the output shaft 403.

The output shaft 403 is provided with an 1/2-gear synchronizer 419 between the first-gear driven gear 409 and the second-gear driven gear 410, a 3/5-gear synchronizer 420 between the third-gear driven gear 411 and the fifth-gear driven gear 413, and a 4/R-gear synchronizer 424 between the fourth-gear driven gear 412 and the reverse-gear driven gear 417, wherein the 1/2-gear synchronizer 419 can be selectively engaged with or disengaged from the first-gear driven gear 409 and the second-gear driven gear 410, the 3/5-gear synchronizer 420 can be selectively engaged with or disengaged from the third-gear driven gear 411 and the fifth-gear driven gear 413, and the 4/R-gear synchronizer 424 can be selectively engaged with or disengaged from the fourth-gear driven gear 412 and the reverse-gear driven gear 417.

In the first implementation, the reverse gear and the 4-gear share the synchronizer, so that one synchronizer can be saved, the system cost is reduced, and the structure is simpler.

The engine 2 is arranged coaxially with the input shaft 402, and the input shaft 402, the output shaft 403, and the motor power distribution shaft 301 are not all on the same straight line.

In the first embodiment, the motor power distribution shaft 301 may be set to be shorter, and the motor power distribution shaft 301 may be compactly arranged with the motor 1, and may be flexibly arranged according to different vehicle body platforms and different spaces.

The output shaft 403 of the motor, the power distribution shaft 301 of the motor and the axis of the main reducer 5 may be arranged in a triangular shape in space. That is, the radial centers of the output shaft 403 of the motor, the power distribution shaft 301 of the motor, and the final drive 5 are arranged at a certain angle without being arranged on the same line, which is advantageous for compressing the height of the system, further reducing the size of the system, and making the space more compact.

In the first embodiment, when the first/second mode synchronizer 302 engages the second mode driving gear 304, the motor 1 power is transmitted to the final drive 5 through the motor power distribution shaft 301, the second mode driving gear 304, the second mode driven gear 305, the output shaft 403, the output gear 418, the final drive driven gear 502, and the second mode output of the system is realized. Since the motor power distribution shaft 301 and the output shaft 403 are directly linked through the gear, the transmission path of the motor 1 end in the second mode is very short, and the transmission efficiency is greatly improved.

When the system is in the hybrid drive mode of second mode, when engine 2 shifts and produces power and lose and lead to shifting and pause and frustrate, can supplement engine 2 by motor 1 because of shifting the power that loses to shift and pause and frustrate the problem of shifting that leads to when solving traditional gearbox and shifting, make the process of shifting smoother, promote the driving and experience.

When the first/second mode synchronizer 302 engages the first mode pinion 303, the following are possible:

(1) the engine 2 works, the clutch device 401 is engaged, the gear synchronizer of the engine 2 performs corresponding actions, the motor 1 is used as a driving motor, the motor 1 couples and inputs the power of the motor 1 and the power of the engine 2 from the clutch device 401 through the motor power distribution shaft 301, the first mode driving gear 303 and the flywheel 6, the wheels are driven through all gears of the engine 2, the full-gear hybrid power output of the first mode is achieved, the driving force of the system can be increased and the dynamic property is improved through the power of the coupling motor 1 and the power of the engine 2. .

(2) The engine 2 works, the clutch device 401 is disconnected, the motor 1 is used as a generator, and the power of the engine 2 can be transmitted to the motor end through the flywheel 6, the first mode driving gear 303 and the motor power distribution shaft 301, so that the parking power generation function is realized. The power generation efficiency is further improved by increasing the speed ratio and parking for power generation.

(3) When the clutch device 401 is disconnected, the motor 1 serves as a driving motor, and power of the motor 1 is transmitted to the engine 2 through the power distribution shaft 301, the first mode driving gear 303, the flywheel 6 and the crankshaft, so that the engine 2 is rapidly started.

Through the selective connection of the first/second mode synchronizer 302 on the motor power distribution shaft 301, the switching between the first mode and the second mode of the hybrid power system can be realized, different running modes can be selected according to different requirements of the whole vehicle, the vehicle multi-mode is realized, and the functionality of the vehicle is enriched.

