Hybrid electric drive system and vehicle

Abstract

The invention discloses a hybrid electric drive system and a vehicle. The system comprises an engine, a generator, a drive motor, a first transmission mechanism, a differential mechanism, a left half shaft and a right half shaft, and a rotor of the generator is directly connected with a crankshaft of the engine; a rotor of the driving motor is connected with the differential mechanism through the first transmission mechanism, the driving motor is used for driving the differential mechanism to rotate through the first transmission mechanism, and the differential mechanism is connected with the left half shaft and the right half shaft and used for outputting power to left and right wheels of a vehicle through the left half shaft and the right half shaft. According to the system, the number of parts is reduced, the assembly difficulty and the failure rate are reduced, meanwhile, space is saved for a vehicle, and the complexity and the cost of the system are reduced.

Description

Technical Field

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

[0002] Existing hybrid drive systems primarily utilize a split hybrid electric drive system, where the engine and motor are located in separate locations within the vehicle, with power transmitted through a complex transmission system. However, these overly complex transmission systems often present numerous challenges, such as complex structure, large space requirements, and high weight, hindering overall vehicle integration and improving energy efficiency. Consequently, existing hybrid electric drive systems are unable to meet the growing demand for overall vehicle integration. Summary of the Invention

[0003] The embodiments of the present application provide a hybrid electric drive system and a vehicle that can achieve high integration of the engine and the motor, and can realize multi-mode hybrid functions while achieving high integration, thereby improving hybrid efficiency, compactness and lightweight.

[0004] In a first aspect, the present invention provides the following technical solutions through an embodiment of the present invention: A hybrid electric drive system includes: an engine, a generator, a drive motor, a first transmission mechanism, a differential, a left half-shaft, and a right half-shaft, wherein the rotor of the generator is directly connected to the crankshaft of the engine; wherein the rotor of the drive motor is connected to the differential via the first transmission mechanism, the drive motor is used to drive the differential to rotate via the first transmission mechanism, the differential is respectively connected to the left half-shaft and the right half-shaft, and the differential is used to output power to the left and right wheels of the vehicle via the left and right half-shafts.

[0005] Preferably, the engine and the drive motor are on the same side.

[0006] Preferably, the first transmission mechanism includes a first group of gears and a second group of gears; the rotor of the drive motor is connected to the first group of gears, the first group of gears is connected to the second group of gears, and the second group of gears is connected to the differential; the first group of gears and the second group of gears are used to rotate under the drive of the drive motor, and the differential is used to rotate under the drive of the second group of gears.

[0007] Preferably, the first group of gears includes a first gear and a second gear, and the second group of gears includes a third gear and a fourth gear; the rotor of the drive motor is connected to the first gear, the first gear is meshed with the second gear, the second gear is coaxially connected to the third gear, the third gear is meshed with the fourth gear, and the fourth gear is connected to the differential.

[0008] Preferably, the right half shaft and the driving shaft of the driving motor are on the same axis.

[0009] Preferably, the system also includes: a clutch and a second transmission mechanism, the rotor of the generator is connected to the second transmission mechanism through the clutch, and the second transmission mechanism is connected to the differential through the second set of gears; when the clutch is in a closed state, the generator drives the differential to rotate through the second transmission mechanism and the second set of gears.

[0010] Preferably, the second transmission mechanism includes a fifth gear and a sixth gear, the rotor of the generator is connected to the fifth gear through the clutch, the fifth gear is engaged with the sixth gear, and the sixth gear is engaged with the second set of gears; when the clutch is in a closed state, the generator drives the differential to rotate through the fifth gear, the sixth gear, and the second set of gears.

[0011] Preferably, the clutch is an electromagnetic clutch.

[0012] Preferably, the electromagnetic clutch includes a driving wheel and a driven wheel, the rotor of the generator is fixed to the driving wheel of the electromagnetic clutch, and the driven wheel of the electromagnetic clutch is connected to the fifth gear; when the electromagnetic clutch is energized, the driving wheel and the driven wheel are attracted by electromagnetic force, so that the rotor of the generator and the fifth gear are in a connected state; when the electromagnetic clutch is powered off, the driving wheel and the driven wheel are disengaged, so that the rotor shaft of the generator and the fifth gear are in a disconnected state.

