Front-wheel drive hybrid systems and vehicles

Abstract

This application relates to a front-wheel drive hybrid system and a vehicle. The front-wheel drive hybrid system includes an engine, a front-wheel drive motor, a front-wheel drive differential, and a planetary gear set. When the front-wheel drive clutch, second lock-up device, and third lock-up device are in a disengaged state and the first lock-up device is in an engaged state, the front-wheel drive motor can sequentially transmit power through the second and third transmission paths to drive the front wheels; or, the front wheels can sequentially transmit power through the third and second transmission paths to generate electricity from the front-wheel drive motor. When the front-wheel drive clutch is in an engaged state and the first, second, and third lock-up devices are in a disengaged state, the engine can sequentially transmit power through the first and second transmission paths to generate electricity from the front-wheel drive motor; or, the front-wheel drive motor can transmit power through the second and third transmission paths to drive the front wheels.

Description

Technical Field

[0001] This application relates to the field of automotive technology, and in particular to a front-wheel drive hybrid system and vehicle. Background Technology

[0002] Hybrid Electric Vehicles (HEVs) integrate an internal combustion engine and an electric motor, providing power through intelligent collaborative operation. This design aims to significantly improve fuel efficiency and reduce emissions. During driving, HEVs automatically switch or combine the two power sources based on driving conditions such as vehicle speed, load, and acceleration needs. For example, they primarily rely on the electric motor during start-up and low-speed driving, while using the internal combustion engine or a combination of both for high-speed cruising or when strong acceleration is required. Furthermore, HEVs are typically equipped with regenerative braking systems (kinetic energy recovery systems) that convert the vehicle's kinetic energy into electrical energy during braking or coasting, storing it in the battery for reuse, thereby further improving overall energy efficiency. This powertrain architecture not only optimizes vehicle performance but also effectively reduces environmental impact, making it a key technology for achieving sustainable transportation.

[0003] Most current hybrid transmissions employ a dual-motor, engine-assisted collaborative drive system. In this system, the two motors have clearly defined roles: one acts as a traction motor, primarily responsible for driving the wheels; the other acts as a generator motor, primarily for generating electricity. A portion of the engine's power output is directly or indirectly transmitted to the wheels to drive the vehicle, while another portion powers the generator motor. The traction motor's power output directly drives the wheels. Ultimately, the engine's power and the traction motor's power are coupled within the transmission and then jointly transmitted to the wheels.

[0004] However, the existing dual-motor cooperative engine drive scheme has high requirements for axial and radial dimensions in terms of spatial layout and occupies a large space. Summary of the Invention

[0005] Therefore, it is necessary to provide a front-wheel drive hybrid system and vehicle to address the above-mentioned problems.

[0006] A front-wheel drive hybrid system, comprising:

[0007] The engine has a front-drive clutch and a first lock-up device connected in series via the engine shaft at the power output end.

[0008] The front drive motor has a second locking device at its power output end via the front drive motor shaft.

[0009] A front-wheel drive differential is configured to be connected to the front wheel drivetrain; and

[0010] The planetary gear set is connected to the engine shaft and the front drive motor shaft to form a first transmission path and a second transmission path, respectively. The planetary gear set is also connected to the front drive differential through a first shaft structure to form a third transmission path. The first shaft structure is provided with a third locking device.

[0011] The front-drive clutch, the first locking device, the second locking device, and the third locking device all have a working state and a neutral state. When the front-drive clutch, the second locking device, and the third locking device are in the neutral state and the first locking device is in the working state, the front-drive motor can sequentially transmit power through the second transmission path and the third transmission path to drive the front wheel, or the front wheel can sequentially transmit power through the third transmission path and the second transmission path to generate electricity for the front-drive motor.

[0012] When the front-drive clutch is in use and the first lock, the second lock, and the third lock are in an unloaded state, the engine can sequentially transmit power through the first transmission path and the second transmission path to generate electricity for the front-drive motor, or the front-drive motor can drive the front wheels by transmitting power through the second transmission path and the third transmission path.

[0013] In one embodiment, the planetary gear set includes:

[0014] The sun gear is connected to the shaft of the front drive motor via a drive transmission.

