CN209888643U

CN209888643U - Hybrid power driving system and vehicle

Info

Publication number: CN209888643U
Application number: CN201920367682.8U
Authority: CN
Inventors: 祁宏钟; 张安伟; 赵江灵; 吴为理; 朱永明; 祖国强; 尚阳
Original assignee: Guangzhou Automobile Group Co Ltd
Current assignee: Gac Aion New Energy Vehicle Co ltd
Priority date: 2019-03-20
Filing date: 2019-03-20
Publication date: 2020-01-03
Anticipated expiration: 2029-03-20

Abstract

An embodiment of the utility model provides a hybrid drive system, including engine, primary shaft, first clutch, jackshaft, stopper, planetary gear mechanism, second clutch, first gear, second gear, secondary shaft, generator, third gear, fourth gear, third axle, fifth gear, fourth axle, driving motor, sixth gear, first differential mechanism, rear-guard motor, fifth axle, seventh gear, eighth gear, sixth axle, ninth gear, tenth gear and second differential mechanism. The hybrid power driving system is simple in structure, has multiple working modes and is good in platform. The utility model also provides a vehicle that has this hybrid drive system.

Description

Hybrid power driving system and vehicle

Technical Field

The utility model relates to a new forms of energy technical field, in particular to hybrid drive system and have this hybrid drive system's vehicle.

Background

The transmissions on the market at present mainly comprise a step transmission and a continuously variable transmission. Step-variable transmissions are subdivided into manual and automatic transmissions, most of which provide a limited number of discrete output-to-input speed ratios by different meshing arrangements of gear trains or planetary gear trains, with the speed of the drive wheels between two adjacent speed ratios being adjusted by the speed variation of the internal combustion engine. Continuously variable transmissions, whether mechanical, hydraulic or electromechanical, provide an infinite number of continuously selectable speed ratios over a range of speeds, and theoretically, the speed change of the drive wheels can be accomplished entirely through the transmission, so that the internal combustion engine can operate as far as possible within an optimum speed range. Compared with a step transmission, the stepless transmission has the advantages of stable speed regulation, full utilization of the maximum power of an internal combustion engine and the like, so that the stepless transmission is a subject of research of engineers in various countries for many years.

In recent years, the emergence of motor hybrid technology has opened up a new approach for achieving complete matching of power between an internal combustion engine and a power wheel. Among the many designs of the powertrain, the most representative are the series hybrid system and the parallel hybrid system. In the series hybrid system, the internal combustion engine, the generator, the motor, the shafting and the driving wheel form a series power chain, and the power assembly has extremely simple structure. Wherein the generator, motor combination can be considered as a transmission in the conventional sense. When used in conjunction with an energy storage device, such as a battery, capacitor, etc., the transmission may also function as an energy modulation device to accomplish independent speed and torque modulation.

The parallel hybrid system has two independent power chains in parallel. One is composed of a traditional mechanical speed changer, and the other is composed of a motor and a battery system. The mechanical transmission is responsible for adjusting the speed, and the motor and the battery system are responsible for adjusting the power or the torque. In order to fully develop the potential of the whole system, the mechanical transmission also needs to adopt a stepless speed change mode.

The advantage of series hybrid system lies in simple structure, and the overall arrangement is nimble, but all power passes through generator and motor, therefore the power requirement of motor is high, and is bulky, and weight is heavy. Meanwhile, the efficiency of the whole system is low because the energy transmission process is subjected to two times of conversion of electromechanics and motors. In the parallel hybrid system, only part of power passes through the motor system, so the power requirement on the motor is relatively low, and the efficiency of the whole system is high. However, the parallel hybrid system requires two independent subsystems, is expensive, and is usually only used for weak hybrid systems.

SUMMERY OF THE UTILITY MODEL

In view of this, the utility model provides a hybrid drive system, its structure is simpler, has multiple mode, and the platformization is good.

