CN108482100A - Hybrid system and hybrid vehicle - Google Patents

Abstract

The present invention relates to the field of hybrid electric vehicles, and more particularly the present invention relates to a hybrid electric system and a hybrid electric vehicle. The hybrid power system includes: a motor-transmission module, which includes a motor and a transmission, and the motor can be selectively coupled with the input shaft or output shaft of the transmission through a multi-stage gear transmission mechanism; and an engine, which can be connected to the transmission via a clutch in the transmission input shaft transmission coupling. By adopting the above technical solution, the novel hybrid power system of the present invention integrates the motor and the transmission into one module, and the motor can be selectively coupled with the input shaft or output shaft of the transmission through a multi-stage gear transmission mechanism. In this way, the structure of the hybrid power system of the present invention has little change compared with the conventional power system, and the torque of the motor can change the torque output mode through the above-mentioned selective transmission coupling, thereby increasing the torque output mode of the motor.

Description

Hybrid systems and hybrid vehicles

technical field

The present invention relates to the field of hybrid vehicles, and more particularly, the present invention relates to a hybrid system and a hybrid vehicle including the hybrid system.

Background technique

In the prior art hybrid power system, as shown in FIG. 1 , there is a hybrid power system including an electric motor EM, an engine ICE, a transmission and a differential DM.

The transmission includes an input shaft S11, an output shaft S12, and an intermediate shaft S13 arranged parallel to each other and spaced apart. Four synchronous meshing mechanisms A11, A12, A13, A14 and multiple gears corresponding to these synchronous meshing mechanisms A11, A12, A13, A14 are arranged on the input shaft S11, output shaft S12 and intermediate shaft S13. The device DM is only in transmission connection with the output shaft S12. Further, the input shaft S11 of the transmission is provided with a clutch K10, through which the clutch K10 can be coupled or disconnected from the engine ICE. The motor EM is arranged sideways, so that the motor EM can be coupled to the output shaft S12 of the transmission through the synchronous meshing structure A13 or A14.

In this way, in the hybrid system with the above-mentioned structure, since the structures of the synchronous meshing mechanisms A11, A12, A13, A14 of the shift mechanism of the transmission and the gear gears adopt unconventional settings, the structure of the transmission is relatively different from the conventional The structural change of the transmission is very large, making the structure too complicated; and no matter by engaging the synchromesh mechanism A13 with the corresponding gear or by engaging the synchromesh mechanism A14 with the corresponding gear, the torque of the motor EM can only be transmitted through the output shaft S12 output, which limits the torque output mode of the motor EM.

Contents of the invention

The present invention has been made to solve the above-mentioned disadvantages of the prior art. The object of the present invention is to provide a novel hybrid power system, which has a simpler structure than the hybrid power system in the prior art and the motor can adopt multiple torque output modes. Furthermore, another object of the present invention is to provide a hybrid vehicle employing the hybrid system.

In order to realize the purpose of the above invention, the present invention adopts the following technical solutions.

The present invention provides a hybrid power system as follows, the hybrid power system includes: a motor transmission module, the motor transmission module includes a motor and a transmission, and the motor can selectively communicate with the transmission through a multi-stage gear transmission mechanism and an engine driveably coupled to the input shaft of the transmission via a clutch in the transmission.

Preferably, the multi-stage gear transmission mechanism includes a first transmission gear disposed on the input shaft and a second transmission gear disposed on the output shaft, the first transmission gear and the second transmission gear mesh with each other , the second transmission gear and the motor output gear of the motor mesh with each other, and the first transmission gear is fixed to the input shaft, and the second transmission gear can be coupled with the output shaft through a synchronous meshing mechanism Or disconnect the drive link.

More preferably, the transmission further includes a reverse gear shaft, the input shaft, the output shaft, and the reverse gear shaft are spaced from each other, and the multiple gears and the multiple synchronous meshing mechanisms of the transmission are respectively Set on the input shaft, the output shaft and the reverse gear shaft, the multiple gears mesh with each other to form gear pairs respectively corresponding to the multiple gears of the transmission, and the multiple synchronous meshing mechanisms can be engaged with corresponding gears to realize shifting, and the transmission also includes a plurality of output gears, the plurality of output gears are respectively arranged on the output shaft and the reverse gear shaft, and the plurality of output gears respectively connected with the differential transmission.

