A hybrid drive system

Abstract

The application provides a hybrid power driving system, and belongs to the technical field of hybrid power, which comprises a power battery, a hybrid power field controller, a hybrid driving assembly, a pure electric driving assembly, the hybrid driving assembly comprises an engine, a first input shaft, a second input shaft, a first output shaft, a first shift driving gear, a planet carrier, a plurality of planetary gears, a sun gear, an inner and outer gear ring, a first synchronizer shift component, 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, and the input end of the first driving axle is in transmission connection with the first output shaft. Through dynamic coupling and decoupling of the engine and the dual-motor power, replacement of the clutch shift by the electric shift mechanism, the function of the differential lock of the driving axle, and the combination of the power split structure and the parking lock structure, the bottleneck of the existing hybrid power system in performance, energy efficiency, control complexity and vehicle integration difficulty is solved.

Description

Technical Field

[0001] This invention relates to the field of hybrid technology, and in particular to a hybrid drive system. Background Technology

[0002] A hybrid electric vehicle is a vehicle that combines an internal combustion engine and an electric motor. These two power systems can work independently or in cooperation to achieve optimal fuel efficiency and performance while reducing fuel consumption and emissions.

[0003] With the development of new energy vehicle technology, the application scenarios of products are becoming more 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 needed, and in order to cope with unexpected outdoor situations, stronger continuous driving range is needed.

[0004] Current hybrid drive systems generally include an electric motor and a gasoline engine. The electric motor is driven purely by electricity, while the gasoline engine is driven by fuel. The two work together to form the various drive modes of hybrid vehicles. However, in order to improve off-road performance, the number of drive motors is often increased (e.g., three motors or four motors). This leads to problems such as difficulties in multi-motor coordinated control, response delay, high no-load losses, low system drive efficiency, high safety risks due to over-response under complex operating conditions, large axial length leading to greater vehicle integration difficulties, high battery power load, and low driving range due to frequent charging and discharging. Summary of the Invention

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

[0006] This invention provides a hybrid power drive system, including 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 includes an engine, a first input shaft, a second input shaft, a first output shaft, a first shift drive gear, a planetary carrier, multiple planetary gears, a sun gear, internal and external ring gears, a first synchronizer shift assembly, a first motor, and a first drive axle. The engine is driven by the first input shaft, which is coaxial with the second input shaft. The first shift drive gear is loosely fitted onto the second input shaft and is driven by the first output shaft. The planetary carrier is fitted onto the first input shaft. The sun gear is loosely fitted on the second input shaft, and multiple planetary gears are loosely fitted on the planet carrier to surround the sun gear. The inner and outer sides of the planetary gears mesh with the sun gear and the inner and outer ring gears, respectively. The inner and outer ring gears are driven to the first output shaft. The first synchronizer shift assembly is used to switch gears between the first shift drive gear and the sun gear. The first motor is driven to the second input shaft and electrically connected to the hybrid domain controller. The input end of the first drive axle is driven to the first output shaft, and the output end of the first drive axle is used to connect to the first set of wheels. The pure electric drive assembly is used to drive the second set of wheels under the control of the hybrid 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 driven gear, a second driven gear, and a first synchronizer. The first driven gear is sleeved on the first output shaft and meshes with the first driving gear. The second driven gear is sleeved on the first output shaft and meshes with the inner and outer gear rings. The second driven gear is 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 driving gear and the sun gear. During shifting, the first synchronizer is moved to connect the first driving gear or the sun gear.

[0009] Furthermore, a first reduction drive gear is sleeved on the drive shaft of the first motor, and a first reduction driven gear that meshes with the first reduction drive 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 drivenly 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 drivenly 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 shift assembly includes a second shift drive gear, a third shift driven gear, a third shift drive gear, a fourth shift driven gear, and a second synchronizer. The second shift drive gear is sleeved on the third input shaft, and the third shift driven gear is loosely sleeved on the second output shaft, meshing with the second shift drive gear. The third shift drive gear is sleeved on the third input shaft, and the fourth shift driven gear is loosely sleeved on the second output shaft, meshing with the third shift drive gear. The second synchronizer is sleeved on the second output shaft and is located between the third and fourth shift driven gears. During shifting, the second synchronizer moves to connect either the third or fourth shift driven gear.

