WO2023071093A1 - 混合动力系统和车辆 - Google Patents

混合动力系统和车辆 Download PDF

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Publication number
WO2023071093A1
WO2023071093A1 PCT/CN2022/088905 CN2022088905W WO2023071093A1 WO 2023071093 A1 WO2023071093 A1 WO 2023071093A1 CN 2022088905 W CN2022088905 W CN 2022088905W WO 2023071093 A1 WO2023071093 A1 WO 2023071093A1
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WIPO (PCT)
Prior art keywords
gear
gear train
input
input shaft
shaft
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/CN2022/088905
Other languages
English (en)
French (fr)
Inventor
张恒先
周之光
叶远龙
耿丽珍
李亚南
黄东
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Chery Automobile Co Ltd
Original Assignee
Chery Automobile Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Chery Automobile Co Ltd filed Critical Chery Automobile Co Ltd
Priority to EP22885009.5A priority Critical patent/EP4393739A4/en
Priority to US18/692,721 priority patent/US20240376964A1/en
Publication of WO2023071093A1 publication Critical patent/WO2023071093A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/089—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears all of the meshing gears being supported by a pair of parallel shafts, one being the input shaft and the other the output shaft, there being no countershaft involved
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/24—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/28—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the electric energy storing means, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/40—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the assembly or relative disposition of components
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/442—Series-parallel switching type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K6/485—Motor-assist type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4825—Electric machine connected or connectable to gearbox input shaft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4833—Step up or reduction gearing driving generator, e.g. to operate generator in most efficient speed range
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/90—Vehicles comprising electric prime movers
    • B60Y2200/92—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the present disclosure relates to the technical field of automobiles, in particular to a hybrid power system and a vehicle.
  • the electric motor of a hybrid electric vehicle is directly integrated into a hydraulic automatic transmission (AT), a mechanical continuously variable automatic transmission (CVT) or an electro-mechanical automatic transmission (AMT).
  • AT hydraulic automatic transmission
  • CVT mechanical continuously variable automatic transmission
  • AMT electro-mechanical automatic transmission
  • Embodiments of the present disclosure provide a hybrid power system and a vehicle.
  • a hybrid power system in a first aspect, includes: a gearbox, an engine, a first motor, and a second motor;
  • the gearbox includes a first input shaft, an output shaft, a second input shaft, a first speed change mechanism and a second speed change mechanism, the first input shaft and the output shaft are connected through the first speed change mechanism, and the second input shaft and the output shaft are connected through the second speed change mechanism;
  • Both the engine and the first motor are in drive connection with the first input shaft; the second motor is in drive connection with the second input shaft.
  • the first transmission mechanism includes a first gear train and a first synchronizer; the input gear of the first gear train is sleeved outside the first input shaft, and the output gear of the first gear train It is coaxially connected with the output shaft; the first synchronizer is sleeved outside the first input shaft, and the first synchronizer is used to make the input gear of the first gear train and the first input shaft connect or disconnect.
  • the second transmission mechanism includes a second gear train, the input gear of the second gear train is coaxially connected with the second input shaft, and the output gear of the second gear train is connected with the output shaft coaxially connected; the first input shaft is coaxially spaced from the second input shaft, the input gear of the second gear train is located at the opposite end of the second input shaft to the first input shaft, and the A first synchronizer is used to connect at least one of the input gear of the first gear train and the input gear of the second gear train with the first input shaft.
  • the first transmission mechanism further includes a third gear train, the input gear of the third gear train is sleeved on the outside of the first input shaft, and the output gear of the third gear train is connected to the output Shafts are coaxially connected; the first synchronizer is located between the input gear of the first gear train and the input gear of the third gear train, and the first synchronizer is used to make the input of the first gear train At most one of a gear and an input gear of the third gear train is connected to the first input shaft.
  • the second transmission mechanism includes a second gear train, the input gear of the second gear train is coaxially connected with the second input shaft, and the output gear of the second gear train is connected with the output shaft Coaxial connection.
  • the first input shaft is coaxially spaced from the second input shaft;
  • the second transmission mechanism further includes a support shaft, and the first end of the support shaft is connected to the first end of the first input shaft. The end is connected with the circumferential movement, the second end of the first input shaft is connected with the engine transmission, the second end of the support shaft is coaxially connected with the second input shaft; the third gear train The input gear is sleeved outside the support shaft.
  • the first end of the support shaft is provided with a sleeve coaxially connected with the support shaft, one end of the sleeve is open, and the sleeve is connected to the first end of the first input shaft Oppositely; there is a bearing inside the sleeve, the outer ring of the bearing is connected with the inner wall of the sleeve, and the inner ring of the bearing is sleeved outside the first end of the first input shaft.
  • the second transmission mechanism further includes a clutch, and the clutch is located between the input gear of the second gear train and the second electric motor.
  • the second transmission mechanism includes a second gear train, a third gear train and a second synchronizer; the input gear of the second gear train and the input gear of the third gear train are both connected to the first gear train
  • the two input shafts are coaxially connected, and the output gear of the second gear train and the output gear of the third gear train are both sleeved outside the output shaft;
  • the first input shaft is coaxial with the second input shaft Shaft spacing, the first synchronizer is used to connect at most one of the input gear of the first gear train and the input gear of the second gear train with the first input shaft;
  • the second synchronizer sets Located outside the output shaft, the second synchronizer is used for transmission connection with at most one of the output gear of the second gear train and the output gear of the third gear train.
  • the gearbox further includes a fourth gear train, the first motor is coaxially connected to the input gear of the fourth gear train, and the output gear of the fourth gear train is connected to the first input shaft Coaxial connection.
  • the hybrid power system further includes a power supply assembly, the power supply assembly includes: a battery and two inverters, the two inverters are respectively connected to the battery, the first motor is connected to the two One of the inverters is connected, and the second motor is connected to the other of the two inverters.
  • a vehicle in a second aspect, includes the hybrid power system as described above.
  • the first input shaft and the output shaft of the gearbox are connected through the first speed change mechanism
  • the second input shaft and the output shaft of the gearbox are connected through the second speed change mechanism
  • the two speed change mechanisms Let the power output by the engine and the two motors be transmitted to the output shaft to achieve the purpose of driving the vehicle.
  • the gearbox only uses two speed change mechanisms connected to the corresponding input shaft and output shaft, there is no other redundant structure, which makes the overall structure of the gearbox simpler; and in the single-motor mode where only one motor is required to work alone, only Worked by the second motor, the power of the second motor will be directly transmitted to the second input shaft, so that the engine and the first motor will not be directly dragged by the second input shaft to rotate, thereby avoiding energy loss and improving transmission efficiency.
  • FIG. 1 is a schematic structural diagram of a hybrid power system provided by an embodiment of the present disclosure
  • Fig. 2 is a schematic structural diagram of a hybrid power system provided by an embodiment of the present disclosure
  • Fig. 3 is a schematic structural diagram of a hybrid power system provided by an embodiment of the present disclosure.
  • Fig. 4 is a schematic structural diagram of a hybrid power system provided by an embodiment of the present disclosure.
  • Fig. 5 is a schematic diagram of energy transfer of a hybrid system in pure electric mode provided by an embodiment of the present disclosure
  • Fig. 6 is a schematic diagram of energy transfer of a hybrid power system in pure engine mode provided by an embodiment of the present disclosure
  • Fig. 7 is a schematic diagram of energy transfer of a hybrid system in a hybrid mode provided by an embodiment of the present disclosure
  • Fig. 8 is a schematic diagram of energy transfer of a hybrid system in a hybrid mode provided by an embodiment of the present disclosure
  • Fig. 9 is a schematic diagram of energy transfer of a hybrid system in a hybrid mode provided by an embodiment of the present disclosure.
  • Fig. 10 is a schematic diagram of energy transfer of a hybrid power system in an energy recovery mode provided by an embodiment of the present disclosure
  • Fig. 11 is a schematic diagram of energy transfer of a hybrid system in pure electric mode provided by an embodiment of the present disclosure
  • Fig. 12 is a schematic diagram of energy transfer of a hybrid power system in pure engine mode provided by an embodiment of the present disclosure
  • Fig. 13 is a schematic diagram of energy transfer of a hybrid system in a hybrid mode provided by an embodiment of the present disclosure
  • Fig. 14 is a schematic diagram of energy transfer of a hybrid system in a hybrid mode provided by an embodiment of the present disclosure
  • Fig. 15 is a schematic diagram of energy transfer of a hybrid system in a hybrid mode provided by an embodiment of the present disclosure
  • Fig. 16 is a schematic diagram of energy transfer of a hybrid power system in an energy recovery mode provided by an embodiment of the present disclosure.
  • A the first speed change mechanism
  • B the second speed change mechanism
  • Words such as “connected” or “connected” are not limited to physical or mechanical connections, but may include electrical connections, whether direct or indirect. “Up”, “Down”, “Left”, “Right”, “Top”, “Bottom” and so on are only used to indicate the relative positional relationship. When the absolute position of the described object changes, the relative positional relationship may also be Change accordingly.
  • the related technology provides a hybrid power system, which includes an engine, a motor and a gearbox.
  • the gearbox includes an input shaft and an output shaft, and the input shaft and the output shaft are connected through at least one transmission mechanism.
  • both the engine and the motor are connected with the input shaft, so that the power energy is transmitted to the output shaft through the input shaft to drive the wheels to rotate.
  • Fig. 1 is a schematic structural diagram of a hybrid power system provided by an embodiment of the present disclosure.
  • the hybrid power system includes: a gearbox, an engine 1 , a first motor 21 and a second motor 22 .
  • the gearbox includes a first input shaft 31, an output shaft 32, a second input shaft 33, a first speed change mechanism A and a second speed change mechanism B, and the first input shaft 31 and the output shaft 32 pass through the first speed change mechanism.
  • the mechanism A is connected, and the second input shaft 33 and the output shaft 32 are connected through the second transmission mechanism B.
  • both the engine 1 and the first motor 21 are in drive connection with the first input shaft 31 ; the second motor 22 is in drive connection with the second input shaft 33 .
  • the first input shaft and the output shaft of the gearbox are connected through the first speed change mechanism
  • the second input shaft and the output shaft of the gearbox are connected through the second speed change mechanism
  • the two speed change mechanisms Let the power output by the engine and the two motors be transmitted to the output shaft to achieve the purpose of driving the vehicle.