Preferably, the hybrid power system further includes a control module, the control module can control the hybrid power system so that the hybrid power system realizes a parallel drive mode, a pure motor drive mode and/or a pure engine drive mode, when the When the hybrid system is in the parallel drive mode, the clutch is engaged, the engine and the electric machine are both running, the engine transmits torque to the input shaft of the transmission, and the electric machine transmits torque to the input shaft Positive torque or negative torque, when the hybrid system is in the pure motor driving mode, the clutch is disconnected, the engine is in a stopped state and the electric motor is in a running state, and only the electric motor contributes to the transmission The input shaft or the output shaft transmits torque, and/or when the hybrid system is in the engine-only drive mode, the clutch is engaged, the electric machine is stopped and the engine is running, only the The engine transmits torque to an input shaft of the transmission.

More preferably, the control module can control the hybrid power system so that the hybrid power system realizes a parallel driving shift mode, wherein the torque of the engine is first transferred to the electric motor, and then the clutch is disconnected, only The electric motor transmits torque to the input shaft and the engine enters an idle control state, after the torque transmitted by the electric motor is reduced, the engaged synchromesh mechanism of the transmission is disengaged from the corresponding range gear and the The motor enters the speed control mode, and when the speed difference between the gear gear to be engaged and the synchromesh mechanism to be engaged of the transmission is within a predetermined range, the gear gear is engaged with the synchromesh mechanism, and then the engine torque gradually recover.

More preferably, the control module is capable of controlling the hybrid system to enable the hybrid system to realize a pure motor drive shift mode, wherein the engaged synchromesh mechanism of the transmission is activated after the torque transmitted by the electric motor is reduced. disengages from the corresponding range gear and the motor enters a speed control mode, and when the speed difference between the to-be-engaged range gear of the transmission and the on-coming synchromesh mechanism is within a predetermined range, the range gear and the The synchromesh mechanism engages.

More preferably, the control module is capable of controlling the hybrid power system so that the hybrid power system realizes a braking energy recovery mode, wherein the clutch is disconnected, the engine is in a stopped state, and the electric motor is in a running state. The input shaft or output shaft of the transmission transmits torque to the electric motor to charge the battery through the electric motor.

More preferably, the control module is capable of controlling the hybrid system so that the hybrid system implements an engine start mode during vehicle running, wherein the torque of the electric motor is gradually increased and the clutch is gradually engaged, and the electric motor Driven by the clutch, the torque of the clutch is gradually increased to increase the speed of the engine, and at the same time, the torque output by the motor via the transmission remains roughly constant. When the speed of the engine reaches a predetermined value, the The torque of the electric motor is gradually reduced, the clutch is disengaged and the engine is ignited, and after the speed of the engine exceeds a predetermined value of the speed of the input shaft of the transmission, the engine is reduced in speed by reducing the torque to communicate with the transmission The speed of the input shaft of the engine is matched to the speed of the input shaft, after which the clutch is gradually engaged, and after the clutch is fully engaged, the driver torque request is distributed between the engine and the electric machine.

More preferably, the control module is capable of controlling the hybrid system so that the hybrid system realizes the engine start mode when the vehicle is stationary, wherein the synchronous meshing mechanism of the transmission is disconnected from the corresponding gear gear so that the transmission In a neutral state, the clutch is engaged and the engine is started via the electric machine.

More preferably, the control module is capable of controlling the hybrid power system so that the hybrid power system realizes an idle charging mode, wherein the synchronous meshing mechanism of the transmission is disconnected from the corresponding gear gear so that the transmission is in neutral state, the clutch is engaged, the engine is in idle control state, the engine transmits torque to the input shaft of the transmission, and the electric machine is in the running state, the input shaft of the transmission transmits torque to the electric machine to pass through The electric motor charges the battery.

The present invention also provides a hybrid vehicle comprising the hybrid system described in any one of the above technical solutions.

By adopting the above technical solution, the present invention provides a novel hybrid power system and a hybrid vehicle. The hybrid power system integrates the motor and the transmission into one module, and the motor can selectively communicate with the input of the transmission through a multi-stage gear transmission mechanism. Shaft or output shaft drive coupling. In this way, the hybrid power system of the present invention has little change compared with the conventional power system structure, and the torque of the motor can change the torque output mode through the above-mentioned selective transmission coupling, thereby increasing the torque output mode of the motor.

Description of drawings

FIG. 1 is a schematic diagram showing a connection structure of a related art hybrid system.

