CN1250409C - Parallel double power unit compound power system - Google Patents

Abstract

A parallel double-power-unit composite power system. In order to provide a low cost, small, make two kinds of power sources can both be independent output and smooth and link up the engineering part of the synthetic power, suitable for the microminiature vehicle, propose the invention, it includes the first power unit with drive shaft, output shaft driven by the first power unit, connect between drive shaft and output shaft in order to transmit the drive shaft power to the belt speed change gear of the output shaft and fix to drive shaft/output shaft in order to control clutch and motor of the first power unit; the motor set is arranged on the output shaft and can be in an idle state/motor mode/generator mode.

Description

Parallel double power unit compound power system

technical field

The invention belongs to engineering components, in particular to a compound power system with parallel double power units.

Background technique

Traditional vehicles use an internal combustion engine as a power source, and the power is transmitted to the wheels through a transmission box to drive the vehicle forward. Since internal combustion engines use fuel to generate power, they pollute the air with toxic exhaust gases. For the purpose of environmental protection, electric vehicles are disclosed. This kind of electric vehicle no longer uses an internal combustion engine as power, but uses a battery-driven motor as a power source, that is, the electric power of the battery is converted by the motor to generate mechanical power, and then the wheels are driven through the transmission box. However, electric vehicles are limited by the insufficient power energy that can be stored in batteries, so that the cruising distance of electric vehicles is too short to meet the needs of most drivers. Therefore, the commercialization of electric vehicles is limited. Accordingly, a hybrid vehicle is disclosed. This kind of hybrid power vehicle uses the transmission mechanism to skillfully combine the internal combustion engine and the electric motor to form a special power output function. Different transmission mechanisms will be combined into different composite power systems, thus producing different output functions. Its main purpose is to cooperate with the special torque characteristics and efficiency characteristics of the internal combustion engine and the electric motor. Through the combination of power generated by the transmission mechanism, the combined power can make the internal combustion engine and the electric motor run at the highest efficiency state, or match different use environments. For example, when going uphill, downhill, idling at a stop, or rapid acceleration, the two powers are ordered to produce the best combination to achieve the most energy-saving, maximum output, or minimum exhaust pollution emissions.

Because the transmission mechanism has many different types, it can be combined into many kinds of compound power systems with different structures and different functions. Most current hybrid powertrain creations are for four-wheel vehicle use. Because the world's major automobile factories are very competitive in creating new composite power systems, there are already hundreds of composite power systems with different mechanism combinations.

However, in the field of vehicles with sub-miniature engines as the main power, such as miniature two-wheel locomotives or miniature four-wheel shuttles, due to their narrow space and low product prices, it is difficult to design an appropriate transmission mechanism to achieve The effect of compound power system, therefore, the existing compound power system in the world seldom supplies micro-miniature vehicle to use. Even if some research products are known, such as the transmission mechanism of the hybrid power system created by Japan's Honda Company for micro-small vehicle applications, its mechanism combination can only produce a small range of hybrid power system effects.

In addition, some commonly used patents for hybrid power systems use the power of the internal combustion engine and the electric motor as the power input of the sun gear and planetary gear of the planetary gear system, and use the ring gear connected to the wheel hub as the power output. Connection method, since the internal combustion engine does not have a torque converter or similar torque transmission mechanism, when the internal combustion engine speed changes greatly or the speed is unstable, the two powers cannot be smoothly connected, and when the internal combustion engine is idling, the power cannot be transmitted. Partition, so this mechanism is not practical.

Contents of the invention

The purpose of the present invention is to provide a parallel double power unit compound power system suitable for miniature vehicles, which is low in cost, small in size, enables two power sources to output power independently and smoothly connect and synthesize power, and is suitable for miniature vehicles.

The present invention includes a first power unit with a drive shaft, an output shaft driven by the first power unit, a belt speed change mechanism connected between the drive shaft and the output shaft to transmit power from the drive shaft to the output shaft, and a belt speed change mechanism arranged on the drive shaft/ The output shaft is used to control the clutch and the motor of the first power unit; the motor unit is arranged on the output shaft, and can be in an idling state/motor mode/generator mode.

in:

The belt speed change mechanism includes a driving pulley assembled on the drive shaft, a driven pulley assembled on the output shaft, and a belt sleeved between the driving pulley and the driven pulley; the driving pulley includes two conical discs and two control cones. Several centrifugal rollers with spacing between the shaped discs; the driven pulley includes two conical discs and a torsion cam and a return spring for controlling the spacing between the two conical discs under different torsion states.

