Hybrid power system, forecabin layout structure and vehicle

Abstract

The invention relates to a hybrid power system, a forecabin layout structure and a vehicle, and relates to the technical field of vehicles, the hybrid power system comprises an engine, a driving motor and a hybrid power speed change assembly, one of the engine and the driving motor is arranged in a forecabin in the length direction of the vehicle, and the other one is arranged in the forecabin in the width direction of the vehicle; the hybrid power speed change assembly is arranged in the front cabin, and the engine and the driving motor are in transmission connection with the hybrid power speed change assembly and are in transmission connection with vehicle wheels through the hybrid power speed change assembly. According to the technical scheme, the engine and the driving motor are arranged in the front cabin in different directions, the overall space occupation of the hybrid power system is effectively reduced, more sufficient installation space is provided for high-performance suspensions such as double-fork-arm suspensions, meanwhile, the double-motor design and the hybrid power performance are kept unchanged, the length of a speed change assembly is shortened, and the service life of the hybrid power system is prolonged. And the arrangement space of the battery pack is increased, so that the pure electric endurance mileage is increased, and the vehicle control performance and the space utilization efficiency are improved.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to a hybrid system, a front compartment layout structure, and a vehicle. Background Technology

[0002] Currently, existing hybrid powertrains typically employ either a longitudinal or transverse layout. While longitudinal hybrid systems offer advantages in power output efficiency, their overall length is greater, occupying significant longitudinal space and directly compressing battery placement space, thus limiting battery capacity and impacting pure electric driving range. On the other hand, transverse hybrid systems save longitudinal space, improving interior space utilization. However, the transverse layout restricts the front compartment structure, preventing the implementation of higher-performance front suspension configurations such as double wishbone suspensions, resulting in significant shortcomings in handling and ride comfort. Summary of the Invention

[0003] This application provides a hybrid system, a front compartment layout structure, and a vehicle to at least partially solve the aforementioned technical problems.

[0004] To achieve the above objectives, according to a first aspect of this application, a hybrid system is provided, including an engine, a drive motor, and a hybrid transmission assembly. One of the engine and the drive motor is configured to be arranged in the front compartment of the vehicle along the length direction of the vehicle, and the other is configured to be arranged in the front compartment of the vehicle along the width direction of the vehicle. The hybrid transmission assembly is disposed in the front compartment. The engine and the drive motor are respectively connected to the hybrid transmission assembly for transmission and are connected to the wheels of the vehicle for transmission through the hybrid transmission assembly.

[0005] Optionally, the engine is configured to be arranged in the front compartment along the length of the vehicle, and the drive motor is configured to be arranged in the front compartment along the width of the vehicle.

[0006] Optionally, the hybrid transmission assembly includes an input shaft, which is coaxially connected to the output shaft of the engine.

[0007] Optionally, a shock absorber is provided for transmission between the input shaft and the output shaft of the engine.

[0008] Optionally, the hybrid transmission assembly further includes a generator, which is drive-connected to the input shaft and configured to be electrically connected to the vehicle's battery pack.

[0009] Optionally, the generator is arranged coaxially with the engine.

[0010] Optionally, the hybrid transmission assembly further includes a primary gear pair, which is configured to be arranged along the length of the vehicle in the front compartment and is drive-connected between the drive motor and the wheels.

[0011] Optionally, the primary gear pair includes a primary main gear and a primary secondary gear. The primary main gear is coaxially connected to the output shaft of the drive motor, the primary secondary gear meshes longitudinally with the primary main gear, and the primary secondary gear is connected to the wheel drive.

[0012] Optionally, the hybrid transmission assembly further includes a secondary gear pair, which is configured to be arranged along the length of the vehicle in the front compartment and is drively connected between the primary gear and the wheel.

[0013] Optionally, the secondary gear pair includes a secondary main gear and a secondary auxiliary gear. The secondary main gear is coaxially connected to the primary auxiliary gear, the secondary auxiliary gear meshes with the secondary main gear, and the secondary auxiliary gear is coaxially connected to the wheel.

[0014] Optionally, the primary gear pair further includes a drive shaft, which is arranged in the front compartment along the width direction of the vehicle, and the secondary main gear and the primary auxiliary gear are coaxially connected to the drive shaft.

[0015] Optionally, the secondary gear pair further includes a drive shaft, which is arranged in the front compartment along the width direction of the vehicle and coaxially connected to the secondary gear. The wheel includes a first wheel body and a second wheel body, which are coaxially connected to both ends of the drive shaft. The secondary gear is located between the first wheel body and the second wheel body.

[0016] Optionally, the hybrid transmission assembly further includes a differential, which is coaxially connected between the drive shaft and the secondary gear.

[0017] Optionally, the hybrid transmission assembly further includes a bevel gear pair, the first end of which is connected to the primary gear pair for transmission, and the second end of which is connected to the engine for transmission.

[0018] Optionally, the bevel gear pair includes a first bevel gear and a second bevel gear, the second bevel gear being coaxially connected to the drive shaft, the first bevel gear being coaxially connected to the input shaft, and the first bevel gear meshing with the second bevel gear.

[0019] Optionally, the hybrid transmission assembly further includes a first clutch, which is coaxially connected to the input shaft.

[0020] According to a second aspect of this application, a front cabin layout structure is provided, including the hybrid system described in the first aspect, and further including a front cabin compartment, wherein the hybrid system is arranged in the front cabin compartment.

