Hybrid power driving system

Abstract

The invention provides a hybrid power driving system, which belongs to the technical field of hybrid power, and comprises a power battery, a hybrid power domain controller, a hybrid driving assembly and a pure electric driving assembly, the hybrid drive assembly comprises an engine, a first input shaft, a second input shaft, a first output shaft, a first gear shifting driving gear, a planet carrier, a plurality of planet gears, a sun gear, an inner gear ring, an outer gear ring, a first synchronizer gear shifting assembly, a first motor and a first drive axle, the engine is in transmission connection with the first input shaft, and the first motor is in transmission connection with the second input shaft; the input end of the first drive axle is in transmission connection with the first output shaft. According to the hybrid power system, through dynamic coupling and decoupling of power of the engine and the double motors, the functions of clutch gear shifting and drive axle differential locking of the electric gear shifting mechanism are replaced, the power dividing structure is combined with the parking locking structure, and 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.

Description

Technical Field

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

[0002] A hybrid vehicle is a car that combines an internal combustion engine and an electric motor, which can work independently or collaboratively 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 diversified, 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] Current hybrid drive systems typically include an electric motor and an engine. The electric motor is purely electric, while the engine is fuel-powered. The two work together to create a hybrid vehicle's diverse drive modes. However, to improve off-road performance, increasing the number of drive motors (e.g., three or four) is often employed. This can lead to difficulties in coordinated multi-motor control, response delays, high no-load losses, low system drive efficiency, high safety risks associated with over-response in complex operating conditions, difficulties in vehicle integration due to large axial length, and reduced battery life due to high power loads and frequent charging and discharging. Summary of the Invention

[0005] Based on this, the purpose of the present invention is to provide a hybrid drive system to solve the technical problems existing in the hybrid drive system in the prior art, such as the 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] The present invention provides a hybrid drive system, including a power battery, a hybrid power domain controller, a hybrid drive assembly, and a pure electric drive assembly. The power battery is electrically connected to the hybrid power domain controller. The hybrid drive assembly includes an engine, a first input shaft, a second input shaft, a first output shaft, a first shift driving gear, a planetary carrier, a plurality of planetary gears, a sun gear, an inner and outer ring gears, a first synchronizer shift assembly, a first motor, and a first drive axle. The engine is in driving connection with the first input shaft, the first input shaft and the second input shaft are coaxially arranged, the first shift driving gear is loosely sleeved on the second input shaft, the first shift driving gear is in driving connection with the first output shaft, and the planetary carrier is sleeved on the first input shaft. , the sun gear is loosely mounted on the second input shaft, and the plurality of planetary gears are loosely mounted on the planet carrier to surround the sun gear. The inner and outer sides of the planetary gears are respectively engaged with the sun gear and the inner and outer ring gears. The inner and outer ring gears are transmission-connected to the first output shaft. The first synchronizer shift assembly is used to switch gears between the first shift driving gear and the sun gear. The first motor is transmission-connected to the second input shaft. The first motor is electrically connected to the hybrid power domain controller. The input end of the first drive axle is transmission-connected to the first output shaft. The output end of the first drive axle is used to connect to a first set of wheels. The pure electric drive assembly is used to drive a second set of wheels under the control of the hybrid power domain controller.

[0007] In addition, the hybrid drive system according to the present invention may also have the following additional technical features:

[0008] Furthermore, the first synchronizer shift assembly includes a first shift driven gear, a second shift driven gear, and a first synchronizer. 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 driven gear is sleeved on the first output shaft, the second shift driven gear is meshed with the inner and outer ring gears, the second shift driven gear is transmission-connected to the input end of the first drive axle, the first synchronizer is sleeved on the second input shaft, the first synchronizer is located between the first shift driving gear and the sun gear, and the first synchronizer is moved during gear shifting to connect to the first shift driving gear or the sun gear.

[0009] 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.

[0010] Furthermore, the pure electric drive assembly includes a second motor, a third input shaft, a second output shaft, a second synchronizer shift assembly, and a second drive axle. The second motor is transmission-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 power domain controller. The input end of the second drive axle is transmission-connected to the second output shaft. The output end of the second drive axle is used to connect to the wheels.

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

[0012] Furthermore, the synchronizer is moved by an electric shift mechanism, which includes a shift motor, a multi-stage reduction gear set, a shift hub, a shift fork, and a shift motor. The first-stage gear of the multi-stage reduction gear set is transmission-connected to the shift motor, and 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 changing 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 parking lock gear is provided on the first output shaft, and the parking lock gear is locked by a parking lock mechanism. The parking lock mechanism includes a parking drive shaft assembly, a positioning seat, a double gear, and a rotatable parking arm assembly. The parking drive shaft assembly includes a parking drive shaft assembly housing, a drive shaft, a cam and a drive gear. The drive shaft is rotatably arranged on the parking drive shaft assembly housing, and the cam and the drive gear are both sleeved on the drive shaft. A cam groove is provided on the drive gear, and the positioning seat is used to position the drive gear. The double gear is respectively engaged with the last stage gear and the drive gear in the electric shift mechanism, and the free end of the parking arm assembly is slidably arranged in the cam groove; wherein, when the drive shaft rotates, the cam drives the free end of the parking arm assembly to be stuck in the tooth groove of the parking lock gear.