The first power unit is an internal combustion engine, which is provided with a starter for starting the first power unit and a generator driven by the first power unit to generate electricity as a running timing signal/speed signal of the first power unit.

The clutch includes a fixed seat fixedly combined with the drive shaft/output shaft, several centrifugal blocks movably connected to the fixed seat, and several springs connected between the centrifugal block and the fixed seat.

The motor is connected to a battery that powers it.

The output shaft is connected to the drive shaft through the speed change mechanism alone/connected to the motor alone/connected to the motor and the drive shaft through the speed change mechanism at the same time.

The battery is a rechargeable battery charged by the electric motor in generator mode.

The belt is a V-belt.

The end of the output shaft is provided with a sprocket for outputting the power of the output shaft through a chain.

The end of the output shaft is equipped with a speed change gear and a differential gear connected with the speed change gear to output the power from the two drive shafts.

Since the present invention includes a first power unit having a drive shaft, an output shaft driven by the first power unit, a belt speed change mechanism connected between the drive shaft and the output shaft to transmit power from the drive shaft to the output shaft, and a belt speed change mechanism arranged on the drive shaft /on the output shaft to control the clutch and the motor of the first power unit; the motor unit is set on the output shaft, and can be in an idling state/motor mode/generator mode. The present invention will connect the first power unit of the internal combustion engine and the two kinds of power of the electric motor through a belt transmission system, so that the two powers can be connected smoothly, and through the manipulation of the controller, the idle speed of the first power unit of the parallel compound power system can be achieved. or turn off the engine, and the motor is in an idling state; the first power unit and the motor drive the vehicle forward in the motor mode; the first power unit idles or turns off, and the motor drives the vehicle backward in the motor mode; the first power unit After the belt transmission system shifts the speed, the vehicle is driven forward, and the motor is in an idling state; the first power unit rotates forward, and after the power is shifted by the belt transmission system, the vehicle is driven forward, and the motor becomes a generator load state; the first power unit rotates forward, and the power passes through After the belt speed change system shifts the speed, the vehicle is driven forward, the motor turns forward in the motor mode, and uses power to assist the internal combustion engine to do work; the first power unit is idle or turned off, and the motor is in a generator load state to absorb the inertial force or braking force of the vehicle. The idling speed of the first power unit is increased, the motor is in an idling state, and the auxiliary generator of the internal combustion engine is used to generate electricity, so that the vehicle can still generate electricity when the vehicle is parked. The combination of optimized parts and components into a composite power system reduces the cost; and allows the designer to more flexibly match the first power unit and motor with different power specifications, so that the present invention can be more widely used in different conditions of use It is suitable for two-wheeled vehicles and vehicles with more than two wheels, which greatly increases the application range of products. Not only the cost is low and the volume is small, but also the two power sources can output power independently and can smoothly connect and synthesize power, which is suitable for miniature vehicles, thereby achieving the purpose of the present invention.

Description of drawings

Fig. 1 is a structural schematic diagram of the present invention.

Fig. 2 is a schematic diagram of the structure of the present invention (sprocket wheels are assembled at the end of the output shaft).

Fig. 3 is a structural schematic diagram of the present invention (the motor is an outer rotor motor).

Fig. 4 is a schematic diagram of the structure of the present invention (the end of the output shaft is provided with a differential group).

Detailed ways

As shown in FIG. 1 , the present invention includes a first power unit 10 , a transmission box 20 , a V-belt transmission mechanism 30 , an output shaft 40 , a motor 50 , a clutch 60 and a battery 70 .

The power system of the first power unit 10 can drive the drive shaft 21 to rotate through the inside of the transmission box 20, and the drive shaft 21 is connected to and drives the V-belt speed change mechanism 30 to drive the output shaft 40 to rotate through the V-belt speed change mechanism 30, and then The output shaft 40 outputs power to drive the driving wheels of the vehicle through the transmission system, thereby making the vehicle move forward.

The first power unit 10 can be of any form, such as a power unit of an internal combustion engine.

The transmission case 20 is a crank mechanism on which a starter 22 and a generator 23 are arranged. The starter 22 can start the first power unit 10 manually or electrically, so that the first power unit 10 which is an internal combustion engine starts to run. The generator 23 can be driven by the first power unit 10 to generate current as a small supplementary current, and the current phase signal when the generator 23 is running is used as the timing signal for the ignition system of the first power unit 10 .

