Longitudinally-mounted Dual-motor Hybrid Power System, Vehicle and Control Method of Vehicle

Abstract

The present invention provides a longitudinally arranged dual-motor hybrid power system, a vehicle and a control method for the vehicle. The longitudinally arranged dual-motor hybrid power system includes an engine, a first motor, and a second motor, and further includes: a first transmission assembly; a second transmission assembly sleeved on the first end of the first transmission assembly; a third transmission assembly arranged on one side of the second transmission assembly and the first transmission assembly; a fourth transmission assembly; and a clutch assembly including a first clutch, a second clutch, and a third clutch. In this application, the first transmission assembly and the second transmission assembly are connected to the clutch assembly, and three clutches are used to enable the dual motors to participate in driving simultaneously, increasing the electric power performance of the vehicle. With a special structural arrangement, a compact layout can be achieved without adding additional gear pairs, and both motors on both sides can achieve multi-gear driving, which can reduce the requirements for the motor speed and power, and improve the working efficiency and power economy of the motor.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicles, and in particular, to a longitudinally arranged dual-motor hybrid power system, a vehicle, and a control method for the vehicle. Background Art

[0002] With the advancement of the electrification process of automobiles, new energy vehicles have developed rapidly. Dual-motor hybrid vehicles dominate the market with their long endurance and power performance. How to develop a hybrid power system that takes into account the power performance and economy of dual motors is the top priority for automobile manufacturers.

[0003] In view of the current policies and market demands, Hongqi, as a high-end brand vehicle, urgently needs to layout its own dual-motor hybrid system, and the longitudinal layout is even more indispensable. In the current longitudinally arranged dual-motor hybrid system, the engine side mostly has a single gear or two gears, and one motor is used for power generation and the other is used for driving. The engine cannot intervene in the whole time domain, and it has a large dependence on the motor and the battery, resulting in poor stability when facing low temperatures, affecting the user experience and comfort. Moreover, when facing high loads, the body weight and cost will also increase when using high-power motor batteries. Summary of the Invention

[0004] The main object of the present invention is to provide a longitudinally arranged dual-motor hybrid power system, a vehicle, and a control method for the vehicle to solve the problem of low working efficiency of the motor in the prior art.

[0005] To achieve the above object, according to one aspect of the present invention, a longitudinally arranged dual-motor hybrid power system is provided, which includes an engine, a first motor, and a second motor, and further includes: a first transmission assembly, the engine is connected to the first end of the engine output shaft, the first end of the first transmission assembly is disposed adjacent to the second end of the engine output shaft, the second end of the first transmission assembly is connected to the first end of the second motor output shaft, and the second motor is sleeved on the second end of the second motor output shaft; a second transmission assembly, the second transmission assembly is sleeved on the first end of the first transmission assembly; a third transmission assembly, the third transmission assembly is disposed on one side of the second transmission assembly and the first transmission assembly, the third transmission assembly includes a first intermediate shaft, a first synchronizer and a second synchronizer, the first synchronizer and the second synchronizer are adjacent to each other on the first intermediate shaft, the third transmission assembly is connected to the second transmission assembly through the first synchronizer, and the third transmission assembly is connected to the first transmission assembly through the second synchronizer; a fourth transmission assembly, the fourth transmission assembly is connected to the side of the third transmission assembly away from the second transmission assembly, the fourth transmission assembly is connected to the wheel, and the third transmission assembly transmits power to the wheel through the fourth transmission assembly; a clutch assembly, the clutch assembly includes a first clutch, a second clutch and a third clutch, the first motor is sleeved on the clutch assembly, the clutch assembly is disposed between the engine output shaft and the second transmission assembly, the engine output shaft can be selectively connected or disconnected from the first motor through the first clutch, the first transmission assembly can be selectively connected or disconnected from the first motor through the second clutch, and the second transmission assembly can be selectively connected or disconnected from the first motor through the third clutch.

[0006] Further, the first transmission assembly includes: a first input shaft, the axis of the first input shaft is arranged collinearly with the axis of the engine output shaft, and the first end of the first input shaft is connected to the second clutch; a fifth driven gear, the fifth driven gear is connected to the second end of the first input shaft, and the first input shaft is connected to the second motor output shaft through the fifth driven gear; a fourth gear pair, the fourth gear pair is disposed adjacent to the fifth driven gear, the fourth gear pair includes a fourth driving gear and a fourth driven gear, the fourth driving gear is connected to the first input shaft, the fourth driven gear meshes with the fourth driving gear, and the fourth driven gear is idly sleeved on the first intermediate shaft; a third gear pair, the third gear pair is disposed adjacent to the side of the fourth gear pair away from the fifth driven gear, the third gear pair includes a third driving gear and a third driven gear, the third driving gear is connected to the first input shaft, the third driven gear meshes with the third driving gear, and the third driven gear is idly sleeved on the first intermediate shaft; wherein, the first intermediate shaft can be selectively connected to the third driven gear or the fourth driven gear through the second synchronizer.

[0007] Further, the second transmission assembly includes: a second output shaft sleeved on the first end of the first input shaft, with the first end of the second output shaft connected to the third clutch; a second gear pair disposed at the second end of the second output shaft, the second gear pair including a second driving gear and a second driven gear, the second driving gear being connected to the second output shaft, the second driven gear meshing with the second driving gear, and the second driving gear being sleeved on the first intermediate shaft; a first gear pair disposed adjacent to the second gear pair, the first gear pair including a first driving gear and a first driven gear, the first driving gear being connected to the second output shaft, the first driven gear meshing with the first driving gear, and the first driven gear being sleeved on the first intermediate shaft; wherein the first intermediate shaft is selectively connected to the first driven gear or the second driven gear through a first synchronizer.

[0008] Further, the first intermediate shaft is disposed parallel to the second output shaft, and the third transmission assembly further includes: a sixth driving gear disposed at the first end of the first intermediate shaft, the sixth driving gear being disposed adjacent to the first driven gear, and the first intermediate shaft transmits power to the fourth transmission assembly through the sixth driving gear.

[0009] Further, a fifth driving gear is provided at the first end of the second motor output shaft, the fifth driving gear meshing with a fifth driven gear, and the second motor output shaft transmits power to the first transmission assembly through the fifth driving gear.

[0010] Further, the fifth driven gear is disposed at the second end of the first intermediate shaft, the fifth driven gear being disposed adjacent to the fourth driven gear, and the second motor output shaft transmits power to the first intermediate shaft through the fifth driven gear.

[0011] Further, the fourth transmission assembly includes: a second intermediate shaft disposed on the side of the first intermediate shaft away from the second output shaft, the second intermediate shaft being disposed parallel to the first intermediate shaft; a sixth driven gear connected to the second intermediate shaft, the sixth driven gear meshing with the sixth driving gear, and the sixth driving gear transmits power to the second intermediate shaft through the sixth driven gear; a seventh driving gear disposed at the first end of the second intermediate shaft, and the second intermediate shaft transmits power to the wheel through the seventh driving gear.

[0012] Further, the longitudinally-mounted dual-motor hybrid power system further includes: an output shaft disposed between the engine and the clutch assembly, with a differential assembly and a seventh driven gear provided on the output shaft, the seventh driving gear transmitting power to the differential assembly through the seventh driven gear, and the differential assembly evenly distributes the power to the two wheels; a torsional damper disposed on the engine output shaft, and the torsional damper is disposed between the output shaft and the clutch assembly.

[0013] According to another aspect of the present invention, there is provided a vehicle including a longitudinally-mounted dual-motor hybrid system, which is the longitudinally-mounted dual-motor hybrid system described above. Wherein, the vehicle includes a power battery, which is electrically connected to the longitudinally-mounted dual-motor hybrid system, and the power battery is used to store the electric power generated by the longitudinally-mounted dual-motor hybrid system.

[0014] According to another aspect of the present invention, there is provided a control method for a vehicle, which is used to control the above-mentioned vehicle. The method includes the following steps: obtaining the driving mode information and gear position information of the vehicle. Wherein, the driving mode information includes at least one of the following: pure electric driving mode, series driving mode, direct drive mode, parallel driving mode, engine idle charging mode, and energy recovery mode; the gear position information includes at least one of the following gears: first gear, second gear, third gear, and fourth gear; based on the driving mode information and gear position information, a control strategy set is generated, and the control strategy set is used to control at least one of the engine, the first motor, and the second motor to be in a working or non-working state, and to control the target components to be in the target working state, where the target components include at least the first clutch, the second clutch, and the third clutch.

