Hybrid power driving system and driving method

Abstract

The invention provides a hybrid power driving system and method, and belongs to the technical field of hybrid power, the hybrid power driving system comprises a first driving assembly and a second driving assembly, the first driving assembly comprises an engine, a first input shaft, a second input shaft, a first output shaft, a power coupling assembly, a first gear shifting assembly, a first motor and a first driving axle, the engine is in transmission connection with the first input shaft, the first motor is in transmission connection with the second input shaft, the second driving assembly comprises a second motor, a third input shaft, a second output shaft, a second gear shifting assembly and a second driving axle, and the second motor is in transmission connection with the third input shaft. According to the hybrid power system, through dynamic coupling and decoupling of power of the engine and the double motors and axial compact layout, the electric gear shifting mechanism replaces a clutch for gear shifting and differential locking of a drive axle, the bottlenecks of an existing hybrid power system in the aspects of performance, energy efficiency, control complexity, whole vehicle integration difficulty and the like are solved; and the device is suitable for vehicle types with high requirements on dynamic property, endurance and multi-terrain adaptability.

Description

Technical Field

[0001] The present invention relates to the technical field of hybrid power, and in particular to a hybrid power driving system and a driving method. Background Art

[0002] A hybrid vehicle is a vehicle that combines an internal combustion engine and an electric motor, which can work independently or cooperatively to achieve optimal fuel efficiency and performance, reducing fuel consumption and exhaust emissions.

[0003] With the development of new energy vehicle technology, product application scenarios have become more diverse, requiring products to achieve higher performance and lower energy consumption. For example, in order to cope with various complex road conditions, stronger off-road climbing performance is required. In order to cope with outdoor emergencies, stronger continuous endurance is required.

[0004] The current hybrid drive system generally includes a motor and an engine. The motor is driven by pure electricity, and the engine is driven by fuel. The two cooperate with each other to form a variety of drive modes for hybrid vehicles. However, in order to improve off-road performance, the number of drive motors is usually increased (for example, three motors or four motors) to improve off-road performance, but this will cause difficulties in multi-motor coordinated control, response delays, high no-load losses, low system drive efficiency, high safety risks caused by over-response in complex working conditions, difficulty in vehicle integration due to large axial length, and low battery life due to high battery power load and frequent charging and discharging. Summary of the invention

[0005] Based on this, the purpose of the present invention is to provide a hybrid power drive system and a driving method to solve the technical problems existing in the hybrid power drive system in the prior art, such as difficulty in multi-motor coordinated control, response delay, high no-load loss, low system driving efficiency, high safety risks caused by over-response under complex working conditions, difficulty in vehicle integration due to large axial length, and low cruising range due to high battery power load and frequent charging and discharging.

[0006] On the one hand, the present invention provides a hybrid power drive system, including a battery, a hybrid domain controller, a first drive assembly, and a second drive assembly, wherein the battery is electrically connected to the hybrid domain controller, the first drive assembly includes an engine, a first input shaft, a second input shaft, a first output shaft, a power coupling component, a first shifting component, a first motor, and a first drive axle, the engine is drivingly connected to the first input shaft, the first motor is drivingly connected to the second input shaft, the power coupling component is used to separate and connect the first input shaft and the second input shaft, the first shifting component is used to switch gears between the second input shaft and the first output shaft, the first motor is electrically connected to the hybrid domain controller, and the second input shaft is electrically connected to the first output shaft. The input end of the first drive axle is transmission-connected to the first output shaft, and the output end of the first drive axle is used to connect the wheels. The second drive assembly includes a second motor, a third input shaft, a second output shaft, a second shift assembly, and a second drive axle. The second motor is transmission-connected to the third input shaft, and the second shift assembly is used to switch gears between the third input shaft and the second output shaft. The second motor is electrically connected to the hybrid domain controller, and the input end of the second drive axle is transmission-connected to the second output shaft, and the output end of the second drive axle is used to connect the wheels; wherein the first input shaft, the second input shaft, the first output shaft, and the drive shaft of the engine are arranged in parallel.

[0007] In addition, the hybrid power drive system according to the present invention may also have the following additional technical features: Further, the first shift assembly includes a first shift driving gear, a first shift driven gear, a second shift driving gear, a second shift driven gear, and a first synchronizer. The first shift driving gear is loosely sleeved on the second input shaft, the first shift driven gear is sleeved on the first output shaft, the first shift driven gear is meshed with the first shift driving gear, the second shift driving gear is loosely sleeved on the second input shaft, the second shift driven gear is sleeved on the first output shaft, the second shift driven gear is meshed with the second shift driving gear, the first synchronizer is sleeved on the second input shaft, the first synchronizer is located between the first shift driving gear and the second shift driving gear, and the first synchronizer is moved during gear shifting to connect the first shift driving gear or the second shift driving gear.

[0008] Furthermore, a first reduction driving gear is sleeved on the driving shaft of the first motor, and a first reduction driven gear meshing with the first reduction driving gear is sleeved on the second input shaft.

[0009] Furthermore, the power coupling assembly includes a second synchronizer, which is sleeved on the first input shaft. When shifting gears, the second synchronizer is moved to connect with the first reduction driven gear.

[0010] Furthermore, a second reduction driving gear is disposed on the first output shaft, and the input end of the first drive axle is drivingly connected to the second reduction driving gear.

[0011] Further, the second shift assembly includes a third shift driving gear, a third shift driven gear, a fourth shift driving gear, a fourth shift driven gear, and a third synchronizer. The third shift driving gear is sleeved on the third input shaft, the third shift driven gear is loosely sleeved on the second output shaft, the third shift driven gear is meshed with the third shift driving gear, the fourth shift driving gear is sleeved on the third input shaft, the fourth shift driven gear is loosely sleeved on the second output shaft, the fourth shift driven gear is meshed with the fourth shift driving gear, the third synchronizer is sleeved on the second output shaft, the third synchronizer is located between the third shift driven gear and the fourth shift driven gear, and the third synchronizer is moved during gear shifting to connect the third shift driven gear or the fourth shift driven gear.

[0012] Furthermore, the first synchronizer, the second synchronizer and the third synchronizer are all moved by an electric shift mechanism, and the electric shift mechanism includes a shift motor, a multi-stage reduction gear set, a shift hub, and a shift fork. The shift motor is electrically connected to the hybrid domain controller, the first-stage gear of the multi-stage reduction gear set is transmission-connected to the shift motor, the shift hub is transmission-connected to the last-stage gear of the multi-stage reduction gear set, a shift groove is provided on the shift hub, and the axial position of the shift groove is in a corresponding variation relationship with the rotation angle of the shift hub, one end of the shift fork is slidingly limited in the shift groove, and the other end of the shift fork is connected to the corresponding synchronizer.

[0013] Furthermore, a third reduction driving gear is disposed on the second output shaft, and the input end of the second drive axle is drivingly connected to the third reduction driving gear.

[0014] Further, the first drive axle and the second drive axle both include a differential and a locking mechanism, the locking mechanism including an electromagnetic switch component, a magnetic thrust mechanism, a locking component, an end thrust bearing, and an elastic reset component, the electromagnetic switch component is electrically connected to the hybrid domain controller, the magnetic thrust mechanism is loosely sleeved on the housing of the differential, and is used to generate a magnetic coupling effect with the electromagnetic switch component and move relative to the housing of the differential, the locking component is slidably penetrated on the housing of the differential, one end of the end thrust bearing is connected to the magnetic thrust mechanism, and the other end of the end thrust bearing is connected to the locking component, and the elastic reset component is arranged between the locking component and the half-axle gear of the differential; wherein, when the electromagnetic switch component is energized, the magnetic thrust mechanism pushes the locking component to squeeze the elastic reset component through the end thrust bearing until the locking component locks the half-axle gear.

[0015] On the other hand, based on the same inventive concept, the present invention further provides a driving method applied to the aforementioned hybrid driving system, the method comprising the following steps: Acquiring state parameters of the vehicle, wherein the state parameters include at least one of a vehicle speed, a torque of the engine, a torque of the first motor, a torque of the second motor, a speed of the engine, a speed of the first motor, a speed of the second motor, a gear of the engine, a gear of the first motor, a gear of the second motor, a charge of the battery, a required torque of the vehicle, a driving efficiency of the engine, a driving efficiency of the first motor, and a driving efficiency of the second motor; According to the state parameters, the power coupling component, the first shift component, and the second shift component are controlled to perform corresponding actions, and the engine, the first motor, the second motor, the first drive axle, and the second drive axle are controlled to perform corresponding actions to control the hybrid drive system to enter a corresponding working mode.

