Hybrid power driving system and vehicle

Abstract

The invention provides a hybrid power driving system and a vehicle, the system comprises a first driving mechanism and a second driving mechanism, the first driving mechanism comprises an engine, a first clutch, a second clutch, a first motor, a first gear transmission mechanism and a first differential mechanism; the second driving mechanism comprises a second motor, a second gear transmission mechanism and a second differential mechanism; the engine is used for outputting power; the first motor is used for converting power output by the engine into electric energy; the first clutch is used for connecting or disconnecting an engine and the first motor; the second clutch is used for connecting or disconnecting the first motor and the first driving mechanism; the first gear transmission mechanism is arranged between the second clutch and the first differential mechanism and is in transmission connection with the second clutch and the first differential mechanism; the second gear transmission mechanism is arranged between the second motor and the first differential mechanism and is in transmission connection with the second motor and the second differential mechanism.

Description

Technical Field

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

[0002] As hybrid electric vehicles (HEVs) serve as a crucial technology for energy conservation and emission reduction, combining the advantages of internal combustion engines and electric motors to offer a more flexible and efficient vehicle power solution. From the perspective of automotive power sources, HEV technology undoubtedly brings new opportunities for the automotive industry.

[0003] In existing technologies, hybrid electric vehicles typically employ four-wheel drive hybrid systems. These systems offer excellent performance in terms of handling stability and off-road capability; however, they also have certain drawbacks. For example, achieving four-wheel drive functionality requires the addition of a rear-drive motor, which undoubtedly increases system complexity and manufacturing costs. Furthermore, how to further improve energy conversion efficiency and reduce energy consumption while maintaining performance remains a challenge that hybrid electric vehicle technology requires continuous research and improvement. Summary of the Invention

[0004] This invention proposes a hybrid power drive system and vehicle, aiming to at least partially solve one of the technical problems in the related art.

[0005] Therefore, the first objective of this invention is to provide a hybrid power drive system, comprising: a first drive mechanism and a second drive mechanism. The first drive mechanism includes an engine, a first clutch, a second clutch, a first motor, a first gear transmission mechanism, and a first differential. The second drive mechanism includes a second motor, a second gear transmission mechanism, and a second differential. The engine is used to output power; the first motor is used to convert the power output by the engine into electrical energy; the first clutch is used to connect or disconnect the engine and the first motor; the second clutch is used to connect or disconnect the first motor and the first drive mechanism; the first gear transmission mechanism is disposed between the second clutch and the first differential, and is drively connected to the second clutch and the first differential; the second gear transmission mechanism is disposed between the second motor and the first differential, and is drively connected to the second motor and the second differential.

[0006] In addition, the hybrid drive system according to the above embodiments of the present invention may also have the following additional technical features:

[0007] Optionally, the output shaft of the engine is connected to the driving end of the first clutch, and the output shaft of the first motor is sequentially connected to the driving end of the second clutch and the driven end of the first clutch. The driven end of the second clutch is connected to the first differential through the first gear transmission mechanism.

[0008] The output shaft of the second motor is connected to the second differential via the second gear transmission mechanism.

[0009] Optionally, the first gear transmission mechanism includes a first driving gear, an intermediate gear, and a first driven gear; the second gear transmission mechanism includes a second driving gear, a second driven gear, a third driving gear, and a third driven gear.

[0010] The first driving gear is drivenly connected to the driven end of the second clutch, the first driving gear is drivenly connected to the intermediate gear, and the intermediate gear is drivenly connected to the first differential through the first driven gear;

[0011] The output shaft of the second motor is connected to the second driving gear, the second driving gear is connected to the second driven gear, the second driven gear is coaxially connected to the third driving gear, and the third driving gear is connected to the second differential through the third driven gear.

[0012] Optionally, the hybrid drive system may also include a power battery;

[0013] The power battery is connected to the first motor and the second motor to provide power to the first motor and the second motor.

[0014] Optionally, the engine, the first clutch, the second clutch, and the first motor are coaxial.

[0015] Optionally, the hybrid drive system further includes a controller, which is electrically connected to the first drive mechanism and the second drive mechanism.

[0016] Optionally, the controller is used for:

[0017] When the first clutch is disengaged and the second clutch is engaged, the engine stops working, the first motor drives, the second motor follows, and the hybrid drive system is in pure electric front-wheel drive mode.

[0018] Optionally, the controller is also used for:

[0019] When the first clutch is disengaged and the second clutch is disengaged, the engine stops working, the first motor stops working, and the second motor drives the hybrid drive system in pure electric rear-wheel drive mode.

[0020] Optionally, the controller is also used for:

[0021] When the first clutch is disengaged and the second clutch is engaged, the engine stops working, the first motor drives, the second motor drives, and the hybrid drive system is in pure electric four-wheel drive mode.

[0022] Optionally, the controller is also used for:

[0023] The first clutch is controlled to close, the second clutch is disengaged, the engine is driven, the engine drives the first motor to generate electricity, the second motor drives, and the hybrid drive system is in range-extended drive mode.