[0015] Further, based on the driving mode information and the gear position information, a control strategy set is generated, including: when it is determined that the vehicle is in the pure electric driving mode and the vehicle is in the first gear position, generating a first target control strategy in the control strategy set, where the first target control strategy is used to control the engine to be in a non-operating state, the first motor to be in an operating state, the second motor to be in a non-operating state, and to control the first clutch to be in a first disengaged state, the second clutch to be in a second engaged state, the third clutch to be in a third disengaged state, and the second synchronizer to be connected to the fourth driven gear, and the first motor transmits power to the first input shaft, and the first input shaft transmits power to the wheels through the fourth gear pair; or when it is determined that the vehicle is in the pure electric driving mode and the vehicle is in the second gear position, generating a second target control strategy in the control strategy set, where the second target control strategy is used to control the engine to be in a non-operating state, the first motor to be in an operating state, the second motor to be in a non-operating state, and to control the first clutch to be in a first disengaged state, the second clutch to be in a second engaged state, the third clutch to be in a third disengaged state, and the second synchronizer to be connected to the third driven gear, and the first motor transmits power to the first input shaft, and the first input shaft transmits power to the wheels through the third gear pair; or when it is determined that the vehicle is in the pure electric driving mode and the vehicle is in the third gear position, generating a third target control strategy in the control strategy set, where the first clutch is in a first disengaged state, the second clutch is in a second disengaged state, the third clutch is in a third engaged state, and the first synchronizer is connected to the first driven gear, and the first motor transmits power to the second output shaft, and the second output shaft transmits power to the wheels through the first gear pair; or when it is determined that the vehicle is in the pure electric driving mode and the vehicle is in the fourth gear position, generating a fourth target control strategy in the control strategy set, where the first clutch is in a first disengaged state, the second clutch is in a second disengaged state, the third clutch is in a third engaged state, and the first synchronizer is connected to the second driven gear, and the first motor transmits power to the second output shaft, and the second output shaft transmits power to the wheels through the second gear pair.

[0016] Further, based on the driving mode information and the gear position information, a control strategy set is generated, including: when it is determined that the vehicle is in the series mode and the vehicle is in the first gear position, a first target control strategy in the control strategy set is generated, the first clutch is in the first engaged state, the second clutch is in the second disengaged state, the third clutch is in the third engaged state, and the first synchronizer is connected to the first driven gear, the engine transmits power to the first motor through the first clutch, the first motor transmits power to the second output shaft, and the second output shaft transmits power to the wheels through the first gear pair; or when it is determined that the vehicle is in the series mode and the vehicle is in the second gear position, a second target control strategy in the control strategy set is generated, the first clutch is in the first engaged state, the second clutch is in the second disengaged state, the third clutch is in the third disengaged state, and the first synchronizer is connected to the fourth driven gear, the engine transmits power to the first motor through the first clutch, the first motor transmits power to the second output shaft, the first motor transmits power to the second output shaft, and the second output shaft transmits power to the wheels through the fourth gear pair.

[0017] Further, based on the driving mode information and the gear position information, a control strategy set is generated, including: when it is determined that the vehicle is in the engine direct drive mode and the vehicle is in the first gear position, generating a first target control strategy in the control strategy set, where the first clutch is in the first engaged state, the second clutch is in the second disengaged state, the third clutch is in the third engaged state, and the first synchronizer is connected to the first driven gear, and the engine transmits power to the first motor through the first clutch, the first motor transmits power to the second output shaft, and the second output shaft transmits power to the wheels through the first gear pair; or when it is determined that the vehicle is in the engine direct drive mode and the vehicle is in the second gear position, generating a second target control strategy in the control strategy set, where the first clutch is in the first engaged state, the second clutch is in the second disengaged state, the third clutch is in the third engaged state, and the first synchronizer is connected to the second driven gear, and the engine transmits power to the first motor through the first clutch, the first motor transmits power to the second output shaft, and the second output shaft transmits power to the wheels through the second gear pair; or when it is determined that the vehicle is in the engine direct drive mode and the vehicle is in the third gear position, generating a third target control strategy in the control strategy set, where the first clutch is in the first engaged state, the second clutch is in the second engaged state, the third clutch is in the third disengaged state, and the second synchronizer is connected to the third driven gear, and the engine transmits power to the first motor through the first clutch, the first motor transmits power to the second output shaft, and the second output shaft transmits power to the wheels through the second gear pair; or when it is determined that the vehicle is in the engine direct drive mode and the vehicle is in the fourth gear position, generating a fourth target control strategy in the control strategy set, where the first clutch is in the first engaged state, the second clutch is in the second engaged state, the third clutch is in the third disengaged state, and the first synchronizer is connected to the fourth driven gear, and the engine transmits power to the first motor through the first clutch, the first motor transmits power to the second output shaft, and the second output shaft transmits power to the wheels through the fourth gear pair.

[0018] Further, based on the driving mode information and gear position information, a control strategy set is generated, including: when it is determined that the vehicle is in the parallel driving mode and the vehicle is in the first gear position, a first target control strategy in the control strategy set is generated, the first clutch is in the first engaged state, the second clutch is in the second engaged state, the third clutch is in the third disengaged state, and the second synchronizer is connected to the third driven gear. The engine transmits power to the first motor through the first clutch, the first motor transmits power to the second output shaft, and the second output shaft transmits power to the wheels through the second gear pair. Or, when it is determined that the vehicle is in the parallel driving mode and the vehicle is in the second gear position, a second target control strategy in the control strategy set is generated, the first clutch is in the first engaged state, the second clutch is in the second engaged state, the third clutch is in the third disengaged state, and the first synchronizer is connected to the fourth driven gear. The engine transmits power to the first motor through the first clutch, the first motor transmits power to the second output shaft, and the first motor transmits power to the second output shaft, and the second output shaft transmits power to the wheels through the fourth gear pair. Or, when it is determined that the vehicle is in the parallel driving mode and the vehicle is in the third gear position, a third target control strategy in the control strategy set is generated, the first clutch is in the first engaged state, the second clutch is in the second disengaged state, the third clutch is in the third engaged state, and the first synchronizer is connected to the first driven gear. The engine transmits power to the first motor through the first clutch, the first motor transmits power to the second output shaft, and the second output shaft transmits power to the wheels through the first gear pair. Or, when it is determined that the vehicle is in the parallel driving mode and the vehicle is in the fourth gear position, a fourth target control strategy in the control strategy set is generated, the first clutch is in the first engaged state, the second clutch is in the second disengaged state, the third clutch is in the third engaged state, and the first synchronizer is connected to the second driven gear. The engine transmits power to the first motor through the first clutch, the first motor transmits power to the second output shaft, and the second output shaft transmits power to the wheels through the second gear pair.

[0019] Further, based on the working state information, a control strategy set is generated. The control strategy set includes a fifth target control strategy. At this time, the vehicle is in the engine idle charging mode. The fifth target control strategy is used to control the engine to be in the working state, the first motor to be in the working state, the second motor to be in the non-working state, the first clutch to be in the first engaged state, the second clutch to be in the second disengaged state, and the third clutch to be in the third disengaged state. The engine transmits power to the first motor, and the first motor generates electricity and stores the electricity in the power battery.

[0020] Further, based on the working state information, a control strategy set is generated. The control strategy set includes a sixth target control strategy. At this time, the vehicle is in the energy recovery mode. The sixth target control strategy is used to control the engine to be in a non-working state, the first motor to be in a working state, the second motor to be in a non-working state, the first clutch to be in a first disengaged state, the second clutch to be in a second engaged state, and the third clutch to be in a third disengaged state. The mechanical energy generated by the differential assembly is converted into electrical energy by the first motor and stored in the power battery.

[0021] Applying the technical solution of the present invention, by setting the first transmission assembly, the second transmission assembly, the third transmission assembly, and the fourth transmission assembly, and connecting the first transmission assembly and the second transmission assembly to the clutch assembly, and using three clutches at the same time, the dual motors can participate in driving simultaneously, increasing the electric power performance of the vehicle. And with a special structural arrangement, without adding additional gear pairs, it is compactly arranged, and both side motors can achieve multi-gear driving, which can greatly reduce the requirements for the motor speed and power, and improve the working efficiency and power economy of the motor. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] The accompanying drawings forming a part of this application are used to provide a further understanding of the present invention. The schematic embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation to the present invention. In the drawings:

[0023] Figure 1 Shows a schematic structural diagram of a first embodiment of a longitudinally arranged dual-motor hybrid power system according to the present invention;

[0024] Figure 2 Shows a schematic structural diagram of a second embodiment of a longitudinally arranged dual-motor hybrid power system according to the present invention.