[0016] The present invention has the following beneficial effects: 1. Through the coordinated control of the engine and dual motors, it supports multiple modes such as pure electric drive, series extended range, parallel hybrid, engine direct drive, etc., covering urban commuting, high-speed cruising, off-road climbing and other scenarios. In addition, when driving off-road at low speeds, it provides power through engine direct drive and dual motor assistance, which can reduce the peak power demand of the battery, relieve the high load pressure of the battery, reduce the frequency of battery charging and discharging, and improve the cruising range. At the same time, since the first drive assembly and the second drive assembly are driven by axles, the switching between dual-drive and four-wheel drive modes can be realized. When a drive assembly fails, it can be quickly decoupled, and the remaining drive assembly can still maintain basic power output, so that the vehicle's ability to get out of trouble is enhanced. In addition, combined with the locking mechanism of the differential, all-wheel torque can be accurately distributed on low-adhesion roads to improve climbing ability.

[0017] 2. The power coupling assembly (second synchronizer) can separate or connect the input shaft connected to the engine and the input shaft connected to the motor in real time, avoiding no-load losses caused by power redundancy in traditional multi-motor systems and improving the overall efficiency of the system.

[0018] 3. The first input shaft, the second input shaft, the output shaft and the engine drive shaft are arranged in parallel, which can shorten the axial length of the transmission chain, reduce the axial space occupied, achieve a compact and lightweight structure, reduce integration difficulty and energy consumption, and is suitable for the layout of compact SUV (Sport Utility Vehicle) and off-road vehicles.

[0019] 4. The combination of the electric shift mechanism with the first synchronizer, the second synchronizer, and the third synchronizer can achieve millisecond-level response for the shift action, reduce the axial space requirements of the mechanical fork, and eliminate the clutch assembly and related mechanical components (such as the clutch pedal, hydraulic system, clutch lubrication system, etc.), thereby reducing weight and cost, shortening the axial length, and improving space utilization, which can meet the compact layout requirements of hybrid vehicles. In addition, the electric shift mechanism can eliminate the shift shock, improve the smoothness of the shift, reduce the vibration and noise of the transmission system, and optimize the NVH (Noise, Vibration, Harshness) performance of the vehicle.

[0020] 5. The hybrid domain controller dynamically allocates the output of the engine and dual motors based on vehicle status parameters, avoiding response conflicts caused by independent control of multiple motors and reducing system control command delays.

[0021] 6. The engine and the motor (the first motor and the second motor) are switched to the optimal speed ratio through the shift assembly (the first synchronizer and the third synchronizer), so that the power source always runs in the high-efficiency range and reduces the overall fuel consumption. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1is a schematic structural diagram of a hybrid power drive system in a transverse architecture according to an embodiment of the present invention; Figure 2 It is a schematic diagram of a first structure of a first drive assembly of a hybrid power drive system in a transverse structure in one embodiment of the present invention; Figure 3 is a schematic diagram of a second structure of a first drive assembly of a hybrid power drive system in a transverse structure in an embodiment of the present invention; Figure 4 is a schematic structural diagram of a hybrid power drive system in a longitudinal architecture according to an embodiment of the present invention; Figure 5 It is a schematic diagram of a first structure of a first drive assembly of a hybrid power drive system in a longitudinal structure in one embodiment of the present invention; Figure 6 is a second structural schematic diagram of a first drive assembly of a hybrid power drive system in a longitudinal structure in an embodiment of the present invention; Figure 7 is a schematic structural diagram of a second drive assembly in a hybrid power drive system in one embodiment of the present invention; Figure 8 It is a structural schematic diagram of a first drive axle of a hybrid power drive system under a transverse structure in one embodiment of the present invention; Fig. 9 is a schematic structural diagram of a first drive axle of a hybrid power drive system in a longitudinal structure in one embodiment of the present invention; Fig.10 is a schematic structural diagram of an electric shift mechanism in a hybrid power drive system in an embodiment of the present invention; Fig.11 is a power transmission path diagram of a hybrid power drive system in an embodiment of the present invention when in operating state 2 under a longitudinal structure; Fig.12 is a power transmission path diagram of a hybrid power drive system in an embodiment of the present invention when it is in operating state three under a longitudinal structure; Fig.13 is a power transmission path diagram of a hybrid power drive system in an embodiment of the present invention when it is in operating state 7 under a longitudinal structure; Fig.14 is a power transmission path diagram of a hybrid power drive system in an embodiment of the present invention when it is in operating state 11 under a longitudinal structure; Fig.15 is a power transmission path diagram of a hybrid power drive system in an embodiment of the present invention when it is in operating state 13 under a longitudinal structure; Fig.16is a power transmission path diagram of a hybrid power drive system in an embodiment of the present invention when it is in operating state 15 under a longitudinal structure; Fig.17 is a power transmission path diagram of a hybrid power drive system in an embodiment of the present invention when it is in operating state 17 under a longitudinal structure; Fig.18 A flow chart of a driving method of a hybrid driving system in an embodiment of the present invention; Description of main component symbols: Battery 340, DC bus 330, three-phase AC wiring harness 350, hybrid domain controller 320; The first drive assembly 200, the engine 100, the dual mass flywheel 110, the first input shaft 201, the second input shaft 202, the first output shaft 214, the second reduction driving gear 215, the first shift driving gear 205, the first shift driven gear 212, the second shift driving gear 203, the second shift driven gear 213, the first synchronizer 204, the second synchronizer 211, the first motor 210, the first reduction driving gear 207, the first reduction driven gear 206, the first drive axle 500, the third output shaft 230, the second reduction driven gear 231, the spiral bevel driving gear 232, the idler 217, and the idler shaft 218; The second drive assembly 400, the second motor 404, the third input shaft 403, the third shift driving gear 402, the third shift driven gear 409, the fourth shift driving gear 401, the fourth shift driven gear 407, the third synchronizer 408, the second drive axle 700, the second output shaft 406, the third reduction driving gear 405; the electromagnetic switch 502, the magnetic thrust mechanism 501, the locking member 511, the end thrust bearing 512, the elastic reset member 510, the housing 503, the third reduction driven gear 504, the planetary gear 506, the planetary gear shaft 505, the left half shaft 513, the left half shaft driving gear 509, the right half shaft 508, and the right half shaft driving gear 507; the shift motor 601, the multi-stage reduction gear set 602, the shift hub 605, and the shift fork 606; The following specific implementation manner will further illustrate the present invention in conjunction with the above-mentioned drawings. DETAILED DESCRIPTION

[0023] In order to facilitate the understanding of the present invention, the present invention will be described more fully below with reference to the relevant drawings. Several embodiments of the present invention are given in the drawings. However, the present invention can be implemented in many different forms and is not limited to the embodiments described herein. On the contrary, the purpose of providing these embodiments is to make the disclosure of the present invention more thorough and comprehensive.

[0024] It should be noted that when an element is referred to as being "fixed to" another element, it may be directly on the other element or there may be an intermediate element. When an element is considered to be "connected to" another element, it may be directly connected to the other element or there may be an intermediate element at the same time. The terms "vertical", "horizontal", "left", "right" and similar expressions used herein are for illustrative purposes only.

[0025] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as those commonly understood by those skilled in the art to which the present invention belongs. The terms used herein in the specification of the present invention are only for the purpose of describing specific embodiments and are not intended to limit the present invention. The term "and / or" used herein includes any and all combinations of one or more of the related listed items.

[0026] First, see Figures 1 to 17 , which is a hybrid power drive system provided by the present invention, includes a battery 340, a hybrid domain controller 320, a first drive assembly 200, and a second drive assembly 400, wherein the battery 340 is connected to the hybrid domain controller 320 via a DC bus 330.

[0027] The first driving assembly 200 includes an engine 100, a first input shaft 201, a second input shaft 202, a first output shaft 214, a power coupling assembly, a first shift assembly, a first motor 210, and a first driving bridge 500. The engine 100 is connected to the first input shaft 201 in a transmission manner, and the first motor 210 is connected to the second input shaft 202 in a transmission manner. When the power coupling assembly connects the first input shaft 201 and the second input shaft 202, power coupling is achieved between the first input shaft 201 and the second input shaft 202, and the power generated by the engine 100 can be transmitted to the second input shaft 202 through the first input shaft 201. When the power coupling assembly separates the first input shaft 201 and the second input shaft 202, power decoupling is achieved between the first input shaft 201 and the second input shaft 202, and the power generated by the engine 100 cannot be transmitted to the second input shaft 202 through the first input shaft 201. The first shift assembly is used to switch gears between the second input shaft 202 and the first output shaft 214. The first motor 210 is connected to the hybrid domain controller 320 via a three-phase AC harness 350. When the first motor 210 is in a driving state, the electric energy provided by the battery 340 is obtained through the DC bus 330, the hybrid domain controller 320 and the three-phase AC harness 350. When the first motor 210 is in a power generation state, the electric energy is supplemented to the battery 340 through the DC bus 330, the hybrid domain controller 320 and the three-phase AC harness 350. The input end of the first drive bridge 500 is transmission-connected to the first output shaft 214, and the output end of the first drive bridge 500 is used to connect the wheels.