The V-belt transmission mechanism 30 includes a drive pulley 31 assembled on the drive shaft 21, a driven pulley 32 assembled on the output shaft 40, and a V-belt 33 sleeved between the drive pulley 31 and the driven pulley 32. . The driving pulley 31 drives the driven pulley 32 via a V-belt 33 .

The driving pulley 31 is composed of a left conical disc 312 and a right conical disc 311 that can slide axially along the drive shaft 21 . The drive shaft 21 is provided with a baffle 34 outside the sliding right conical disk 311 , and a plurality of centrifugal rollers 35 are provided between the right conical disk 311 and the baffle 34 .

The right conical disk 311 is provided with several inclined slide grooves for accommodating several rollers 35 . When the driving pulley 31 rotates, some rollers 35 are subject to centrifugal force, which can produce outward displacement along the radial direction of the right conical disk 311 of the driving pulley 31, and when some rollers 35 are displaced outwards, one side is blocked. Plate 34 is blocked, and the other side produces pressure against the chute of the right conical disk 311, pushing the right conical disk 311 to produce axial displacement, therefore, making the right and left conical disks 311, 312 between Gap changes.

The driven pulley 32 is also composed of a left conical disk 322 and a right conical disk 321 that can slide axially along the output shaft 40 . A torsion cam 36 and a return spring 37 are arranged between the right conical disk 321 and the output shaft 40, so that the right conical disk 321 can be axially displaced to different positions along the output shaft 40 under different torsion states, so that The spacing between the left and right conical disks 322, 321 changes.

By the control of the centrifugal roller 35 and the torque cam 36, the distance between the left and right conical disks 312, 311 of the drive pulley 31 and the distance between the left and right conical disks 322, 321 of the driven pulley 32 can be made The distance between them varies with the rotational speed of the first power unit 10 and the torsion state of the vehicle. And the outside surface of V-shaped belt 33 is the inclined surface matched with the left and right conical disks 312,311 of driving pulley 31 and the left and right conical disks 322,321 of driven pulley 32, therefore, when driving pulley 31 When the spacing between the left and right conical disks 312, 311 and the left and right conical disks 322, 321 of the driven pulley 32 changes, the V-shaped belt 33 fits in the diameter position of the driving pulley 31 and the driven pulley 32. Change accordingly, therefore, make driving pulley 31, driven pulley 32 can produce different speed reduction ratios, thereby reach to make V-belt speed change mechanism 30 produce different speed reduction ratios, to cooperate as the first power unit 10 running state of internal combustion engine Torque state traveling with the vehicle.

In addition, the V-belt transmission mechanism 30 has a clutch 60 provided on the drive shaft 21 or on the output shaft 40 . As shown in FIG. 1 , the clutch 60 is disposed between the left conical disc 312 of the drive pulley 31 and the drive shaft 21 . The outer surface of the left conical disk 312 is provided with an annular friction surface. The clutch 60 includes a fixed seat 61 fixedly combined with the drive shaft 21 , several centrifugal blocks 62 movably connected to the fixed seat 61 , and several springs 63 connected between the centrifugal blocks 62 and the fixed seat 61 . Several centrifugal blocks 62 are located inside the friction surface of the left conical disk 312 . When the first power unit 10 of the internal combustion engine reaches a certain speed, several centrifugal blocks 62 are thrown outwards by the centrifugal force, so as to press against the friction surface of the left conical disk 312. The friction torque between the friction surfaces of the shaped disc 312 transmits the power on the drive shaft 21 to the drive pulley 31. That is, by means of the clutch 60, it can be controlled that when the rotational speed of the drive shaft 21 is lower than a certain value, its power will not be transmitted to the drive pulley 31; The power of the drive shaft 21 will be transmitted to the drive pulley 31 only when the 312 friction surfaces meet the degree of fit.

In the present invention, the output shaft 40 is connected to the motor 50, and the motor 50 is connected to the battery 70 which is a rechargeable battery. The motor 50 can be operated by the electric power of the battery 70 to be a motor mode to generate power to directly drive the output shaft 40; Driven by the output shaft 40 , it can be in generator mode to charge the battery 70 .

The output shaft 40 can be driven by the V-belt speed change mechanism 30; it can also be driven by the motor 50 in the motor mode; it can also be driven by the V-belt speed change mechanism 30 and the motor 50 in the motor mode simultaneously; in order to produce different power combinations, so as to achieve The purpose of using the compound power of the first power unit 10 and the motor 50 in the motor mode as the power source of the vehicle.

