Longitudinal hybrid power driving system and hybrid power vehicle

Abstract

The invention discloses a longitudinally-arranged hybrid power driving system and a hybrid power vehicle, and relates to the technical field of hybrid power, and the longitudinally-arranged hybrid power driving system comprises a first power mechanism, a second power mechanism, a third power mechanism, a transmission mechanism and an output shaft; the first power mechanism comprises a first motor and a first input shaft; the second power mechanism comprises a second motor and a second input shaft; the third power mechanism comprises an engine and a third input shaft, the third input shaft is sleeved with the second input shaft in an empty mode, and the output shaft is sleeved with the first input shaft in an empty mode. The transmission mechanism comprises two intermediate shafts, one intermediate shaft is in transmission connection with the first input shaft and the output shaft, and the other intermediate shaft is in transmission connection with the second input shaft and the third input shaft; and one intermediate shaft is hollowly sleeved on the other intermediate shaft. The space occupied by the first input shaft, the second input shaft and the intermediate shaft in the axial direction is effectively reduced in an empty sleeve mode, the structure is more compact, structural arrangement is simple, and arrangement is more facilitated.

Description

Technical Field

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

[0002] With the rapid development of the automotive industry, the requirements for energy conservation and emission reduction are becoming increasingly stringent. Hybrid electric vehicles have gradually become best-selling models in the market. Developing more advanced hybrid vehicles is a direction that all car manufacturers are vying to pursue. Hybrid electric vehicles use batteries and fuel as energy sources and engines and electric motors to provide driving force. They combine the advantages of long range of traditional fuel vehicles and high operating efficiency and low emissions of pure electric vehicles. The fuel consumption and emission levels of hybrid electric vehicles have been greatly improved, which is of great significance to environmental protection and energy conservation.

[0003] The longitudinal hybrid system used in existing hybrid electric vehicles has its engine and motor arranged sequentially along the axial direction. In order to enable multi-mode operation, its structure is complex and has many shifting components, resulting in a large axial space occupation, which is not conducive to layout. Summary of the Invention

[0004] The main objective of this invention is to propose a longitudinal hybrid drive system and a hybrid vehicle, aiming to solve the problems of existing longitudinal hybrid systems having complex structures, large axial space requirements, and being difficult to arrange.

[0005] To achieve the above objectives, the present invention proposes a longitudinal hybrid power drive system, the longitudinal hybrid power drive system comprising:

[0006] A first power mechanism, the first power mechanism includes a first motor and a first input shaft, the first input shaft being connected to the first motor;

[0007] The second power mechanism includes a second motor and a second input shaft, with the second input shaft connected to the second motor.

[0008] The third power mechanism includes an engine and a third input shaft, the third input shaft is connected to the engine, and the second input shaft is loosely fitted on the third input shaft;

[0009] The first input shaft is loosely fitted onto the output shaft;

[0010] The transmission mechanism includes two coaxial intermediate shafts, one of which is connected to the first input shaft and the output shaft, and the other of which is connected to the second input shaft and the third input shaft; one of the intermediate shafts is loosely fitted onto the other intermediate shaft.

[0011] In one embodiment, the intermediate shaft that is driveably connected to the first input shaft and the input shaft is a first intermediate shaft; the transmission mechanism further includes a first transmission assembly, the first transmission assembly comprising:

[0012] A first driving gear is disposed on the first input shaft;

[0013] A first driven gear is mounted on the first intermediate shaft. The first driving gear meshes with the first driven gear to drive the first intermediate shaft to the first input shaft.

[0014] A first intermediate gear is disposed on the first intermediate shaft;

[0015] A first output gear is disposed on the output shaft, and the first output gear meshes with the first intermediate gear to drive the first intermediate shaft to the input shaft.

[0016] In one embodiment, the intermediate shaft that is driveably connected to the second input shaft and the third input shaft is a second intermediate shaft; the transmission mechanism further includes a second transmission assembly, the second transmission assembly comprising:

[0017] The second drive gear is mounted on the second input shaft;

[0018] The second driven gear is mounted on the second intermediate shaft. The second driving gear and the second driven gear mesh to make the second intermediate shaft drively connected to the second input shaft.

[0019] A third driving gear is disposed on the third input shaft;

[0020] The third driven gear is disposed on the second intermediate shaft. The third driving gear and the third driven gear mesh to make the second intermediate shaft drively connected to the third input shaft.

[0021] In one embodiment, the transmission mechanism further includes a first clutch for connecting or disconnecting the third input shaft and the output shaft.

[0022] In one embodiment, the intermediate shaft that is driveably connected to the second input shaft and the third input shaft is a second intermediate shaft, and the transmission mechanism further includes a third transmission assembly, which includes:

[0023] The second output gear is loosely fitted on the output shaft and is connected to the first clutch. The first clutch is also used to connect or disconnect the second output gear and the output shaft.