[0012] Furthermore, the synchronizer is moved by an electric shifting mechanism, which includes a shifting motor, a multi-stage reduction gear set, a shifting hub, and a shift fork. The first stage gear of the multi-stage reduction gear set is driven by the shifting motor, and the shifting hub is driven by the last stage gear of the multi-stage reduction gear set. The shifting hub is provided with a shifting groove, and the axial position of the shifting groove corresponds to the rotation angle of the shifting hub. One end of the shift fork slides within the shifting 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. 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 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. The positioning seat is used to position the drive gear. The double gear meshes with the last stage gear in the electric shift mechanism and the drive gear, respectively. The free end of the parking arm assembly is slidably disposed in the cam-shaped groove. When the drive shaft rotates, the cam pushes the free end of the parking arm assembly into the groove of the parking lock gear.

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

[0015] Furthermore, both the first drive axle and the second drive axle include a differential and a differential locking mechanism. The differential locking mechanism includes an electromagnetic switch, a magnetic thrust mechanism, a locking member, an end face thrust bearing, and an elastic reset member. The electromagnetic switch is electrically connected to the hybrid domain controller. The magnetic thrust mechanism is loosely fitted onto the differential housing and is used to generate magnetic coupling with the electromagnetic switch to move relative to the differential housing. The locking member slides through the differential housing. One end of the end face thrust bearing is connected to the magnetic thrust mechanism, and the other end of the end face thrust bearing is connected to the locking member. The elastic reset member is located between the locking member and the half-shaft gear of the differential. When the electromagnetic switch is energized, the magnetic thrust mechanism pushes the locking member through the end face thrust bearing to compress the elastic reset member until the locking member locks the half-shaft gear.

[0016] Furthermore, the engine is arranged laterally, 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 via a dual-mass flywheel.

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

[0018] 1. Through the combination of planetary carrier, multiple planetary gears, sun gear, internal and external gear rings, and first synchronizer shift assembly, the front drive system can operate in power split mode. At this time, the engine is in a high torque power operation 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 to 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 operation state.

[0019] 2. The hybrid domain controller can adjust the engine to a high-efficiency operating point, so that the power generated by the front drive motor and the driving power of the rear drive motor are balanced. At the same time, the power is generated and used on the spot without passing through the battery, which can reduce the number of battery charge and discharge cycles, avoid the use of battery charging and discharging limited conditions, and extend battery life.

[0020] 3. The use of an electric shift mechanism to replace the traditional clutch structure eliminates the need for a clutch control system and a clutch lubrication system, reducing system costs, shortening axial length, and facilitating vehicle layout. It also reduces clutch drag, lowers slip wear, and improves system efficiency.

[0021] 4. The front drive can be set to neutral by the first synchronizer shifting component, and the rear drive pure electric drive mode can be set to multiple gears by the second synchronizer shifting component, thereby changing the speed ratio. This effectively reduces the motor torque power, reduces system cost, expands the high-efficiency operating range of the motor, and improves system operating efficiency. At the same time, the two-drive single motor working mode can disconnect the engine when it is not in operation, reducing system drag and no-load loss, and further improving system operating efficiency.

[0022] 5. The hybrid domain controller can independently control the differential locking mechanism of the front and rear drives. When the vehicle cannot get out of trouble due to low traction and slippage, the differential locking mechanism locks the differential assembly and transfers power to the side with higher traction to get out of trouble.

[0023] 6. Through the cooperation of the parking lock gear, parking lock mechanism, and internal and external gear rings, the motor can be prevented from suddenly losing power due to overheating caused by stalling when parking on a slope, thus reducing safety risks.