As shown in Fig. 2, the present invention is applied to the transmission of two-wheeled vehicles. A sprocket 80 is set at the end of the output shaft 40, and the power of the output shaft 40 is output through the chain 81, so as to drive the driving wheels of the vehicle to rotate.

As shown in Fig. 3, the present invention is applied to the transmission of two-wheeled vehicles. The motor 50A is an external rotor motor, and the motor 50A has a stator 51A, a rotor 52A and a wheel hub 53A fixed on the end of the output shaft 40 . The hub 53A is driven to rotate by the output shaft 40 . The rotor 52A is disc-shaped and is fixedly combined with the output shaft 40 or the hub 53A, so it can drive the output shaft 40 or the hub 53A to rotate. The stator 51A is fixed and located in the space between the output shaft 40 and the rotor 52A, sleeved on the output shaft 40 and separated from the output shaft 40 . The stator 51A has several coil groups 54A, and when the several coil groups 54A are energized, a magnetic field can be generated. The inner side of the rotor 52A has an electromagnet ring 55A surrounding the outer circumference of the coil set 54A. The electromagnet ring 55A interacts with the magnetic field of the coil set 54A to drive the rotor 52 to rotate, thereby driving the output shaft 40 or the hub 53A to rotate. Because the motor 50A is an external rotor motor, it is particularly suitable for power transmission of light electric vehicles.

As shown in FIG. 4, the present invention is applied to a light four-wheel vehicle. It is a speed change gear 90 and a differential gear set 91 connected with the speed change gear 90 at the end of the output shaft 40 . The output shaft 40 drives the differential gear 91 through the transmission gear 90, so that the power is output by the two transmission shafts 92 of the differential gear 91, and drives the left and right wheels of the vehicle through the two transmission shafts 92 respectively.

With the combination of the above mechanisms, the advantage is that since the V-belt speed change mechanism 30 has an excellent torque conversion function, it can smoothly absorb changes in torsional loads and sharp changes in rotational speed without causing speed shocks. An excellent type of torque converter, the present invention utilizes this characteristic, uses the first power unit 10 drive shaft 21 of the double power unit as the pivot of the drive pulley 31, and uses the output shaft 40 of the motor 50 as the slave The pivot shaft of the movable pulley 32 is directly driven by the motor 50 in the motor mode to synthesize the two powers into one power, and the motor 50 in the motor mode is connected to the first power of the internal combustion engine by the V-belt speed change mechanism 30 The power of the unit 10 is connected so that the power connection of the two power units is very smooth, and the controller and the common components of the general controller are used, such as the vehicle speed sensor, the rotational speed sensor, the throttle controller, etc., that can control the two Each power unit is controlled separately to achieve the maximum effect of the compound power system.

The control logic and mechanism operation principle of the whole system are explained as follows:

(1) When the vehicle stops normally:

When the vehicle stops, but the first power unit 10 of the internal combustion engine will keep idling, because the clutch 60 has the function of limiting a certain minimum output speed, the power of the first power unit 10 will not be transmitted to the output shaft 40, therefore, The first power unit 10 can run smoothly at a certain speed without affecting the parking state of the vehicle, and this limited speed value can be changed by the design weight of the centrifugal block 62, so it can be adjusted according to different vehicle product requirements. Designed as the minimum output speed of the internal combustion engine of the first power unit 10; in addition, the motor 50 can be switched to the no-load state through the controller circuit control, and does not generate power, so it will not affect the stop state of the vehicle.

(2) When the vehicle starts:

When starting, the speed of the vehicle is very slow, if the vehicle is driven by the power of the first power unit 10 of the internal combustion engine, its work efficiency will be very low; while the motor 50 in motor mode can still generate high speed at low speeds. Torque output; therefore, the present invention keeps the first power unit 10 in a stopped or idling state through the controller, and the motor 50 is rotated forward in the motor mode to generate torque, which directly drives the output shaft 40 or decelerates through the gear box The vehicle is rear driven, and the torque of the motor 50 in the motor mode is maintained to slowly accelerate the vehicle.

(3) When reversing:

For vehicles with more than three wheels, there is often a demand for reversing. When reversing, the required vehicle speed is very slow, so the first power unit 10 is still kept in a stopped or idling state at this time, and the motor 50 is reversed in the motor mode to drive the vehicle to reverse, without the design of a reverse gear mechanism.