[0021] Optionally, it also includes a radiator, which is coaxially arranged with the engine and located at the front end of the forward compartment, with the engine located between the radiator and the hybrid transmission assembly.

[0022] Optionally, it also includes a steering column and an air filter, the steering column being disposed in the front compartment and located on a first side of the hybrid system, and the air filter being disposed in the front compartment and located on a second side of the hybrid system.

[0023] According to a third aspect of this application, a vehicle is also provided, including the front compartment layout structure of the second aspect.

[0024] Optionally, it also includes a passenger compartment and a steering wheel, the steering wheel being disposed within the passenger compartment and being drively connected to the steering column.

[0025] Optionally, the system also includes a battery pack disposed at the bottom of the passenger compartment, the battery pack being electrically connected to both the generator and the drive motor in the hybrid transmission assembly.

[0026] Optionally, it also includes wheels, the wheels comprising a first wheel body and a second wheel body, the first wheel body and the second wheel body being coaxially connected to both ends of the drive shaft of the hybrid transmission assembly.

[0027] In the hybrid system of this application embodiment, by arranging the engine and drive motor in the front compartment along the vehicle's length and width directions respectively, the space utilization efficiency of the hybrid system is greatly optimized. This layout significantly reduces the space occupied by the powertrain in the front compartment, thereby providing more installation space for the front suspension system, such as the double wishbone suspension, which is beneficial to improving the vehicle's handling and suspension performance. Simultaneously, this hybrid system connects the engine and drive motor through a hybrid transmission assembly, effectively transmitting power to the vehicle's wheels. This allows for a reduction in transmission length without reducing the number of motors or hybrid performance, which is beneficial for increasing battery pack placement space and further improving pure electric range. Furthermore, the reasonable powertrain layout helps optimize the vehicle's weight distribution, improves dynamic balance, and enhances driving stability and experience. Overall, this technical solution, while balancing high-performance power output, improves space utilization and vehicle performance, solving the problems of excessive space occupation or limited suspension performance in traditional longitudinal or transverse hybrid systems, and has strong practical value and promotional significance.

[0028] Other features and advantages of this application will be described in detail in the following detailed description section. Attached Figure Description

[0029] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0030] To gain a more complete understanding of this application and its beneficial effects, the following description will be provided in conjunction with the accompanying drawings, wherein the same reference numerals in the following description denote the same parts.

[0031] Figure 1 This is a layout diagram of the hybrid system provided in an exemplary embodiment of this application. Figure 1 ;

[0032] Figure 2 This is a schematic diagram of the front cabin layout structure provided in an exemplary embodiment of this application. Figure 1 ;

[0033] Figure 3 This is a schematic diagram of the front cabin layout structure provided in an exemplary embodiment of this application. Figure 2 ;

[0034] Figure 4 This is a partial schematic diagram of the hybrid transmission assembly provided in an exemplary embodiment of this application;

[0035] Figure 5 This is a layout diagram of the hybrid system provided in an exemplary embodiment of this application. Figure 2 ;

[0036] Figure 6 This is a layout diagram of the hybrid system provided in an exemplary embodiment of this application. Figure 3 ;

[0037] Figure 7 This is a layout diagram of the hybrid system provided in an exemplary embodiment of this application. Figure 4 ;

[0038] Figure 8 This is a layout diagram of the hybrid system provided in an exemplary embodiment of this application. Figure 5 ;

[0039] Figure 9 This is a layout diagram of the hybrid system provided in an exemplary embodiment of this application. Figure 6 ;

[0040] Figure 10This is a layout diagram of the hybrid system provided in an exemplary embodiment of this application. Figure 7 ;

[0041] Figure 11 This is a layout diagram of the hybrid system provided in an exemplary embodiment of this application. Figure 8 ;

[0042] Figure 12 This is a layout diagram of the hybrid system provided in an exemplary embodiment of this application. Figure 9 ;

[0043] Figure 13 This is a layout diagram of the hybrid system provided in an exemplary embodiment of this application. Figure 10 ;

[0044] Figure 14 This is a layout diagram of the hybrid system provided in an exemplary embodiment of this application. Figure 10 one.

[0045] Explanation of reference numerals in the attached figures:

[0046] 1. Engine;

[0047] 2. Drive motor;

[0048] 3. Hybrid transmission assembly; 31. Input shaft; 32. Generator; 33. First-stage gear pair; 331. First-stage main gear; 332. First-stage auxiliary gear; 333. Drive shaft; 34. Second-stage gear pair; 341. Second-stage main gear; 342. Second-stage auxiliary gear; 343. Drive shaft; 35. Differential; 36. Bevel gear pair; 361. First bevel gear; 362. Second bevel gear; 37. First clutch;

[0049] 4. Shock absorbers;

[0050] 5. Fore compartment;

[0051] 6. Radiator;

[0052] 7. Steering column;

[0053] 8. Air filter;

[0054] 9. Passenger cabin;

[0055] 10. Steering wheel;

[0056] 11. Battery pack;

[0057] 12. Wheel; 121. First wheel body; 122. Second wheel body;

[0058] 13. First synchronizer;

[0059] 14. Second clutch;

[0060] 15. Planetary support;

[0061] 16. Sun gear carrier;

[0062] 17. Gear ring;

[0063] 18. Second synchronizer;

[0064] 19. Third synchronizer. Detailed Implementation

[0065] The technical solutions of the embodiments of this application 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 this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the protection scope of this application.