[0013] In a second aspect, the present invention provides the following technical solution through an embodiment of the present invention: A vehicle comprises a vehicle body and the hybrid electric drive system according to any one of the above-mentioned first aspects.

[0014] One or more technical solutions provided in the embodiments of this application have at least the following technical effects or advantages: The hybrid electric drive system provided by the present invention utilizes a direct connection between the generator rotor and the engine crankshaft, eliminating conventional intermediate transmission components such as belts and gears. This significantly reduces energy loss during power transmission, ensures efficient power delivery, and improves system response speed. The drive motor rotor is connected to the differential via a first transmission mechanism, enabling precise torque control of the differential. The transmission path from the engine to the drive motor, first transmission mechanism, differential, and left and right axles enables multi-mode hybrid functionality (e.g., series mode and pure electric drive mode). Thus, the hybrid electric drive system proposed in this application, through the combination of a direct connection and a first transmission mechanism, simplifies the overall structural layout, reduces the vehicle's Y-direction (lateral dimension), and achieves high integration of the engine and motor. While maintaining this high integration, it also enables multi-mode hybrid functionality, improving hybrid efficiency, compactness, and lightweighting. Compared to the complex multi-shaft transmission and coupling mechanisms of conventional hybrid systems, this solution reduces the number of components, eases assembly difficulty, and reduces failure rates. It also saves space in the vehicle and reduces system complexity and cost. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following is a brief introduction to the drawings required for use in the description of the embodiments. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0016] Figure 1 This is a flow chart of a hybrid electric drive system according to an embodiment of the present invention; Figure 2 Schematic diagram of the structure of a vehicle in an embodiment of the present invention. DETAILED DESCRIPTION

[0017] The embodiments of the present application provide a hybrid electric drive system and a vehicle that can achieve high integration of the engine and the motor. While achieving high integration, they can also realize multi-mode hybrid functions, thereby improving hybrid efficiency, compactness, and lightweight.

[0018] The technical solution of the embodiment of the present application is to solve the above technical problems, and the overall idea is as follows: A hybrid electric drive system includes: an engine, a generator, a drive motor, a first transmission mechanism, a differential, a left half-shaft, and a right half-shaft. The rotor of the generator is directly connected to the crankshaft of the engine, and the engine is connected to the drive motor. The rotor of the drive motor is connected to the differential via the first transmission mechanism. The drive motor is used to drive the differential to rotate via the first transmission mechanism. The differential is respectively connected to the left half-shaft and the right half-shaft. The differential is used to output power to the left and right wheels of the vehicle via the left and right half-shafts.

[0019] In order to better understand the above technical solution, the above technical solution will be described in detail below with reference to the accompanying drawings and specific implementation methods.

[0020] In a first aspect, an embodiment of the present invention provides a hybrid electric drive system, specifically, as follows Figure 1 As shown, the hybrid electric drive system includes: an engine ICE, a generator GM, a drive motor EM, a first transmission mechanism, a differential C1, a left half-shaft Z1 and a right half-shaft Z2. The rotor of the generator GM is directly connected to the crankshaft of the engine ZCE, and the engine ICE is connected to the drive motor EM.

[0021] Among them, the rotor of the drive motor EM is connected to the differential C1 through the first transmission mechanism. The drive motor EM is used to drive the differential C1 to rotate through the first transmission mechanism. The differential C1 is respectively connected to the left half-shaft Z1 and the right half-shaft Z2. The differential C1 is used to output power to the left wheel of the vehicle through the left half-shaft Z1, and to output power to the right wheel of the vehicle through the right half-shaft Z2.

[0022] In a specific embodiment, the rotor of the generator GM is directly connected to the crankshaft of the engine ICE, and the engine ICE can directly drive the generator GM to rotate and generate electricity.

[0023] For example, in parking mode, when the vehicle is parked and the battery is low, the engine ICM starts, cranking the generator GM to generate electricity, which is then stored in the battery. During this time, the engine ICM does not drive the wheels, but only generates electricity. This allows the battery to be replenished while waiting for someone, preventing a battery drain.

[0024] The direct connection between the generator GM rotor and the engine ICM crankshaft eliminates traditional intermediate transmission components such as belts and gears, greatly reducing energy loss during power transmission, ensuring efficient power transmission, and improving system response speed.