A first embodiment of the present invention provides a hybrid drive system, which includes an engine, a first shaft, a first clutch, an intermediate shaft, a brake, a planetary gear mechanism, a second clutch, a first gear, a second shaft, a generator, a third gear, a fourth gear, a third shaft, a fifth gear, a fourth shaft, a drive motor, a sixth gear, a first differential, a rear drive motor, a fifth shaft, a seventh gear, an eighth gear, a sixth shaft, a ninth gear, a tenth gear, and a second differential; wherein:

the engine is connected with the first shaft, the generator is connected with the second shaft, the driving motor is connected with the fourth shaft, the rear-drive motor is connected with the fifth shaft, and the first clutch is used for combining or separating the first shaft and the intermediate shaft;

the first gear is fixed on the intermediate shaft, the second gear is fixed on the second shaft, and the second gear is meshed with the first gear;

the planetary gear mechanism comprises a planet carrier, a sun gear, a planet gear and a gear ring, the sun gear is sleeved on the intermediate shaft in an empty mode, the gear ring is fixed on the intermediate shaft, the brake is used for braking or unlocking the sun gear, and the second clutch is used for combining or separating the planet carrier and the gear ring;

the third gear is fixed on the third shaft and is meshed with the planet carrier;

the fourth gear is fixed on the third shaft, the fifth gear is fixed on the fourth shaft, one of the fifth gear and the sixth gear is meshed with the fourth gear, and the other is meshed with the third gear;

the sixth gear is connected with the first differential;

the seventh gear is fixed on the fifth shaft, the eighth gear is fixed on the sixth shaft, and the eighth gear is meshed with the seventh gear;

the ninth gear is fixed to the sixth shaft, the tenth gear is engaged with the ninth gear, and the tenth gear is connected to the second differential.

A second embodiment of the present invention provides a hybrid drive system, which includes an engine, a first shaft, a first clutch, an intermediate shaft, a brake, a planetary gear mechanism, a second clutch, a first gear, a second shaft, a generator, a third gear, a fourth gear, a third shaft, a fifth gear, a fourth shaft, a drive motor, a sixth gear, a first differential, a rear drive motor, a fifth shaft, a seventh gear, an eighth gear, a sixth shaft, a ninth gear, a tenth gear, and a second differential; wherein:

the sixth gear is connected with the first differential;

the seventh gear is fixed on the fifth shaft, the eighth gear is sleeved on the sixth shaft in a hollow way, and the eighth gear is meshed with the seventh gear;

the ninth gear is fixed on the sixth shaft, the tenth gear is meshed with the ninth gear, and the tenth gear is connected with the second differential;

the eleventh gear is fixed on the fifth shaft, the tenth gear is sleeved on the sixth shaft in an empty mode, and the synchronizer is arranged on the sixth shaft and located between the eighth gear and the twelfth gear.

Further, the fifth gear is meshed with the fourth gear, and the sixth gear is meshed with the third gear.

Further, the sixth gear is meshed with the fourth gear, and the fifth gear is meshed with the third gear.

Further, the first shaft is disposed coaxially with the intermediate shaft.

Further, the first shaft is an output shaft of the engine, the second shaft is an output shaft of the generator, and the fourth shaft is an output shaft of the driving motor.

Further, the sixth gear is a differential gear of the first differential, and the tenth gear is a differential gear of the second differential.

Furthermore, the hybrid power driving system has two engine direct driving modes, two hybrid power driving modes, four single-motor pure electric modes, five double-motor pure electric modes and two series range extending modes.

The utility model also provides a vehicle, including foretell hybrid drive system.

The embodiment of the utility model provides a hybrid drive system mainly has following several advantages:

1. the driving system has a simple overall structure, can realize multiple working modes such as two engine direct-drive modes, two hybrid power driving modes, four single-motor pure electric modes, five double-motor pure electric modes, two series-connection range-extending modes, braking energy recovery and parking power generation, and has strong flexibility;

2. in the switching process of each mode, the driving motor (or the rear driving motor) participates in the driving, and the power interruption does not exist;

3. the driving system adopts a four-wheel drive scheme and has better dynamic property;

4. the driving system can cover HEV (Hybrid Electric Vehicle) models and PHEV (Plug-in Hybrid Electric Vehicle) models, and is good in platform.

Drawings

Fig. 1 is a schematic structural diagram of a hybrid drive system according to a first embodiment of the present invention.

2-3 are schematic diagrams of the drive system operating in an engine direct drive mode.

Fig. 4-5 are schematic diagrams of the drive system operating in a hybrid mode.

Fig. 6-9 are schematic diagrams of the drive system operating in a single motor drive mode.

Fig. 10-14 are schematic diagrams of the driving system operating in a dual motor driving mode.

Fig. 15-16 are schematic views of the drive system operating in a series range extending mode.

