Longitudinal hybrid system and its vehicle

Abstract

This invention provides a longitudinally mounted hybrid system and a vehicle having the same, relating to the field of automotive powertrain technology. The longitudinally mounted hybrid system includes an engine, a hybrid system, an electric drive axle, a power battery, and a fuel tank. The engine and hybrid system are positioned at the front of the vehicle. The hybrid system includes a generator system, a first drive motor, a second drive motor, and a first axle. The power battery is located behind the generator system, and the fuel tank is also located behind the power battery. The engine is connected to the generator system via the first axle, and the output shaft of the generator system and the engine are arranged along the vehicle's direction of travel. The first drive motor is connected to the left front wheel of the vehicle via a first transmission mechanism, and the second drive motor is connected to the right front wheel of the vehicle via a second transmission mechanism. A mounting space is formed between the left and right front wheels for installing a portion of the engine and a portion of the hybrid system. This invention solves the problem of the large space requirement of existing longitudinally mounted hybrid systems.

Description

Technical Field

[0001] This invention relates to the field of automotive powertrain technology, and more specifically, to a longitudinally mounted hybrid system and a vehicle having the same. Background Technology

[0002] In accordance with national energy conservation and emission reduction requirements, emission standards for automobiles are becoming increasingly stringent. Simultaneously, with market demand for hybrid vehicles with long driving ranges, hybrid models boasting low energy consumption and extended driving range have become a key development focus for automakers. Transverse hybrid systems are currently the mainstream product, but they suffer from drawbacks such as occupying significant lateral space, making it difficult to install advanced suspension systems; they may also require increasing the front track to meet the requirements of advanced suspension installations, leading to increased vehicle width and weight; furthermore, transverse hybrid systems increase the front overhang, negatively impacting overall vehicle styling and off-road capability. In contrast, longitudinal platforms offer significant advantages in terms of lateral space, front overhang space, and center of gravity distribution, making them more competitive in engine compartment layout and user perception in high-end models. However, current longitudinal hybrid systems are mostly used in off-road vehicles, which have a large longitudinal length, and the presence of a drive axle results in significant shortcomings in engine compartment layout, structural dimensions, and weight.

[0003] No effective solution has yet been proposed to address the above issues. Summary of the Invention

[0004] The main objective of this invention is to provide a longitudinally mounted hybrid system and a vehicle having the same, in order to solve the problem that longitudinally mounted hybrid systems occupy a large amount of space in the prior art.

[0005] To achieve the above objectives, according to one aspect of the present invention, a longitudinally mounted hybrid system is provided, comprising an engine, a hybrid system, an electric drive axle, a power battery, and a fuel tank. The engine and the hybrid system are arranged at the front of the vehicle. The hybrid system includes a power generation system, a first drive motor, a second drive motor, and a first axle. The power battery is located behind the power generation system, the fuel tank is located behind the power battery, and the electric drive axle is located behind the fuel tank. The engine is connected to the power generation system via the first axle, and the output shaft of the power generation system and the output shaft of the engine are arranged along the vehicle's direction of travel. The first drive motor is connected to the left front wheel of the vehicle via a first transmission mechanism, and the second drive motor is connected to the right front wheel of the vehicle via a second transmission mechanism. The first drive motor and the second drive motor are located on opposite sides of the first axle, and the axes of the first drive motor and the second drive motor are perpendicular to the first axle. An installation space for mounting at least a portion of the engine and a portion of the hybrid system is formed between the left front wheel and the right front wheel.

[0006] Furthermore, the output end of the first drive motor is provided with a second shaft, and the first transmission mechanism includes: a first gear connected to the second shaft; a third shaft arranged parallel to the second shaft and located between the second shaft and the left front wheel; a second gear connected to the first end of the third shaft; a third gear connected to the second end of the third shaft and meshing with the first gear; and a fourth shaft connected to the left front wheel, on which a fourth gear is provided and meshes with the second gear.

[0007] Furthermore, the output end of the second drive motor is provided with a fifth shaft, and the second transmission mechanism includes: a fifth gear, which is connected to the fifth shaft; a sixth shaft, which is arranged parallel to the fifth shaft and is located between the fifth shaft and the right front wheel; a sixth gear, which is connected to the first end of the sixth shaft; a seventh gear, which is connected to the second end of the sixth shaft and meshes with the fifth gear; and a seventh shaft, which is connected to the right front wheel, and an eighth gear is provided on the seventh shaft, which meshes with the sixth gear.

[0008] Furthermore, the axis of the third axis is set collinearly with the extension of the axis of the sixth axis.

[0009] Furthermore, the end of the seventh axis is positioned at a distance from the end of the fourth axis, and the area between the end of the seventh axis and the end of the fourth axis forms an installation space.

[0010] Furthermore, the power generation system includes: a generator, which is positioned above the first drive motor and the second drive motor, the output shaft of the generator is perpendicular to the axis of the second shaft, and a drive gear is provided on the output shaft of the generator, while a driven gear that cooperates with the drive gear is provided on the first shaft.

[0011] Furthermore, the hybrid system includes: an inverter located at the end of the generator, the inverter being used to convert the DC power from the power battery into AC power to power the first drive motor and the second drive motor, and the inverter being used to convert the AC power generated by the generator into DC power to charge the power battery.

[0012] Furthermore, the inverter includes an integrated filter bus capacitor, a first drive motor module, a second drive motor module, a generator module, and a drive control board. The first drive motor module, the second drive motor module, and the generator module are electrically connected to the integrated filter bus capacitor via laser welding. The drive control board is used to simultaneously control the first drive motor module, the second drive motor module, and the generator module. The first drive motor module is electrically connected to the first drive motor, the second drive motor module is electrically connected to the second drive motor, and the generator module is electrically connected to the generator.

[0013] Furthermore, the longitudinal hybrid system features pure electric four-wheel drive mode, pure electric rear-wheel drive mode, pure electric front-wheel drive mode, hybrid four-wheel drive mode, hybrid rear-wheel drive mode, and hybrid front-wheel drive mode.

[0014] According to another aspect of the present invention, a vehicle is provided, including a longitudinally mounted hybrid system, wherein the longitudinally mounted hybrid system is the longitudinally mounted hybrid system described above.