  • the gearbox only uses two speed change mechanisms connected to the corresponding input shaft and output shaft, there is no other redundant structure, which makes the overall structure of the gearbox simpler; and in the single-motor mode where only one motor is required to work alone, only Worked by the second motor, the power of the second motor will be directly transmitted to the second input shaft, so that the engine and the first motor will not be directly dragged by the second input shaft to rotate, thereby avoiding energy loss and improving transmission efficiency.
  • Fig. 2 is a schematic structural diagram of a hybrid power system provided by an embodiment of the present disclosure.
  • the first transmission mechanism includes a first gear train 4 and a first synchronizer 71 .
  • the input gear 41 of the first gear train 4 is sheathed outside the first input shaft 31 , and the output gear 42 of the first gear train 4 is coaxially connected with the output shaft 32 .
  • the first synchronizer 71 is sheathed outside the first input shaft 31 , and the first synchronizer 71 is used to connect or disconnect the input gear 41 of the first gear train 4 with the first input shaft 31 .
  • the engine 1 is connected to the first input shaft 31 in transmission, so that the power energy of the engine 1 is output to the first input shaft 31; at the same time, the first input shaft 31 and the output shaft 32 are connected in transmission through the first gear train 4 , and the first synchronizer 71 is connected to the first input shaft 31, the first synchronizer 71 can control whether the input gear 41 of the first gear train 4 is connected to the first input shaft 31, so that the power output by the engine 1 can pass through the first An input shaft 31 transmits to the first gear train 4 and an output shaft 32 to drive the wheels 11 .
  • the power of the engine is transmitted to the output shaft through the first input shaft and the first gear train, and the power of the second motor is transmitted to the output shaft through the second input shaft.
  • the engine and the second motor do not drag the two input shafts to rotate at the same time, so as to prevent the power source from being directly dragged and rotated, resulting in energy loss.
  • the first synchronizer 71 can also control the input gear 41 of the first gear train 4 to be disconnected from the first input shaft 31, so that even if the power is transmitted to the first gear train 4 through the output shaft 32, it will not continue It is transmitted to the first input shaft 31 , that is, the first input shaft 31 will not be indirectly dragged to rotate, thereby preventing the engine from being dragged to rotate.
  • the first gear train 4 at least includes an input gear and an output gear, and the input gear and the output gear are connected in transmission so that power can be transmitted to the output gear through the input gear.
  • the input gear and the output gear can be directly meshed to realize the transmission connection of the input gear and the output gear.
  • At least one connecting gear may also be provided between the input gear and the output gear.
  • the connecting gear meshes with the input gear and the output gear respectively to realize the transmission connection of the input gear and the output gear.
  • the specific number of gears provided in the first gear train 4 can be determined according to actual needs. Since the number of gears in the gear train will affect the transmission ratio of the gear train, the number of gears in the gear train can be adjusted in combination with the power demand of the vehicle.
  • the second transmission mechanism includes a second gear train 5, the input gear 51 of the second gear train 5 is coaxially connected with the second input shaft 33, and the output gear 52 of the second gear train 5 is connected with the second gear train 5.
  • the output shaft 32 is connected coaxially.
  • the second motor 22 is in transmission connection with the second input shaft 33, and the second input shaft 33 and the output shaft 32 are in transmission connection through the second gear train 5, so the second motor 22 can pass through the second gear train alone 5 transmits the power to the output shaft 32 to drive the wheels.
  • the first input shaft 31 is spaced coaxially from the second input shaft 33, and the first synchronizer 71 is used to make the input gear 41 of the first gear train 4 and the input gear 51 of the second gear train 5 At most one is connected to the first input shaft 31 .
  • the first synchronizer 71 is located between the input gear 41 of the first gear train 4 and the input gear 51 of the second gear train 5 .
  • the first synchronizer 71 can move axially on the first input shaft 31. After the first synchronizer 71 approaches the first gear train 4 and combines with the input gear 41 of the first gear train 4, the first gear can be
  • the system 4 is drivingly connected with the first input shaft 31 .
  • the input gear 51 of the second gear train 5 is located at the end of the second input shaft 33 opposite to the first input shaft 31 , and the end of the first input shaft 31 opposite to the second input shaft 33 Movably inserted in the input gear 51 of the second gear train 5 .
  • the first synchronizer 71 Since the second input shaft 33 and the first input shaft 31 are coaxially spaced apart, and the opposite end of the first input shaft 31 to the second input shaft 33 is movably inserted into the input gear 51 of the second gear train 5 . In this way, after the first synchronizer 71 approaches the second gear train 5, the first synchronizer 71 can also be combined with the input gear 51 of the second gear train 5, so that the second gear train 5 and the first input shaft 31 are in drive connection. together; at the same time, the first synchronizer 71 can also be disconnected from the input gear 41 of the first gear train 4 and the input gear 51 of the second gear train 5, that is, the first input shaft 31 is disconnected from the output shaft 32 .
  • the first synchronizer 71 when the first synchronizer 71 is combined with the first gear train 4, the power of the engine 1 is transmitted to the output shaft 32 through the first gear train 4; since the second motor 22 is directly connected to the input gear 51 of the second gear train 5 It is connected by transmission, therefore, it does not need to be connected through the first synchronizer 71 .
  • the second motor 22 can be controlled to work, so that the power of the second motor 22 is transmitted to the output shaft 32 through the second gear train 5 .
  • the engine 1 and the second motor 22 can respectively transmit power to the output shaft 32 through two gear trains, so that another gear can be used to drive the car, and the use efficiency of the gear train can be improved. , to realize the multi-gear driving mode of the hybrid system.
  • the second gear train 5 includes at least an input gear and an output gear, and the input gear and the output gear are connected in transmission so that power can be transmitted to the output gear through the input gear.
  • the input gear and the output gear can be directly meshed; or, at least one connecting gear can also be arranged between the input gear and the output gear.
  • Fig. 3 is a schematic structural diagram of a hybrid power system provided by an embodiment of the present disclosure.
  • the first transmission mechanism also includes a third gear train 6, the input gear 61 of the third gear train 6 is sleeved outside the first input shaft 31, the output gear 62 of the third gear train 6 is connected to the output shaft 32 Coaxial connection.
  • the first synchronizer 71 is located between the input gear 41 of the first gear train 4 and the input gear 61 of the third gear train 6, the first synchronizer 71 is used to make the input gear of the first gear train 4 41 and at most one of the input gears 61 of the third gear train 6 is connected to the first input shaft 31 .
  • both the first gear train 4 and the third gear train 6 are connected to the first input shaft 31 and the output shaft 32 at the same time, and the first synchronizer 71 is located between the first gear train 4 and the third gear train 6 .
  • the first gear train 4 can be connected to the first input shaft 31, so that the power of the engine 1 can pass through the first gear train 4 is transmitted to the output shaft 32.
  • the third gear train 6 can be connected to the first input shaft 31, so that the power of the engine 1 can pass through the third gear
  • the system 6 is transmitted to the output shaft 32. Thereby the engine 1 can drive the automobile through two gears.
  • the second transmission mechanism includes a second gear train 5, the input gear 51 of the second gear train 5 is coaxially connected with the second input shaft 33, and the output gear 52 of the second gear train 5 is connected with the second gear train 5.
  • the output shaft 32 is connected coaxially.
  • the second motor 22 is in transmission connection with the second input shaft 33, and the second input shaft 33 and the output shaft 32 are in transmission connection through the second gear train 5, so the second motor 22 can pass through the second gear train alone 5 transmits the power to the output shaft 32 to drive the wheels.
  • the first input shaft 31 is coaxially spaced from the second input shaft 33
  • the second transmission mechanism B further includes a support shaft 91, the first end of which is connected to the first end of the first input shaft 31.
  • the first end is movably connected in the circumferential direction, the second end of the first input shaft 31 is in transmission connection with the engine 1, and the second end of the support shaft 91 is coaxially connected with the second input shaft 33; the input gear 61 of the third gear train 6 It is sleeved on the outside of the support shaft 91.
  • the first end of the support shaft 91 is provided with a sleeve coaxially connected with the support shaft 91 , one end of the sleeve is open, and one end of the sleeve is connected to the first end of the first input shaft 31 . end opposite.
  • the first end of the first input shaft 31 is coaxially inserted into the sleeve of the support shaft 91 to realize the circumferential movable connection between the first input shaft 31 and the support shaft 91 .
  • a bearing can be arranged in the sleeve, the outer ring of the bearing is connected with the inner wall of the sleeve, and the inner ring of the bearing is used for inserting the first input shaft 31, so that the first input shaft 31 can be more stably
  • the inner rotation of the sleeve improves the stability of the connection between the first input shaft 31 and the support shaft 91 .
  • the support shaft 91 by setting the support shaft 91, after the support shaft 91 is connected with the first input shaft 31, the first input shaft 31 and the support shaft 91 form a whole, and the two ends are respectively connected by the engine 1 and the first motor 21. supporting structure. In this way, it is possible to avoid setting an additional support structure at the first end of the first input shaft 31 to support the first input shaft 31, which not only saves costs, but also reduces the axial size of the hybrid system, making the hybrid system more compact, and lightweight.
  • the connecting position of the first input shaft 31 and the support shaft 91 is in the inner hole of the input gear 61 of the third gear train 6, so that the first input shaft 31 and the support shaft 91 are not easy to separate and fall off after assembly.
  • the sleeve is arranged in the inner hole of the input gear 61 of the third gear train 6, so as to avoid occupying too much interior space of the automobile and make the structure of the hybrid power system more compact.
  • the third gear train 6 at least includes an input gear and an output gear, and the input gear and the output gear are connected in transmission so that power can be transmitted to the output gear through the input gear.
  • the input gear and the output gear can be directly meshed; or, at least one connecting gear can also be arranged between the input gear and the output gear.
  • the second transmission mechanism further includes a clutch 92 located between the input gear 51 of the second gear train 5 and the second motor 22 .
  • the clutch 92 By disposing the clutch 92 between the second electric machine 22 and the input gear 51 of the second gear train 5, the power transmission path between the two can be interrupted. In this way, when only the engine 1 is required to work, the power of the engine 1 will not be transmitted to the second motor 22 through the second gear train 5, but the second motor 22 will be driven to rotate to prevent power loss.
  • Fig. 4 is a schematic structural diagram of a hybrid power system provided by an embodiment of the present disclosure.
  • the second transmission mechanism includes a second gear train 5, a third gear train 6 and a second synchronizer 72;
  • the input gear 51 of the second gear train 5 and the input gear 61 of the third gear train 6 are all coaxially connected with the second input shaft 33, and the output gear 52 of the second gear train 5 and the third gear train 6 output gears 62 are sleeved outside the output shaft 32.