[0024] The second intermediate gear is mounted on the second intermediate shaft and meshes with the second output gear.

[0025] In one embodiment, the transmission mechanism further includes a second clutch for engaging or disengaging the two intermediate shafts.

[0026] In one embodiment, the first input shaft, the second input shaft, the third input shaft, and the output shaft are coaxially arranged.

[0027] In one embodiment, a one-way locking mechanism is provided on the third input shaft, which causes the third input shaft to rotate in one direction.

[0028] In one embodiment, the first clutch and the second clutch are synchronizers, toothed clutches, friction plate clutches, or one-way clutches.

[0029] The present invention also proposes a hybrid vehicle that uses the longitudinally mounted hybrid drive system as described above.

[0030] The technical solution of the present invention can drive the vehicle in multiple modes by adopting a first power mechanism, a second power mechanism and a third power mechanism. Furthermore, the second input shaft is loosely fitted on the third input shaft, the first input shaft is loosely fitted on the output shaft, and one intermediate shaft is loosely fitted on another intermediate shaft. By using the loose fitting method, the axial space occupied by the first input shaft, the second input shaft and the intermediate shaft is effectively reduced, the structure is more compact, and there is no need to set the first input shaft and the second input shaft separately in the axial direction to occupy too much space. Moreover, the structural arrangement is simple and more conducive to layout. Attached Figure Description

[0031] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0032] Figure 1 A schematic diagram of the structure of a first embodiment of the longitudinally mounted hybrid power drive system provided by the present invention;

[0033] Figure 2A schematic diagram of the structure of a second embodiment of the longitudinally mounted hybrid drive system provided by the present invention;

[0034] Figure 3 This is a schematic diagram of the third embodiment of the longitudinally mounted hybrid drive system provided by the present invention;

[0035] Figure 4 This is a schematic diagram of the fourth embodiment of the longitudinally mounted hybrid drive system provided by the present invention;

[0036] Figure 5 This is a schematic diagram of the fifth embodiment of the longitudinally mounted hybrid drive system provided by the present invention.

[0037] Explanation of icon numbers:

[0038] 100. Longitudinal hybrid drive system; 1. First power mechanism; 10. First motor; 11. First input shaft; 2. Second power mechanism; 20. Second motor; 21. Second input shaft; 3. Third power mechanism; 30. Engine; 31. Third input shaft; 32. One-way locking structure; 33. Torsional damper; 4. Output shaft; 5. Transmission mechanism; 50. Intermediate shaft; 501. First intermediate shaft; 502. Second intermediate shaft; 51. First transmission assembly; 510. First drive gear; 511. First driven gear; 512. First intermediate gear; 513. First output gear; 52. Second transmission assembly; 520. Second drive gear; 521. Second driven gear; 522. Third drive gear; 523. Third driven gear; 53. Third transmission assembly; 530. Second intermediate gear; 531. Second output gear; 54. First clutch; 55. Second clutch.

[0039] The realization of the objective, functional features and advantages of the present invention will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0040] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present invention.

[0041] It should be noted that if the embodiments of the present invention involve directional indications (such as up, down, left, right, front, back, etc.), the directional indications are only used to explain the relative positional relationship and movement of the components in a specific posture. If the specific posture changes, the directional indications will also change accordingly.

[0042] Furthermore, if the embodiments of this invention involve descriptions such as "first" or "second," these descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the use of "and / or" or "and / or" throughout the text includes three parallel solutions. For example, "A and / or B" includes solution A, solution B, or a solution where both A and B are satisfied simultaneously. Furthermore, the technical solutions of the various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed by this invention.

[0043] With the rapid development of the automotive industry, the requirements for energy conservation and emission reduction are becoming increasingly stringent. Hybrid electric vehicles have gradually become best-selling models in the market. Developing more advanced hybrid vehicles is a direction that all car manufacturers are vying to pursue. Hybrid electric vehicles use batteries and fuel as energy sources and engines and electric motors to provide driving force. They combine the advantages of long range of traditional fuel vehicles and high operating efficiency and low emissions of pure electric vehicles. The fuel consumption and emission levels of hybrid electric vehicles have been greatly improved, which is of great significance to environmental protection and energy conservation.

[0044] Existing hybrid electric vehicle longitudinal hybrid drive technology solutions have complex power transmission structures, numerous shifting components, and large axial space requirements, which are detrimental to the overall vehicle layout.

[0045] This invention proposes a longitudinally mounted hybrid power drive system 100.