[0025] Preferably, the drive motor EM may be disposed close to a wheel (such as a right wheel), or the drive motor EM may be disposed at an output end of a gearbox, and the like.

[0026] In this application, the engine ICM and drive motor EM are located on the same side of the vehicle (e.g., both are arranged on the right side of the vehicle), which can make the overall layout of the powertrain more centralized and occupy relatively less lateral space. This facilitates the rational arrangement of other components, such as the battery pack and drive system, within the limited space at the front or rear of the vehicle, achieving a higher level of integration.

[0027] In a specific embodiment, Figure 2As shown, the first transmission mechanism may include a first set of gears 10 and a second set of gears 20; the rotor of the drive motor EM is connected to the first set of gears 10, the first set of gears 10 is connected to the second set of gears 20, and the second set of gears 20 is connected to the differential C1. The first set of gears 10 and the second set of gears 20 are used to rotate under the drive of the drive motor EM, and the differential C1 is used to rotate under the drive of the second set of gears 20.

[0028] In one embodiment, if Figure 2 As shown, the first group of gears 10 may include a first gear 101 and a second gear 102, and the second group of gears 20 may include a third gear 201 and a fourth gear 202; the rotor of the drive motor EM is connected to the first gear 101, the first gear 101 is meshed with the second gear 102, the second gear 102 is coaxially connected to the third gear 201, the third gear 201 is meshed with the fourth gear 202, and the fourth gear 202 is connected to the differential C1 housing.

[0029] The rotor of the drive motor EM is connected to the first gear 101. Specifically, the rotor shaft of the drive motor EM and the inner hole of the first gear 101 are provided with a keyway and connected via a flat key or spline. Alternatively, the rotor shaft of the drive motor EM and the inner hole of the first gear 101 are interference-fitted, i.e., the first gear 101 can be coaxially fixed to the rotor shaft of the drive motor EM via an interference fit. Of course, in other optional embodiments, the first gear 101 and the rotor shaft of the drive motor EM can also be integrally provided (e.g., the rotor shaft of the drive motor EM extends to form the first gear shaft).

[0030] Specifically, the second gear 102 and the third gear 201 may be fixedly coaxially connected. For example, the second gear 102 and the third gear 201 may be coaxially fixed to the transmission shaft through interference fit.

[0031] In one embodiment, the fourth gear 202 is connected to the differential C1 in a manner such that the fourth gear 202 is rigidly mechanically connected to the housing of the differential C1, and the fourth gear 202 drives the differential C1 to rotate. Of course, as another alternative embodiment, the output shaft of the fourth gear 202 can be fixed to the input shaft of the differential C1 to form a coaxial transmission.

[0032] The differential C1 is connected to the left half-shaft Z1 and the right half-shaft Z2 respectively. The differential C1 is used to output power to the left wheel of the vehicle through the left half-shaft Z1 and to output power to the right wheel of the vehicle through the right half-shaft Z2 to drive the wheels to run.

[0033] In a specific embodiment, the right half-shaft Z2 and the drive shaft of the drive motor EM can be coaxial. For example, the drive motor EM has a hollow structure, and the right half-shaft Z2 can pass through the hollow structure to achieve the purpose of coaxiality.

[0034] In the present application, the rotor of the drive motor EM is connected to the differential C1 via the first transmission mechanism, so that the torque of the differential C1 can be accurately controlled, thereby improving the vehicle performance.

[0035] Specifically, the rotor of the drive motor EM is driven through a first gear 101, a second gear 102, a third gear 201, and a fourth gear 202. Power is then transmitted through the differential C1 to the left and right half-shafts Z1 and Z2, respectively. The right half-shaft Z2 is concentric with the output shaft of the drive motor EM, achieving pure electric (EV) propulsion. The rotor of the drive motor EM precisely controls torque applied to the differential C1. When the vehicle turns, the differential C1 distributes power based on the speed difference between the left and right wheels, ensuring smooth wheel rotation at varying speeds. This effectively prevents skidding and tailspin, enhancing vehicle handling stability.

[0036] In addition, the first transmission mechanism can flexibly adjust the power transmission ratio according to road conditions and driving requirements, such as reducing power output on slippery roads, enhancing vehicle grip and improving driving safety.