[0024] 7. By controlling the front and rear drive motors and the coordination strategy of the front and rear shift motors through the hybrid domain controller, the torque interruption problem caused by the clutchless system is compensated. At the same time, it can reduce the communication delay between multiple power sources and solve the problem of untimely or over-response torque response between different power sources. In addition, the hybrid domain controller can form four hybrid modes according to the different power and economy response needs of the driver, covering hybrid conditions such as off-road, four-wheel drive, two-wheel drive, parking power generation, and energy braking recovery, so as to realize timely switching of subdivided conditions, improve vehicle performance and reduce fuel consumption. Attached Figure Description

[0025] Figure 1 This is a schematic diagram of the structure of a hybrid power drive system according to an embodiment of the present invention;

[0026] Figure 2 This is a schematic diagram of the hybrid drive assembly in a hybrid drive system according to an embodiment of the present invention;

[0027] Figure 3 This is a schematic diagram of the pure electric drive assembly in a hybrid drive system according to an embodiment of the present invention;

[0028] Figure 4 This is a schematic diagram of the structure of the first drive bridge and the second drive bridge in one embodiment of the present invention;

[0029] Figure 5 This is a schematic diagram of the electric shifting mechanism in one embodiment of the present invention;

[0030] Figure 6 This is a schematic diagram of the parking locking mechanism in one embodiment of the present invention;

[0031] Figure 7 This is a power transmission path diagram of a hybrid drive system under operating condition one in an embodiment of the present invention.

[0032] Figure 8 This is a power transmission path diagram of the hybrid drive system in operating condition two according to one embodiment of the present invention.

[0033] Figure 9 This is a power transmission path diagram of the hybrid drive system in operating condition three according to one embodiment of the present invention.

[0034] Figure 10 This is a power transmission path diagram of the hybrid drive system under operating condition four in one embodiment of the present invention.

[0035] Figure 11 This is a power transmission path diagram of the hybrid drive system in operating condition five according to one embodiment of the present invention.

[0036] Figure 12 This is a power transmission path diagram of the hybrid drive system in operating condition six according to one embodiment of the present invention;

[0037] Explanation of key component symbols:

[0038] Dual-mass flywheel 110, power battery 340, hybrid power 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 drive gear 213, planetary carrier 202, planetary gear 203, sun gear 205, internal and external gear rings 204, first motor 210, first drive axle 500, first shift driven gear 214, second shift driven gear 217, first synchronizer 206, first reduction drive 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 drive gear 402, third shift driven gear 409, third shift drive gear 401, fourth shift driven gear 407, second synchronizer 408;

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

[0042] Parking lock gear 216, parking drive shaft assembly 622, positioning seat 621, double gear 620, parking arm assembly 623, second reduction drive 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 drive gear 509, right half shaft 508, right half shaft drive gear 507;

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

[0045] The following detailed description, in conjunction with the accompanying drawings, will further illustrate the present invention. Detailed Implementation

[0046] To facilitate understanding of the present invention, a more complete description will be given below with reference to the accompanying drawings. Several embodiments of the invention are illustrated in the drawings. However, the invention can be implemented in many different forms and is not limited to the embodiments described herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete.

[0047] It should be noted that when a component is said to be "fixed to" another component, it can be directly attached to the other component or there may be an intervening component. When a component is said to be "connected to" another component, it can be directly connected to the other component or there may be an intervening component. The terms "vertical," "horizontal," "left," "right," and similar expressions used in this document 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 of ordinary skill in the art to which this invention pertains. The terminology used herein in the description of the invention is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0049] Please see Figures 1 to 12 The present invention provides a hybrid drive system including a power battery 340, a hybrid domain controller 320, a hybrid drive assembly 200, and a pure electric drive assembly 400. The power battery 340 is connected to the hybrid domain controller 320 via 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 drive gear 213, a planetary carrier 202, multiple planetary gears 203, a sun gear 205, internal and external ring gears 204, a first synchronizer 206 shift assembly, a first motor 210, and a first drive axle 500. Specifically, the engine 100 is connected to the first input shaft 201, and the first input shaft 201 and the second input shaft 212 are coaxially arranged. The first shift drive gear 213 is loosely fitted onto the second input shaft 212. At this time, the second input shaft 212 does not directly drive the first shift drive gear 213, but the first shift drive gear 213 can rotate around the axis of the second input shaft 212. The first shift drive gear 213 is connected to the first output shaft 215. The planetary 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. At this time, 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 planetary carrier 202 to surround the sun gear 205. The inner and outer sides of the planetary gears 203 mesh with the sun gear 205 and the inner and outer ring gears 204, respectively. The inner and outer ring gears 204 are connected to the first output shaft 215. In this way, when the planetary gears rotate around the sun gear 205, the planetary gears can also rotate on their own axes on the planetary carrier 202. The first synchronizer 206 shift assembly is used to switch gears between the first shift drive gear 213 and the sun gear 205. The first motor 210 is driven by the second input shaft 212. The first motor 210 is connected to the hybrid domain controller 320 through a three-phase AC wiring harness 310. When the first motor 210 is in driving mode, it obtains electrical energy from the power battery 340 through the DC bus 330, the hybrid domain controller 320, and the three-phase AC wiring harness 310. When the first motor 210 is in generating mode, it replenishes electrical energy to the power battery 340 through 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 driven by the first output shaft 215. The output end of the first drive axle 500 is used to connect 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 to rotate.