[0066] This application provides a hybrid system; please refer to [link / reference]. Figure 1 and Figure 2 The hybrid system includes an engine 1, a drive motor 2, and a hybrid transmission assembly 3. One of the engine 1 and the drive motor 2 is arranged in the front compartment 5 of the vehicle along the length direction of the vehicle, and the other is arranged in the front compartment 5 along the width direction of the vehicle. The hybrid transmission assembly 3 is also located in the front compartment 5 and is connected to the engine 1 and the drive motor 2 respectively. It is also connected to the wheels 12 of the vehicle through the hybrid transmission assembly 3.

[0067] It is understandable that when engine 1 is arranged along the length of the vehicle, its crankshaft centerline is roughly parallel to the direction of vehicle travel. This arrangement can form a shorter power chain path in the longitudinal direction, which is beneficial to the directness of power output and transmission efficiency. When drive motor 2 is arranged along the width of the vehicle, its rotor centerline is roughly perpendicular to the direction of vehicle travel. This arrangement can effectively compress the space occupied by the powertrain in the longitudinal direction, thereby providing sufficient installation position and structural layout space for the arrangement of high-performance suspensions such as double wishbone suspensions in the longitudinal area of ​​the front compartment.

[0068] Conversely, when the drive motor 2 is arranged along the length of the vehicle and the engine 1 is arranged along the width of the vehicle, the same effect of releasing the longitudinal area of ​​the front compartment can be achieved in another space utilization scheme, which is still conducive to the high-performance configuration of the front suspension structure. The hybrid transmission assembly 3 can be a multi-speed or single-speed structure. Its housing structure design needs to take into account the difference in the input port positions of the engine 1 and the drive motor 2, and to match and optimize the relative positional relationship between the housing axis and the input shaft 31 and the output shaft to ensure stable and reliable power transmission under both different arrangement methods.

[0069] It is worth noting that, due to the perpendicular arrangement of the engine 1 and the drive motor 2, the planar projection area of ​​the hybrid transmission assembly 3 in the front compartment is smaller than that of the traditional longitudinal or transverse arrangement, and the layout is more flexible. This creates more possibilities for vehicle design engineers to optimize the arrangement of components in the front compartment 5 area. For example, functional modules such as the cooling system, controller, and suspension tower top can be arranged more compactly in suitable positions, reducing the adverse effects on chassis performance and front suspension structure selection caused by the size constraints of the hybrid transmission assembly 3.

[0070] This layout allows the hybrid system to balance power performance, battery placement space, and chassis suspension performance to a certain extent, resulting in comprehensive optimization across multiple dimensions, including pure electric range, handling, and structural compactness. Simultaneously, compared to traditional longitudinally mounted hybrid systems, it reduces overall length, freeing up longitudinal space for the battery pack 11. This allows for a more compact hybrid transmission assembly 3 design without reducing the number of motors or compromising hybrid system performance. Furthermore, this layout retains the energy recovery and multi-drive mode advantages of a dual-motor design, achieving a balance between pure electric range, power response, and chassis performance. This arrangement also improves the space utilization of the front compartment 5 area, allowing for more flexible placement of components such as the cooling system, electronic control unit, and front suspension brackets. Vehicle engineers can make better choices between performance and space utilization based on the vehicle's requirements.

[0071] It is worth noting that "along the vehicle length direction" and "along the vehicle width direction" here refer to the main layout direction, which has a certain tolerance range from the actual installation posture of the components in three-dimensional space. This allows for appropriate adjustments during installation based on structural interference, transmission path optimization, or maintenance convenience, in order to ensure the system's adaptability and assembly feasibility on the vehicle platform.

[0072] In some alternative implementations, such as Figure 1 , Figure 2 As shown, engine 1 is arranged in the front compartment 5 along the length of the vehicle, and drive motor 2 is arranged in the front compartment 5 along the width of the vehicle. "Along the length of the vehicle" means that the crankshaft centerline of engine 1 is basically parallel to the vehicle's driving direction, and "along the width of the vehicle" means that the rotor axis of drive motor 2 is basically perpendicular to the vehicle's driving direction. This mutually perpendicular arrangement complements each other in the longitudinal and lateral spaces, freeing up the longitudinal space of the front compartment to a certain extent, providing installation positions for high-performance suspensions such as double wishbone suspensions. Furthermore, while ensuring that the volume and number of engine 1 and drive motor 2 are not reduced, the longitudinal dimension of the hybrid transmission assembly 3 is reduced, thereby reserving more space at the bottom of the vehicle for the arrangement of the battery pack 11.

[0073] For example, the hybrid transmission assembly 3 includes an input shaft 31, which is coaxially connected to the output shaft of the engine 1. Here, "coaxial connection" means that the center lines of the two shafts coincide in three-dimensional space, so as to reduce eccentricity and additional load during power transmission, which is beneficial to maintaining the stability of torque transmission and reducing mechanical wear.

[0074] For example, a shock absorber 4 is provided between the input shaft 31 and the output shaft of the engine 1. The shock absorber 4 can be a torsional shock absorber 4, a flexible coupling, or other structural forms. It is used to absorb and buffer the impact transmitted by the input shaft 31 when the output torque of the engine 1 fluctuates or the drive motor 2 participates in power coupling, thereby reducing transmission shock and system vibration and improving driving smoothness.