[0037] In a specific embodiment, the first transmission mechanism can employ the following structure: the first set of gears 10 are all bevel gears. The rotor of the drive motor EM is coaxially connected to the first bevel gear, which meshes with the second bevel gear (performing a 90-degree turn). The second set of gears 20 are all parallel-axis cylindrical gears. The second bevel gear is coaxially fixed to the third cylindrical gear, which meshes with the fourth cylindrical gear, which is connected to the differential C1. Because the axial dimension of the bevel gears is smaller than that of cylindrical gears with the same speed ratio, this solution is more compact and reduces axial space usage.

[0038] As another alternative embodiment, the first gear set 10 can utilize a single-row planetary gearset, with the rotor of the drive motor EM connected to the sun gear, and the planetary carrier serving as the output of the first gear set 10. The second gear set 20 utilizes another row of planetary gearsets, with the planetary carrier of the first gear set 10 connected to the sun gear of the second gear set 20, and the ring gear of the second gear set 20 connected to the differential C1. The meshing relationship of the planetary gears (sun gear → planetary gear → ring gear) achieves speed reduction and torque increase, and the planetary gearset can achieve different speed ratios by fixing different components (such as the sun gear and ring gear).

[0039] Alternatively, the first group of gears 10 uses a single-stage cylindrical gear, the first gear 101 is meshed with the second gear 102, the rotor of the drive motor EM is connected to the first gear 101, the second group of gears 20 uses a planetary gear, the second gear 102 is coaxially connected to the sun gear of the planetary gear set, the ring gear of the planetary gear set is fixed, and the planetary carrier serves as the output of the second group of gears 20 and is connected to the differential C1.

[0040] It should be noted that, in addition to changing the gear type, the first transmission mechanism may be set in other ways, such as changing the number of transmission stages, connection method, etc., to achieve power transmission equivalent to the above.

[0041] Specifically, the drive motor EM can be connected to the generator GM. When the engine ICM is started, the crankshaft drives the generator GM to generate electricity, and the electricity is transmitted to the drive motor EM.

[0042] For example, the drive motor EM and the generator GM can be connected by coaxial connection or parallel axis gear connection. For example, the generator GM and the drive motor EM share the same main shaft and are directly connected by a coupling or gears, and the two rotate coaxially.

[0043] The engine (ICM) then drives the generator (GM) to generate electricity and store energy, enabling both a parked power generation mode and a series mode. (The engine's (ICM) crankshaft drives the generator (GM) to generate electricity, which is then transferred to the drive motor (EM). The EM's rotor, through a first transmission mechanism, transmits power to the left and right half-axles (Z1 and Z2) via differential (C1). Based on the aforementioned hybrid electric drive system, it offers series hybrid functionality: a parked power generation mode, a pure electric drive mode, and a series mode.

[0044] Furthermore, in order to meet the vehicle's stronger power requirements, such as Figure 2 As shown, the hybrid electric drive system may further include: a clutch S1 and a second transmission mechanism, the rotor of the generator GM is connected to the second transmission mechanism via the clutch S1 , and the second transmission mechanism is connected to the differential C1 via the second set of gears 20 .

[0045] When the clutch S1 is in the closed state, the generator GM drives the differential C1 to rotate through the second transmission mechanism and the second set of gears 20 .

[0046] In one embodiment, if Figure 2 As shown, the second transmission mechanism may include a fifth gear 30 and a sixth gear 40. The rotor of the generator GM is connected to the fifth gear 30 via a clutch S1. The fifth gear 30 meshes with the sixth gear 40, and the sixth gear 40 meshes with the second set of gears 20. When the clutch S1 is closed, the generator GM drives the differential C1 to rotate via the fifth gear 30, the sixth gear 40, and the second set of gears 20.

[0047] If the second gear set 20 includes a third gear 201 and a fourth gear 202 , the third gear 201 meshes with the fourth gear 202 , and the fourth gear 202 is connected to the differential C1 housing, the sixth gear 40 meshes with the fourth gear 202 in the second gear set 20 .

[0048] In the present application, the combination of the fifth gear 30 and the sixth gear 40 can achieve a more flexible speed ratio configuration, which can avoid structural defects caused by excessive speed ratio to a certain extent. In addition, the layout space can be optimized to more flexibly adapt to the complex structure of the hybrid system.