[0024] Optionally, the controller is also used for:

[0025] Controlling the first clutch to close, the second clutch to close, the engine to drive, the first motor to follow, the second motor to follow, the hybrid drive system is in engine direct drive mode.

[0026] Optionally, the controller is also used for:

[0027] Controlling the first clutch to close, the second clutch to close, the engine to drive, the first motor to drive, the second motor to drive, the hybrid drive system to be in hybrid four-wheel drive mode.

[0028] Optionally, the controller is also used for:

[0029] When the first clutch is disengaged and the second clutch is disengaged, the engine stops working, the first motor stops working, the second motor generates electricity, and the hybrid drive system is in single-axis energy recovery mode.

[0030] Optionally, the controller is also used for:

[0031] When the first clutch is disengaged and the second clutch is engaged, the engine stops working, the first motor generates electricity, the second motor generates electricity, and the hybrid drive system is in dual-shaft energy recovery mode.

[0032] Optionally, the controller is also used for:

[0033] The first clutch is disengaged and the second clutch is engaged, the engine is driven, the engine drives the first motor to generate electricity, the second motor generates electricity, and the hybrid drive system is in a parking and power generation mode.

[0034] The hybrid drive system provided by this invention includes a first drive mechanism and a second drive mechanism. The first drive mechanism includes an engine, a first clutch, a second clutch, a first motor, a first gear transmission mechanism, and a first differential. The second drive mechanism includes a second motor, a second gear transmission mechanism, and a second differential. The engine outputs power; the first motor converts the power output by the engine into electrical energy; the first clutch connects or disconnects the engine and the first motor; the second clutch connects or disconnects the first motor and the first gear transmission mechanism; the first gear transmission mechanism is disposed between the second clutch and the first differential, and is drively connected to the second clutch and the first differential; the second gear transmission mechanism is disposed between the second motor and the second differential, and is drively connected to the second motor and the second differential. In this invention, the engine is coaxially connected to the first motor via the first clutch, which effectively reduces radial space. The second clutch is coplanar with the gear mechanism and the differential, i.e., there is only one gear plane, thereby effectively reducing axial space. Furthermore, by controlling the state of the clutch and the motor, this invention achieves a significant increase in the proportion of pure electric drive in the total driving range, which is conducive to making full use of clean energy and conforms to the current trend of energy conservation, emission reduction, and green travel. Using two motors, a series-parallel four-wheel drive system can be achieved, which is lower in cost than traditional hybrid systems while maintaining excellent four-wheel drive performance.

[0035] A second objective of this invention is to provide a vehicle comprising the aforementioned hybrid drive system. By controlling vehicle operation through the hybrid drive system, objectives such as energy conservation and emission reduction, energy recovery, and improved driving experience can be effectively achieved.

[0036] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0037] To more clearly illustrate the technical solutions in this 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 for this invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0038] Figure 1 This is a structural schematic diagram of a sedan as an embodiment of the present invention.

[0039] Figure 2 A schematic diagram of a hybrid power drive system provided in an embodiment of the present invention.

[0040] Figure 3 This is a schematic diagram of a hybrid power drive system provided in an embodiment of the present invention.

[0041] Figure 4 A schematic diagram showing the detailed structure of a hybrid drive system provided in an embodiment of the present invention.

[0042] Figure 5 This is a schematic diagram of the power source transmission path in the pure electric front-wheel drive mode provided in an embodiment of the present invention.

[0043] Figure 6 This is a schematic diagram of the power source transmission path in the pure electric rear-wheel drive mode provided in an embodiment of the present invention.

[0044] Figure 7 This is a schematic diagram of the power source transmission path in the pure electric four-wheel drive mode provided in an embodiment of the present invention.

[0045] Figure 8 This is a schematic diagram of the power source transmission path for the range-extended drive mode provided in an embodiment of the present invention.

[0046] Figure 9 This is a schematic diagram of the power source transmission path in the direct drive mode of the engine provided in an embodiment of the present invention.

[0047] Figure 10 This is a schematic diagram of the power source transmission path in the hybrid four-wheel drive mode provided in an embodiment of the present invention.

[0048] Figure 11 This is a schematic diagram of the power source transmission path for a single-axis energy recovery mode provided in an embodiment of the present invention.

[0049] Figure 12 This is a schematic diagram of the power source transmission path for the dual-axis energy recovery mode provided in an embodiment of the present invention.

[0050] Figure 13 This is a schematic diagram of the power source transmission path in the stationary power generation mode provided in an embodiment of the present invention.