[0014] Furthermore, a second reduction driving gear is provided on the second output shaft, and the input end of the second drive axle is drivingly connected to the second reduction driving gear.

[0015] Furthermore, the first drive axle and the second drive axle both include a differential and a differential locking mechanism, the differential locking mechanism including an electromagnetic switch component, a magnetic thrust mechanism, a locking component, an end thrust bearing, and an elastic return component, the electromagnetic switch component is electrically connected to the hybrid domain controller, the magnetic thrust mechanism is loosely mounted on the differential housing, and is used to generate magnetic coupling with the electromagnetic switch component and move relative to the differential housing, the locking component is slidably penetrated on the differential housing, 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 return component is arranged between the locking component and the side gear of the differential; wherein, when the electromagnetic switch component is energized, the magnetic thrust mechanism pushes the locking component to squeeze the elastic return component through the end thrust bearing until the locking component locks the side gear.

[0016] Furthermore, the engine is arranged transversely, and the first input shaft, the second input shaft, the first output shaft, the third input shaft, the second output shaft and the drive shaft of the engine are arranged in parallel, and the engine is connected to the first input shaft through a dual mass flywheel.

[0017] The present invention has the following beneficial effects:

[0018] 1. Through the combination of the planetary carrier, multiple planetary gears, the sun gear, the inner and outer ring gears, and the first synchronizer shift assembly, the front-wheel drive system can operate in a power split mode. At this time, the engine is in a high-torque power operating state. Part of the power generated by the engine is directly driven to the front wheels through the engine, and the other part of the power generated by the engine is used to provide energy to the rear drive or replenish the battery through the front drive motor that enters the power generation mode. At this time, the engine is still in a high-torque power operating state.

[0019] 2. The hybrid domain controller can balance the power generated by the front drive motor and the driving power of the rear drive motor by adjusting the engine to an efficient operating point. At the same time, the power is used as it is generated without passing through the battery, which can reduce the number of battery charge and discharge times, avoid the use of battery charge and discharge restricted conditions, and extend the battery life.

[0020] 3. The electric shift mechanism replaces the traditional clutch structure, eliminating the need for a clutch control system and clutch lubrication system, reducing system costs, shortening the axial length, and facilitating vehicle layout. It can also reduce clutch drag, reduce sliding wear, and improve system efficiency.

[0021] 4. The front drive can be set to neutral through the first synchronizer shift component, and the rear drive pure electric drive mode can be set to multiple gears through the second synchronizer shift component to achieve the purpose of changing the speed ratio, thereby effectively reducing the motor torque power and reducing system costs. At the same time, the motor's efficient operating area is expanded, and the system operating efficiency is improved. At the same time, the two-wheel drive single-motor working mode can disconnect the engine in the non-working state, reducing the system drag and no-load loss, and further improving the system operating efficiency.

[0022] 5. The hybrid domain controller can independently control the front and rear drive differential locking mechanisms. When the vehicle cannot escape due to slippage due to low adhesion, the differential assembly is locked through the differential locking mechanism, transferring power to the side with higher adhesion to achieve escape.

[0023] 6. Through the cooperation of the parking lock gear, parking lock mechanism, inner and outer ring gears, the motor can be prevented from sudden power loss due to overheating due to stalling when parking on a slope, reducing safety risks.

[0024] 7. The hybrid domain controller controls the front and rear drive motors, as well as the front and rear shift motor coordination strategy, compensating for the torque interruption problem caused by the clutchless system. At the same time, it can reduce communication delays between multiple power sources and solve the problem of untimely or excessive torque response between different power sources. In addition, the hybrid domain controller can form four types of hybrid power modes according to the driver's different requirements for power and economy response. Covering hybrid operating conditions such as off-road, four-wheel drive, two-wheel drive, parking power generation, and energy braking recovery, it can achieve timely jumps to subdivided operating conditions, improve vehicle performance and reduce fuel consumption. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] Figure 1 is a schematic structural diagram of a hybrid drive system in one embodiment of the present invention;

[0026] Figure 2 Schematic diagram of the structure of a hybrid drive assembly in a hybrid drive system in one embodiment of the present invention;

[0027] Figure 3 Schematic diagram of the structure of a pure electric drive assembly in a hybrid drive system in one embodiment of the present invention;

[0028] Figure 4 Schematic diagram of the structure of the first drive axle and the second drive axle in one embodiment of the present invention;

[0029] Figure 5 Schematic diagram of the structure of an electric shift mechanism in one embodiment of the present invention;

[0030] Figure 6 Schematic diagram of the structure of a parking lock mechanism in one embodiment of the present invention;

[0031] Figure 7 FIG1 is a power transmission path diagram of a hybrid drive system in an embodiment of the present invention when the hybrid drive system is in working condition 1;

[0032] Figure 8 is a power transmission path diagram of a hybrid drive system in an embodiment of the present invention when it is in working condition 2;

[0033] Figure 9 FIG1 is a power transmission path diagram of a hybrid drive system in an embodiment of the present invention when the hybrid drive system is in working condition three;

