Longitudinal front-drive hybrid system and vehicle

Abstract

The invention provides a longitudinally-arranged front-drive hybrid system and a vehicle, and belongs to the technical field of hybrid powers.The hybrid system comprises a transmission, an electric drive system, a longitudinally-arranged internal combustion engine and a drive axle, and the transmission comprises a first input shaft, an intermediate shaft, a first output shaft and a first clutch device; the intermediate shaft is in power coupling with the first input shaft through a first clutch device, the intermediate shaft is in transmission connection with the first output shaft, the electric driving system comprises a first motor, a second motor, a second input shaft, a second output shaft, a gear shifting gear set and a second clutch device, and the first motor is in transmission connection with the first input shaft; the second motor is in transmission connection with the second input shaft, the second output shaft is in transmission connection with the first output shaft, the second clutch is used for gear shifting, a rotating shaft of the internal combustion engine is in transmission connection with the input shaft, and the drive axle is in transmission connection with the first output shaft. The invention aims to solve the technical problems of low cross-country ability, simple structure, low flexibility and the like of a longitudinally-arranged front-drive hybrid power system in an existing hybrid power vehicle.

Description

Technical Field

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

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

[0003] Hybrid vehicles can have multiple drive modes. Based on the vehicle's driving conditions, the vehicle calculates, compares, and selects the optimal drive mode to save fuel and reduce emissions. For example, at low speeds, where the internal combustion engine's fuel economy is low, the vehicle uses pure electric or series drive modes. Similarly, during braking, the vehicle enters energy recovery mode.

[0004] The current new energy longitudinal front-wheel drive hybrid systems mostly use "engine single gear + one motor to generate electricity + one motor single gear" drive and integrate the front axle. Although this solution has a high degree of integration, its off-road capability is not strong and it cannot adapt to high-intensity off-road conditions. It also has a simple structure and low flexibility, and cannot be platformized to various models. Summary of the Invention

[0005] Based on this, the purpose of the present invention is to provide a longitudinal front-wheel drive hybrid system and vehicle to solve the technical problems of the longitudinal front-wheel drive hybrid system in existing hybrid vehicles, such as poor off-road capability, simple structure, and low flexibility.

[0006] On the one hand, the present invention provides a longitudinal front-wheel drive hybrid system, including a transmission, an electric drive system, a longitudinal internal combustion engine, and a drive axle. The transmission includes a first input shaft, an intermediate shaft, a first output shaft, and a first clutch device. The intermediate shaft is power-coupled to the first input shaft through the first clutch device, and the intermediate shaft is drivingly connected to the first output shaft. The electric drive system includes a first motor, a second motor, a second input shaft, a second output shaft, a shift gear set, and a second clutch device. The first motor is drivingly connected to the first input shaft through a first reduction gear set, the second motor is drivingly connected to the second input shaft, and the second output shaft is drivingly connected to the first output shaft. The second clutch device is arranged between the second input shaft and the second output shaft, so that the second input shaft and the second output shaft are connected to each other through the shift gear set in a variable speed ratio transmission manner, the rotating shaft of the internal combustion engine is connected to the input shaft in a transmission manner, the input end of the drive axle is connected to the first output shaft in a transmission manner, and the output end of the drive axle is used to connect to the wheels; wherein, the first input shaft, the intermediate shaft, the second output shaft and the second input shaft are arranged longitudinally and parallel in sequence along the axial direction perpendicular to the rotating shaft of the internal combustion engine, and the first motor and the second motor are respectively arranged on both sides of the first input shaft, and the first output shaft is transversely arranged between the intermediate shaft and the second output shaft.

