Four-wheel-drive hybrid electric vehicle and power coupling framework and control method thereof

Abstract

The invention provides a four-wheel-drive hybrid vehicle and a power coupling framework and a control method thereof, the power coupling framework comprises a front drive shaft sleeved with a first input gear, a first synchronizer, a first output gear, a second input gear and a second synchronizer, an internal combustion engine is connected with the first input gear, a front output motor is connected with the second input gear, and a rear output motor is connected with the second input gear; the first output gear is connected with a first differential assembly, the front drive shaft is connected with the first end of the drive middle shaft through a torque converter, and the rear drive shaft is sleeved with a third input gear connected with a rear drive motor, a second output gear connected with the first connecting end of the second differential assembly and a third synchronizer. The second connecting end of the second differential assembly is connected with the second end of the driving middle shaft. The rear electric drive system and the drive middle shaft connected with the front drive system and the rear drive system are additionally arranged, conversion of multiple four-wheel drive modes is achieved under regulation and control of the first synchronizer, the second synchronizer and the third synchronizer, and the torque distribution capacity between the front shaft and the rear shaft is effectively improved.

Description

Technical Field

[0001] The present invention belongs to the field of automobile engineering technology, and in particular relates to a four-wheel drive hybrid vehicle and a power coupling architecture and a control method thereof. Background Art

[0002] Electric hybrid vehicles have a large external discharge power, which can provide a convenient power environment in camping and long-distance travel scenarios. Based on the above advantages, electric hybrid technology has gradually extended to the field of off-road vehicles dominated by traditional power and four-wheel drive systems, further reducing the long-term high energy consumption of off-road vehicles, improving road performance and poor comfort, and gradually gaining market recognition.

[0003] In this context, hybrid off-road vehicles driven by electric motors are becoming more and more popular among users. With the rapid development of motor technology, motor characteristics, high speed, high power and other technical features, the corresponding hybrid off-road vehicle drive system on the market is a multi-decoupled four-wheel drive system, which lacks the inter-axle transmission system and transfer case of traditional off-road vehicles. This decoupled hybrid four-wheel drive architecture has obvious advantages, with energy consumption advantages and driving experience that traditional off-road vehicles cannot match. However, there are also shortcomings caused by power decoupling in specific off-road conditions:

[0004] Since there are no front and rear drive shafts, when one axle slips during extreme climbing or certain typical working conditions, the torque cannot be transferred like a traditional four-wheel drive system, resulting in torque loss. At present, in order to ensure safety, torque transfer between axles can be achieved through software calibration and adjustment, but the capacity is limited to the torque capacity of a single-axis motor; at the same time, when the torque request is increased, the speed of the slipping wheel will rise rapidly due to the fast torque response speed of the motor, which is not conducive to the safe driving of the vehicle in low-speed off-road conditions.

[0005] In view of this, overcoming the defects of the above-mentioned prior art is an urgent problem to be solved in the field of this technology. Summary of the invention

[0006] In view of the above problems, the present invention proposes a four-wheel drive hybrid vehicle power coupling architecture, comprising: an internal combustion engine, a front output motor, a rear drive motor, a front drive shaft, a first differential assembly, a rear drive shaft and a second differential assembly;

[0007] The outer wall of the front drive shaft is sleeved with a first input gear, a first synchronizer, a first output gear, a second input gear, and a second synchronizer in sequence; the internal combustion engine is drivingly connected to the first input gear; the front output motor is drivingly connected to the second input gear; the first output gear is drivingly connected to the first differential assembly; one end of the front drive shaft for mounting the second synchronizer is coaxially connected to the first end of the driving center shaft through a torque converter;

[0008] The outer wall of the rear drive shaft is provided with a third input gear connected to the output end of the rear drive motor, a second output gear connected to the first connecting end of the second differential assembly, and a third synchronizer located between the third input gear and the second output gear. The second connecting end of the second differential assembly is connected to the second end of the driving center shaft.