[0015] A gear ring is disposed around the outer periphery of the sun gear and is connected to the first shaft structure;

[0016] Multiple planetary gears, each planetary gear being disposed between the sun gear and the ring gear, and meshing with both the sun gear and the ring gear; and

[0017] The planetary carrier is connected to the axles of the plurality of planetary gears and is also connected to the engine shaft via a first transmission gear.

[0018] In one embodiment, the first shaft structure includes a first intermediate drive shaft and a second intermediate drive shaft;

[0019] The front-wheel drive hybrid system also includes a reduction mechanism. The power input end of the reduction mechanism is connected to the planetary gear set via the first intermediate drive shaft. The third lock is located on the first intermediate drive shaft. The power output end of the reduction mechanism is connected to the front-wheel drive differential via the second intermediate drive shaft.

[0020] In one embodiment, the deceleration mechanism includes:

[0021] Multiple first reduction gears, each of which is mounted on the first intermediate transmission shaft;

[0022] Multiple second reduction gears, each second reduction gear being disposed on the second intermediate drive shaft and meshing with a corresponding first reduction gear; and

[0023] A plurality of synchronizers are provided, each synchronizer being disposed on the second intermediate drive shaft and cooperating with the corresponding second reduction gear. Each synchronizer is capable of realizing or disconnecting the transmission connection between the corresponding second reduction gear and the second intermediate drive shaft.

[0024] In one embodiment, when the number of the second reduction gears is even, the second reduction gears are divided into two groups along the axial direction of the second intermediate transmission shaft, and each group of the second reduction gears corresponds to one synchronizer;

[0025] When the number of the second reduction gears is odd, one of the outermost second reduction gears corresponds to one synchronizer, while the remaining second reduction gears are divided into two groups along the axial direction of the second intermediate drive shaft, and each group of second reduction gears corresponds to one synchronizer.

[0026] In one embodiment, when the front drive clutch and the third lock-up are in use, the second lock-up and the third lock-up are in an unused state, and each synchronizer disconnects the transmission connection between each second reduction gear and the second intermediate drive shaft, the front drive motor can sequentially transmit power through the second transmission path and the first transmission path to ignite the engine, or the engine can sequentially transmit power through the first transmission path and the second transmission path to generate electricity at idle speed using the front drive motor.

[0027] In one embodiment, when the front-drive clutch and the second locking device are in use, and the first locking device and the third locking device are in an unused state, the engine can sequentially transmit power through the first transmission path and the third transmission path to drive the front wheels.

[0028] A vehicle comprising a front-wheel drive hybrid system as described in any of the preceding claims.

[0029] In one embodiment, the vehicle further includes:

[0030] The battery system is electrically connected to the front-drive motor of the aforementioned front-drive hybrid system; and

[0031] The rear drive system includes a rear drive motor and a rear drive differential, the rear drive motor being electrically connected to the battery system, a fourth drive path being formed between the rear drive differential and the rear drive motor, and the rear drive differential being configured to drive the rear wheels.

[0032] In one embodiment, the vehicle further includes at least one of the following features:

[0033] The rear drive motor can transmit power through the fourth transmission path to drive the rear wheels.

[0034] The rear wheels can transmit power through the fourth transmission path, enabling the rear drive motor to recover energy.

[0035] The aforementioned front-wheel drive hybrid system and vehicle, through the cooperation of planetary gear sets with the first, second, and third locking devices, enable a single front-wheel drive motor to simultaneously undertake the functions of driving and generating electricity, realizing the dual-function integration of a single motor, eliminating redundant motors, reducing the number of power input and output shafts, and eliminating the need for large axial and radial space for arranging each power input and output shaft in terms of spatial layout, while also saving on the production and manufacturing costs of the hybrid vehicle's transmission. Attached Figure Description

[0036] Figure 1 This is a schematic diagram of the structure of a front-drive hybrid power system provided in an embodiment of this application.

[0037] Figure 2 This is a schematic diagram of the structure of a vehicle provided in one embodiment of this application. Detailed Implementation

[0038] To make the above-mentioned objectives, features, and advantages of this application more apparent and understandable, the specific embodiments of this application are described in detail below with reference to the accompanying drawings. Many specific details are set forth in the following description to provide a thorough understanding of this application. However, this application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar modifications without departing from the spirit of this application. Therefore, this application is not limited to the specific embodiments disclosed below.