[0007] The present invention has the following beneficial effects: It utilizes dual motors (a first motor and a second motor) working in conjunction with a shift gear set, a first clutch device, and a second clutch device to achieve multi-speed shifting and switching between various operating modes for the hybrid drive system, thereby enhancing energy efficiency and diversifying drive modes. This addresses the issue of insufficient torque in existing single-speed hybrid systems under high-intensity off-road conditions, and enhances adaptability and escape capability in complex road conditions through gear ratio adjustment. By arranging the input shaft, intermediate shaft, output shaft, and dual motors (located on either side of the first input shaft) in parallel longitudinally, and connecting the drive axle via the transverse first output shaft, this system achieves efficient integration of the internal combustion engine and electric drive system in a compact space. While ensuring high integration, it also achieves off-road performance, platform versatility, and energy efficiency, allowing for flexible adaptation to different vehicle platforms, addressing the shortcomings of the existing technology, which suffer from a single structure and poor adaptability. Furthermore, the multi-clutch device (the first and second clutch devices) supports decoupling of the internal combustion engine and electric drive system, enabling intelligent switching between multiple modes, including pure electric, series, parallel, and energy recovery, significantly reducing fuel consumption and emissions.

[0008] In addition, the longitudinal front-wheel drive hybrid system according to the present invention may also have the following additional technical features: Furthermore, the first clutch device includes a clutch, and a first active reduction gear and a first driven reduction gear that are meshed with each other, the first active reduction gear is loosely sleeved on the first input shaft, and the first driven reduction gear is sleeved on the intermediate shaft, and the clutch is used to separate and connect the first active reduction gear and the first input shaft.

[0009] Furthermore, the shift gear set includes a first driving gear and a first driven gear that are meshed with each other, and a second driving gear and a second driven gear that are meshed with each other, the first driving gear and the second driving gear are both sleeved on the second input shaft, the first driven gear and the second driven gear are both loosely sleeved on the second output shaft, and the second clutch device is used to separate and connect the second output shaft and the first driven gear, or separate and connect the second output shaft and the second driven gear.

[0010] Furthermore, the second clutch device includes a synchronizer, and the synchronizer is sleeved on the second output shaft and located between the first driven gear and the second driven gear.

[0011] Furthermore, the first reduction gear set includes a second active reduction gear, an idler gear, and a second driven reduction gear. The second active reduction gear is sleeved on the rotating shaft of the first motor, and the second driven reduction gear is sleeved on the first input shaft. The two ends of the idler gear are respectively meshed with the second active reduction gear and the second driven reduction gear.

[0012] Furthermore, the rotating shaft of the second motor is coaxially connected to the second input shaft.

[0013] Furthermore, the first input shaft, the intermediate shaft, the first output shaft, the second output shaft and the second input shaft are sequentially arranged longitudinally and in parallel along an axial direction perpendicular to the rotation axis of the internal combustion engine.

[0014] Furthermore, the drive axle includes a hypoid driving gear sleeved on the first output shaft, a hypoid driven gear meshingly connected to the hypoid driving gear, a differential assembly connected to the hypoid driven gear, and a half-shaft connected to the differential assembly, wherein the half-shaft is used to be connected to the wheels.

[0015] Furthermore, the first output shaft is provided with a third driven reduction gear, the intermediate shaft is provided with a third active reduction gear, the second output shaft is provided with a fourth active reduction gear, and both ends of the third driven reduction gear are respectively engaged with the third active reduction gear and the fourth active reduction gear.