[0009] Furthermore, the torque converter uses a dog clutch;

[0010] One end of the driving center shaft is coaxially connected to a connecting flange matched with the flange of the dog clutch, and the connecting flange and the flange of the dog clutch are fixed by ring bolts.

[0011] Furthermore, the driving central shaft includes a left shaft and a right shaft, one end of the left shaft is connected to the torque converter, the other end of the left shaft is connected to one end of the right shaft through a flange connector, and the other end of the right shaft is connected to the first connecting end of the second differential assembly.

[0012] Furthermore, a support bearing is sleeved on the outer wall of the right shaft.

[0013] Furthermore, the second differential assembly includes a second differential, a first bevel gear set, and a second bevel gear set. The second end of the driving center shaft is coaxially connected to the second bevel gear set through a spline, the first bevel gear set is transmission connected to the second bevel gear set, and the first bevel gear set is transmission connected to the input end of the second differential.

[0014] Furthermore, the output end of the internal combustion engine is transmission-connected to the engine shaft via an elastic shock absorber, and the outer wall of the engine shaft is transmission-connected to the first input gear.

[0015] Furthermore, it also includes a generator, the rotating shaft of the generator is connected to the engine shaft of the internal combustion engine through gear transmission.

[0016] The present invention also discloses a control method based on the above-mentioned four-wheel drive hybrid vehicle power coupling architecture, and the control method comprises the following steps:

[0017] Obtaining the working status of the internal combustion engine, the front output motor, and the rear drive motor to make a fault determination;

[0018] Among them, the faults include engine failure, front motor failure and rear motor failure;

[0019] The first synchronizer, the second synchronizer and the third synchronizer are adjusted accordingly to complete the drive mode conversion.

[0020] Furthermore, the driving mode conversion specifically includes:

[0021] When the fault is determined to be an engine fault, the first synchronizer is regulated to be in a neutral gear position, and the second synchronizer and the third synchronizer are regulated to be in an engaged gear position;

[0022] When the fault is determined to be a front motor fault, the second synchronizer is regulated to be in a neutral gear position, and the first synchronizer and the third synchronizer are in an engaged gear position;

[0023] When the fault is determined to be a rear motor fault, the third synchronizer is adjusted to be in the neutral gear position, and the first synchronizer and the second synchronizer are in the engaged gear position.

[0024] The present invention also discloses a four-wheel-drive hybrid vehicle, comprising the four-wheel-drive hybrid vehicle power coupling architecture as described above.

[0025] Compared with the prior art, the embodiments of the present invention have at least the following advantages:

[0026] 1. The present invention provides a power coupling architecture for a four-wheel drive hybrid vehicle. On the basis of a conventional electric drive hybrid architecture, a rear electric drive system and a driving center shaft for transmission connection of the front and rear drive systems are added, so that the internal combustion engine, the front output motor, and the rear drive motor are mechanically connected, and the conversion of various four-wheel drive modes is realized under the regulation of a first synchronizer, a second synchronizer, and a third synchronizer. Under the regulation of a torque converter, according to the actual torque requirements of the front and rear axles, the torque transfer is effectively performed, the torque distribution capacity between the front and rear axles is improved to adapt to different power requirements, and the power requirement for a single power system is effectively reduced, that is, the power requirement for a single motor and a battery is reduced, thereby reducing the cost of the entire vehicle.

[0027] 2. Effectively improve the torque distribution capacity between the front and rear axles, improve the off-road reliability and escape ability of the vehicle's four-wheel drive system, and enhance the vehicle's traction. The additional rear drive motor also provides an additional power source guarantee for the entire vehicle to ensure the safety of the vehicle.