[0049] Preferably, the clutch S1 may be an electromagnetic clutch S1 . Alternatively, in other embodiments, the clutch S1 may also be a wet clutch S1 .

[0050] In a specific embodiment, the electromagnetic clutch S1 may include a driving wheel and a driven wheel, the rotor of the generator GM is fixed to the driving wheel of the electromagnetic clutch S1 , and the driven wheel of the electromagnetic clutch S1 is connected to the fifth gear 30 .

[0051] When the electromagnetic clutch S1 is energized, the driving wheel and the driven wheel are attracted by electromagnetic force, so that the rotor of the generator GM and the fifth gear 30 are in a connected state. When the electromagnetic clutch S1 is de-energized, the driving wheel and the driven wheel are disengaged, so that the rotor shaft of the generator GM and the fifth gear 30 are in a disconnected state.

[0052] The connection between the driven wheel of the electromagnetic clutch S1 and the fifth gear 30 may be: the driven wheel of the clutch S1 transmits power to the fifth gear 30 by flexible friction force.

[0053] Of course, as another alternative embodiment, the second transmission mechanism may include a fifth gear 30, with the rotor of the generator GM connected to the fifth gear 30 via a clutch S1, and the fifth gear 30 meshing with the fourth gear 202 in the first transmission mechanism. When the clutch S1 is closed, the generator GM drives the differential C1 through the fifth gear 30 and the second gear 102.

[0054] Alternatively, as another optional embodiment, the second transmission mechanism may include a fifth gear 30, a sixth gear 40 and a seventh gear.

[0055] Specifically, with the addition of clutch S1 and the second transmission path, the rotor of the generator GM is connected to two meshing gears via clutch S1, transferring power from the engine ICM to the differential C1. This power is then transferred to the left and right half-shafts Z1 and Z2 via the differential C1 gear located outside the differential C1 housing, achieving a parallel drive mode. This structure allows the vehicle to flexibly allocate the output of the engine ICM and the drive motor EM according to operating conditions, improving overall vehicle performance.

[0056] This application has at least the following working modes: 1. In pure electric drive mode, when the vehicle decelerates or brakes, it can switch to pure electric drive mode: when the rotor of the drive motor EM rotates, it drives the first gear 101 to rotate. After being transmitted through the first gear 101, the second gear 102, the third gear 201 and the fourth gear 202, it reaches the differential C1. The differential C1 then distributes the power to the left half-shaft Z1 and the right half-shaft Z2. The left half-shaft Z1 and the right half-shaft Z2 receive the force and drive the left and right wheels to rotate. During the entire process, the engine ICM does not participate in outputting power.

[0057] 2. In Parking Power Generation Mode, when the vehicle is parked and the battery charge is low (e.g., below 20%), the ICM (Insulated Control Module) starts, cranking the ICM's crankshaft to rotate the GM, generating electricity that is then stored in the battery. The ICM does not drive the wheels. This allows the battery to be replenished while waiting for someone, for example, to prevent battery depletion.

[0058] It should be noted that the starting of the engine ICM drives the generator GM to rotate synchronously. The generated electrical energy can be stored in the power battery, directly supplied to the drive motor EM, and can power the vehicle's electrical system.

[0059] 3. In series mode, if the system is equipped with clutch S1, clutch S1 is controlled to be disengaged, and the crankshaft of the engine ICM drives the generator GM to generate electricity. The electrical energy is transmitted to the drive motor EM. The rotor of the drive motor EM is driven by the first transmission mechanism, and the power is transmitted to the left half-shaft Z1 and the right half-shaft Z2 through the differential C1, thereby driving the left and right wheels of the vehicle.

[0060] 4. In parallel mode, when the vehicle requires greater power, clutch S1 is controlled to close, and the crankshaft of the engine ICM drives the generator GM to generate electricity. Generator GM rotates, and power is transmitted from the second transmission mechanism (fifth gear 30, sixth gear 40) and the first transmission mechanism (fourth gear 202) to the differential C1. Differential C1 is used to output power to the left wheel of the vehicle through the left half-shaft Z1 and to the right wheel of the vehicle through the right half-shaft Z2. At the same time, generator GM generates electricity, driving the rotor of the drive motor EM to rotate. Power is transmitted from the first transmission mechanism (first gear 101, second gear 102, third gear 201, fourth gear 202) to the differential C1. Differential C1 is used to output power to the left wheel of the vehicle through the left half-shaft Z1 and to the right wheel of the vehicle through the right half-shaft Z2, thereby achieving high power output.