[0016] On the other hand, based on the same inventive concept, the present invention also provides a vehicle, comprising wheels and the aforementioned longitudinal front-wheel drive hybrid system drivingly connected to the wheels. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 Schematic diagram of the structure of a longitudinal front-wheel drive hybrid system according to an embodiment of the present invention; Figure 2 for Figure 1 The power transmission path diagram of the embodiment in the embodiment is in the working condition of the first motor starting the internal combustion engine; Figure 3 for Figure 1 The power transmission path diagram of the embodiment in the first motor generating mode; Figure 4 for Figure 1 The power transmission path diagram of the embodiment in the internal combustion engine driving condition; Figure 5 for Figure 1 The embodiment is in the power transmission path diagram when the internal combustion engine is driving and the first motor is generating electricity; Figure 6 for Figure 1 The power transmission path diagram of the embodiment in the second motor 1st gear driving condition; Figure 7 for Figure 1 The power transmission path diagram of the embodiment in the second motor 2nd gear driving working condition; Figure 8 for Figure 1 The embodiment in the embodiment is in the internal combustion engine driven, second motor 1st gear driving working condition power transmission path diagram; Figure 9 for Figure 1 The embodiment in the embodiment is in the internal combustion engine driven, second motor 2nd gear driving working condition power transmission path diagram; Figure 10 for Figure 1 The power transmission path diagram of the embodiment in the braking energy recovery working condition; Description of main component symbols: Transmission 100 , first input shaft 110 , intermediate shaft 120 , third driving reduction gear 121 , first output shaft 130 , third driven reduction gear 131 , first clutch device 140 , clutch 141 , first driving reduction gear 142 , first driven reduction gear 143 ; Electric drive system 200, first motor 210, second motor 220, second input shaft 230, second output shaft 240, fourth driving reduction gear 241, shift gear set 250, first driving gear 251, first driven gear 252, second driving gear 253, second driven gear 254, second clutch device 260, first reduction gear set 270, second driving reduction gear 271, idler gear 272, second driven reduction gear 273; A longitudinally mounted internal combustion engine 300, a drive axle 400, a hypoid driving gear 410, a hypoid driven gear 420, a differential assembly 430, and half shafts 440; The following specific embodiments will further illustrate the present invention in conjunction with the above-mentioned drawings. DETAILED DESCRIPTION

[0018] To facilitate understanding of the present invention, the present invention will be described more fully below with reference to the accompanying drawings. The drawings illustrate several embodiments of the present invention. However, the present invention may be implemented in many different forms and is not limited to the embodiments described herein. Rather, these embodiments are provided to provide a more thorough and comprehensive understanding of the present invention.

[0019] It should be noted that when an element is referred to as being "attached to" another element, it may be directly attached to the other element or there may be an intermediate element. When an element is referred to as being "connected to" another element, it may be directly connected to the other element or there may be an intermediate element. The terms "vertical," "horizontal," "left," "right," and similar expressions used herein are for illustrative purposes only.

[0020] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one skilled in the art to which this invention pertains. The terms used in this specification of the present invention are for the purpose of describing specific embodiments only and are not intended to limit the present invention. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0021] See also Figures 1 to 10 , a longitudinal front-wheel drive hybrid system provided by the present invention includes a transmission 100, an electric drive system 200, a longitudinal internal combustion engine 300, and a drive axle 400. Specifically: The transmission 100 includes a first input shaft 110, an intermediate shaft 120, a first output shaft 130, and a first clutch device 140. The left end of the intermediate shaft 120 is power-coupled to the right end of the first input shaft 110 through the first clutch device 140, and the right end of the intermediate shaft 120 is transmission-connected to the right end of the first output shaft 130.

[0022] The electric drive system 200 includes a first motor 210, a second motor 220, a second input shaft 230, a second output shaft 240, a shift gear set 250, and a second clutch device 260. The first motor 210 is connected to the first input shaft 110 through a first reduction gear set 270, the second motor 220 is connected to the left end of the second input shaft 230, and the right end of the second output shaft 240 is connected to the right end of the first output shaft 130. The second clutch device 260 is arranged between the second input shaft 230 and the second output shaft 240, so that the second input shaft 230 and the second output shaft 240 are connected through the shift gear set 250 to achieve a variable speed ratio transmission connection.

[0023] The rotating shaft of the internal combustion engine 300 is in driving connection with the left end of the input shaft. The input end of the drive axle 400 is in driving connection with the left end of the first output shaft 130. The output end of the drive axle 400 is connected to the wheels. It should be noted that the aforementioned longitudinal arrangement means that the rotation center of the rotating shaft of the internal combustion engine 300 is parallel to the longitudinal direction of the vehicle chassis.