[0039] In the description of this application, it should be understood that if terms such as "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential" appear, these terms indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0040] Furthermore, where the terms "first" and "second" appear, these terms are for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined with "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, where the term "multiple" appears, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0041] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0042] In this application, unless otherwise expressly specified and limited, the use of descriptions such as "above" or "below" the second feature indicates that the first and second features are in direct contact or indirect contact via an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. Similarly, "below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0043] It should be noted that if an element is referred to as being "fixed to" or "set on" another element, it can be directly on the other element or there may be an intervening element. If an element is considered to be "connected to" another element, it can be directly connected to the other element or there may be an intervening element. If so, the terms "vertical," "horizontal," "upper," "lower," "left," "right," and similar expressions used in this application are for illustrative purposes only and do not represent the only possible implementation.

[0044] One embodiment of this application provides a front-wheel drive hybrid system for use in a hybrid vehicle, capable of providing power to the front wheels of the vehicle.

[0045] like Figure 1 As shown, the front-wheel drive hybrid system 10 includes an engine 1, a front-wheel drive motor 2, a front-wheel drive differential G10, and a planetary gear set G2. The power output end of the engine 1 is connected in series with a front-wheel drive clutch C1 and a first lock-up device L1 via an engine shaft 11. The power output end of the front-wheel drive motor 2 is provided with a second lock-up device L2 via a front-wheel drive motor shaft 21. The front-wheel drive differential G10 is configured to be driven and connected to the front wheel 40. The planetary gear set G2 is driven and connected to the engine shaft 11 to form a first transmission path. The planetary gear set G2 is also driven and connected to the front-wheel drive motor shaft 21 to form a second transmission path. The planetary gear set G2 is driven and connected to the front-wheel drive differential G10 via a first shaft structure to form a third transmission path. The first shaft structure is provided with a third lock-up device L3.

[0046] The front-drive clutch C1 has a working state and a neutral state. In the working state, the front-drive clutch C1 is configured to connect the engine 1 with the engine shaft 11 to realize power transmission; while in the neutral state, the front-drive clutch C1 is configured to disconnect the transmission connection between the engine 1 and the engine shaft 11.

[0047] The first locking device L1 controls the rotational freedom of the engine shaft 11 and has a working state and a neutral state. In the working state, the first locking device L1 is configured to lock the engine shaft 11, preventing it from rotating; while in the neutral state, the first locking device L1 is configured to release the engine shaft 11. As an example, the first locking device L1 includes a first locking gear, a second locking gear, and a driving member. The first locking gear is fixed to the engine shaft 11, and the driving member can drive the second locking gear to move axially until it meshes with the first locking gear to generate braking force. The driving member can be a hydraulic cylinder, a pneumatic cylinder, or other power cylinder.

[0048] The second locking device L2 is used to control the rotational freedom of the front drive motor shaft 21. It has a working state and a neutral state. In the working state, the second locking device L2 is configured to lock the front drive motor shaft 21 so that the front drive motor shaft 21 cannot rotate. In the neutral state, the second locking device L2 is configured to release the front drive motor shaft 21. The structure of the second locking device L2 may be the same as or different from that of the first locking device L1.

[0049] The third locking device L3 is used to control the rotational degree of freedom of the first shaft structure. It has a working state and a neutral state. In the working state, the third locking device L3 is configured to lock the first shaft structure so that the first shaft structure cannot rotate; while in the neutral state, the third locking device L3 is configured to release the first shaft structure. The third locking device L3 may have the same or different structure as the first locking device L1.

[0050] When the front drive clutch C1, the second lock L2 and the third lock L3 are in the off state and the first lock L1 is in the working state, the front drive motor 2 can sequentially transmit power through the second transmission path and the third transmission path to drive the front wheel 40 to move, or the front wheel 40 can sequentially transmit power through the third transmission path and the second transmission path to realize the power generation of the front drive motor 2.

[0051] When the front drive clutch C1 is in use and the first lock-up L1, the second lock-up L2 and the third lock-up L3 are in the neutral state, the engine 1 can sequentially transmit power through the first transmission path and the second transmission path to generate electricity for the front drive motor 2, or the front drive motor 2 can drive the front wheels 40 to move by transmitting power through the second transmission path and the third transmission path.

[0052] The states of the front-drive clutch C1, the first lock-up lever L1, the second lock-up lever L2, and the third lock-up lever L3 can be adjusted according to the operating mode of the front-drive hybrid system 10. The operating modes of the front-drive hybrid system 10 may include pure electric driving mode, direct-drive power generation mode, parallel drive mode, and kinetic energy recovery mode.