[0034] Figure 10 FIG1 is a power transmission path diagram of a hybrid drive system in an embodiment of the present invention when the hybrid drive system is in working condition 4;

[0035] Figure 11 FIG1 is a power transmission path diagram of a hybrid drive system in an embodiment of the present invention when the hybrid drive system is in working condition 5;

[0036] Figure 12 FIG1 is a power transmission path diagram of a hybrid drive system in an embodiment of the present invention when the hybrid drive system is in working condition 6;

[0037] Description of main component symbols:

[0038] Dual-mass flywheel 110, power battery 340, hybrid domain controller 320, DC bus 330;

[0039] Hybrid drive assembly 200, engine 100, first input shaft 201, second input shaft 212, first output shaft 215, first shift driving gear 213, planetary carrier 202, planetary gears 203, sun gear 205, inner and outer ring gears 204, first motor 210, first drive axle 500, first shift driven gear 214, second shift driven gear 217, first synchronizer 206, first reduction driving gear 207, first reduction driven gear 211;

[0040] Pure electric drive assembly 400, second motor 404, third input shaft 403, second output shaft 406, second drive axle 700, second shift driving gear 402, third shift driven gear 409, third shift driving gear 401, fourth shift driven gear 407, second synchronizer 408;

[0041] Shift motor 601, multi-stage reduction gear set 602, shift hub 605, shift fork 606;

[0042] Parking lock gear 216, parking drive shaft assembly 622, positioning seat 621, double gear 620, parking arm assembly 623, second reduction driving gear 405;

[0043] Housing 503, second reduction driven gear 504, differential planetary gear 506, planetary gear shaft 505, left half shaft 513, left half shaft driving gear 509, right half shaft 508, right half shaft driving gear 507;

[0044] Electromagnetic switch 502, magnetic thrust mechanism 501, locking member 511, end thrust bearing 512, elastic reset member 510;

[0045] The following specific embodiments will further illustrate the present invention in conjunction with the above-mentioned drawings. DETAILED DESCRIPTION

[0046] To facilitate understanding of the present invention, the present invention will be described more fully below with reference to the accompanying drawings. The drawings illustrate several embodiments of the present invention. However, the present invention may be implemented in many different forms and is not limited to the embodiments described herein. Rather, these embodiments are provided to provide a more thorough and comprehensive understanding of the present invention.

[0047] It should be noted that when an element is referred to as being "attached to" another element, it may be directly attached to the other element or there may be an intermediate element. When an element is referred to as being "connected to" another element, it may be directly connected to the other element or there may be an intermediate element. The terms "vertical," "horizontal," "left," "right," and similar expressions used herein are for illustrative purposes only.

[0048] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one skilled in the art to which this invention pertains. The terms used in this specification of the present invention are for the purpose of describing specific embodiments only and are not intended to limit the present invention. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0049] See also Figures 1 to 12 , which is a hybrid drive system provided by the present invention, including a power battery 340, a hybrid power domain controller 320, a hybrid drive assembly 200, and a pure electric drive assembly 400. The power battery 340 is connected to the hybrid power domain controller 320 through a DC bus 330.

[0050] The hybrid drive assembly 200 includes an engine 100, a first input shaft 201, a second input shaft 212, a first output shaft 215, a first shift driving gear 213, a planetary carrier 202, a plurality of planetary gears 203, a sun gear 205, an inner and outer ring gears 204, a first synchronizer 206 shift assembly, a first motor 210, and a first drive axle 500. Specifically, the engine 100 is in driving connection with the first input shaft 201, which is coaxially disposed with the second input shaft 212. The first shift driving gear 213 is loosely mounted on the second input shaft 212. In this case, the second input shaft 212 does not directly drive the first shift driving gear 213, but rather allows the first shift driving gear 213 to rotate about the axis of the second input shaft 212. The first shift driving gear 213 is in driving connection with the first output shaft 215. The planet carrier 202 is sleeved on the first input shaft 201 to rotate coaxially with the first input shaft 201. The sun gear 205 is loosely sleeved on the second input shaft 212. In this case, the second input shaft 212 does not directly drive the sun gear 205, but the sun gear 205 can rotate around the axis of the second input shaft 212. Multiple planetary gears 203 are loosely sleeved on the planet carrier 202 to surround the sun gear 205. The inner and outer sides of the planetary gears 203 respectively mesh with the sun gear 205 and the inner and outer ring gears 204. The inner and outer ring gears 204 are in driving connection with the first output shaft 215. In this way, as the planetary gears rotate around the sun gear 205, they can also rotate on the planet carrier 202. The first synchronizer 206 shift assembly is used to switch gears between the first shift driving gear 213 and the sun gear 205. The first motor 210 is drivingly connected to the second input shaft 212 and is connected to the hybrid domain controller 320 via a three-phase AC wiring harness 310. When the first motor 210 is in a driving state, it draws power from the power battery 340 via the DC bus 330, the hybrid domain controller 320, and the three-phase AC wiring harness 310. When the first motor 210 is in a generating state, it replenishes power to the power battery 340 via the DC bus 330, the hybrid domain controller 320, and the three-phase AC wiring harness 310. The input end of the first drive axle 500 is drivingly connected to the first output shaft 215. The output end of the first drive axle 500 is connected to the first set of wheels. The pure electric drive assembly 400 is used to drive the second set of wheels under the control of the hybrid domain controller 320. For example, the output end of the first drive axle 500 is connected to the front wheels of the vehicle, and the pure electric drive assembly 400 drives the rear wheels of the vehicle.