  • the first input shaft 31 is coaxially spaced from the second input shaft 33, and the first synchronizer 71 is used to make at most one of the input gear 41 of the first gear train 4 and the input gear 51 of the second gear train 5 be aligned with the second gear train 5.
  • An input shaft 31 is connected.
  • the second synchronizer 72 is sleeved outside the output shaft 32 , and the second synchronizer 72 is used to communicate with at most one of the output gear 52 of the second gear train 5 and the output gear 62 of the third gear train 6 . Drive connection.
  • the first synchronizer 71 can be connected to the input gear 41 of the first gear train 4 or the input gear 51 of the second gear train 5, so that the power output by the engine 1 can pass through the first gear train 4 and the third gear train respectively.
  • the gear train 5 is transmitted to the output shaft 32 so that the engine 1 can drive the car in two gears.
  • the input gear 51 of the second gear train 5 is coaxially connected with the second input shaft 33, so, after the first synchronizer 71 is connected with the input gear 51 of the second gear train 5, the first input shaft 31 And the second input shaft 33 is also drivingly connected. That is, the power of the engine 1 can also be transmitted to the second input shaft 33. At this time, the power of the engine 1 can be transmitted to the output shaft 32 through the second gear train 5, and the power of the engine 1 can also be transmitted through the third gear.
  • the system 6 is transmitted to the output shaft 32, so that the engine 1 adds another gear, so that the engine 1 can drive the car under three gears.
  • the first synchronizer 71 is connected to the input gear 41 of the first gear train 4, and at this time, the power of the engine 1 is transmitted to the output through the first gear train 4 Shaft 32 to drive the car.
  • the first synchronizer 71 is connected with the input gear 51 of the second gear train 5
  • the second synchronizer 72 is connected with the output gear 51 of the second gear train 5 52
  • the power of the engine 1 is transmitted to the output shaft 32 through the second input shaft 33 and the second gear train 5 to drive the automobile.
  • the first synchronizer 71 is connected with the input gear 51 of the second gear train 5
  • the second synchronizer 72 is connected with the output gear of the third gear train 6 62 connection, at this time the power of the engine 1 is transmitted to the output shaft 32 through the second input shaft 33 and the third gear train 6 to drive the automobile.
  • this kind of hybrid system may also include a fourth gear train 93, the first motor 21 is coaxially connected with the input gear of the fourth gear train 93, and the output of the fourth gear train 93 The gear is coaxially connected with the first input shaft 31 , and the input gear of the fourth gear train 93 is located between the engine 1 and the input gear 41 of the first gear train 4 .
  • the first motor 21 is connected to the first input shaft 31 through the fourth gear train 93 , so as to transmit the power of the second motor 22 to the first input shaft 31 . Setting the first motor 21 in this way can assist the engine 1 to jointly drive the vehicle, so as to provide sufficient power for the vehicle.
  • the first motor 21 is the same as the engine 1 , and both can transmit power to the output shaft 32 through the first gear train 4 or the second gear train 5 through the switching of the first synchronizer 71 . Thereby the car can be driven by two kinds of gears.
  • the fourth gear train 93 includes at least an input gear and an output gear, and the input gear and the output gear are connected in transmission, so that power can be transmitted to the output gear through the input gear.
  • the input gear and the output gear can be directly meshed; or, at least one connecting gear can also be arranged between the input gear and the output gear.
  • the power supply assembly 10 includes: a battery 101 and two inverters 102, the two inverters 102 are respectively connected to the batteries 101, and the first motor 21 and the two inverters 102 One of the two inverters 102 is connected, and the second motor 22 is connected to the other of the two inverters 102 .
  • the battery 101 is a rechargeable battery 101
  • the inverter 102 is arranged on the output circuit of the battery 101, and is used for converting the direct current output by the battery 101 into three-phase alternating current to drive the first motor 21 or the second motor 22.
  • An embodiment of the present disclosure provides a control method for a hybrid power system, which is used for controlling the hybrid power system as described above, and the control method includes:
  • the first transmission mechanism is controlled to disconnect the first input shaft and the output shaft
  • the second transmission mechanism is controlled to connect the second input shaft and the output shaft
  • the second motor is controlled to rotate.
  • the power output by the engine and the two motors is transmitted to the output shaft through the two transmission mechanisms, so as to realize the purpose of driving the vehicle.
  • the two speed change mechanisms can be controlled separately to achieve the purpose of only the second motor working.
  • the power of the second motor will be directly transmitted to the second input shaft. In this way, the engine and the first motor will not be directly dragged by the second input shaft to rotate, thereby avoiding energy loss and improving transmission efficiency.
  • the hybrid system can also control the power source of the vehicle to work based on the power mode.
  • the specific control method may include: determining the power mode; based on the power mode, controlling the working states of the engine, the first motor and the second motor.
  • the power mode of the hybrid power system may include a pure electric mode, a pure engine mode, a hybrid driving mode or an energy recovery mode.
  • the working states of the engine, the first motor, the second motor and the first synchronizer are as follows.
  • Fig. 5 is a schematic diagram of energy transfer of a hybrid power system provided in an embodiment of the present disclosure in pure electric mode.
  • the power mode of the hybrid system is a pure electric mode
  • the engine 1 and the first motor 21 do not work
  • the first synchronizer 71 is connected to the input gear 41 of the first gear train 4 and the input of the second gear train 5
  • the gears 51 are not connected, and the second motor 22 works.
  • the engine 1 and the first motor 21 are not working, the first synchronizer 71 is in the neutral position, and the vehicle is driven by the second motor 22 .
  • the power supply assembly 10 is discharged, and the inverter 102 converts the DC power into a three-phase AC power to drive the output shaft of the second motor 22 to rotate.
  • the second motor 22 converts electrical energy into mechanical energy, and the mechanical energy passes through the second gear train 5, the output shaft 32 and the The transmission is transmitted to the wheels 11 by the transmission to realize the driving mode of the vehicle driven by the second motor 22 alone.
  • the second electric motor 22 may also drive the vehicle to run in reverse gear.
  • the engine 1 and the first motor 21 do not work, and the second motor 22 reverses to realize reversing.
  • the energy transfer path can be seen in Figure 4.
  • the engine 1 works, the first motor 21 and the second motor 22 do not work, the first synchronizer 71 and the input gear 41 of the first gear train 4 or the second The input gear 51 of the two gear trains 5 is connected.
  • the first synchronizer 71 can be in the left position or the right position, and the vehicle is driven by the engine 1 .
  • the torque of the engine 1 is transmitted to the output shaft 32 through the first gear train 4 or the second gear train 5 , so that the engine 1 drives the vehicle to travel in two gears.
  • FIG. 6 is a schematic diagram of energy transfer of a hybrid power system provided by an embodiment of the present disclosure in pure engine mode.
  • the first gear train 4 is connected to the first input shaft 31.
  • the engine 1 transmits the torque to the wheels 11 through the first gear train 4, the output shaft 32 and the differential, so that the engine 1 is driven independently.
  • Vehicle driving mode Vehicle driving mode.
  • the engine 1 may also drive the first electric motor 21 to rotate, so that the first electric motor 21 enters into a generating state to charge the power supply assembly 10 .
  • Fig. 7 is a schematic diagram of energy transmission of a hybrid power system in a hybrid power mode provided by an embodiment of the present disclosure.
  • the power mode of the hybrid system is a hybrid drive mode
  • the engine 1 drives the first motor 21 to generate electricity
  • the first synchronizer 71 is connected with the input gear 41 of the first gear train 4 and the input gear of the second gear train 5 51 are not connected
  • the second motor 22 works.
  • the first synchronizer 71 can be in the neutral position, the engine 1 runs in the high-efficiency zone to drive the first motor 21 to generate electricity, and the generated electric energy is supplied to the second electric motor 22 to drive the vehicle, and the excess electric energy is stored in the power supply assembly 10 .
  • the power generation is insufficient, it is supplemented by the power supply assembly 10 , and the first motor 21 and the power supply assembly 10 jointly meet the power demand of the second motor 22 .
  • the power output by the second motor 22 is transmitted to the wheels 11 through the second gear train 5 , the output shaft 32 and the differential to drive the vehicle.
  • the engine 1 and the first motor 21 work, and the first synchronizer 71 is connected to the input gear 41 of the first gear train 4 or the input gear 51 of the second gear train 5 Connected, the second motor 22 works.
  • the first synchronizer 71 can be in the left position or the right position, and the vehicle is jointly driven by the engine 1 , the second motor 22 and the first motor 21 .
  • the torque of the engine 1 and the first motor 21 is transmitted to the output shaft 32 through the first gear train 4 or the second gear train 5, and the torque of the second motor 22 is transmitted to the output shaft 32 through the second gear train 5, so that the engine 1 and the two A mode in which two motors jointly drive the vehicle.
  • FIG. 8 is a schematic diagram of energy transfer of a hybrid power system in a hybrid power mode provided by an embodiment of the present disclosure.
  • the first gear train 4 is connected to the first input shaft 31.
  • the engine 1 and the first motor 21 transmit the torque to the wheels 11 through the first gear train 4, the output shaft 32 and the differential.
  • the first motor 21 transmits the torque to the wheels 11 through the second gear train 5 , the output shaft 32 and the differential, so that the three power sources can drive the vehicle together.
  • the power of the engine 1 and the first motor 21 is transmitted to the output shaft 32 through the first gear train 4 ; at this time, the power of the second motor 22 is transmitted to the output shaft 32 through the second gear train 5 .
  • the engine 1, the first motor 21 and the second motor 22 can transmit power to the output shaft 32 through two gear trains, so that another gear can be used to drive the car, which improves the efficiency of the gear train and realizes Multi-gear drive modes for the hybrid system.
  • the engine 1 and the first motor 21 work, and the first synchronizer 71 is connected to the input gear 41 of the first gear train 4 or the input gear 51 of the second gear train 5 connected, the second motor 22 does not work.
  • the first synchronizer 71 is in the left position or the right position, and the engine 1 and the first motor 21 jointly drive the vehicle to travel.
  • the power supply assembly 10 is discharged, and the inverter 102 converts the DC power into a three-phase AC power to drive the first motor 21 to rotate.
  • the first motor 21 is in a power generation or electric power state according to vehicle speed and torque requirements.