Fig. 17 is a schematic structural diagram of a hybrid drive system according to a second embodiment of the present invention.

Fig. 18 is a schematic structural view of a hybrid drive system according to a third embodiment of the present invention.

Fig. 19 is a schematic structural view of a hybrid drive system according to a fourth embodiment of the present invention.

Detailed Description

In order to make the objects, technical solutions and advantages of the present invention clearer, embodiments of the present invention will be further described below with reference to the accompanying drawings.

First embodiment

Fig. 1 is a schematic structural diagram of a hybrid drive system according to a first embodiment of the present invention. As shown in fig. 1, the hybrid drive system includes an engine 1, a first shaft 2, a first clutch 3, an intermediate shaft 4, a brake 5, a planetary gear mechanism, a second clutch 10, a first gear 11, a second gear 12, a second shaft 13, a generator 14, a third gear 15, a fourth gear 16, a third shaft 17, a fifth gear 18, a fourth shaft 19, a drive motor 20, a sixth gear 21, a first differential 22, a rear drive motor 23, a fifth shaft 24, a seventh gear 25, an eighth gear 26, a sixth shaft 27, a ninth gear 28, a tenth gear 29, and a second differential 30. Wherein the planetary gear comprises a planet carrier 6, a sun gear 7, a planet gear 8 and a ring gear 9.

The engine 1 is connected with the first shaft 2, the generator 14 is connected with the second shaft 13, the driving motor 20 is connected with the fourth shaft 19, and the rear-driving motor 23 is connected with the fifth shaft 24. Specifically, the first shaft 2 is an output shaft of the engine 1, the second shaft 13 is an output shaft of the generator 14, the fourth shaft 19 is an output shaft of the driving motor 20, and the fifth shaft 24 is an output shaft of the rear-drive motor 23. The engine 1 may be a gasoline engine or a diesel engine, and the generator 14, the driving motor 20, and the rear-drive motor 23 may be a driving and power generating all-in-one machine.

The first shaft 2 is arranged coaxially with the intermediate shaft 4. The first clutch 3 serves to connect or disconnect the first shaft 2 to or from the intermediate shaft 4, i.e. the first shaft 2 is connected to the intermediate shaft 4 via the first clutch 3. When the first clutch 3 is engaged, the power of the engine 1 is transmitted to the intermediate shaft 4; when the first clutch 3 is disengaged, the engine 1 is disconnected from the intermediate shaft 4.

The first gear 11 is fixed on the intermediate shaft 4, the second gear 12 is fixed on the second shaft 13, and the second gear 12 is meshed with the first gear 11, i.e. the generator 14 is connected with the intermediate shaft 4 through the second shaft 13, the second gear 12 and the first gear 11.

The sun gear 7 is sleeved on the intermediate shaft 4 in an empty mode, the gear ring 9 is fixed on the intermediate shaft 4, and the brake 5 is used for braking or unlocking the sun gear 7. When the brake 5 brakes the sun gear 7, the sun gear 7 is fixed against rotation about the intermediate shaft 4; when the brake 5 unlocks the sun gear 7, the sun gear 7 can rotate about the intermediate shaft 4.

The second clutch 10 is used to couple or decouple the carrier 6 and the ring gear 9. When the second clutch 10 is engaged, the planet carrier 6 and the ring gear 9 are locked together; when the second clutch 10 is disengaged, the carrier 6 and the ring gear 9 are disengaged from each other.

The third gear 15 is fixed to the third shaft 17, and the third gear 15 meshes with the carrier 6.

The fourth gear 16 is fixed to the third shaft 17 and the fifth gear 18 is fixed to the fourth shaft 19. in this embodiment, the fifth gear 18 meshes with the fourth gear 16 and the sixth gear 21 meshes with the third gear 15.

The sixth gear 21 is connected to a first differential 22. Specifically, the sixth gear 21 is a differential gear of the first differential 22.

The seventh gear 25 is fixed to the fifth shaft 24, the eighth gear 26 is fixed to the sixth shaft 27, and the eighth gear 26 meshes with the seventh gear 25.

A ninth gear 28 is fixed to the sixth shaft 27, a tenth gear 29 is meshed with the ninth gear 28, and the tenth gear 29 is connected to a second differential 30. Specifically, the tenth gear 29 is a differential gear of the second differential 30.