[0028] Other features and advantages of the present invention will be described in the following description, and partly become obvious from the description, or be understood by implementing the present invention. The purpose and other advantages of the present invention can be realized and obtained by the structures pointed out in the description and the drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0030] Figure 1 A schematic diagram of a four-wheel drive hybrid vehicle power coupling architecture in an embodiment of the present invention is shown;

[0031] In the figure, an internal combustion engine 1, a front output motor 2, a rear drive motor 3, a front drive shaft 4, a first differential assembly 5, a rear drive shaft 6, a second differential assembly 7, a second differential 701, a first bevel gear set 702, a second bevel gear set 703, a first input gear 8, a first synchronizer 9, a first output gear 10, a second input gear 11, a second synchronizer 12, a torque converter 13, a drive shaft 14, a left shaft 1401, a right shaft 1402, a third input gear 15, a second output gear 16, a third synchronizer 17, an elastic shock absorber 18, an engine shaft 19, a generator 20, a flange connector 21, and a support bearing 22. DETAILED DESCRIPTION

[0032] The following description provides many different embodiments or examples for implementing different features of the present invention. The parts and arrangements described in the following specific examples are only used to simplify the present invention and are only used as examples, not to limit the present invention.

[0033] In order to make the purpose, technical solution and advantages of the embodiments of the present invention clearer, the technical solution in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0034] The present invention provides a four-wheel drive hybrid vehicle power coupling architecture. Figure 1 A schematic diagram of a four-wheel drive hybrid vehicle power coupling architecture in an embodiment of the present invention is shown. Figure 1 In the , the overall architecture is divided into a front electric hybrid system and a rear electric drive system;

[0035] Among them, the front electric hybrid system includes: an internal combustion engine 1, a front output motor 2, a front drive shaft 4, and a first differential assembly 5;

[0036] The rear electric drive system includes: a rear drive motor 3 , a rear drive transmission shaft 6 , and a second differential assembly 7 .

[0037] The outer wall of the front drive shaft 4 is sleeved with a first input gear 8, a first synchronizer 9, a first output gear 10, a second input gear 11, and a second synchronizer 12 in sequence;

[0038] The output end of the internal combustion engine 1 is transmission-connected to the first input gear 8 of the front drive shaft 4, the output end of the front output motor 2 is transmission-connected to the second input gear 11 of the front drive shaft 4, and the first output gear 10 of the front drive shaft 4 is transmission-connected to the first differential assembly 5 to drive the front wheels to rotate; in addition, one end of the front drive shaft 4 for mounting the second synchronizer 12 is coaxially transmission-connected to the first end of the driving center shaft 14 through the torque converter 13;

[0039] Correspondingly, the outer wall of the rear-drive transmission shaft 6 is provided with a third input gear 15, a second output gear 16 and a third synchronizer 17. The third input gear 15 of the rear-drive transmission shaft 6 is transmission-connected to the output end of the rear drive motor 3, and the second output gear 16 of the rear-drive transmission shaft 6 is transmission-connected to the first connecting end of the second differential assembly 7. The third synchronizer 17 is located between the third input gear 15 and the second output gear 16. The second connecting end of the second differential assembly 7 is transmission-connected to the second end of the driving middle shaft 14. The driving middle shaft 14 enables the second differential assembly 7 and the front-drive transmission shaft 4 on both sides to form a transmission connection, thereby realizing the transmission connection between the front electric hybrid system and the rear electric drive system.

[0040] It should be noted that, in the present embodiment, the first differential assembly 5 is used to distribute power to the left front wheel and the right front wheel of the front axle, and the second differential assembly 7 is used to distribute power to the left rear wheel and the right rear wheel of the front axle; the first synchronizer 9, the second synchronizer 12, and the third synchronizer 17 are respectively used to control the switching of three different power sources, namely the internal combustion engine 1, the front output motor 2, and the rear drive motor 3.