[0051] In some alternative 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 a first synchronizer 206. Specifically, the first shift driven gear 214 is sleeved on the first output shaft 215, and its rotation can drive the first output shaft 215 to rotate. The first shift driven gear 214 meshes with the first shift driving gear 213. The second shift driven gear 217 is sleeved on the first output shaft 215, and its rotation can drive the first output shaft 215 to rotate. The second shift driven gear 217 meshes with the internal and external gear rings 204, and is also connected to the input end of the first drive axle 500. The first synchronizer 206 is sleeved on 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 engagement teeth on the first shift drive gear 213. At this time, the power output from the second input shaft 212 is transmitted sequentially through the first synchronizer 206, the first shift drive gear 213, and the first shift driven gear 214 to the first output shaft 215. The first output shaft 215 then transmits the power to the first drive axle 500, ultimately driving the wheels to rotate. When the first synchronizer 206 moves to the right, the gear sleeve on the first synchronizer 206 connects to the engagement teeth on the sun gear 205. At this time, the power output from the second input shaft 212 is transmitted sequentially through the first synchronizer 206, the sun gear 205, and the second shift driven gear 217 to the first output shaft 215. The first output shaft 215 then transmits the power to the first drive axle 500, ultimately driving the wheels to rotate.

[0053] In some alternative embodiments, such as Figure 2 As shown, a first reduction drive gear 207 is sleeved on the drive shaft 208 of the first motor 210, and a first reduction driven gear 211 that meshes with the first reduction drive gear 207 is sleeved on the second input shaft 212. Through the meshing of the first reduction drive gear 207 and the first reduction driven gear 211, the power coupling between the first motor 210 and the second input shaft 212 is achieved.

[0054] In some alternative 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 driven by the third input shaft 403. To shorten 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 via a three-phase AC wiring harness 350. When the second motor 404 is in driving mode, it obtains electrical energy from the power battery 340 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 generating mode, it replenishes electrical energy to the power battery 340 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 driven by the second output shaft 406, and the output end of the second drive axle 700 is used to connect the second set of wheels.

[0055] In some alternative embodiments, such as Figure 3 As shown, the second synchronizer 408 shift assembly includes a second shift drive gear 402, a third shift driven gear 409, a third shift drive gear 401, a fourth shift driven gear 407, and a second synchronizer 408. Specifically, the second shift drive gear 402 is sleeved on the third input shaft 403. The rotation of the third input shaft 403 can drive the second shift drive 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 meshes with the second shift drive gear 402. The third shift drive gear 401 is sleeved on the third input shaft 403. Rotation of the third input shaft 403 can drive the third shift drive 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 around the axis of the second output shaft 406. The fourth shift driven gear 407 meshes with the third shift drive gear 401. The second synchronizer 408 is sleeved on the second output shaft 406. The second synchronizer 408 is located between the third shift driven gear 409 and the fourth shift driven gear 407. When the second synchronizer 408 moves, it connects to either 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 engagement teeth on the third shift driven gear 409. At this time, the power output from the third input shaft 403 is transmitted sequentially to the second output shaft 406 via the second shift driving gear 402, the third shift driven gear 409, and the second synchronizer 408. The second output shaft 406 then transmits the power to the second drive axle 700, ultimately driving the wheels to rotate. When the second synchronizer 408 moves to the right, the gear sleeve on the second synchronizer 408 connects to the engagement teeth on the fourth shift driven gear 407. At this time, the power output from the third input shaft 403 is transmitted sequentially to the second output shaft 406 via the third shift driving gear 401, the fourth shift driven gear 407, and the second synchronizer 408. The second output shaft 406 then transmits the power to the second drive axle 700, ultimately driving the wheels to rotate.