[0028] The second drive assembly 400 includes a second motor 404, a third input shaft 403, a second output shaft 406, a second shift assembly, and a second drive bridge 700. The second motor 404 is connected to the third input shaft 403 in a transmission connection, and the second shift assembly is used to switch gears between the third input shaft 403 and the second output shaft 406. In order to shorten the length of the power transmission route, the drive shaft of the second motor 404 can be used as the third input shaft 403. The second motor 404 is connected to the hybrid domain controller 320 through the three-phase AC wiring harness 350. When the second motor 404 is in a driving state, the electric energy provided by the battery 340 is obtained through the DC bus 330, the hybrid domain controller 320 and the three-phase AC wiring harness 350. When the second motor 404 is in a power generation state, the battery 340 is supplemented with electric energy through the DC bus 330, the hybrid domain controller 320 and the three-phase AC wiring harness 350. The input end of the second drive axle 700 is drivingly connected to the second output shaft 406 , and the output end of the second drive axle 700 is used to connect to the wheels.

[0029] In order to shorten the length of the power transmission route of the drive system, the first input shaft 201, the second input shaft 202, and the first output shaft 214 are arranged in parallel with the drive shaft direction of the engine 100. The arrangement direction of the engine 100 can be set to be longitudinal, and its structure is as follows Figure 1 As shown, it can also be set to horizontal, and its architecture is as follows Figure 4 As shown, longitudinal placement refers to that the driving shaft direction of the engine 100 is perpendicular to the front and rear axes of the vehicle, and transverse placement refers to that the driving shaft direction of the engine 100 is parallel to the front and rear axes of the vehicle.

[0030] In some optional embodiments, such as Figure 2 , Figure 5 As shown, the first input shaft 201 is loosely sleeved in the second input shaft 202. At this time, the first input shaft 201 does not directly drive the second input shaft 202, but the second input shaft 202 can rotate on its own.

[0031] In some optional embodiments, such as Figure 3 , Figure 6 As shown, the first input shaft 201 and the second input shaft 202 are not sleeved together, but are coaxially arranged.

[0032] In some optional embodiments, such as Figures 1 to 6 As shown, the engine 100 is connected to the first input shaft 201 through the dual mass flywheel 110, wherein the dual mass flywheel 110 is mainly composed of an active end, a torque limiter, and a passive end, wherein the active end is connected to the drive shaft of the engine 100, and the passive end is connected to the first input shaft 201. When the torque of the wheel end or the engine 100 suddenly changes beyond a certain value, the torque limiter generates slipping, which can filter the system impact.

[0033] In some optional embodiments, such as Figure 2 , Figure 3 , Figure 5 , Figure 6 As shown, the first shift assembly includes a first shift driving gear 205, a first shift driven gear 212, a second shift driving gear 203, a second shift driven gear 213, and a first synchronizer 204. Specifically, the first shift driving gear 205 is sleeved on the second input shaft 202. At this time, the second input shaft 202 does not directly drive the first shift driving gear 205, but the first shift driving gear 205 can rotate by itself. The first shift driven gear 212 is sleeved on the first output shaft 214. The rotation of the first shift driven gear 212 can drive the first output shaft 214 to rotate. The first shift driven gear 212 is meshed with the first shift driving gear 205. The second shift driving gear 203 is sleeved on the second input shaft 202. At this time, The second input shaft 202 does not directly drive the second shift driving gear 203, but the second shift driving gear 203 can rotate on its own. The second shift driven gear 213 is sleeved on the first output shaft 214. The rotation of the second shift driven gear 213 can drive the first output shaft 214 to rotate. The second shift driven gear 213 is meshed with the second shift driving gear 203. The first synchronizer 204 is sleeved on the second input shaft 202, and the first synchronizer 204 is located between the first shift driving gear 205 and the second shift driving gear 203.

[0034] In this embodiment, when the first synchronizer 204 moves axially to the left as a whole, the gear sleeve on the first synchronizer 204 is connected to the coupling teeth on the first shift driving gear 205. At this time, the power output by the second input shaft 202 is transmitted to the first output shaft 214 through the first synchronizer 204, the first shift driving gear 205, and the first shift driven gear 212 in sequence. The first output shaft 214 transmits the power to the first drive axle 500, and finally drives the wheels to rotate; when the first synchronizer 204 moves axially to the right as a whole, the gear sleeve on the first synchronizer 204 is connected to the coupling teeth on the second shift driving gear 203. At this time, the power output by the second input shaft 202 is transmitted to the first output shaft 214 through the first synchronizer 204, the second shift driving gear 203, and the second shift driven gear 213 in sequence. The first output shaft 214 transmits the power to the first drive axle 500, and finally drives the wheels to rotate.

[0035] In some optional embodiments, the first synchronizer 204 is moved by an electric shift mechanism, such as Fig.10As shown, the electric shift mechanism includes a shift motor 601, a multi-stage reduction gear set 602, a shift hub 605, and a shift fork 606. Specifically, the shift motor 601 is electrically connected to the hybrid domain controller 320, the shift motor 601 has a built-in high-precision position sensor, and the rotation angle of the shift motor 601 can be obtained by the high-precision position sensor. The first stage gear of the multi-stage reduction gear set 602 is transmission-connected to the shift motor 601, and the shift hub 605 is transmission-connected to the last stage gear of the multi-stage reduction gear set 602. The shift motor 601 increases the torque after the multi-stage reduction gear set 602 is decelerated, and the generated torque directly drives the shift hub 605 to rotate. A shift groove is provided on the shift hub 605, one end of the shift fork 606 is slidingly limited in the shift groove, and the other end of the shift fork 606 is connected to the first synchronizer 204. In order to achieve the purpose of controlling the first synchronizer 204, the axial position of the shift groove is in a corresponding change relationship with the rotation angle of the shift hub 605, that is, the axial position of the shift groove is moved left and right by changing the rotation angle of the shift hub 605, thereby driving the shift fork 606 to move left and right, and the shift fork 606 continues to drive the shift fork 606 to move left and right. It should be noted that the number of gear stages in the multi-stage reduction gear set 602 can be set according to specific needs, for example, three gears are set, and each gear stage in the multi-stage reduction gear set 602 can select a double gear, which can reduce the axial length of the transmission chain and make the system layout compact.

[0036] In this embodiment, the first synchronizer 204 is driven by the electric shift mechanism to shift gears. The first synchronizer 204 is precisely controlled to cooperate with the shift motor 601 to directly match the speed difference between the input shaft (the first input shaft 201, the second input shaft 202) and the first output shaft 214, thereby improving the shifting efficiency. At the same time, the clutch assembly and related mechanical components (such as the clutch pedal, the hydraulic system, the clutch lubrication system, etc.) are omitted, thereby achieving the effects of reducing weight and cost, shortening the axial length, improving space utilization, and being able to meet the compact layout requirements of hybrid vehicles.

[0037] In some optional embodiments, such as Figure 2 , Figure 3 , Figure 5 , Figure 6 As shown, a first reduction driving gear 207 is sleeved on the driving shaft of the first motor 210, and a first reduction driven gear 206 meshing with the first reduction driving gear 207 is sleeved on the second input shaft 202. The power coupling between the first motor 210 and the second input shaft 202 is achieved through the meshing of the first reduction driving gear 207 and the first reduction driven gear 206.

[0038] In some optional embodiments, such as Figure 3 , Figure 6As shown, an idler gear 217 is provided between the first reduction driving gear 207 and the first reduction driven gear 206 . The idler gear 217 is fixedly mounted on an idler shaft 218 . The idler gear 217 is meshed with both the first reduction driving gear 207 and the first reduction driven gear 206 .

[0039] In some optional embodiments, such as Figure 2 , Figure 3 , Figure 5 , Figure 6 As shown, the power coupling assembly includes a second synchronizer 211, which is sleeved on the first input shaft 201. When the second synchronizer 211 moves toward the first reduction driving gear 207, the gear sleeve on the second synchronizer 211 connects to the coupling teeth on the first reduction driving gear 207, thereby realizing power coupling between the first input shaft 201 and the second input shaft 202.