[0015] By applying the technical solution of this invention, the first and second drive motors are arranged perpendicular to the engine output shaft, enabling direct drive of the front wheels without requiring a 90° reversal of power flow via the drive axle. This arrangement simplifies the mechanical structure, improves transmission efficiency, reduces system weight and manufacturing costs, and directly addresses the problem of existing transverse hybrid systems occupying large lateral space and making it difficult to install advanced suspensions. Furthermore, by symmetrically arranging the first and second drive motors on both sides of the first axle and parallel to the wheel axle, the wheel-end differential and the drive shaft connecting the left and right wheels are eliminated. This allows for a significant forward shift of the wheel center position along the vehicle's direction, effectively shortening the front overhang length, optimizing collision safety performance, and solving the problem of large space occupation in existing longitudinal hybrid systems. Attached Figure Description

[0016] The accompanying drawings, which form part of this application, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

[0017] Figure 1 A schematic diagram of an embodiment of the hybrid system according to the present invention is shown;

[0018] Figure 2 A schematic diagram of an embodiment of the longitudinally mounted hybrid system according to the present invention is shown;

[0019] Figure 3 A spatial layout schematic diagram of an embodiment of a hybrid system according to the present invention is shown;

[0020] Figure 4 A schematic diagram of an embodiment of the hybrid system according to the present invention is shown;

[0021] Figure 5 A schematic diagram of the cabin layout according to an embodiment of the hybrid system of the present invention is shown;

[0022] Figure 6 A schematic diagram of a module according to an embodiment of an inverter based on the present invention is shown;

[0023] Figure 7 A schematic diagram of an embodiment of an inverter according to the present invention is shown.

[0024] The above figures include the following reference numerals:

[0025] 100. Engine;

[0026] 200. Hybrid system;

[0027] 210. Generator;

[0028] 2100, Inverter;

[0029] 2101. Integrated filter bus capacitor;

[0030] 2102. First drive motor module;

[0031] 2103. Second drive motor module;

[0032] 2104. Generator module;

[0033] 2105. Drive control board;

[0034] 211. First Axis;

[0035] 212. Drive gear;

[0036] 220. First drive motor;

[0037] 230. Second drive motor;

[0038] 240. Second axis;

[0039] 241. The first gear;

[0040] 250, Third Axis;

[0041] 251. The second gear;

[0042] 252. The third gear;

[0043] 260. Fourth axis;

[0044] 261. The fourth gear;

[0045] 270. Fifth axis;

[0046] 271. The fifth gear;

[0047] 280, Sixth Axis;

[0048] 281. The sixth gear;

[0049] 282. The Seventh Gear;

[0050] 290. Seventh Axis;

[0051] 291. The Eighth Gear;

[0052] 300. Electric drive bridge;

[0053] 400. Power battery;

[0054] 500, fuel tank. Detailed Implementation

[0055] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0056] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0057] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such terms can be used interchangeably where appropriate so that the embodiments of this application described herein can be implemented, for example, in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0058] Exemplary embodiments according to this application will now be described in more detail with reference to the accompanying drawings. However, these exemplary embodiments may be implemented in many different forms and should not be construed as being limited to the embodiments set forth herein. It should be understood that these embodiments are provided so that the disclosure of this application is thorough and complete, and that the concept of these exemplary embodiments is fully conveyed to those skilled in the art. In the drawings, for clarity, the thickness of layers and regions may be exaggerated, and the same reference numerals are used to denote the same devices, and therefore their description will be omitted.

[0059] Combination Figures 1 to 7 As shown, according to a specific embodiment of this application, a longitudinally mounted hybrid system is provided.

[0060] like Figure 1 , Figure 2As shown, the longitudinally mounted hybrid system includes an engine 100, a hybrid system 200, an electric drive axle 300, a power battery 400, and a fuel tank 500. The engine 100 and the hybrid system 200 are arranged at the front of the vehicle. The hybrid system 200 includes a generator system, a first drive motor 220, a second drive motor 230, and a first axle 211. The power battery 400 is located behind the generator system, the fuel tank 500 is located behind the power battery 400, and the electric drive axle 300 is located behind the fuel tank 500. The engine 100 is connected to the generator system via the first axle 211, and the generator system... The output shaft of the vehicle is arranged along the direction of travel of the vehicle with the output shaft of the engine 100. The first drive motor 220 is connected to the left front wheel of the vehicle through the first transmission mechanism, and the second drive motor 230 is connected to the right front wheel of the vehicle through the second transmission mechanism. The first drive motor 220 and the second drive motor 230 are located on both sides of the first shaft 211, and the axes of the first drive motor 220 and the second drive motor 230 are perpendicular to the first shaft 211. An installation space for installing at least part of the engine 100 and part of the hybrid system 200 is formed between the left front wheel and the right front wheel.

[0061] The engine 100 is mechanically connected to the power generation system via the first shaft 211. The output shaft of the power generation system is arranged along the vehicle's direction of travel and is in the same direction as the engine's output shaft. This means that the power generation system can directly utilize the power generated by the engine to generate electricity without the need for an additional commutation device, thus improving the efficiency of energy conversion.

[0062] The axes of the first drive motor 220 and the second drive motor 230 are parallel to the wheel axis, so that the length of the drive motor does not increase the longitudinal space occupied by the vehicle, thus making it possible to arrange a larger capacity power battery. At the same time, it also reduces the front overhang length and optimizes the vehicle's styling and collision safety.

[0063] It should be further explained that, in this embodiment, the generator at the vehicle position is arranged above the first drive motor and the second drive motor, or the generator is arranged below the first drive motor and the second drive motor, or the generator is arranged behind the first and second drive motors.

[0064] In another embodiment, the generator is directly connected to the first drive motor and the second drive motor, eliminating the need for the first shaft 211.

[0065] Optionally, the first drive motor 220 and the second drive motor 230 may be permanent magnet synchronous motors or induction asynchronous motors.

[0066] By applying the technical solution of this invention, and arranging the axes of the first drive motor 220 and the second drive motor 230 perpendicular to the engine output shaft, direct drive of the front wheels is achieved without requiring a 90° reversal of power flow via the drive axle. This arrangement simplifies the mechanical structure, improves transmission efficiency, reduces system weight and manufacturing costs, and directly addresses the problem of existing transverse hybrid systems occupying a large amount of lateral space in the vehicle, making it difficult to install advanced suspensions. Simultaneously, by symmetrically arranging the first drive motor 220 and the second drive motor 230 on both sides of the first axle 211 and parallel to the wheel axle, the wheel-end differential and the drive shaft connecting the left and right wheels are eliminated. This allows for a significant forward shift of the wheel center position along the vehicle's direction, effectively shortening the overall front overhang length, optimizing collision safety performance, and solving the problem of excessive space occupation in existing longitudinal hybrid systems.