[0046] Please see Figure 1 In the first embodiment of the present invention, the longitudinally mounted hybrid power drive system 100 includes a first power mechanism 1, a second power mechanism 2, a third power mechanism 3, an output shaft 4, and a transmission mechanism 5; the first power mechanism 1 includes a first motor 10 and a first input shaft 11, the first input shaft 11 being connected to the first motor 10; the second power mechanism 2 includes a second motor 20 and a second input shaft 21, the second input shaft 21 being connected to the second motor 20; the third power mechanism 3 includes an engine 30 and a third input shaft 31, the third input shaft 31 being connected to the engine 30, the second input shaft 21 being loosely fitted on the third input shaft 31; the first input shaft 11 being loosely fitted on the output shaft 4; the transmission mechanism 5 includes two coaxially arranged intermediate shafts 50, one intermediate shaft 50 being drive-connected to the first input shaft 11 and the output shaft 4, and the other intermediate shaft 50 being drive-connected to the second input shaft 21 and the third input shaft 31; one intermediate shaft 50 being loosely fitted on the other intermediate shaft 50.

[0047] It should be noted that the aforementioned empty sleeve indicates that the two can rotate relative to each other without interfering with each other, while the transmission connection indicates that power can be transmitted between the two.

[0048] The technical solution of this invention employs a first power mechanism 1, a second power mechanism 2, and a third power mechanism 3 to provide power, thereby meeting the different torque requirements of the vehicle under different road conditions. The first power mechanism 1 provides power through a first motor 10, the second power mechanism 2 provides power through a second motor 20, and the third power mechanism 3 provides power through an engine 30. An output shaft 4 is used to output power to drive the vehicle. Specifically, since one of the intermediate shafts 50 is connected to both the first input shaft 11 and the output shaft 4, when the first motor 10 provides power, the power output by the first motor 10 is transmitted through… The power is transmitted through the first input shaft 11 to the intermediate shaft 50, and then from the intermediate shaft 50 to the output shaft 4. The output shaft 4 outputs power to drive the vehicle. Since one of the intermediate shafts 50 is connected to the second input shaft 21 and the third input shaft 31, when the engine 30 provides power, the power output by the engine 30 is transmitted through the second input shaft 21 to the intermediate shaft 50, and then from the intermediate shaft 50 to the second input shaft 21 to drive the second motor 20 to generate electricity. It can be understood that the electrical energy generated by the second motor 20 can be stored in the energy storage battery on the vehicle and used to provide electrical energy to the first motor 10 to drive the vehicle. Furthermore, the second input shaft 21 is loosely fitted onto the third input shaft 31, the first input shaft 11 is loosely fitted onto the output shaft 4, and one intermediate shaft 50 is loosely fitted onto another intermediate shaft 50. This loose fitting method effectively reduces the axial space occupied by the first input shaft 11, the second input shaft 21, and the intermediate shaft 50, resulting in a more compact structure. It eliminates the need to separately and sequentially set the first input shaft 11 and the second input shaft 21 in the axial direction to occupy too much space, and the structural arrangement is simple and more conducive to layout.

[0049] Understandably, through the aforementioned first power mechanism 1, second power mechanism 2, and third power mechanism 3, the longitudinally mounted hybrid power drive system 100 can achieve the following operating modes:

[0050] First mode: First motor 10 drives, second motor 20 is off, engine 30 is off. In the first mode, only the first motor 10 drives the vehicle. It is a single-motor pure electric operation mode, which is suitable for driving on flat roads and starting on flat roads. In this case, the vehicle requires less power.

[0051] Second mode: First motor 10 drives, second motor 20 operates, and engine 30 drives. In the second mode, the first motor 10 drives the vehicle, and the engine 30 drives the second motor 20 to generate electricity. The electricity generated by the second motor 20 is then stored in the vehicle's energy storage battery, which can be used to provide power for the first motor 10 to drive the vehicle, so as to enable the vehicle to travel long distances and for long periods of time.

[0052] Third mode: First motor 10 is off, second motor 20 is running, and engine 30 is driving. In the third mode, only engine 30 drives second motor 20 to generate electricity, which is then stored in the vehicle's energy storage battery. This mode is suitable for generating electricity when the vehicle is parked.

[0053] Fourth mode: First motor 10 is running, second motor 20 is off, and engine 30 is off. The fourth mode is characterized by using only the first motor 10 to generate electricity, which is then stored in the vehicle's energy storage battery. It is suitable for the vehicle to operate in a coasting or decelerating state. During the deceleration or coasting process, the output shaft 4 is driven to rotate, which in turn drives the first motor 10 to generate electricity, thereby realizing power recovery.

[0054] It should be noted that in the embodiments, "drive" means to provide power; "run" means not to provide power and only to generate electricity; and "off" means not to work. The above application scenarios are only illustrative examples and are not intended to specifically limit the application scenarios of each mode.