  • the torque of the engine 1 and the first motor 21 is transmitted to the wheels 11 through the first gear train 4 or the second gear train 5, the output shaft 32 and the differential, so that the two power sources jointly drive the vehicle to run in two gears. model.
  • FIG. 9 is a schematic diagram of energy transfer of a hybrid power system in a hybrid power mode provided by an embodiment of the present disclosure.
  • the engine 1 and the first motor 21 work, while the second motor 22 does not work.
  • the engine 1 provides power to drive the vehicle to start and run.
  • the first motor 21 operates in power generation or electric mode according to vehicle speed and torque demand.
  • Fig. 10 is a schematic diagram of energy transfer of a hybrid power system in an energy recovery mode provided by an embodiment of the present disclosure.
  • the power mode of the hybrid power system is the energy recovery mode
  • the engine 1 and the first motor 21 do not work
  • the gears 51 are not connected, and the second motor 22 generates electricity.
  • the vehicle In this mode, the vehicle is in a coasting or braking condition, and the wheels 11 provide reverse torque to transmit part of the kinetic energy of the vehicle to the second motor 22 via the differential, the output shaft 32, and the second gear train 5 for conversion into electric energy , stored in the power supply assembly 10 for backup, to realize the energy recovery function of the second motor 22 .
  • the working states of the engine, the first motor, the second motor and the first synchronizer are as follows under different power modes.
  • Fig. 11 is a schematic diagram of energy transfer of a hybrid power system in pure electric mode provided by an embodiment of the present disclosure.
  • the power mode of the hybrid power system is a pure electric mode
  • the engine 1 and the first motor 21 do not work
  • the first synchronizer 71 and the input gear 41 of the first gear train 4 and the input of the second gear train 5 None of the gears 51 are connected
  • the second motor 22 is working
  • the clutch 92 is engaged.
  • the engine 1 and the first motor 21 are not working, the first synchronizer 71 is in the neutral position, the clutch 92 is engaged, and the vehicle is driven by the second motor 22 .
  • the power supply assembly 10 is discharged, and the inverter 102 converts the DC power into a three-phase AC power to drive the output shaft of the second motor 22 to rotate.
  • the second motor 22 converts electrical energy into mechanical energy, and the mechanical energy passes through the clutch 92, the third gear train 6, and the output shaft. 32 and the differential are transmitted to the wheels 11 to realize the second electric motor 22 driving the vehicle driving mode alone.
  • the second electric motor 22 may also drive the vehicle to run in reverse gear.
  • the engine 1 and the first motor 21 do not work, and the second motor 22 reverses to realize reversing.
  • the energy transfer path can be seen in Figure 10.
  • the engine 1 works, the second motor 22 and the first motor 21 do not work, the first synchronizer 71 and the input gear 41 of the first gear train 4 or the first The input gear 51 of the second gear train 5 is connected, and the clutch 92 is disengaged.
  • the first synchronizer 71 can be in the left position or the right position, the clutch 92 is disengaged, and the vehicle is driven by the engine 1 .
  • the torque of the engine 1 is transmitted to the output shaft 32 through the first gear train 4 or the second gear train 5 , so that the engine 1 drives the vehicle to travel in two gears.
  • FIG. 12 is a schematic diagram of energy transfer of a hybrid power system provided by an embodiment of the present disclosure in pure engine mode.
  • the first gear train 4 is connected to the first input shaft 31.
  • the engine 1 transmits the torque to the wheels 11 through the first gear train 4, the output shaft 32 and the differential, so that the engine 1 is driven independently.
  • Vehicle driving mode Vehicle driving mode.
  • the engine 1 may also drive the first electric motor 21 to rotate, so that the first electric motor 21 enters into a generating state to charge the power supply assembly 10 .
  • Fig. 13 is a schematic diagram of energy transmission of a hybrid power system in a hybrid power mode provided by an embodiment of the present disclosure.
  • the power mode of the hybrid system is a hybrid drive mode
  • the engine 1 drives the first motor 21 to generate electricity
  • the first synchronizer 71 is connected to the input gear 41 of the first gear train 4 and the input gear of the second gear train 5 51 are not connected
  • the second motor 22 is working
  • the clutch 92 is engaged.
  • the first synchronizer 71 can be in the neutral position, the clutch 92 is engaged, the engine 1 runs in the high-efficiency zone to drive the first motor 21 to generate electricity, and the generated electric energy is supplied to the second electric motor 22 to drive the vehicle, and the excess electric energy is stored in the power supply assembly 10 .
  • the power generation is insufficient, it is supplemented by the power supply assembly 10 , and the first motor 21 and the power supply assembly 10 jointly meet the power demand of the second motor 22 .
  • the power output by the second motor 22 is transmitted to the wheels 11 through the clutch 92 , the third gear train 6 , the output shaft 32 and the differential to drive the vehicle.
  • the engine 1 and the first motor 21 work, and the first synchronizer 71 is connected to the input gear 41 of the first gear train 4 or the input gear 51 of the second gear train 5 connected, the second motor 22 works, and the clutch 92 is engaged.
  • the first synchronizer 71 can be in the left position or the right position, the clutch 92 is engaged, and the engine 1 , the second motor 22 and the first motor 21 jointly drive the vehicle to travel.
  • the torque of the engine 1 and the first motor 21 is transmitted to the output shaft 32 through the first gear train 4 or the second gear train 5, and the torque of the second motor 22 is transmitted to the output shaft 32 through the clutch 92 and the third gear train 6 to realize engine 1 and two motors drive the vehicle together.
  • FIG. 14 is a schematic diagram of energy transfer of a hybrid power system in a hybrid power mode provided by an embodiment of the present disclosure.
  • the first gear train 4 is connected to the first input shaft 31.
  • the engine 1 and the first motor 21 transmit the torque to the wheels 11 through the first gear train 4, the output shaft 32 and the differential.
  • the first motor 21 transmits the torque to the wheels 11 through the clutch 92, the third gear train 6, the output shaft 32 and the differential, so that the three power sources can drive the vehicle together.
  • the power of the engine 1 and the first motor 21 is transmitted to the output shaft 32 through the first gear train 4 ; at this time, the power of the second motor 22 is transmitted to the output shaft 32 through the third gear train 6 .
  • the engine 1 , the first motor 21 and the second motor 22 can transmit power to the output shaft 32 through two gear trains, which improves the efficiency of the gear train and realizes the multi-gear driving mode of the hybrid power system.
  • the power mode of the hybrid system is the hybrid drive mode
  • the engine 1 and the first motor 21 work, and the first synchronizer 71 is connected to the input gear 41 of the first gear train 4 or the input gear 51 of the second gear train 5 connected, the second motor 22 does not work, and the clutch 92 is disengaged.
  • the first synchronizer 71 is in the left position or the right position, and the engine 1 and the first motor 21 jointly drive the vehicle to travel.
  • the power supply assembly 10 is discharged, and the inverter 102 converts the DC power into a three-phase AC power to drive the first motor 21 to rotate.
  • the first motor 21 is in a power generation or electric power state according to vehicle speed and torque requirements.
  • the torque of the engine 1 and the first motor 21 is transmitted to the wheels 11 through the first gear train 4 or the second gear train 5, the output shaft 32 and the differential, so that the two power sources jointly drive the vehicle to run in two gears. model.
  • FIG. 15 is a schematic diagram of energy transfer of a hybrid power system in a hybrid power mode provided by an embodiment of the present disclosure.
  • the engine 1 and the first motor 21 work, while the second motor 22 does not work.
  • the engine 1 provides power to drive the vehicle to start and run.
  • the first motor 21 operates in power generation or electric mode according to vehicle speed and torque demand.
  • Fig. 16 is a schematic diagram of energy transfer of a hybrid power system in an energy recovery mode provided by an embodiment of the present disclosure.
  • the power mode of the hybrid system is the energy recovery mode
  • the engine 1 and the first motor 21 are not working
  • the first synchronizer 71 is connected to the input gear 41 of the first gear train 4 and the input of the second gear train 5
  • the gears 51 are not connected
  • the second motor 22 generates electricity
  • the clutch 92 is engaged.
  • the vehicle In this mode, the vehicle is in a coasting or braking condition, and the wheels 11 provide reverse torque to transmit part of the kinetic energy of the vehicle to the second motor 22 via the differential, the output shaft 32, the third gear train 6, and the clutch 92 to It is converted into electrical energy and stored in the power supply assembly 10 for backup, so as to realize the energy recovery function of the second motor 22 .