[0067] Specifically, the first drive motor 220 and the second drive motor 230 are located below the power generation system. Positioning the first drive motor 220 and the second drive motor 230 in front of the power generation system eliminates the need for a traditional drive axle and a 90° power reversal. This layout simplifies the power transmission path, reduces power loss, and improves the overall transmission efficiency of the system, thereby reducing fuel consumption and manufacturing costs.

[0068] Specifically, such as Figure 3 As shown, the output end of the first drive motor 220 is provided with a second shaft 240. The first transmission mechanism includes: a first gear 241, which is connected to the second shaft 240; a third shaft 250, which is arranged parallel to the second shaft 240 and is located between the second shaft 240 and the left front wheel; a second gear 251, which is connected to the first end of the third shaft 250; a third gear 252, which is connected to the second end of the third shaft 250 and meshes with the first gear 241; and a fourth shaft 260, which is connected to the left front wheel and is provided with a fourth gear 261, which meshes with the second gear 251.

[0069] The output end of the first drive motor 220 is directly connected to the second shaft 240. The second shaft 240, as the first stage of power transmission, is arranged coaxially with the first drive motor 220, ensuring the directness and efficiency of the motor's output power.

[0070] Power is output from the first drive motor 220 to the second shaft 240, and then transmitted to the third shaft 250, which is arranged parallel to it, through the meshing of the first gear 241 and the third gear 252. The third shaft 250 is located between the second shaft 240 and the left front wheel. Through the meshing of the second gear 251 and the fourth gear 261, the power is finally transmitted to the left front wheel connected to the fourth shaft 260, thus achieving precise power distribution and efficient transmission.

[0071] The meshing of the first gear 241 with the third gear 252 and the meshing of the second gear 251 with the fourth gear 261 replaces the drive axle structure in traditional hybrid systems. Gear transmission not only simplifies the transmission system and reduces weight and cost, but also improves transmission efficiency and reduces power loss, playing a key role in optimizing the performance of hybrid systems.

[0072] The parallel arrangement of the second axle 240 and the third axle 250, and their direct connection to the wheels, avoids the vertical power reversal of the traditional drive axle, making the entire drive system more compact, reducing the occupation of longitudinal space at the front of the vehicle, and providing the possibility of arranging a larger capacity power battery and optimizing the front overhang length.

[0073] In this embodiment, as Figure 1 As shown, the symmetrical arrangement of the first drive motor 220 and the second drive motor 230 also results in a symmetrical transmission path design. This symmetrical design not only balances the vehicle's center of gravity distribution but also provides conditions for the sharing of parts, reducing manufacturing costs. Simultaneously, it ensures that the drive shafts of the left and right wheels are of equal length, improving vehicle handling performance.

[0074] Specifically, the output end of the second drive motor 230 is provided with a fifth shaft 270, and the second transmission mechanism includes: a fifth gear 271, which is connected to the fifth shaft 270; a sixth shaft 280, which is arranged parallel to the fifth shaft 270 and is located between the fifth shaft 270 and the right front wheel; a sixth gear 281, which is connected to the first end of the sixth shaft 280; a seventh gear 282, which is connected to the second end of the sixth shaft 280 and meshes with the fifth gear 271; and a seventh shaft 290, which is connected to the right front wheel, and an eighth gear 291 is provided on the seventh shaft 290, which meshes with the sixth gear 281.

[0075] In this embodiment, the output end of the second drive motor 230 is connected to the fifth shaft 270, forming the transmission path of the second drive motor. The fifth shaft 270 meshes with the seventh gear 282 on the sixth shaft 280 through the fifth gear 271, and the sixth shaft 280 is connected to the eighth gear 291 on the seventh shaft 290 through the sixth gear 281, thereby transmitting power to the right front wheel. In this arrangement, the sixth shaft 280 and the seventh shaft 290 are arranged parallel to the fifth shaft 270 and located between the fifth shaft and the right front wheel, ensuring that the direction of power transmission from the drive motor is consistent with the direction of vehicle travel. This avoids the 90° reversal of the traditional drive axle, significantly reduces the space occupied in the front engine compartment, creates conditions for arranging a large-capacity power battery, and shortens the front overhang length. By directly transmitting the power of the second drive motor 230 to the right front wheel through a series of gear conversions, the use of a traditional drive axle is avoided, reducing the complexity, weight, and cost of the system, and improving the fuel economy and handling performance of the entire vehicle.

[0076] The fifth gear 271 is connected to the fifth shaft 270, serving as the initial gear for the power output of the second drive motor. Then, the sixth shaft 280 is arranged parallel to the fifth shaft 270 and located between the fifth shaft 270 and the right front wheel. The sixth shaft 280 meshes with the fifth gear 271 and the eighth gear 291 at both ends through the sixth gear 281 and the seventh gear 282, respectively, completing the indirect and efficient transmission of power from the second drive motor to the right front wheel.

[0077] By employing an independent drive motor and a symmetrical gear transmission link, the second transmission mechanism eliminates the need for a traditional wheel-end differential. This design simplifies the transmission system, reduces the overall vehicle weight, lowers manufacturing costs, and improves power transmission efficiency while reducing energy loss.

[0078] By directly connecting the second drive motor to the right front wheel and working in coordination with the electric drive axle, the hybrid system designed in this invention can flexibly switch to different drive modes.

[0079] Specifically, the axis of the third axle 250 is collinear with the extended line of the axis of the sixth axle 280. The collinearity of the extended lines of the third axle 250 and the sixth axle 280 demonstrates the symmetry in the structural design of the hybrid system of this invention. This symmetry is not only aesthetically pleasing, but more importantly, it ensures balanced power transmission to the left and right wheels, avoiding uneven load distribution, which is crucial for improving the smoothness and stability of the vehicle's ride.

[0080] The third axle 250 and the sixth axle 280 are arranged in a collinear configuration. This design makes full use of the vehicle's lateral space, making the transmission mechanism more compact and reducing the need for longitudinal space at the front of the vehicle. This allows for a larger capacity power battery and an optimized front overhang, thereby improving the hybrid vehicle's range and handling performance.

[0081] Specifically, the end of the seventh axle 290 is positioned at a distance from the end of the fourth axle 260, and the area between the ends of the seventh axle 290 and the fourth axle 260 forms an installation space. This design allows for flexible placement of auxiliary systems or reinforcements between the front-wheel drive and rear-wheel drive components, not only optimizing the space utilization of the vehicle's front engine compartment but also enhancing the overall system integration and layout diversity, providing more possibilities for subsequent vehicle design.