[0040] In some optional embodiments, the second synchronizer 211 is moved by an electric shift mechanism, such as Fig.10 As shown, the electric shift mechanism includes a shift motor 601, a multi-stage reduction gear set 602, a shift hub 605, and a shift fork 606. Specifically, the shift motor 601 is electrically connected to the hybrid domain controller 320, the shift motor 601 has a built-in high-precision position sensor, and the rotation angle of the shift motor 601 can be obtained by the high-precision position sensor. The first stage gear of the multi-stage reduction gear set 602 is transmission-connected to the shift motor 601, and the shift hub 605 is transmission-connected to the last stage gear of the multi-stage reduction gear set 602. The shift motor 601 increases the torque after the multi-stage reduction gear set 602 is decelerated, and the generated torque directly drives the shift hub 605 to rotate. A shift groove is provided on the shift hub 605, one end of the shift fork 606 is slidingly limited in the shift groove, and the other end of the shift fork 606 is connected to the second synchronizer 211. In order to achieve the purpose of controlling the second synchronizer 211, the axial position of the shift slot is in a corresponding change relationship with the rotation angle of the shift hub 605, that is, the axial position of the shift slot is moved left and right by the change of the rotation angle of the shift hub 605, thereby driving the shift fork 606 to move left and right, and the shift fork 606 continues to drive the shift fork 606 to move left and right. It should be noted that the number of gear stages in the multi-stage reduction gear set 602 can be set according to specific needs, for example, three gears are set, and each gear stage in the multi-stage reduction gear set 602 can select a double gear, which can reduce the axial length of the transmission chain and make the system layout compact.

[0041] In some optional embodiments, such as Figure 2 , Figure 3 , Figure 5 , Figure 6 As shown, a second reduction driving gear 215 is disposed on the first output shaft 214 , and the input end of the first driving bridge 500 is drivingly connected to the second reduction driving gear 215 .

[0042] In some optional embodiments, such as Figure 7 As shown, the second shift assembly includes a third shift driving gear 402, a third shift driven gear 409, a fourth shift driving gear 401, a fourth shift driven gear 407, and a third synchronizer 408. The third shift driving gear 402 is sleeved on the third input shaft 403, and the third shift driven gear 409 is sleeved on the second output shaft 406. At this time, the third shift driven gear 409 does not directly drive the second output shaft 406, but the second output shaft 406 can rotate by itself. The shift driven gear 409 is meshed with the third shift driving gear 402, the fourth shift driving gear 401 is sleeved on the third input shaft 403, and the fourth shift driven gear 407 is sleeved on the second output shaft 406. At this time, the fourth shift driven gear 407 does not directly drive the second output shaft 406, but the second output shaft 406 can rotate, the fourth shift driven gear 407 is meshed with the fourth shift driving gear 401, and the third synchronizer 408 is sleeved on the second output shaft 406. When the third synchronizer 408 moves to the left, the gear sleeve on the third synchronizer 408 connects with the coupling teeth on the third shift driven gear 409 to achieve power coupling between the third input shaft 403 and the second output shaft 406; when the third synchronizer 408 moves to the right, the gear sleeve on the third synchronizer 408 connects with the coupling teeth on the fourth shift driven gear 407 to achieve power coupling between the third input shaft 403 and the second output shaft 406.

[0043] In some optional embodiments, the third synchronizer 408 is moved by an electric shift mechanism, such as Fig.10As shown, the electric shift mechanism includes a shift motor 601, a multi-stage reduction gear set 602, a shift hub 605, and a shift fork 606. Specifically, the shift motor 601 is electrically connected to the hybrid domain controller 320, the shift motor 601 has a built-in high-precision position sensor, and the rotation angle of the shift motor 601 can be obtained by the high-precision position sensor. The first stage gear of the multi-stage reduction gear set 602 is transmission-connected to the shift motor 601, and the shift hub 605 is transmission-connected to the last stage gear of the multi-stage reduction gear set 602. The shift motor 601 increases the torque after the multi-stage reduction gear set 602 is decelerated, and the generated torque directly drives the shift hub 605 to rotate. A shift groove is provided on the shift hub 605, one end of the shift fork 606 is slidingly limited in the shift groove, and the other end of the shift fork 606 is connected to the third synchronizer 408. In order to achieve the purpose of controlling the third synchronizer 408, the axial position of the shift slot is in a corresponding change relationship with the rotation angle of the shift hub 605, that is, the axial position of the shift slot is moved left and right by the change of the rotation angle of the shift hub 605, thereby driving the shift fork 606 to move left and right, and the shift fork 606 continues to drive the shift fork 606 to move left and right. It should be noted that the number of gear stages in the multi-stage reduction gear set 602 can be set according to specific needs, for example, three gears are set, and each gear stage in the multi-stage reduction gear set 602 can select a double gear, which can reduce the axial length of the transmission chain and make the system layout compact.

[0044] In some optional embodiments, such as Figure 7 As shown, the second output shaft 406 is provided with a third reduction driving gear 405 , and the input end of the second driving axle 700 is drivingly connected to the third reduction driving gear 405 .

[0045] In some optional embodiments, the first drive axle 500 and the second drive axle 700 both include a differential and a locking mechanism. Figure 8 , Fig. 9As shown, the differential includes a housing 503, a third reduction driven gear 504, a planetary gear 506, a planetary gear shaft 505, a left half shaft 513, a left half shaft driving gear 509, a right half shaft 508, and a right half shaft driving gear 507. The third reduction driven gear 504 is fixed on the housing 503, and the third reduction driven gear 504 is meshed with the third reduction driving gear 405. The planetary gear 506 is rotatably arranged on the housing 503 through the planetary gear shaft 505. The left half shaft 513 is connected to the planetary gear 506 through the left half shaft driving gear 509, and the right half shaft 508 is connected to the planetary gear 506 through the right half shaft driving gear 507. The locking mechanism includes an electromagnetic switch 502, a magnetic thrust mechanism 501, a locking member 511, an end thrust bearing 512, and an elastic reset member 510. Specifically, the electromagnetic switch component 502 is fixedly arranged, for example, it is arranged on the housing 503 of the transmission assembly, the electromagnetic switch component 502 is electrically connected to the hybrid domain controller 320, the magnetic thrust mechanism 501 is loosely sleeved on the housing 503, the locking component 511 is slidably penetrated on the housing 503 of the differential, and an end face dog tooth structure is arranged on the locking component 511, the left end of the end face thrust bearing 512 is connected to the magnetic thrust mechanism 501, and the right end of the end face thrust bearing 512 is connected to the left end of the locking component 511, the elastic reset component 510 is arranged between the right end of the locking component 511 and the gear of the left half shaft 513, and a dog tooth structure matching with the locking component 511 is arranged on the end face of the gear of the left half shaft 513. Among them, the magnetic thrust mechanism 501 can generate magnetic coupling with the electromagnetic switch component 502. Specifically, when the hybrid domain controller 320 controls the electromagnetic switch component 502 to turn on, the electromagnetic switch component 502 generates a magnetic field, and the magnetic field acts on the magnetic thrust mechanism 501 to generate thrust, which pushes the magnetic thrust mechanism 501 to move, and the magnetic thrust mechanism 501 pushes the end thrust bearing 512 to move, and the end thrust bearing 512 pushes the locking component 511 to move. When the right end of the locking member 511 is meshed with the gear of the left half shaft 513, the right end of the locking member 511 squeezes the left end of the elastic reset member 510, and the gear of the left half shaft 513, the locking member 511 and the differential housing 503 rotate at the same speed, the planetary gear 506 inside the differential is locked, and the differential loses the differential function; when the hybrid domain controller 320 controls the electromagnetic switch 502 to close, the thrust acting on the magnetic thrust mechanism 501 disappears, so that under the elastic force of the elastic reset member 510, the right end of the locking member 511 is disengaged from the meshing state with the gear of the left half shaft 513 until all components return to their original state. It can be understood that the locking mechanism can also be designed to lock the gear of the right half shaft 508, which can be specifically achieved by changing the installation positions of the electromagnetic switch 502, the magnetic thrust mechanism 501, the locking member 511, the end thrust bearing 512, and the elastic reset member 510.

[0046] In this embodiment, during the driving of the vehicle, when the wheel on one side slips or is in a suspended state, if the locking mechanism is in a locked state, the power generated by the system will be transmitted to the wheel with higher adhesion on the other side through the locking mechanism, thereby meeting the needs of the vehicle in escape or off-road situations.

[0047] In some optional embodiments, such as Fig. 9 As shown, the arrangement direction of the engine 100 can be set to be longitudinal. At this time, in order to transmit power longitudinally to the differential, the first drive axle 500 also includes a third output shaft 230, a second reduction driven gear 231, and a spiral bevel driving gear 232. The second reduction driven gear 231 and the spiral bevel driving gear 232 are both sleeved on the third output shaft 230, the second reduction driven gear 231 is meshed with the second reduction driving gear 215, and the third reduction driven gear 504 is a spiral bevel driven gear, and is meshed with the spiral bevel driving gear 232. Among them, the third output shaft 230 is parallel to the driving shaft direction of the engine 100.

[0048] In some optional embodiments, the electromagnetic switch element 502 includes a coil and an iron core, the coil is wound around the iron core, the hybrid domain controller 320 is electrically connected to the coil, and when the coil is energized, the coil generates a magnetic field, and the magnetic field acts on the magnetic thrust mechanism 501 to generate thrust.