[0051] In some optional embodiments, such as Figure 2As shown, the first synchronizer 206 shift assembly includes a first shift driven gear 214, a second shift driven gear 217, and the first synchronizer 206. Specifically, the first shift driven gear 214 is sleeved onto the first output shaft 215. Rotation of the first shift driven gear 214 drives rotation of the first output shaft 215, and the first shift driven gear 214 meshes with the first shift driving gear 213. The second shift driven gear 217 is sleeved onto the first output shaft 215. Rotation of the second shift driven gear 217 drives rotation of the first output shaft 215, and the second shift driven gear 217 meshes with the inner and outer ring gears 204. The second shift driven gear 217 is also transmission-connected to the input end of the first drive axle 500. The first synchronizer 206 is sleeved onto the second input shaft 212 and is located between the first shift driving gear 213 and the sun gear 205.

[0052] In this embodiment, when the first synchronizer 206 moves to the left, the gear sleeve on the first synchronizer 206 connects to the coupling teeth on the first shift driving gear 213. At this time, the power output by the second input shaft 212 is transmitted to the first output shaft 215 in sequence through the first synchronizer 206, the first shift driving gear 213, and the first shift driven gear 214. The first output shaft 215 transmits the power to the first drive axle 500, and ultimately drives the wheels to rotate; when the first synchronizer 206 moves to the right, the gear sleeve on the first synchronizer 206 connects to the coupling teeth on the sun gear 205. At this time, the power output by the second input shaft 212 is transmitted to the first output shaft 215 in sequence through the first synchronizer 206, the sun gear 205, and the second shift driven gear 217. The first output shaft 215 transmits the power to the first drive axle 500, and ultimately drives the wheels to rotate.

[0053] In some optional embodiments, such as Figure 2 As shown, the first reduction driving gear 207 is sleeved on the driving shaft 208 of the first motor 210, and the first reduction driven gear 211 meshing with the first reduction driving gear 207 is sleeved on the second input shaft 212. The meshing of the first reduction driving gear 207 and the first reduction driven gear 211 realizes the power coupling between the first motor 210 and the second input shaft 212.

[0054] In some optional embodiments, such as Figure 3As shown, the pure electric drive assembly 400 includes a second motor 404, a third input shaft 403, a second output shaft 406, a second synchronizer 408 shift assembly, and a second drive axle 700. The second motor 404 is drivingly connected to the third input shaft 403. To shorten the power transmission path, the drive shaft of the second motor 404 can serve as the third input shaft 403. The second motor 404 is connected to the hybrid power domain controller 320 via a three-phase AC wiring harness 350. When the second motor 404 is in the driving state, it draws power from the power battery 340 via the DC bus 330, the hybrid power domain controller 320, and the three-phase AC wiring harness 350. When the second motor 404 is in the generating state, it replenishes power to the power battery 340 via the DC bus 330, the hybrid power 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 connected to the second set of wheels.

[0055] In some optional embodiments, such as Figure 3 As shown, the second synchronizer 408 shift assembly includes a second shift driving gear 402, a third shift driven gear 409, a third shift driving gear 401, a fourth shift driven gear 407, and a second synchronizer 408. Specifically, the second shift driving gear 402 is sleeved on the third input shaft 403. The rotation of the third input shaft 403 can drive the second shift driving gear 402 to rotate coaxially. The third shift driven gear 409 is loosely sleeved on the second output shaft 406. At this time, the third shift driven gear 409 can rotate around the axis of the second output shaft 406. The third shift driven gear 409 is meshed with the second shift driving gear 402. The third shift driving gear 401 is sleeved on the third input shaft 403. The rotation of the third input shaft 403 can drive the third shift driving gear 401 to rotate coaxially. The fourth shift driven gear 407 is loosely sleeved on the second output shaft 406. At this time, the fourth shift driven gear 407 can rotate about the axis of the second output shaft 406 and mesh with the third shift driving gear 401. The second synchronizer 408 is sleeved on the second output shaft 406 and is located between the third shift driven gear 409 and the fourth shift driven gear 407. When the second synchronizer 408 moves, it connects with the third shift driven gear 409 or the fourth shift driven gear 407.

[0056] In this embodiment, when the second synchronizer 408 moves to the left, the gear sleeve on the second synchronizer 408 connects to the coupling tooth on the third shift driven gear 409. At this time, the power output by the third input shaft 403 is transmitted to the second output shaft 406 in sequence through the second shift driving gear 402, the third shift driven gear 409, and the second synchronizer 408. The second output shaft 406 transmits the power to the second drive axle 700, and ultimately drives the wheels to rotate; when the second synchronizer 408 moves to the right, the gear sleeve on the second synchronizer 408 connects to the coupling tooth on the fourth shift driven gear 407. At this time, the power output by the third input shaft 403 is transmitted to the second output shaft 406 in sequence through the third shift driving gear 401, the fourth shift driven gear 407, and the second synchronizer 408. The second output shaft 406 transmits the power to the second drive axle 700, and ultimately drives the wheels to rotate.

