Longitudinal front two-gear hybrid drive system, vehicle and control method of vehicle

Abstract

The application provides a longitudinal front-drive two-gear hybrid power driving system, a vehicle and a control method of the vehicle. The system comprises a driving motor, an engine, a generator, an intermediate shaft, and a differential. The driving motor has a driving motor shaft; the engine has an engine shaft; the generator has a generator shaft; the intermediate shaft is connected with the driving motor shaft, the differential and the engine shaft through a first gear assembly. The application sets the intermediate shaft between the driving motor shaft and the engine shaft, and sets the engine shaft between the generator shafts. The intermediate shaft is connected with the driving motor shaft, the differential and the engine shaft through the first gear assembly, and the engine shaft is connected with the engine shaft through a second gear assembly, so that the four-axle parallel arrangement of the series-parallel hybrid configuration is adopted, the radial structure is compact, the space size is small, the vehicle driving axle function is integrated, the whole vehicle realizes the longitudinal front-drive, and the whole vehicle can realize all the hybrid working modes, and the advantages of the system configuration are fully exerted.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and more specifically, to a longitudinally mounted front-wheel-drive two-speed hybrid drive system, a vehicle, and a vehicle control method. Background Technology

[0002] With the advancement of vehicle electrification, major domestic and international OEMs are increasing their hybrid vehicle offerings. Dual-motor hybrid systems, with their ultra-low fuel consumption and near-electric vehicle driving experience, are gradually gaining favor among OEMs. In the past two years, in addition to foreign automakers such as Toyota and Honda, domestic OEMs such as BYD, FAW, Great Wall, and Geely have all launched their own dual-motor hybrid system products and are currently conducting pre-research on next-generation products. Their dual-motor hybrid systems possess the following characteristics:

[0003] Apart from Toyota's THS system, which uses a power-split configuration, most other products adopt a series-parallel hybrid configuration. Power-split configurations, such as Toyota's THS system, use a planetary gear set to couple multiple power sources. This structure is complex and costly, and it cannot achieve complete decoupling between the engine and electric motor. Furthermore, the large number of gear pairs engaged simultaneously results in poor overall fuel economy. Series-parallel hybrid configurations, such as Honda's IMMD system, can achieve complete decoupling between the engine and electric motor. However, because the generator is connected to the engine via a constant-mesh gear, the generator can only generate electricity. Even in PHEV models, with sufficient battery power, it cannot work with the drive motor to output torque to the wheels, thus limiting its power output capability.

[0004] All models are transversely mounted and are equipped with their own transversely mounted models. Due to their larger radial dimensions, they cannot be equipped with longitudinally mounted models.

[0005] In addition, some OEMs use a single-motor P2 configuration longitudinal rear-wheel drive hybrid system, in which the output power is transmitted to the rear axle through a driveshaft. Because of the presence of the driveshaft, the storage space for the battery in the middle of the vehicle equipped with this system is extremely limited, which will greatly reduce the pure electric range of the longitudinal rear-wheel drive model. Summary of the Invention

[0006] The main objective of this invention is to provide a longitudinally mounted front-wheel-drive two-speed hybrid drive system, a vehicle, and a vehicle control method to solve the problem in the prior art that vehicles cannot simultaneously achieve both the direct-drive economy of the engine at high speeds and the parallel-drive power performance at low speeds.

[0007] To achieve the above objectives, according to one aspect of the present invention, a longitudinally mounted front-wheel drive two-speed hybrid drive system is provided, comprising: a drive motor having a drive motor shaft; an engine having an engine shaft; a generator having a generator shaft; an intermediate shaft located between the drive motor shaft and the engine shaft, and the engine shaft located between the intermediate shaft (3) and the generator shaft; wherein the intermediate shaft is connected to the drive motor shaft, the differential, and the engine shaft via a first gear assembly, the engine shaft is connected to the engine shaft via a second gear assembly, and the drive motor shaft, the intermediate shaft, the engine shaft, and the generator shaft are arranged parallel to each other.

[0008] Further, the first gear assembly includes: a drive motor gear, which is sleeved on the drive motor shaft; a first intermediate shaft gear, which is sleeved on the intermediate shaft and located on one side of the drive motor; a second intermediate shaft gear, which is sleeved on the intermediate shaft and located on the side of the differential's drive gear, and is configured to cooperate with the drive gear; and a third intermediate shaft gear, which is sleeved on the intermediate shaft and located outside the second intermediate shaft gear, and is configured to cooperate with the drive motor gear, wherein a synchronizer is provided between the first intermediate shaft gear and the second intermediate shaft gear.

[0009] Furthermore, the first gear assembly also includes: an engine shaft first gear, which is sleeved on the engine shaft and located on one side of the generator, and is configured to cooperate with an intermediate shaft first gear; an engine shaft second gear, which is sleeved on the engine shaft and is configured to cooperate with an intermediate shaft second gear; and a dual clutch is provided between the engine shaft first gear and the engine shaft second gear, which can selectively cooperate with either the engine shaft first gear or the engine shaft second gear.

[0010] Furthermore, the second gear assembly includes: a generator shaft first gear, which is fixed on the generator shaft and is configured to cooperate with the engine shaft first gear; and a generator shaft second gear, which is sleeved on the generator shaft and is configured to cooperate with the engine shaft second gear. A normally closed clutch is provided between the generator shaft first gear and the generator shaft second gear, which is sleeved on the generator shaft. The driving element of the normally closed clutch is connected to the generator shaft first gear, and the driven element of the normally closed clutch is connected to the generator shaft second gear.

[0011] According to another aspect of the present invention, a vehicle is provided, including a longitudinally mounted front-wheel drive two-speed hybrid drive system, wherein the longitudinally mounted front-wheel drive two-speed hybrid drive system is the longitudinally mounted front-wheel drive two-speed hybrid drive system of the above embodiment.