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Abstract

一种混合动力系统和车辆，属于汽车技术领域。该混合动力系统包括：变速箱、发动机(1)、第一电机(21)和第二电机(22)；所述变速箱包括第一输入轴(31)、输出轴(32)、第二输入轴(33)、第一变速机构和第二变速机构，所述第一输入轴(31)和所述输出轴(32)通过所述第一变速机构连接，所述第二输入轴(33)和所述输出轴(32)通过所述第二变速机构连接；所述发动机(1)和所述第一电机(21)均与所述第一输入轴(31)传动连接；所述第二电机(22)与所述第二输入轴(33)传动连接。

Description

混合动力系统和车辆
本公开要求于2021年10月27日提交的申请号为202111253291.1、发明名称为“混合动力系统和车辆”的中国专利申请的优先权，其全部内容通过引用结合在本公开中。
技术领域
本公开涉及汽车技术领域，特别涉及一种混合动力系统和车辆。
背景技术
传统汽车大多使用化石燃料(如汽油、柴油等)为发动机提供动力，其排出的尾气会对环境造成污染。因此，使用无污染的新能源(如电能)来替代化石燃料为汽车提供动力是刻不容缓的，因而配置有混合动力系统的汽车是发展的趋势。
相关技术中，混合动力汽车的电机被直接结合到液力自动变速箱(AT)、机械无级自动变速箱(CVT)或电控机械自动变速箱(AMT)变速箱中，混合动力变速箱系统结构复杂，传动效率低。
发明内容
本公开实施例提供了一种混合动力系统和车辆。
第一方面，提供了一种混合动力系统，所述混合动力系统包括：变速箱、发动机、第一电机和第二电机；所述变速箱包括第一输入轴、输出轴、第二输入轴、第一变速机构和第二变速机构，所述第一输入轴和所述输出轴通过所述第一变速机构连接，所述第二输入轴和所述输出轴通过所述第二变速机构连接；所述发动机和所述第一电机均与所述第一输入轴传动连接；所述第二电机与所述第二输入轴传动连接。
可选地，所述第一变速机构包括第一齿轮系和第一同步器；所述第一齿轮系的输入齿轮套设在所述第一输入轴外，所述第一齿轮系的输出齿轮与所述输出轴同轴相连；所述第一同步器套设在所述第一输入轴外，所述第一同步器用 于使所述第一齿轮系的输入齿轮与所述第一输入轴相连或断开连接。
可选地，所述第二变速机构包括第二齿轮系，所述第二齿轮系的输入齿轮与所述第二输入轴同轴相连，所述第二齿轮系的输出齿轮与所述输出轴同轴相连；所述第一输入轴与所述第二输入轴同轴间隔，所述第二齿轮系的输入齿轮位于所述第二输入轴与所述第一输入轴相对的一端，所述第一同步器用于使所述第一齿轮系的输入齿轮和所述第二齿轮系的输入齿轮中的至多一个与所述第一输入轴相连。
可选地，所述第一变速机构还包括第三齿轮系，所述第三齿轮系的输入齿轮套设在所述第一输入轴外，所述第三齿轮系的输出齿轮与所述输出轴同轴相连；所述第一同步器位于所述第一齿轮系的输入齿轮和所述第三齿轮系的输入齿轮之间，所述第一同步器用于使所述第一齿轮系的输入齿轮和所述第三齿轮系的输入齿轮中的至多一个与所述第一输入轴相连。
可选地，所述第二变速机构包括第二齿轮系，所述第二齿轮系的输入齿轮与所述第二输入轴同轴相连，所述第二齿轮系的输出齿轮与所述输出轴同轴相连。
可选地，所述第一输入轴与所述第二输入轴同轴间隔；所述第二变速机构还包括支撑轴，所述支撑轴的第一端与所述第一输入轴的第一端与周向活动连接，所述第一输入轴的第二端与所述发动机传动连接，所述支撑轴的第二端与所述第二输入轴同轴连接；所述第三齿轮系的输入齿轮套设在所述支撑轴外。
可选地，所述支撑轴的第一端设有与所述支撑轴同轴连接的套筒，所述套筒的一端开口，且所述套筒与所述第一输入轴的第一端相对；所述套筒内具有轴承，所述轴承的外圈与所述套筒的内壁相连，所述轴承的内圈套设在所述第一输入轴的第一端外。
可选地，所述第二变速机构还包括离合器，所述离合器位于所述第二齿轮系的输入齿轮和所述第二电机之间。
可选地，所述第二变速机构包括第二齿轮系、第三齿轮系和第二同步器；所述第二齿轮系的输入齿轮和所述第三齿轮系的输入齿轮均与所述第二输入轴同轴相连，所述第二齿轮系的输出齿轮和所述第三齿轮系的输出齿轮均套设在所述输出轴外；所述第一输入轴与所述第二输入轴同轴间隔，所述第一同步器用于使所述第一齿轮系的输入齿轮和所述第二齿轮系的输入齿轮中的至多一个 与所述第一输入轴相连；所述第二同步器套设在所述输出轴外，所述第二同步器用于与所述第二齿轮系的输出齿轮和所述第三齿轮系的输出齿轮中的至多一个传动连接。
可选地，所述变速箱还包括第四齿轮系，所述第一电机与所述第四齿轮系的输入齿轮同轴相连，所述第四齿轮系的输出齿轮与所述第一输入轴同轴相连。
可选地，所述混合动力系统还包括供电组件，所述供电组件包括：电池和两个逆变器，两个所述逆变器分别与所述电池连接，所述第一电机与两个所述逆变器中的一个连接，所述第二电机与两个所述逆变器中的另一个连接。
第二方面，提供了一种车辆，所述车辆包括如前文所述的混合动力系统。
本公开实施例提供的技术方案带来的有益效果至少包括：
本公开实施例提供的混合动力系统中，变速箱的第一输入轴和输出轴通过第一变速机构连接，变速箱的第二输入轴和输出轴通过第二变速机构连接，通过两个变速机构让发动机和两个电机输出的动力能传递至输出轴，以实现驱动车辆行驶的目的。由于变速箱仅采用了两个变速机构与相应的输入轴和输出轴相连，无其他冗余结构，让变速箱整体结构更加简单；且在仅需要一个电机单独工作的单电机模式下，可以仅由第二电机工作，第二电机的动力会直接传递至第二输入轴，这样发动机和第一电机不会被第二输入轴直接拖曳而转动，而避免造成能量损失，以提高传动效率。
附图说明
为了更清楚地说明本公开实施例中的技术方案，下面将对实施例描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本公开的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。
图1是本公开实施例提供的一种混合动力系统的结构简图；
图2是本公开实施例提供的一种混合动力系统的结构示意图；
图3是本公开实施例提供的一种混合动力系统的结构示意图；
图4是本公开实施例提供的一种混合动力系统的结构示意图；
图5是本公开实施例提供的一种混合动力系统在纯电动模式下的能量传递示意图；
图6是本公开实施例提供的一种混合动力系统在纯发动机模式下的能量传递示意图；
图7是本公开实施例提供的一种混合动力系统在混合动力模式下的能量传递示意图；
图8是本公开实施例提供的一种混合动力系统在混合动力模式下的能量传递示意图；
图9是本公开实施例提供的一种混合动力系统在混合动力模式下的能量传递示意图；
图10是本公开实施例提供的一种混合动力系统在能量回收模式下的能量传递示意图；
图11是本公开实施例提供的一种混合动力系统在纯电动模式下的能量传递示意图；
图12是本公开实施例提供的一种混合动力系统在纯发动机模式下的能量传递示意图；
图13是本公开实施例提供的一种混合动力系统在混合动力模式下的能量传递示意图；
图14是本公开实施例提供的一种混合动力系统在混合动力模式下的能量传递示意图；
图15是本公开实施例提供的一种混合动力系统在混合动力模式下的能量传递示意图；
图16是本公开实施例提供的一种混合动力系统在能量回收模式下的能量传递示意图。
图中各标记说明如下：
A、第一变速机构；B、第二变速机构；
1、发动机；
21、第一电机；22、第二电机；
31、第一输入轴；32、输出轴；33、第二输入轴；
4、第一齿轮系；41、第一齿轮系的输入齿轮；42、第一齿轮系的输出齿轮；
5、第二齿轮系；51、第二齿轮系的输入齿轮；52、第二齿轮系的输出齿轮；
6、第三齿轮系；61、第三齿轮系的输入齿轮；62、第三齿轮系的输出齿轮；
71、第一同步器；72、第二同步器；
91、支撑轴；92、离合器；93、第四齿轮系；
10、供电组件；101、电池；102、逆变器；
11、车轮。
具体实施方式
为使本公开的目的、技术方案和优点更加清楚，下面将结合附图对本公开实施方式作进一步地详细描述。
除非另作定义，此处使用的技术术语或者科学术语应当为本公开所属领域内具有一般技能的人士所理解的通常意义。本公开专利申请说明书以及权利要求书中使用的“第一”、“第二”、“第三”以及类似的词语并不表示任何顺序、数量或者重要性，而只是用来区分不同的组成部分。同样，“一个”或者“一”等类似词语也不表示数量限制，而是表示存在至少一个。“包括”或者“包含”等类似的词语意指出现在“包括”或者“包含”前面的元件或者物件涵盖出现在“包括”或者“包含”后面列举的元件或者物件及其等同，并不排除其他元件或者物件。“连接”或者“相连”等类似的词语并非限定于物理的或者机械的连接，而是可以包括电性的连接，不管是直接的还是间接的。“上”、“下”、“左”、“右”、“顶”、“底”等仅用于表示相对位置关系，当被描述对象的绝对位置改变后，则所述相对位置关系也可能相应地改变。
相关技术提供了一种混合动力系统，包括发动机、电机和变速箱，变速箱包括输入轴和输出轴，输入轴和输出轴通过至少一个变速机构传动连接。其中，发动机和电机均与输入轴传动连接，使动力能经输入轴传递至输出轴，以驱动车轮转动。
然而，由于发动机和电机均与输入轴传动连接，当其中一个动力源单独工作时，另一个动力源会被输入轴拖曳而转动，从而造成能量损失。且在输入轴和输出轴之间设置有至少一个变速机构，使变速箱的结构较为复杂。
图1是本公开实施例提供的一种混合动力系统的结构简图。如图1所示，该混合动力系统包括：变速箱、发动机1、第一电机21和第二电机22。
如图1所示，变速箱包括第一输入轴31、输出轴32、第二输入轴33、第一 变速机构A和第二变速机构B，第一输入轴31和输出轴32通过第一变速机构A连接，第二输入轴33和输出轴32通过第二变速机构B连接。
如图1所示，发动机1和第一电机21均与第一输入轴31传动连接；第二电机22与第二输入轴33传动连接。