[0057] In some optional embodiments, the first synchronizer 206 and the second synchronizer 408 are both moved by an electric shift mechanism. Figure 5 As shown, taking the first synchronizer 206 as an example, 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 power domain controller 320. The shift motor 601 has a built-in high-precision position sensor, which can detect the rotation angle of the shift motor 601. The first 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 gear of the multi-stage reduction gear set 602. The shift motor 601 increases torque through the deceleration of the multi-stage reduction gear set 602, and the generated torque directly drives the shift hub 605 to rotate. The shift hub 605 is provided with a shift slot. One end of the shift fork 606 is slidably restrained in the shift slot, and the other end of the shift fork 606 is connected to the synchronizer (first synchronizer 206, second synchronizer 408). To achieve the purpose of shifting the synchronizer left and right, the axial position of the shift slot changes in a corresponding relationship with the rotation angle of the shift hub 605. That is, the axial position of the shift slot moves left and right by changing the rotation angle of the shift hub 605, thereby driving the shift fork 606 to move left and right. It should be noted that the number of gear sets can be set according to specific needs. For example, three gear sets can be provided, and the gears in the gear sets can be selected as duplex gears 620, which can reduce the axial length of the transmission chain and make the system layout more compact.

[0058] In this embodiment, the electric shift mechanism drives the synchronizer to shift gears. By precisely controlling the synchronizer and coordinating with the shift motor 601, the speed difference between the second input shaft 212 and the first output shaft 215, as well as the speed difference between the third input shaft 403 and the second output shaft 406, is directly matched, thereby improving the shifting efficiency. At the same time, the clutch assembly and related mechanical components (such as the clutch pedal, hydraulic system, clutch lubrication system, etc.) are eliminated, 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.

[0059] In some optional embodiments, such as Figure 2 As shown, a parking lock gear 216 is provided on the first output shaft 215, and the parking lock gear 216 is locked by a parking lock mechanism. Figure 6 As shown, the parking lock mechanism includes a parking drive shaft assembly 622, a positioning seat 621, a double gear 620, and a rotatable parking arm assembly 623. The parking drive shaft assembly 622 includes a parking drive shaft assembly housing, a drive shaft, a cam and a drive gear. The drive shaft is rotatably set on the parking drive shaft assembly housing. The cam and the drive gear are both sleeved on the drive shaft. A cam groove is provided on the drive gear. The positioning seat 621 is fixed on the transmission housing for positioning the drive gear. The double gear 620 is respectively engaged with the last stage gear and the drive gear of the electric shift mechanism. The fixed end of the parking arm assembly 623 is rotatably set on the transmission housing through a cylindrical pin, and the free end of the parking arm assembly 623 is slidably set in the cam groove. In this embodiment, when the drive shaft is driven to rotate by the electric shift mechanism, the cam and the drive gear rotate along with the drive shaft. At this time, the free end of the parking arm assembly 623 moves along the guide direction of the cam groove until the cam drives the free end of the parking arm assembly 623 to engage in the tooth groove of the parking lock gear 216. The parking lock gear 216, the parking arm assembly 623 and the housing of the hybrid drive assembly 200 are fixed together to realize the vehicle parking lock function.

[0060] In some optional embodiments, such as Figure 2 As shown, the second output shaft 406 is provided with a second reduction driving gear 405 , and the input end of the second drive axle 700 is drivingly connected to the second reduction driving gear 405 .

[0061] In some optional embodiments, the first drive axle 500 and the second drive axle 700 both include a differential and a locking mechanism. Figure 4As shown, the differential includes a housing 503, a second reduction driven gear 504, a differential planetary gear 506, a planetary gear shaft 505, a left half shaft 513, a left half shaft drive gear 509, a right half shaft 508, and a right half shaft drive gear 507. The second reduction driven gear 504 is fixed to the housing 503. In the hybrid drive assembly 200, the second reduction driven gear 504 is engaged with the second shift driven gear 217. In the pure electric drive assembly 400, the second reduction driven gear 504 is engaged with the second reduction driving gear 405. The differential 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 differential planetary gear 506 through the left half shaft drive gear 509, and the right half shaft 508 is connected to the differential planetary gear 506 through the right half shaft drive gear 507.

[0062] 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 return member 510. Specifically, the electromagnetic switch 502 is fixedly arranged, for example, on the housing of the transmission assembly. The electromagnetic switch 502 is electrically connected to the hybrid domain controller 320. The magnetic thrust mechanism 501 is loosely mounted on the housing 503. The locking member 511 is slidably mounted on the housing 503 of the differential. The locking member 511 is provided with an end dog tooth structure. The left end of the end thrust bearing 512 is connected to the magnetic thrust mechanism 501, and the right end of the end thrust bearing 512 is connected to the left end of the locking member 511. The elastic return member 510 is provided between the right end of the locking member 511 and the gear of the left half shaft 513. The end face of the gear of the left half shaft 513 is provided with a dog tooth structure that matches the locking member 511. Among them, the magnetic thrust mechanism 501 can generate magnetic coupling with the electromagnetic switch component 502. Specifically, when the hybrid power 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 meshes with the gear of the left half-shaft 513, the right end of the locking member 511 squeezes the left end of the elastic return member 510, causing the gear of the left half-shaft 513, the locking member 511, and the differential housing 503 to rotate at the same speed. The planetary gears 203 inside the differential are locked, and the differential loses its 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. In this way, under the elastic force of the elastic return member 510, the right end of the locking member 511 disengages from the gear of the left half-shaft 513 until all components return to their original state. It is understood that the locking mechanism can also be designed to lock the gear of the right half-shaft 508, and this can be achieved by changing the installation position of the electromagnetic switch 502, the magnetic thrust mechanism 501, the locking member 511, the end thrust bearing 512, and the elastic return member 510.