[0012] According to another aspect of the present invention, a vehicle control method is provided. The control method is used to control the vehicle of the above embodiment. The method includes the following steps: receiving a control command, the control command being used to control the vehicle to execute a preset mode, wherein the preset mode includes at least one of the following: idle speed power generation mode, parking start mode, pure electric drive mode, series drive mode, engine direct drive mode, drive motor and engine parallel drive mode, drive motor and generator parallel drive mode, and brake energy recovery mode.

[0013] Furthermore, controlling the vehicle to execute the idle power generation mode includes: controlling the normally closed clutch to be engaged, controlling the dual clutch to engage with the first gear on the engine shaft, controlling the synchronizer to disengage, controlling the drive motor to stop working, and controlling the engine and generator to work. The driving force output by the engine is transmitted to the generator shaft via a fourth power transmission path, which sequentially passes through the dual clutch, the second gear on the engine shaft, the second gear on the generator shaft, the normally closed clutch, the first gear on the generator shaft, and the generator shaft. Controlling the vehicle to execute the parking start mode includes: controlling the normally closed clutch to be engaged, controlling the dual clutch to engage with the first gear on the engine shaft, controlling the synchronizer to disengage, controlling the drive motor to stop working, and controlling the generator to start. The driving force of the generator is transmitted to the engine shaft in the opposite direction along the fourth power transmission path.

[0014] Furthermore, controlling the vehicle to execute a pure electric drive mode includes: controlling the engine and generator to stop working, controlling the dual clutch and synchronizer to disengage, and starting the drive motor to operate.

[0015] Furthermore, controlling the vehicle to execute a series drive mode includes controlling the vehicle to execute a first series drive mode and a second series drive mode. Controlling the vehicle to execute the first series drive mode includes: controlling the dual clutch to engage with the first gear on the engine shaft, controlling the synchronizer to be disengaged, and controlling the engine, generator, and drive motor to be in an operating state. In this mode, the driving force output by the engine drives the rotor of the generator to rotate via a third power transmission route. Controlling the vehicle to execute the second series drive mode includes: controlling the normally closed clutch to be engaged, controlling the dual clutch to engage with the second gear on the engine shaft, controlling the synchronizer to be disengaged, and controlling the engine, generator, and drive motor to be in an operating state. In this mode, the driving force output by the engine drives the rotor of the generator to rotate via a fourth power transmission route.

[0016] Furthermore, controlling the vehicle to execute engine direct drive mode includes controlling the vehicle to execute engine first gear direct drive mode and engine direct drive second gear mode. Controlling the vehicle to execute engine first gear direct drive mode includes: controlling the dual clutch to engage with the first gear on the engine shaft, controlling the synchronizer to engage with the first gear on the intermediate shaft, controlling the engine to be in a working state, controlling the generator to stop working, and the drive motor to follow the first gear assembly to rotate. The driving force of the engine is transmitted to the differential through the first power transmission route. Controlling the vehicle to execute engine direct drive second gear mode includes: controlling the normally closed dual clutch to disengage, controlling the dual clutch to engage with the second gear on the engine shaft, controlling the synchronizer to engage with the second gear on the intermediate shaft, and controlling the engine to be in a working state, so that the drive motor follows the first gear assembly to rotate and the generator follows the second gear assembly to rotate. The driving force of the engine is transmitted to the differential through the second power transmission route.

[0017] Furthermore, controlling the vehicle to execute a parallel drive mode of the drive motor and engine includes controlling the vehicle to execute a parallel first gear mode and a parallel second gear mode of the engine. Controlling the vehicle to execute the parallel first gear mode of the engine includes: controlling the dual clutch to engage with the first gear of the engine shaft, controlling the synchronizer to engage with the first gear of the intermediate shaft, controlling the generator to stop working, and controlling the drive motor and engine to be in a working state. In this mode, the driving force of the engine is transmitted to the differential via a first power transmission route. Controlling the vehicle to execute the parallel second gear mode of the engine includes: controlling the normally closed clutch to disengage, controlling the dual clutch to engage with the second gear of the engine shaft, controlling the synchronizer to engage with the second gear of the intermediate shaft, causing the generator to follow the rotation of the second gear assembly, and controlling both the drive motor and engine to be in a working state. In this mode, the driving force output by the engine is transmitted to the differential via a second power transmission route.

[0018] Furthermore, controlling the vehicle to execute the parallel drive mode of the drive motor and generator includes controlling the vehicle to execute the generator parallel first gear mode and the generator parallel second gear mode. Controlling the vehicle to execute the generator parallel first gear mode includes: controlling the normally closed clutch to disengage, controlling the clutch to disengage, controlling the synchronizer to engage with the first gear of the intermediate shaft, controlling the engine to stop working, and controlling the drive motor and generator to be in working state. In this mode, the drive motor outputs force and transmits it to the differential, and the driving force of the generator is transmitted to the differential via the first power transmission route. Controlling the vehicle to execute the generator parallel second gear mode includes: controlling the normally closed clutch to close, controlling the dual clutch to disengage, controlling the synchronizer to engage with the second gear of the intermediate shaft, controlling the engine to stop working, and controlling the drive motor and generator to be in working state, so that the driving force of the drive motor is transmitted to the differential, and the driving force of the generator is transmitted to the differential via the second power transmission route.

[0019] Furthermore, controlling the vehicle to perform regenerative braking mode includes: controlling the synchronizer to disconnect, controlling both the engine and generator to stop working, and controlling the drive motor to work so that the driving force from the wheel end acts in reverse on the drive motor, so that the drive motor is in a power generation state.