[0082] In this embodiment, the first drive motor 220 and the second drive motor 230 are responsible for driving the left and right front wheels of the vehicle, respectively, enabling torque vectoring. This configuration allows the vehicle to quickly adjust the torque, steering, and speed of each wheel according to current operating conditions (such as driving mode, road conditions, vehicle speed, etc.), thereby optimizing the vehicle's handling performance and stability. If the electric drive axle 300 also employs dual-motor torque vectoring control, then when the vehicle is stationary, by controlling the different torques and speeds of the front and rear wheels, the left and right wheels of the vehicle can rotate in opposite directions, thus enabling the vehicle to turn around on the spot without actual steering or a large travel distance. That is, when the vehicle needs to turn around on the spot, the control system can control the motors of the four wheels separately, so that the motor of the left wheel (the first drive motor 220 and the motor in the electric drive axle 300 that controls the left rear wheel) drives the left wheel to rotate in one direction, while the motor of the right wheel (the second drive motor 230 and the motor in the electric drive axle 300 that controls the right rear wheel) drives the right wheel to rotate in the opposite direction. By precisely controlling the torque and speed of each wheel, the vehicle can rotate around its central axis with almost zero forward or backward movement, achieving a U-turn on the spot. In another specific embodiment, because this solution shortens the distance between the wheel center and the front of the vehicle, this reduction in size can be used to shorten the front overhang, or it can be used to provide energy absorption space in a collision without shortening the front overhang (i.e., the additional space in front of the seventh axle 290 and the fourth axle 260 can be used as a collision energy absorption zone). Simultaneously, due to the shortened overall length of the hybrid system, the space at the rear of the hybrid system and the battery is increased, which can also be used to provide collision avoidance space, further enhancing the frontal collision safety of the hybrid vehicle. In the event of a collision, this space can absorb some of the impact force, protecting the vehicle's drive system and occupants.

[0083] Specifically, the power generation system includes: a generator 210, which is disposed above the first drive motor 220 and the second drive motor 230. The output shaft of the generator 210 is perpendicular to the axis of the second shaft 240, and a drive gear 212 is disposed on the output shaft of the generator 210. A driven gear that cooperates with the drive gear 212 is disposed on the first shaft 211.

[0084] The generator 210 is positioned above the first drive motor 220 and the second drive motor 230. This layout not only makes the overall structure of the hybrid system more balanced, but also makes full use of the longitudinal space in the front engine compartment, avoids mutual interference between the drive motor and the generator, and leaves extra space for arranging a larger capacity power battery.

[0085] In another embodiment, the generator may be located behind the first drive motor 220 and the second drive motor 230. The specific position of the generator may be adaptively adjusted according to the overall vehicle layout requirements.

[0086] The output shaft of generator 210 is perpendicular to the axis of the second shaft 240. The perpendicular power conversion path simplifies the transmission system, making the transmission of power from the engine to the generator and then from the generator to the drive motor more direct, reducing transmission links and complexity, and effectively improving the overall transmission efficiency of the hybrid system.

[0087] A drive gear 212 is mounted on the output shaft of the generator 210, and a driven gear mounted on the first shaft 211 meshes with it. This gear meshing mechanism ensures smooth and efficient power conversion, and also allows for speed ratio adjustment, increasing the generator's rotational speed and effectively reducing the generator's size, weight, and cost. The precise meshing of the drive gear 212 and the driven gear enables smooth power transmission from the engine to the generator, while ensuring the system's stability and durability at high speeds.

[0088] In another embodiment, depending on the overall vehicle layout requirements, it is possible to directly connect the generator to the engine output shaft without adding a speed-up gear.

[0089] The generator 210 is integrated with components such as the first drive motor 220, the second drive motor 230, and the inverter 2100 into a single powertrain. This integrated design makes the internal component layout of the system more reasonable, reduces unnecessary physical connections, and lowers weight and manufacturing costs.

[0090] Specifically, the hybrid system includes an inverter 2100, located at the end of the generator 210. The inverter 2100 converts the direct current (DC) power from the power battery 400 into alternating current (AC) power to power the first drive motor 220 and the second drive motor 230. The inverter 2100 also converts the AC power generated by the generator 210 back to DC power to charge the power battery 400. The inverter 2100 plays a crucial role in energy conversion, converting the DC power from the power battery 400 into AC power to power the first drive motor 220 and the second drive motor 230; simultaneously, it also converts the AC power generated by the generator 210 back to DC power to charge the power battery 400. This integrated design not only simplifies the system's electrical architecture and improves space utilization but also enhances the efficiency and reliability of energy conversion, enabling the vehicle to exhibit excellent performance in different driving modes.

[0091] The inverter 2100 is cleverly positioned at the end of the generator 210. This integrated design not only saves space but also reduces the length and complexity of the wiring harness, helping to lower system cost and weight. The close proximity of the inverter 2100 to the generator 210 means that power conversion can occur immediately after the generator output, reducing energy loss during transmission and contributing to improved system response speed and overall efficiency.

[0092] The inverter 2100 has a bidirectional power conversion function, which can convert the DC power provided by the power battery 400 into the required AC power to power the first drive motor 220 and the second drive motor 230. It can also convert the AC power generated by the generator back to DC power when the generator 210 is running to charge the power battery 400. This bidirectional power conversion mechanism greatly improves the flexibility and energy efficiency of the hybrid system, enabling intelligent energy allocation under different operating conditions.

[0093] Specifically, such as Figure 6 , Figure 7As shown, the inverter 2100 includes an integrated filter bus capacitor 2101, a first drive motor module 2102, a second drive motor module 2103, a generator module 2104, and a drive control board 2105. The first drive motor module 2102, the second drive motor module 2103, and the generator module 2104 are electrically connected to the integrated filter bus capacitor 2101 by laser welding. The drive control board 2105 is used to simultaneously control the first drive motor module 2102, the second drive motor module 2103, and the generator module 2104. The first drive motor module 2102 is electrically connected to the first drive motor 220, the second drive motor module 2103 is electrically connected to the second drive motor 230, and the generator module 2104 is electrically connected to the generator 210. The first drive motor module 2102, the second drive motor module 2103, and the generator module 2104 are electrically connected to the integrated filter bus capacitor 2101 via laser welding. This design not only ensures the reliability and efficiency of the electrical connection but also effectively reduces the number of connecting parts, lowering system complexity and cost. The inverter structure internally integrates the generator module, the first drive motor module, and the second motor inverter module. This integrated design consolidates the originally independent inverters into a compact unit, significantly reducing the space occupied by the inverter in the hybrid system and improving the overall system integration. The compact design of the inverter not only reduces its own size but also promotes the optimization of the overall layout of the hybrid system, making the arrangement of the hybrid system in the vehicle's front engine compartment more flexible and providing more space for other key components. The use of an integrated inverter reduces the manufacturing cost of the hybrid system, integrating multiple modules, reducing the physical number of inverters, simplifying the production process, and lowering the unit cost.