[0063] In this embodiment, when the vehicle is driving, when one side of the wheel 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 through the locking mechanism to the wheel with higher adhesion on the other side, thereby meeting the needs of the vehicle in escape or off-road situations.

[0064] In some optional embodiments, the electromagnetic switch element 502 includes a coil and an iron core, the coil is wound around the iron core, and the hybrid power domain controller 320 is electrically connected to the coil. 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.

[0065] In some optional embodiments, the magnetic thrust mechanism 501 includes a movable armature, which is attracted to or separated from the iron core by energizing or de-energizing the coil. When the movable armature is attracted to the iron core, 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, the movable armature gradually moves away from the end thrust bearing 512 under the action of the elastic reset member 510, and finally returns to the initial position.

[0066] In some optional embodiments, the elastic return member 510 is a wave spring.

[0067] In some optional embodiments, such as Figure 1 As shown, the engine 100 is arranged transversely, that is, the driving shaft direction of the engine 100 is parallel to the front and rear axes of the vehicle.

[0068] In some optional embodiments, such as Figure 1 、 Figure 2 As shown, in order to shorten the power transmission route of the drive system, the first input shaft 201, the second input shaft 212, the first output shaft 215, the third input shaft 403, the second output shaft 406 and the drive shaft of the engine 100 are arranged in parallel.

[0069] In some optional embodiments, such as Figure 1 As shown, the engine 100 is connected to the first input shaft 201 via a dual-mass flywheel 110. The dual-mass flywheel 110 primarily consists of an active end, a torque limiter, and a passive end. The active end is connected to the generator's drive shaft, 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 causes slippage, thereby filtering system shocks.

[0070] The following will take the hybrid drive assembly 200 configured as a front-wheel drive assembly and the pure electric drive assembly 400 configured as a rear-wheel drive assembly as an example to introduce in detail the working principles of the four working modes of the hybrid drive system in this application, wherein the four working modes include a total of six working conditions.

[0071] Off-road mode:

[0072] Working condition 1: low-speed climbing mode (drive / reverse)

[0073] like Figure 7As shown, the engine 100 is in a stopped state, the locking mechanisms in the hybrid drive assembly 200 and the pure electric drive assembly 400 both lock the differentials, and the hybrid drive assembly 200 is in the 1st gear or the 2nd gear state. For example, the power transmission path when the hybrid drive assembly 200 is in the 1st gear is as follows: first motor 210 → first reduction driving gear 207 → first reduction driven gear 211 → second input shaft 212 → first synchronizer 206 → first shift driving gear 213 → first shift driven gear Wheel 214 → first output shaft 215 → second shift driven gear 217 → differential → half-axle → wheel, the pure electric drive assembly 400 is in 1st gear or 2nd gear. For example, the power transmission path of the pure electric drive assembly 400 when it is in 1st gear is as follows: second motor 404 → third input shaft 403 → second shift driving gear 402 → third shift driven gear 409 → second synchronizer 408 → second output shaft 406 → second reduction driving gear 405 → differential → half-axle → wheel.

[0074] Under this working condition, when a wheel slips due to low adhesion, the system can transfer all power to the wheel on the side with high adhesion to help the vehicle get out of trouble.

[0075] Four-wheel drive mode:

[0076] Working condition 2: Four-wheel drive pure electric mode (driving / reversing / energy recovery)

[0077] like Figure 8 As shown, the engine 100 is in a stopped state, the locking mechanisms in the hybrid drive assembly 200 and the pure electric drive assembly 400 do not lock the differential, and the hybrid drive assembly 200 is in the 1st gear or the 2nd gear. For example, the power transmission path when the hybrid drive assembly 200 is in the 1st gear is as follows: first motor 210 → first reduction driving gear 207 → first reduction driven gear 211 → second input shaft 212 → first synchronizer 206 → first shift driving gear 213 → first shift driven gear Gear 214 → first output shaft 215 → second shift driven gear 217 → differential → half-shaft → wheel, the pure electric drive assembly 400 is in 1st gear or 2nd gear. For example, the power transmission path of the pure electric drive assembly 400 when it is in 1st gear is as follows: second motor 404 → third input shaft 403 → second shift driving gear 402 → third shift driven gear 409 → second synchronizer 408 → second output shaft 406 → second reduction driving gear 405 → differential → half-shaft → wheel.