[0020] By applying the technical solution of this invention, the intermediate shaft is set between the drive motor shaft and the engine shaft, and the engine shaft is located between the intermediate shaft (3) and the generator shaft. The intermediate shaft is connected to the drive motor shaft, the differential and the engine shaft through the first gear assembly, and the engine shaft is connected to the engine shaft through the second gear assembly. This allows the four shafts to be arranged in parallel in a series-parallel hybrid configuration, with a compact radial structure and small space size, which allows the vehicle to be matched with a battery with a larger capacity, greatly improving the pure electric range of the vehicle. At the same time, it integrates the vehicle drive axle function, supports the vehicle to achieve longitudinal front-wheel drive, and can support the vehicle to achieve all hybrid working modes, giving full play to the advantages of this system configuration. Attached Figure Description

[0021] The accompanying drawings, which form part of this application, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

[0022] Figure 1 A schematic diagram of the structure of a first embodiment of a longitudinally mounted front-wheel-drive two-speed hybrid drive system according to the present invention is shown.

[0023] Figure 2 A schematic diagram of a second embodiment of a longitudinally mounted front-wheel-drive two-speed hybrid drive system according to the present invention is shown.

[0024] The above figures include the following reference numerals:

[0025] 1. Drive motor; 1a. Drive motor rotor; 1b. Drive motor stator; 2. Drive motor shaft; 3. Intermediate shaft; 3a. Drive motor gear; 3b. Intermediate shaft third gear; 4. Engine shaft; 4a. Generator shaft first gear; 4b. Engine shaft first gear; 4c. Intermediate shaft first gear; 5. Generator shaft; 5a. Generator shaft second gear; 5b. Engine shaft second gear; 5c. Intermediate shaft second gear; 6. Differential; 6a. Main reducer drive gear; 6b. Main reducer driven gear; 7. Generator; 7a. Generator rotor; 7b. Generator stator; 8. Torque limiting damper; 9. Engine; S. Synchronizer; C1. Normally closed clutch; C2. Dual clutch. Detailed Implementation

[0026] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0027] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0028] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such terms can be used interchangeably where appropriate so that the embodiments of this application described herein can be implemented, for example, in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0029] Exemplary embodiments according to this application will now be described in more detail with reference to the accompanying drawings. However, these exemplary embodiments may be implemented in many different forms and should not be construed as being limited to the embodiments set forth herein. It should be understood that these embodiments are provided so that the disclosure of this application is thorough and complete, and that the concept of these exemplary embodiments is fully conveyed to those skilled in the art. In the drawings, for clarity, the thickness of layers and regions may be exaggerated, and the same reference numerals are used to denote the same devices, and therefore their description will be omitted.

[0030] Combination Figures 1 to 2 As shown, according to a specific embodiment of this application, a longitudinally mounted front-wheel drive two-speed hybrid drive system is provided.

[0031] Specifically, a longitudinally mounted front-wheel-drive two-speed hybrid drive system includes: a drive motor 1, the drive motor 1 having a drive motor shaft 2; an engine 9, the engine 9 having an engine shaft 4; a generator 7, the generator 7 having a generator shaft 5; an intermediate shaft 3, the intermediate shaft 3 being located between the drive motor shaft 2 and the engine shaft 4, and the engine shaft 4 being located between the intermediate shaft 3 and the generator shaft 5; wherein, the intermediate shaft 3 is connected to the drive motor shaft 2, the differential 6 and the engine shaft 4 via a first gear assembly, the engine shaft 4 is connected to the engine shaft 4 via a second gear assembly, and the drive motor shaft 2, the intermediate shaft 3, the engine shaft 4 and the generator shaft 5 are arranged parallel to each other.

[0032] In this embodiment, as Figure 1 , Figure 2 As shown, the intermediate shaft is positioned between the drive motor shaft and the engine shaft, with the engine shaft located between the intermediate shaft 3 and the generator shaft. The intermediate shaft is connected to the drive motor shaft, differential, and engine shaft via a first gear assembly, and the engine shaft is connected to the generator shaft via a second gear assembly. This allows for a parallel arrangement of four shafts in a series-parallel hybrid configuration, resulting in a compact radial structure and small space dimensions. This allows the vehicle to be fitted with a battery with a larger capacity, significantly improving the vehicle's pure electric range. Simultaneously, it integrates the vehicle's drive axle function, supporting the vehicle to achieve longitudinal front-wheel drive and enabling the vehicle to operate in all hybrid modes, fully leveraging the advantages of this system configuration.

[0033] Further, the first gear assembly includes: a drive motor gear 3a, which is sleeved on the drive motor shaft 2; a first intermediate shaft gear 4c, which is sleeved on the intermediate shaft 3 and located on one side of the drive motor 1; a second intermediate shaft gear 5c, which is sleeved on the intermediate shaft 3 and located on one side of the drive gear 6a of the differential 6, and is configured to cooperate with the drive gear 6a; and a third intermediate shaft gear 3b, which is sleeved on the intermediate shaft 3 and located outside the second intermediate shaft gear 5c, and is configured to cooperate with the drive motor gear 3a. A synchronizer S is provided between the first intermediate shaft gear 4c and the second intermediate shaft gear 5c. In this embodiment, the drive motor 1 includes a drive motor rotor 1a and a drive motor stator 1b. The drive motor rotor is fixed to the drive motor shaft 2 and rotates integrally with the shaft. The drive motor stator is configured opposite to the drive motor rotor. The drive motor power transmission route is formed by the drive motor gear 3a on the drive motor shaft 2, the intermediate shaft third gear 3b on the intermediate shaft 3, the main reducer drive gear 6a on the intermediate shaft 3, and the main reducer driven gear 6b ​​on the differential 6. This route transmits power from the drive motor to the intermediate shaft, and then from the differential 6 to the wheels. Connecting the drive motor and differential via the intermediate shaft 3 effectively results in a compact radial structure and small spatial dimensions, while also integrating the vehicle's drive axle function, facilitating a longitudinal front-wheel-drive layout for the entire vehicle.