[0057] In some alternative embodiments, both the first synchronizer 206 and the second synchronizer 408 are moved via an electric shift mechanism. For example... Figure 5 As shown, taking the first synchronizer 206 as an example, the electric shifting 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 through the high-precision position sensor. The first stage gear of the multi-stage reduction gear set 602 is driven by the shift motor 601, and the shift hub 605 is driven by the last stage gear of the multi-stage reduction gear set 602. The shift motor 601 increases its torque through the reduction 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 groove, one end of the shift fork 606 is slidably limited in the shift groove, and the other end of the shift fork 606 is connected to the synchronizers (first synchronizer 206, second synchronizer 408). To achieve the purpose of the left-right synchronizer, the axial position of the shift groove corresponds to the rotation angle of the shift hub 605. That is, by changing the rotation angle of the shift hub 605, the axial position of the shift groove moves left and right, 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 set, and the gears in the gear sets can be double gears 620, which can reduce the axial length of the transmission chain and make the system layout more compact.

[0058] In this embodiment, the synchronizer is driven by an electric shift mechanism to perform gear shifting. By precisely controlling the synchronizer and the shift motor 601 to work together, 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, are directly matched, thereby improving shifting efficiency. At the same time, the clutch assembly and related mechanical components (such as clutch pedal, hydraulic system, clutch lubrication system, etc.) are eliminated, achieving the effects of weight reduction, cost reduction, and shortening axial length, thereby improving space utilization and adapting to the compact layout requirements of hybrid vehicles.

[0059] In some alternative 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 mounted on the parking drive shaft assembly housing. The cam and the drive gear are both sleeved on the drive shaft. The drive gear has a cam-shaped groove. The positioning seat 621 is fixed on the transmission housing and is used to position the drive gear. The double gear 620 meshes with the last stage gear of the electric shift mechanism and the drive gear, respectively. The fixed end of the parking arm assembly 623 is rotatably mounted on the transmission housing through a cylindrical pin, and the free end of the parking arm assembly 623 is slidably mounted in the cam-shaped groove. In this embodiment, when the drive shaft is driven to rotate by the electric shift mechanism, the cam and drive gear rotate 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 moves the free end of the parking arm assembly 623 into the tooth groove of the parking lock gear 216. The parking lock gear 216, the parking arm assembly 623 and the hybrid drive assembly 200 housing are fixed together to realize the vehicle parking lock function.

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

[0061] In some alternative embodiments, both the first drive axle 500 and the second drive axle 700 include a differential and a locking mechanism. For example... 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 on the housing 503. In the hybrid drive assembly 200, the second reduction driven gear 504 meshes with the second shift driven gear 217. In the pure electric drive assembly 400, the second reduction driven gear 504 meshes with the second reduction drive gear 405. The differential planetary gear 506 is rotatably mounted on the housing 503 via the planetary gear shaft 505. The left half-shaft 513 is connected to the differential planetary gear 506 via the left half-shaft drive gear 509, and the right half-shaft 508 is connected to the differential planetary gear 506 via 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 face thrust bearing 512, and an elastic reset member 510. Specifically, the electromagnetic switch 502 is fixedly installed, 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 fitted onto the housing 503. The locking member 511 slides through the housing 503 of the differential. The locking member 511 is provided with an end face dog tooth structure. 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 member 511. The elastic reset member 510 is located between the right end of the locking member 511 and the left half-shaft 513 gear. The end face of the left half-shaft 513 gear is provided with a dog tooth structure that matches the locking member 511. The magnetic thrust mechanism 501 can generate magnetic coupling with the electromagnetic switch 502. Specifically, when the hybrid power domain controller 320 controls the electromagnetic switch 502 to open, the electromagnetic switch 502 generates a magnetic field. The magnetic field acts on the magnetic thrust mechanism 501 to generate thrust. This thrust pushes the magnetic thrust mechanism 501 to move. The magnetic thrust mechanism 501 pushes the end face thrust bearing 512 to move. The end face thrust bearing 512 pushes the locking member 511 to move. When the right end of the locking element 511 engages with the left half-shaft 513 gear, the right end of the locking element 511 presses against the left end of the elastic reset element 510. The left half-shaft 513 gear, the locking element 511, and the differential housing 503 rotate at the same speed, locking the planetary gear 203 inside the differential, 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. Thus, under the elastic force of the elastic reset element 510, the right end of the locking element 511 disengages from the left half-shaft 513 gear until all components return to their original state. It is understandable that the locking mechanism can also be designed to lock the right half-shaft 508 gear, which can be achieved by changing the installation positions of the electromagnetic switch 502, the magnetic thrust mechanism 501, the locking element 511, the end face thrust bearing 512, and the elastic reset element 510.