[0094] The integrated filter bus capacitor 2101 is located at the core of the inverter 2100. Its main function is to filter out high-frequency noise during power conversion, stabilize voltage, and ensure the purity of power supply. High-precision, low-impedance electrical connections are achieved with the first drive motor module 2102, the second drive motor module 2103, and the generator module 2104 using laser welding technology. This connection method effectively reduces energy loss during power transmission and also improves the inverter's heat dissipation efficiency and reliability.

[0095] The first drive motor module 2102 and the second drive motor module 2103 are electrically connected to the first drive motor 220 and the second drive motor 230, respectively, and are responsible for converting the DC power from the battery into AC power suitable for the operation of the drive motors. Due to the laser welding connection with the integrated filter bus capacitor 2101, the first drive motor module 2102 and the second drive motor module 2103 can output stable current with higher efficiency and faster speed, ensuring smooth operation of the drive motors and efficient energy utilization.

[0096] The generator module 2104 receives AC power from the generator 210 and converts it into DC power to charge the power battery 400. It is electrically connected to the integrated filter bus capacitor 2101 via laser welding, ensuring high efficiency and stability during power conversion and reducing energy loss during the conversion process.

[0097] The drive control board 2105 acts as the central nervous system, simultaneously monitoring and controlling all modules of the inverter 2100, including the first drive motor module 2102, the second drive motor module 2103, and the generator module 2104. The drive control board 2105 can adjust the power output in real time and optimize energy distribution, thereby providing optimal performance in different driving modes (such as pure electric and hybrid). Simultaneously, it can monitor the battery status to ensure the battery's safety and health during charging.

[0098] Specifically, the longitudinally mounted hybrid system features six modes: pure electric four-wheel drive, pure electric rear-wheel drive, pure electric front-wheel drive, hybrid four-wheel drive, hybrid rear-wheel drive, and hybrid front-wheel drive. These six modes are designed to fully consider the needs of hybrid vehicles under different driving conditions, achieving optimal vehicle performance through flexible power management and distribution.

[0099] When the longitudinally mounted hybrid system is in pure electric four-wheel drive mode, neither the engine 100 nor the generator 210 operates. All power comes from the on-board power battery 400. The battery converts the stored DC power into AC power through the inverter 2100, thereby driving the first drive motor 220, the second drive motor 230, and the electric drive axle 300, achieving independent electric drive for all four wheels. Rear-wheel drive: The power battery 400 provides DC power to the inverter 2100, which converts the DC power into AC power suitable for the operation of the electric drive axle 300. After receiving the AC power, the drive motor inside the electric drive axle 300 operates, generating power, which is directly transmitted to the rear wheels of the vehicle, driving the rear of the vehicle forward. Left front wheel drive: The power battery 400 also provides AC power to the first drive motor 220 through the inverter 2100. After receiving the power, the first drive motor 220 runs and generates power. The power is transmitted through the second shaft 240, which is coaxial with the first drive motor. The first gear 241 and the third gear 252 on the second shaft 240 mesh to transmit the power to the third shaft 250. The third shaft 250 continues to transmit the power. Through the meshing of the second gear 251 and the fourth gear 261, the power is transmitted to the fourth shaft 260. The fourth shaft 260 is directly connected to the left front wheel and drives the left front wheel to rotate. Right front-wheel drive: Similar to the left front-wheel drive principle, the power battery 400 supplies power to the second drive motor 230 via the inverter 2100. The second drive motor 230 generates power, which is transmitted through the fifth shaft 270. The fifth gear 271 on the fifth shaft 270 meshes with the seventh gear 282, transmitting power to the sixth shaft 280. The sixth shaft 280, through the meshing of the sixth gear 281 and the eighth gear 291, transmits power to the seventh shaft 290. The seventh shaft 290 is directly connected to the right front wheel, driving its rotation. The first drive motor 220 and the second drive motor 230 independently control the left and right front wheels, enabling precise torque vectoring and improving vehicle stability in curves or complex road conditions. All four wheels are driven by electric power, ensuring excellent traction and handling performance on any road surface. Completely powered by the battery, it achieves zero emissions and low noise. The pure electric four-wheel drive mode is ideal for driving in urban environments, especially in areas with strict emission and noise restrictions. Furthermore, this mode is also suitable for driving situations requiring high traction and good handling, such as snow, muddy roads, or emergency avoidance situations, ensuring that the vehicle maintains a stable and safe driving state under various harsh conditions. In pure electric four-wheel drive mode, the hybrid vehicle fully utilizes the performance advantages of the electric drive system, providing users with an environmentally friendly yet powerful driving experience.

[0100] When the longitudinally mounted hybrid system is in pure electric rear-wheel drive mode, the engine 100, generator 210, first drive motor 220, and second drive motor 230 are all inactive. All power demands are met solely by the electric drive axle 300, which uses the electrical energy provided by the power battery 400 to drive the vehicle. Rear-wheel drive: An independent inverter inside the electric drive axle 300 receives DC power from the power battery 400 and converts it into AC power suitable for the drive motors. Power is directly transmitted to the rear wheels of the vehicle through the internal transmission system of the electric drive axle 300 (which may include gears, differentials, etc.), propelling the vehicle forward. The electric drive axle 300 directly drives the rear wheels, eliminating the need for the front hybrid system. This design simplifies the transmission path and reduces energy loss during transmission. The pure electric rear-wheel drive mode is suitable for various driving environments, especially highway cruising or driving situations requiring stable rear-end control, such as on slippery surfaces like rain or snow. Furthermore, the low noise and zero-emission characteristics of this mode make it a preferred choice for environmentally friendly driving at low speeds in urban areas.