[0034] like Figure 1As shown, the first gear assembly further includes: an engine shaft first gear 4b, which is sleeved on the engine shaft 4 and located on one side of the generator 7, and is configured to cooperate with the intermediate shaft first gear 4c; and an engine shaft second gear 5b, which is sleeved on the engine shaft 4 and is configured to cooperate with the intermediate shaft second gear 5c. A dual clutch C2 is provided between the engine shaft first gear 4b and the engine shaft second gear 5b, and the dual clutch C2 can be selectively configured to cooperate with either the engine shaft first gear 4b or the engine shaft second gear 5b. In this embodiment, the engine 9 is directly connected to the engine shaft 4 via a torque-limiting damper 8. The dual clutch C2 is arranged on the engine shaft 4 and is a dual clutch, which can be selectively connected to either the engine shaft first gear 4b or the engine shaft second gear 5b that is loosely sleeved on the engine shaft 4. The synchronizer S is arranged on the intermediate shaft 3 and can be selectively connected to either the intermediate shaft first gear 4c or the intermediate shaft second gear 5c that is loosely sleeved on the intermediate shaft 3. When the dual clutch engages with the first gear 4b of the engine shaft to the right, and simultaneously the synchronizer S engages with the second gear 4c of the intermediate shaft to the right, the driving force on the engine shaft 4 is transmitted to the differential 6 through the first power transmission route of the engine, which is composed of the dual clutch C2, the first gear 4b of the engine shaft, the first gear 4c of the intermediate shaft, the synchronizer S, the intermediate shaft 4, the main reducer drive gear 6a, and the main reducer driven gear 6b ​​on the differential 6, thus driving the vehicle. When the dual clutch engages with the second gear 5b of the engine shaft to the left, and simultaneously the synchronizer S engages with the second gear 5c of the intermediate shaft to the left, the driving force on the engine shaft 4 is transmitted to the differential 6 through the second power transmission route of the engine, which is composed of the dual clutch C2, the second gear 5b of the engine shaft, the second gear 5c of the intermediate shaft, the synchronizer S, the intermediate shaft 3, the main reducer drive gear 6a, and the main reducer driven gear 6b ​​on the differential 6, thus driving the vehicle. The engine drive path design has two gears: a high gear and a low gear. The high gear is used for direct engine drive at high vehicle speeds, with a small gear ratio to allow the engine to operate fully in its high-efficiency range. The low gear is used when the vehicle has a large acceleration requirement at low speeds, with a large gear ratio to convert engine power into greater wheel-end torque, enabling it to work together with the drive motor to accelerate the vehicle.

[0035] Furthermore, the second gear assembly includes: a generator shaft first gear 4a, which is fixed on the generator shaft 5 and is configured to cooperate with the engine shaft first gear 4b; a generator shaft second gear 5a, which is sleeved on the generator shaft 5 and is configured to cooperate with the engine shaft second gear 5b; a normally closed clutch C1 is provided between the generator shaft first gear 4a and the generator shaft second gear 5a, which is sleeved on the generator shaft 5; wherein the driving element of the normally closed clutch C1 is connected to the generator shaft first gear 4a, and the driven element of the normally closed clutch C1 is connected to the generator shaft second gear 5a. In this embodiment, the generator 7 includes a generator rotor 7a and a generator stator 7b. The generator rotor is fixed to the generator shaft 5 and rotates integrally with the shaft. The generator stator 7b is arranged opposite to the generator rotor 7a. A normally closed clutch C1 is arranged on the generator shaft 5. Its driving part is connected to the generator shaft first gear 4a arranged on the generator shaft 5 and rotates integrally with the gear. Its driven part is connected to the generator shaft second gear 5a and rotates integrally with the gear. When the normally closed clutch C1 disengages and the dual clutch engages to the right with the first gear 4b of the engine shaft, the driving force on the engine shaft 4 is transmitted to the generator 7 via the third power transmission route, which consists of the dual clutch C2, the first gear 4b of the engine shaft, the first gear 4a of the generator shaft, and the generator shaft 5. This converts the driving force of the engine 9 into electricity. When the normally closed clutch C1 engages and the dual clutch engages to the left with the second gear 5b of the engine shaft, the driving force on the engine shaft 4 is transmitted to the generator 7 via the fourth power transmission route, which consists of the dual clutch C2, the second gear 5b of the engine shaft, the second gear 5a of the generator shaft, the normally closed clutch C1, the first gear 4a of the generator shaft, and the generator shaft 5. This converts the driving force of the engine 9 into electricity. Furthermore, when the engine starts, the driving force of the generator 7 drives the generator shaft 5 to rotate. This power is transmitted in the reverse direction to the engine shaft 4 via the fourth power transmission route, and then transmitted to the engine via the torque-limiting damper 8 to start the engine. Furthermore, a clutch is installed on the generator shaft, which can enable the generator to drive in two gears, allowing "dual motors" to drive the vehicle simultaneously, greatly enhancing the overall vehicle power.

[0036] In another embodiment of this application, a vehicle is also provided, including a longitudinally mounted front-wheel drive two-speed hybrid drive system, which is the longitudinally mounted front-wheel drive two-speed hybrid drive system of the above embodiment.

[0037] In another embodiment of this application, a vehicle control method is also provided. The control method controls the vehicle described in the above embodiment. The method includes the following steps: receiving a control command, which controls the vehicle to execute a preset mode. The preset mode includes at least one of the following: idle power generation mode, parking start mode, pure electric drive mode, series drive mode, engine direct drive mode, parallel drive mode of drive motor and engine, parallel drive mode of drive motor and generator, and regenerative braking mode. In this embodiment, multiple power transmission routes are provided: drive motor drive wheel end, engine first gear drive wheel end, engine second gear drive wheel end, generator first gear drive wheel end, generator second gear drive wheel end, start-generator first gear, and start-generator second gear. Hybrid operating modes include: idle power generation, pure electric drive, first series drive, second series drive, engine first gear direct drive, engine second gear direct drive, drive motor and engine first gear parallel drive, drive motor and engine second gear parallel drive, drive motor and generator first gear parallel drive, drive motor and generator second gear parallel drive, and regenerative braking, among other hybrid operating conditions. The driving principles of each working mode, i.e. the control relationship between the working mode and the control components, are shown in Table 1.