[0049] In some optional embodiments, the magnetic thrust mechanism 501 includes a movable armature, and the movable armature and the iron core are attracted or separated by energizing or de-energizing the coil. When the movable armature and the iron core are attracted, the movable armature moves toward the end thrust bearing 512, thereby pushing the end thrust bearing 512 to move, and the end thrust bearing 512 pushes the locking member 511 to move; when the movable armature is separated from the iron core, under the action of the elastic reset member 510, the movable armature gradually moves away from the end thrust bearing 512 and finally returns to the initial position.

[0050] In some optional embodiments, the elastic return member 510 is a wave spring.

[0051] In a second aspect, the present invention further provides a driving method applied to the aforementioned hybrid power driving system, such as Fig.18 As shown, the method includes step S100 and step S200: Step S100: obtaining the state parameters of the vehicle; The state parameters include at least one of the vehicle speed, the torque of the engine 100, the torque of the first motor 210, the torque of the second motor 404, the speed of the engine 100, the speed of the first motor 210, the speed of the second motor 404, the gear of the engine 100, the gear of the first motor 210, the gear of the second motor 404, the power of the battery 340, the required torque of the vehicle, the driving efficiency of the engine 100, the driving efficiency of the first motor 210, and the driving efficiency of the second motor 404; Step S200: According to the state parameters, control the power coupling component, the first shift component, and the second shift component to perform corresponding actions, and control the engine 100, the first motor 210, the second motor 404, the first drive axle 500, and the second drive axle 700 to perform corresponding actions to control the hybrid drive system to enter the corresponding working mode.

[0052] Among them, the working modes include off-road mode, four-wheel drive mode, two-wheel drive mode, extended-range mode, and parking power generation mode. The five working modes can be further divided into eight working condition categories: low-speed climbing mode (drive / reverse), four-wheel drive pure electric mode (drive / reverse / energy recovery), four-wheel drive hybrid mode (drive / energy recovery), front-wheel drive pure electric mode (drive / reverse / energy recovery), front-wheel drive engine drive mode (drive / energy recovery), rear-wheel drive pure electric mode (drive / reverse / energy recovery), front-wheel drive power generation and rear-wheel drive drive, and front-wheel drive power generation and rear-wheel drive standby. The jump of each working condition is controlled by the hybrid domain controller 320 according to specific timing and parameters. The hybrid domain controller 320 can adopt an integrated or split design, integrating hybrid power control, engine control, front and rear drive system motor control, front and rear drive system shift control, front and rear drive axle differential lock control, front and rear drive system cooling and lubrication control and other functions.

[0053] The following will take the example of the engine 100 being longitudinally arranged, the first drive assembly 200 being configured as a front drive assembly, and the second drive assembly 400 being configured as a rear drive assembly to introduce in detail the working principles of the five working modes of the hybrid drive system in the present application, wherein the five working modes include a total of eight working conditions, and the eight working conditions include a total of twenty-one operating states.

[0054] Off-road mode: Working condition 1: Low speed climbing mode (driving / reversing) Running state one: the engine 100 is in the shutdown state, the first synchronizer 204 is connected to the first gear shift driving gear 205, the second synchronizer 211 is connected to the first reduction driven gear 206, the first drive assembly 200 is in the 1st gear state, and the power transmission path of the first drive assembly 200 is as follows: the first motor 210→the first reduction driving gear 207→the first reduction driven gear 206→the second input shaft 202→the first synchronizer 204→the first gear shift driving gear 205→the first gear shift driven gear 212→the first output shaft 214→the second reduction driving gear 215→the second reduction driven gear 231→the third output shaft 230→the spiral bevel driving gear 232→the differential→the half shaft→the wheel. The locking mechanism in the second drive assembly 400 locks the differential, the third synchronizer 408 is connected to the third shift driven gear 409, the second drive assembly 400 is in the first gear state, and the power transmission path of the second drive assembly 400 is as follows: second motor 404→third input shaft 403→third shift driving gear 402→third shift driven gear 409→third synchronizer 408→second output shaft 406→third reduction driving gear 405→differential→axle shaft→wheel.

[0055] Running state 2: Fig.11 As shown, the engine 100 is in a stopped state, the locking mechanism in the first drive assembly 200 locks the differential, the first synchronizer 204 is connected to the first shift driving gear 205, the second synchronizer 211 is connected to the first reduction driven gear 206, the first drive assembly 200 is in the first gear state, and the power transmission path of the first drive assembly 200 is as follows: the first motor 210→the first reduction driving gear 207→the first reduction driven gear 206→the second input shaft 202→the first synchronizer 204→the first shift driving gear 205→the first shift driven gear 212→the first output shaft 214→the second reduction driving gear Gear 215 → second reduction driven gear 231 → third output shaft 230 → spiral bevel driving gear 232 → differential → half shaft → wheel, the locking mechanism in the second drive assembly 400 locks the differential, the third synchronizer 408 is connected to the third shift driven gear 409, the second drive assembly 400 is in the first gear state, and the power transmission path of the second drive assembly 400 is as follows: second motor 404 → third input shaft 403 → third shift driving gear 402 → third shift driven gear 409 → third synchronizer 408 → second output shaft 406 → third reduction driving gear 405 → differential → half shaft → wheel. When the wheel slips due to low adhesion, the system can transfer all the power to the wheel on the side with high adhesion to help the vehicle get out of trouble.

[0056] Four-wheel drive mode: Working condition 2: 4WD pure electric mode (driving / reversing / energy recovery) Operation status three: Fig.12As shown, the engine 100 is in a stopped state, the first synchronizer 204 is connected to the first shift driving gear 205, the first drive assembly 200 is in the first gear state, and the power transmission path of the first drive assembly 200 is as follows: the first motor 210→the first reduction driving gear 207→the first reduction driven gear 206→the second input shaft 202→the first synchronizer 204→the first shift driving gear 205→the first shift driven gear 212→the first output shaft 214→the second reduction driving gear 215→the second reduction driven gear Gear 231 → third output shaft 230 → spiral bevel driving gear 232 → differential → half shaft → wheel, the third synchronizer 408 is connected to the third shift driven gear 409, the second drive assembly 400 is in the first gear state, and the power transmission path of the second drive assembly 400 is as follows: second motor 404 → third input shaft 403 → third shift driving gear 402 → third shift driven gear 409 → third synchronizer 408 → second output shaft 406 → third reduction driving gear 405 → differential → half shaft → wheel. The first motor 210 drives the front wheels and the second motor 404 drives the rear wheels to meet the power output of the vehicle during rapid acceleration.

[0057] Running state 4: the engine 100 is in the shutdown state, the first synchronizer 204 is connected to the second shift driving gear 203, the first drive assembly 200 is in the second gear state, and the power transmission path of the first drive assembly 200 is as follows: the first motor 210→the first reduction driving gear 207→the first reduction driven gear 206→the second input shaft 202→the first synchronizer 204→the second shift driving gear 203→the second shift driven gear 213→the first output shaft 214→the second reduction driving gear 215→the second reduction driven gear 216 Driven gear 231 → third output shaft 230 → spiral bevel driving gear 232 → differential → half shaft → wheel, the third synchronizer 408 is connected to the third shift driven gear 409, the second drive assembly 400 is in the first gear state, and the power transmission path of the second drive assembly 400 is as follows: second motor 404 → third input shaft 403 → third shift driving gear 402 → third shift driven gear 409 → third synchronizer 408 → second output shaft 406 → third reduction driving gear 405 → differential → half shaft → wheel. The first motor 210 drives the front wheels and the second motor 404 drives the rear wheels to meet the power output of the vehicle during rapid acceleration.

[0058] Running state five: the engine 100 is in the shutdown state, the first synchronizer 204 is connected to the first shift driving gear 205, the first drive assembly 200 is in the first gear state, and the power transmission path of the first drive assembly 200 is as follows: the first motor 210→the first reduction driving gear 207→the first reduction driven gear 206→the second input shaft 202→the first synchronizer 204→the first shift driving gear 205→the first shift driven gear 212→the first output shaft 214→the second reduction driving gear 215→the second reduction driven gear Driven gear 231 → third output shaft 230 → spiral bevel driving gear 232 → differential → half shaft → wheel, the third synchronizer 408 is connected to the fourth shift driven gear 407, the second drive assembly 400 is in the second gear state, and the power transmission path of the second drive assembly 400 is as follows: second motor 404 → third input shaft 403 → fourth shift driving gear 401 → fourth shift driven gear 407 → third synchronizer 408 → second output shaft 406 → third reduction driving gear 405 → differential → half shaft → wheel. The first motor 210 drives the front wheels and the second motor 404 drives the rear wheels to meet the power output of the vehicle during rapid acceleration.