[0055] In one embodiment, the intermediate shaft 50, which is drivenly connected to the first input shaft 11 and the input shaft, is the first intermediate shaft 501; the transmission mechanism 5 further includes a first transmission component 51, which includes a first driving gear 510, a first driven gear 511, a first intermediate gear 512, and a first output gear 513. The first driving gear 510 is disposed on the first input shaft 11; the first driven gear 511 is disposed on the first intermediate shaft 501, and the first driving gear 510 and the first driven gear 511 mesh to drively connect the first intermediate shaft 501 to the first input shaft 11; the first intermediate gear 512 is disposed on the first intermediate shaft 501; and the first output gear 513 is disposed on the output shaft 4, and the first output gear 513 and the first intermediate gear 512 mesh to drively connect the first intermediate shaft 501 to the output shaft 4.

[0056] Understandably, when the first motor 10 is driven, it causes the first input shaft 11 to rotate. The first drive gear 510 rotates synchronously with the first input shaft 11, and drives the first driven gear 511, which meshes with the first drive gear 510, to rotate synchronously. The first driven gear 511 causes the first intermediate shaft 501 to rotate, and the first intermediate gear 512, which is mounted on the first intermediate shaft 501, also rotates. This drives the first output gear 513, which meshes with the first intermediate gear 512, to rotate, and ultimately causes the output shaft 4 to rotate to output power and drive the vehicle. The power of the first motor 10 is transmitted to the intermediate shaft 50 through the first drive gear 510 and the first driven gear 511, and then to the output shaft 4 through the first intermediate gear 512 and the first output gear 513, so as to adjust the rotation speed and drive the vehicle better.

[0057] Specifically, the diameter of the first driving gear 510 is smaller than that of the first driven gear 511, thereby achieving the purpose of deceleration, so that the rotational speed of the first intermediate shaft 501 is lower than that of the first input shaft 11. The diameter of the first intermediate gear 512 is smaller than that of the first output gear 513, so that the rotational speed of the output shaft 4 is lower than that of the first intermediate shaft 501. The lower rotational speed of the output shaft 4 compared to the first input shaft 11 is more conducive to vehicle starting.

[0058] Furthermore, the first driven gear 511 and the first intermediate gear 512 may be spaced apart on the first intermediate shaft 501, or the first driven gear 511 and the first intermediate gear 512 may be coaxial and interconnected, so that the first driven gear 511 and the first intermediate gear 512 can rotate synchronously.

[0059] In one embodiment, the intermediate shaft 50, which is drivenly connected to the second input shaft 21 and the third input shaft 31, is a second intermediate shaft 502. The transmission mechanism 5 further includes a second transmission assembly 52, which includes a second driving gear 520, a second driven gear 521, a third driving gear 522, and a third driven gear 523. The second driving gear 520 is disposed on the second input shaft 21. The second driven gear 521 is disposed on the second intermediate shaft 502. The second driving gear 520 and the second driven gear 521 mesh to drively connect the second intermediate shaft 502 to the second input shaft 21. The third driving gear 522 is disposed on the third input shaft 31. The third driven gear 523 is disposed on the second intermediate shaft 502. The third driving gear 522 and the third driven gear 523 mesh to drively connect the second intermediate shaft 502 to the third input shaft 31.

[0060] Understandably, when the engine 30 is driven, the third input shaft 31 rotates, the third drive gear 522 rotates synchronously with the third input shaft 31, and drives the third driven gear 523 meshing with the third drive gear 522 to rotate synchronously. The third driven gear 523 causes the second intermediate shaft 502 to rotate, and the second driven gear 521 set on the second intermediate shaft 502 also rotates accordingly, and drives the second drive gear 520 meshing with the second driven gear 521 to rotate, thus ultimately enabling the second motor 20 to generate electricity. The power of the engine 30 is transmitted to the intermediate shaft 50 through the third drive gear 522 and the third driven gear 523, and then to the second input shaft 21 through the second driven gear 521 and the second drive gear 520, so as to adjust the rotation speed and make the generator generate electricity more efficiently.

[0061] Specifically, the diameter of the third driving gear 522 is larger than that of the third driven gear 523 to achieve acceleration, making the rotational speed of the second intermediate shaft 502 higher than that of the third input shaft 31. The diameter of the second driven gear 521 is larger than that of the second driving gear 520, making the rotational speed of the second input shaft 21 higher than that of the second intermediate shaft 502. This higher rotational speed of the second input shaft 21 can improve power generation efficiency.

[0062] Furthermore, the second driven gear 521 and the third driven gear 523 may be spaced apart on the second intermediate shaft 502, or the second driven gear 521 and the third driven gear 523 may be coaxial and interconnected, so that the second driven gear 521 and the third driven gear 523 can rotate synchronously.