[0075] For example, the hybrid transmission assembly 3 also includes a generator 32, which is connected to the input shaft 31. When the input shaft 31 rotates, mechanical energy can be transmitted to the rotor of the generator 32 through a gear set, chain drive or belt drive, etc., so that the mechanical energy is converted into electrical energy during rotation and delivered to the vehicle's battery pack 11 via the power electronic control unit, thereby charging the battery pack 11.

[0076] It is understandable that this design can not only replenish the battery when the engine 1 is working, but also work in conjunction with the energy recovery function of the drive motor 2 under specific operating strategies to improve the energy utilization efficiency of the whole vehicle.

[0077] For example, the generator 32 is coaxially arranged with the engine 1, meaning the rotor axis of the generator 32 coincides with the crankshaft centerline of the engine 1. This arrangement reduces the space occupied by parallel shaft transmissions and eliminates the need for additional transmission intermediate components, shortening the path of power transmission from the engine 1 to the generator 32, reducing mechanical energy loss during transmission, and improving overall integration, resulting in a more compact front compartment layout. In this structure, the engine 1, drive motor 2, hybrid transmission assembly 3, and generator 32 form a highly integrated power unit. While meeting the high-performance requirements of the dual-motor hybrid system, this design helps reduce the vehicle platform's dependence on the longitudinal length of the front compartment, improves battery placement flexibility, and provides more space design options for adapting to different vehicle models.

[0078] Furthermore, the coaxial arrangement of the generator 32 and the engine 1 is also conducive to the centralized configuration of the cooling system. For example, the cooling circuits of the engine 1 and the generator 32 can be partially integrated, reducing the length of pipes and the number of joints, which is beneficial to reducing the weight of the whole vehicle and reducing manufacturing complexity.

[0079] In summary, through a series of structural combinations, such as the perpendicular arrangement of engine 1 and drive motor 2, the coaxial connection between the input shaft 31 of hybrid transmission assembly 3 and the output shaft of engine 1, the configuration of shock absorbers 4 between input shaft 31 and engine 1, the transmission connection between generator 32 and input shaft 31, and the coaxial arrangement of generator 32 and engine 1, a good comprehensive technical effect is achieved in terms of compact power transmission path, optimized space utilization, vibration absorption and energy recovery efficiency. This enables the vehicle to achieve a better balance between power performance, battery range and chassis performance, and has strong structural scalability and platform adaptability.

[0080] In some examples, combined Figure 1 , Figure 2 and Figure 4 The hybrid transmission assembly 3 includes a primary gear pair 33 arranged in the front compartment 5 along the length of the vehicle. The input end of the primary gear pair 33 is connected to the output end of the drive motor 2, and the output end of the primary gear pair 33 is connected to the wheel 12. When the drive motor 2 is in pure electric drive mode, the output torque of the drive motor 2 can be transmitted to the wheel 12 through the primary gear pair 33, thereby realizing the function of driving the vehicle by electric energy.

[0081] For example, the primary gear pair 33 includes a primary main gear 331 coaxially connected to the output shaft of the drive motor 2 and a primary auxiliary gear 332 meshing with the primary main gear 331. The primary main gear 331 and the primary auxiliary gear 332 adopt a spur gear structure. Spur gears have less sliding friction during transmission, which is beneficial to reducing meshing loss and noise to a certain extent compared with bevel gears. At the same time, since the meshing characteristics of spur gears are stable, it is beneficial to maintain the accuracy of the transmission ratio, thereby ensuring the smoothness and responsiveness of power output to a certain extent.

[0082] It is understandable that the primary gear 332 of the primary gear pair 33 is not directly connected to the wheel 12, but continues to transmit power to the secondary gear pair 34 arranged longitudinally in the front compartment 5. The secondary gear pair 34 plays the role of intermediate deceleration and torque amplification in the power transmission link, which is beneficial to matching the vehicle's demand for driving force and speed under different working conditions.

[0083] For example, the secondary gear pair 34 includes a secondary main gear 341 that is coaxially connected to the primary secondary gear 332, and a secondary secondary gear 342 that meshes with the secondary main gear 341 and is coaxially connected to the wheel 12. The secondary main gear 341 and the secondary secondary gear 342 also adopt a spur gear structure. This arrangement is beneficial to reducing energy loss and improving transmission efficiency to a certain extent, and can maintain a relatively compact longitudinal arrangement, which helps to reserve more space in the front compartment 5 for other key components, such as a high-performance suspension system.

[0084] To further integrate the transmission structure, the primary gear pair 33 also includes a drive shaft 333 arranged in the front compartment 5 along the vehicle width direction. The primary auxiliary gear 332 and the secondary main gear 341 are coaxially mounted on the drive shaft 333. This not only reduces the number of shafts but also shortens the torque transmission path, which is structurally beneficial to improving transmission efficiency and reducing the cumulative clearance error that may occur under multi-bearing support.