[0059] Running state six: the engine 100 is in the shutdown state, the first synchronizer 204 is connected to the second shift driving gear 203, the first drive assembly 200 is in the second gear state, and the power transmission path of the first drive assembly 200 is as follows: the first motor 210→the first reduction driving gear 207→the first reduction driven gear 206→the second input shaft 202→the first synchronizer 204→the second shift driving gear 203→the second shift driven gear 213→the first output shaft 214→the second reduction driving gear 215→the second reduction driven gear Driven gear 231 → third output shaft 230 → spiral bevel driving gear 232 → differential → half shaft → wheel, the third synchronizer 408 is connected to the fourth shift driven gear 407, the second drive assembly 400 is in the second gear state, and the power transmission path of the second drive assembly 400 is as follows: second motor 404 → third input shaft 403 → fourth shift driving gear 401 → fourth shift driven gear 407 → third synchronizer 408 → second output shaft 406 → third reduction driving gear 405 → differential → half shaft → wheel. The first motor 210 drives the front wheels and the second motor 404 drives the rear wheels to meet the power output of the vehicle during rapid acceleration.

[0060] Working condition three: four-wheel drive hybrid mode (driving / reversing / energy recovery) Running state seven: Fig.13As shown, the engine 100 is in the starting state, the first synchronizer 204 is connected to the first shift driving gear 205, the second synchronizer 211 is connected to the first reduction driven gear 206, the first drive assembly 200 is in the first gear state, and the main power transmission path of the first drive assembly 200 is as follows: engine 100→dual mass flywheel 110→first input shaft 201→second synchronizer 211→first reduction driven gear 206→first input shaft 201→first synchronizer 204→first shift driving gear 205→first shift driven gear 212→first output shaft 214→second reduction driving gear 215→second reduction driven gear 231→third output shaft 230→spiral bevel driving gear 232→differential→axle shaft→wheel, the first motor 210 can be in the driving, generating, and following states, the third synchronizer 408 is connected to the third shift driven gear 409, the second drive assembly 400 is in the first gear state, and the second motor 404 can be in the driving and generating states. The simultaneous output of the three power sources, namely the engine 100 , the first motor 210 , and the second motor 404 , can meet the power output during rapid acceleration of the vehicle and reduce the power load of the battery 340 during rapid acceleration of the vehicle.

[0061] Running state eight: the engine 100 is in the starting state, the first synchronizer 204 is connected to the second shift driving gear 203, the second synchronizer 211 is connected to the first reduction driven gear 206, the first drive assembly 200 is in the 2nd gear state, and the main power transmission path of the first drive assembly 200 is as follows: engine 100→dual mass flywheel 110→first input shaft 201→second synchronizer 211→first reduction driven gear 206→first input shaft 201→first synchronizer 204→second shift driving gear 203→second shift driven gear 213→first output shaft 214→second reduction driving gear 215→second reduction driven gear 231→third output shaft 230→spiral bevel driving gear 232→differential→axle→wheel, the first motor 210 can be in the driving, generating, and following states, the third synchronizer 408 is connected to the third shift driven gear 409, the second drive assembly 400 is in the 1st gear state, and the second motor 404 can be in the driving and generating states. The simultaneous output of the three power sources, namely the engine 100 , the first motor 210 , and the second motor 404 , can meet the power output during rapid acceleration of the vehicle and reduce the power load of the battery 340 during rapid acceleration of the vehicle.

[0062] Running state nine: the engine 100 is in the starting state, the first synchronizer 204 is connected to the first shift driving gear 205, the second synchronizer 211 is connected to the first reduction driven gear 206, the first drive assembly 200 is in the 1st gear state, and the main power transmission path of the first drive assembly 200 is as follows: engine 100→dual mass flywheel 110→first input shaft 201→second synchronizer 211→first reduction driven gear 206→first input shaft 201→first synchronizer 204→first shift driving gear 205→first shift driven gear 212→first output shaft 214→second reduction driving gear 215→second reduction driven gear 231→third output shaft 230→spiral bevel driving gear 232→differential→axle→wheel, the first motor 210 can be in the driving, generating, and following states, the third synchronizer 408 is connected to the fourth shift driven gear 407, the second drive assembly 400 is in the 2nd gear state, and the second motor 404 can be in the driving and generating states. The simultaneous output of the three power sources, namely the engine 100 , the first motor 210 , and the second motor 404 , can meet the power output during rapid acceleration of the vehicle and reduce the power load of the battery 340 during rapid acceleration of the vehicle.

[0063] Running state ten: the engine 100 is in the starting state, the first synchronizer 204 is connected to the second shift driving gear 203, the second synchronizer 211 is connected to the first reduction driven gear 206, the first drive assembly 200 is in the 2nd gear state, and the main power transmission path of the first drive assembly 200 is as follows: engine 100→dual mass flywheel 110→first input shaft 201→second synchronizer 211→first reduction driven gear 206→first input shaft 201→first synchronizer 204→second shift driving gear 203→second shift driven gear 213→first output shaft 214→second reduction driving gear 215→second reduction driven gear 231→third output shaft 230→spiral bevel driving gear 232→differential→axle→wheel, the first motor 210 can be in the driving, generating, and following states, the third synchronizer 408 is connected to the fourth shift driven gear 407, the second drive assembly 400 is in the 2nd gear state, and the second motor 404 can be in the driving and generating states. The simultaneous output of the three power sources, namely the engine 100 , the first motor 210 , and the second motor 404 , can meet the power output during rapid acceleration of the vehicle and reduce the power load of the battery 340 during rapid acceleration of the vehicle.

[0064] Two-wheel drive mode: Working condition 4: front-wheel drive pure electric mode (driving / reversing / energy recovery) Running state 11: Fig.14As shown, the engine 100 is in a shutdown state, the first synchronizer 204 is connected to the first shift driving gear 205, the first drive assembly 200 is in the first gear state, and the power transmission path of the first drive assembly 200 is as follows: the first motor 210→the first reduction driving gear 207→the first reduction driven gear 206→the second input shaft 202→the first synchronizer 204→the first shift driving gear 205→the first shift driven gear 212→the first output shaft 214→the second reduction driving gear 215→the second reduction driven gear 231→the third output shaft 230→the spiral bevel driving gear 232→the differential→the half shaft→the wheel, the second drive assembly 400 is in a neutral state, and the second motor 404 is in a standby state. When the system changes from four-wheel drive to two-wheel drive, or when switching between different two-wheel drive modes, it can ensure that the vehicle always has a power source to output power, ensuring that the system will not have power interruption problems during mode switching and gear switching. Moreover, when the vehicle is driving at a constant speed, the system power demand is not high. The single-motor mode can cover the driver's demand for vehicle torque and power, thereby improving the system's operating efficiency. In addition, the speed ratio can be changed by switching gears according to the actual vehicle's torque and power demand, thereby improving the transmission output efficiency, and putting the first motor 210 in an efficient operating state, thereby improving the system's operating efficiency.

[0065] Running state twelve: the engine 100 is in the shutdown state, the first synchronizer 204 is connected to the second gear shift driving gear 203, the first drive assembly 200 is in the 2nd gear state, and the power transmission path of the first drive assembly 200 is as follows: the first motor 210→the first reduction driving gear 207→the first reduction driven gear 206→the second input shaft 202→the first synchronizer 204→the first gear shift driving gear 205→the first gear shift driven gear 212→the first output shaft 214→the second reduction driving gear 215→the second reduction driven gear 231→the third output shaft 230→the spiral bevel driving gear 232→the differential→the half shaft→the wheel, the second drive assembly 400 is in the neutral state, and the second motor 404 is in the standby state. When the system changes from four-wheel drive to two-wheel drive, or when switching between different two-wheel drive modes, it can ensure that the vehicle always has a power source to output power, ensuring that the system will not have power interruption problems during mode switching and gear switching. Moreover, when the vehicle is driving at a constant speed, the system power demand is not high. The single-motor mode can cover the driver's demand for vehicle torque and power, thereby improving the system's operating efficiency. In addition, the speed ratio can be changed by switching gears according to the actual vehicle's torque and power demand, thereby improving the transmission output efficiency, and putting the first motor 210 in an efficient operating state, thereby improving the system's operating efficiency.