[0063] In this embodiment, when one wheel slips or is suspended in the air during vehicle operation, if the locking mechanism is locked, the power generated by the system will be transmitted to the other wheel with higher traction through the locking mechanism, thereby meeting the needs of the vehicle in getting out of trouble or off-road situations.

[0064] In some alternative embodiments, the electromagnetic switch 502 includes a coil and an iron core, with the coil wound around the iron core. The hybrid domain controller 320 is electrically connected to the coil. When the coil is energized, the coil generates a magnetic field, which acts on the magnetic thrust mechanism 501 to generate thrust.

[0065] In some optional embodiments, the magnetic thrust mechanism 501 includes a moving armature. By energizing or de-energizing the coil, the moving armature and the iron core are attracted or separated. When the moving armature is attracted to the iron core, the moving armature moves toward the end face thrust bearing 512, thereby pushing the end face thrust bearing 512 to move. The end face thrust bearing 512 pushes the locking member 511 to move. When the moving armature is separated from the iron core, under the action of the elastic reset member 510, the moving armature gradually moves away from the end face thrust bearing 512 and eventually returns to the initial position.

[0066] In some alternative embodiments, the resilient reset member 510 is selected as a wave spring.

[0067] In some alternative embodiments, such as Figure 1 As shown, the engine 100 is arranged laterally, that is, the drive shaft of the engine 100 is parallel to the front and rear axles of the vehicle.

[0068] In some alternative 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 alternative 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 mainly consists of an active end, a torque limiter, and a passive end. The active end is connected to the drive shaft of the generator, and the passive end is connected to the first input shaft 201. When the torque at the wheel end or the engine 100 suddenly exceeds a certain value, the torque limiter generates slippage, which can filter 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 examples to introduce in detail the working principles of the four working modes of the hybrid drive system in this application. The four working modes include a total of six operating conditions.

[0071] Off-road mode:

[0072] Operating Condition 1: Low-Speed ​​Climbing Mode (Drive / Reverse)

[0073] like Figure 7As shown, the engine 100 is in a stopped state, and the locking mechanisms in both the hybrid drive assembly 200 and the pure electric drive assembly 400 lock the differential. The hybrid drive assembly 200 is in either 1st or 2nd gear. For example, the power transmission path when the hybrid drive assembly 200 is in 1st gear is as follows: First motor 210 → First reduction drive gear 207 → First reduction driven gear 211 → Second input shaft 212 → First synchronizer 206 → First shift drive gear 213 → First shift driven gear Wheel 214 → First output shaft 215 → Second shift driven gear 217 → Differential → Half shaft → Wheel. When the pure electric drive assembly 400 is in 1st or 2nd gear, for example, 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 drive gear 402 → Third shift driven gear 409 → Second synchronizer 408 → Second output shaft 406 → Second reduction drive gear 405 → Differential → Half shaft → Wheel.

[0074] Under this condition, when the wheels slip due to low traction, the system can transfer all power to the wheel with higher traction, helping the vehicle get out of trouble.

[0075] Four-wheel drive mode:

[0076] Operating Condition 2: Four-wheel drive pure electric mode (drive / reverse / energy recovery)

[0077] like Figure 8 As shown, the engine 100 is in a stopped state, and neither the locking mechanism in the hybrid drive assembly 200 nor the pure electric drive assembly 400 locks the differential. The hybrid drive assembly 200 is in 1st or 2nd gear. For example, the power transmission path when the hybrid drive assembly 200 is in 1st gear is as follows: First motor 210 → First reduction drive gear 207 → First reduction driven gear 211 → Second input shaft 212 → First synchronizer 206 → First shift drive gear 213 → First shift driven gear Gear 214 → First output shaft 215 → Second shift driven gear 217 → Differential → Half shaft → Wheel. When the pure electric drive assembly 400 is in 1st or 2nd gear, for example, 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 drive gear 402 → Third shift driven gear 409 → Second synchronizer 408 → Second output shaft 406 → Second reduction drive gear 405 → Differential → Half shaft → Wheel.