Further, the hybrid drive system further includes a power battery (not shown), and the power battery is electrically connected to the generator 14, the driving motor 20, and the rear driving motor 23, respectively. The power battery can provide electric energy for driving the generator 14, the driving motor 20 and the rear-drive motor 23, and the electric energy generated when the generator 14, the driving motor 20 and the rear-drive motor 23 are driven to rotate can be stored in the power battery.

The drive system comprises two clutches (3, 10) and a brake 5. The first clutch 3 is used for controlling whether the power of the engine 1 is output or not, and switching between the pure electric mode and the hybrid mode is achieved; the brake 5 is used for braking a sun gear 7 of the planetary gear mechanism, and the planetary gear mechanism is equal to a fixed-shaft gear mechanism at the moment, so that fixed-speed-ratio transmission is realized; the second clutch 10 is used to lock the carrier 6 and the ring gear 9 of the planetary gear mechanism, and speed ratio switching is realized.

The drive system comprises three motors (two

motors

14 and 20 are used for decoupling the rotational speed and torque of the engine, and one motor 23 is used as an independent rear-drive auxiliary drive), one engine 1, one single-row planetary gear mechanism, a shaft gear system and the like. The driving system can realize two engine direct-drive modes, two hybrid power driving modes, four single-motor pure electric modes, five double-motor pure electric modes, two series range-extending modes, various working modes such as braking energy recovery and parking power generation.

2-4 are schematic diagrams of the drive system operating in an engine direct drive mode.

FIG. 2 is a schematic diagram of a first direct drive mode of the engine. At this time, the first clutch 3 is engaged, the brake 5 is braked, and the second clutch 10 is disengaged. Power is finally transmitted to the front wheels through the engine 1, the first shaft 2, the first clutch 3, the intermediate shaft 4, the gear ring 9, the planet wheels 8, the planet carrier 6, the third gear 15, the sixth gear 21 and the first differential 22.

FIG. 3 is a schematic diagram of a second engine direct drive mode. At this time, both the first clutch 3 and the second clutch 10 are engaged, and the brake 5 is disengaged. The planet carrier 6 and the gear ring 9 in the planetary gear mechanism are locked into a whole, and the integral rotation speed ratio of the planetary gear mechanism is 1. The power is finally transmitted to the front wheels by the engine 1, the first shaft 2, the first clutch 3, the intermediate shaft 4, the planetary gear mechanisms (6, 7, 8, 9), the third gear 15, the sixth gear 21, and the first differential 22.

Fig. 4-5 are schematic diagrams of the drive system operating in a hybrid mode.

FIG. 4 is a schematic illustration of hybrid mode one. At this time, the first clutch 3 is engaged, the brake 5 is braked, and the second clutch 10 is disengaged. This mode has a total of four power transmission paths. Path one: the power of the engine 1 is finally transmitted to the front wheels by the first shaft 2, the first clutch 3, the intermediate shaft 4, the ring gear 9, the planetary gear 8, the planetary carrier 6, the third gear 15, the sixth gear 21, and the first differential 22. And a second route: the power of the generator 14 is finally transmitted to the front wheels through the second shaft 13, the second gear 12, the first gear 11, the intermediate shaft 4, the ring gear 9, the planet gear 8, the planet carrier 6, the third gear 15, the sixth gear 21 and the first differential 22. Path three: the power of the driving motor 20 is finally transmitted to the front wheels through the fourth shaft 19, the fifth gear 18, the fourth gear 16, the third shaft 17, the third gear 15, the sixth gear 21, and the first differential 22. And a fourth path: the power of the rear drive motor 23 is finally transmitted to the rear wheels through a fifth shaft 24, a seventh gear 25, an eighth gear 26, a sixth shaft 27, a ninth gear 28, a tenth gear 29, and a second differential 30.

Fig. 5 is a schematic diagram of the second hybrid driving mode. At this time, both the first clutch 3 and the second clutch 10 are engaged, and the brake 5 is disengaged. The planet carrier 6 and the gear ring 9 in the planetary gear mechanism are locked into a whole, and the integral rotation speed ratio of the planetary gear mechanism is 1. The second mode has four power transmission paths. Path one: the power of the engine 1 is finally transmitted to the front wheels via the first shaft 2, the first clutch 3, the intermediate shaft 4, the planetary gear mechanisms (6, 7, 8, 9), the third gear 15, the sixth gear 21, and the first differential 22. And a second route: the power of the generator 14 is finally transmitted to the front wheels through the second shaft 13, the second gear 12, the first gear 11, the intermediate shaft 4, the planetary gear mechanism (6, 7, 8, 9), the third gear 15, the sixth gear 21, and the first differential 22. Path three: the power of the driving motor 20 is finally transmitted to the front wheels through the fourth shaft 19, the fifth gear 18, the fourth gear 16, the third shaft 17, the third gear 15, the sixth gear 21, and the first differential 22. And a fourth path: the power of the rear drive motor 23 is finally transmitted to the rear wheels through a fifth shaft 24, a seventh gear 25, an eighth gear 26, a sixth shaft 27, a ninth gear 28, a tenth gear 29, and a second differential 30.