[0025] Among them, the above-mentioned accompanying drawings include the following reference numerals:

[0026] 10, engine; 11, engine output shaft;

[0027] 20, first motor; 21, second synchronizer; 22, first synchronizer; 23, sixth driving gear;

[0028] 30, second motor; 31, second motor output shaft; 32, fifth driving gear;

[0029] 40, clutch assembly; 41, first clutch; 42, second clutch; 43, third clutch;

[0030] 50, first input shaft; 51, fifth driven gear; 52, fourth driving gear; 53, fourth driven gear; 54, third driving gear; 55, third driven gear;

[0031] 60. First intermediate shaft

[0032] 70. Second output shaft; 71. Second driving gear; 72. Second driven gear; 73. First driving gear; 74. First driven gear

[0033] 80. Second intermediate shaft; 81. Sixth driven gear; 82. Seventh driving gear

[0034] 90. Output shaft; 91. Differential assembly; 92. Seventh driven gear; 93. Torsional damper; 94. Power battery; 95. Wheel Detailed implementation manners

[0035] It should be noted that, without conflict, the embodiments in the present application and the features in the embodiments can be combined with each other. The present invention will be described in detail below with reference to the drawings and in combination with the embodiments

[0036] It should be noted that the terms used herein are only for describing the specific implementation manners and are not intended to limit the exemplary implementation manners according to the present application. As used herein, unless otherwise clearly specified in the context, the singular form is also intended to include the plural form. In addition, it should be understood that when the terms "include" and / or "comprise" are used in this specification, they indicate the presence of features, steps, operations, devices, components and / or their combinations

[0037] It should be noted that the terms "first", "second", etc. in the specification, claims and drawings of the present 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 interchanged under appropriate circumstances so that the implementation manners of the present application described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "include" and "have" and any variations thereof are intended to cover non-exclusive inclusion. For example, a process, method, system, product or device that includes a series of steps or units does not necessarily have to be limited to those steps or units clearly listed, but may include other steps or units not clearly listed or inherent to these processes, methods, products or devices

[0038] Now, exemplary embodiments according to the present application will be described in more detail with reference to the accompanying drawings. However, these exemplary embodiments can be implemented in many different forms and should not be construed as being limited only to the embodiments set forth herein. It should be understood that these embodiments are provided so that the disclosure of the present application is thorough and complete, and the concept of these exemplary embodiments is fully conveyed to those of ordinary skill 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 thus their descriptions will be omitted.

[0039] Combined with Figures 1 to 2 As shown, according to a specific embodiment of the present application, a longitudinally arranged dual-motor hybrid power system is provided.

[0040] Specifically, a longitudinally arranged dual-motor hybrid power system includes an engine 10, a first motor 20, and a second motor 30, and further includes: a first transmission assembly, the engine 10 is connected to the first end of the engine output shaft 11, the first end of the first transmission assembly is disposed adjacent to the second end of the engine output shaft 11, the second end of the first transmission assembly is connected to the first end of the second motor output shaft 31, and the second motor 30 is sleeved on the second end of the second motor output shaft 31; a second transmission assembly, the second transmission assembly is sleeved on the first end of the first transmission assembly; a third transmission assembly, the third transmission assembly is disposed on one side of the second transmission assembly and the first transmission assembly, the third transmission assembly includes a first intermediate shaft 60, a first synchronizer 22, and a second synchronizer 21, the first synchronizer 22 and the second synchronizer 21 are adjacent to each other on the first intermediate shaft 60, the third transmission assembly is connected to the second transmission assembly through the first synchronizer 22, and the third transmission assembly is connected to the first transmission assembly through the second synchronizer 21; a fourth transmission assembly, the fourth transmission assembly is connected to the side of the third transmission assembly away from the second transmission assembly, the fourth transmission assembly is connected to the wheel 95, and the third transmission assembly transmits power to the wheel 95 through the fourth transmission assembly; a clutch assembly 40, the clutch assembly 40 includes a first clutch 41, a second clutch 42, and a third clutch 43, the first motor 20 is sleeved on the clutch assembly 40, the clutch assembly 40 is disposed between the engine output shaft 11 and the second transmission assembly, the engine output shaft 11 can be selectively connected or disconnected from the first motor 20 through the first clutch 41, the first transmission assembly can be selectively connected or disconnected from the first motor 20 through the second clutch 42, and the second transmission assembly can be selectively connected or disconnected from the first motor 20 through the third clutch 43.

[0041] In this embodiment, as Figure 1As shown in the figure, by setting up the first transmission assembly, the second transmission assembly, the third transmission assembly, and the fourth transmission assembly, connecting the first transmission assembly and the second transmission assembly to the clutch assembly, and using three clutches, the dual motors can participate in driving simultaneously, increasing the electric power performance of the vehicle. With a special structural arrangement, without adding extra gear pairs, a compact layout is achieved, and both motors on both sides can achieve multi-gear driving, which can greatly reduce the requirements for the motor speed and power, and improve the working efficiency and power economy of the motor.

[0042] Further, the first transmission assembly includes: a first input shaft 50, the axis of the first input shaft 50 is arranged collinearly with the axis of the engine output shaft 11, and the first end of the first input shaft 50 is connected to the second clutch 42; a fifth driven gear 51, the fifth driven gear 51 is connected to the second end of the first input shaft 50, and the first input shaft 50 is connected to the second motor output shaft 31 through the fifth driven gear 51; a fourth gear pair, the fourth gear pair is arranged adjacent to the fifth driven gear 51, the fourth gear pair includes a fourth driving gear 52 and a fourth driven gear 53, the fourth driving gear 52 is connected to the first input shaft 50, the fourth driven gear 53 meshes with the fourth driving gear 52, and the fourth driven gear 53 is sleeved on the first intermediate shaft 60 loosely; a third gear pair, the third gear pair is arranged adjacent to the side of the fourth gear pair away from the fifth driven gear 51, the third gear pair includes a third driving gear 54 and a third driven gear 55, the third driving gear 54 is connected to the first input shaft 50, the third driven gear 55 meshes with the third driving gear 54, and the third driven gear 55 is sleeved on the first intermediate shaft 60 loosely; wherein, the first intermediate shaft 60 can be selectively connected to the third driven gear 55 or the fourth driven gear 53 through the second synchronizer 21. This setting ensures that the first transmission assembly can stably transmit power to the wheel 95.

[0043] As Figure 1As shown in the figure, the second transmission assembly includes: a second output shaft 70 sleeved on the first end of the first input shaft 50, and the first end of the second output shaft 70 is connected to the third clutch 43; a second gear pair disposed at the second end of the second output shaft 70, the second gear pair including a second driving gear 71 and a second driven gear 72, the second driving gear 71 being connected to the second output shaft 70, the second driven gear 72 meshing with the second driving gear 71, and the second driving gear 71 being sleeved on the first intermediate shaft 60; a first gear pair disposed adjacent to the second gear pair, the first gear pair including a first driving gear 73 and a first driven gear 74, the first driving gear 73 being connected to the second output shaft 70, the first driven gear 74 meshing with the first driving gear 73, and the first driven gear 74 being sleeved on the first intermediate shaft 60; wherein, the first intermediate shaft 60 is selectively connected to the first driven gear 74 or the second driven gear 72 through the first synchronizer 22. Such a setting enables the second transmission assembly to stably transmit power to the wheel 95 through the first intermediate shaft 60.

[0044] Further, the first intermediate shaft 60 is disposed parallel to the second output shaft 70, and the third transmission assembly further includes: a sixth driving gear 23 disposed at the first end of the first intermediate shaft 60, the sixth driving gear 23 being disposed adjacent to the first driven gear 74, and the first intermediate shaft 60 transmits power to the fourth transmission assembly through the sixth driving gear 23. Such a setting ensures the stability of the first intermediate shaft 60, enabling the first intermediate shaft 60 to transmit power more stably.

[0045] Specifically, a fifth driving gear 32 is provided at the first end of the second motor output shaft 31, the fifth driving gear 32 meshes with the fifth driven gear 51, and the second motor output shaft 31 transmits power to the first transmission assembly through the fifth driving gear 32. Such a setting ensures that the second motor output shaft 31 can stably transmit power to the wheel 95.

[0046] As Figure 2 shown, the fifth driven gear 51 is disposed at the second end of the first intermediate shaft 60, the fifth driven gear 51 is disposed adjacent to the fourth driven gear 53, and the second motor output shaft 31 transmits power to the first intermediate shaft 60 through the fifth driven gear 51. Such a setting ensures stable power transmission.