[0041] In order to realize the conversion of various driving modes, a first synchronizer 9 is arranged on the outer wall of the front-wheel drive shaft 4 between the first input gear 8 and the first output gear 10, a second synchronizer 12 is arranged on the outer wall of the front-wheel drive shaft 4 between the second input gear 11 and the torque converter 13, and a third synchronizer 17 is arranged on the outer wall of the rear-wheel drive shaft 6 between the third input gear 15 and the second output gear 16, so as to meet the flexible conversion of the four transmission modes of front-wheel drive independent four-wheel drive mode, front-electric and rear-electric four-wheel drive mode, front-engine and rear-electric four-wheel drive mode, and combined four-wheel drive mode.

[0042] In actual use, when the function of the rear electric drive system is limited, the system responds to the fault mode, puts the third synchronizer 17 in the middle position in the neutral gear, disconnects the physical connection between the rear drive motor 3 and the second differential assembly 7, keeps the torque converter 13 in a normal connection state, and diverts part of the power of the front electric hybrid system to the driving middle shaft 14, and then transmits the torque to the second differential assembly 7, thereby providing driving force for the rear wheels, realizing the front-wheel drive independent four-wheel drive mode with the front electric hybrid system as the power source;

[0043] When the function of the front electric hybrid system is limited, it is necessary to distinguish whether it is a fault in the power system and the transmission path of the internal combustion engine 1 or a fault in the power system and the transmission path of the front output motor 2;

[0044] When the power system of the internal combustion engine 1 and its transmission path fail, the first synchronizer 9 is placed in the middle position in the neutral gear position to shield the power system of the internal combustion engine 1, while keeping the torque converter 13 in a normal engagement state, and a part of the power of the rear electric drive system is diverted to the driving middle shaft 14, and then the torque is transmitted to the first differential assembly 5, thereby providing driving force for the front wheels, and combining with the front output motor 2 to realize the front electric and rear electric four-wheel drive mode with the rear electric drive system as the main power source;

[0045] In addition, when the power system of the front output motor 2 and its transmission path fail, the second synchronizer 12 is placed in the middle position in the neutral gear to shield the power system of the front output motor 2, while keeping the torque converter 13 in a normal engagement state, and a part of the power of the rear electric drive system is diverted to the driving middle shaft 14, and then the torque is transmitted to the first differential assembly 5, thereby providing driving force for the front wheels, and combining with the internal combustion engine 1 to realize the front-engine and rear-electric four-wheel drive mode with the rear electric drive system as the main power source.

[0046] When in the combined four-wheel drive mode, the front electric hybrid system and the rear electric drive system can work normally, the first synchronizer 9, the second synchronizer 12, and the third synchronizer 17 are all in the engagement gear position (non-neutral), and the torque converter 13 is in a normal engagement state, realizing the rigid connection between the front and rear power systems. When the front or rear axle of the vehicle slips at the same time, the torque of the power system where the drive shaft that has lost traction is located is transmitted to the transmission shaft with adhesion through the driving middle shaft 14, thereby improving the ability to get out of trouble. In this working condition, the front and rear differential locks can also be associated, and the output torque of the two power systems can be further concentrated to one wheel end by using the characteristics of the differential lock, thereby improving the upper limit of the off-road escape ability.

[0047] The present invention provides a power coupling architecture for a four-wheel drive hybrid vehicle. On the basis of the low energy consumption and excellent drivability of a conventional electric drive hybrid architecture, a rear electric drive system and a driving center shaft 14 for transmission connection of the front and rear drive systems are added, so that the internal combustion engine 1, the front output motor 2, and the rear drive motor 3 are mechanically connected, and the conversion of various four-wheel drive modes is realized under the regulation of the first synchronizer 9, the second synchronizer 12, and the third synchronizer 17. Under the regulation of the torque converter 13, according to the actual torque requirements of the front and rear axles, the torque transfer is effectively performed, the torque distribution capacity between the front and rear axles is improved to adapt to different power requirements, and the power requirement for a single power system is effectively reduced, that is, the power requirement for a single motor and a battery is reduced, thereby reducing the cost of the entire vehicle.