Fig. 6 is a schematic diagram of the single motor drive mode one. At this time, the brake 5 is applied, and both the first clutch 3 and the second clutch 10 are disengaged. The power of the generator 14 is finally transmitted to the front wheels through the second shaft 13, the second gear 12, the first gear 11, the intermediate shaft 4, the ring gear 9, the planet gear 8, the planet carrier 6, the third gear 15, the sixth gear 21 and the first differential 22.

Fig. 7 is a schematic diagram of the single motor drive mode two. At this time, the second clutch 10 is engaged, and both the brake 5 and the first clutch 3 are disengaged. The planet carrier 6 and the gear ring 9 in the planetary gear mechanism are locked into a whole, and the integral rotation speed ratio of the planetary gear mechanism is 1. The power of the generator 14 is finally transmitted to the front wheels through the second shaft 13, the second gear 12, the first gear 11, the intermediate shaft 4, the ring gear 9, the planet gear 8, the planet carrier 6, the third gear 15, the sixth gear 21 and the first differential 22.

Fig. 8 is a schematic diagram of the single motor drive mode three. At this time, the brake 5, the first clutch 3, and the second clutch 10 are all disengaged. The power of the driving motor 20 is finally transmitted to the front wheels through the fourth shaft 19, the fifth gear 18, the fourth gear 16, the third shaft 17, the third gear 15, the sixth gear 21, and the first differential 22.

Fig. 9 is a schematic diagram of the single motor drive mode four. At this time, the brake 5, the first clutch 3, and the second clutch 10 are all disengaged. The power of the rear drive motor 23 is finally transmitted to the rear wheels through a fifth shaft 24, a seventh gear 25, an eighth gear 26, a sixth shaft 27, a ninth gear 28, a tenth gear 29, and a second differential 30.

Fig. 10 is a schematic diagram of the two-motor driving mode one. At this time, the brake 5 is applied, and both the first clutch 3 and the second clutch 10 are disengaged. This mode has a total of two power transmission paths. Path one: the power of the generator 14 is finally transmitted to the front wheels through the second shaft 13, the second gear 12, the first gear 11, the intermediate shaft 4, the ring gear 9, the planet gear 8, the planet carrier 6, the third gear 15, the sixth gear 21 and the first differential 22. And a second route: the power of the driving motor 20 is finally transmitted to the front wheels through the fourth shaft 19, the fifth gear 18, the fourth gear 16, the third shaft 17, the third gear 15, the sixth gear 21, and the first differential 22.

Fig. 11 is a schematic diagram of the two-motor driving mode two. At this time, the second clutch 10 is engaged, and both the brake 5 and the first clutch 3 are disengaged. The planet carrier 6 and the gear ring 9 in the planetary gear mechanism are locked into a whole, and the integral rotation speed ratio of the planetary gear mechanism is 1. The second mode has two power transmission paths in total. Path one: the power of the generator 14 is finally transmitted to the front wheels through the second shaft 13, the second gear 12, the first gear 11, the intermediate shaft 4, the planetary gear mechanism (6, 7, 8, 9), the third gear 15, the sixth gear 21, and the first differential 22. And a second route: the power of the driving motor 20 is finally transmitted to the front wheels through the fourth shaft 19, the fifth gear 18, the fourth gear 16, the third shaft 17, the third gear 15, the sixth gear 21, and the first differential 22.