[0078] Operating Condition 3: Full-time Four-Wheel Drive Mode

[0079] like Figure 9As shown, in 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 in coordination. First, it switches the gear state of the hybrid drive assembly 200 to neutral, and then switches it from neutral to power split state, controlling the first motor 210 to start the engine 100. After that, the engine 100 is in the starting state, and the first motor 210 is in the generating state. The engine 100 transmits 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 212 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 wheel. The transmission path is as follows: engine 100 → dual-mass flywheel 110 → first input shaft 201 → planetary carrier 202 → planetary gear 203 → internal and external gear ring 204 → second shift driven gear 217 → differential → half shaft → wheel. The pure electric drive assembly 400 is in 1st gear or 2nd gear. For example, when the pure electric drive assembly 400 is in 1st gear, the power transmission path is as follows: second motor 404 → third input shaft 403 → second shift drive gear 402 → third shift driven gear 409 → second synchronizer 408 → second output shaft 406 → second reduction drive gear 405 → differential → half shaft → wheel.

[0080] Under this condition, the electricity generated by the first motor 210 is directly supplied to the second motor 404 without passing through the power battery 340. When the vehicle is in a state of power depletion or the discharge power of the power battery 340 is limited, the vehicle can still drive in four-wheel drive without functional limitations. At the same time, it can reduce the number of battery charge and discharge cycles and extend battery life.

[0081] Two-wheel drive mode:

[0082] Operating Condition 4: Front-wheel drive pure electric mode (drive / reverse / energy recovery)

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

[0084] Operating Condition 5: Rear-wheel drive pure electric mode (drive / reverse / energy recovery)

[0085] like Figure 11 As shown, the engine 100 is in a stopped state, and the locking mechanisms in the hybrid drive assembly 200 and the pure electric drive assembly 400 are not locking the differential. The hybrid drive assembly 200 is in a non-working state, and the pure electric drive assembly 400 is in 1st or 2nd gear. For example, the power transmission path of the pure electric drive assembly 400 in 1st gear is as follows: second motor 404 → third input shaft 403 → second shift drive gear 402 → third shift driven gear 409 → second synchronizer 408 → second output shaft 406 → second reduction drive 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 during the switching between different two-wheel drive modes, it ensures that the vehicle always has a power source output, guaranteeing no power interruption during mode and gear changes. Furthermore, during constant-speed driving, the system's power demand is low, and the single-motor mode can meet the driver's torque and power requirements. It can disconnect the non-operating engine 100, reducing system drag and no-load losses, and improving system operating efficiency. In addition, the gear ratio can be changed by switching gears according to the actual vehicle torque and power requirements, allowing either the first motor 210 or the second motor 404 to operate in its most efficient range, further improving system efficiency.

[0087] Parking-based power generation mode:

[0088] Operating Condition 6: Front-drive generator, rear-drive standby mode

[0089] like Figure 12 As shown, with the engine 100 in the start-up state, the hybrid domain controller 320 first drives the first synchronizer 206 to engage with the sun gear 205 through the shift motor 601, entering the front-drive power split state. Then, it controls the shift motor 601 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 gear rings 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] Under this operating condition, when realizing the function of generating electricity while parking, the system safety is improved by adding a mechanical lock to the vehicle to prevent unexpected driving actions caused by the drag torque of rotating parts.

[0091] In the description of this specification, references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions 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 one or more embodiments or examples.

[0092] The embodiments described above are merely illustrative of several implementations of the present invention, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of the present invention. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the present invention, and these modifications and improvements all fall within the scope of protection of the present invention. Therefore, the scope of protection of this patent should be determined by the appended claims.