[0053] In pure electric driving mode, the front-drive clutch C1, the second locking device L2, and the third locking device L3 are in a neutral state, while the first locking device L1 is in an active state. This allows the front-drive motor 2 to sequentially transmit power through the second and third transmission paths to drive the front wheels 40. This mode can be applied to scenarios where the vehicle's battery system has sufficient charge and the engine is not required for driving. The power transmission path of the front-drive hybrid system 10 in this mode is shown in Table 1.

[0054] In direct-drive power generation mode, the front-drive clutch C1 is engaged, while the first locking device L1, the second locking device L2, and the third locking device L3 are disengaged. This allows engine 1 to sequentially transmit power through the first and third transmission paths to drive the front wheels 40. Simultaneously, engine 1 can also transmit power through the first and second transmission paths to generate electricity for the front-drive motor 2. In other words, the power of engine 1 is split at the planetary gear set G2 to the front wheels 40 and the front-drive motor 2. By decoupling the power of engine 1 in direct-drive power generation mode through the planetary gear set G2, the power of engine 1 is split between the front-drive motor 2 and the front wheels 40. Part of the power is used for power generation at the front-drive motor 2, and part of the power is used to drive the vehicle at the front wheels 40. This mode can be applied to scenarios where the vehicle is charging while driving and engine 1 has surplus power. The power transmission path of the front-drive hybrid system 10 in this mode is shown in Table 1.

[0055] In parallel drive mode, the front-drive clutch C1 is engaged, while the first lock-up lever L1, the second lock-up lever L2, and the third lock-up lever L3 are disengaged. This allows the engine 1 and the front-drive motor 2 to transmit power through the first and second transmission paths, respectively. The power transmitted by both is coupled through the planetary gear set G2 and then transmitted through the third transmission path to drive the front wheels 40. The planetary gear set G2 couples the power of the engine 1 and the front-drive motor 2 in parallel drive mode. As the core component of power coupling, the planetary gear set G2 operates in the front-drive hybrid system 10, enabling the engine 1 and the front-drive motor 2 to jointly output power to apply torque to the front wheels 40, improving the vehicle's acceleration performance. This mode can be applied when the vehicle has sufficient battery power and is going uphill or accelerating rapidly. The power transmission path of the front-drive hybrid system 10 in this mode is shown in Table 1.

[0056] In the front-drive energy recovery mode, the front-drive clutch C1, the second lock-up lever L2, and the third lock-up lever L3 are in a neutral state, while the first lock-up lever L1 is in an active state. This allows the front wheels 40 to sequentially transmit power through the third and second transmission paths, enabling the front-drive motor 2 to recover energy. This mode can be applied to vehicle braking or downhill driving scenarios. The power transmission path of the front-drive hybrid system 10 in this mode is shown in Table 1.

[0057] The front-drive hybrid system 10 provided in this application, through the cooperation of planetary gear set G2 with first lock-up L1, second lock-up L2 and third lock-up L3, enables a single front-drive motor 2 to simultaneously undertake the functions of driving and generating electricity, realizing the dual-function integration of a single motor, eliminating redundant motors, reducing the number of power input and output shafts, and eliminating the need for large axial and radial space for arranging each power input and output shaft in terms of spatial layout, while also saving the production and manufacturing cost of the hybrid vehicle gearbox.

[0058] Table 1

[0059]

[0060] In some embodiments of this application, the planetary gear set G2 includes a sun gear, a ring gear, multiple planet gears, and a planet carrier; the sun gear is connected to the front drive motor shaft 21; the ring gear surrounds the outer periphery of the sun gear and is connected to the first shaft structure; each planet gear is located between the sun gear and the ring gear and meshes with the sun gear and the ring gear; the planet carrier is connected to the axle of the multiple planet gears, and the planet carrier is also connected to the engine shaft 11 via the first transmission gear G1.

[0061] By configuring the various components of the planetary gear set G2 to be connected to the front drive motor shaft 21, the first shaft structure, and the engine shaft 11, transmission efficiency can be improved. Of course, in some other embodiments, the sun gear is connected to the engine shaft 11, and the planet carrier is connected to the front drive motor shaft 21.