[0085] For example, the secondary gear pair 34 also includes a drive shaft 343 arranged along the width direction of the vehicle within the front compartment 5. A secondary gear 342 is coaxially connected to the drive shaft 343. The wheel 12 includes a first wheel body 121 and a second wheel body 122. The two ends of the drive shaft 343 are coaxially connected to the first wheel body 121 and the second wheel body 122, respectively. The secondary gear 342 is arranged between the first wheel body 121 and the second wheel body 122, thereby enabling simultaneous rotation of both wheels 12 during power output. In this structure, the power output of the drive motor 2 forms a continuous mechanical transmission path via the primary gear pair 33, the secondary gear pair 34, and the drive shaft 343, which can improve the directness and response speed of power transmission to a certain extent, while also helping to maintain the vehicle's acceleration performance and driving stability in pure electric drive mode. Furthermore, the coaxial connection design between the drive shaft 343 of the secondary gear pair 34 and the wheel 12 helps to complete power distribution without adding additional transmission components. This layout has a positive effect on structural compactness and manufacturing process adaptability. In actual vehicle operation, the layout of this hybrid system can balance the multiple requirements of front compartment space utilization, electric drive transmission efficiency and suspension layout space to a certain extent, thereby improving the overall performance of the vehicle in pure electric driving mode and hybrid mode.

[0086] In some embodiments, such as Figure 1 , Figure 2 and Figure 4 As shown, in order to compensate for the speed difference of the wheels 12 on both sides when turning, the hybrid transmission assembly 3 also has a differential 35 coaxially connected between the drive shaft 343 and the secondary gear 342. The differential 35 improves the smoothness and stability of the vehicle when turning to a certain extent, reduces the sideslip of the wheels 12 and the load on the transmission system, so that the hybrid system can maintain a relatively balanced power output and handling performance under various operating conditions.

[0087] In some implementations, such as Figure 1 , Figure 2 and Figure 4As shown, the hybrid transmission assembly 3 also includes a bevel gear pair 36. The first end of the bevel gear pair 36 is connected to the primary gear pair 33, and the second end of the bevel gear pair 36 is connected to the engine 1. In the engine 1 drive mode, the torque output by the engine 1 can be transmitted to the primary gear pair 33 through the bevel gear pair 36, and then driven to rotate the wheel 12 via the subsequent gear transmission structure. The bevel gear pair 36 includes a first bevel gear 361 and a second bevel gear 362. The first bevel gear 361 is coaxially connected to the input shaft 31, and the second bevel gear 362 is coaxially connected to the drive shaft 333 of the primary gear pair 33. The first bevel gear 361 and the second bevel gear 362 mesh at a certain angle to realize the conversion between the output direction of the engine 1 and the transmission direction of the primary gear pair 33.

[0088] It is understandable that, in terms of structural arrangement, placing the bevel gear pair 36 between the primary gear pair 33 and the engine 1, compared to placing it in the secondary gear pair 34, allows the torque borne by the bevel gear pair 36 to be at a lower level in the transmission path. This reduces the stress on the gear pair to some extent, decreases tooth surface contact stress, and improves meshing stability and durability. Due to the reduced torque level, energy loss caused by meshing friction is reduced, and transmission efficiency is correspondingly improved. This has a positive effect on the power output response and fuel economy of the engine 1 in direct drive mode.

[0089] Meanwhile, this structural arrangement optimizes the layout of the front compartment transmission components, reducing the lengthy transmission path caused by the rearward positioning of the bevel gear pair 36, thereby shortening the transmission link and reducing noise and vibration to some extent. Furthermore, the selection of the first bevel gear 361 and the second bevel gear 362 can be adjusted according to specific transmission ratio requirements to suit the performance requirements of different vehicles in terms of acceleration, economy, and top speed. Through this structural layout and meshing relationship, the hybrid system can maintain high transmission efficiency and low mechanical loss in engine 1 drive mode, while balancing structural compactness and overall vehicle performance.

[0090] In some embodiments, refer to Figure 1 and Figure 2The hybrid transmission assembly 3 also includes a first clutch 37, which is coaxially connected to the input shaft 31. The input shaft 31 is a shaft fixedly connected to the first bevel gear 361, used to transmit the torque output by the first bevel gear 361 to the subsequent transmission structure. The position of the first clutch 37 enables the separation and engagement of power between the engine 1 and the subsequent gear transmission system. When the first clutch 37 is engaged, the torque output by the engine 1 can be transmitted to the drive shaft 333 via the first bevel gear 361 and the second bevel gear 362, and then to the wheels 12 via the first-stage gear pair 33 and the second-stage gear pair 34. When the first clutch 37 is disengaged, the mechanical connection between the engine 1 and the transmission system is cut off, which helps to reduce the ineffective drag loss at the engine 1 end in pure electric drive mode.

[0091] It is understandable that the coaxial arrangement of the first clutch 37 on the input shaft 31 contributes to structural compactness, reduces the number of additional intermediate transmission components, and lowers the complexity of the transmission path, thereby reducing mechanical losses and structural weight to some extent. Furthermore, the first clutch 37 can be either a wet or dry type and can be controlled hydraulically, electromechanically, or otherwise to meet the requirements for smooth engagement and responsiveness under different operating conditions. Through this structural arrangement and functional coordination, the hybrid system achieves high transmission efficiency and good driving comfort during the switching between engine 1 drive mode and pure electric drive mode, while also improving the overall energy efficiency of the vehicle to some extent.