Claims

1. A hybrid power drive system, characterized in that, It includes 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 includes an engine, a first input shaft, a second input shaft, a first output shaft, a first shift drive gear, a planetary carrier, multiple planetary gears, a sun gear, internal and external ring gears, a first synchronizer shift assembly, a first motor, and a first drive axle. The engine is driven by the first input shaft, which is coaxial with the second input shaft. The first shift drive gear is loosely fitted on the second input shaft and is driven by the first output shaft. The planetary carrier is fitted onto the first input shaft, the sun gear is loosely fitted on the second input shaft, and the multiple planetary gears are loosely fitted onto the planetary carrier. The planetary gears are arranged around the sun gear, with their inner and outer sides meshing with the sun gear and the inner and outer ring gears, respectively. The inner and outer ring gears are connected to the first output shaft. The first synchronizer shift assembly is used to switch gears between the first shift drive gear and the sun gear. The first motor is connected to the second input shaft and electrically connected to the hybrid domain controller. The input end of the first drive axle is connected to the first output shaft. The output end of the first drive axle is used to connect to the first set of wheels. The pure electric drive assembly is used to drive the second set of wheels under the control of the hybrid domain controller. The first synchronizer shifting component includes: The first shift driven gear is sleeved on the first output shaft and meshes with the first shift driving gear; The second shift driven gear is sleeved on the first output shaft and meshes with the inner and outer gear rings. The second shift driven gear is connected to the input end of the first drive axle. A first synchronizer is sleeved on the second input shaft and located between the first shift drive gear and the sun gear. When shifting gears, the first synchronizer is moved to connect the first shift drive gear or the sun gear.

2. The hybrid drive system according to claim 1, characterized in that, A first reduction drive gear is sleeved on the drive shaft of the first motor, and a first reduction driven gear that meshes with the first reduction drive gear is sleeved on the second input shaft.

3. 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 drivenly 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 domain controller. The input end of the second drive axle is drivenly connected to the second output shaft. The output end of the second drive axle is connected to the second set of wheels.

4. The hybrid drive system according to claim 3, characterized in that, The second synchronizer shifting assembly includes: The second shift drive gear is sleeved on the third input shaft; The third shift driven gear is loosely fitted on the second output shaft and meshes with the second shift driving gear; The third shift drive gear is sleeved on the third input shaft; The fourth shift driven gear is loosely fitted on the second output shaft and meshes with the third shift driving gear; The second synchronizer is sleeved on the second output shaft and located between the third shift driven gear and the fourth shift driven gear. When shifting gears, the second synchronizer is moved to connect the third shift driven gear or the fourth shift driven gear.

5. The hybrid drive system according to claim 1 or 4, characterized in that, The synchronizer is moved by an electric shifting mechanism, which includes: The shift motor is 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 connected to the shift motor for transmission. The shift hub is connected to the last gear of the multi-stage reduction gear set. The shift hub is provided with a shift groove, and the axial position of the shift groove is related to the rotation angle of the shift hub. A shift fork, one end of which slides within the shift groove, and the other end of which is connected to a corresponding synchronizer.

6. The hybrid drive system according to claim 5, characterized in that, The first output shaft is provided with a parking lock gear, which is locked by a parking lock mechanism, the parking lock mechanism comprising: A 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 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. Positioning seat, used to position the drive gear; The double gear meshes with the last stage gear and the drive gear in the electric shifting mechanism, respectively. A rotatable parking arm assembly, the free end of which is slidably disposed within the cam-shaped groove; When the drive shaft rotates, the cam actuates the free end of the parking arm assembly to engage with the groove of the parking lock gear.

7. The hybrid drive system according to claim 3, characterized in that, The second output shaft is provided with a second reduction drive gear, and the input end of the second drive axle is connected to the second reduction drive gear for transmission.

8. The hybrid drive system according to claim 3, characterized in that, Both the first drive axle and the second drive axle include a differential and a differential locking mechanism, wherein the differential locking mechanism includes: An electromagnetic switch is electrically connected to the hybrid domain controller; A magnetic thrust mechanism is loosely fitted onto the housing of the differential and is used to generate a magnetic coupling with the electromagnetic switch to move relative to the housing of the differential. A locking element is slidably mounted on the housing of the differential. An end face 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 element is disposed between the locking element and the half-shaft gear of the differential; When the electromagnetic switch is energized, the magnetic thrust mechanism pushes the locking member to squeeze the elastic reset member through the end face thrust bearing until the locking member locks the half-shaft gear.

9. The hybrid drive system according to claim 3, characterized in that, The engine is arranged laterally, 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 via a dual-mass flywheel.

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