The hybrid drive system 100 of the first embodiment can realize the following output modes by selective engagement of the clutch device 401 and the respective synchronizers:

(1) pure fuel drive mode

To realize the power output of 5 gears in the pure fuel oil driving mode, the left and right movement relationship of the shift fork of each synchronizer in each gear is shown in the following table 1 (the left and right directions in the drawing only refer to the left and right directions, and do not limit the orientation in actual operation, the same applies below):

TABLE 1

(2) Second mode

When the first/second mode synchronizer 302 engages the second mode driving gear 304, the motor 1 is in the second output mode, and the hybrid drive system 100 is switched to the second mode. The following working conditions are distinguished:

1. pure electric drive mode: when the engine 2 does not work, the clutch device 401 is disconnected, and the power of the motor 1 is transmitted to the main reducer 5 through the motor power distribution shaft 301, the second mode driving gear 304, the second mode driven gear 305, the output shaft 403, the output gear 418 and the main reducer driven gear 502, so that the pure electric output of the motor 1 is realized.

2. Hybrid drive mode: when the engine 2 is driven, the motor 1 is started, and the power intervention of the motor 1 can be realized, so that the full-gear output in a hybrid power driving mode is realized, and the actions of each synchronizer are as follows in the following table 2:

TABLE 2

3. Driving to generate electricity: during driving, the first/second mode synchronizer 302 is engaged with the second mode driving gear 304, the motor 1 serves as a generator, and the power of the engine 2 is output from the wheels, and simultaneously, part of the power is transmitted to the motor 1 through the output shaft 403 and the motor power distribution shaft 301, so that driving power generation is realized.

4. Deceleration/braking energy recovery: during deceleration or braking, the first/second mode synchronizer 302 is engaged with the second mode driving gear 304, and energy is transmitted to the motor 1 from the wheels through the output shaft 403 and the motor power distribution shaft 301, so that kinetic energy recovery is realized.

(3) First mode

When the first/second mode synchronizer 302 engages the first mode pinion gear 303, the hybrid drive system 100 switches to the first mode in several operating conditions:

1. hybrid drive mode: when the engine 2 outputs, the motor 1 is started, and the power intervention of the motor 1 can be realized, so that the full-gear output of the hybrid power is realized, and the synchronizer acts as the following table 3:

TABLE 3

3. Driving to generate electricity: during driving, the first/second mode synchronizer 302 is engaged with the first mode driving gear 303, the motor 1 is used as a generator, and when the power of the engine 2 is input from the input shaft 402, part of the power is transmitted to the motor 1 through the flywheel 6, the first mode driving gear 303 and the motor power distribution shaft 301, so that the driving power generation is realized.

4. Parking power generation: when the first/second mode synchronizer 302 is engaged with the first mode driving gear 303, the engine 2 works, the clutch device 401 is engaged, the engine 2 gear synchronizer does not act, the motor 1 is used as a generator, and the power of the engine 2 can be transmitted to the end of the motor 1 through the flywheel 6, the first mode driving gear 303 and the motor power distribution shaft 301, so that the parking power generation function is realized.

Second embodiment

Fig. 2 shows a hybrid drive system 100 of a second embodiment of the present application. The following differences from the first embodiment are:

(1) the second mode follower is different in structure. Specifically, the second mode driven mechanism includes a motor intermediate shaft 306, a first intermediate gear 307 and a second intermediate gear 308, the first intermediate gear 307 and the second intermediate gear 308 are fixed to the motor intermediate shaft 306, the second mode driving gear 304 is engaged with the first intermediate gear 307, and the second intermediate gear 308 is engaged with the final drive driven gear 502 of the final drive 5.

(2) The reverse gear is realized by different structures. Specifically, the transmission mechanism 4 further includes a reverse shaft 414, a reverse driven gear 417, a reverse intermediate gear 422, a reverse synchronizer 423, and an output shaft intermediate gear 424, wherein the output shaft intermediate gear 424 is fixed to the output shaft 403, the reverse driven gear 417 is loosely fitted to the reverse shaft 414, the reverse intermediate gear 424 is fixed to the reverse shaft 414, the reverse driven gear 417 is engaged with the first gear driving gear 404 on the output shaft 403, and the reverse intermediate gear 422 is engaged with the output shaft intermediate gear 424; the reverse synchronizer 423 may be selectively engaged or disengaged with the reverse driven gear 417.