[0047] Further, the fourth transmission assembly includes: a second intermediate shaft 80 disposed on a side of the first intermediate shaft 60 away from the second output shaft 70, the second intermediate shaft 80 being arranged in parallel with the first intermediate shaft 60; a sixth driven gear 81 connected to the second intermediate shaft 80, the sixth driven gear 81 meshing with a sixth driving gear 23, and the sixth driving gear 23 transmitting power to the second intermediate shaft 80 through the sixth driven gear 81; a seventh driving gear 82 disposed at a first end of the second intermediate shaft 80, and the second intermediate shaft 80 transmitting power to the wheels 95 through the seventh driving gear 82. Such an arrangement enables the third transmission assembly to stably transmit power to the wheels 95 through the fourth transmission assembly.

[0048] Further, the longitudinally-mounted dual-motor hybrid power system further includes: an output shaft 90 disposed between the engine 10 and the clutch assembly 40, a differential assembly 91 and a seventh driven gear 92 being provided on the output shaft 90, the seventh driving gear 82 transmitting power to the differential assembly 91 through the seventh driven gear 92, and the differential assembly 91 evenly distributing the power to the two wheels 95; a torsional damper 93 disposed on the engine output shaft 11, the torsional damper 93 being disposed between the output shaft 90 and the clutch assembly 40. Such an arrangement ensures the stability of the longitudinally-mounted dual-motor hybrid power system and effectively prevents the phenomenon of disintegration during vehicle operation.

[0049] In another embodiment of the present application, a vehicle is further provided, including a longitudinally-mounted dual-motor hybrid power system, the longitudinally-mounted dual-motor hybrid power system being the longitudinally-mounted dual-motor hybrid power system of the above embodiment. Among them, the vehicle includes a power battery 94, the power battery 94 being electrically connected to the longitudinally-mounted dual-motor hybrid power system, and the power battery 94 being used for storing the electric power generated by the longitudinally-mounted dual-motor hybrid power system. In this embodiment, for a vehicle model with higher power requirements, an electric rear axle can also be added to the rear axle to expand four-wheel drive. Compared with the traditional design, the transfer case and the traditional drive shaft are cancelled, greatly optimizing the system design. Larger batteries and fuel tanks can be selected to increase the endurance of the vehicle.

[0050] In another embodiment of the present application, a control method for a vehicle is further provided. The control method is used to control the vehicle in the above embodiment, and the method includes the following steps: obtaining the driving mode information and gear information of the vehicle, wherein the driving mode information includes at least one of the following: pure electric driving mode, series driving mode, direct driving mode, parallel driving mode, engine idle charging mode, and energy recovery mode; the gear information includes at least one of the following gears: first gear, second gear, third gear, and fourth gear; based on the driving mode information and gear information, a control strategy set is generated, and the control strategy set is used to control at least one of the engine 10, the first motor 20, and the second motor 30 to be in a working or non-working state, and to control the target component to be in a target working state, wherein the target component includes at least the first clutch 41, the second clutch 42, and the third clutch 43. In this embodiment, through the electromechanical coupling system, without considering the rear electric drive layout, the vehicle can have multiple modes such as pure electric drive, series drive, engine direct drive, parallel drive, engine idle charging, and braking energy recovery. It has three power sources, namely the engine, the first motor, and the second motor, and can realize four-speed direct drive on the engine side, four-speed switching of the first motor, and two-speed switching of the second motor, fully meeting the all-round driving needs of users.

[0051] Further, based on the driving mode information and the gear position information, a set of control strategies is generated, including: when it is determined that the vehicle is in the pure electric driving mode and the vehicle is in the first gear position, a first target control strategy in the set of control strategies is generated. The first target control strategy is used to control the engine 10 to be in a non-operating state, the first motor 20 to be in an operating state, the second motor 30 to be in a non-operating state, and to control the first clutch 41 to be in a first disengaged state, the second clutch 42 to be in a second engaged state, the third clutch 43 to be in a third disengaged state, and the second synchronizer 21 to be connected to the fourth driven gear 53. The first motor 20 transmits power to the first input shaft 50, and the first input shaft 50 transmits power to the wheel 95 through the fourth gear pair. Or, when it is determined that the vehicle is in the pure electric driving mode and the vehicle is in the second gear position, a second target control strategy in the set of control strategies is generated. The second target control strategy is used to control the engine 10 to be in a non-operating state, the first motor 20 to be in an operating state, the second motor 30 to be in a non-operating state, and to control the first clutch 41 to be in a first disengaged state, the second clutch 42 to be in a second engaged state, the third clutch 43 to be in a third disengaged state, and the second synchronizer 21 to be connected to the third driven gear 55. The first motor 20 transmits power to the first input shaft 50, and the first input shaft 50 transmits power to the wheel 95 through the third gear pair. Or, when it is determined that the vehicle is in the pure electric driving mode and the vehicle is in the third gear position, a third target control strategy in the set of control strategies is generated. The first clutch 41 is in a first disengaged state, the second clutch 42 is in a second disengaged state, the third clutch 43 is in a third engaged state, and the first synchronizer 22 is connected to the first driven gear 74. The first motor 20 transmits power to the second output shaft 70, and the second output shaft 70 transmits power to the wheel 95 through the first gear pair. Or, when it is determined that the vehicle is in the pure electric driving mode and the vehicle is in the fourth gear position, a fourth target control strategy in the set of control strategies is generated. The first clutch 41 is in a first disengaged state, the second clutch 42 is in a second disengaged state, the third clutch 43 is in a third engaged state, and the first synchronizer 22 is connected to the second driven gear 72. The first motor 20 transmits power to the second output shaft 70, and the second output shaft 70 transmits power to the wheel 95 through the second gear pair. Such a setting makes the pure electric driving mode of the vehicle more stable.

[0052] In another embodiment of the present application, the vehicle has a second electric driving mode:

[0053] When the vehicle is in gear 1: the first clutch 41 is disengaged, the second clutch 42 is disengaged, the third clutch 43 is disengaged, the first synchronizer is disengaged, and the second synchronizer is engaged with the third driven gear;

[0054] Power transmission route: The second motor → the motor input shaft → the fifth driving gear → the fifth driven gear → the first input shaft → the third driving gear → the third driven gear → the first intermediate shaft → the sixth driving gear → the sixth driven gear → the second intermediate shaft → the seventh driving gear → the seventh driven gear → the differential assembly.

[0055] When the vehicle is in gear 2: The first clutch 41 is disengaged, the second clutch 42 is disengaged, the third clutch 43 is disengaged, the first synchronizer is disengaged, and the second synchronizer is engaged with the fourth driven gear;

[0056] Power transmission route: The second motor → the motor input shaft → the fifth driving gear → the fifth driven gear → the first input shaft → the fourth driving gear → the fourth driven gear → the first intermediate shaft → the sixth driving gear → the sixth driven gear → the second intermediate shaft → the seventh driving gear → the seventh driven gear → the differential assembly.

[0057] The vehicle has a third pure electric mode, the engine does not work, the first motor drives, and the second motor drives;

[0058] When the vehicle is in gear 1: The first clutch 41 is disengaged, the second clutch 42 is engaged, the third clutch 43 is disengaged, the first synchronizer is disengaged, and the second synchronizer is engaged with the fourth driven gear;

[0059] When the vehicle is in gear 2: The first clutch 41 is disengaged, the second clutch 42 is engaged, the third clutch 43 is disengaged, the first synchronizer is disengaged, and the second synchronizer is engaged with the third driven gear;

[0060] Power transmission route: Fitting of gear 2 and gear 1 in the first pure electric drive mode.

[0061] When the vehicle is in gear 3: The first clutch 41 is disengaged, the second clutch 42 is disengaged, the third clutch 43 is engaged, the first synchronizer is engaged with the first driven gear, and the second synchronizer is engaged with the fourth driven gear;

[0062] Power transmission route: Fitting of gear 3 in pure electric drive mode 1 and gear 2 in pure electric drive mode 2.

[0063] When the vehicle is in gears 4, 5, and 6, the clutch engagement method is the same as that in gear 3, and the connection is made through the opposite engagement method of the synchronizer 2X2.