(4) When traveling at medium and high speeds:

When the motor 50 in motor mode drives the vehicle to start and accelerate to a certain speed and additional power is needed to increase the speed, if the first power unit 10 of the internal combustion engine is in the flameout state, it will be controlled by the controller to start the first power unit with the starter. The unit 10 is ignited, and its rotating speed is rapidly increased, so that it reaches above a certain design rotating speed. Through the action of the V-belt transmission mechanism 30 and the clutch 60, the power of the first power unit 10 of the internal combustion engine will be transmitted to the output shaft 40. Connect with the power of the motor 50 in the motor mode, then the motor 50 in the motor mode can be kept running, or the motor 50 can be switched from the motor mode to an idling state without power consumption, and it can be used as the first power unit 10 of the internal combustion engine Accelerate and maintain operation in the most efficient work zone.

(5) When traveling at medium and high speeds and generating electricity:

When the first power unit 10 of the internal combustion engine is used to drive the vehicle to cruise forward, if the control system detects that the battery 70 has insufficient storage capacity, it can immediately switch the motor 50 from the motor mode to the generator mode, and the first power unit 10 The work is increased. At this time, the motor 50 is in the generator mode, and the current is charged to the battery 70 through the controller to fully charge the battery 70 . Due to the excellent torque variation function of the V-belt speed change mechanism 30, there will be no speed impact phenomenon when the motor 50 is switched to the generator mode to become a power generation load, and the controller can control the power generation load of the motor 50 in the generator mode, And synchronously promote the work of the first power unit 10 of the internal combustion engine, so that the driver will not feel the abnormal changes of the vehicle.

(6) When accelerating rapidly:

When the vehicle starts, if the operator suddenly accelerates the accelerator and wants to quickly reach a certain speed, or when the first power unit 10 of the internal combustion engine is used to drive the vehicle to cruise forward, if the road conditions require rapid acceleration, or any need for greater power situation, and this power makes the first power unit 10 state exceed its maximum efficiency working area, then the motor 50 can be switched to a motor immediately because the motor 50 in motor mode keeps the same output power as the first power unit 10, That is, the output shaft 40 is synchronous, so the power of the motor 50 in the motor mode can be smoothly combined with the power of the first power unit 10 which is an internal combustion engine, and no power impact will be generated to affect drivability.

(7) Brake energy recharge power generation:

When the vehicle is about to brake or go downhill, the controller immediately switches the motor 50 to generator mode, and uses the magnetic field of the electromagnetic coil to increase the power generation load to absorb the inertial force or braking energy of the vehicle, and generate recycled current for charging battery 70. If the power generation load cannot be increased when the battery 70 is fully charged, the mechanical brake still has the braking function.

(8) When traveling at low speed:

When the vehicle speed drops below a certain design speed, if the driver does not slam the accelerator, that is, it is not in a high-load state, the controller will immediately switch the motor 50 to the electric motor mode to drive the vehicle, and at the same time it will be the first power unit of the internal combustion engine. 10 Turn off the flame to avoid running at low efficiency.

(9) Parking while moving:

When the vehicle stops due to red light control, or temporarily stops at any time, the first power unit 10 of the internal combustion engine is immediately turned off and does not run, so as to reduce energy loss and pollution emissions during general idling; at this time, the motor 50 is in the motor mode and is ready to start while driving the vehicle.

(10) Power generation during low-speed travel:

When the speed of the vehicle is very low, the first power unit 10 of the internal combustion engine is turned off, and the vehicle is driven by the motor 50 in the motor mode. If the controller feels that the battery 70 is insufficient, it will display the battery 70 to let the driver know. , and the driver decides whether to charge automatically or manually; if charging is required, the controller controls the electric starter 22 to start the first power unit 10 as an internal combustion engine, and increases its speed so that the output shaft 40 speed reaches the same vehicle speed At the same time, the motor 50 is switched to the generator mode synchronously. The load of the first power unit 10 can not only maintain the required vehicle speed, but also make the motor 50 in the generator mode generate electricity and charge it into the battery 70 until the battery 70 exceeds a certain design value. , the hybrid power system automatically switches back to the low-speed driving state to reduce pollution emissions.