本公开实施例提供的混合动力系统中，变速箱的第一输入轴和输出轴通过第一变速机构连接，变速箱的第二输入轴和输出轴通过第二变速机构连接，通过两个变速机构让发动机和两个电机输出的动力能传递至输出轴，以实现驱动车辆行驶的目的。由于变速箱仅采用了两个变速机构与相应的输入轴和输出轴相连，无其他冗余结构，让变速箱整体结构更加简单；且在仅需要一个电机单独工作的单电机模式下，可以仅由第二电机工作，第二电机的动力会直接传递至第二输入轴，这样发动机和第一电机不会被第二输入轴直接拖曳而转动，而避免造成能量损失，以提高传动效率。
图2是本公开实施例提供的一种混合动力系统的结构示意图。如图2所示，第一变速机构包括第一齿轮系4和第一同步器71。
如图2所示，第一齿轮系4的输入齿轮41套设在第一输入轴31外，第一齿轮系4的输出齿轮42与输出轴32同轴相连。
其中，第一同步器71套设在第一输入轴31外，第一同步器71用于使第一齿轮系4的输入齿轮41与第一输入轴31相连或断开连接。
上述实现方式中，发动机1与第一输入轴31传动连接，以使发动机1的动力能输出至第一输入轴31；同时，第一输入轴31和输出轴32通过第一齿轮系4传动连接，且第一同步器71与第一输入轴31连接，第一同步器71可以控制第一齿轮系4的输入齿轮41是否接入第一输入轴31，从而让发动机1输出的动力能通过第一输入轴31传递至第一齿轮系4和输出轴32，以驱动车轮11。
这样该混合动力系统运行时，发动机的动力能通过第一输入轴、第一齿轮系传递至输出轴，第二电机的动力能通过第二输入轴传递至输出轴。在该过程中，发动机和第二电机不会同时拖动两个输入轴转动，以避免动力源被直接拖曳而转动，而造成能量损失。
同时，有第一同步器71还可以控制第一齿轮系4的输入齿轮41与第一输入轴31断开连接，这样即使是动力经输出轴32传递至第一齿轮系4，也不会继续传递至第一输入轴31，也即是不会间接拖动第一输入轴31转动，从而防止发 动机被拖曳转动。
本公开实施例中，第一齿轮系4至少包括输入齿轮和输出齿轮，且输入齿轮和输出齿轮传动连接，以使动力可以通过输入齿轮传输至输出齿轮。
可选地，第一齿轮系4中，输入齿轮和输出齿轮可以直接啮合，以实现输入齿轮和输出齿轮的传动连接。输入齿轮和输出齿轮之间还可以设置至少一个连接齿轮。例如，当仅设置一个连接齿轮时，连接齿轮则分别与输入齿轮和输出齿轮啮合，以实现输入齿轮和输出齿轮的传动连接。
需要说明的是，第一齿轮系4中具体设置多少个齿轮，具体可以根据实际需求确定。由于齿轮系中设置齿轮的数量会影响齿轮系的传动比，因而，可以结合汽车的动力需求，调整齿轮系中齿轮的数量。
可选地，如图2所示，第二变速机构包括第二齿轮系5，第二齿轮系5的输入齿轮51与第二输入轴33同轴相连，第二齿轮系5的输出齿轮52与输出轴32同轴相连。
其中，第二电机22与第二输入轴33传动连接，而第二输入轴33和输出轴32又是通过第二齿轮系5传动连接的，所以，第二电机22能单独通过第二齿轮系5将动力传递至输出轴32，以驱动车轮。
如图2所示，第一输入轴31与第二输入轴33同轴间隔，第一同步器71用于使第一齿轮系4的输入齿轮41和第二齿轮系5的输入齿轮51中的至多一个与第一输入轴31相连。
其中，第一同步器71位于第一齿轮系4的输入齿轮41和第二齿轮系5的输入齿轮51之间。第一同步器71可以在第一输入轴31上轴向移动，在第一同步器71向第一齿轮系4靠近且与第一齿轮系4的输入齿轮41结合后，就能让第一齿轮系4与第一输入轴31传动连接在一起。
可选地，如图2所示，第二齿轮系5的输入齿轮51位于第二输入轴33与第一输入轴31相对的一端，且第一输入轴31与第二输入轴33相对的一端活动插设在第二齿轮系5的输入齿轮51内。
由于第二输入轴33和第一输入轴31同轴间隔分布，且第一输入轴31与第二输入轴33相对的一端活动插设在第二齿轮系5的输入齿轮51内。这样第一同步器71向第二齿轮系5靠近后，第一同步器71也能与第二齿轮系5的输入 齿轮51结合，从而让第二齿轮系5与第一输入轴31传动连接在一起；同时，第一同步器71也可以与第一齿轮系4的输入齿轮41和第二齿轮系5的输入齿轮51的均不连接，即让第一输入轴31与输出轴32断开连接。
并且，在第一同步器71与第一齿轮系4结合时，发动机1的动力通过第一齿轮系4传输至输出轴32；由于第二电机22是直接与第二齿轮系5的输入齿轮51传动连接的，因此，无需通过第一同步器71接入，此时可以控制第二电机22工作，使第二电机22的动力通过第二齿轮系5传输至输出轴32。这样相较于相关技术，该混合动力系统，发动机1和第二电机22能分别通过两个齿轮系将动力传输至输出轴32，得以采用另一种挡位驱动汽车，提高齿轮系的使用效率，实现混合动力系统的多挡位驱动模式。
本公开实施例中，第二齿轮系5至少包括输入齿轮和输出齿轮，且输入齿轮和输出齿轮传动连接，以使动力可以通过输入齿轮传输至输出齿轮。
可选地，第二齿轮系5中，输入齿轮和输出齿轮可以直接啮合；或者，输入齿轮和输出齿轮之间还可以设置至少一个连接齿轮。
需要说明的是，第二齿轮系5中具体设置多少个齿轮，具体可以根据实际需求确定。
图3是本公开实施例提供的一种混合动力系统的结构示意图。如图3所示，第一变速机构还包括第三齿轮系6，第三齿轮系6的输入齿轮61套设在第一输入轴31外，第三齿轮系6的输出齿轮62与输出轴32同轴相连。
如图3所示，第一同步器71位于第一齿轮系4的输入齿轮41和第三齿轮系6的输入齿轮61之间，第一同步器71用于使第一齿轮系4的输入齿轮41和第三齿轮系6的输入齿轮61中的至多一个与第一输入轴31相连。
上述实现方式中，第一齿轮系4和第三齿轮系6均同时与第一输入轴31和输出轴32连接，且第一同步器71位于第一齿轮系4和第三齿轮系6之间。这样第一同步器71切换位置，并与第一齿轮系4的输入齿轮41结合后，就能让第一齿轮系4接入第一输入轴31，使发动机1的动力得以通过第一齿轮系4传输至输出轴32。同时，第一同步器71切换位置，并与第三齿轮系6的输入齿轮61结合后，就能让第三齿轮系6接入第一输入轴31，使发动机1的动力得以通过第三齿轮系6传输至输出轴32。从而使发动机1能通过两种挡位驱动汽车。
可选地，如图3所示，第二变速机构包括第二齿轮系5，第二齿轮系5的输入齿轮51与第二输入轴33同轴相连，第二齿轮系5的输出齿轮52与输出轴32同轴相连。
其中，第二电机22与第二输入轴33传动连接，而第二输入轴33和输出轴32又是通过第二齿轮系5传动连接的，所以，第二电机22能单独通过第二齿轮系5将动力传递至输出轴32，以驱动车轮。
可选地，如图3所示，第一输入轴31与第二输入轴33同轴间隔，第二变速机构B还包括支撑轴91，支撑轴91的第一端与第一输入轴31的第一端与周向活动连接，第一输入轴31的第二端与发动机1传动连接，支撑轴91的第二端与第二输入轴33同轴连接；第三齿轮系6的输入齿轮61套设在支撑轴91外。
示例性地，如图3所示，支撑轴91的第一端设有与支撑轴91同轴连接的套筒，套筒的一端开口，且套筒的一端与第一输入轴31的第一端相对。在装配时，将第一输入轴31的第一端同轴插入支撑轴91的套筒内，以实现第一输入轴31和支撑轴91的周向活动连接。
可选地，在套筒内可以设置轴承，轴承的外圈与套筒的内壁相连，轴承的内圈用于供第一输入轴31插装，以使第一输入轴31能更加稳定地在套筒内转动，提高第一输入轴31和支撑轴91连接稳定性。
上述实现方式中，通过设置支撑轴91，在支撑轴91与第一输入轴31连接后，第一输入轴31和支撑轴91构成一个整体，且两端分别通过发动机1和第一电机21作为支撑结构。这样可以避免在第一输入轴31的第一端另外设置支撑结构，来支撑第一输入轴31，不仅可以节省成本，还可以缩减混合动力系统的轴向尺寸，让混合动力系统更加紧凑，且轻量化。
同时，第一输入轴31和支撑轴91的连接位置在第三齿轮系6的输入齿轮61内孔中，使第一输入轴31和支撑轴91装配后也不容易分离脱落。同时，套筒设置在第三齿轮系6的输入齿轮61内孔中，避免占用汽车过多的内部空间，使混合动力系统结构更加紧凑。
本公开实施例中，第三齿轮系6至少包括输入齿轮和输出齿轮，且输入齿轮和输出齿轮传动连接，以使动力可以通过输入齿轮传输至输出齿轮。
可选地，第三齿轮系6中，输入齿轮和输出齿轮可以直接啮合；或者，输入齿轮和输出齿轮之间还可以设置至少一个连接齿轮。
需要说明的是，第三齿轮系6中具体设置多少个齿轮，具体可以根据实际需求确定。
可选地，如图3所示，第二变速机构还包括离合器92，离合器92位于第二齿轮系5的输入齿轮51和第二电机22之间。
通过在第二电机22和第二齿轮系5的输入齿轮51之间设置离合器92，可以中断两者之间的动力传递路径。这样当仅需要发动机1工作时，发动机1的动力不会通过第二齿轮系5传递至第二电机22，而拖动第二电机22转动，防止动力损失。
图4是本公开实施例提供的一种混合动力系统的结构示意图。如图4所示，第二变速机构包括第二齿轮系5、第三齿轮系6和第二同步器72；
如图4所示，第二齿轮系5的输入齿轮51和第三齿轮系6的输入齿轮61均与第二输入轴33同轴相连，第二齿轮系5的输出齿轮52和第三齿轮系6的输出齿轮62均套设在输出轴32外。
其中，第一输入轴31与第二输入轴33同轴间隔，第一同步器71用于使第一齿轮系4的输入齿轮41和第二齿轮系5的输入齿轮51中的至多一个与第一输入轴31相连。
如图4所示，第二同步器72套设在输出轴32外，第二同步器72用于与第二齿轮系5的输出齿轮52和第三齿轮系6的输出齿轮62中的至多一个传动连接。
上述实现方式中，第一同步器71能连接第一齿轮系4的输入齿轮41或第二齿轮系5的输入齿轮51，以让发动机1输出的动力能分别经第一齿轮系4和第三齿轮系5传递至输出轴32，以让发动机1能在两种挡位下驱动汽车。
而第二齿轮系5的输入齿轮51又是和第二输入轴33同轴相连的，所以，第一同步器71在与第二齿轮系5的输入齿轮51连接后，使第一输入轴31和第二输入轴33也传动连接。也即是，发动机1的动力也可以传递至第二输入轴33，此时，发动机1的动力除了可以通过第二齿轮系5传递至输出轴32外，发动机1的动力还可以通过第三齿轮系6传递至输出轴32，这样就使发动机1又增加了一种挡位，让发动机1能在三种挡位下驱动汽车。