[0101] When the longitudinally mounted hybrid system is in pure electric front-wheel drive mode, the engine 100, drive axle, and generator 210 are all inactive, meaning they consume and produce no fuel energy. Left front-wheel drive: The power battery 400 provides DC power to the inverter 2100, which converts the DC power into AC power suitable for the first drive motor 220. Upon receiving the AC power, the first drive motor 220 starts operating, generating the torque required to drive the left front wheel. This torque is transmitted through the second shaft 240 to the first gear 241. The first gear 241 meshes with the third gear 252, further transmitting the torque through the third shaft 250. The second gear 251, through meshing with the fourth gear 261, transmits the torque to the fourth shaft 260, which directly drives the front wheel. The left front wheel propels the vehicle forward, while the right front wheel drives it. The power battery 400 also supplies AC power to the second drive motor 230 via the inverter 2100. The second drive motor 230 starts operating, generating the torque required to drive the right front wheel. This torque is transmitted through the fifth shaft 270 to the fifth gear 271. The fifth gear 271 meshes with the seventh gear 282, and the torque is further transmitted through the sixth shaft 280. The sixth gear 281, through meshing with the eighth gear 291, transmits the torque to the seventh shaft 290, which directly drives the right front wheel, working in conjunction with the left front wheel to propel the vehicle forward. The first drive motor 220 and the second drive motor 230 independently drive the left and right front wheels, enabling more precise torque vector control and improving the vehicle's handling performance in corners. Battery energy is directly supplied to the first drive motor 220 and the second drive motor, and efficiently transmitted to the wheels through the gear system, reducing energy loss during conversion and transmission. The all-electric front-wheel-drive mode is suitable for low-speed urban driving, congested road conditions, and environments requiring low noise and zero emissions, such as sensitive areas like residential areas and near hospitals. In these scenarios, the vehicle can rely on battery power to drive smoothly and quietly, while reducing its environmental impact.

[0102] When the longitudinally mounted hybrid system is in hybrid four-wheel drive mode, the engine 100 starts and runs, outputting power. The power from the engine 100 is transmitted to the generator 210 via the first shaft 211 and drive gear 212, converting it into electrical energy. Simultaneously, the first drive motor 220 and the second drive motor 230 are powered by the generator 210, driving the front wheels. When the generator's power supply is insufficient, the power battery provides supplementary power. The electric drive axle 300 drives the rear wheels. Rear-wheel drive: The generator 210 provides electrical energy to the electric drive axle 300, causing the drive motor of the electric drive axle 300 to start operating, generating power that is directly transmitted to the rear wheels, propelling the vehicle forward. Left front wheel drive: Generator 210 provides DC power to inverter 2100, which converts the DC power into AC power suitable for the operation of the first drive motor 220. After receiving the power, the first drive motor 220 starts to run and generates power. The power is transmitted to the third shaft 250 through the second shaft 240, the first gear 241 and the third gear 252. The third shaft 250 continues to transmit the power to the fourth shaft 260 through the second gear 251 and the fourth gear 261. The fourth shaft 260 transmits the power to the left front wheel, propelling the vehicle forward. Right front wheel drive: Generator 210 supplies power to second drive motor 230 via inverter 2100. Second drive motor 230 starts running, generating power. The power is transmitted to sixth shaft 280 via fifth shaft 270, fifth gear 271, and seventh gear 282. Sixth shaft 280 transmits power to seventh shaft 290 via sixth gear 281 and eighth gear 291. Seventh shaft 290 transmits power to the right front wheel, working in conjunction with the left front wheel to propel the vehicle forward. Part of the power from engine 100 is transmitted to generator 210 via first shaft 211 and drive gear 212. The electrical energy generated by generator 210, after satisfying the normal operation of the first and second drive motors, still has residual energy. This residual energy can be used by inverter 2100 to charge power battery 400. In this embodiment, the generator is driven by the engine to charge the battery. The hybrid four-wheel drive mode is suitable for driving situations requiring strong power output and high passability, such as highway driving, off-road sections, or rainy and snowy weather. The four-wheel drive and efficient energy conversion ensure the vehicle's performance advantages under various conditions.

[0103] When the longitudinally mounted hybrid system is in hybrid front-wheel drive mode, the electric drive axle 300 is not operational. The vehicle utilizes the engine 100 as the primary power source, while a portion of the engine's power is directed to the generator 210 to produce electrical energy. Furthermore, the first drive motor 220 and the second drive motor 230 are also activated, each independently driving the left and right front wheels of the vehicle. The engine 100 starts and runs, its power being transmitted to the drive gear 212 via the first shaft 211. The drive gear 212 is connected to the generator 210, converting the engine's mechanical energy into electrical energy. After the generator 210 generates enough electrical energy to power the first and second drive motors, there is still residual energy remaining. This residual energy can be used by the inverter 2100 to charge the power battery 400 for subsequent use. Left front wheel drive: The first drive motor 220 receives electrical energy from the power battery 400 via the inverter 2100 and starts operating. The torque generated by the motor is transmitted to the first gear 241 via the second shaft 240. The first gear 241 and the third gear 252 mesh with each other, transmitting the torque to the third shaft 250. The torque continues to be transmitted to the fourth shaft 260 via the second gear 251 and the fourth gear 261, finally reaching the left front wheel and propelling the vehicle forward. Right front wheel drive: The second drive motor 230 also receives electrical energy from the power battery 400 via the inverter 2100, generating torque. The power is transmitted to the fifth shaft: The motor torque is transmitted to the fifth gear 271 via the fifth shaft 270. The fifth gear 271 and the seventh gear 282 mesh with each other, transmitting the torque to the sixth shaft 280. The torque is transmitted to the seventh shaft 290 via the sixth gear 281 and the eighth gear 291, finally reaching the right front wheel and working together with the left front wheel to propel the vehicle forward. In hybrid front-wheel drive mode, the front wheels are driven by an independent electric motor and transmission system, improving power response and driving efficiency. Independent control of the dual motors allows for torque vectoring during cornering, enhancing handling stability. The transmission system and drive motor are arranged parallel to the wheel axles, reducing space occupancy in the front engine compartment and optimizing the overall vehicle design. Hybrid front-wheel drive mode is suitable for various road conditions, including city driving and highway cruising. At low speeds in the city, this mode fully utilizes the high efficiency of the electric motor to reduce emissions, while the engine's auxiliary power generation ensures energy supply for long journeys. On highways, the efficient combination of front-wheel drive and the electric motor provides a smooth and fuel-efficient driving experience.

[0104] When the longitudinally mounted hybrid system is in hybrid rear-wheel drive mode, the first drive motor 220 and the second drive motor 230 are not operating, and the front wheels of the vehicle do not receive driving force from the electric motors. The engine 100 starts as the power source, and its main task is to drive the vehicle forward, driving the generator 210 through the first shaft 211 and drive gear 212. The electric drive axle 300 is responsible for driving the rear wheels. It obtains electrical energy from the generator 210 and converts it into mechanical power output. Rear-wheel drive: An independent inverter inside the electric drive axle 300 receives DC power from the generator and converts it into AC power suitable for the drive motor. The drive motor inside the electric drive axle 300 converts electrical energy into mechanical energy, which is distributed to the rear wheels through the reduction mechanism and differential to achieve rear-wheel drive of the vehicle. Finally, the mechanical power is directly transmitted to the rear wheels of the vehicle, propelling the vehicle forward. The hybrid rear-wheel drive mode can simultaneously utilize the mechanical energy of the engine to convert into electrical energy to drive the vehicle and charge the battery, achieving efficient energy recycling. The hybrid rear-wheel-drive mode is suitable for driving situations requiring rear-wheel drive characteristics, such as high-speed cruising on highways or driving in complex road conditions that require good rear-wheel traction. Furthermore, when the battery charge is low, this mode ensures that the engine charges the battery while driving the vehicle, maintaining the vehicle's overall range.