[0066] Working condition 5: front-wheel drive engine 100 driving mode (driving / reversing / energy recovery) Operation status 13: Fig.15As shown, the engine 100 is in the starting state, the first synchronizer 204 is connected to the first shift driving gear 205, the second synchronizer 211 is connected to the first reduction driven gear 206, the first drive assembly 200 is in the 1st gear state, and the main power transmission path of the first drive assembly 200 is as follows: engine 100→dual mass flywheel 110→first input shaft 201→second synchronizer 211→first reduction driven gear 206→first input shaft 201→first synchronizer 204→first shift driving gear 205→first shift driven gear 212→first output shaft 214→second reduction driving gear 215→second reduction driven gear 231→third output shaft 230→spiral bevel driving gear 232→differential→axle shaft→wheel, the first motor 210 can be in driving, generating, and following states, the second drive assembly 400 is in neutral state, and the second motor 404 is in standby state. The second drive assembly 400 is in neutral, which reduces the no-load loss of the second motor 404 and reduces fuel consumption. The additional torque power demand during acceleration and deceleration of the vehicle can be provided by the first motor 210, ensuring that the engine 100 operates at an efficient operating point, improving the operating efficiency of the engine 100 and reducing fuel consumption. At the same time, when the vehicle is in a high-speed operating condition, the first drive assembly 200 is adjusted to the 1st gear state, so that the engine 100 operates in a higher speed and torque range, so that the system has a stronger power replenishment capability and avoids high-speed power stall.

[0067] Running state fourteen: the engine 100 is in the starting state, the first synchronizer 204 is connected to the second shift driving gear 203, the second synchronizer 211 is connected to the first reduction driven gear 206, the first drive assembly 200 is in the 2nd gear state, and the main power transmission path of the first drive assembly 200 is as follows: engine 100→dual mass flywheel 110→first input shaft 201→second synchronizer 211→first reduction driven gear 206→first input shaft 201→first synchronizer 204→second shift driving gear 203→second shift driven gear 213→first output shaft 214→second reduction driving gear 215→second reduction driven gear 231→third output shaft 230→spiral bevel driving gear 232→differential→axle shaft→wheel, the first motor 210 can be in driving, generating, and following states, the second drive assembly 400 is in neutral state, and the second motor 404 is in standby state. The second drive assembly 400 is in a neutral state, which reduces the no-load loss of the second motor 404 and reduces fuel consumption. The additional torque power demand during acceleration and deceleration of the vehicle can be provided by the first motor 210, ensuring that the engine 100 operates in a high-efficiency operating range, improving the operating efficiency of the engine 100 and reducing fuel consumption.

[0068] Condition 6: Rear-drive pure electric mode (driving / reversing / energy recovery) Running state 15: Fig.16 As shown, the engine 100 is in a shutdown state, the first drive assembly 200 is in a neutral state, the first motor 210 is in a standby state, the third synchronizer 408 is connected to the third shift driven gear 409, the second drive assembly 400 is in the first gear state, and the power transmission path of the second drive assembly 400 is as follows: second motor 404→third input shaft 403→third shift driving gear 402→third shift driven gear 409→third synchronizer 408→second output shaft 406→third reduction driving gear 405→differential→axle→wheel. When the system changes from four-wheel drive to two-wheel drive, or when switching between different two-wheel drive modes, it can ensure that the vehicle always has a power source to output power, ensuring that the system will not have power interruption problems during mode switching and gear switching. Moreover, when the vehicle is driving at a constant speed, the system power demand is not high. The single-motor mode can cover the driver's demand for vehicle torque and power, thereby improving the system's operating efficiency. In addition, the speed ratio can be changed by switching gears according to the actual vehicle's torque and power demand, so that the second motor 404 is in an efficient operating state, thereby improving the system's operating efficiency.

[0069] Running state sixteen: the engine 100 is in a stopped state, the first drive assembly 200 is in a neutral state, the first motor 210 is in a standby state, the third synchronizer 408 is connected to the fourth shift driven gear 407, the second drive assembly 400 is in the 2nd gear state, and the power transmission path of the second drive assembly 400 is as follows: second motor 404→third input shaft 403→fourth shift driving gear 401→fourth shift driven gear 407→third synchronizer 408→second output shaft 406→third reduction driving gear 405→differential→axle shaft→wheel. When the system changes from four-wheel drive to two-wheel drive, or when switching between different two-wheel drive modes, it can ensure that the vehicle always has a power source to output power, ensuring that the system will not have power interruption problems during mode switching and gear switching. Moreover, when the vehicle is driving at a constant speed, the system power demand is not high. The single-motor mode can cover the driver's demand for vehicle torque and power, thereby improving the system's operating efficiency. In addition, the speed ratio can be changed by switching gears according to the actual vehicle's torque and power demand, so that the second motor 404 is in an efficient operating area, thereby improving the system's operating efficiency.

[0070] Extended range mode: Working condition seven: front-wheel drive power generation, rear-wheel drive mode Running state 17: Fig.17As shown, the engine 100 is in the starting state, the first drive assembly 200 is in the neutral state, the second synchronizer 211 is connected to the first reduction driven gear 206, and the first motor 210 is in the power generation state. The power transmission path of the first drive assembly 200 is as follows: engine 100→dual mass flywheel 110→first input shaft 201→second synchronizer 211→first reduction driven gear 206→first reduction driving gear 207→first motor 210. The first motor 210 converts the received mechanical power into electrical The power generated by the first motor 210 is directly supplied to the second motor 404 for use without passing through the battery 340. When the vehicle is in the feeding state or the discharge power of the battery 340 is in the limited state, the vehicle can still be driven efficiently. At the same time, the number of times the battery 340 is charged and discharged can be reduced, so as to avoid the system being in the limited charge and discharge condition of the battery 340, and prolong the service life of the battery 340.

[0071] Running state 18: the engine 100 is in the starting state, the first drive assembly 200 is in the neutral state, the second synchronizer 211 is connected to the first reduction driven gear 206, the first motor 210 is in the power generation state, and the power transmission path of the first drive assembly 200 is as follows: engine 100→dual mass flywheel 110→first input shaft 201→second synchronizer 211→first reduction driven gear 206→first reduction driving gear 207→first motor 210, the first motor 210 converts the received mechanical power into The power is stored in the battery 340 through the three-phase AC wiring harness 350 to complete the charging of the battery 340. The third synchronizer 408 is connected to the fourth shift driven gear 407. The second drive assembly 400 is in the second gear state. The power transmission path of the second drive assembly 400 is as follows: the second motor 404 → the third input shaft 403 → the fourth shift driving gear 401 → the fourth shift driven gear 407 → the third synchronizer 408 → the second output shaft 406 → the third reduction driving gear 405 → the differential → the half shaft → the wheel. The power generated by the first motor 210 is directly supplied to the second motor 404 for use without passing through the battery 340. When the whole vehicle is in the feeding state, or the discharge power of the battery 340 is in a limited state, the vehicle can still be driven efficiently, and at the same time, the number of charge and discharge of the battery 340 can be reduced, so as to avoid the system being in the limited charge and discharge working condition of the battery 340, and extend the service life of the battery 340.

[0072] Parking power generation mode: Working condition eight: front drive power generation, rear drive standby mode Running state nineteen: the engine 100 is in the starting state, the first drive assembly 200 is in the neutral state, the second synchronizer 211 is connected to the first reduction driven gear 206, the first motor 210 is in the generating state, and the power transmission path of the first drive assembly 200 is as follows: engine 100→dual mass flywheel 110→first input shaft 201→second synchronizer 211→first reduction driven gear 206→first reduction driving gear 207→first motor 210. The first motor 210 converts the received mechanical power into electrical energy and stores it in the battery 340 through the three-phase AC wiring harness 350 to complete the charging of the battery 340. The second drive assembly 400 is in the neutral state, and the second motor 404 is in the standby state.

[0073] Running state 20: the engine 100 is in the starting state, the first drive assembly 200 is in the neutral state, the second synchronizer 211 is connected to the first reduction driven gear 206, the first motor 210 is in the power generation state, and the power transmission path of the first drive assembly 200 is as follows: engine 100→dual mass flywheel 110→first input shaft 201→second synchronizer 211→first reduction driven gear 206→first reduction driving gear 207→first motor 210, the first motor 210 converts the received mechanical power into The third synchronizer 408 is connected to the third shift driven gear 409, and the second drive assembly 400 is in the first gear state. The power transmission path of the second drive assembly 400 is as follows: the second motor 404→the third input shaft 403→the third shift driving gear 402→the third shift driven gear 409→the third synchronizer 408→the second output shaft 406→the third reduction driving gear 405→the differential→the half shaft→the wheel.

[0074] Running state 21: the engine 100 is in the starting state, the first drive assembly 200 is in the neutral state, the second synchronizer 211 is connected to the first reduction driven gear 206, the first motor 210 is in the power generation state, and the power transmission path of the first drive assembly 200 is as follows: engine 100→dual mass flywheel 110→first input shaft 201→second synchronizer 211→first reduction driven gear 206→first reduction driving gear 207→first motor 210, the first motor 210 converts the received mechanical power into The third synchronizer 408 is connected to the fourth shift driven gear 407, and the second drive assembly 400 is in the 2nd gear state. The power transmission path of the second drive assembly 400 is as follows: the second motor 404→the third input shaft 403→the fourth shift driving gear 401→the fourth shift driven gear 407→the third synchronizer 408→the second output shaft 406→the third reduction driving gear 405→the differential→the half shaft→the wheel.