[0038] Table 1. Control Relationships Between Various Operating Modes and Control Components of the Hybrid System

[0039]

[0040] Where × indicates a disconnected or non-operating state, and √ indicates a connected or operating state, the names of each control component are... Figure 1 For synchronizer S, √ left indicates that synchronizer S is engaged with the second gear 5c on the left intermediate shaft, and √ right indicates that synchronizer S is engaged with the first gear 4c on the right intermediate shaft; for dual clutch C2, √ left indicates that clutch C2 is engaged with the second gear 5b on the left engine shaft, and √ right indicates that dual clutch C2 is engaged with the first gear 4b on the right engine shaft.

[0041] Furthermore, controlling the vehicle to execute the idle power generation mode includes: controlling the normally closed clutch to be engaged, controlling the dual clutch to engage with the first gear 4b of the engine shaft, controlling the synchronizer to disengage, controlling the drive motor to stop working, and controlling the engine and generator to work. The driving force output by the engine is transmitted to the generator shaft 5 via a fourth power transmission path, which sequentially passes through the dual clutch, the second gear 5b of the engine shaft, the second gear 5a of the generator shaft, the normally closed clutch C1, the first gear 4a of the generator shaft, and the generator shaft 5. Controlling the vehicle to execute the parking start mode includes: controlling the normally closed clutch to be engaged, controlling the dual clutch to engage with the first gear 4b of the engine shaft, controlling the synchronizer to disengage, controlling the drive motor to stop working, and controlling the generator to start. The driving force of the generator is transmitted to the engine shaft 4 in the opposite direction along the fourth power transmission path. In this embodiment, the normally closed clutch C1 is engaged, the dual clutch C2 is engaged with the first gear 4b of the right engine shaft, the synchronizer S is disengaged, the drive motor 1 is not working, and the engine 9 and generator 7 are working. The driving force output by engine 9, via torsion damper 8, drives generator rotor 7a to rotate through the engine's fourth power transmission route. Thus, generator 7 converts the driving force of engine 9 into electricity, achieving idle-speed power generation. When the engine is in a stop-start operating mode, the states of all control components are the same as in the idle-speed power generation mode. In this mode, the driving force from generator 7 is transmitted in reverse through the engine's fourth power transmission route to torsion damper, and then to engine 9, starting engine 9.

[0042] Specifically, controlling the vehicle to execute pure electric drive mode includes: stopping the engine and generator, disengaging the dual clutch and synchronizer, and starting the drive motor. In this embodiment, neither the engine 9 nor the generator 7 operates. The normally closed clutch C1 can be engaged or disengaged as needed, the dual clutch C2 and synchronizer S are both disengaged, and the drive motor 1 operates. The drive motor 1 outputs driving force, which is transmitted to the differential 6 via the drive motor power transmission route, and then to the wheels, achieving pure electric drive and zero fuel consumption and zero emissions.

[0043] Furthermore, controlling the vehicle to execute a series drive mode includes controlling the vehicle to execute a first series drive mode and a second series drive mode. Controlling the vehicle to execute the first series drive mode includes: controlling the dual clutch to engage with the first gear 4b of the engine shaft, controlling the synchronizer to be disengaged, and controlling the engine, generator, and drive motor to be in an operational state. The driving force output by the engine drives the generator rotor to rotate via a third power transmission route. Controlling the vehicle to execute the second series drive mode includes: controlling the normally closed clutch to be engaged, controlling the dual clutch to engage with the second gear 5b of the engine shaft, controlling the synchronizer to be disengaged, and controlling the engine, generator, and drive motor to be in an operational state. The driving force output by the engine drives the generator rotor to rotate via a fourth power transmission route. In this embodiment, when the first series drive mode is used, the normally closed clutch C1 can be engaged or disengaged as needed, the dual clutch C2 is engaged with the first gear 4b of the right engine shaft, the synchronizer S is disengaged, and the engine 9, generator 7, and drive motor 1 are all in an operational state. The driving force output by engine 9, via torsion damper 8, drives generator rotor 7a to rotate through the engine's third power transmission route, converting the engine's driving force into electricity. This electricity directly acts on drive motor 1 to generate driving force, which is then transmitted to differential 6 and wheels via the drive motor's power transmission route, achieving the first series drive mode. In the second series drive mode, normally closed clutch C1 is engaged, dual clutch C2 is engaged with the second gear 5b on the left engine shaft, synchronizer S is disengaged, and engine 9, generator 7, and drive motor 1 are all operational. The driving force output by engine 9, via torsion damper 8, drives generator rotor 7a to rotate through the engine's fourth power transmission route, converting the engine's driving force into electricity. This electricity directly acts on drive motor 1 to generate driving force, which is then transmitted to differential 6 and wheels via the drive motor's power transmission route, achieving the second series drive mode. The difference between the first and second series drive modes lies in the different speed ratios from the engine to the generator. The engine generates electricity in two gears, allowing for better matching of the engine's high-efficiency range and the generator's high-efficiency range, achieving higher power generation efficiency.