[0062] like Figure 1 As shown, in some embodiments of this application, the first shaft structure includes a first intermediate drive shaft 31 and a second intermediate drive shaft 32; the front-drive hybrid system 10 also includes a reduction mechanism 4. The power input end of the reduction mechanism 4 is connected to the planetary gear set G2 via the first intermediate drive shaft 31, and the third lock-up device L3 is disposed on the first intermediate drive shaft 31. The power output end of the reduction mechanism 4 is connected to the front-drive differential G10 via the second intermediate drive shaft 32. The reduction mechanism 4 is mainly used to reduce speed and increase torque. Of course, in some other embodiments, the reduction mechanism 4 may not be provided, and the purpose of reducing speed and increasing torque can be achieved by controlling the speed of the front-drive motor 2.

[0063] In one embodiment, the second intermediate drive shaft 32 is connected to the front drive differential G10 via the second drive gear G6.

[0064] like Figure 1As shown, the reduction mechanism 4 includes multiple first reduction gears, multiple second reduction gears, and several synchronizers. Each first reduction gear is mounted on a first intermediate transmission shaft 31; each second reduction gear is mounted on a second intermediate transmission shaft 32 and meshes with the corresponding first reduction gear; each synchronizer is mounted on the second intermediate transmission shaft 32 and cooperates with the corresponding second reduction gear. Each synchronizer can realize or disconnect the transmission connection between the corresponding second reduction gear and the second intermediate transmission shaft 32. This reduction mechanism 4 has a simple structure, makes gear shifting smooth and simple, and protects the first and second reduction gears of the reduction mechanism 4. The number of first and second reduction gears is related to the number of reduction gear levels. For example, if the reduction mechanism 4 has three reduction gears, the number of first reduction gears is set to three, namely... Figure 1 The first reduction gears G3, G4, and G5 are given. Correspondingly, the number of second reduction gears is also set to three, namely... Figure 1 The second reduction gears G7, G8 and G9 are included.

[0065] In the pure electric driving mode, direct drive mode, parallel drive mode and kinetic energy recovery mode, each synchronizer is in use, that is, each synchronizer can realize the transmission connection between the corresponding second reduction gear and the second intermediate transmission shaft 32.

[0066] When the number of second reduction gears is even, the second reduction gears are grouped in pairs along the axial direction of the second intermediate transmission shaft 32, with each group corresponding to a synchronizer. When the number of second reduction gears is odd, one of the outermost second reduction gears corresponds to a synchronizer, while the remaining levels of second reduction gears are grouped in pairs along the axial direction of the second intermediate transmission shaft 32, with each group corresponding to a synchronizer. This arrangement reduces the number of synchronizers and lowers costs. For example, when the number of second reduction gears is set to 3, the number of synchronizers is set to 2, namely... Figure 1 Synchronizers D1 and D2 in the middle.

[0067] Referring again to Table 1, the operating modes of the front-wheel drive hybrid system 10 may also include engine ignition mode and idle power generation mode. The operating mode of the front-wheel drive hybrid system 10 can be adjusted to engine ignition mode or idle power generation mode by adjusting the state of the front-wheel drive clutch C1, the first lock-up L1, the second lock-up L2, the third lock-up L3 and the synchronizer.

[0068] In engine ignition mode, the front-drive clutch C1 and the third lock-up lever L3 are engaged, while the second lock-up lever L2 and the third lock-up lever L3 are disengaged. Furthermore, each synchronizer disconnects the transmission connection between each second reduction gear and the second intermediate drive shaft 32, allowing the front-drive motor 2 to sequentially transmit power through the second and first transmission paths to ignite the engine 1. This mode can be applied to engine ignition and starting scenarios, where the front-drive motor 2 can replace the starter motor in a traditional engine to drive the crankshaft and ignite the engine 1. The power transmission path of the front-drive hybrid system 10 in this mode is shown in Table 1.

[0069] In idle power generation mode, the front-drive clutch C1 and the third lock-up lever L3 are engaged, while the second lock-up lever L2 and the third lock-up lever L3 are disengaged. Furthermore, each synchronizer disconnects the transmission connection between each second reduction gear and the second intermediate drive shaft 32, allowing the engine 1 to sequentially transmit power through the first and second transmission paths to achieve idle power generation for the front-drive motor 2. This mode is suitable for parking scenarios where the front wheels 40 do not require power, and the engine 1's power can be used for charging. The power transmission path of the front-drive hybrid system 10 in this mode is shown in Table 1.