[0063] Please continue reading. Figure 1 In the first embodiment of the present invention, the transmission mechanism 5 further includes a first clutch 54, which is used to connect or disconnect the third input shaft 31 and the output shaft 4.

[0064] Understandably, by providing a first clutch 54 between the third input shaft 31 and the output shaft 4, the third input shaft 31 and the output shaft 4 can be connected or disconnected by controlling the first clutch 54. The first clutch 54 enables the engine 30 to directly drive the output shaft 4 to rotate through the third input shaft 31 to drive the vehicle, making the vehicle's driving mode more diversified.

[0065] It should be noted that in the aforementioned first mode, second mode, third mode and fourth mode, the first clutch 54 disconnects the third input shaft 31 and the output shaft 4, and power cannot be transmitted between the third input shaft 31 and the output shaft 4.

[0066] Understandably, after the transmission connection between the third input shaft 31 and the output shaft 4 is established through the first clutch 54, the longitudinally mounted hybrid drive system 100 can also achieve the following operating modes:

[0067] Fifth mode: First motor 10 is driven, second motor 20 is off, and engine 30 is driven. In the fifth mode, both the first motor 10 and the engine 30 are used to provide power to the vehicle for driving. The power transmission path is as follows: the first motor 10 transmits power to the output shaft 4 through the first transmission component 51, and the engine 30 transmits power to the output shaft 4 through the third input shaft 31. At this time, the vehicle is in hybrid electric drive mode.

[0068] Sixth mode: The first motor 10 drives, the second motor 20 operates, and the engine 30 drives. In the sixth mode, both the first motor 10 and the engine 30 provide power to the vehicle to drive it, and the engine 30 also drives the second motor 20 to generate electricity. The power transmission path is as follows: the first motor 10 transmits power to the output shaft 4 through the first transmission component 51, and the engine 30 transmits power to the output shaft 4 through the third input shaft 31. The third input shaft 31 drives the second motor 20 to generate electricity through the second transmission component 52. At this time, the vehicle is in a hybrid electric drive mode.

[0069] Seventh mode: First motor 10 is running, second motor 20 is off, and engine 30 is driving. In the seventh mode, engine 30 drives the vehicle and also drives first motor 10 to generate electricity. The power transmission path is as follows: engine 30 transmits power to output shaft 4 through third input shaft 31. Output shaft 4 drives first input shaft 11 to rotate through first transmission component 51, thereby driving first motor 10 to generate electricity. At the same time, output shaft 4 also drives the vehicle. At this time, the vehicle is in pure oil drive mode.

[0070] Eighth mode: First motor 10 is off, second motor 20 is running, and engine 30 is driving. Ninth mode is characterized by engine 30 driving the vehicle and also driving second motor 20 to generate electricity. The power transmission path is as follows: engine 30 transmits power to output shaft 4 through third input shaft 31, and drives the vehicle through output shaft 4. In addition, third input shaft 31 also drives second input shaft 21 to rotate through second transmission component 52, so that second motor 20 generates electricity. At this time, the vehicle is in pure oil drive mode.

[0071] Ninth mode: First motor 10 is off, second motor 20 is off, and engine 30 is driving. Tenth mode is characterized by using only engine 30 to drive the vehicle. The power transmission path is: engine 30 transmits power to output shaft 4 through third input shaft 31, and drives the vehicle through output shaft 4. At this time, the vehicle is in pure oil drive mode.

[0072] like Figure 2 As shown, in the second embodiment of the present invention, the difference from the first embodiment is that the transmission mechanism 5 further includes a third transmission component 53, which includes a second output gear 531 and a second intermediate gear 530; the second output gear 531 is loosely fitted on the output shaft 4 and is connected to the first clutch 54, which is also used to connect or disconnect the second output gear 531 and the output shaft 4; the second intermediate gear 530 is disposed on the second intermediate shaft 502 and meshes with the second output gear 531.

[0073] Understandably, by setting the third transmission component 53, when the first clutch 54 connects the second output gear 531 and the output shaft 4, the third input shaft 31 and the output shaft 4 are disconnected. The power transmission between the second intermediate shaft 502 and the output shaft 4 can be realized through the meshing of the second intermediate gear 530 and the second output gear 531. At this time, the vehicle can also be driven by the power of the second motor 20, making the vehicle's operating mode more diversified. Structurally, only two gears, the second output gear 531 and the second intermediate gear 530, are added to enable the vehicle to achieve more operating modes. The cost is low and the assembly is convenient.

[0074] It should be noted that the first clutch 54 can only connect the second output gear 531 and the output shaft 4, or drive the third input shaft 31 and the output shaft 4 at any given time, or disconnect the second output gear 531 and the output shaft 4 and also disconnect the third input shaft 31 and the output shaft 4.