[0078] Working condition three: full-time four-wheel drive mode

[0079] like Figure 9As shown, based on the four-wheel drive pure electric mode, the hybrid domain controller 320 drives the first motor 210 and the shift motor in the hybrid drive assembly 200 to cooperate, first switching the gear state of the hybrid drive assembly 200 to the neutral state, then switching from the neutral state to the power split state, controlling the first motor 210 to start the engine 100, and then the engine 100 is in the starting state, the first motor 210 is in the power generation state, and the engine 100 transfers part of the power to the first motor 210. The specific transmission path is as follows: engine 100 → dual mass flywheel 110 → first input shaft 201 → planetary carrier 202 → planetary gear 203 → sun gear 205 → first synchronizer 206 → second input shaft 212 → first reduction driven gear 211 → first reduction driving gear 2 07→first motor 210, the first motor 210 converts the received mechanical power into electrical energy, and the engine 100 transmits the remaining power to the front wheels. The transmission path is as follows: engine 100→dual mass flywheel 110→first input shaft 201→planetary carrier 202→planetary gear 203→inner and outer ring gears 204→second shift driven gear 217→differential→half-axle→wheel, the pure electric drive assembly 400 is in 1st gear or 2nd gear state. For example, the power transmission path of the pure electric drive assembly 400 when in 1st gear is as follows: second motor 404→third input shaft 403→second shift driving gear 402→third shift driven gear 409→second synchronizer 408→second output shaft 406→second reduction driving gear 405→differential→half-axle→wheel.

[0080] Under this operating condition, the electricity generated by the first motor 210 is directly supplied to the second motor 404 for use without passing through the power battery 340. When the entire vehicle is in a feeding state, or the discharge power of the power battery 340 is in a limited state, the vehicle can still travel in four-wheel drive with unrestricted functions. At the same time, it can reduce the number of battery charge and discharge times and extend the battery life.

[0081] Two-wheel drive mode:

[0082] Working condition 4: front-wheel drive pure electric mode (driving / reversing / energy recovery)

[0083] like Figure 10 As shown, the engine 100 is in a stopped state, the locking mechanisms in the hybrid drive assembly 200 and the pure electric drive assembly 400 do not lock the differential, and the hybrid drive assembly 200 is in the 1st gear or the 2nd gear. For example, the power transmission path of the hybrid drive assembly 200 when in the 1st gear is as follows: first motor 210 → first reduction driving gear 207 → first reduction driven gear 211 → second input shaft 212 → first synchronizer 206 → first shift driving gear 213 → first shift driven gear 214 → first output shaft 215 → second shift driven gear 217 → differential → half shaft → wheel, and the pure electric drive assembly 400 is in an inoperative state.

[0084] Working condition 5: rear-wheel drive pure electric mode (driving / reversing / energy recovery)

[0085] like Figure 11 As shown, the engine 100 is in a stopped state, the locking mechanisms in the hybrid drive assembly 200 and the pure electric drive assembly 400 do not lock the differential, the hybrid drive assembly 200 is in an inoperative state, and the pure electric drive assembly 400 is in 1st gear or 2nd gear. Exemplarily, the power transmission path when the pure electric drive assembly 400 is in 1st gear is as follows: second motor 404 → third input shaft 403 → second shift driving gear 402 → third shift driven gear 409 → second synchronizer 408 → second output shaft 406 → second reduction driving gear 405 → differential → half shaft → wheel.

[0086] In two-wheel drive mode, when the system switches from four-wheel drive to two-wheel drive, or when switching between different two-wheel drive modes, the vehicle is guaranteed to always have a power source to output power, ensuring that the system does not experience power interruptions during mode and gear changes. Furthermore, when the vehicle is traveling at a constant speed and the system power demand is low, the single-motor mode can meet the driver's vehicle torque and power requirements, disconnecting the inactive engine 100, reducing system drag and no-load losses, and improving system operating efficiency. Furthermore, the gear ratio can be changed based on the actual vehicle torque and power demand, placing the first motor 210 or the second motor 404 in a high-efficiency operating range, further improving system operating efficiency.

[0087] Parking power generation mode:

[0088] Working condition six: front-wheel drive power generation, rear-wheel drive standby mode

[0089] like Figure 12 As shown, the engine 100 is in the starting state. The hybrid domain controller 320 first drives the first synchronizer 206 to engage with the sun gear 205 through the shift motor 601 to enter the front-wheel drive power split state. Then, the shift motor 601 is controlled to drive the parking lock mechanism to lock the parking lock gear 216. At this time, the first output shaft 215 is locked, and then the inner and outer ring gears 204 are locked through the second shift driven gear 217. The hybrid drive assembly 200 enters the fixed speed ratio mode to realize the parking power generation function.

[0090] In this operating condition, when realizing the function of parking power generation, by adding mechanical locking to the vehicle, the vehicle is prevented from unexpected driving movements caused by the drag torque of the rotating parts, thereby improving the safety of the system.

[0091] Throughout this specification, reference to terms such as "one embodiment," "some embodiments," "examples," "specific examples," or "some examples" means that a specific feature, structure, material, or characteristic described in conjunction with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

[0092] The above-described embodiments merely illustrate several implementations of the present invention, and while their descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the present invention. It should be noted that a person skilled in the art would be able to make numerous variations and improvements without departing from the spirit of the present invention, all of which fall within the scope of protection of the present invention. Therefore, the scope of protection of the present invention shall be determined by the appended claims.