[0048] At the same time, it effectively improves the torque distribution capacity between the front and rear axles, improves the off-road reliability and escape ability of the vehicle's four-wheel drive system, and enhances the vehicle's traction. The additional rear drive motor 3 also provides an additional power source guarantee for the entire vehicle to ensure the safety of the vehicle.

[0049] In this embodiment, the torque converter 13 uses a dog clutch to meet the larger torque transmission requirements and effectively avoid the slip problem;

[0050] At the same time, one end of the driving center shaft 14 is coaxially connected to a connecting flange that matches the flange of the dog clutch. The connecting flange and the flange of the dog clutch are fixed by ring bolts to ensure the stability and repeatability of the switching action and effectively improve the precise control of the system.

[0051] The torque converter 13 is not limited to the combined form, and may also be an active or passive multi-plate clutch torque coupler or the like.

[0052] exist Figure 1 In the example shown, the driving center shaft 14 includes a left shaft 1401 and a right shaft 1402, one end of the left shaft 1401 is connected to the torque converter 13, the other end of the left shaft 1401 is connected to one end of the right shaft 1402 through a flange connection 21, and the other end of the right shaft 1402 is connected to the first connecting end of the second differential assembly 7, thereby realizing the transmission of rotational force and torque between the left shaft 1401 and the right shaft 1402, and ensuring that the left shaft 1401 and the right shaft 1402 can maintain a correct relative position, thereby avoiding problems between the left shaft 1401 and the right shaft 1402 due to installation errors.

[0053] At the same time, a support bearing 22 is sleeved on the middle position of the driving center shaft 14, that is, a support bearing 22 is sleeved on the outer wall of the right shaft 1402. The installation position of the support bearing 22 is adjusted according to the wheelbase of the vehicle model (that is, the distance between the front and rear axles) to reduce the vibration and bending that may occur in the driving center shaft 14 during operation and improve the stability of the driving center shaft 14 during axial rotation.

[0054] Among them, the second differential assembly 7 includes a second differential 701, a first bevel gear set 702, and a second bevel gear set 703. The second end of the driving center shaft 14 is coaxially connected to the second bevel gear set 703 through a spline, the first bevel gear set 702 is transmission connected to the second bevel gear set 703, and the first bevel gear set 702 is transmission connected to the input end of the second differential 701.

[0055] The spline refers to the shape of gears meshing with each other to achieve the transmission of rotational force from the driving center shaft 14 to the second bevel gear set 703 , or from the second bevel gear set 703 to the driving center shaft 14 .

[0056] An oil seal is added at the connection between the second end of the driving middle shaft 14 and the rear electric drive system to seal and prevent leakage of oil or lubricant, prevent contaminants from entering the bearing, retain lubricant, and improve the working efficiency and reliability of the system.

[0057] It should be noted that, during the assembly of the driving center shaft 14, the assembly sequence is as follows:

[0058] First, the driving middle shaft 14 is matched with the second bevel gear set 703 to ensure the precise meshing of the driving middle shaft 14 and the second bevel gear set 703;

[0059] Then install and fix the support bearing 22 to ensure the stability of the drive shaft 14 on the drive shaft 14;

[0060] Finally, bolts are used to tighten the flange connector 21 to complete the fixing of the entire drive shaft 14 and ensure the stability of the entire transmission system.

[0061] In this embodiment, taking into account that the internal combustion engine 1 will generate periodic vibrations and impacts during operation, an elastic shock absorber 18 is additionally provided; the internal combustion engine 1 is connected to the engine shaft 19 through the elastic shock absorber 18, and the elastic shock absorber 18 effectively absorbs and buffers the above-mentioned vibrations, thereby preventing the vibrations generated by the internal combustion engine 1 from being directly transmitted to the engine shaft 19; the outer wall gear of the engine shaft 19 is connected to the first input gear 8 on the outer wall of the front drive shaft 4, so as to realize the driving effect of the internal combustion engine 1 on the front drive shaft 4.