(3) The gear and synchronizer arrangements are slightly different. Specifically, the first-gear driving gear 404, the second-gear driving gear 405, the third-gear driving gear 406, the fourth-gear driving gear 407, and the fifth-gear driving gear 408 are fixed to the input shaft 402, and the first-gear driven gear 409, the second-gear driven gear 410, the third-gear driven gear 411, the fourth-gear driven gear 412, and the fifth-gear driven gear 413 are freely sleeved on the output shaft 403; the first-gear driving gear 404 is engaged with the first-gear driven gear 409 and the reverse-gear driven gear 417 at the same time, the second-gear driving gear 405 is engaged with the second-gear driven gear 410, the third-gear driving gear 406 is engaged with the third-gear driven gear 411, the fourth-gear driving gear 407 is engaged with the fourth-gear driven gear 412, and the fifth-gear driving gear 408 is engaged with the fifth-gear driven gear 413; the output gear 418 is fixed to the output shaft 403. The output shaft 403 is provided with an 2/4-gear synchronizer 426 located between the second-gear driven gear 410 and the fourth-gear driven gear 412, a 3/5-gear synchronizer 420 located between the third-gear driven gear 411 and the fifth-gear driven gear 413, and a 1-gear synchronizer 425 located on one axial side of the first-gear driven gear 409, wherein the 2/4-gear synchronizer 426 can be selectively engaged with or disengaged from the second-gear driven gear 410 and the fourth-gear driven gear 412, the 3/5-gear synchronizer 420 can be selectively engaged with or disengaged from the third-gear driven gear 411 and the fifth-gear driven gear 413, and the 1-gear synchronizer 425 can be selectively engaged with or disengaged from the first-gear driven gear 409.

In the second embodiment, the reverse gear function is realized through the separately arranged reverse gear shaft 414, the control is simple, the number of the shared gears can be reduced, and the system space arrangement is more flexible.

Third embodiment

Fig. 3 shows a hybrid drive system 100 of a third embodiment of the present application. The following differences from the second embodiment are:

(1) the first-gear driven gear 409 is connected differently. The first-speed driven gear 409 meshes with both the first-speed drive gear 404 and the reverse-speed driven gear 417.

(2) The first-gear driven gear 409 is different in structure. The first-gear driven gear 409 is a duplicate gear including a first gear 4091 and a second gear 4092 which are coaxially connected, the first gear 4091 is engaged with the first-gear driving gear 404, and the second gear 4092 is engaged with the reverse-gear driven gear 417.

(3) The reverse gear is realized by different structures. Specifically, the shift mechanism 4 further includes a reverse shaft 414, a reverse driven gear 417, a reverse intermediate gear 422, and a reverse synchronizer 423, wherein the reverse driven gear 417 is freely sleeved on the reverse shaft 414, the reverse intermediate gear 422 is fixed to the reverse shaft 414, and the reverse intermediate gear 422 is directly engaged with the final drive driven gear 502 of the final drive 5.

In the third embodiment, the reverse power transmission path is shortened by the engagement of the reverse idler gear 422 with the final drive driven gear 502.

In the aspect of gear selection, the applicant conducts simulation analysis on the system respectively adopting four gears, five gears and six gears in the aspects of economy, dynamic property and the like. In the aspect of economy, five gears are economical 2% than four gears, six gears are economical 2% than four gears, and five gears are economical one thousandth than six gears. In the aspect of dynamic property, in a pure fuel driving mode, five gears are 4.4% faster than four gears, six gears are 10.2% faster than four gears, and six gears are 6.1% faster than five gears. In the hybrid drive mode, five gears are 0.4% faster than four gears, six gears are 1.7% faster than four gears, and six gears are 1.2% faster than five gears. After the dynamic property, the economical efficiency and the energy consumption index of the hybrid power system are comprehensively considered, the optimal design scheme is selected to be five gears, so that the system structure tends to be simplified, and the advantages in the aspects of dynamic property, economical efficiency and the like are achieved.

Thus, in the above embodiment, the shift mechanism 4 has 5 forward speeds, i.e., the shift mechanism 4 adopts 5 speeds.

However, in other embodiments, 1-4 or 6-12 forward gears are possible, i.e., 1-4 or 6-12 gears are also employed by the variator 4.

As shown in fig. 4, the embodiment of the present application further provides a vehicle 1000 including the hybrid drive system 100 of the above embodiment.

The above description is only exemplary of the present application and should not be taken as limiting the present application, as any modification, equivalent replacement, or improvement made within the spirit and principle of the present application should be included in the protection scope of the present application.