Fig. 12 is a schematic diagram of the two-motor drive mode three, in which the brake 5 is applied and both the first clutch 3 and the second clutch 10 are disengaged. Mode three has two power transmission paths in total. Path one: the power of the generator 14 is finally transmitted to the front wheels through the second shaft 13, the second gear 12, the first gear 11, the intermediate shaft 4, the ring gear 9, the planet gear 8, the planet carrier 6, the third gear 15, the sixth gear 21 and the first differential 22. And a second route: the power of the rear drive motor 23 is finally transmitted to the rear wheels through a fifth shaft 24, a seventh gear 25, an eighth gear 26, a sixth shaft 27, a ninth gear 28, a tenth gear 29, and a second differential 30.

Fig. 13 is a schematic diagram of the two-motor drive mode four, in which the second clutch 10 is engaged and both the brake 5 and the first clutch 3 are disengaged. The fourth mode has two power transmission paths in total. Path one: the power of the generator 14 is finally transmitted to the front wheels through the second shaft 13, the second gear 12, the first gear 11, the intermediate shaft 4, the planetary gear mechanism (6, 7, 8, 9), the third gear 15, the sixth gear 21, and the first differential 22. And a second route: the power of the rear drive motor 23 is finally transmitted to the rear wheels through a fifth shaft 24, a seventh gear 25, an eighth gear 26, a sixth shaft 27, a ninth gear 28, a tenth gear 29, and a second differential 30.

Fig. 14 is a schematic diagram of the two-motor drive mode five, in which the brake 5, the first clutch 3, and the second clutch 10 are all disengaged. Mode five has two power transmission paths in total. Path one: the power of the driving motor 20 is finally transmitted to the front wheels through the fourth shaft 19, the fifth gear 18, the fourth gear 16, the third shaft 17, the third gear 15, the sixth gear 21, and the first differential 22. And a second route: the power of the rear drive motor 23 is finally transmitted to the rear wheels through a fifth shaft 24, a seventh gear 25, an eighth gear 26, a sixth shaft 27, a ninth gear 28, a tenth gear 29, and a second differential 30.

FIG. 15 is a schematic diagram of the series range extended mode one. At this time, the first clutch 3 is engaged, and both the second clutch 10 and the brake 5 are disengaged. This mode has a total of two power transmission paths. Path one: the power of the engine 1 is transmitted to the generator 14 via the first shaft 2, the first clutch 3, the intermediate shaft 4, the first gear 11, the second gear 12, and the second shaft 13 to generate electric power, and the electric power is stored in the power battery. And a second route: the power of the driving motor 20 is finally transmitted to the front wheels through the fourth shaft 19, the fifth gear 18, the fourth gear 16, the third shaft 17, the third gear 15, the sixth gear 21, and the first differential 22.

Fig. 16 is a schematic diagram of the series range extended mode two. At this time, the first clutch 3 is engaged, and both the second clutch 10 and the brake 5 are disengaged. The second mode has two power transmission paths in total. Path one: the power of the engine 1 is transmitted to the generator 14 via the first shaft 2, the first clutch 3, the intermediate shaft 4, the first gear 11, the second gear 12, and the second shaft 13 to generate electric power, and the electric power is stored in the power battery. And a second route: the power of the rear drive motor 23 is finally transmitted to the rear wheels through a fifth shaft 24, a seventh gear 25, an eighth gear 26, a sixth shaft 27, a ninth gear 28, a tenth gear 29, and a second differential 30.

In addition, when the automobile brakes, the driving motor 20 or the rear driving motor 23 generates braking torque to brake the wheels, and induced current generated in a motor winding of the driving motor charges a battery, so that the recovery of braking energy is realized.

The driving system of the embodiment can realize two engine direct-drive modes, two hybrid power driving modes, four single-motor pure electric modes, five double-motor pure electric modes, two series range-extending modes, various working modes such as braking energy recovery and parking power generation, and can automatically realize the switching of different modes according to the SOC (residual electric quantity) value of the power battery and the vehicle speed requirement. For example, the magnitude relation between the SOC value of the power battery and a first threshold value is judged, or the magnitude relation between the SOC value of the power battery and the first threshold value and the magnitude relation between the vehicle speed and a second threshold value are simultaneously judged; and switching the working mode of the hybrid power driving system according to the judgment result. It should be noted that the first threshold is used to determine the SOC value of the power battery, and the second threshold is used to determine the vehicle speed, and the embodiment does not limit the value ranges of the first threshold and the second threshold, and may be freely set according to a specific control strategy, and the values of the first threshold and the second threshold are different under different control strategies. After the first threshold value and the second threshold value are set, automatic judgment is carried out, and automatic switching is carried out among various modes according to the judgment result.