[0070] Referring again to Table 1, the operating mode of the front-wheel drive hybrid system 10 may also include a direct drive mode. The operating mode of the front-wheel drive hybrid system 10 can be adjusted to the direct drive mode by adjusting the state of the front-wheel drive clutch C1, the first lock-up L1, the second lock-up L2, the third lock-up L3 and the synchronizer.

[0071] In direct drive mode, the front-drive clutch C1 and the second lock-up device L2 are engaged, while the first lock-up device L1 and the third lock-up device L3 are disengaged. Each synchronizer connects each second reduction gear to the second intermediate drive shaft 32, allowing the engine 1 to sequentially transmit power through the first and third transmission paths to drive the front wheels 40. This mode is applicable to scenarios where the vehicle's battery system has insufficient charge or high torque demand. The power transmission path of the front-drive hybrid system 10 in this mode is shown in Table 1.

[0072] On the other hand, such as Figure 2 As shown, one embodiment of this application also provides a vehicle that includes a front-wheel drive hybrid system 10 as described in any of the foregoing claims.

[0073] The vehicle provided in this application uses a front-wheel drive hybrid system 10, which employs a planetary gear set G2 in conjunction with a first lock-up L1, a second lock-up L2, and a third lock-up L3, to enable a single front-wheel drive motor 2 to simultaneously perform driving and power generation functions. This achieves dual-function integration of a single motor, eliminates redundant motors, reduces the number of power input and output shafts, and eliminates the need for large axial and radial spaces to arrange the power input and output shafts in terms of spatial layout. It also saves on the production and manufacturing costs of the vehicle drive system.

[0074] The vehicle also includes a battery system 30 and a rear-drive system 20. The battery system 30 is electrically connected to the front-drive motor 2 of the front-drive hybrid system 10. The rear-drive system 20 includes a rear-drive motor 5 and a rear-drive differential G14. The rear-drive motor 5 is electrically connected to the battery system 30, and a fourth transmission path is formed between the rear-drive differential G14 and the rear-drive motor 5. The rear-drive differential G14 is configured to be connected to the rear wheels 50. By electrically connecting the rear-drive motor 5 of the rear-drive system 20 and the front-drive motor 2 of the front-drive hybrid system 10 to the battery system 30, four-wheel drive can be achieved, meaning that all four wheels of the vehicle receive power input, providing immediate maximum torque output, enhancing acceleration performance and driving experience. Furthermore, it allows for the rational and effective distribution of vehicle power, achieving optimal overall efficiency.

[0075] In one embodiment, such as Figure 2 As shown, the power output end of the rear drive motor 5 is provided with a rear drive motor shaft 51. The rear drive motor shaft 51 is provided with a first rear drive transmission gear G11 and a second rear drive transmission gear G12 that mesh with each other. The rear drive power system 20 also includes a second shaft structure 6. One end of the second shaft structure 6 is connected to the second rear drive transmission gear G12, and the other end is connected to the rear drive differential G14 through a third rear drive transmission gear G13.

[0076] The rear-drive system 20 also features a pure electric driving mode, in which the rear-drive motor 5 transmits power through a fourth transmission path to drive the rear wheels 50. This mode can be used in conjunction with the pure electric driving mode and parallel drive mode of the front-drive hybrid system 10 to achieve four-wheel drive, applicable to scenarios requiring high torque, such as uphill driving and acceleration. Alternatively, this mode can be used independently, in scenarios where the vehicle's battery system has sufficient charge and the engine 1 is not required for driving. The power transmission path of the rear-drive system 20 in this mode is shown in Table 2.

[0077] Table 2

[0078]

[0079] The rear drive system 20 also features a kinetic energy recovery mode, in which the rear wheels 50 can recover energy by transmitting power through a fourth transmission path to the rear drive motor 5. This mode can be used in conjunction with the kinetic energy recovery mode of the front drive hybrid system 10 and can be applied to deceleration scenarios such as downhill driving or braking. The power transmission path of the rear drive system 20 in this mode is shown in Table 2.