[0105] It should be further explained that in this embodiment, only a single-stage gear speed-up mechanism is provided between the generator 210 and the engine 100 to increase the rotational speed of the generator 210, enabling it to achieve optimal power generation efficiency at lower engine speeds. This solution is relatively simple, reducing the number of transmission components, lowering system complexity, and also reducing energy losses during transmission. In another specific embodiment, a two-stage speed-up scheme is adopted, which means that two layers of gear speed-up mechanisms are set between the generator and the engine to further increase the generator's rotational speed. This scheme can provide a higher speed-up ratio, allowing the generator to generate electricity efficiently even at lower engine speeds, while also allowing for more flexible generator placement.

[0106] In another specific embodiment, the generator 210 is directly connected to the output shaft of the engine 100 without any gear speed-up mechanism in between. The generator directly receives the engine speed, which simplifies the transmission path and reduces mechanical losses.

[0107] It should be further clarified that the electric drive axle 300 in this solution includes, but is not limited to, single-motor drive, dual-motor drive, parallel shaft transmission structure, and planetary gearbox coaxial transmission structure. A single-motor drive scheme refers to the electric drive axle 300 using a single electric motor to drive the vehicle's rear wheels. This design is typically simple in structure, low in cost, and easy to maintain. A dual-motor drive scheme refers to the electric drive axle 300 using two independent electric motors to drive the left and right rear wheels of the vehicle respectively. Compared to the single-motor scheme, this design provides greater power output potential and more flexible power distribution capabilities. The dual-motor scheme allows for independent control of the left and right rear wheels, which not only improves the vehicle's dynamic response and handling stability but also provides better torque vectoring control capabilities when needed. A parallel shaft transmission structure refers to a method where power is transmitted to the rear wheels through a driveshaft in the electric drive axle parallel to the vehicle's longitudinal axis. This structure is common in traditional electric motor and gearbox combinations, using a linear transmission path. The parallel shaft transmission structure simplifies the power transmission path, helps reduce energy loss during transmission, and improves the transmission efficiency of the electric drive axle. Meanwhile, the parallel shaft layout facilitates the modular design of the electric drive axle, making it easy to integrate with other vehicle systems and reducing design and manufacturing complexity. The planetary gear set coaxial transmission structure uses a planetary gear mechanism, with the motor's output shaft coaxially connected to the sun gear of the planetary gear set. Through the rotation and revolution of the planetary gears, power is transmitted to the drive shaft coaxial with the internal ring gear of the planetary gear set, thereby driving the rear wheels. This structure is particularly suitable for applications requiring high torque density and compact design. The planetary gear set coaxial transmission structure can achieve high torque transmission in a smaller space, improving the power density of the electric drive axle and making vehicle design more compact and flexible. This invention does not offer a fixed design for the electric drive axle 300 structure, allowing for single-motor or dual-motor drive schemes, as well as different configurations such as parallel shaft transmission structures or planetary gear set coaxial transmission structures. It aims to meet the specific needs of different vehicle models and driving conditions while ensuring the basic function of the electric drive axle—efficiently and reliably converting electricity into mechanical power for the vehicle's rear wheels.

[0108] According to another aspect of the present invention, a vehicle is provided, including a longitudinally mounted hybrid system, wherein the longitudinally mounted hybrid system is the longitudinally mounted hybrid system described above.

[0109] This application also provides a vehicle, such as Figure 4 , Figure 5As shown, this vehicle is characterized by the aforementioned longitudinally mounted hybrid system. Due to its innovative drive motor and transmission system arrangement, this system eliminates the drive axle structure found in traditional longitudinal configurations, significantly simplifying the mechanical structure and reducing system cost and weight. Furthermore, the dual-motor torque vectoring arrangement eliminates the wheel-end differential and driveshaft, allowing for a forward shift of the wheel center position, shortening the front overhang, and optimizing collision safety and space utilization. The parallel arrangement of the drive motors ensures a reduction in the longitudinal space occupied by the hybrid system in the front engine compartment, providing space for a larger capacity battery and thus improving the vehicle's range. The integrated inverter design further enhances the system's integration and cost-effectiveness. Therefore, vehicles equipped with this hybrid system not only excel in energy conservation, emission reduction, and increased driving range, but also achieve significant improvements in handling performance, off-road capability, and passenger comfort.

[0110] As can be seen from the above description, the embodiments of the present invention achieve the following technical effects:

[0111] 1. The hybrid system is an integrated, independent hybrid system that integrates two drive motors, a generator, an inverter, a differential, and a transmission into a single powertrain. The two drive motors and their transmission routes are arranged perpendicular to the engine output axis, eliminating the need for vertical commutation of the drive motor power flow. This eliminates the need for the drive axle design found in conventional longitudinal hybrid configurations, effectively improving transmission efficiency, reducing fuel consumption, lowering vehicle weight, and reducing manufacturing costs. It also adopts a longitudinal front-wheel-drive configuration. The elimination of the transfer case and rear driveshaft frees up space in longitudinally mounted vehicles, allowing for the placement of a larger power battery.

[0112] 2. Two drive motors have independent outputs, and the left and right wheels are controlled separately through two sets of transmission devices. The wheel-end differential of the traditional hybrid system can be eliminated, so the connecting shaft between the fourth axle 260 and the seventh axle 290 can be eliminated. There is no interference problem between the connecting shaft and the engine in the traditional hybrid system. The center position of the wheel can be moved forward significantly along the direction of the whole vehicle, effectively shortening the front overhang length of the whole vehicle, and providing space for optimization of the overall vehicle styling design, the layout of other components of the front overhang, and collision requirements.

[0113] 3. The hybrid system has a simple and compact structure. Since the two drive motors and transmission devices are arranged parallel to the wheel axle, the length of the drive motor does not affect the longitudinal length of the vehicle. Therefore, this invention occupies less longitudinal length of the front engine compartment, allowing for the placement of a larger battery, providing space for rear collision safety of the hybrid system, and shortening the distance between the front wheel center and the driver's compartment to provide more space for the passenger compartment.