示例性地，在发动机1在第一种挡位下驱动汽车时，第一同步器71与第一齿轮系4的输入齿轮41连接，此时发动机1的动力通过第一齿轮系4传递至输 出轴32，以驱动汽车。
示例性地，在发动机1在第二种挡位下驱动汽车时，第一同步器71与第二齿轮系5的输入齿轮51连接，且第二同步器72与第二齿轮系5的输出齿轮52连接，此时发动机1的动力通过第二输入轴33、第二齿轮系5传递至输出轴32，以驱动汽车。
示例性地，在发动机1在第三种挡位下驱动汽车时，第一同步器71与第二齿轮系5的输入齿轮51连接，且第二同步器72与第三齿轮系6的输出齿轮62连接，此时发动机1的动力通过第二输入轴33、第三齿轮系6传递至输出轴32，以驱动汽车。
可选地，如图2、3所示，该种混合动力系统还可以包括第四齿轮系93，第一电机21与第四齿轮系93的输入齿轮同轴相连，第四齿轮系93的输出齿轮与第一输入轴31同轴相连，第四齿轮系93的输入齿轮位于发动机1和第一齿轮系4的输入齿轮41之间。
其中，第一电机21通过第四齿轮系93接入第一输入轴31，得以将第二电机22的动力传输至第一输入轴31。这样设置第一电机21可以辅助发动机1共同驱动车辆，以便于为车辆提供充足的动力。
同时，第一电机21与发动机1相同，均可以通过第一同步器71的切换，将动力通过第一齿轮系4或者第二齿轮系5传输至输出轴32。从而可以通过两种挡位驱动汽车。
本公开实施例中，第四齿轮系93至少包括输入齿轮和输出齿轮，且输入齿轮和输出齿轮传动连接，以使动力可以通过输入齿轮传输至输出齿轮。
可选地，第四齿轮系93中，输入齿轮和输出齿轮可以直接啮合；或者，输入齿轮和输出齿轮之间还可以设置至少一个连接齿轮。
需要说明的是，第四齿轮系93中具体设置多少个齿轮，具体可以根据实际需求确定。
可选地，如图2、3所示，供电组件10包括：电池101和两个逆变器102，两个逆变器102分别与电池101连接，第一电机21与两个逆变器102中的一个连接，第二电机22与两个逆变器102中的另一个连接。
通过设置两个逆变器102，其一用于连接电池101和第一电机21，其二用 于连接电池101和第二电机22。其中，电池101为可充电电池101，逆变器102设置在电池101的输出电路上，用于将电池101输出的直流电转换成三相交流电后驱动第一电机21或第二电机22。
本公开实施例提供了一种混合动力系统的控制方法，用于控制如前文所述的混合动力系统，该控制方法包括：
控制第一变速机构连接第一输入轴和输出轴，控制第二变速机构断开第二输入轴和输出轴，控制发动机和第一电机中的至少一个转动；或者
控制第一变速机构断开第一输入轴和输出轴，控制第二变速机构连接第二输入轴和输出轴，控制第二电机转动。
这样通过两个变速机构让发动机和两个电机输出的动力能传递至输出轴，以实现驱动车辆行驶的目的。且在仅需要一个电机单独工作的单电机模式下，可以分别控制两个变速机构动作，以实现仅由第二电机工作的目的，此时第二电机的动力会直接传递至第二输入轴，这样发动机和第一电机不会被第二输入轴直接拖曳而转动，而避免造成能量损失，以提高传动效率。
可选地，混合动力系统还可以基于动力模式控制车辆的动力源工作。具体控制方法可以包括：确定动力模式；基于动力模式，控制发动机、第一电机和第二电机的工作状态。
本公开实施例中，混合动力系统的动力模式可以包括纯电动模式、纯发动机模式、混合驱动模式或能量回收模式。
其中，图2所示的混合动力系统在不同动力模式下，发动机、第一电机、第二电机和第一同步器的工作状态如下。
图5是本公开实施例提供的一种混合动力系统在纯电动模式下的能量传递示意图。如图5所示，混合动力系统的动力模式为纯电动模式，发动机1、第一电机21不工作，第一同步器71与第一齿轮系4的输入齿轮41和第二齿轮系5的输入齿轮51均不连接，第二电机22工作。
此时，发动机1和第一电机21不工作，第一同步器71位于中位，由第二电机22驱动车辆行驶。供电组件10放电，经过逆变器102将直流电转换为三相交流电后驱动第二电机22输出轴旋转，第二电机22将电能转换为机械能， 机械能经第二齿轮系5、输出轴32和差速器传递给车轮11，实现第二电机22单独驱动车辆行驶模式。
可选地，纯电动模式下还可以由第二电机22驱动车辆倒挡行驶。在倒车时，发动机1和第一电机21不工作，第二电机22反转实现倒车。该模式下，能量传递路径可参见图4。
可选地，混合动力系统的动力模式为纯发动机模式时，发动机1工作，第一电机21和第二电机22均不工作，第一同步器71与第一齿轮系4的输入齿轮41或第二齿轮系5的输入齿轮51连接。
此时，第一同步器71可以处于左位或者右位，由发动机1驱动车辆行驶。发动机1的扭矩经第一齿轮系4或第二齿轮系5传递至输出轴32，实现发动机1驱动车辆以两个挡位行驶的模式。
以第一同步器71切换至左位为例，图6是本公开实施例提供的一种混合动力系统在纯发动机模式下的能量传递示意图。如图6所示，第一齿轮系4接入第一输入轴31，此时，发动机1将扭矩经第一齿轮系4、输出轴32和差速器传递给车轮11，实现发动机1单独驱动车辆行驶模式。
示例性地，此时，发动机1也可以驱动第一电机21转动，以使第一电机21进入发电状态，以为供电组件10充电。
图7是本公开实施例提供的一种混合动力系统在混合动力模式下的能量传递示意图。如图7所示，混合动力系统的动力模式为混合驱动模式，发动机1驱动第一电机21发电，第一同步器71与第一齿轮系4的输入齿轮41和第二齿轮系5的输入齿轮51均不连接，第二电机22工作。
此时，第一同步器71可以处于中位，发动机1运行在高效区带动第一电机21发电，发出的电能供给第二电机22驱动车辆行驶，多余电能储存在供电组件10中。当发电量不足时，由供电组件10来补充，第一电机21和供电组件10共同满足第二电机22的电量需求。如图7所示，第二电机22输出的动力通过第二齿轮系5、输出轴32和差速器传递给车轮11，以驱动车辆行驶。
可选地，混合动力系统的动力模式为混合驱动模式时，发动机1和第一电机21工作，第一同步器71与第一齿轮系4的输入齿轮41或第二齿轮系5的输入齿轮51连接，第二电机22工作。
此时，第一同步器71可以处于左位或者右位，由发动机1、第二电机22和 第一电机21共同驱动车辆行驶。发动机1和第一电机21的扭矩经第一齿轮系4或第二齿轮系5传递至输出轴32，第二电机22的扭矩经第二齿轮系5传递至输出轴32，实现发动机1和两个电机共同驱动车辆的模式。
以第一同步器71切换至左位为例，图8是本公开实施例提供的一种混合动力系统在混合动力模式下的能量传递示意图。如图8所示，第一齿轮系4接入第一输入轴31，此时，发动机1和第一电机21将扭矩经第一齿轮系4、输出轴32和差速器传递给车轮11，第一电机21将扭矩经第二齿轮系5、输出轴32和差速器传递给车轮11，以实现三个动力源一起驱动汽车行驶的目的。
该种模式下，发动机1和第一电机21的动力通过第一齿轮系4传输至输出轴32外；此时第二电机22的动力通过第二齿轮系5传输至输出轴32。相较于相关技术，发动机1、第一电机21和第二电机22能通过两个齿轮系将动力传输至输出轴32，得以采用另一种挡位驱动汽车，提高齿轮系的使用效率，实现混合动力系统的多挡位驱动模式。
可选地，混合动力系统的动力模式为混合驱动模式时，发动机1和第一电机21工作，第一同步器71与第一齿轮系4的输入齿轮41或第二齿轮系5的输入齿轮51连接，第二电机22不工作。
此时，第一同步器71处于左位或者右位，由发动机1和第一电机21共同驱动车辆行驶。供电组件10放电，经过逆变器102将直流电转换为三相交流电后驱动第一电机21旋转，第一电机21根据车速和扭矩需求处于发电或电动状态。发动机1和第一电机21的扭矩经第一齿轮系4或第二齿轮系5、输出轴32和差速器传递给车轮11，实现两个动力源共同驱动车辆在两个挡位下行驶的模式。
以第一同步器71切换至左位为例，图9是本公开实施例提供的一种混合动力系统在混合动力模式下的能量传递示意图。如图9所示，发动机1和第一电机21工作，而第二电机22不工作，由发动机1提供动力驱动车辆起步和行驶，第一电机21根据车速和扭矩需求运行在发电或者电动模式。
图10是本公开实施例提供的一种混合动力系统在能量回收模式下的能量传递示意图。如图10所示，混合动力系统的动力模式为能量回收模式，发动机1和第一电机21不工作，第一同步器71与第一齿轮系4的输入齿轮41和第二齿轮系5的输入齿轮51均不连接，第二电机22发电。
该模式下，车辆处于滑行或者制动工况，车轮11提供反向力矩，将车辆的部分动能经由差速器、输出轴32、第二齿轮系5传递至第二电机22，以转换为电能，存入供电组件10中备用，实现第二电机22的能量回收功能。
图3所示的混合动力系统在不同动力模式下，发动机、第一电机、第二电机和第一同步器的工作状态如下。
图11是本公开实施例提供的一种混合动力系统在纯电动模式下的能量传递示意图。如图11所示，混合动力系统的动力模式为纯电动模式，发动机1、第一电机21不工作，第一同步器71与第一齿轮系4的输入齿轮41和第二齿轮系5的输入齿轮51均不连接，第二电机22工作，且离合器92结合。
此时，发动机1和第一电机21不工作，第一同步器71位于中位，离合器92结合，由第二电机22驱动车辆行驶。供电组件10放电，经过逆变器102将直流电转换为三相交流电后驱动第二电机22输出轴旋转，第二电机22将电能转换为机械能，机械能经离合器92、第三齿轮系6、输出轴32和差速器传递给车轮11，实现第二电机22单独驱动车辆行驶模式。
可选地，纯电动模式下还可以由第二电机22驱动车辆倒挡行驶。在倒车时，发动机1和第一电机21不工作，第二电机22反转实现倒车。该模式下，能量传递路径可参见图10。
可选地，混合动力系统的动力模式为纯发动机模式时，发动机1工作，第二电机22和第一电机21均不工作，第一同步器71与第一齿轮系4的输入齿轮41或第二齿轮系5的输入齿轮51连接，且离合器92分离。