Fig. 2a is a schematic diagram showing the connection structure of a hybrid power system according to an embodiment of the present invention; Fig. 2b is a diagram showing the driving force/torque of the hybrid power system in Fig. A schematic diagram of the transmission route, where the line with the arrow indicates the transmission route of the driving force/torque; Figure 2c is another transmission route showing the driving force/torque of the hybrid system in Figure 2a in the pure motor driving mode A schematic diagram of , where the line with the arrow indicates the transmission route of the driving force/torque.

Explanation of reference signs

ICE Engine EM Motor DM Differential

K10 Clutch S11 Input shaft S12 Output shaft S13 Intermediate shaft A11-A14 Synchronous meshing mechanism

DHT Motor Transmission Module AMT Automatic Transmission K0 Clutch S1 Input Shaft S2 Output Shaft S3 Reverse Gear Shaft A1-A4 Synchronous Mesh Mechanism G1-G16 Gears

Detailed ways

The specific technical solutions of the present invention will be described in detail below in conjunction with the accompanying drawings. It should be noted that, in the present invention, "transmission coupling" means that driving force/torque can be transmitted between two components.

(Structure of a hybrid system)

As shown in Fig. 2a, a hybrid power system according to an embodiment of the present invention includes a motor-transmission module DHT, an engine ICE and a differential DM.

In this embodiment, the motor-transmission module DHT includes an electric motor EM and an automatic transmission AMT integrated together.

The motor EM is selectively coupled with the input shaft S1 or the output shaft S2 of the automatic transmission AMT in a lateral manner. In the case that the electric motor EM is supplied with electric energy by a battery (not shown), the electric motor EM acts as an electric motor to transmit driving force/torque to the input shaft S1 or the output shaft S2 of the automatic transmission AMT. The power system adds a torque output mode of the electric motor EM; when the electric motor EM obtains the driving force/torque from the input shaft S1 or the output shaft S2 of the automatic transmission AMT, the electric motor EM acts as a generator to charge the battery.

The automatic transmission AMT includes a shift mechanism and a clutch K0. The shifting mechanism will be described in detail in the following content. Clutch K0 is not a double clutch, but a single conventional clutch with only one clutch unit. The clutch K0 can be a traditional clutch such as a dry clutch, and the structure of the clutch K0 will not be specifically described here. In addition, the input shaft S1 of the automatic transmission AMT is a solid shaft, and the clutch K0 is arranged on the input shaft S1.

In the present embodiment, the engine ICE is, for example, a four-cylinder engine. As shown in FIG. 1 , the engine ICE is drive-coupled to the input shaft S1 of the automatic transmission AMT via the clutch K0 of the automatic transmission AMT. When the clutch K0 is engaged, the transmission connection between the engine ICE and the input shaft S1 of the automatic transmission AMT is achieved; when the clutch K0 is disconnected, the transmission connection between the engine ICE and the input shaft S1 of the automatic transmission AMT is disconnected.

In this embodiment, the differential DM is drive-coupled to the output shafts S2 and S3 of the automatic transmission AMT for transmitting the driving force/torque from the automatic transmission AMT to the wheels of the vehicle. In this embodiment, the differential DM is not included in the motor-transmission module DHT, but the differential DM may be integrated into the motor-transmission module DHT (automatic transmission AMT) as needed.

The assembly structure of the hybrid system according to an embodiment of the present invention has been described above, and the specific structure of the automatic transmission AMT will be further described below.

In this embodiment, the shift mechanism of the automatic transmission AMT can realize five forward gears and one reverse gear. The automatic transmission AMT includes an input shaft S1 , an output shaft S2 , and a reverse shaft S3 arranged parallel to and spaced apart from each other. Further, the automatic transmission AMT also includes gear gears (gears G1-G5, G7-G11, G15) for forming gear pairs corresponding to each forward gear and reverse gear, synchronous meshing mechanisms A1-A4 and Gears G14 and G16 for transmitting driving force/torque to the differential DM.

In this embodiment, one synchromesh mechanism A1 is provided on the input shaft S1, two synchromesh mechanisms A2 and A3 are provided on the output shaft S2, and one synchromesh mechanism A4 is provided on the reverse shaft S3. Each synchromesh mechanism includes a synchronizer system and a gear actuator and corresponds to one or two range gears, respectively. Specifically, the synchromesh mechanism A1 corresponds to the gears G3 and G4; the synchromesh mechanism A2 corresponds to the gears G7 and G8; the synchromesh mechanism A3 corresponds to the gears G11 and G12 (wherein G12 is used as the second transmission gear instead of the gear); The synchromesh mechanism A4 corresponds to the gear G15.