[0044] In another embodiment of this application, controlling the vehicle to execute an engine direct drive mode includes controlling the vehicle to execute an engine first gear direct drive mode and an engine direct drive second gear mode. Controlling the vehicle to execute the engine first gear direct drive mode includes: controlling the dual clutch to engage with the first gear 4b on the engine shaft, controlling the synchronizer to engage with the first gear 4c on the intermediate shaft, controlling the engine to be in a working state, controlling the generator to stop working, and the drive motor following the first gear assembly to rotate, wherein the engine's driving force is transmitted to the differential through a first power transmission route. Controlling the vehicle to execute the engine direct drive second gear mode includes: controlling the normally closed dual clutch to disengage, controlling the dual clutch to engage with the second gear 5b on the engine shaft, controlling the synchronizer to engage with the second gear 5c on the intermediate shaft, controlling the engine to be in a working state, so that the drive motor follows the first gear assembly to rotate and the generator follows the second gear assembly to rotate, wherein the engine's driving force is transmitted to the differential through a second power transmission route. In this embodiment, when the engine is in first gear direct drive mode, the normally closed clutch C1 can be engaged or disengaged as needed. The dual clutch C2 engages with the first gear 4b of the right engine shaft, and the synchronizer S engages with the first gear 4c of the right intermediate shaft. The engine 9 operates, the generator is disconnected from the system, and the drive motor 1 rotates with the system. The driving force output by the engine 9 is transmitted to the differential 6 via the torsion damper 8 and the first power transmission route of the engine, and then to the wheels, realizing the engine's first gear direct drive mode. When the engine is in second gear direct drive mode, the normally closed clutch C1 is disengaged, the dual clutch C2 engages with the second gear 5b of the left engine shaft, and the synchronizer S engages with the second gear 5c of the left intermediate shaft. The engine 9 operates, and the drive motor 1 and the generator 7 rotate with the system. The driving force output by the engine 9 is transmitted to the differential 6 via the torsion damper 8 and the second power transmission route of the engine, and then to the wheels, realizing the engine's second gear direct drive mode. The difference between the engine first-gear direct drive mode and the engine second-gear direct drive mode lies in the different speed ratios. The engine first-gear direct drive mode has a larger speed ratio, which is equivalent to engine first gear. It is suitable for use at low to medium vehicle speeds when the vehicle has a high acceleration requirement, and can improve the overall vehicle power. The engine second-gear direct drive mode has a smaller speed ratio, which is equivalent to engine second gear. It is suitable for use at higher vehicle speeds when the engine is operating more stably in the high-efficiency range, resulting in higher fuel economy. At the same time, in the engine second-gear mode, the generator 7 is disconnected from the system, which can effectively avoid the problem of excessively high generator no-load back EMF caused by the generator rotating during high-speed direct drive, thereby reducing the system's requirements on the controller and electronic control module.

[0045] Furthermore, the vehicle is controlled to execute a parallel drive mode of the drive motor and engine, including controlling the vehicle to execute a first-gear parallel engine mode and a second-gear parallel engine mode. Controlling the vehicle to execute the first-gear parallel engine mode includes: engaging the dual-clutch with the first gear 4b on the engine shaft, engaging the synchronizer with the first gear 4c on the intermediate shaft, stopping the generator, and keeping the drive motor and engine in operation. In this mode, the engine's driving force is transmitted to the differential via a first power transmission route. Controlling the vehicle to execute the second-gear parallel engine mode includes: disengaging the normally closed clutch, engaging the dual-clutch with the second gear 5b on the engine shaft, engaging the synchronizer with the second gear 5c on the intermediate shaft, causing the generator to rotate with the second gear assembly, and keeping both the drive motor and engine in operation. In this mode, the engine's output driving force is transmitted to the differential via a second power transmission route. In this embodiment, when the drive motor and engine are in parallel drive mode in first gear, the normally closed clutch C1 can be engaged or disengaged as needed. The dual clutch C2 engages with the first gear 4b of the right engine shaft, the synchronizer S engages with the first gear 4c of the right intermediate shaft, the generator 7 is disconnected from the system, and both the drive motor 1 and the engine 9 operate. The driving force output by the engine 9 is transmitted to the differential 6 via the torsion damper 8 and the first power transmission route of the engine; the driving force output by the drive motor 1 is transmitted to the differential 6 via the drive motor power transmission route, and together with the driving force transmitted from the engine, it is transmitted to the wheels, realizing the parallel drive of the drive motor and engine in first gear. When the drive motor and engine are in parallel drive mode in second gear, the normally closed clutch C1 is disengaged, the dual clutch C2 engages with the second gear 5b of the left engine shaft, the synchronizer S engages with the second gear 5c of the left intermediate shaft, the generator 7 follows the system's rotation, and both the drive motor 1 and the engine 9 operate. The driving force output by engine 9 is transmitted to differential 6 via torsion damper 8 and the second power transmission route of the engine. The driving force output by drive motor 1 is transmitted to differential 6 via drive motor power transmission route, and together with the driving force transmitted from the engine, it is transmitted to the wheels, realizing the parallel drive of drive motor and engine in two gears. The difference between the two parallel drive modes of drive motor and engine lies in the different engine drive speed ratios. The parallel drive mode of drive motor and engine in first gear is suitable for low-speed, high-torque acceleration conditions; the parallel drive mode of drive motor and engine in second gear is suitable for high-speed, low-torque acceleration conditions. Similar to the direct-drive second-gear mode of the engine, in the parallel drive mode of drive motor and engine in second gear, since the normally closed clutch C1 is disengaged, generator 7 does not need to rotate with engine 9, reducing efficiency loss and avoiding the generation of high back electromotive force from long-term high-speed operation of generator 7, thereby reducing the system's requirements for controller and electronic control module.