[0114] 4. The left and right wheels use two independent drive motors and transmission reduction devices, which are symmetrically arranged and can share parts to reduce manufacturing costs. Moreover, the drive motors and transmission reduction devices on both sides only bear the torque of one wheel, resulting in a small overall structure, light weight, and low cost. At the same time, since the fourth shaft 260 and the seventh shaft 290 are symmetrically arranged with the engine output axis, the front drive shaft of the whole vehicle can be made to be of equal length on both sides, which facilitates the handling of the whole vehicle and allows the left and right drive shafts to share parts.

[0115] 5. It adopts a three-module integrated inverter structure. All three power modules are electrically connected to the integrated filter bus capacitor by laser welding. The drive control adopts a common board layout, resulting in higher overall integration and lower cost of the inverter.

[0116] For ease of description, spatial relative terms such as "above," "on top of," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation beyond the orientation of the device as described in the figures. For example, if the device in the figures were inverted, a device described as "above" or "on top of" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0117] In addition to the above, it should be noted that the terms "one embodiment," "another embodiment," and "embodiment" used in this specification refer to specific features, structures, or characteristics described in connection with that embodiment, which are included in at least one embodiment described in the general description of this application. The appearance of the same expression in multiple places in the specification does not necessarily refer to the same embodiment. Furthermore, when a specific feature, structure, or characteristic is described in connection with any embodiment, the intention is to suggest that implementing such a feature, structure, or characteristic in conjunction with other embodiments also falls within the scope of this invention.

[0118] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0119] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A longitudinal hybrid system, characterized by, The application relates to a vehicle comprising an engine (100), a hybrid system (200), an electric drive axle (300), a power battery (400) and an oil tank (500), wherein the engine (100) and the hybrid system (200) are arranged at the front of the vehicle, the hybrid system (200) comprises a power generation system, a first drive motor (220), a second drive motor (230) and a first shaft (211), the power battery (400) is located behind the power generation system, the oil tank (500) is located behind the power battery (400), the electric drive axle (300) is located behind the oil tank (500), the engine (100) is connected with the power generation system through the first shaft (211), the output shaft of the power generation system and the output shaft of the engine (100) are arranged along the running direction of the vehicle, the first drive motor (220) is connected with the left front wheel of the vehicle through a first transmission mechanism, the second drive motor (230) is connected with the right front wheel of the vehicle through a second transmission mechanism, the first drive motor (220) and the second drive motor (230) are located on both sides of the first shaft (211), and the axes of the first drive motor (220) and the second drive motor (230) are perpendicular to the first shaft (211), and an installation space for installing at least part of the engine (100) and part of the hybrid system (200) is formed between the left front wheel and the right front wheel.

2. The longitudinal hybrid system according to claim 1, characterized in that, The output end of the first drive motor (220) is provided with a second shaft (240), the first transmission mechanism comprises: a first gear (241) connected with the second shaft (240); a third shaft (250) arranged in parallel with the second shaft (240), the third shaft (250) being located between the second shaft (240) and the left front wheel; a second gear (251) connected with the first end of the third shaft (250); a third gear (252) connected with the second end of the third shaft (250), the third gear (252) being engaged with the first gear (241); a fourth shaft (260) connected with the left front wheel, the fourth shaft (260) being provided with a fourth gear (261), and the fourth gear (261) being engaged with the second gear (251).

3. The longitudinal hybrid system according to claim 2, characterized in that, The output end of the second drive motor (230) is provided with a fifth shaft (270), and the second transmission mechanism comprises: a fifth gear (271) connected with the fifth shaft (270); a sixth shaft (280) arranged in parallel with the fifth shaft (270), the sixth shaft (280) being located between the fifth shaft (270) and the right front wheel; A sixth gear (281) is connected with the first end of the sixth shaft (280); A seventh gear (282) is connected with the second end of the sixth shaft (280), and the seventh gear (282) is engaged with the fifth gear (271); A seventh shaft (290) is connected with the right front wheel, and an eighth gear (291) is arranged on the seventh shaft (290), and the eighth gear (291) is engaged with the sixth gear (281).

4. The longitudinal hybrid system according to claim 3, characterized in that, The axis of the third shaft (250) is arranged in line with the extension line of the axis of the sixth shaft (280).

5. The longitudinal hybrid system according to claim 4, characterized in that, The end of the seventh shaft (290) is arranged at a distance from the end of the fourth shaft (260), and the area between the end of the seventh shaft (290) and the end of the fourth shaft (260) forms the mounting space.

6. The longitudinal hybrid system according to claim 2, characterized in that, The power generation system comprises: A generator (210) is arranged above the first drive motor (220) and the second drive motor (230), the output shaft of the generator (210) is perpendicular to the axis of the second shaft (240), and a drive gear (212) is arranged on the output shaft of the generator (210), and a driven gear is arranged on the first shaft (211) to cooperate with the drive gear (212).

7. The longitudinal hybrid system according to claim 6, characterized in that, The hybrid system (200) comprises: An inverter (2100) is arranged at the end of the generator (210), which is used to convert the direct current of the power battery (400) into alternating current to provide power for the first drive motor (220) and the second drive motor (230), and is used to convert the alternating current generated by the generator (210) into direct current to charge the power battery (400).

8. The longitudinal hybrid system according to claim 7, characterized in that, The inverter (2100) comprises an integrated filter bus capacitor (2101), a first drive motor module (2102), a second drive motor module (2103), a generator module (2104), and a drive control board (2105), wherein the first drive motor module (2102), the second drive motor module (2103), and the generator module (2104) are respectively electrically connected to the integrated filter bus capacitor (2101) by laser welding, the drive control board (2105) is used to control the first drive motor module (2102), the second drive motor module (2103), and the generator module (2104) simultaneously, the first drive motor module (2102) is electrically connected to the first drive motor (220), the second drive motor module (2103) is electrically connected to the second drive motor (230), and the generator module (2104) is electrically connected to the generator (210).

9. The longitudinal plug-in hybrid system according to any one of claims 1 to 8, characterized in that The longitudinal hybrid system has a pure electric four-wheel drive mode, a pure electric rear-wheel drive mode, a pure electric front-wheel drive mode, a hybrid four-wheel drive mode, a hybrid rear-wheel drive mode, and a hybrid front-wheel drive mode.

10. A vehicle comprising a longitudinal hybrid system, characterized in that, The longitudinal hybrid system is the longitudinal hybrid system according to any one of claims 1 to 9.

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