[0064] Further, based on the driving mode information and gear position information, a set of control strategies is generated, including: when it is determined that the vehicle is in the series mode and the vehicle is in the first gear position, a first target control strategy in the set of control strategies is generated, the first clutch 41 is in the first engaged state, the second clutch 42 is in the second disengaged state, the third clutch 43 is in the third engaged state, and the first synchronizer 22 is connected to the first driven gear 74, the engine 10 transmits power to the first motor 20 through the first clutch 41, the first motor 20 transmits power to the second output shaft 70, and the second output shaft 70 transmits power to the wheel 95 through the first gear pair, or when it is determined that the vehicle is in the series mode and the vehicle is in the second gear position, a second target control strategy in the set of control strategies is generated, the first clutch 41 is in the first engaged state, the second clutch 42 is in the second disengaged state, the third clutch 43 is in the third disengaged state, and the first synchronizer 22 is connected to the fourth driven gear 53, the engine 10 transmits power to the first motor 20 through the first clutch 41, the first motor 20 transmits power to the second output shaft 70, the first motor 20 transmits power to the second output shaft 70, and the second output shaft 70 transmits power to the wheel 95 through the fourth gear pair.

[0065] In this embodiment, when the vehicle is in gear 1: the first clutch 41 is engaged, the second clutch 42 is disengaged, the third clutch 43 is disengaged, the first synchronizer is disengaged, and the second synchronizer is engaged with the third driven gear.

[0066] Power transmission route: engine → torsional damper → first clutch → first motor → power battery → second motor → motor input shaft → fifth driving gear → fifth driven gear → first input shaft → third driving gear → third driven gear → first intermediate shaft → sixth driving gear → sixth driven gear → second intermediate shaft → seventh driving gear → seventh driven gear → differential assembly.

[0067] When the vehicle is in gear 2: the first clutch 41 is engaged, the second clutch 42 is disengaged, the third clutch 43 is disengaged, the first synchronizer is disengaged, the second synchronizer is engaged with the fourth driven gear, and the power of the second input shaft is transmitted to the fourth driving gear and then transmitted to the second intermediate shaft through the fourth driven gear.

[0068] Further, based on the drive mode information and the gear position information, a control strategy set is generated, including: when it is determined that the vehicle is in the engine direct drive mode and the vehicle is in the first gear position, a first target control strategy in the control strategy set is generated, the first clutch 41 is in the first engaged state, the second clutch 42 is in the second disengaged state, the third clutch 43 is in the third engaged state, and the first synchronizer 22 is connected to the first driven gear 74. The engine 10 transmits power to the first motor 20 through the first clutch 41, the first motor 20 transmits power to the second output shaft 70, and the second output shaft 70 transmits power to the wheel 95 through the first gear pair. Or, when it is determined that the vehicle is in the engine direct drive mode and the vehicle is in the second gear position, a second target control strategy in the control strategy set is generated, the first clutch 41 is in the first engaged state, the second clutch 42 is in the second disengaged state, the third clutch 43 is in the third engaged state, and the first synchronizer 22 is connected to the second driven gear 72. The engine 10 transmits power to the first motor 20 through the first clutch 41, the first motor 20 transmits power to the second output shaft 70, and the second output shaft 70 transmits power to the wheel 95 through the second gear pair. Or, when it is determined that the vehicle is in the engine direct drive mode and the vehicle is in the third gear position, a third target control strategy in the control strategy set is generated, the first clutch 41 is in the first engaged state, the second clutch 42 is in the second engaged state, the third clutch 43 is in the third disengaged state, and the second synchronizer 21 is connected to the third driven gear 55. The engine 10 transmits power to the first motor 20 through the first clutch 41, the first motor 20 transmits power to the second output shaft 70, and the second output shaft 70 transmits power to the wheel 95 through the second gear pair. Or, when it is determined that the vehicle is in the engine direct drive mode and the vehicle is in the fourth gear position, a fourth target control strategy in the control strategy set is generated, the first clutch 41 is in the first engaged state, the second clutch 42 is in the second engaged state, the third clutch 43 is in the third disengaged state, and the first synchronizer 22 is connected to the fourth driven gear 53. The engine 10 transmits power to the first motor 20 through the first clutch 41, the first motor 20 transmits power to the second output shaft 70, the first motor 20 transmits power to the second output shaft 70, and the second output shaft 70 transmits power to the wheel 95 through the fourth gear pair.

[0069] In this embodiment, when the vehicle is in gear 1: the first clutch 41 is engaged, the second clutch 42 is disengaged, the third clutch 43 is engaged, the first synchronizer is engaged with the first gear, and the second synchronizer is disengaged.

[0070] Power transmission route: Engine → torsional damper → first clutch → first motor → third clutch → second input shaft → first driving gear → first driven gear → first intermediate shaft → sixth driving gear → sixth driven gear → second intermediate shaft → seventh driving gear → seventh driven gear → differential assembly.

[0071] When the vehicle is in gear 2: The first clutch 41 is engaged, the second clutch 42 is disengaged, the third clutch 43 is engaged, the first synchronizer is engaged with the second driven gear, and the second synchronizer is disengaged.

[0072] Power transmission route: Compared with gear 1, the power of the second input shaft is transmitted to the second driving gear and then to the second intermediate shaft via the second driven gear.

[0073] When the vehicle is in gear 3: The first clutch 41 is engaged, the second clutch 42 is engaged, the third clutch 43 is disengaged, the first synchronizer is disengaged, and the second synchronizer is engaged with the third driven gear.

[0074] Power transmission route: Engine → torsional damper → first clutch → first motor → second clutch → first input shaft → third driving gear → third driven gear → first intermediate shaft → sixth driving gear → sixth driven gear → second intermediate shaft → seventh driving gear → seventh driven gear → differential assembly.

[0075] When the vehicle is in gear 4: The first clutch 41 is engaged, the second clutch 42 is engaged, the third clutch 43 is disengaged, the first synchronizer is disengaged, and the second synchronizer is engaged with the fourth driven gear.

[0076] Power transmission route: Compared with gear 3, the power of the first input shaft is transmitted to the fourth driving gear and then to the first intermediate shaft via the fourth driven gear.

[0077] Further, based on the drive mode information and the gear position information, a set of control strategies is generated, including: when it is determined that the vehicle is in the parallel drive mode and the vehicle is in the first gear position, a first target control strategy in the set of control strategies is generated, the first clutch 41 is in the first engaged state, the second clutch 42 is in the second engaged state, the third clutch 43 is in the third disengaged state, and the second synchronizer 21 is connected to the third driven gear 55, the engine 10 transmits power to the first motor 20 through the first clutch 41, the first motor 20 transmits power to the second output shaft 70, and the second output shaft 70 transmits power to the vehicle wheels 95 through the second gear pair, or when it is determined that the vehicle is in the parallel drive mode and the vehicle is in the second gear position, a second target control strategy in the set of control strategies is generated, the first clutch 41 is in the first engaged state, the second clutch 42 is in the second engaged state, the third clutch 43 is in the third disengaged state, and the first synchronizer 22 is connected to the fourth driven gear 53, the engine 10 transmits power to the first motor 20 through the first clutch 41, the first motor 20 transmits power to the second output shaft 70, the first motor 20 transmits power to the second output shaft 70, and the second output shaft 70 transmits power to the vehicle wheels 95 through the fourth gear pair, or when it is determined that the vehicle is in the parallel drive mode and the vehicle is in the third gear position, a third target control strategy in the set of control strategies is generated, the first clutch 41 is in the first engaged state, the second clutch 42 is in the second disengaged state, the third clutch 43 is in the third engaged state, and the first synchronizer 22 is connected to the first driven gear 74, the engine 10 transmits power to the first motor 20 through the first clutch 41, the first motor 20 transmits power to the second output shaft 70, and the second output shaft 70 transmits power to the vehicle wheels 95 through the first gear pair, or when it is determined that the vehicle is in the parallel drive mode and the vehicle is in the fourth gear position, a fourth target control strategy in the set of control strategies is generated, the first clutch 41 is in the first engaged state, the second clutch 42 is in the second disengaged state, the third clutch 43 is in the third engaged state, and the first synchronizer 22 is connected to the second driven gear 72, the engine 10 transmits power to the first motor 20 through the first clutch 41, the first motor 20 transmits power to the second output shaft 70, and the second output shaft 70 transmits power to the vehicle wheels 95 through the second gear pair.

[0078] In this embodiment, when the vehicle is running at a high speed and needs to overtake with a large torque, the following parallel drive mode can be adopted.

[0079] Parallel drive mode 1: The engine works, the first motor drives, and the second motor does not work.

[0080] The vehicle is in gear 1: The first clutch 41 is engaged, the second clutch 42 is engaged, the third clutch 43 is disengaged, the first synchronizer is disengaged, and the second synchronizer is engaged with the third driven gear.

[0081] Power transmission route: At this time, the engine transmits the power flow according to the engine direct drive mode gear 3, and the first motor operates in the pure electric drive mode 1 gear 2.