[0080] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0081] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims

1. A front-wheel drive hybrid power system, characterized in that, include: The engine has a front-drive clutch and a first lock-up device connected in series via an engine shaft at its power output end. The front drive motor has a second locking device at its power output end via the front drive motor shaft. A front-wheel drive differential is configured to be connected to the front wheel drivetrain; and The planetary gear set is connected to the engine shaft and the front drive motor shaft to form a first transmission path and a second transmission path, respectively. The planetary gear set is also connected to the front drive differential through a first shaft structure to form a third transmission path. The first shaft structure is provided with a third locking device. The front-drive clutch, the first locking device, the second locking device, and the third locking device all have a working state and a neutral state. When the front-drive clutch, the second locking device, and the third locking device are in the neutral state and the first locking device is in the working state, the front-drive motor can sequentially transmit power through the second transmission path and the third transmission path to drive the front wheel, or the front wheel can sequentially transmit power through the third transmission path and the second transmission path to generate electricity for the front-drive motor. When the front-drive clutch is in use and the first lock, the second lock, and the third lock are in an unloaded state, the engine can sequentially transmit power through the first transmission path and the second transmission path to generate electricity for the front-drive motor, or the front-drive motor can drive the front wheels by transmitting power through the second transmission path and the third transmission path. The first shaft structure includes a first intermediate drive shaft and a second intermediate drive shaft; the front-wheel drive hybrid system also includes a reduction mechanism, the power input end of which is connected to the planetary gear set via the first intermediate drive shaft, the third lock is located on the first intermediate drive shaft, and the power output end of which is connected to the front-wheel drive differential via the second intermediate drive shaft. The deceleration mechanism includes: Multiple first reduction gears, each of which is mounted on the first intermediate transmission shaft; Multiple second reduction gears, each second reduction gear being disposed on the second intermediate drive shaft and meshing with a corresponding first reduction gear; and A plurality of synchronizers, each synchronizer being disposed on the second intermediate drive shaft and cooperating with the corresponding second reduction gear, each synchronizer being able to realize or disconnect the transmission connection between the corresponding second reduction gear and the second intermediate drive shaft; When the front drive clutch and the third lock-up are in use, the first lock-up and the second lock-up are in an unused state, and each synchronizer disconnects the transmission connection between each second reduction gear and the second intermediate transmission shaft, the front drive motor can sequentially transmit power through the second transmission path and the first transmission path to ignite the engine, or the engine can sequentially transmit power through the first transmission path and the second transmission path to generate electricity at idle speed using the front drive motor.

2. The front-wheel drive hybrid system according to claim 1, characterized in that, The planetary gear set includes: The sun gear is connected to the shaft of the front drive motor via a drive transmission. A gear ring is disposed around the outer periphery of the sun gear and is connected to the first shaft structure; Multiple planetary gears, each planetary gear being disposed between the sun gear and the ring gear, and meshing with both the sun gear and the ring gear; and The planetary carrier is connected to the axles of the plurality of planetary gears and is also connected to the engine shaft via a first transmission gear.

3. The front-wheel drive hybrid system according to claim 1, characterized in that, When the number of the second reduction gears is even, the second reduction gears are divided into two groups along the axial direction of the second intermediate transmission shaft, and each group of the second reduction gears corresponds to one synchronizer. When the number of the second reduction gears is odd, one of the outermost second reduction gears corresponds to one synchronizer, while the remaining second reduction gears are divided into two groups along the axial direction of the second intermediate drive shaft, and each group of second reduction gears corresponds to one synchronizer.

4. The front-wheel drive hybrid system according to any one of claims 1 to 3, characterized in that, When the front-drive clutch and the second locking device are in use, and the first locking device and the third locking device are in an unused state, the engine can sequentially transmit power through the first transmission path and the third transmission path to drive the front wheels.

5. A vehicle, characterized in that, Includes the front-wheel drive hybrid system as described in any one of claims 1 to 4.

6. The vehicle according to claim 5, characterized in that, The vehicle also includes: The battery system is electrically connected to the front-drive motor of the aforementioned front-drive hybrid system; and The rear drive system includes a rear drive motor and a rear drive differential, the rear drive motor being electrically connected to the battery system, a fourth drive path being formed between the rear drive differential and the rear drive motor, and the rear drive differential being configured to drive the rear wheels.

7. The vehicle according to claim 6, characterized in that, The vehicle also includes at least one of the following features: The rear drive motor can transmit power through the fourth transmission path to drive the rear wheels. The rear wheels can transmit power through the fourth transmission path, enabling the rear drive motor to recover energy.

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