[0061] In this application, the rotor of the generator GM is directly connected to the crankshaft of the engine ICM, and the engine ICM and the drive motor EM are arranged on the same side. This can reduce the space occupied in the vehicle's lateral direction (Y direction) to a certain extent, making the structure more compact and lightweight. The use of this structure can significantly improve the energy efficiency and carrying capacity of the entire vehicle.

[0062] If necessary, the clutch S1 and the fifth gear 30 and the sixth gear 40 can be flexibly eliminated, so that the integrated hybrid electric drive configuration has a series hybrid function, that is, an extended-range hybrid system is formed. While further reducing the space, it can still meet the vehicle's carrying and energy efficiency requirements, with only slight differences in performance under certain working conditions.

[0063] Therefore, the hybrid electric drive system proposed in this application enables the drive motor EM to switch to generator mode during vehicle deceleration or braking, converting the vehicle's kinetic energy into electrical energy and recycling it into the battery. By interlocking with the differential C1 and the left and right axles, this system efficiently recovers kinetic energy from both wheels, further improving energy utilization.

[0064] This hybrid electric drive system simplifies its overall structural layout through a combination of direct connection and specialized transmission mechanisms. Compared to the complex multi-shaft transmission and coupling mechanisms of traditional hybrid systems, this solution reduces the number of components, eases assembly complexity, and reduces failure rates. It also frees up space in the vehicle and facilitates subsequent maintenance and repair. This increased system integration also reduces process steps during production, lowering production costs and enhancing product competitiveness.

[0065] In summary, the hybrid electric drive system provided by the embodiments of the present invention has an engine and a drive motor arranged on the same side, a generator directly connected to the engine crankshaft, and power transmission from the drive motor's rotor via two pairs of gears. This structure directly connects the generator rotor to the engine crankshaft, eliminating traditional intermediate transmission components such as belts and gears, significantly reducing energy loss during power transmission, ensuring efficient power transmission, and improving system response speed. The combination of a direct connection and a first transmission mechanism simplifies the overall structural layout, shortens the vehicle's Y-axis dimension, and enables high integration of the engine and motor. While achieving high integration, it also enables multi-mode hybrid functionality, improving hybrid efficiency, compactness, and lightweighting. Compared to the complex multi-shaft transmission and coupling devices in traditional hybrid systems, this solution reduces the number of components, reduces assembly difficulty, and reduces failure rates. It also saves space in the vehicle and reduces system complexity and cost.

[0066] In the second aspect, based on the same inventive concept, this embodiment provides a vehicle 500, such as Figure 2 As shown, it includes a vehicle body 502 and a hybrid electric drive system 501 as described in any one of the first aspects above.

[0067] Since the hybrid electric drive system included in the vehicle described in the embodiments of the present invention has been described above, those skilled in the art will be able to understand the specific structure and operating principles of the vehicle based on the hybrid electric drive system described in the embodiments of the present invention, and will not be further described here. Any vehicle that includes the hybrid electric drive system of the embodiments of the present invention falls within the scope of protection of the present invention.

[0068] Other embodiments of the present invention will readily occur to those skilled in the art after considering the specification and practicing the invention disclosed herein. The present invention is intended to cover any variations, uses, or adaptations of the present invention that follow the general principles of the invention and include common knowledge or customary techniques in the art not disclosed herein. The description and examples are to be considered as exemplary only, with the true scope and spirit of the invention being indicated by the following claims.

[0069] Those skilled in the art will appreciate that embodiments of the present invention may be provided as methods, systems, or computer program products. Thus, the present invention may take the form of an entirely hardware embodiment, an entirely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present invention may take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to magnetic disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0070] The present invention is described with reference to flowcharts and / or block diagrams of methods, devices (systems), and computer program products according to embodiments of the present invention. It should be understood that each process and / or block in the flowcharts and / or block diagrams, as well as combinations of processes and / or blocks in the flowcharts and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the flowcharts and / or block diagrams. Figure 1 a process or multiple processes and / or boxes Figure 1 A module that specifies functions in one or more boxes.