[0082] The vehicle is in gear 2: The first clutch 41 is engaged, the second clutch 42 is engaged, the third clutch 43 is disengaged, the first synchronizer is disengaged, and the second synchronizer is engaged with the fourth driven gear.

[0083] Power transmission route: At this time, the engine transmits the power flow according to the engine direct drive mode gear, and the first motor operates in the pure electric drive mode 1 gear 1.

[0084] The vehicle is in gear 3: The first clutch 41 is engaged, the second clutch 42 is disengaged, the third clutch 43 is engaged, the first synchronizer is engaged with the first driven gear, and the second synchronizer is disengaged.

[0085] Power transmission route: At this time, the engine transmits the power flow according to the engine direct drive mode gear 1, and the first motor operates in the pure electric drive mode 1 gear 3.

[0086] The vehicle is in gear 4: The first clutch 41 is engaged, the second clutch 42 is disengaged, the third clutch 43 is engaged, the first synchronizer is engaged with the second driven gear, and the second synchronizer is disengaged.

[0087] Power transmission route: At this time, the engine transmits the power flow according to the engine direct drive mode gear 2, and the first motor operates in the pure electric drive mode 1 gear 4.

[0088] In another embodiment of the present application, in the parallel drive mode 2, the engine operates, the first motor does not operate, and the second motor drives.

[0089] The vehicle is in gear 1: The first clutch 41 is engaged, the second clutch 42 is engaged, the third clutch 43 is disengaged, the first synchronizer is disengaged, and the second synchronizer is connected to the third driven gear.

[0090] Power transmission route: At this time, the engine transmits the power flow according to the engine direct drive mode gear 3, and the second motor operates in the pure electric drive mode 2 gear 1.

[0091] The vehicle is in gear 2: The first clutch 41 is engaged, the second clutch 42 is engaged, the third clutch 43 is disengaged, the first synchronizer is disengaged, and the second synchronizer is connected to the fourth driven gear.

[0092] Power transmission route: At this time, the engine transmits the power flow according to the engine direct drive mode gear 4, and the second motor operates in the pure electric drive mode 2 gear 2.

[0093] The vehicle is in gear 3: the first clutch 41 is engaged, the second clutch 42 is disengaged, the third clutch 43 is engaged, the first synchronizer is connected to the first driven gear, and the second synchronizer is connected to the third driven gear.

[0094] Power transmission route: At this time, the engine transmits the power flow according to the engine direct drive mode gear 1, and the second motor operates according to the pure electric drive mode 2 gear 1.

[0095] When the vehicle is in gears 4, 5, and 6, the clutch engagement method is the same as that in gear 3, through different engagement methods of the synchronizer 2X2.

[0096] In another embodiment of the present application, in the parallel drive mode 3, the engine, the first motor, and the second motor drive simultaneously.

[0097] The vehicle is in gear 1: the first clutch 41 is engaged, the second clutch 42 is engaged, the third clutch 43 is disengaged, the first synchronizer is disengaged, and the second synchronizer is connected to the third driven gear.

[0098] Power transmission route: At this time, the engine transmits the power flow according to the engine direct drive mode gear 3, the first motor operates according to the pure electric drive mode 1 gear 2, and the second motor operates according to the pure electric drive mode 2 gear 1.

[0099] The vehicle is in gear 2: the first clutch 41 is engaged, the second clutch 42 is engaged, the third clutch 43 is disengaged, the first synchronizer is disengaged, and the second synchronizer is connected to the fourth driven gear.

[0100] Power transmission route: At this time, the engine transmits the power flow according to the engine direct drive mode gear 4, the first motor operates according to the pure electric drive mode 1 gear 1, and the second motor operates according to the pure electric drive mode 2 gear 2.

[0101] The vehicle is in gear 3: the first clutch 41 is engaged, the second clutch 42 is disengaged, the third clutch 43 is engaged, the first synchronizer is connected to the first driven gear, and the second synchronizer is connected to the third driven gear.

[0102] Power transmission route: At this time, the engine transmits the power flow according to the engine direct drive mode gear 1, the first motor operates according to the pure electric drive mode 1 gear 3, and the second motor operates according to the pure electric drive mode 2 gear 1.

[0103] When the vehicle is in gears 4, 5, and 6, the clutch engagement method is the same as that in gear 3, through different engagement methods of the synchronizer 2X2.

[0104] When the engine participates in driving, that is, when the first clutch 41 is connected, if the power battery has insufficient power, a part of the energy can be transferred to the first motor at any time according to the system requirements for power generation and stored in the power battery.

[0105] Further, a control strategy set is generated. The control strategy set includes a fifth target control strategy. At this time, the vehicle is in the engine idle charging mode. The fifth target control strategy is used to control the engine 10 to be in the working state, the first motor 20 to be in the working state, the second motor 30 to be in the non-working state, the first clutch 41 to be in the first engaged state, the second clutch 42 to be in the second disengaged state, and the third clutch 43 to be in the third disengaged state. The engine 10 transmits power to the first motor 20, and the first motor 20 generates electricity, which is stored in the power battery 94.

[0106] In this embodiment, when the vehicle is parked and power-depleted, the engine idle charging mode can be adopted. The engine works, the first motor generates electricity, and the second motor does not work. The first clutch 41 is engaged, and the second clutch 42 and the third clutch 43 are both disengaged. The first synchronizer and the second synchronizer are both disengaged.

[0107] Power transmission route: Engine → torsional damper → first clutch → first motor → power battery.

[0108] Further, based on the working state information, a control strategy set is generated. The control strategy set includes a sixth target control strategy. At this time, the vehicle is in the energy recovery mode. The sixth target control strategy is used to control the engine 10 to be in the non-working state, the first motor 20 to be in the working state, the second motor 30 to be in the non-working state, the first clutch 41 to be in the first disengaged state, the second clutch 42 to be in the second engaged state, and the third clutch 43 to be in the third disengaged state. The mechanical energy generated by the differential assembly 91 is converted into electrical energy by the first motor 20 and stored in the power battery 94.

[0109] In this embodiment, during deceleration, coasting or braking, the wheel-end mechanical energy can be recovered and converted into electrical energy by the system and stored in the battery, which can improve the fuel economy of the vehicle. The engine does not work, the first motor generates electricity, and the second motor does not work. The connection modes of its gears with the clutches and synchronizers in the pure electric drive mode 1 are the same, and the power transmission route is exactly the opposite. The mechanical energy is transmitted by the differential assembly and converted into electrical energy by the first motor and stored in the power battery.

[0110] In another embodiment of the present application, energy recovery mode 2: The engine does not work, the first motor does not work, and the second motor generates electricity. The connection modes of its gears with the clutches and synchronizers in the pure electric drive mode 2 are the same, and the power transmission route is exactly the opposite. The mechanical energy is transmitted by the differential assembly and converted into electrical energy by the first motor and stored in the power battery.

[0111] Energy recovery mode 3: The engine does not operate. The first motor generates electricity, and the second motor generates electricity. The connection methods of the clutches and synchronizers in each gear are the same as those in the pure electric drive mode 3, but the power transmission route is exactly the opposite. Mechanical energy is transmitted by the differential assembly and converted into electrical energy by the first motor and stored in the power battery.

[0112] For ease of description, spatial relative terms such as "above", "over", "on the upper surface", "upper" etc. may be used herein to describe the spatial positional relationship of one device or feature to another device or feature as shown in the figures. It should be understood that the spatial relative terms are intended to encompass different orientations in use or operation in addition to the orientation depicted in the figures. For example, if the device in the figures is inverted, a device described as "above" or "over" another device or structure will then be oriented "below" or "under" the other device or structure. Thus, the exemplary term "above" can include both the orientations of "above" and "below". The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the corresponding explanations for the spatial relative descriptions used herein will be made accordingly.

[0113] In addition to the above, it should also be noted that when referring to "one embodiment", "another embodiment", "embodiment" etc. in this specification, it means that the specific features, structures or characteristics described in connection with that embodiment are included in at least one embodiment generally described in this application. The same expression appearing in multiple places in the specification does not necessarily refer to the same embodiment. Further, when describing a specific feature, structure or characteristic in connection with any one embodiment, it is intended that the implementation of such feature, structure or characteristic in combination with other embodiments also falls within the scope of the present invention.

[0114] In the above embodiments, the descriptions of each embodiment have their own focuses. For the parts not detailed in a certain embodiment, reference may be made to the relevant descriptions of other embodiments.