The various operating modes are embodied as follows in a table:

in the aspect of power regulation, the driving system can effectively supplement the driving power required by the power wheel through the power battery, so that the power of the internal combustion engine is more reasonably allocated, the working state of the engine is kept free from or less influenced by road conditions, and the engine can always work in a set optimal state, so that the efficiency of the whole vehicle is improved.

Therefore, the driving system has the following advantages:

2. in the switching process of each mode, the driving motor or the rear-drive motor participates in the driving, and the power interruption does not exist;

Second embodiment

Fig. 17 is a schematic structural view of a hybrid drive system of a second embodiment of the invention. As shown in fig. 17, the hybrid drive system of the present embodiment is basically the same as that of the first embodiment described above, except that in the present embodiment, the sixth gear 21 meshes with the fourth gear 16, and the fifth gear 18 meshes with the third gear 15.

For other structures and operation modes of this embodiment, reference may be made to the first embodiment, which is not described herein again.

Third embodiment

Fig. 18 is a schematic structural view of a hybrid drive system according to a third embodiment of the present invention. As shown in fig. 18, the hybrid drive system of the present embodiment is substantially the same as the first embodiment, and is different in that: in the present embodiment, the hybrid drive system further includes an eleventh gear 31, a twelfth gear 32, and a synchronizer 33, the eighth gear 26 is idly sleeved on the sixth shaft 27 instead of being fixed on the sixth shaft 27, the eleventh gear 31 is fixed on the fifth shaft 24, the twelfth gear 32 is idly sleeved on the sixth shaft 27, the synchronizer 33 is disposed on the sixth shaft 27 between the eighth gear 26 and the twelfth gear 32, and the synchronizer 33 can selectively couple the eighth gear 26 or the twelfth gear 32 to the sixth shaft 27. For example, when the synchronizer 33 is in the left position, the eighth gear 26 and the sixth shaft 27 are fixed together; when the synchronizer 33 is in the right position, the twelfth gear 32 and the sixth shaft 27 are fixed together. The synchronizer 33 can realize multi-gear of the power output of the rear drive motor 23 by adjusting the combination position.

For other structures and operation principles of this embodiment, reference may be made to the first embodiment, which is not described herein again.

Fourth embodiment

Fig. 19 is a schematic structural view of a hybrid drive system of a fourth embodiment of the invention. As shown in fig. 19, the hybrid drive system of the present embodiment is basically the same as that of the third embodiment, except that in the present embodiment, the sixth gear 21 meshes with the fourth gear 16, and the fifth gear 18 meshes with the third gear 15.

For other structures and operation modes of this embodiment, reference may be made to the third embodiment, which is not described herein again.

Further, the present invention also provides a vehicle including the hybrid drive system described in any of the above embodiments.

The above description is only for the preferred embodiment of the present invention, and is not intended to limit the present invention, and any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention should be included within the protection scope of the present invention.

Claims

1. A hybrid power drive system is characterized by comprising an engine (1), a first shaft (2), a first clutch (3), an intermediate shaft (4), a brake (5), a planetary gear mechanism, a second clutch (10), a first gear (11), a second gear (12), a second shaft (13), a generator (14), a third gear (15), a fourth gear (16), a third shaft (17), a fifth gear (18), a fourth shaft (19), a drive motor (20), a sixth gear (21), a first differential (22), a rear drive motor (23), a fifth shaft (24), a seventh gear (25), an eighth gear (26), a sixth shaft (27), a ninth gear (28), a tenth gear (29) and a second differential (30); wherein:

the engine (1) is connected with the first shaft (2), the generator (14) is connected with the second shaft (13), the driving motor (20) is connected with the fourth shaft (19), the rear driving motor (23) is connected with the fifth shaft (24), and the first clutch (3) is used for combining or separating the first shaft (2) and the intermediate shaft (4);

the first gear (11) is fixed on the intermediate shaft (4), the second gear (12) is fixed on the second shaft (13), and the second gear (12) is meshed with the first gear (11);

the planetary gear mechanism comprises a planet carrier (6), a sun gear (7), a planet gear (8) and a gear ring (9), the sun gear (7) is sleeved on the intermediate shaft (4) in an empty mode, the gear ring (9) is fixed on the intermediate shaft (4), the brake (5) is used for braking or unlocking the sun gear (7), and the second clutch (10) is used for combining or separating the planet carrier (6) and the gear ring (9);