此时，第一同步器71可以处于左位或者右位，离合器92分离，由发动机1驱动车辆行驶。发动机1的扭矩经第一齿轮系4或第二齿轮系5传递至输出轴32，实现发动机1驱动车辆以两个挡位行驶的模式。
以第一同步器71切换至左位为例，图12是本公开实施例提供的一种混合动力系统在纯发动机模式下的能量传递示意图。如图12所示，第一齿轮系4接入第一输入轴31，此时，发动机1将扭矩经第一齿轮系4、输出轴32和差速器传递给车轮11，实现发动机1单独驱动车辆行驶模式。
示例性地，此时，发动机1也可以驱动第一电机21转动，以使第一电机21进入发电状态，以为供电组件10充电。
图13是本公开实施例提供的一种混合动力系统在混合动力模式下的能量传递示意图。如图13所示，混合动力系统的动力模式为混合驱动模式，发动机1驱动第一电机21发电，第一同步器71与第一齿轮系4的输入齿轮41和第二齿轮系5的输入齿轮51均不连接，第二电机22工作，且离合器92结合。
此时，第一同步器71可以处于中位，离合器92结合，发动机1运行在高效区带动第一电机21发电，发出的电能供给第二电机22驱动车辆行驶，多余电能储存在供电组件10中。当发电量不足时，由供电组件10来补充，第一电机21和供电组件10共同满足第二电机22的电量需求。如图12所示，第二电机22输出的动力通过离合器92、第三齿轮系6、输出轴32和差速器传递给车轮11，以驱动车辆行驶。
可选地，混合动力系统的动力模式为混合驱动模式时，发动机1和第一电机21工作，第一同步器71与第一齿轮系4的输入齿轮41或第二齿轮系5的输入齿轮51连接，第二电机22工作，且离合器92结合。
此时，第一同步器71可以处于左位或者右位，离合器92结合，由发动机1、第二电机22和第一电机21共同驱动车辆行驶。发动机1和第一电机21的扭矩经第一齿轮系4或第二齿轮系5传递至输出轴32，第二电机22的扭矩经离合器92、第三齿轮系6传递至输出轴32，实现发动机1和两个电机共同驱动车辆的模式。
以第一同步器71切换至左位为例，图14是本公开实施例提供的一种混合动力系统在混合动力模式下的能量传递示意图。如图14所示，第一齿轮系4接入第一输入轴31，此时，发动机1和第一电机21将扭矩经第一齿轮系4、输出轴32和差速器传递给车轮11，第一电机21将扭矩经离合器92、第三齿轮系6、输出轴32和差速器传递给车轮11，以实现三个动力源一起驱动汽车行驶的目的。
该种模式下，发动机1和第一电机21的动力通过第一齿轮系4传输至输出轴32外；此时第二电机22的动力通过第三齿轮系6传输至输出轴32。相较于相关技术，发动机1、第一电机21和第二电机22能通过两个齿轮系将动力传输至输出轴32，提高齿轮系的使用效率，实现混合动力系统的多挡位驱动模式。
可选地，混合动力系统的动力模式为混合驱动模式时，发动机1和第一电机21工作，第一同步器71与第一齿轮系4的输入齿轮41或第二齿轮系5的输入齿轮51连接，第二电机22不工作，且离合器92分离。
此时，第一同步器71处于左位或者右位，由发动机1和第一电机21共同驱动车辆行驶。供电组件10放电，经过逆变器102将直流电转换为三相交流电后驱动第一电机21旋转，第一电机21根据车速和扭矩需求处于发电或电动状态。发动机1和第一电机21的扭矩经第一齿轮系4或第二齿轮系5、输出轴32和差速器传递给车轮11，实现两个动力源共同驱动车辆在两个挡位下行驶的模式。
以第一同步器71切换至左位为例，图15是本公开实施例提供的一种混合动力系统在混合动力模式下的能量传递示意图。如图15所示，发动机1和第一电机21工作，而第二电机22不工作，由发动机1提供动力驱动车辆起步和行驶，第一电机21根据车速和扭矩需求运行在发电或者电动模式。
图16是本公开实施例提供的一种混合动力系统在能量回收模式下的能量传递示意图。如图16所示，混合动力系统的动力模式为能量回收模式，发动机1和第一电机21不工作，第一同步器71与第一齿轮系4的输入齿轮41和第二齿轮系5的输入齿轮51均不连接，第二电机22发电，且离合器92结合。
该模式下，车辆处于滑行或者制动工况，车轮11提供反向力矩，将车辆的部分动能经由差速器、输出轴32、第三齿轮系6、离合器92传递至第二电机22，以转换为电能，存入供电组件10中备用，实现第二电机22的能量回收功能。
以上，并非对本公开作任何形式上的限制，虽然本公开已通过实施例揭露如上，然而并非用以限定本公开，任何熟悉本专业的技术人员，在不脱离本公开技术方案范围内，当可利用上述揭示的技术内容作出些许更动或修饰为等同变化的等效实施例，但凡是未脱离本公开技术方案的内容，依据本公开的技术实质对以上实施例所作的任何简单修改、等同变化与修饰，均仍属于本公开技术方案的范围内。

Claims (12)

  1. 一种混合动力系统，包括：变速箱、发动机(1)、第一电机(21)和第二电机(22)；
    所述变速箱包括第一输入轴(31)、输出轴(32)、第二输入轴(33)、第一变速机构和第二变速机构，所述第一输入轴(31)和所述输出轴(32)通过所述第一变速机构连接，所述第二输入轴(33)和所述输出轴(32)通过所述第二变速机构连接；
    所述发动机(1)和所述第一电机(21)均与所述第一输入轴(31)传动连接；
    所述第二电机(22)与所述第二输入轴(33)传动连接。
  2. 根据权利要求1所述的混合动力系统，其中，所述第一变速机构包括第一齿轮系(4)和第一同步器(71)；
    所述第一齿轮系(4)的输入齿轮套设在所述第一输入轴(31)外，所述第一齿轮系(4)的输出齿轮与所述输出轴(32)同轴相连；
    所述第一同步器(71)套设在所述第一输入轴(31)外，所述第一同步器(71)用于使所述第一齿轮系(4)的输入齿轮与所述第一输入轴(31)相连或断开连接。
  3. 根据权利要求2所述的混合动力系统，其中，所述第二变速机构包括第二齿轮系(5)，所述第二齿轮系(5)的输入齿轮与所述第二输入轴(33)同轴相连，所述第二齿轮系(5)的输出齿轮与所述输出轴(32)同轴相连；
    所述第一输入轴(31)与所述第二输入轴(33)同轴间隔，所述第二齿轮系(5)的输入齿轮位于所述第二输入轴(33)与所述第一输入轴(31)相对的一端，所述第一同步器(71)用于使所述第一齿轮系(4)的输入齿轮和所述第二齿轮系(5)的输入齿轮中的至多一个与所述第一输入轴(31)相连。
  4. 根据权利要求2所述的混合动力系统，其中，所述第一变速机构还包括第三齿轮系(6)，所述第三齿轮系(6)的输入齿轮套设在所述第一输入轴(31) 外，所述第三齿轮系(6)的输出齿轮与所述输出轴(32)同轴相连；
    所述第一同步器(71)位于所述第一齿轮系(4)的输入齿轮和所述第三齿轮系(6)的输入齿轮之间，所述第一同步器(71)用于使所述第一齿轮系(4)的输入齿轮和所述第三齿轮系(6)的输入齿轮中的至多一个与所述第一输入轴(31)相连。
  5. 根据权利要求4所述的混合动力系统，其中，所述第二变速机构包括第二齿轮系(5)，所述第二齿轮系(5)的输入齿轮与所述第二输入轴(33)同轴相连，所述第二齿轮系(5)的输出齿轮与所述输出轴(32)同轴相连。
  6. 根据权利要求5所述的混合动力系统，其中，所述第一输入轴(31)与所述第二输入轴(33)同轴间隔；
    所述第二变速机构还包括支撑轴(91)，所述支撑轴(91)的第一端与所述第一输入轴(31)的第一端与周向活动连接，所述第一输入轴(31)的第二端与所述发动机(1)传动连接，所述支撑轴(91)的第二端与所述第二输入轴(33)同轴连接；所述第三齿轮系(6)的输入齿轮套设在所述支撑轴(91)外。
  7. 根据权利要求6所述的混合动力系统，其中，所述支撑轴(91)的第一端设有与所述支撑轴(91)同轴连接的套筒，所述套筒的一端开口，且所述套筒与所述第一输入轴(31)的第一端相对；
    所述套筒内具有轴承，所述轴承的外圈与所述套筒的内壁相连，所述轴承的内圈套设在所述第一输入轴(31)的第一端外。
  8. 根据权利要求5所述的混合动力系统，其中，所述第二变速机构还包括离合器(92)，所述离合器(92)位于所述第二齿轮系(5)的输入齿轮和所述第二电机(22)之间。
  9. 根据权利要求2所述的混合动力系统，其中，所述第二变速机构包括第二齿轮系(5)、第三齿轮系(6)和第二同步器(72)；
    所述第二齿轮系(5)的输入齿轮和所述第三齿轮系(6)的输入齿轮均与 所述第二输入轴(33)同轴相连，所述第二齿轮系(5)的输出齿轮和所述第三齿轮系(6)的输出齿轮均套设在所述输出轴(32)外；
    所述第一输入轴(31)与所述第二输入轴(33)同轴间隔，所述第一同步器(71)用于使所述第一齿轮系(4)的输入齿轮和所述第二齿轮系(5)的输入齿轮中的至多一个与所述第一输入轴(31)相连；
    所述第二同步器(72)套设在所述输出轴(32)外，所述第二同步器(72)用于与所述第二齿轮系(5)的输出齿轮和所述第三齿轮系(6)的输出齿轮中的至多一个传动连接。
  10. 根据权利要求1至9任一项所述的混合动力系统，其中，所述变速箱还包括第四齿轮系(93)，所述第一电机(21)与所述第四齿轮系(93)的输入齿轮同轴相连，所述第四齿轮系(93)的输出齿轮与所述第一输入轴(31)同轴相连。
  11. 根据权利要求1至9任一项所述的混合动力系统，其中，所述混合动力系统还包括供电组件(10)，所述供电组件(10)包括：电池(101)和两个逆变器(102)，两个所述逆变器(102)分别与所述电池(101)连接，所述第一电机(21)与两个所述逆变器(102)中的一个连接，所述第二电机(22)与两个所述逆变器(102)中的另一个连接。
  12. 一种车辆，所述车辆包括如权利要求1至11任一项所述的混合动力系统。
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