[0075] Understandably, in Figure 2 In the second embodiment of the longitudinally mounted hybrid drive system 100 shown, when the first clutch 54 connects the third input shaft 31 and the output shaft 4, the longitudinally mounted hybrid drive system 100 can operate in the fourth to ninth modes as described above. Furthermore, when the first clutch 54 connects the second output gear 531 and the output shaft 4, the longitudinally mounted hybrid drive system 100 can also achieve the following operating modes:

[0076] Tenth Mode: First motor 10 drives, second motor 20 drives, engine 30 is off. In the tenth mode, both the first motor 10 and the second motor 20 are used to provide power to drive the vehicle. The power transmission path is as follows: the first motor 10 transmits power to the output shaft 4 through the first transmission component 51, the second motor 20 transmits power to the second intermediate shaft 502 through the second transmission component 52, and the second intermediate shaft 502 then transmits power to the output shaft 4 through the third transmission component 53. At the same time, the first motor 10 and the second motor 20 drive the vehicle. In this mode, the vehicle is in dual-motor pure electric drive mode.

[0077] Eleventh Mode: First motor 10 is off, second motor 20 is driven, and engine 30 is off. In the eleventh mode, only the second motor 20 is used to provide power to drive the vehicle. The power transmission path is as follows: the second motor 20 transmits power to the intermediate shaft 50 through the second transmission component 52, and then transmits power to the output shaft 4 through the third transmission component 53 to drive the vehicle. At this time, the vehicle is in single-motor pure electric drive mode.

[0078] It should be noted that when the first clutch 54 connects the second output gear 531 and the output shaft 4, the longitudinal hybrid drive system 100 can also operate in the fourth to ninth modes as in the first embodiment. The specific difference is that the power transmission path in each operating mode is different, and it has the same beneficial effect as the first embodiment, which will not be elaborated here.

[0079] Understandably, in the second embodiment, when operating the ninth mode, the engine 30 has two power transmission paths for driving the vehicle. One path connects the third input shaft 31 and the output shaft 4 via the first clutch 54, allowing the engine 30's power to directly reach the output shaft 4 via the third input shaft 31. This method results in a short power transmission path, low power loss, and efficient utilization of the engine 30's power. The second path connects the second output gear 531 and the output shaft 4 via the first clutch 54, allowing the engine 30's power to be transmitted to the second intermediate shaft 502 via the second transmission assembly 52. ​​The second intermediate shaft 502 then transmits the power to the output shaft 4 via the third transmission assembly 53. This allows for speed conversion to increase the vehicle's speed, and the power transmission path is also short. Both methods allow the vehicle to switch to engine 30-driven operation during driving and quickly utilize the engine 30's power to drive the vehicle, reducing power loss and thus reducing fuel consumption.

[0080] like Figure 3 As shown, in the third embodiment of the present invention, the difference from the first embodiment is that the transmission mechanism 5 further includes a second clutch 55, which is used to connect or disconnect the two intermediate shafts 50; and the transmission mechanism 5 in the third embodiment does not include a first clutch 54, and the third input shaft 31 and the output shaft 4 are always disconnected.

[0081] Understandably, by connecting the first intermediate shaft 501 and the second intermediate shaft 502, wherein the first intermediate shaft 501 is drivenly connected to the first input shaft 11 and the output shaft 4, and the second intermediate shaft 502 is drivenly connected to the second input shaft 21 and the third input shaft 31, that is, the second input shaft 21 and the third input shaft 31 can be connected to the output shaft 4, so as to enable the vehicle to achieve more operating modes, and the structure only adds a second clutch 55, which is simple and convenient to arrange.

[0082] In this embodiment, the second intermediate shaft 502 is sleeved on the first intermediate shaft 501 to realize the relative rotation between the second intermediate shaft 502 and the first intermediate shaft 501.

[0083] It should be noted that when the second clutch 55 disconnects the second intermediate shaft 502 and the first intermediate shaft 501, the longitudinally mounted hybrid drive system 100 can operate in the first to fourth modes as described above.

[0084] Understandably, when the second clutch 55 connects the second intermediate shaft 502 and the first intermediate shaft 501, the power of the engine 30 can be transmitted from the third input shaft 31 to the second intermediate shaft 502 through the second transmission assembly 52, then from the second intermediate shaft 502 to the first intermediate shaft 501, and from the first intermediate shaft 501 to the output shaft 4 and the first input shaft 11, thereby driving the vehicle or simultaneously driving the first motor 10 to generate electricity; the power of the second motor 20 can also be transmitted from the third input shaft 31 to the second intermediate shaft 502 through the second transmission assembly 52, then from the second intermediate shaft 502 to the first intermediate shaft 501, and from the first intermediate shaft 501 to the output shaft 4 to drive the vehicle.