[0046] Furthermore, controlling the vehicle to execute the parallel drive mode of the drive motor and generator includes controlling the vehicle to execute the generator parallel first gear mode and the generator parallel second gear mode. Controlling the vehicle to execute the generator parallel first gear mode includes: controlling the normally closed clutch to disengage, controlling the clutch to disengage, controlling the synchronizer to engage with the first gear 4c on the intermediate shaft, controlling the engine to stop working, and controlling the drive motor and generator to be in a working state. In this mode, the drive motor outputs force and transmits it to the differential, and the generator's driving force is transmitted to the differential via the first power transmission route. Controlling the vehicle to execute the generator parallel second gear mode includes: controlling the normally closed clutch to close, controlling the dual clutch to disengage, controlling the synchronizer to engage with the second gear 5c on the intermediate shaft, controlling the engine to stop working, and controlling the drive motor and generator to be in a working state, so that the drive motor's driving force is transmitted to the differential, and the generator's driving force is transmitted to the differential via the second power transmission route. In this embodiment, when the generator parallel first gear mode is used, the normally closed clutch C1 is disengaged, the dual clutch C2 is disengaged, the synchronizer S is engaged with the first gear 4c on the left intermediate shaft, the engine 9 is not working, and the drive motor 1 and generator 7 are working. Drive motor 1 outputs driving force, which is transmitted to differential 6 via the drive motor power transmission route. Generator 7's driving force is transmitted to differential 6 via the generator's first transmission route, and together with the driving force transmitted from the drive motor, it is transmitted to the wheels, achieving parallel drive of the drive motor and generator in first gear, providing strong system power. In the generator parallel second gear mode, normally closed clutch C1 engages, dual clutch C2 disengages, synchronizer S engages with the second gear 5c on the left intermediate shaft, engine 9 does not operate, and drive motor 1 and generator 7 operate. Drive motor 1 outputs driving force, which is transmitted to differential 6 via the drive motor power transmission route. Generator 7's driving force is transmitted to differential 6 via the generator's second transmission route, and together with the driving force transmitted from the drive motor, it is transmitted to the wheels, achieving parallel drive of the drive motor and generator in second gear, providing strong system power. The difference between generator parallel first gear mode and generator parallel second gear mode lies in their different speed ratios, and the appropriate mode can be selected based on the actual operating conditions of the vehicle. In both modes, the dual-clutch C2 is disengaged, and the engine is not within the power transmission path, effectively avoiding efficiency losses caused by engine rotation. The "dual-motor" drive mode is particularly suitable for PHEV models, significantly improving vehicle performance.

[0047] Specifically, controlling the vehicle to execute the regenerative braking mode includes: disengaging the synchronizer, stopping both the engine and generator, and operating the drive motor so that the driving force from the wheels acts in reverse on the drive motor, putting the drive motor in a generator-generating state. In this embodiment, the normally closed clutch C1 and the dual clutch C2 can be engaged or disengaged as needed, the synchronizer S is disengaged, the engine 9 and generator 7 are not operating, and the drive motor is operating. At this time, the driving force from the wheels acts in reverse on the drive motor 1 through the drive motor power transmission route, putting the drive motor 1 in a generator-generating state to charge the energy storage device, thus realizing regenerative braking and saving overall vehicle energy consumption.

[0048] For ease of description, spatial relative terms such as "above," "on top of," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation beyond the orientation of the device as described in the figures. For example, if the device in the figures were inverted, a device described as "above" or "on top of" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0049] In addition to the above, it should be noted that the terms "one embodiment," "another embodiment," and "embodiment" used in this specification refer to specific features, structures, or characteristics described in connection with that embodiment, which are included in at least one embodiment described in the general description of this application. The appearance of the same expression in multiple places in the specification does not necessarily refer to the same embodiment. Furthermore, when a specific feature, structure, or characteristic is described in connection with any embodiment, the intention is to suggest that implementing such a feature, structure, or characteristic in conjunction with other embodiments also falls within the scope of this invention.

[0050] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0051] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A longitudinally mounted front-wheel-drive two-speed hybrid drive system, characterized in that, include: A drive motor (1) having a drive motor shaft (2); Engine (9), said engine (9) having engine shaft (4); A generator (7) having a generator shaft (5); Intermediate shaft (3), the intermediate shaft (3) is located between the drive motor shaft (2) and the engine shaft (4), the engine shaft (4) is located between the intermediate shaft (3) and the generator shaft (5); The intermediate shaft (3) is connected to the drive motor shaft (2), the differential (6) and the engine shaft (4) through a first gear assembly. The engine shaft (4) is connected to the engine shaft (4) through a second gear assembly. The drive motor shaft (2), the intermediate shaft (3), the engine shaft (4) and the generator shaft (5) are arranged parallel to each other. The first gear assembly includes: A drive motor gear (3a) is sleeved on the drive motor shaft (2); The intermediate shaft first gear (4c) is sleeved on the intermediate shaft (3) and is located on one side of the drive motor (1); The intermediate shaft second gear (5c) is sleeved on the intermediate shaft (3). The intermediate shaft second gear (5c) is located on the side of the drive gear (6a) of the differential (6), and the intermediate shaft second gear (5c) is configured to cooperate with the drive gear (6a). The intermediate shaft third gear (3b) is sleeved on the intermediate shaft (3) and located outside the intermediate shaft second gear (5c). The intermediate shaft third gear (3b) is configured to cooperate with the drive motor gear (3a). A synchronizer (S) is provided between the intermediate shaft first gear (4c) and the intermediate shaft second gear (5c). The first gear assembly further includes: The first gear (4b) of the engine shaft is sleeved on the engine shaft (4) and located on one side of the generator (7). The first gear (4b) of the engine shaft is configured to cooperate with the first gear (4c) of the intermediate shaft. The engine shaft second gear (5b) is sleeved on the engine shaft (4) and is configured to cooperate with the intermediate shaft second gear (5c). A dual clutch (C2) is provided between the engine shaft first gear (4b) and the engine shaft second gear (5b). The dual clutch (C2) can be selectively configured to cooperate with either the engine shaft first gear (4b) or the engine shaft second gear (5b). The second gear assembly includes: A generator shaft first gear (4a) is fixed on the generator shaft (5) and is configured to cooperate with the engine shaft first gear (4b). A second gear (5a) of the generator shaft is sleeved on the generator shaft (5). The second gear (5a) of the generator shaft is configured to cooperate with the second gear (5b) of the engine shaft. A normally closed clutch (C1) is provided between the first gear (4a) of the generator shaft and the second gear (5a) of the generator shaft. The normally closed clutch (C1) is sleeved on the generator shaft (5). The driving element of the normally closed clutch (C1) is connected to the first gear (4a) of the generator shaft, and the driven element of the normally closed clutch (C1) is connected to the second gear (5a) of the generator shaft.

2. A vehicle comprising a longitudinally mounted front-wheel-drive two-speed hybrid drive system, characterized in that, The longitudinally mounted front-wheel drive two-speed hybrid drive system is the longitudinally mounted front-wheel drive two-speed hybrid drive system as described in claim 1.