Further, the gear G1 is fixed on the input shaft S1, the gear G7 is arranged on the output shaft S2 and the gear G1 and the gear G7 are always in meshing state to form a gear pair corresponding to the forward gear (first gear).

The gear G2 and the gear G1 are spaced apart from the input shaft S1, and the gear G8 and the gear G7 are spaced apart from the output shaft S2, and the gear G2 and the gear G8 are always in the meshing state, so as to form a gear corresponding to the forward gear (second gear) gear pair.

The gear G3 and the gear G2 are spaced apart from the input shaft S1, the gear G9 and the gear G8 are fixed on the output shaft S2 with a spaced apart distance, and the gear G3 and the gear G9 are always in meshing state, so as to form a gear corresponding to the forward gear (3rd gear) gear pair.

The gear G4 and the gear G3 are spaced apart from the input shaft S1, the gear G10 and the gear G9 are fixed on the output shaft S2 with a spaced apart distance, and the gear G4 and the gear G10 are always in meshing state, so as to form a gear corresponding to the forward gear (4th gear) gear pair.

The gear G5 and the gear G4 are spaced apart from the input shaft S1, the gear G11 and the gear G10 are spaced apart from the output shaft S2, and the gear G5 and the gear G11 are always in meshing state, so as to form a gear corresponding to the forward gear (5th gear) gear pair.

The gear G15 is arranged on the reverse gear shaft S3, and the gear G7 and the gear G15 are always in meshing state (the meshing relationship is shown by a dotted line in the figure), so as to form a gear pair corresponding to the reverse gear.

When the automatic transmission AMT is required to engage in gear, the synchronizer system and the gear actuator of the corresponding synchronous meshing mechanism act to realize the transmission connection between the gear pair corresponding to each gear and each shaft.

In addition, the gear G14, which is the output gear of the output shaft S2, is fixed on the output shaft S2 and is always in mesh with the outer ring gear of the differential DM (the meshing relationship is shown by a dotted line in the figure), so as to realize the connection between the output shaft S2 and the differential gear. The transmission connection between the transmissions DM. The gear G16, which is the output gear of the reverse gear shaft S3, is fixed to the reverse gear shaft S3 and is always in mesh with the outer ring gear of the differential DM (the meshing relationship is shown by a dotted line in the figure), so that the reverse gear shaft S3 and Transmission coupling between differentials DM.

Further, the output shaft of the motor EM is fixed with a gear G13 as the output gear of the motor. This gear G13 is always in mesh with the gear G12 which is arranged on the output shaft S2 and serves as the second transmission gear. The output shaft S2 is transmission-coupled or disconnected, so that the driving force/torque of the motor EM can be directly transmitted to the output shaft S2 via the gear G12. In addition, the gear G12 is always in mesh with the gear G6 which is fixed on the input shaft S1 and serves as the first transmission gear. Since G6 is fixed with the input shaft S1, the driving force/torque of the motor EM can be transmitted through the gear G12, the gear G6 Passed to input shaft S1. By adopting the above structure, the gear G12 and the gear G6 form a multi-stage gear transmission mechanism, and the driving force/torque of the motor EM can be directly output from the output shaft S2 (as shown in FIG. 2 b ) or via the multi-stage gear transmission mechanism. The stage gear transmission mechanism sequentially outputs through the input shaft S1 and the output shaft S2 (as shown in Figure 2c). Although the multi-stage gear transmission mechanism includes the gear G12 and the gear G6 in the above-mentioned embodiments, the present invention is not limited thereto, and more intermediate gears may be provided and these intermediate gears may not be provided on the input shaft S1 and the output shaft S2.

In this way, the automatic transmission AMT with the above structure has substantially the same structure as the conventional automatic transmission, so the above-mentioned automatic transmission AMT can be obtained by only making small changes to the conventional automatic transmission, which greatly reduces the cost.

Specifically, the transmission route of the driving force/torque of the hybrid system in the following pure motor driving mode will be described below with reference to FIG. 2b and FIG. 2c.