[0024] To shorten the power transmission path of the drive system, the first input shaft 110, the intermediate shaft 120, the second output shaft 240, and the second input shaft 230 are arranged longitudinally and parallel to each other along an axis perpendicular to the rotation axis of the internal combustion engine 300. The first motor 210 and the second motor 220 are located on either side of the first input shaft 110, and the first output shaft 130 is arranged transversely between the intermediate shaft 120 and the second output shaft 240. It should be noted that the first output shaft 130 can be arranged transversely between the intermediate shaft 120 and the second output shaft 240 at a certain angle, or it can be arranged parallel to the intermediate shaft 120 and the second output shaft 240.

[0025] In some optional embodiments, such as Figure 1 As shown, the first clutch device 140 includes a clutch 141, and a first driving reduction gear 142 and a first driven reduction gear 143 that mesh with each other. The first driving reduction gear 142 is loosely mounted on the first input shaft 110, and the first driven reduction gear 143 is sleeved on the intermediate shaft 120. When the power of the internal combustion engine 300 needs to be transmitted to the intermediate shaft 120 via the first input shaft 110, the clutch 141 connects the first driving reduction gear 142 and the first input shaft 110. When the power of the internal combustion engine 300 does not need to be transmitted to the intermediate shaft 120 via the first input shaft 110, the clutch 141 disconnects the first driving reduction gear 142 and the first input shaft 110. Optionally, the clutch 141 may be a synchronizer or other type of clutch, such as an electromagnetic clutch.

[0026] The shift gear set 250 can be a planetary gear set or a conventional reduction gear set. In some optional embodiments, the shift gear set 250 utilizes a conventional reduction gear set. Specifically, the shift gear set 250 includes a first driving gear 251 and a first driven gear 252 that mesh with each other, and a second driving gear 253 and a second driven gear 254 that mesh with each other. The first driving gear 251 and the second driving gear 253 are both sleeved onto the second input shaft 230, so that they can rotate synchronously with the second input shaft 230. The first driven gear 252 and the second driven gear 254 are both loosely sleeved onto the second output shaft 240. When the first driving gear 251 drives the first driven gear 252 to rotate, the second output shaft 240 does not rotate with it. Similarly, when the second driving gear 253 drives the second driven gear 254 to rotate, the second output shaft 240 does not rotate with it. To make the second output shaft 240 rotate along with the first driven gear 252 or the second driven gear 254, the second clutch device 260 only needs to be connected to the first driven gear 252, or the second clutch device 260 only needs to be connected to the second output shaft 240 and the second driven gear 254. Conversely, when it is not necessary for the second output shaft 240 to rotate along with the first driven gear 252 or the second driven gear 254, the second clutch device 260 only needs to be disconnected from the first driven gear 252, or the second clutch device 260 only needs to be disconnected from the second output shaft 240 and the second driven gear 254.

[0027] In some optional embodiments, such as Figure 1 As shown, the second clutch device 260 includes a synchronizer, which is sleeved on the second output shaft 240 and located between the first driven gear 252 and the second driven gear 254. Preferably, the synchronizer is a dog tooth coupling mechanism. When the dog tooth coupling mechanism is used for shifting, compared to vehicles that use synchronizers of other structures for shifting, the shifting process does not require synchronization or pre-synchronization, thereby reducing system costs.

[0028] In some optional embodiments, such as Figure 1 As shown, the first reduction gear set 270 includes a second driving reduction gear 271, an idler gear 272, and a second driven reduction gear 273. The second driving reduction gear 271 is sleeved on the rotating shaft of the first motor 210, and the second driven reduction gear 273 is sleeved on the first input shaft 110. The idler gear 272 is fixedly mounted on the idler gear 272 shaft (not shown in the drawings), that is, the idler gear 272 and the idler gear 272 shaft can rotate together, and the two ends of the idler gear 272 are respectively meshed with the second driving reduction gear 271 and the second driven reduction gear 273.