[0092] In some embodiments, the hybrid system can be modified to suit different vehicle front compartment layouts due to factors such as the space of the vehicle's front compartment 5, the mounting height of the engine 1, the location of the differential 35, and the mounting position of the steering column 7. Figure 1 , Figures 5 to 14 As shown, the hybrid system utilizes different layout adjustments based on the adaptability of different vehicle models. The layout structure of the hybrid system includes, but is not limited to, the layout methods described above. It should be noted that in all the above layout methods, the engine 1 is configured to be arranged along the length of the vehicle in the front compartment 5, and the drive motor 2 is configured to be arranged along the width of the vehicle in the front compartment 5. The following will discuss... Figures 5 to 14 The different implementation methods are described in detail:

[0093] Figure 5 This is a schematic diagram of a second specific implementation of the front cabin layout structure in this application, compared to... Figure 1 In the first specific implementation of the front and middle compartment layout structure, the position of the generator 32 is moved to a position where the bevel gear pair 36 is far away from the engine 1, that is, the bevel gear pair 36 is located between the generator 32 and the engine 1, so that the structure of the entire hybrid transmission assembly 3 can be made more compact.

[0094] Figure 6 This is a schematic diagram of a specific implementation method three for the front cabin layout structure in this application, compared to... Figure 1 In the first specific implementation of the front compartment layout structure, the transmission paths of the first-stage gear pair 33 and the second-stage gear pair 34 are adaptively adjusted and modified. That is, in this implementation, the drive motor 2 and the drive shaft 333 are coaxially connected, so that the engine 1 can be arranged higher in the front compartment layout structure to better suit the off-road models in the vehicle.

[0095] Figure 7 This is a schematic diagram of the fourth specific implementation of the front cabin layout structure in this application, compared to... Figure 6 In the third specific implementation of the mid-fore compartment layout structure, the generator 32 is arranged closer to the shock absorber 4, that is, the generator 32 is arranged between the shock absorber 4 and the bevel gear pair 36.

[0096] Figure 8 This is a layout diagram of a fifth specific embodiment of the front cabin layout structure in this application, compared to... Figure 1 In the first specific implementation of the front-mid cabin layout structure, a first synchronizer 13 is added to the drive shaft 333. The addition of the first synchronizer 13 enables the engine 1 to have two gears, while the drive motor 2 maintains one gear. This can improve the gear adjustment range of the engine 1. At the same time, the drive motor 2 can be driven independently and can provide assistance for the operation of the engine 1.

[0097] Figure 9 This is a layout diagram of a specific embodiment six of the front cabin layout structure in this application, compared to... Figure 8 In the fifth specific implementation of the front and middle compartment layout structure, the position of the generator 32 is moved to the end of the bevel gear pair 36 away from the engine 1.

[0098] Figure 10 This is a layout diagram of a specific embodiment seven of the front cabin layout structure in this application, compared to... Figure 8 In the fifth specific implementation of the front and middle compartment layout structure, the running direction of the first synchronizer 13 is adjusted, that is, the first synchronizer 13 is moved closer to the engine 1. This allows the drive motor 2 to have two gears, while the engine 1 is adjusted to one gear, thus increasing the gear adjustment range of the drive motor 2.

[0099] Figure 11 This is a layout diagram of the eighth specific implementation of the front cabin layout structure in this application, compared to... Figure 1In one specific implementation of the front-center compartment layout structure, a second clutch 14, a planetary carrier 15, a sun gear carrier 16, a ring gear 17, and a second synchronizer 18 are added. The second clutch 14 is coaxially mounted on the input shaft 31 and located between the shock absorber 4 and the generator 32. This second clutch 14 can connect or disconnect the generator 32 and the engine 1, thereby improving the vehicle's maneuverability. The planetary carrier 15 is coaxially connected to the input shaft 31 and located between the generator 32 and the bevel gear pair 36. The sun gear carrier 16 and the planetary carrier 15 are coaxially mounted on the input shaft 31 and located between the generator 32 and the bevel gear pair 36. The shaft arrangement is such that the ring gear 17 is driven and meshed between the sun gear carrier 16 and the planet carrier 15, while the output shaft of the generator 32 is driven and connected to the sun gear carrier 16, and the engine 1 is driven and connected to the planet carrier 15, thus realizing the power split between the engine 1 and the generator 32; furthermore, the second synchronizer 18 is coaxially mounted on the input shaft 31 and located between the planet carrier 15 and the bevel gear pair 36. One end of the second synchronizer 18 is driven and connected to the ring gear 17, and the other end is driven and connected to the planet carrier 15, thus allowing the ring gear 17 and the planet carrier 15 to move synchronously, improving transmission efficiency.

[0100] Figure 12 This is a layout diagram of a specific embodiment nine of the front cabin layout structure in this application, compared to... Figure 9 The sixth specific implementation of the front and middle compartment layout structure is that the third synchronizer 19 is replaced in this implementation. The difference between the third synchronizer 19 and the first synchronizer 13 is that the third synchronizer 19 enables both the engine 1 and the drive motor 2 to have two gears. At the same time, the drive motor 2 cannot drive independently, but the drive motor 2 can provide assistance for the operation of the engine 1.

[0101] Figure 13 This is a layout diagram of a specific embodiment ten of the front cabin layout structure in this application, compared to Figure 10 In the seventh specific implementation of the front and middle compartment layout structure, the position of the generator 32 is adjusted, that is, the position of the generator 32 is moved to the end of the bevel gear pair 36 away from the engine 1. At this time, the bevel gear pair 36 is located between the shock absorber 4 and the generator 32.