[0062] In this embodiment, the front electric hybrid system also includes a generator 20, and the rotating shaft of the generator 20 is connected to the engine shaft 19 of the internal combustion engine 1 through a gear transmission. During the operation of the internal combustion engine 1, the generator 20 is driven to convert mechanical energy into electrical energy for temporary storage to facilitate the subsequent use of the front output motor 2 and the rear drive motor 3.

[0063] The present invention also proposes a control method based on the above-mentioned four-wheel drive hybrid vehicle power coupling architecture, and the control method comprises the following steps:

[0064] Obtaining the working status of the internal combustion engine 1, the front output motor 2, and the rear drive motor 3, and performing fault determination;

[0065] Among them, the faults include engine failure, front motor failure and rear motor failure;

[0066] The first synchronizer 9 , the second synchronizer 12 , and the third synchronizer 17 are regulated accordingly to complete the drive mode conversion.

[0067] Specifically, the driving mode conversion includes:

[0068] When the fault is determined to be an engine fault, the first synchronizer 9 is regulated to be in the neutral gear position, the second synchronizer 12 and the third synchronizer 17 are in the engaged gear position, and the front output motor 2 and the rear drive motor 3 provide power as a whole, and the front electric and rear electric four-wheel drive mode is in progress;

[0069] When the fault is determined to be a front motor fault, the second synchronizer 12 is regulated to be in the neutral gear position, the first synchronizer 9 and the third synchronizer 17 are in the engaged gear position, and the internal combustion engine 1 and the rear drive motor 3 provide power as a whole, and the front engine and rear electric four-wheel drive mode is in place;

[0070] When the fault is determined to be a rear motor fault, the third synchronizer 17 is adjusted to the neutral gear position, the first synchronizer 9 and the second synchronizer 12 are in the engaged gear position, and the front output motor 2 and the rear drive motor 3 provide power as a whole, and are in front-wheel drive independent four-wheel drive mode.

[0071] In addition, it should be noted that although the above text has been exemplified by taking the four transmission modes of front-wheel drive independent four-wheel drive mode, front-engine and rear-electric four-wheel drive mode, front-electric and rear-electric four-wheel drive mode, and combined four-wheel drive mode as examples, the present invention is not limited to this. When any two of the internal combustion engine 1, the front output motor 2, and the rear drive motor 3 fail, the corresponding synchronizer is regulated in accordance with the principle of the present invention to realize the front-electric independent four-wheel drive mode, the front-engine independent four-wheel drive mode, or the rear-electric independent four-wheel drive mode. No further discussion will be given here, and those skilled in the art can comprehensively consider the principles of the present invention and the actual application conditions, as long as the principles of the present invention can be realized.

[0072] In addition, the present invention also proposes a four-wheel drive hybrid vehicle, comprising the four-wheel drive hybrid vehicle power coupling architecture as described above.

[0073] In the description of the present invention, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features. In the description of the present invention, "plurality" means two or more, unless otherwise clearly and specifically defined.

[0074] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installation", "connection", and "connection" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection, an electrical connection, or mutual communication; it can be a direct connection, or an indirect connection through an intermediate medium, it can be the internal connection of multiple components or the interaction relationship of multiple components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0075] In the description of the present invention, it should be understood that all terms used to indicate orientation or positional relationships are based on the orientation or positional relationships shown in the drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and should not be understood as a limitation on the present invention.