[0115] The above are only the preferred embodiments of the present invention and are not intended to limit the present invention. For those skilled in the art, the present invention may have various modifications and changes. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention shall be included within the protection scope of the present invention.

Claims

1. A longitudinally-mounted dual-motor hybrid power system, characterized in that, It includes an engine (10), a first motor (20), and a second motor (30), and further includes: A first transmission assembly, the engine (10) is connected to the first end of the engine output shaft (11), the first end of the first transmission assembly is disposed adjacent to the second end of the engine output shaft (11), the second end of the first transmission assembly is connected to the first end of the second motor output shaft (31), and the second motor (30) is sleeved on the second end of the second motor output shaft (31); A second transmission assembly, the second transmission assembly is sleeved on the first end of the first transmission assembly; A third transmission assembly, the third transmission assembly is disposed on one side of the second transmission assembly and the first transmission assembly, the third transmission assembly includes a first intermediate shaft (60), a first synchronizer (22) and a second synchronizer (21), the first synchronizer (22) and the second synchronizer (21) are disposed adjacent to each other on the first intermediate shaft (60), the third transmission assembly is connected to the second transmission assembly through the first synchronizer (22), and the third transmission assembly is connected to the first transmission assembly through the second synchronizer (21); A fourth transmission assembly, the fourth transmission assembly is connected to the side of the third transmission assembly away from the second transmission assembly, the fourth transmission assembly is connected to a wheel (95), and the third transmission assembly transmits power to the wheel (95) through the fourth transmission assembly; A clutch assembly (40), the clutch assembly (40) includes a first clutch (41), a second clutch (42) and a third clutch (43), the first motor (20) is sleeved on the clutch assembly (40), the clutch assembly (40) is disposed between the engine output shaft (11) and the second transmission assembly, the engine output shaft (11) can be selectively connected or disconnected from the first motor (20) through the first clutch (41), the first transmission assembly can be selectively connected or disconnected from the first motor (20) through the second clutch (42), and the second transmission assembly can be selectively connected or disconnected from the first motor (20) through the third clutch (43); The first transmission assembly includes: a first input shaft (50), the axis of the first input shaft (50) is disposed collinearly with the axis of the engine output shaft (11), and the first end of the first input shaft (50) is connected to the second clutch (42); The second transmission assembly includes: a second output shaft (70), the second output shaft (70) is sleeved on the first end of the first input shaft (50), and the first end of the second output shaft (70) is connected to the third clutch (43); A second gear pair is provided at the second end of the second output shaft (70). The second gear pair includes a second driving gear (71) and a second driven gear (72). The second driving gear (71) is connected to the second output shaft (70). The second driven gear (72) meshes with the second driving gear (71). The second driving gear (71) is sleeved on the first intermediate shaft (60) loosely. A first gear pair is provided adjacent to the second gear pair. The first gear pair includes a first driving gear (73) and a first driven gear (74). The first driving gear (73) is connected to the second output shaft (70). The first driven gear (74) meshes with the first driving gear (73). The first driven gear (74) is sleeved on the first intermediate shaft (60) loosely. Wherein, the first intermediate shaft (60) is selectively connected to the first driven gear (74) or the second driven gear (72) through the first synchronizer (22).

2. The longitudinal dual-motor hybrid power system according to claim 1, wherein The first transmission assembly includes: A fifth driven gear (51) is connected to the second end of the first input shaft (50). The first input shaft (50) is connected to the second motor output shaft (31) through the fifth driven gear (51). A fourth gear pair is provided adjacent to the fifth driven gear (51). The fourth gear pair includes a fourth driving gear (52) and a fourth driven gear (53). The fourth driving gear (52) is connected to the first input shaft (50). The fourth driven gear (53) meshes with the fourth driving gear (52). The fourth driven gear (53) is sleeved on the first intermediate shaft (60) loosely. A third gear pair is provided adjacent to the side of the fourth gear pair away from the fifth driven gear (51). The third gear pair includes a third driving gear (54) and a third driven gear (55). The third driving gear (54) is connected to the first input shaft (50). The third driven gear (55) meshes with the third driving gear (54). The third driven gear (55) is sleeved on the first intermediate shaft (60) loosely. Wherein, the first intermediate shaft (60) is selectively connected to the third driven gear (55) or the fourth driven gear (53) through the second synchronizer (21).

3. The longitudinal dual-motor hybrid power system according to claim 2, wherein, The first intermediate shaft (60) is arranged parallel to the second output shaft (70). The third transmission assembly further includes: A sixth driving gear (23) is provided at the first end of the first intermediate shaft (60). The sixth driving gear (23) is provided adjacent to the first driven gear (74). The first intermediate shaft (60) transmits the power to the fourth transmission assembly through the sixth driving gear (23).

4. The longitudinal dual-motor hybrid power system according to claim 3, wherein, A first end of the output shaft (31) of the second motor is provided with a fifth driving gear (32), the fifth driving gear (32) meshes with the fifth driven gear (51), and the second motor output shaft (31) transmits the power to the first transmission assembly through the fifth driving gear (32).

5. The longitudinal dual-motor hybrid power system according to claim 3, characterized in that, The fifth driven gear (51) is arranged at a second end of the first intermediate shaft (60), the fifth driven gear (51) is arranged adjacent to the fourth driven gear (53), and the second motor output shaft (31) transmits the power to the first intermediate shaft (60) through the fifth driven gear (51).

6. The longitudinal dual-motor hybrid power system according to claim 4, wherein The fourth transmission assembly includes: A second intermediate shaft (80), the second intermediate shaft (80) is arranged on a side of the first intermediate shaft (60) away from the second output shaft (70), and the second intermediate shaft (80) is arranged parallel to the first intermediate shaft (60); A sixth driven gear (81), the sixth driven gear (81) is connected to the second intermediate shaft (80), the sixth driven gear (81) meshes with the sixth driving gear (23), and the sixth driving gear (23) transmits the power to the second intermediate shaft (80) through the sixth driven gear (81); A seventh driving gear (82), the seventh driving gear (82) is arranged at a first end of the second intermediate shaft (80), and the second intermediate shaft (80) transmits the power to the wheel (95) through the seventh driving gear (82).

7. The longitudinal dual-motor hybrid power system according to claim 6, wherein The longitudinally-mounted dual-motor hybrid power system further includes: An output shaft (90), the output shaft (90) is arranged between the engine (10) and the clutch assembly (40), a differential assembly (91) and a seventh driven gear (92) are arranged on the output shaft (90), the seventh driving gear (82) transmits the power to the differential assembly (91) through the seventh driven gear (92), and the differential assembly (91) evenly distributes the power to the two wheels (95); A torsional damper (93), the torsional damper (93) is arranged on the engine output shaft (11), and the torsional damper (93) is arranged between the output shaft (90) and the clutch assembly (40).

8. A vehicle, comprising a longitudinally arranged dual-motor hybrid power system, characterized in that, The longitudinally-mounted dual-motor hybrid power system is the longitudinally-mounted dual-motor hybrid power system according to any one of claims 1 to 7, wherein the vehicle includes a power battery (94), the power battery (94) is electrically connected to the longitudinally-mounted dual-motor hybrid power system, and the power battery (94) is used for storing the power generated by the longitudinally-mounted dual-motor hybrid power system.