[0085] Therefore, when the second clutch 55 connects the second intermediate shaft 502 and the first intermediate shaft 501, the longitudinal hybrid drive system 100 can also achieve the fifth to eleventh modes as described above, and has the same beneficial effects as the longitudinal hybrid drive system 100 in the second embodiment described above, which will not be elaborated here.

[0086] like Figure 4 As shown, in the fourth embodiment of the present invention, the difference from the third embodiment is that the transmission assembly includes both a first clutch 54 and a second clutch 55. The first clutch 54 is used to connect or disconnect the third input shaft 31 and the output shaft 4, and the second clutch 55 is used to connect or disconnect the first intermediate shaft 501 and the second intermediate shaft 502, wherein the second intermediate shaft 502 is sleeved on the first intermediate shaft 501.

[0087] Understandably, by simultaneously setting the first clutch 54 and the second clutch 55, the power transmission path of the longitudinally mounted hybrid drive system 100 can be diversified. For example, in the tenth mode, only the engine 30 needs to drive the vehicle. The first method is to connect the third input shaft 31 and the output shaft 4 through the first clutch 54 and disconnect the first intermediate shaft 501 and the second intermediate shaft 502 through the second clutch 55. When the engine 30 outputs power, it goes directly from the third input shaft 31 to the output shaft 4. This method has the shortest power transmission path, the least loss, and can drive the vehicle quickly. The second method is to disconnect the third input shaft 31 and the output shaft 4 through the first clutch 54 and connect the first intermediate shaft 501 and the second intermediate shaft 502 through the second clutch 55. When the engine 30 outputs power, it goes directly from the third input shaft 31 to the second intermediate shaft 502, then to the first intermediate shaft 501, and finally to the output shaft 4. In this method, the power passes through the second transmission component 52 and the first transmission component 51, which can realize speed conversion and increase the speed to drive the vehicle at high speed.

[0088] Therefore, in this embodiment, by controlling the first clutch 54 and the second clutch 55, the first to eleventh modes described above can also be achieved, achieving the same beneficial effects as the third embodiment described above, which will not be elaborated here. Furthermore, by simultaneously providing the first clutch 54 and the second clutch 55, the power from the engine 30 and the motor 20 can be transmitted to the output shaft 4 via different transmission paths in the same operating mode to drive the vehicle. The various power transmission paths will not be elaborated again; multiple power transmission paths are suitable for vehicles traveling at different speeds.

[0089] like Figure 5 As shown, in the fifth embodiment of the present invention, with Figure 4 The difference in the fourth embodiment shown is that the first intermediate shaft 501 is sleeved on the second intermediate shaft 502. It can be understood that the longitudinally mounted hybrid drive system 100 in this fifth embodiment has the same beneficial effects as the fourth embodiment, and can also realize the first to eleventh modes as described in the aforementioned second embodiment, which will not be elaborated upon here.

[0090] Please see Figures 1 to 5 The first input shaft 11, the second input shaft 21, the third input shaft 31, and the output shaft 4 are coaxially arranged. Understandably, the coaxial arrangement of the first input shaft 11, the second input shaft 21, the third input shaft 31, and the output shaft 4 is more conducive to power transmission, and the coaxial arrangement is more conducive to layout and a more compact structure.

[0091] In one embodiment, a one-way locking mechanism is provided on the third input shaft 31, which allows the third input shaft 31 to rotate in one direction only. Understandably, the one-way locking mechanism ensures that the third input shaft 31 can only rotate in the same direction as the engine 30, preventing the third input shaft 31 from transmitting power to the engine 30.

[0092] In one embodiment, the third power mechanism 3 further includes a torsional damper 33, through which the engine 30 is connected to the third input shaft 31. Understandably, the torsional damper 33 can reduce the torsional stiffness of the crankshaft of the engine 30 and the first input shaft 11, thereby reducing the natural frequency of torsional vibration of the transmission system; it can also increase the torsional damping of the transmission system, suppress the amplitude of the torsional resonance response, and attenuate the transient torsional vibration caused by impact.

[0093] The present invention also proposes a hybrid vehicle, wherein Subject 2 applies the longitudinally mounted hybrid drive system 100 as described in any of the preceding embodiments. Since this hybrid vehicle employs all the technical solutions of all the above embodiments, it possesses at least all the beneficial effects brought about by the technical solutions of the above embodiments, which will not be elaborated upon here.

[0094] Specifically, the first clutch 54 and the second clutch 55 are synchronizers, toothed clutches, friction plate clutches, or one-way clutches.