As shown in Figure 2b, the hybrid system is in the pure motor drive mode, the clutch K0 is disconnected, the engine ICE is in a stopped state and the electric motor EM is in a running state, and at the same time, the synchronous meshing mechanism A3 is engaged with the gear G12, so the gear G12 and the gear G13 The formed gear pair is capable of transmitting drive force/torque between the output shaft of the electric motor EM and the output shaft S2. In this case, the transmission route of driving force/torque is: motor EM→gear G13→gear G12→output shaft S2→gear G14→differential DM.

As shown in Figure 2b, the hybrid system is in the pure motor drive mode, the clutch K0 is disconnected, the engine ICE is in a stopped state and the electric motor EM is in a running state, and at the same time, the synchronous meshing mechanism A3 is disconnected from the gear G12 and the synchronous meshing mechanism A2 is connected to Gear G7 is engaged. In this case, the transmission route of driving force/torque is: motor EM→gear G13→gear G12→gear G6→input shaft S1→gear G1→gear G7→output shaft S2→gear G14→differential DM. It should be noted that, when the motor EM transmits the driving force/torque through the input shaft S1, it can not only transmit the driving force/torque through the gear pair composed of gears G1 and G7, but also can transmit the driving force/torque through the gears G2 and G8, gears G3 and G9, Gear pairs composed of gears G4 and G10, and gears G5 and G11 respectively transmit driving force/torque.

In this way, by adopting the above-mentioned assembly design of the hybrid power system, all the gears of the shifting mechanism of the automatic transmission AMT can be used for the electric motor EM and the engine ICE, increasing the gear ratio for electric motor drive.

The specific structure of the hybrid power system according to an embodiment of the present invention has been described above in detail, and the control method of the hybrid power system will be described below.

(Control method of the hybrid system)

The hybrid power system according to an embodiment of the present invention also includes a control module (not shown in the figure), which can control the hybrid power system so that the hybrid power system is in three basic operating modes, namely parallel drive mode, pure motor drive mode and pure engine drive mode.

When the hybrid system is in the parallel drive mode, the clutch K0 is engaged, the engine ICE and the motor EM are both running, the engine ICE transmits torque to the input shaft S1 of the automatic transmission AMT, and the motor EM transmits positive or negative torque to the input shaft S1.

Here, the positive torque and negative torque are relative to the torque transmitted from the engine ICE to the input shaft S1 of the automatic transmission AMT when the electric motor EM transmits torque to the input shaft S1 of the automatic transmission AMT together with the engine ICE as a motor for driving , what the motor EM transmits to the input shaft S1 of the automatic transmission AMT is positive torque; What is transmitted is a negative torque.

When the hybrid system is in the pure motor drive mode, the clutch K0 is disconnected, the engine ICE is in a stopped state and the motor EM is in a running state, and only the motor EM transmits torque to the input shaft S1 or output shaft S2 of the automatic transmission AMT. At this time, the electric motor EM is driven as an electric motor by transmitting torque to the input shaft S1 or the output shaft S2 of the automatic transmission AMT by supplying electric energy from the battery.

When the hybrid system is in the pure engine drive mode, the clutch K0 is engaged, the electric motor EM is in a stopped state and the engine ICE is in a running state, and only the engine ICE transmits torque to the input shaft S1 of the automatic transmission AMT. At this time, the working state of the hybrid power system is the same as that of the traditional gasoline power system.

Further, when the hybrid power system is shifting gears in the parallel driving mode, the control module can control the hybrid power system so that the hybrid power system realizes the following parallel driving gear shifting mode:

The torque of the engine is first transferred to the motor, that is, the motor provides the torque originally provided by the engine, and then the clutch K0 is disconnected, and the torque is transmitted to the input shaft S1 of the automatic transmission AMT only through the motor EM and the engine ICE enters the idle speed control state;

disengages the engaged synchromesh mechanism of the automatic transmission AMT from the corresponding range gear after the torque delivered by the electric machine EM is reduced and the electric machine EM enters a speed control mode; and

When the speed difference between the synchromesh mechanism to be engaged and the gear gear to be engaged of the automatic transmission AMT is within a predetermined range, the synchromesh mechanism is engaged with the gear, the engine torque is recovered, and finally the shifting is completed.

Further, when the hybrid power system shifts gears in the pure motor drive mode, the control module can control the hybrid power system so that the hybrid power system realizes the following pure motor drive shift mode:

disengages the engaged synchromesh mechanism of the automatic transmission AMT from the corresponding range gear after the torque delivered by the electric machine EM is reduced and the electric machine EM enters a speed control mode; and

When the speed difference between the synchromesh mechanism to be engaged and the shift gear to be engaged of the automatic transmission AMT is within a predetermined range, the synchromesh mechanism is engaged with the shift gear to finally complete shifting.