Claims

1. A hybrid power driving system is characterized by comprising an engine, a gearbox and a motor power device, wherein the gearbox comprises a speed change mechanism and a main speed reducer, and the motor power device comprises a motor and a power distribution mechanism; wherein,

a flywheel is connected between the engine and the clutch device;

2. The hybrid drive system of claim 1, wherein the first and second mode drive gears are idler on the motor power distribution shaft, and the mode selection device includes a first/second mode synchronizer disposed on the motor power distribution shaft and between the first and second mode drive gears, the first/second mode synchronizer being selectively engageable with and disengageable from the first and second mode drive gears;

3. The hybrid drive system of claim 1 wherein one end of the motor power distribution shaft is fixedly connected to a rotor assembly of the motor; in the alternative, the first and second sets of the first,

4. The hybrid drive system of claim 2 wherein said second mode driven mechanism includes a second mode driven gear fixedly disposed on said output shaft, said second mode drive gear being in direct mesh with said second mode driven gear.

5. The hybrid drive system of claim 2, wherein said second mode driven mechanism includes a motor countershaft, a first intermediate gear and a second intermediate gear, said first and second intermediate gears being fixed to said motor countershaft, said second mode drive gear being in meshing engagement with said first intermediate gear, said second intermediate gear being in meshing engagement with a final drive driven gear of said final drive.

6. The hybrid drive system of claim 2 wherein said transmission further comprises a reverse shaft, a first reverse intermediate gear, a second reverse intermediate gear, and a reverse driven gear, said first and second reverse intermediate gears being fixed to said reverse shaft, said reverse driven gear being free from said output shaft, said first reverse intermediate gear being in meshing engagement with one of said forward drive gears on said input shaft, said second reverse intermediate gear being in meshing engagement with said reverse driven gear.

7. The hybrid drive system of claim 6, wherein the gear shift mechanism includes a plurality of forward drive gears and a plurality of forward driven gears, the plurality of forward drive gears including a first drive gear, a second drive gear, a third drive gear, a fourth drive gear, and a fifth drive gear, the plurality of forward driven gears including a first driven gear, a second driven gear, a third driven gear, a fourth driven gear, and a fifth driven gear;

8. The hybrid drive system according to claim 2 wherein the gear shift mechanism further comprises a reverse shaft, a reverse driven gear, a reverse intermediate gear, a reverse synchronizer, and an output shaft intermediate gear, the reverse driven gear being free-wheeling on the reverse shaft, the reverse intermediate gear being fixed to the reverse shaft, the output shaft intermediate gear being fixed to the output shaft, the reverse driven gear being in mesh with one of the forward drive gears on the input shaft, the reverse intermediate gear being in mesh with the output shaft intermediate gear; the reverse synchronizer is selectively engageable with and disengageable from the reverse driven gear.

9. The hybrid drive system of claim 8, wherein the gear shift mechanism includes a plurality of forward drive gears and a plurality of forward driven gears, the plurality of forward drive gears including a first drive gear, a second drive gear, a third drive gear, a fourth drive gear, and a fifth drive gear, the plurality of forward driven gears including a first driven gear, a second driven gear, a third driven gear, a fourth driven gear, and a fifth driven gear;

10. The hybrid drive system according to claim 2, wherein the transmission mechanism further includes a reverse shaft, a reverse driven gear that is free from the reverse shaft, a reverse idler gear that is fixed to the reverse shaft, and a reverse synchronizer that is engaged with one of the forward driven gears on the output shaft, the reverse idler gear being engaged with a final drive driven gear of the final drive; the reverse synchronizer is selectively engageable with and disengageable from the reverse driven gear.

11. The hybrid drive system of claim 10, wherein the gear shift mechanism includes a plurality of forward drive gears and a plurality of forward driven gears, the plurality of forward drive gears including a first drive gear, a second drive gear, a third drive gear, a fourth drive gear, and a fifth drive gear, the plurality of forward driven gears including a first driven gear, a second driven gear, a third driven gear, a fourth driven gear, and a fifth driven gear;

12. The hybrid drive system according to claim 11, wherein the first-speed driven gear is a duplicate gear including a first gear and a second gear that are coaxially connected, the first gear being engaged with the first-speed driving gear, the second gear being engaged with the reverse driven gear.

13. A vehicle characterized by comprising the hybrid drive system of any one of claims 1 to 12.