Claims

1. A hybrid drive system, characterized in that: The hybrid drive assembly comprises a power battery, a hybrid domain controller, a hybrid drive assembly, and a pure electric drive assembly. The power battery is electrically connected to the hybrid domain controller. The hybrid drive assembly comprises an engine, a first input shaft, a second input shaft, a first output shaft, a first shift driving gear, a planetary carrier, a plurality of planetary gears, a sun gear, an inner and outer ring gear, a first synchronizer shift assembly, a first motor, and a first drive axle. The engine is connected to the first input shaft in a transmission manner. The first input shaft and the second input shaft are coaxially arranged. The first shift driving gear is loosely sleeved on the second input shaft and is connected to the first output shaft in a transmission manner. The planetary carrier is sleeved on the first input shaft, and the sun gear is loosely sleeved on the first input shaft. On the second input shaft, multiple planetary gears are loosely mounted on the planet carrier to surround the sun gear. The inner and outer sides of the planetary gears are respectively engaged with the sun gear and the inner and outer ring gears. The inner and outer ring gears are transmission-connected to the first output shaft. The first synchronizer shift assembly is used to switch gears between the first shift driving gear and the sun gear. The first motor is transmission-connected to the second input shaft and electrically connected to the hybrid domain controller. The input end of the first drive axle is transmission-connected to the first output shaft. The output end of the first drive axle is used to connect to a first set of wheels. The pure electric drive assembly is used to drive a second set of wheels under the control of the hybrid domain controller.

2. The hybrid drive system according to claim 1, characterized in that: The first synchronizer shift assembly includes: a first shift driven gear, sleeved on the first output shaft and meshing with the first shift driving gear; a second shift driven gear, sleeved on the first output shaft and meshing with the inner and outer ring gears, the second shift driven gear being transmission-connected to the input end of the first drive axle; The first synchronizer is sleeved on the second input shaft and is located between the first shift driving gear and the sun gear. When shifting, the first synchronizer is moved to connect with the first shift driving gear or the sun gear.

3. The hybrid drive system according to claim 1, 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 1, characterized in that: The pure electric drive assembly includes a second motor, a third input shaft, a second output shaft, a second synchronizer shift assembly, and a second drive axle. The second motor is transmission-connected to the third input shaft. The second synchronizer 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 power domain controller. 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 connected to the second set of wheels.

5. The hybrid drive system according to claim 4, characterized in that: The second synchronizer shift assembly includes: A second shift driving gear is sleeved on the third input shaft; a third shift driven gear, loosely sleeved on the second output shaft and meshing with the second shift driving gear; A third shift driving gear, sleeved on the third input shaft; a fourth shift driven gear, loosely sleeved on the second output shaft and meshing with the third shift driving gear; The second synchronizer is sleeved on the second output shaft and is located between the third shift driven gear and the fourth shift driven gear. When shifting, the second synchronizer is moved to connect the third shift driven gear or the fourth shift driven gear.

6. The hybrid drive system according to claim 2 or 5, characterized in that: The synchronizer is moved by an electric shift mechanism, and the electric shift mechanism includes: a shift motor electrically connected to the hybrid power domain controller; A multi-stage reduction gear set, wherein the first stage gear of the multi-stage reduction gear set is transmission-connected to the shift motor; A shift hub is connected to the last gear stage of the multi-stage reduction gear set, and a shift groove is provided on the shift hub. The axial position of the shift groove changes in correspondence 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 the corresponding synchronizer.

7. The hybrid drive system according to claim 6, characterized in that: The first output shaft is provided with a parking lock gear, and the parking lock gear is locked by a parking lock mechanism, and the parking lock mechanism includes: A parking drive shaft assembly, comprising a parking drive shaft assembly housing, a drive shaft, a cam, and a drive gear. The drive shaft is rotatably mounted on the parking drive shaft assembly housing. The cam and the drive gear are both sleeved on the drive shaft. The drive gear is provided with a cam-shaped groove. A positioning seat, used for positioning the driving gear; a double gear, meshing with the last gear in the electric shift mechanism and the driving gear respectively; a rotatable parking arm assembly, wherein the free end of the parking arm assembly is slidably disposed in the cam groove; When the drive shaft rotates, the cam moves the free end of the parking arm assembly to engage in the tooth groove of the parking lock gear.

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

9. The hybrid drive system according to claim 4, characterized in that: The first drive axle and the second drive axle both include a differential and a differential locking mechanism, wherein the differential locking mechanism includes: an electromagnetic switch element, electrically connected to the hybrid power domain controller; a magnetic thrust mechanism, loosely sleeved on the housing of the differential, and configured to generate magnetic coupling with the electromagnetic switch element and move relative to the housing of the differential; A locking member is 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 return member, provided 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. The hybrid drive system according to claim 1, characterized in that: The engine is arranged transversely, and the first input shaft, the second input shaft, the first output shaft, the third input shaft, the second output shaft and the drive shaft of the engine are arranged in parallel. The engine is connected to the first input shaft through a dual-mass flywheel.

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