[0029] In some optional embodiments, in order to further shorten the power transmission route, such as Figure 1 As shown, the rotating shaft of the second motor 220 is coaxially connected to the second input shaft 230 .

[0030] In some optional embodiments, in order to further shorten the power transmission route and reduce the space occupied by the power components, the first input shaft 110, the intermediate shaft 120, the first output shaft 130, the second output shaft 240 and the second input shaft 230 are arranged longitudinally and parallel in sequence along the axis perpendicular to the rotation axis of the internal combustion engine 300.

[0031] In some optional embodiments, such as Figure 1 As shown, the drive axle 400 includes a hypoid driving gear 410 sleeved on the first output shaft 130, a hypoid driven gear 420 meshing with the hypoid driving gear 410, a differential assembly 430 connected to the hypoid driven gear 420, and a half-shaft 440 connected to the differential assembly 430. The half-shaft 440 is used to connect to the wheels.

[0032] In some optional embodiments, such as Figure 1 As shown, the first output shaft 130 is provided with a third driven reduction gear 131, the intermediate shaft 120 is provided with a third driving reduction gear 121, and the second output shaft 240 is provided with a fourth driving reduction gear 241. The two ends of the third driven reduction gear 131 are respectively engaged with the third driving reduction gear 121 and the fourth driving reduction gear 241.

[0033] In some optional embodiments, such as Figure 1 As shown, the longitudinal front-wheel drive hybrid system also includes a battery pack and an inverter electrically connected to the battery pack. The inverter is used for AC / DC conversion and is also electrically connected to the first motor 210 and the second motor 220. Specifically, the electrodes on the battery pack can be connected to the electrodes of the inverter via high-voltage connectors, and the electrodes of the inverter can be connected to the electrodes of the first motor 210 and the second motor 220 via high-voltage connectors.

[0034] In this embodiment, since the drive system contains two power sources, including the energy of the internal combustion engine 300 and the energy of the battery pack, after the battery pack is exhausted, the drive system can continue to drive the entire vehicle as a traditional power system, thus solving the problem of cruising range.

[0035] On the other hand, the present invention further provides a vehicle comprising wheels and the aforementioned longitudinal front-wheel drive hybrid system drivingly connected to the wheels.

[0036] The specific working principles of the nine working conditions of the longitudinal front-wheel drive hybrid system in this application will be introduced in detail below.

[0037] Working condition 1: The first motor starts the internal combustion engine like Figure 2 As shown, the first motor 210 is in a driving state. The first clutch device 140 disconnects the first driving reduction gear 142 from the first input shaft 110. The second clutch device 260 disconnects the second output shaft 240 from the first driven gear 252. The second clutch device 260 disconnects the second output shaft 240 from the second driven gear 254. The electric power transmission path is: battery pack → high-voltage connector → inverter → high-voltage connector → first motor 210. The first motor 210 converts the received electrical energy into mechanical power, which is then transmitted along the following path: first motor 210 → second driving reduction gear 271 → idler gear 272 → second driven reduction gear 273 → first input shaft 110 → internal combustion engine 300, thereby starting the internal combustion engine 300. In this operating condition, since the first motor 210 and the internal combustion engine 300 are always in a driving connection, the internal combustion engine 300 can be started at any time by controlling the first motor 210.

[0038] Working condition 2: The first motor generates electricity like Figure 3 As shown, the first motor 210 is in a power generation state, the first clutch device 140 disconnects the connection between the first active reduction gear 142 and the first input shaft 110, the second clutch device 260 disconnects the connection between the second output shaft 240 and the first driven gear 252, and the second clutch device 260 disconnects the connection between the second output shaft 240 and the second driven gear 254. The mechanical power transmission path is: internal combustion engine 300 → first input shaft 110 → second driven reduction gear 273 → idler gear 272 → second active reduction gear 271 → first motor 210. The first motor 210 converts the received mechanical power into electrical energy, and then the electrical energy is transmitted according to the following path: first motor 210 → high-voltage connector → inverter → high-voltage connector → battery pack, thereby realizing the function of charging the battery pack.