Further, the control module can also enable the hybrid power system to realize the following braking energy recovery mode. When the hybrid system is in the braking energy recovery mode, the clutch K0 is disconnected, the engine ICE is in a stopped state, and the motor EM is in a running state, and the input shaft S1 or output shaft S2 of the automatic transmission AMT transmits torque to the motor EM. At this time, part of the braking energy is transmitted to the input shaft S1 or output shaft S2 of the automatic transmission AMT through the differential DM, and finally to the electric motor EM, and the electric motor EM acts as a generator to charge the battery, thus recovering a part of the braking energy .

Further, when the hybrid power system performs engine ICE startup during vehicle running, the control module can control the hybrid power system so that the hybrid power system realizes the following engine start mode during vehicle running:

The torque of the electric motor EM is gradually increased and the clutch K0 is gradually engaged, driven by the electric motor EM, the torque of the clutch K0 is gradually increased to increase the speed of the engine ICE, while the torque transmitted by the electric motor EM via the automatic transmission AMT remains roughly constant ;

When the speed of the engine ICE reaches a predetermined value, the torque of the motor gradually decreases, the clutch K0 is disconnected and the engine ICE is ignited;

After the speed of the engine ICE exceeds the predetermined value of the speed of the input shaft S1 of the automatic transmission AMT after the engine ICE is running, the speed of the engine ICE is reduced to match the speed of the input shaft S1 of the automatic transmission AMT, for example, by reducing the torque, and the clutch K0 is gradually engaged; and

After the clutch K0 is fully engaged, the driver torque request is split between the engine ICE and the electric machine EM.

Further, the control module can control the hybrid power system so that the hybrid power system realizes the following engine start mode when the vehicle is stationary. Specifically, the synchromesh mechanism of the automatic transmission AMT is disconnected from the corresponding gear gear so that the automatic transmission AMT is in a neutral state; the clutch K0 is engaged and the engine ICE is started by the electric motor EM; Clutch K0 is engaged or disengaged.

Further, the control module can control the hybrid power system so that the hybrid power system realizes the following idling charging mode. Specifically, the synchromesh mechanism of the automatic transmission AMT is disconnected from the corresponding gear gear so that the automatic transmission AMT is in a neutral state, and the clutch K0 is engaged; the engine ICE is in an idle speed control state, and the engine ICE transmits to the input shaft S1 of the automatic transmission AMT. torque; and the motor EM is in the running state, the input shaft S1 of the automatic transmission AMT transmits torque to the motor EM, so that the motor EM acts as a generator to charge the battery.

It should also be noted that, for the transmission routes of the driving force/torque when the hybrid system is in different modes and/or the transmission is in different gears, those skilled in the art can use different modes and/or It is determined by which gear the transmission is in, and will not be described in more detail here.

In addition, the present invention also provides a hybrid vehicle, which includes the hybrid system with the above structure.

By adopting the above-mentioned technical solution, the efficiency of the assembly of the hybrid power system according to the present invention is improved due to the minimization of oil pressure loss, and compared with the prior art, the structure is simplified and the cost is greatly reduced, providing more Gear ratio for motor drive.

Claims (11)