3. A vehicle control method, said control method for controlling the vehicle of claim 2, characterized in that, The method includes the following steps: The system receives control commands, which are used to control the vehicle to execute preset modes, wherein the preset modes include at least one of the following: idle power generation mode, parking start mode, pure electric drive mode, series drive mode, engine direct drive mode, drive motor and engine parallel drive mode, drive motor and generator parallel drive mode, and brake energy recovery mode.

4. The control method according to claim 3, characterized in that, Controlling the vehicle to operate in the idle power generation mode includes: controlling the normally closed clutch to be engaged, controlling the dual clutch to engage with the first gear (4b) of the engine shaft, controlling the synchronizer to disengage, controlling the drive motor to stop working, and controlling the engine and generator to work. The driving force output by the engine is transmitted to the generator shaft (5) via the fourth power transmission path. The fourth power transmission path passes through the dual clutch, the second gear (5b) of the engine shaft, the second gear (5a) of the generator shaft, the normally closed clutch (C1), the first gear (4a) of the generator shaft, and the generator shaft (5) in sequence. Controlling the vehicle to execute the parking start mode includes: controlling the normally closed clutch to be engaged, and controlling the dual clutch to engage with the first gear (4b) of the engine shaft, controlling the synchronizer to disengage, controlling the drive motor to stop working, and controlling the generator to start, wherein the driving force of the generator is transmitted to the engine shaft (4) in the opposite direction to the fourth power transmission path.

5. The control method according to claim 3, characterized in that, Controlling the vehicle to execute the pure electric drive mode includes: The engine and generator are stopped, the dual clutch and synchronizer are disengaged, and the drive motor is started.

6. The control method according to claim 3, characterized in that, Controlling the vehicle to execute the series drive mode includes controlling the vehicle to execute a first series drive mode and a second series drive mode. Controlling the vehicle to execute the first series drive mode includes: engaging the dual clutch with the first gear (4b) on the engine shaft; disengaging the synchronizer; and ensuring the engine, generator, and drive motor are all in a working state. The driving force output by the engine drives the generator rotor to rotate via a third power transmission route, and / or Controlling the vehicle to execute the second series drive mode includes: controlling the normally closed clutch to be engaged, controlling the dual clutch to engage with the second gear (5b) of the engine shaft, controlling the synchronizer to be disengaged, and controlling the engine, generator, and drive motor to be in working state, wherein the driving force output by the engine drives the rotor of the generator to rotate via the fourth power transmission route.

7. The control method according to claim 3, characterized in that, Controlling the vehicle to execute the engine direct drive mode includes controlling the vehicle to execute the engine first gear direct drive mode and the engine direct drive second gear mode. Controlling the vehicle to execute the engine first gear direct drive mode includes: controlling the dual clutch to engage with the engine shaft first gear (4b), controlling the synchronizer to engage with the intermediate shaft first gear (4c), controlling the engine to be in a working state, controlling the generator to stop working, and the drive motor to follow the first gear assembly to rotate. The driving force of the engine is transmitted to the differential through a first power transmission route, and / or Controlling the vehicle to execute the engine direct drive second gear mode includes: controlling the normally closed dual clutch to disengage, controlling the dual clutch to engage with the engine shaft second gear (5b), controlling the synchronizer to engage with the intermediate shaft second gear (5c), and controlling the engine to be in working state so that the drive motor follows the first gear assembly to rotate and the generator follows the second gear assembly to rotate, wherein the engine's driving force is transmitted to the differential through the second power transmission route.

8. The control method according to claim 3, characterized in that, Controlling the vehicle to execute the parallel drive mode of the drive motor and engine includes controlling the vehicle to execute the engine parallel first gear mode and the engine parallel second gear mode. Controlling the vehicle to execute the engine parallel first gear mode includes: controlling the dual clutch to engage with the first gear (4b) of the engine shaft, controlling the synchronizer to engage with the first gear (4c) of the intermediate shaft, controlling the generator to stop working, and controlling the drive motor and engine to be in working state, wherein the driving force of the engine is transmitted to the differential via the first power transmission route, and / or Controlling the vehicle to execute the engine in parallel second gear mode includes: controlling the normally closed clutch to disengage, controlling the dual clutch to engage with the engine shaft second gear (5b), controlling the synchronizer to engage with the intermediate shaft second gear (5c), causing the generator to follow the second gear assembly to rotate, and controlling both the drive motor and the engine to be in working state, wherein the driving force output by the engine is transmitted to the differential via the second power transmission route.

9. The control method according to claim 3, characterized in that, Controlling the vehicle to execute the parallel drive mode of the drive motor and generator includes controlling the vehicle to execute the generator parallel first gear mode and the generator parallel second gear mode. Controlling the vehicle to execute the generator parallel first gear mode includes: controlling the normally closed clutch to disengage, controlling the clutch to disengage, controlling the synchronizer to engage with the first gear (4c) of the intermediate shaft, controlling the engine to stop working, and controlling the drive motor and generator to be in working state, wherein the drive motor outputs force and transmits it to the differential, and the driving force of the generator is transmitted to the differential via the first power transmission route, and / or... Controlling the vehicle to execute the generator parallel two-speed mode includes: controlling the normally closed clutch to close, controlling the dual clutch to disengage, controlling the synchronizer to engage with the intermediate shaft second gear (5c), controlling the engine to stop working, and controlling the drive motor and generator to be in working state, so that the driving force of the drive motor is transmitted to the differential and the driving force of the generator is transmitted to the differential through the second power transmission route.

10. The control method according to claim 3, characterized in that, Controlling the vehicle to execute the regenerative braking mode includes: When the control synchronizer is disconnected, both the control engine and generator stop working, and the control drive motor starts working, so that the driving force from the wheel end acts in reverse on the drive motor, so that the drive motor is in a generating state.

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