[0039] Working condition three: internal combustion engine driven like Figure 4As shown, the first clutch device 140 connects the first driving reduction gear 142 and the first input shaft 110, the second clutch device 260 disconnects the second output shaft 240 and the first driven gear 252, and the second clutch device 260 disconnects the second output shaft 240 and the second driven gear 254. The mechanical power transmission path is: internal combustion engine 300 → first input shaft 110 → first clutch device 140 → first driving reduction gear 142 → first driven reduction gear 143 → intermediate shaft 120 → third driving reduction gear 121 → third driven reduction gear 131 → first output shaft 130 → hypoid driving gear 410 → hypoid driven gear 420 → differential assembly 430 → half shaft 440 → wheel.

[0040] Operating condition 4: Internal combustion engine driven, first motor generates electricity like Figure 5 As shown, the first motor 210 is in a power generation state, the first clutch device 140 connects the first driving reduction gear 142 and the first input shaft 110, the second clutch device 260 disconnects the second output shaft 240 from the first driven gear 252, and the second clutch device 260 disconnects the second output shaft 240 from the second driven gear 254. The mechanical power transmission path of the internal combustion engine 300 is: internal combustion engine 300 → first input shaft 110 → first clutch device 140 → first driving reduction gear 142 → first driven reduction gear 143 → intermediate shaft 120 → third driving reduction gear 121 → third driven reduction gear 131→first output shaft 130→hypoid driving gear 410→hypoid driven gear 420→differential assembly 430→axle shaft 440→wheel. At the same time, the internal combustion engine 300 also has a mechanical power transmission path: internal combustion engine 300→first input shaft 110→second driven reduction gear 273→idler gear 272→second driving reduction gear 271→first motor 210. The first motor 210 converts the received mechanical power into electrical energy, and then the electrical energy is transmitted according to the following electric power transmission path: first motor 210→high-voltage connector→inverter→high-voltage connector→battery pack, thereby realizing the function of charging the battery pack.

[0041] Working condition 5: Second motor 1st gear drive like Figure 6As shown, the first clutch device 140 disconnects the connection between the first driving reduction gear 142 and the first input shaft 110. The electric power transmission path is: battery pack → high-voltage connector → inverter → high-voltage connector → second motor 220. The second motor 220 converts the received electric energy into mechanical power, and then the mechanical power is transmitted according to the following path: second motor 220 → second input shaft 230 → first driving gear 251 → first driven gear 252 → second clutch device 260 → second output shaft 240 → fourth driving reduction gear 241 → third driven reduction gear 131 → first output shaft 130 → hypoid driving gear 410 → hypoid driven gear 420 → differential assembly 430 → half shaft 440 → wheel.

[0042] Working condition 6: Second motor 2nd gear drive like Figure 7 As shown, the first clutch device 140 disconnects the connection between the first driving reduction gear 142 and the first input shaft 110. The electric power transmission path is: battery pack → high-voltage connector → inverter → high-voltage connector → second motor 220. The second motor 220 converts the received electric energy into mechanical power, and then the mechanical power is transmitted according to the following path: second motor 220 → second input shaft 230 → second driving gear 253 → second driven gear 254 → second clutch device 260 → second output shaft 240 → fourth driving reduction gear 241 → third driven reduction gear 131 → first output shaft 130 → hypoid driving gear 410 → hypoid driven gear 420 → differential assembly 430 → half shaft 440 → wheel.