[0102] Figure 14 This is a layout diagram of the eleventh specific embodiment of the front cabin layout structure in this application, compared to... Figure 11 The eighth specific implementation of the front cabin layout structure is that the second synchronizer 18 and the second clutch 14 are integrated together and both are located between the shock absorber 4 and the generator 32, which can further improve the structural compactness of the entire hybrid transmission assembly 3.

[0103] According to a second aspect of this application, a front cabin layout structure is provided, which includes the aforementioned hybrid system. It also includes a front cabin compartment 5, within which the hybrid system is disposed.

[0104] In some embodiments, refer to Figures 1 to 2 The front compartment layout also includes a steering column 7 and an air filter 8. The steering column 7 is located within the front compartment 5 on the first side of the hybrid system, while the air filter 8 is located within the front compartment 5 on the second side of the hybrid system. The first and second sides can be understood as being on the left and right sides relative to the longitudinal centerline of the front compartment 5; the first side is the driver's side, and the second side is the side furthest from the driver. This layout allows the air filter 8 and steering column 7 to avoid interference during installation and operation, thus providing the necessary installation space for a high-performance steering system. Furthermore, placing the air filter 8 on the side opposite the steering column 7 facilitates aftermarket modifications to its location, such as adding a snorkel to adapt to deeper water conditions.

[0105] Through the above arrangement, the front compartment layout achieves a rational distribution of the hybrid system, cooling system, steering system, and intake system within a limited space. The radiator 6, engine 1, and hybrid transmission assembly 3 are arranged sequentially along the front-to-back direction, reducing mutual interference between different systems and making the power transmission path more direct, thereby improving the overall vehicle's power response efficiency to a certain extent. The separate side layout of the air filter 8 and steering column 7 not only reduces spatial conflicts between components during manufacturing and assembly but also provides convenient conditions for vehicle maintenance and modification. Overall, this front compartment layout structure, through the optimized arrangement of the positions of various components, achieves beneficial technical effects in terms of space utilization, cooling performance, transmission efficiency, and functional expandability.

[0106] According to a third aspect of this application, a vehicle is provided that includes the aforementioned front compartment layout structure.

[0107] In some implementations, combined with Figure 1 , Figure 2 The vehicle also includes a passenger compartment 9 and a steering wheel 10. The steering wheel 10 is located within the passenger compartment 9 and is connected to the steering structure related to the hybrid system via the steering column 7, allowing the driver to operate the steering system through the steering wheel 10 to control the vehicle's direction of travel under different driving conditions. The connection between the steering wheel 10 and the steering column 7 can be a rigid connection or a connection with a universal joint structure. This can accommodate the spatial differences of various components within the front compartment to a certain extent and improve steering flexibility and transmission stability.

[0108] In some alternative implementations, combined with Figure 3 The forward cabin layout can also be arranged as shown in the diagram, i.e., with... Figure 2Compared to a mirror-symmetrical arrangement, this arrangement is more suitable for foreign countries where the steering wheel 10 is located on the right side of the passenger cabin 9.

[0109] In some embodiments, the vehicle also includes a battery pack 11, which is installed at the bottom of the passenger compartment 9. This location can be understood as the area between the longitudinal beams of the frame and the floor, which can reduce the center of gravity of the vehicle to a certain extent, thereby improving the stability of the vehicle when driving at high speeds and turning. The battery pack 11 is electrically connected to the generator 32 and the drive motor 2 in the hybrid transmission assembly 3. This connection allows the generator 32 to convert mechanical energy into electrical energy and store it in the battery pack 11 when the engine 1 is driving. At the same time, the drive motor 2 can obtain electrical energy from the battery pack 11 to drive the wheels 12 according to driving needs, thereby supporting the vehicle to operate in multiple driving modes such as pure electric mode and hybrid mode.

[0110] In some embodiments, the vehicle also includes wheels 12, which are composed of a first wheel body 121 and a second wheel body 122, respectively coaxially connected to both ends of the drive shaft 343 of the hybrid transmission assembly 3. The drive shaft 343 can be understood here as a rotating component that transmits power from the hybrid transmission assembly 3 to the left and right wheels 12. The coaxial connection of the first wheel body 121 and the second wheel body 122 can, to a certain extent, ensure the synchronous rotation of the left and right wheels 12, thereby helping to maintain the stability and uniformity of power transmission when the vehicle is traveling in a straight line. When the hybrid system outputs torque, the torque is transmitted to the drive shaft 343 through the gear structure within the hybrid transmission assembly 3, and then the first wheel body 121 and the second wheel body 122 are driven to rotate from both ends of the drive shaft 343, thus realizing the vehicle's driving function.

[0111] Through the above structural design, the vehicle achieves an efficient matching relationship between the powertrain, energy management system, and transmission system. The front compartment layout provides a compact arrangement of components. The connection between the steering wheel 10 and steering column 7 in the passenger compartment 9 ensures direct driving control. The bottom placement of the battery pack 11 contributes to improved stability, and the symmetrical transmission structure of the first wheel 121 and the second wheel 122 improves the balance of power output to a certain extent. Overall, this vehicle structure can integrate multiple power sources and functional modules within a limited space, thereby optimizing power performance, energy utilization, and overall vehicle space layout to a certain extent.

[0112] It is worth noting that the vehicle can be an off-road vehicle, a gasoline-powered vehicle, a plug-in hybrid electric vehicle, or a new energy vehicle, etc., and this application does not make any specific restrictions on this.