9. A control method for a vehicle, the control method being used to control the vehicle according to claim 8, characterized in that, The method includes the following steps: Obtain the driving mode information and gear information of the vehicle, where the driving mode information includes at least one of the following: pure electric driving mode, series driving mode, direct driving mode, parallel driving mode, engine idle charging mode, and energy recovery mode, and the gear information includes at least one of the following gears: first gear, second gear, third gear, and fourth gear; Based on the driving mode information and the gear information, generate a control strategy set for controlling at least one of the engine (10), the first motor (20), and the second motor (30) to be in a working or non-working state, and controlling the target component to be in a target working state, where the target component includes at least the first clutch (41), the second clutch (42), and the third clutch (43); Generating the control strategy set based on the driving mode information and the gear information includes: When it is determined that the vehicle is in the pure electric driving mode and the vehicle is in the first gear, generate the first target control strategy in the control strategy set. The first target control strategy is used to control the engine (10) to be in a non-working state, the first motor (20) to be in a working state, the second motor (30) to be in a non-working state, and control the first clutch (41) to be in a first disengaged state, the second clutch (42) to be in a second engaged state, the third clutch (43) to be in a third disengaged state, and the second synchronizer (21) to be connected to the fourth driven gear (53). The first motor (20) transmits the power to the first input shaft (50), and the first input shaft (50) transmits the power to the wheel (95) through the fourth gear pair, or, When it is determined that the vehicle is in the pure electric driving mode and the vehicle is in the second gear, generate the second target control strategy in the control strategy set. The second target control strategy is used to control the engine (10) to be in a non-working state, the first motor (20) to be in a working state, the second motor (30) to be in a non-working state, and control the first clutch (41) to be in the first disengaged state, the second clutch (42) to be in the second engaged state, the third clutch (43) to be in the third disengaged state, and the second synchronizer (21) to be connected to the third driven gear (55). The first motor (20) transmits the power to the first input shaft (50), and the first input shaft (50) transmits the power to the wheel (95) through the third gear pair, or, When it is determined that the vehicle is in the pure electric drive mode and it is determined that the vehicle is in the third gear, a third target control strategy in the control strategy set is generated. The first clutch (41) is in the first disengaged state, the second clutch (42) is in the second disengaged state, the third clutch (43) is in the third engaged state, and the first synchronizer (22) is connected to the first driven gear (74). The first motor (20) transmits the power to the second output shaft (70), and the second output shaft (70) transmits the power to the wheel (95) through the first gear pair. Or, When it is determined that the vehicle is in the pure electric drive mode and it is determined that the vehicle is in the fourth gear, a fourth target control strategy in the control strategy set is generated. The first clutch (41) is in the first disengaged state, the second clutch (42) is in the second disengaged state, the third clutch (43) is in the third engaged state, and the first synchronizer (22) is connected to the second driven gear (72). The first motor (20) transmits the power to the second output shaft (70), and the second output shaft (70) transmits the power to the wheel (95) through the second gear pair.

10. The control method according to claim 9, wherein, Based on the drive mode information and the gear information, generate the control strategy set, including: When it is determined that the vehicle is in the series mode and it is determined that the vehicle is in the first gear, a first target control strategy in the control strategy set is generated. The first clutch (41) is in the first engaged state, the second clutch (42) is in the second disengaged state, the third clutch (43) is in the third engaged state, and the first synchronizer (22) is connected to the first driven gear (74). The engine (10) transmits the power to the first motor (20) through the first clutch (41), the first motor (20) transmits the power to the second output shaft (70), and the second output shaft (70) transmits the power to the wheel (95) through the first gear pair. Or, When it is determined that the vehicle is in the series mode and the vehicle is in the second gear, a second target control strategy in the control strategy set is generated. The first clutch (41) is in the first engaged state, the second clutch (42) is in the second disengaged state, the third clutch (43) is in the third disengaged state, and the first synchronizer (22) is connected to the fourth driven gear (53). The engine (10) transmits the power to the first motor (20) through the first clutch (41), and the first motor (20) transmits the power to the second output shaft (70). The first motor (20) transmits the power to the second output shaft (70), and the second output shaft (70) transmits the power to the wheel (95) through the fourth gear pair.

11. The control method according to claim 10, wherein Generate the control strategy set based on the drive mode information and the gear information, including: When it is determined that the vehicle is in the engine direct drive mode and the vehicle is in the first gear, a first target control strategy in the control strategy set is generated. The first clutch (41) is in the first engaged state, the second clutch (42) is in the second disengaged state, the third clutch (43) is in the third engaged state, and the first synchronizer (22) is connected to the first driven gear (74). The engine (10) transmits the power to the first motor (20) through the first clutch (41), and the first motor (20) transmits the power to the second output shaft (70). The second output shaft (70) transmits the power to the wheel (95) through the first gear pair, or When it is determined that the vehicle is in the engine direct drive mode and the vehicle is in the second gear, a second target control strategy in the control strategy set is generated. The first clutch (41) is in the first engaged state, the second clutch (42) is in the second disengaged state, the third clutch (43) is in the third engaged state, and the first synchronizer (22) is connected to the second driven gear (72). The engine (10) transmits the power to the first motor (20) through the first clutch (41), and the first motor (20) transmits the power to the second output shaft (70). The second output shaft (70) transmits the power to the wheel (95) through the second gear pair, or When it is determined that the vehicle is in the engine direct drive mode and the vehicle is in the third gear, a third target control strategy in the control strategy set is generated. The first clutch (41) is in the first engaged state, the second clutch (42) is in the second engaged state, the third clutch (43) is in the third disengaged state, and the second synchronizer (21) is connected to the third driven gear (55). The engine (10) transmits the power to the first motor (20) through the first clutch (41), the first motor (20) transmits the power to the second output shaft (70), and the second output shaft (70) transmits the power to the wheel (95) through the second gear set. Or, When it is determined that the vehicle is in the engine direct drive mode and the vehicle is in the fourth gear, a fourth target control strategy in the control strategy set is generated. The first clutch (41) is in the first engaged state, the second clutch (42) is in the second engaged state, the third clutch (43) is in the third disengaged state, and the first synchronizer (22) is connected to the fourth driven gear (53). The engine (10) transmits the power to the first motor (20) through the first clutch (41), the first motor (20) transmits the power to the second output shaft (70), the first motor (20) transmits the power to the second output shaft (70), and the second output shaft (70) transmits the power to the wheel (95) through the fourth gear set.

12. The control method according to claim 11, wherein Based on the drive mode information and the gear information, generate the control strategy set, including: When it is determined that the vehicle is in the parallel drive mode and the vehicle is in the first gear, a first target control strategy in the control strategy set is generated. The first clutch (41) is in the first engaged state, the second clutch (42) is in the second engaged state, the third clutch (43) is in the third disengaged state, and the second synchronizer (21) is connected to the third driven gear (55). The engine (10) transmits the power to the first motor (20) through the first clutch (41), the first motor (20) transmits the power to the second output shaft (70), and the second output shaft (70) transmits the power to the wheel (95) through the second gear set. Or, When it is determined that the vehicle is in the parallel drive mode and it is determined that the vehicle is in the second gear position, a second target control strategy in the control strategy set is generated. The first clutch (41) is in the first engaged state, the second clutch (42) is in the second engaged state, the third clutch (43) is in the third disengaged state, and the first synchronizer (22) is connected to the fourth driven gear (53). The engine (10) transmits the power to the first motor (20) through the first clutch (41), the first motor (20) transmits the power to the second output shaft (70), the first motor (20) transmits the power to the second output shaft (70), and the second output shaft (70) transmits the power to the wheels (95) through the fourth gear set. Or, When it is determined that the vehicle is in the parallel drive mode and it is determined that the vehicle is in the third gear position, a third target control strategy in the control strategy set is generated. The first clutch (41) is in the first engaged state, the second clutch (42) is in the second disengaged state, the third clutch (43) is in the third engaged state, and the first synchronizer (22) is connected to the first driven gear (74). The engine (10) transmits the power to the first motor (20) through the first clutch (41), the first motor (20) transmits the power to the second output shaft (70), and the second output shaft (70) transmits the power to the wheels (95) through the first gear set. Or, When it is determined that the vehicle is in the parallel drive mode and it is determined that the vehicle is in the fourth gear position, a fourth target control strategy in the control strategy set is generated. The first clutch (41) is in the first engaged state, the second clutch (42) is in the second disengaged state, the third clutch (43) is in the third engaged state, and the first synchronizer (22) is connected to the second driven gear (72). The engine (10) transmits the power to the first motor (20) through the first clutch (41), the first motor (20) transmits the power to the second output shaft (70), and the second output shaft (70) transmits the power to the wheels (95) through the second gear set.

13. The control method according to claim 12, wherein Generate the control strategy set based on the working state information. The control strategy set includes a fifth target control strategy. At this time, the vehicle is in the engine idle charging mode. The fifth target control strategy is used to control the engine (10) to be in the working state, the first motor (20) to be in the working state, the second motor (30) to be in the non-working state, the first clutch (41) to be in the first engaged state, the second clutch (42) to be in the second disengaged state, the third clutch (43) to be in the third disengaged state. The engine (10) transmits the power to the first motor (20), and the first motor (20) generates electricity and stores the electricity in the power battery (94).

14. The control method according to claim 13, wherein Generate the control strategy set based on the working state information. The control strategy set includes a sixth target control strategy. At this time, the vehicle is in the energy recovery mode. The sixth target control strategy is used to control the engine (10) to be in the non-working state, the first motor (20) to be in the working state, the second motor (30) to be in the non-working state, the first clutch (41) to be in the first disengaged state, the second clutch (42) to be in the second engaged state, the third clutch (43) to be in the third disengaged state. The mechanical energy generated by the differential assembly (91) generates electrical energy through the first motor (20) and stores the electrical energy in the power battery (94).

Images