the third gear (15) is fixed on the third shaft (17), and the third gear (15) is meshed with the planet carrier (6);

the fourth gear (16) is fixed on the third shaft (17), the fifth gear (18) is fixed on the fourth shaft (19), one of the fifth gear (18) and the sixth gear (21) is meshed with the fourth gear (16), and the other is meshed with the third gear (15);

the sixth gear (21) is connected with the first differential (22);

the seventh gear (25) is fixed to the fifth shaft (24), the eighth gear (26) is fixed to the sixth shaft (27), and the eighth gear (26) is meshed with the seventh gear (25);

the ninth gear (28) is fixed to the sixth shaft (27), the tenth gear (29) is meshed with the ninth gear (28), and the tenth gear (29) is connected to the second differential (30).

2. Hybrid drive system according to claim 1, characterized in that the fifth gear (18) meshes with the fourth gear (16) and the sixth gear (21) meshes with the third gear (15).

3. Hybrid drive system according to claim 1, characterized in that the sixth gear (21) meshes with the fourth gear (16) and the fifth gear (18) meshes with the third gear (15).

4. Hybrid drive system according to claim 1, characterized in that the first shaft (2) is arranged coaxially with the intermediate shaft (4).

5. A hybrid drive system according to claim 1, characterized in that the first shaft (2) is the output shaft of the engine (1), the second shaft (13) is the output shaft of the generator (14), and the fourth shaft (19) is the output shaft of the drive motor (20).

6. A hybrid drive system according to claim 1, wherein the sixth gear (21) is a differential gear of the first differential (22), and the tenth gear (29) is a differential gear of the second differential (30).

7. The hybrid drive system of claim 1 having two engine direct drive modes, two hybrid drive modes, four single motor electric only modes, five dual motor electric only modes, and two series range extension modes.

8. A hybrid power drive system is characterized by comprising an engine (1), a first shaft (2), a first clutch (3), an intermediate shaft (4), a brake (5), a planetary gear mechanism, a second clutch (10), a first gear (11), a second gear (12), a second shaft (13), a generator (14), a third gear (15), a fourth gear (16), a third shaft (17), a fifth gear (18), a fourth shaft (19), a drive motor (20), a sixth gear (21), a first differential (22), a rear drive motor (23), a fifth shaft (24), a seventh gear (25), an eighth gear (26), a sixth shaft (27), a ninth gear (28), a tenth gear (29), a second differential (30), an eleventh gear (31), a twelfth gear (32) and a synchronizer (33); wherein:

the sixth gear (21) is connected with the first differential (22);

the seventh gear (25) is fixed on the fifth shaft (24), the eighth gear (26) is sleeved on the sixth shaft (27) in a hollow mode, and the eighth gear (26) is meshed with the seventh gear (25);

the ninth gear (28) is fixed on the sixth shaft (27), the tenth gear (29) is meshed with the ninth gear (28), and the tenth gear (29) is connected with the second differential (30);

the eleventh gear (31) is fixed on the fifth shaft (24), the twelfth gear (32) is freely sleeved on the sixth shaft (27), and the synchronizer (33) is arranged on the sixth shaft (27) and is positioned between the eighth gear (26) and the twelfth gear (32).

9. Hybrid drive system according to claim 8, characterised in that the fifth gear (18) meshes with the fourth gear (16) and the sixth gear (21) meshes with the third gear (15).

10. Hybrid drive system according to claim 8, characterized in that the sixth gear (21) meshes with the fourth gear (16) and the fifth gear (18) meshes with the third gear (15).

11. Hybrid drive system according to claim 8, characterized in that the first shaft (2) is arranged coaxially with the intermediate shaft (4).

12. Hybrid drive system according to claim 8, characterised in that the first shaft (2) is the output shaft of the engine (1), the second shaft (13) is the output shaft of the generator (14) and the fourth shaft (19) is the output shaft of the drive motor (20).

13. Hybrid drive system according to claim 8, characterised in that the sixth gear (21) is a differential gear of the first differential (22) and the tenth gear (29) is a differential gear of the second differential (30).

14. The hybrid drive system of claim 8 having two engine direct drive modes, two hybrid drive modes, four single motor electric only modes, five dual motor electric only modes, and two series range extension modes.

15. A vehicle characterized by comprising the hybrid drive system according to any one of claims 1 to 14.