[0076] Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent substitutions for some of the technical features therein; and these modifications or substitutions do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A four-wheel drive hybrid vehicle power coupling architecture, characterized in that: include: An internal combustion engine (1), a front output motor (2), a rear drive motor (3), a front drive shaft (4), a first differential assembly (5), a rear drive shaft (6) and a second differential assembly (7); The outer wall of the front drive shaft (4) is sleeved with a first input gear (8), a first synchronizer (9), a first output gear (10), a second input gear (11), and a second synchronizer (12) in sequence; the internal combustion engine (1) is transmission-connected to the first input gear (8); the front output motor (2) is transmission-connected to the second input gear (11); the first output gear (10) is transmission-connected to the first differential assembly (5); and one end of the front drive shaft (4) for mounting the second synchronizer (12) is coaxially transmission-connected to the first end of the driving center shaft (14) through a torque converter (13); The outer wall of the rear drive shaft (6) is provided with a third input gear (15) drivingly connected to the output end of the rear drive motor (3), a second output gear (16) drivingly connected to the first connecting end of the second differential assembly (7), and a third synchronizer (17) located between the third input gear (15) and the second output gear (16); the second connecting end of the second differential assembly (7) drivingly connected to the second end of the driving center shaft (14).

2. The four-wheel drive hybrid vehicle power coupling architecture according to claim 1, characterized in that: The torque converter (13) adopts a dog clutch; One end of the driving center shaft (14) is coaxially connected to a connecting flange matched with the flange of the dog clutch, and the connecting flange and the flange of the dog clutch are fixed by ring bolts.

3. The four-wheel drive hybrid vehicle power coupling architecture according to claim 1, characterized in that: The driving center shaft (14) comprises a left shaft (1401) and a right shaft (1402), one end of the left shaft (1401) is connected to the torque converter (13), the other end of the left shaft (1401) is connected to one end of the right shaft (1402) via a flange connector (21), and the other end of the right shaft (1402) is connected to the first connection end of the second differential assembly (7).

4. The four-wheel drive hybrid vehicle power coupling architecture according to claim 3, characterized in that: The outer wall of the right shaft (1402) is sleeved with a support bearing (22).

5. The four-wheel drive hybrid vehicle power coupling architecture according to claim 1, characterized in that: The second differential assembly (7) comprises a second differential (701), a first bevel gear set (702), and a second bevel gear set (703); the second end of the driving center shaft (14) is coaxially connected to the second bevel gear set (703) via a spline; the first bevel gear set (702) is transmission-connected to the second bevel gear set (703); and the first bevel gear set (702) is transmission-connected to the input end of the second differential (701).

6. The four-wheel drive hybrid vehicle power coupling architecture according to claim 1, characterized in that: The output end of the internal combustion engine (1) is transmission-connected to the engine shaft (19) via an elastic shock absorber (18), and the outer wall of the engine shaft (19) is transmission-connected to the first input gear (8).

7. The four-wheel drive hybrid vehicle power coupling architecture according to claim 6, characterized in that: It also includes a generator (20), the rotating shaft of the generator (20) is connected to the engine shaft (19) of the internal combustion engine (1) through gear transmission.

8. A control method based on the four-wheel drive hybrid vehicle power coupling architecture according to any one of claims 1 to 7, characterized in that: The control method comprises the following steps: Obtaining the working status of the internal combustion engine (1), the front output motor (2), and the rear drive motor (3), and performing fault determination; Among them, the faults include engine failure, front motor failure and rear motor failure; The first synchronizer (9), the second synchronizer (12) and the third synchronizer (17) are regulated accordingly according to the fault to complete the drive mode conversion.

9. The control method according to claim 8, characterized in that: The driving mode conversion specifically includes: When the fault is determined to be an engine fault, the first synchronizer (9) is regulated to be in a neutral gear position, and the second synchronizer (12) and the third synchronizer (17) are regulated to be in an engaged gear position; When the fault is determined to be a front motor fault, the second synchronizer (12) is regulated to be in a neutral gear position, and the first synchronizer (9) and the third synchronizer (17) are regulated to be in an engaged gear position; When the fault is determined to be a rear motor fault, the third synchronizer (17) is regulated to be in a neutral gear position, and the first synchronizer (9) and the second synchronizer (12) are in an engaged gear position.

10. A four-wheel drive hybrid vehicle, characterized in that: It includes a four-wheel drive hybrid vehicle power coupling architecture as described in any one of claims 1 to 7.

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