[0043] Working condition seven: internal combustion engine driven, second motor driven in first gear like Figure 8As shown, the first clutch device 140 connects the first driving reduction gear 142 and the first input shaft 110, the first motor 210 is in the power generation state, and the mechanical power transmission path of the internal combustion engine 300 is: internal combustion engine 300 → first input shaft 110 → first clutch device 140 → first driving reduction gear 142 → first driven reduction gear 143 → intermediate shaft 120 → third driving reduction gear 121 → third driven reduction gear 131 → first output shaft 130 → hypoid driving gear 410 → hypoid driven gear 420 → differential assembly 430 → half shaft 440 → wheel, electric power Transmission path: battery pack → high-voltage connector → inverter → high-voltage connector → second motor 220. The second motor 220 converts the received electrical energy into mechanical power, and then the mechanical power is transmitted according to the following path: second motor 220 → second input shaft 230 → first driving gear 251 → first driven gear 252 → second clutch device 260 → second output shaft 240 → fourth driving reduction gear 241 → third driven reduction gear 131 → first output shaft 130 → quasi-hypoid driving gear 410 → quasi-hypoid driven gear 420 → differential assembly 430 → half-shaft 440 → wheel.

[0044] Working condition 8: Internal combustion engine driven, second motor driven in 2nd gear like Figure 9 As shown, the first clutch device 140 connects the first driving reduction gear 142 and the first input shaft 110, the first motor 210 is in the power generation state, and the mechanical power transmission path of the internal combustion engine 300 is: internal combustion engine 300 → first input shaft 110 → first clutch device 140 → first driving reduction gear 142 → first driven reduction gear 143 → intermediate shaft 120 → third driving reduction gear 121 → third driven reduction gear 131 → first output shaft 130 → hypoid driving gear 410 → hypoid driven gear 420 → differential assembly 430 → half shaft 440 → wheel, electric power Transmission path: battery pack → high-voltage connector → inverter → high-voltage connector → second motor 220. The second motor 220 converts the received electrical energy into mechanical power, and then the mechanical power is transmitted according to the following path: second motor 220 → second input shaft 230 → second driving gear 253 → second driven gear 254 → second clutch device 260 → second output shaft 240 → fourth driving reduction gear 241 → third driven reduction gear 131 → first output shaft 130 → quasi-hypoid driving gear 410 → quasi-hypoid driven gear 420 → differential assembly 430 → half-shaft 440 → wheel.

[0045] Working condition nine: Braking energy recovery like Figure 10As shown, the second motor 220 is in a power generation state, and the first clutch device 140 disconnects the first driving reduction gear 142 from the first input shaft 110. The mechanical power transmission path is: wheel → half shaft 440 → differential assembly 430 → hypoid driven gear 420 → hypoid driving gear 410 → first output shaft 130 → third driven reduction gear 131 → fourth driving reduction gear 241 → second output shaft 240 → second clutch device 260 → second driven gear 254 → second driving gear 253 → second input shaft 230 → second motor 220. The second motor 220 converts the received mechanical power into electrical energy, which is then transmitted along the following path: second motor 220 → high-voltage connector → inverter → high-voltage connector → battery pack, thereby realizing the function of charging the battery pack.

[0046] At the same time, in order to better illustrate the working principle of the present invention under various main working conditions, Table 1 lists the working states of the internal combustion engine 300, the first motor 210, the second motor 220, the first clutch device 140, and the second clutch device 260 under different working conditions, as shown in Table 1: Table 1

[0047] Throughout this specification, reference to terms such as "one embodiment," "some embodiments," "examples," "specific examples," or "some examples" means that a specific feature, structure, material, or characteristic described in conjunction with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

[0048] The above-described embodiments merely illustrate several implementations of the present invention, and while their descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the present invention. It should be noted that a person skilled in the art would be able to make numerous variations and improvements without departing from the spirit of the present invention, all of which fall within the scope of protection of the present invention. Therefore, the scope of protection of the present invention shall be determined by the appended claims.