[0095] Understandably, when the first clutch 54 is a synchronizer, the synchronizer enables the third input shaft 31 and the output shaft to achieve synchronized speeds, allowing for normal switching between modes. The synchronizer also acts as a buffer. Similarly, the second clutch 55, when configured as a synchronizer, has a similar effect, used for synchronizing speeds; this will not be elaborated upon here. When both the first clutch 54 and the second clutch 55 are toothed clutches, torque transmission is accurate. Friction plate clutches enable smooth torque transmission, quick and complete disengagement, and good heat dissipation. When the first clutch 54 is a one-way clutch, the torque of the third input shaft 31 can be transmitted to the output shaft 4. When the engine 31 is not running, the one-way clutch automatically engages to prevent the output shaft 4 from driving the third input shaft 31 to rotate. Similarly, the second clutch 55, when configured as a one-way clutch, has a similar effect, used for automatic disengagement to prevent reverse power transmission; this will not be elaborated upon here.

[0096] The above description is merely an exemplary embodiment of the present invention and does not limit the patent scope of the present invention. Any equivalent structural transformations made using the contents of the present invention specification and drawings under the technical concept of the present invention, or direct / indirect applications in other related technical fields, are included within the patent protection scope of the present invention.

Claims

1. A longitudinally mounted hybrid drive system, characterized in that, The longitudinally mounted hybrid drive system includes: A first power mechanism, the first power mechanism includes a first motor and a first input shaft, the first input shaft being connected to the first motor; The second power mechanism includes a second motor and a second input shaft, with the second input shaft connected to the second motor. The third power mechanism includes an engine and a third input shaft, the third input shaft is connected to the engine, and the second input shaft is loosely fitted on the third input shaft; The first input shaft is loosely fitted onto the output shaft; The transmission mechanism includes two coaxial intermediate shafts, one of which is connected to the first input shaft and the output shaft, and the other of which is connected to the second input shaft and the third input shaft; one of the intermediate shafts is loosely fitted onto the other intermediate shaft.

2. The longitudinally mounted hybrid drive system as described in claim 1, characterized in that, The intermediate shaft, which is drivenly connected to the first input shaft and the input shaft, is the first intermediate shaft; the transmission mechanism further includes a first transmission assembly, which includes: A first driving gear is disposed on the first input shaft; A first driven gear is mounted on the first intermediate shaft. The first driving gear meshes with the first driven gear to drive the first intermediate shaft to the first input shaft. A first intermediate gear is disposed on the first intermediate shaft; A first output gear is disposed on the output shaft, and the first output gear meshes with the first intermediate gear to drive the first intermediate shaft to the input shaft.

3. The longitudinally mounted hybrid drive system as described in claim 1, characterized in that, The intermediate shaft, which is driven by the second input shaft and the third input shaft, is the second intermediate shaft; the transmission mechanism further includes a second transmission assembly, which includes: The second drive gear is mounted on the second input shaft; The second driven gear is mounted on the second intermediate shaft. The second driving gear and the second driven gear mesh to make the second intermediate shaft drively connected to the second input shaft. A third driving gear is disposed on the third input shaft; The third driven gear is disposed on the second intermediate shaft. The third driving gear and the third driven gear mesh to make the second intermediate shaft drively connected to the third input shaft.

4. The longitudinally mounted hybrid drive system as described in claim 1, characterized in that, The transmission mechanism further includes a first clutch, which is used to connect or disconnect the third input shaft and the output shaft.

5. The longitudinally mounted hybrid drive system as described in claim 4, characterized in that, The intermediate shaft, which is driven by the second input shaft and the third input shaft, is the second intermediate shaft. The transmission mechanism further includes a third transmission assembly, which includes: The second output gear is loosely fitted on the output shaft and is connected to the first clutch. The first clutch is also used to connect or disconnect the second output gear and the output shaft. The second intermediate gear is mounted on the second intermediate shaft and meshes with the second output gear.

6. The longitudinally mounted hybrid drive system as described in any one of claims 1 to 4, characterized in that, The transmission mechanism further includes a second clutch, which is used to connect or disconnect the two intermediate shafts.

7. The longitudinally mounted hybrid drive system as described in any one of claims 1 to 5, characterized in that, The first input shaft, the second input shaft, the third input shaft, and the output shaft are coaxially arranged.

8. The longitudinally mounted hybrid drive system as described in any one of claims 1 to 5, characterized in that, The third input shaft is provided with a one-way locking mechanism, which causes the third input shaft to rotate in one direction.

9. The longitudinally mounted hybrid drive system as described in claim 6, characterized in that, The first clutch and the second clutch are synchronizers, toothed clutches, friction plate clutches or one-way clutches.

10. A hybrid vehicle, characterized in that, The application has a longitudinally mounted hybrid drive system as described in any one of claims 1 to 9.

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