(11) Power generation during normal parking:

When the vehicle is completely stopped, if the battery 70 is insufficient, the controller can display the battery 70, and the driver manually controls whether to charge or not, and the driver decides whether to allow the first power unit 10 of the internal combustion engine to run according to the surrounding environment. Power generation; if charging, then start the first power unit 10, and maintain a higher idle speed, at this time, the clutch 60 does not act, and the motor 50 is in an idling state, so that the first power unit 10 of the internal combustion engine uses a higher idle speed The rotating speed drives the auxiliary generator 23 to generate a small amount of electricity for emergency charging of the battery 70 . If necessary, the vehicle can be equipped with a toxic gas sensor as a safety device. When the concentration of the ambient exhaust gas is higher than a certain safety value, the controller can immediately turn off the first power unit 10 . In addition, the vehicle can also be equipped with an external charging line for external charging.

(12) Start the internal combustion engine when the battery is dead:

When the vehicle stops completely and the battery 70 is completely exhausted, the first power unit 10 of the internal combustion engine also stops completely and cannot be started with the electric starter 22. At this time, the first power unit 10 can be started manually, such as with a pedal. After the mechanism starts it, the controller automatically controls to increase the idle speed of the first power unit 10 to make the auxiliary generator 23 generate electricity and charge the battery 70 . If at this time, the driver intends to move forward with the accelerator pedal, he will accelerate the vehicle to exceed the idle speed, drive the vehicle forward, and drive the motor 50 in generator mode to send a large current to charge the battery 70 until the battery 70 has a power exceeding a certain design. value, the hybrid power system will switch back to the medium-to-high speed driving or rapid acceleration state depending on the vehicle speed and accelerator load state.

As mentioned above, with a variety of operation modes, the present invention can be adapted to various vehicle driving conditions, and the best power changes can be made, so as to save energy, reduce air pollution emissions, have good driving control performance when starting and accelerating, and stop while driving And the benefits of being quiet at low speeds and not emitting exhaust gas. In addition, the invention has a simple structure and can use mature commercialized parts for modular combination, and the four-wheel vehicle does not need a reverse gear mechanism design, so the cost can be greatly reduced , the possibility of commercialization increases; and it can be applied to two-wheel vehicles and four-wheel vehicles, and has high practicability.

Claims (10)

1. A parallel double power unit compound power system, which includes a first power unit with a drive shaft, an output shaft driven by the first power unit, connected between the drive shaft and the output shaft to transmit the power of the drive shaft to The belt transmission mechanism of the output shaft and the clutch arranged on the drive shaft/output shaft to control the first power unit; it is characterized in that the output shaft is equipped with a motor that can be in an idle state/motor mode/generator mode. 2. The parallel dual power unit compound power system according to claim 1, characterized in that the belt transmission mechanism includes a driving pulley assembled on the drive shaft, a driven pulley assembled on the output shaft and a sleeve The belt between the driving pulley and the driven pulley; the driving pulley includes two conical discs and several centrifugal rollers that control the distance between the two conical discs; the driven pulley includes two conical discs and controls the distance between the two conical discs Torsion cams and return springs spaced apart under different torsion states. 3. The parallel dual power unit compound power system according to claim 1, characterized in that the first power unit is an internal combustion engine, on which there is a starter for starting the first power unit and powered by the first power unit. The generator is driven by the unit to generate electricity as the timing signal/rotational speed signal of the first power unit. 4. The parallel dual power unit compound power system according to claim 1, characterized in that the clutch includes a fixed seat fixedly combined with the drive shaft/output shaft, several centrifugal blocks movably connected to the fixed seat and connecting A number of springs between the centrifugal block and the fixed seat. 5. The parallel dual power unit compound power system according to claim 1, characterized in that the motor is connected to a battery that supplies power to it. 6. The parallel dual power unit compound power system according to claim 1, characterized in that the output shaft is connected to the drive shaft through the speed change mechanism alone/connected to the motor alone/simultaneously with the motor and the drive shaft through the speed change mechanism connect. 7. The parallel dual power unit compound power system according to claim 1 or 5, characterized in that said battery is a rechargeable battery charged by a motor in generator mode. 8. The parallel dual power unit compound power system according to claim 1 or 2, characterized in that the belt is a V-shaped belt. 9. The parallel dual power unit compound power system according to claim 1, characterized in that the end of the output shaft is assembled with a sprocket for outputting the power of the output shaft through a chain. 10. The parallel dual power unit compound power system according to claim 1, characterized in that the end of the output shaft is equipped with a speed change gear and a differential gear connected with the speed change gear to output power from the two transmission shafts.

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