[0071] These computer program instructions may also be stored in a computer-readable memory capable of directing a computer or other programmable data processing device to operate in a specific manner, so that the instructions stored in the computer-readable memory produce an article of manufacture comprising an instruction module, which is implemented in the process Figure 1 a process or multiple processes and / or boxes Figure 1 The function specified in one or more boxes.

[0072] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operational steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing the instructions executed on the computer or other programmable device for implementing the process. Figure 1 a process or multiple processes and / or boxes Figure 1 A step that specifies a function in one or more boxes.

[0073] Although the preferred embodiments of the present invention have been described, those skilled in the art may make additional changes and modifications to these embodiments once they have learned the basic creative concept. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments and all changes and modifications that fall within the scope of the present invention.

[0074] Obviously, those skilled in the art may make various changes and modifications to the present invention without departing from the spirit and scope of the present invention. Thus, if such changes and modifications fall within the scope of the claims and their equivalents, the present invention is intended to include such changes and modifications.

Claims

1. A hybrid electric drive system, characterized in that: include: An engine, a generator, a drive motor, a first transmission mechanism, a differential, a left half-shaft, and a right half-shaft, wherein the rotor of the generator is directly connected to the crankshaft of the engine; Among them, the rotor of the drive motor is connected to the differential through the first transmission mechanism, and the drive motor is used to drive the differential to rotate through the first transmission mechanism. The differential is respectively connected to the left half shaft and the right half shaft, and the differential is used to output power to the left and right wheels of the vehicle through the left half shaft and the right half shaft.

2. A hybrid electric drive system according to claim 1, characterized in that: The engine and the drive motor are on the same side.

3. The hybrid electric drive system according to claim 1, characterized in that: The first transmission mechanism includes a first set of gears and a second set of gears; The rotor of the drive motor is connected to the first set of gears, the first set of gears is connected to the second set of gears, and the second set of gears is connected to the differential. The first set of gears and the second set of gears are used to rotate under the drive of the drive motor, and the differential is used to rotate under the drive of the second set of gears.

4. A hybrid electric drive system according to claim 3, characterized in that: The first gear group includes a first gear and a second gear, and the second gear group includes a third gear and a fourth gear; The rotor of the drive motor is connected to the first gear, the first gear is meshed with the second gear, the second gear is coaxially connected to the third gear, the third gear is meshed with the fourth gear, and the fourth gear is connected to the differential.

5. The hybrid electric drive system according to claim 1, characterized in that: The right half shaft and the driving shaft of the driving motor are located on the same axis.

6. The hybrid electric drive system according to claim 3, characterized in that: Also includes: a clutch and a second transmission mechanism, wherein the rotor of the generator is connected to the second transmission mechanism via the clutch, and the second transmission mechanism is connected to the differential via the second set of gears; When the clutch is in a closed state, the generator drives the differential to rotate through the second transmission mechanism and the second set of gears.

7. The hybrid electric drive system according to claim 6, characterized in that: The second transmission mechanism includes a fifth gear and a sixth gear, the rotor of the generator is connected to the fifth gear via the clutch, the fifth gear is meshed with the sixth gear, and the sixth gear is meshed with the second set of gears; When the clutch is in a closed state, the generator drives the differential to rotate via the fifth gear, the sixth gear, and the second set of gears.

8. The hybrid electric drive system according to claim 7, characterized in that: The clutch is an electromagnetic clutch.

9. The hybrid electric drive system according to claim 8, characterized in that: The electromagnetic clutch includes a driving wheel and a driven wheel, the rotor of the generator is fixed to the driving wheel of the electromagnetic clutch, and the driven wheel of the electromagnetic clutch is connected to the fifth gear; When the electromagnetic clutch is energized, the driving wheel and the driven wheel are attracted by electromagnetic force, so that the rotor of the generator and the fifth gear are in a connected state; when the electromagnetic clutch is de-energized, the driving wheel and the driven wheel are disengaged, so that the rotor shaft of the generator and the fifth gear are in a disconnected state.

10. A vehicle, characterized in that: The invention comprises a vehicle body and the hybrid electric drive system according to any one of claims 1 to 9.

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