[0075] At the same time, in order to better explain the working principle of the present invention in twenty-one operating states, Table 1 lists the working states of the engine 100, the locking mechanism, the first synchronizer 204, the second synchronizer 211, the third synchronizer 408, the first motor 210, and the second motor 404 in different operating states, as shown in Table 1: Table 1

[0076] In summary, this application can support pure electric drive, series range extension, parallel hybrid, engine direct drive and other modes through the coordinated control of the engine and dual motors (first motor, second motor), covering urban commuting, high-speed cruising, off-road climbing and other scenes, and provide power through engine direct drive and dual motors to assist in low-speed off-road, which can reduce the peak power demand of the battery, relieve the high load pressure of the battery, reduce the frequency of battery charging and discharging, and improve the cruising range. At the same time, since the first drive assembly and the second drive assembly are driven by axles, the switching of dual-drive and four-wheel drive modes can be realized. When a drive assembly fails, it can be quickly decoupled, and the remaining drive assembly can still maintain the basic power output, and the vehicle's ability to get out of trouble is enhanced. In addition, combined with the locking mechanism of the differential, all-wheel torque can be accurately distributed on low-adhesion roads to improve climbing ability. The power coupling component (second synchronizer) can separate or connect the input shaft connected to the engine and the input shaft connected to the motor in real time, avoiding the no-load loss caused by power redundancy in traditional multi-motor systems and improving the overall efficiency of the system. The first input shaft, the second input shaft, the output shaft and the engine drive shaft are arranged in parallel, which can shorten the length of the transmission chain, reduce the axial space occupied, achieve the effect of compact structure and lightweight, reduce the difficulty of integration and energy consumption, and are suitable for the layout of compact SUV and off-road vehicles. Through the combination of the electric shift mechanism with the first synchronizer and the third synchronizer, the millisecond response of the shift action can be achieved, the axial space requirement of the mechanical fork can be reduced, and the clutch assembly and related mechanical components (such as the clutch pedal, hydraulic system, clutch lubrication system, etc.) can be omitted, achieving the effect of reducing weight and cost, shortening the axial length, improving space utilization, and being able to adapt to the compact layout requirements of hybrid vehicles. In addition, the electric shift mechanism can eliminate the shift shock, improve the smoothness of the shift, reduce the vibration and noise of the transmission system, and optimize the NVH performance of the vehicle. The hybrid domain controller dynamically allocates the output of the engine and the dual motors based on the vehicle state parameters, which can avoid the response conflict caused by the independent control of multiple motors and reduce the delay of system control instructions. The engine and dual motors (first motor and second motor) are switched to the optimal speed ratio through the shift assembly (first synchronizer and third synchronizer), which can make the power source always operate in the high-efficiency range and reduce the overall fuel consumption.

[0077] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner.

[0078] The above-mentioned embodiments only express several implementation methods of the present invention, and the description thereof is relatively specific and detailed, but it cannot be understood as limiting the scope of the patent of the present invention. It should be pointed out that, for ordinary technicians in this field, several variations and improvements can be made without departing from the concept of the present invention, which all belong to the protection scope of the present invention. Therefore, the protection scope of the patent of the present invention shall be subject to the attached claims.

Claims

1. A hybrid power drive system, characterized in that: The hybrid power drive system comprises: a battery, a hybrid domain controller, a first drive assembly, and a second drive assembly, wherein the battery is electrically connected to the hybrid domain controller; The first drive assembly includes an engine, a first input shaft, a second input shaft, a first output shaft, a power coupling component, a first shifting component, a first motor, and a first drive axle. The engine is drivingly connected to the first input shaft, the first motor is drivingly connected to the second input shaft, the power coupling component is used to separate and connect the first input shaft and the second input shaft, the first shifting component is used to switch gears between the second input shaft and the first output shaft, the first motor is electrically connected to the hybrid domain controller, the input end of the first drive axle is drivingly connected to the first output shaft, and the output end of the first drive axle is used to connect wheels; The second drive assembly includes a second motor, a third input shaft, a second output shaft, a second shift assembly, and a second drive axle, wherein the second motor is drivingly connected to the third input shaft, the second shift assembly is used to switch gears between the third input shaft and the second output shaft, the second motor is electrically connected to the hybrid domain controller, the input end of the second drive axle is drivingly connected to the second output shaft, and the output end of the second drive axle is used to connect wheels; The first input shaft, the second input shaft, the first output shaft, and the driving shaft of the engine are arranged in parallel.

2. The hybrid drive system according to claim 1, characterized in that: The first shift assembly comprises: A first shift driving gear is loosely sleeved on the second input shaft; A first shift driven gear, sleeved on the first output shaft and meshing with the first shift driving gear; A second shift driving gear is loosely sleeved on the second input shaft; A second shift driven gear, sleeved on the first output shaft and meshing with the second shift driving gear; The first synchronizer is sleeved on the second input shaft and is located between the first shift driving gear and the second shift driving gear. The first synchronizer is moved during shifting to connect the first shift driving gear or the second shift driving gear.

3. The hybrid drive system according to claim 2, characterized in that: A first reduction driving gear is sleeved on the driving shaft of the first motor, and a first reduction driven gear meshing with the first reduction driving gear is sleeved on the second input shaft.

4. The hybrid drive system according to claim 3, characterized in that: The power coupling assembly includes a second synchronizer, which is sleeved on the first input shaft. When shifting gears, the second synchronizer is moved to connect with the first reduction driven gear.

5. The hybrid drive system according to claim 4, characterized in that: The first output shaft is provided with a second reduction driving gear, and the input end of the first drive axle is drivingly connected to the second reduction driving gear.

6. The hybrid drive system according to claim 5, characterized in that: The second shift assembly comprises: A third shift driving gear, sleeved on the third input shaft; A third shift driven gear is loosely sleeved on the second output shaft and meshes with the third shift driving gear; A fourth shift driving gear, sleeved on the third input shaft; a fourth shift driven gear, which is loosely sleeved on the second output shaft and meshes with the fourth shift driving gear; The third synchronizer is sleeved on the second output shaft and is located between the third shift driven gear and the fourth shift driven gear. The third synchronizer is moved during gear shifting to connect the third shift driven gear or the fourth shift driven gear.

7. The hybrid drive system according to claim 6, characterized in that: The first synchronizer, the second synchronizer and the third synchronizer are all moved by an electric shift mechanism, and the electric shift mechanism includes: a shift motor, electrically connected to the hybrid domain controller; A multi-stage reduction gear set, wherein the first stage gear of the multi-stage reduction gear set is drivingly connected to the shift motor; A shift hub is connected to the last gear of the multi-stage reduction gear set in transmission, and a shift groove is provided on the shift hub, and the axial position of the shift groove is in a corresponding change relationship with the rotation angle of the shift hub; A shift fork, one end of which is slidingly limited in the shift groove, and the other end of which is connected to a corresponding synchronizer.

8. The hybrid drive system according to claim 1, characterized in that: The second output shaft is provided with a third reduction driving gear, and the input end of the second drive axle is drivingly connected to the third reduction driving gear.

9. The hybrid drive system according to claim 1, characterized in that: The first drive axle and the second drive axle both include a differential and a locking mechanism, and the locking mechanism includes: an electromagnetic switch element, electrically connected to the hybrid domain controller; A magnetic thrust mechanism, which is hollowly sleeved on the housing of the differential and is used to generate magnetic coupling with the electromagnetic switch element and move relative to the housing of the differential; A locking member, slidably disposed on the housing of the differential; An end thrust bearing, one end of which is connected to the magnetic thrust mechanism, and the other end of which is connected to the locking member; An elastic reset member, disposed between the locking member and the axle gear of the differential; Wherein, when the electromagnetic switch is energized, the magnetic thrust mechanism pushes the locking member to squeeze the elastic reset member through the end thrust bearing until the locking member locks the half-shaft gear.

10. A driving method applied to a hybrid driving system according to any one of claims 1 to 9, characterized in that: The method comprises the following steps: Acquiring state parameters of the vehicle, wherein the state parameters include at least one of a vehicle speed, a torque of the engine, a torque of the first motor, a torque of the second motor, a speed of the engine, a speed of the first motor, a speed of the second motor, a gear of the engine, a gear of the first motor, a gear of the second motor, a charge of the battery, a required torque of the vehicle, a driving efficiency of the engine, a driving efficiency of the first motor, and a driving efficiency of the second motor; According to the state parameters, the power coupling component, the first shift component, and the second shift component are controlled to perform corresponding actions, and the engine, the first motor, the second motor, the first drive axle, and the second drive axle are controlled to perform corresponding actions to control the hybrid drive system to enter a corresponding working mode.

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