1. A hybrid power system, characterized in that the hybrid power system comprises: A motor transmission module, the motor transmission module includes a motor and a transmission, and the motor can be selectively coupled with the input shaft or output shaft of the transmission through a multi-stage gear transmission mechanism; and An engine capable of driving coupling with an input shaft of the transmission via a clutch in the transmission. 2. The hybrid power system of claim 1, wherein: The multi-stage gear transmission mechanism includes a first transmission gear disposed on the input shaft and a second transmission gear disposed on the output shaft, the first transmission gear and the second transmission gear mesh with each other, the the second transmission gear and the motor output gear of the motor mesh with each other, and The first transmission gear is fixed to the input shaft, and the second transmission gear can be connected or disconnected from the output shaft through a synchronous meshing mechanism. 3. The hybrid system of claim 2, wherein: The transmission further includes a reverse gear shaft, the input shaft, the output shaft, and the reverse gear shaft are arranged spaced apart from each other, A plurality of gears and a plurality of synchronous meshing mechanisms of the transmission are respectively arranged on the input shaft, the output shaft and the reverse shaft, and the plurality of gears mesh with each other to form a gear corresponding to the transmission respectively. gear pairs of a plurality of gears, the plurality of synchronous meshing mechanisms can be engaged with corresponding gears to achieve gear shifting, and The transmission further includes a plurality of output gears, the plurality of output gears are respectively arranged on the output shaft and the reverse gear shaft, and the plurality of output gears are respectively connected to the differential transmission. 4. The hybrid power system according to any one of claims 1 to 3, characterized in that, the hybrid power system further comprises a control module capable of controlling the hybrid power system so that the hybrid power system Realize parallel drive mode, pure motor drive mode and/or pure engine drive mode, When the hybrid system is in the parallel drive mode, the clutch is engaged, the engine and the electric machine are running, the engine transmits torque to the input shaft of the transmission, and the electric machine transmits torque to the The input shaft transmits positive or negative torque, When the hybrid power system is in the pure motor driving mode, the clutch is disconnected, the engine is in a stopped state and the electric motor is in a running state, and only the electric motor supplies power to the input shaft of the transmission or the output the shaft transmits torque, and/or When the hybrid system is in the engine-only drive mode, the clutch is engaged, the electric machine is at rest and the engine is running, and only the engine transmits torque to the input shaft of the transmission. 5. The hybrid power system according to claim 4, wherein the control module is capable of controlling the hybrid power system so that the hybrid power system realizes a parallel driving shift mode, wherein the torque of the engine is handed over to the motor, Then the clutch is disengaged, only the motor transmits torque to the input shaft and the engine enters an idle speed control state, disengaging an engaged synchromesh mechanism of the transmission from a corresponding range gear after the torque delivered by the electric machine is reduced and the electric machine enters a speed control mode, and When the speed difference between the range gear to be engaged and the synchromesh mechanism to be engaged of the transmission is within a predetermined range, the range gear is engaged with the synchromesh mechanism. 6. The hybrid power system according to claim 4, wherein the control module is capable of controlling the hybrid power system so that the hybrid power system realizes a pure motor drive shift mode, wherein disengaging an engaged synchromesh mechanism of the transmission from a corresponding range gear after the torque delivered by the electric machine is reduced and the electric machine enters a speed control mode, and When the speed difference between the range gear to be engaged and the synchromesh mechanism to be engaged of the transmission is within a predetermined range, the range gear is engaged with the synchromesh mechanism. 7. The hybrid power system according to claim 4, wherein the control module is capable of controlling the hybrid power system so that the hybrid power system realizes a braking energy recovery mode, wherein The clutch is disconnected, the engine is in a stopped state, and the electric motor is in a running state. The input shaft or output shaft of the transmission transmits torque to the electric motor to charge the battery through the electric motor. 8. The hybrid power system according to claim 4, wherein the control module is capable of controlling the hybrid power system so that the hybrid power system realizes an engine start mode during vehicle running, wherein The torque of the motor is gradually increased and the clutch is gradually engaged, driven by the motor, the torque of the clutch is gradually increased to increase the speed of the engine, and at the same time, the motor is driven by the transmission The output torque remains roughly constant, When the speed of the engine reaches a predetermined value, the torque of the electric motor gradually decreases, and then the clutch is disengaged and the engine is ignited, after the speed of the engine exceeds the speed of the input shaft of the transmission by a predetermined value, the speed of the engine is reduced by reducing torque to match the speed of the input shaft of the transmission, after which the clutch is progressively engaged, and A driver torque request is split between the engine and the electric machine after the clutch is fully engaged. 9. The hybrid power system according to claim 4, wherein the control module is capable of controlling the hybrid power system so that the hybrid power system realizes an engine start mode when the vehicle is stationary, wherein The synchronous meshing mechanism of the transmission is disconnected from the corresponding shift gear so that the transmission is in a neutral state, the clutch is engaged and the engine is started by the electric motor. 10. The hybrid power system according to claim 4, wherein the control module is capable of controlling the hybrid power system so that the hybrid power system realizes an idle charging mode, wherein The synchronous meshing mechanism of the transmission is disconnected from the corresponding gear gear so that the transmission is in a neutral state, the clutch is engaged, the engine is under idle speed control, the engine transmits torque to the input shaft of the transmission, and The electric machine is in operation, and the input shaft of the transmission transmits torque to the electric machine to charge the battery through the electric machine. 11. A hybrid vehicle, characterized in that the hybrid vehicle comprises the hybrid system according to any one of claims 1-10.