Claims

1. A longitudinal front-wheel drive hybrid system, characterized in that: The longitudinal front-wheel drive hybrid system includes: A transmission, comprising a first input shaft, an intermediate shaft, a first output shaft, and a first clutch device, wherein the intermediate shaft is power-coupled to the first input shaft via the first clutch device, and the intermediate shaft is drivingly connected to the first output shaft; An electric drive system includes a first motor, a second motor, a second input shaft, a second output shaft, a shift gear set, and a second clutch device, wherein the first motor is connected to the first input shaft via a first reduction gear set, the second motor is connected to the second input shaft, and the second output shaft is connected to the first output shaft, and the second clutch device is provided between the second input shaft and the second output shaft so that the second input shaft and the second output shaft are connected to each other through the shift gear set in a variable speed ratio transmission manner; A longitudinally mounted internal combustion engine, wherein the rotating shaft of the internal combustion engine is drivingly connected to the input shaft; a drive axle, wherein the input end of the drive axle is drivingly connected to the first output shaft, and the output end of the drive axle is used to connect to the wheels; Among them, the first input shaft, the intermediate shaft, the second output shaft and the second input shaft are arranged longitudinally and parallel in sequence along the axial direction perpendicular to the rotating shaft of the internal combustion engine, and the first motor and the second motor are respectively arranged on both sides of the first input shaft, and the first output shaft is transversely arranged between the intermediate shaft and the second output shaft.

2. The longitudinal front-wheel drive hybrid system according to claim 1, characterized in that: The first clutch device includes a clutch, and a first active reduction gear and a first driven reduction gear that are meshed with each other. The first active reduction gear is loosely sleeved on the first input shaft, and the first driven reduction gear is sleeved on the intermediate shaft. The clutch is used to separate and connect the first active reduction gear and the first input shaft.

3. The longitudinal front-wheel drive hybrid system according to claim 1, characterized in that: The shift gear set includes a first driving gear and a first driven gear that are meshed with each other, and a second driving gear and a second driven gear that are meshed with each other. The first driving gear and the second driving gear are both sleeved on the second input shaft, and the first driven gear and the second driven gear are both loosely sleeved on the second output shaft. The second clutch device is used to separate and connect the second output shaft and the first driven gear, or separate and connect the second output shaft and the second driven gear.

4. The longitudinal front-wheel drive hybrid drive system according to claim 3, characterized in that: The second clutch device includes a synchronizer, which is sleeved on the second output shaft and located between the first driven gear and the second driven gear.

5. The longitudinal front-wheel drive hybrid system according to claim 1, characterized in that: The first reduction gear set includes a second active reduction gear, an idler gear, and a second driven reduction gear. The second active reduction gear is sleeved on the rotating shaft of the first motor, and the second driven reduction gear is sleeved on the first input shaft. The two ends of the idler gear are respectively meshed with the second active reduction gear and the second driven reduction gear.

6. The longitudinal front-wheel drive hybrid system according to claim 1, characterized in that: The rotating shaft of the second motor is coaxially connected to the second input shaft.

7. The longitudinal front-wheel drive hybrid system according to claim 1, characterized in that: The first input shaft, the intermediate shaft, the first output shaft, the second output shaft, and the second input shaft are sequentially arranged longitudinally and in parallel along an axial direction perpendicular to a rotation axis of the internal combustion engine.

8. The longitudinal front-wheel drive hybrid system according to claim 1, characterized in that: The drive axle includes a hypoid driving gear sleeved on the first output shaft, a hypoid driven gear meshing with the hypoid driving gear, a differential assembly connected to the hypoid driven gear, and a half-shaft connected to the differential assembly, wherein the half-shaft is used to be connected to the wheels.

9. The longitudinal front-wheel drive hybrid system according to claim 1, characterized in that: The first output shaft is provided with a third driven reduction gear, the intermediate shaft is provided with a third active reduction gear, the second output shaft is provided with a fourth active reduction gear, and both ends of the third driven reduction gear are respectively engaged with the third active reduction gear and the fourth active reduction gear.

10. A vehicle, characterized in that: A longitudinal front-wheel drive hybrid system comprising wheels and a transmission connection with the wheels as claimed in any one of claims 1 to 9.

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