[0113] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0114] 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 of other embodiments.

[0115] The embodiments, implementation methods, and related technical features of this application can be combined and substituted for each other without conflict.

[0116] The above are merely preferred embodiments of this application and are not intended to limit this application in any way. Any simple modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of this application without departing from the scope of the technical solution of this application shall still fall within the scope of the technical solution of this application.

Claims

1. A hybrid system, characterized by, The engine, the drive motor and the hybrid transmission assembly are arranged in the front compartment of the vehicle along the length direction of the vehicle, and the other one is arranged in the front compartment of the vehicle along the width direction of the vehicle, the hybrid transmission assembly is arranged in the front compartment, and the engine and the drive motor are respectively in driving connection with the hybrid transmission assembly and in driving connection with the wheels of the vehicle through the hybrid transmission assembly.

2. The hybrid system according to claim 1, characterized by, The engine is arranged in the front compartment along the length direction of the vehicle, and the drive motor is arranged in the front compartment along the width direction of the vehicle.

3. The hybrid system according to claim 2, characterized by, The hybrid transmission assembly comprises an input shaft coaxially connected with the output shaft of the engine.

4. The hybrid system according to claim 3, characterized by, A shock absorber is in driving connection between the input shaft and the output shaft of the engine.

5. The hybrid system according to claim 3, characterized by, The hybrid transmission assembly further comprises a generator in driving connection with the input shaft, and the generator is in electrical connection with the battery pack of the vehicle.

6. The hybrid system according to claim 5, characterized by, The generator is coaxially arranged with the engine.

7. The hybrid system according to any one of claims 3 to 6, characterized in that, The hybrid transmission assembly further comprises a primary gear pair arranged in the front compartment along the length direction of the vehicle, and the primary gear pair is in driving connection between the drive motor and the wheels.

8. The hybrid system according to claim 7, characterized by, The primary gear pair comprises a primary main gear coaxially connected with the output shaft of the drive motor and a primary auxiliary gear in longitudinal engagement with the primary main gear and in driving connection with the wheels.

9. The hybrid system according to claim 8, characterized by, The hybrid transmission assembly further comprises a secondary gear pair arranged in the front compartment in the longitudinal direction and in driving connection between the primary auxiliary gear and the wheels.

10. The hybrid system according to claim 9, characterized by, The secondary gear pair comprises a secondary main gear coaxially in driving connection with the primary auxiliary gear and a secondary auxiliary gear in engagement with the secondary main gear and coaxially in driving connection with the wheels.

11. The hybrid system according to claim 10, characterized by, The primary gear pair further comprises a driving shaft arranged in the front compartment along the width direction of the vehicle, and the secondary main gear and the primary auxiliary gear are coaxially connected with the driving shaft.

12. The hybrid system of claim 11, wherein, The secondary gear pair further comprises a transmission shaft arranged in the front compartment along the width direction of the vehicle and coaxially connected with the secondary auxiliary gear, and the wheels comprise a first wheel body and a second wheel body coaxially connected with two ends of the transmission shaft, and the secondary auxiliary gear is located between the first wheel body and the second wheel body.

13. The hybrid system of claim 12, wherein, The hybrid transmission assembly further comprises a differential coaxially connected between the transmission shaft and the secondary auxiliary gear.

14. The hybrid system according to any one of claims 11 to 13, characterized in that, The hybrid transmission assembly further comprises a bevel gear pair, a first end of the bevel gear pair is in driving connection with the primary gear pair, and a second end of the bevel gear pair is in driving connection with the engine.

15. The hybrid system of claim 14, wherein, The bevel gear pair comprises a first bevel gear and a second bevel gear, the second bevel gear is coaxially connected to the driving shaft, the first bevel gear is coaxially connected to the input shaft, and the first bevel gear is engaged with the second bevel gear.

16. The hybrid system of claim 15, wherein, The hybrid transmission assembly further comprises a first clutch, which is coaxially connected to the input shaft.

17. A front compartment layout structure, characterized by, The hybrid system of any one of claims 1 to 16, further comprising a front compartment, wherein the hybrid system is arranged in the front compartment.

18. The front bay arrangement of claim 17, wherein, Further comprising a radiator, which is coaxially arranged with the engine and located at the front end of the front compartment, and the engine is located between the radiator and the hybrid transmission assembly.

19. The front bay layout structure of claim 17, wherein, Further comprising a steering column and an air cleaner, the steering column is arranged in the front compartment and located at the first side of the hybrid system, and the air cleaner is arranged in the front compartment and located at the second side of the hybrid system.

20. A vehicle characterized by comprising: The front compartment layout structure of any one of claims 17 to 19.

21. The vehicle of claim 20, wherein, Further comprising a passenger compartment and a steering wheel, the steering wheel is arranged in the passenger compartment and drivingly connected with the steering column.

22. The vehicle of claim 21, wherein, Further comprising a battery pack, which is arranged at the bottom end of the passenger compartment, and the battery pack is electrically connected with the generator and the drive motor in the hybrid transmission assembly.

23. The vehicle of claim 20, wherein, Further comprising wheels, which comprise a first wheel body and a second wheel body, the first wheel body and the second wheel body are respectively coaxially connected to the two ends of the transmission shaft of the hybrid transmission assembly.

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