[0051] Explanation of reference numerals in the attached figures:

[0052] 1000 - Vehicle, 100 - Hybrid drive system, 200 - Wheels, 300 - Vehicle body;

[0053] 1-Engine, 11-Engine output shaft;

[0054] 2-First clutch, 21-Driving end of the first clutch, 22-Passive end of the first clutch;

[0055] 3-Second clutch, 31-Driving end of the second clutch, 32-Passive end of the second clutch;

[0056] 4-First motor, 41-Output shaft of the first motor;

[0057] 5-First gear transmission mechanism, 51-First driving gear, 52-Intermediate gear, 53-First driven gear;

[0058] 6-First differential, 9-Second differential, 10-Power battery, 11-Controller;

[0059] 7 - Second motor; 71 - Output shaft of the second motor;

[0060] 8-Second gear transmission mechanism, 81-Second driving gear, 82-Second driven gear, 83-Third driving gear, 84-Third driven gear. Detailed Implementation

[0061] To make the objectives, technical solutions, and advantages of the present invention clearer, the present invention will be further described in detail below with reference to specific embodiments and accompanying drawings.

[0062] It should be noted that, unless otherwise defined, the technical or scientific terms used in this invention should have the ordinary meaning understood by one of ordinary skill in the art to which this invention pertains. The terms "first," "second," and similar terms used in this invention do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the word encompasses the elements or objects listed following the word and their equivalents, without excluding other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" are used only to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0063] As described in the background section, a four-wheel drive hybrid system is an advanced automotive drive system that combines four-wheel drive technology and hybrid technology. It achieves a more efficient and environmentally friendly driving mode by simultaneously using electric drive and internal combustion engine drive in the vehicle. However, four-wheel drive hybrid systems also have certain drawbacks. For example, to achieve four-wheel drive functionality, a rear-drive motor is required, which undoubtedly increases the system's complexity and manufacturing costs. Furthermore, how to further improve energy conversion efficiency and reduce energy consumption while ensuring performance is also a problem that hybrid vehicle technology requires continuous research and improvement.

[0064] The technical solution of the present invention will be further described in detail below through specific embodiments.

[0065] refer to Figure 1 This is a structural schematic diagram of a sedan as an embodiment of the present invention.

[0066] The present invention relates to a vehicle 1000, including but not limited to sedans, SUVs, buses, and trucks.

[0067] In this embodiment of the invention, vehicle 1000 is a sedan. Vehicle 1000 includes a hybrid drive system 100, wheels 200, and a body 300. The wheels 200 are rotatably mounted on the body 300. The hybrid drive system 100 is installed inside the body 300 and can be connected to the wheels 200 via transmission. The hybrid drive system 100 can drive the wheels 200 to rotate, meaning the vehicle is a hybrid vehicle.

[0068] refer to Figure 2 This is a schematic diagram of a hybrid power drive system provided in an embodiment of the present invention.

[0069] In this embodiment of the invention, the hybrid drive system 100 includes a first drive mechanism 101 and a second drive mechanism 102. The first drive mechanism 101 includes an engine 1, a first clutch 2, a second clutch 3, a first motor 4, a first gear transmission mechanism 5, and a first differential 6. The second drive mechanism 102 includes a second motor 7, a second wheel transmission mechanism 8, a second differential 9, and a power battery 10.

[0070] The first drive mechanism 101 can be understood as the front drive axle of the vehicle 1000, and the second drive mechanism 102 can be understood as the rear drive axle of the vehicle 1000.

[0071] The front axle, also known as the steering axle, is the device that transmits forces and resulting bending moments and torques between the vehicle frame and the front wheels. It is typically located at the front of the vehicle. It transmits the steering force from the steering gear to the wheels, thus enabling vehicle steering. The front axle is also connected to the steering system via steering knuckles, making the vehicle's steering more agile. The rear axle, on the other hand, is the rear drive shaft component that transmits power to the vehicle. It consists of two half-axles, enabling differential movement between the half-axles, and simultaneously supporting the wheels and connecting the rear wheels. The rear axle is also the drive axle in rear-wheel-drive vehicles, providing power to the rear wheels.

[0072] The engine is the device that provides power to a vehicle; it is the heart of a car and determines its power, economy, stability, and environmental performance. Based on the power source, engines can be classified as diesel engines, gasoline engines, electric motors for electric vehicles, and hybrid engines, among others.

[0073] A gear transmission mechanism consists of several pairs of gears that work together to achieve a transmission effect.

[0074] The motor usually refers to a new type of magnetic levitation motor, also known as an EM motor. This motor is based on magnetic levitation technology, where magnetic bearings replace traditional mechanical bearings, achieving a contactless and wear-free operation. In hybrid drive systems, the EM motor, as one of the key power sources, works in conjunction with the internal combustion engine to achieve more efficient energy conversion and smoother power output.

[0075] A differential is a mechanism that enables the left and right (or up and down) drive wheels to rotate at different speeds. It mainly consists of left and right half-shaft gears, planetary gears, and a gear carrier. The main functions of a differential include distributing torque between the two output shafts; ensuring that the two output shafts rotate at different angular velocities, so that the left and right wheels roll at different speeds, i.e., ensuring that the drive wheels on both sides perform pure rolling motion; and ensuring power transmission between the drive wheels under various motion conditions to prevent tire slippage.

[0076] Engine 1 drives first motor 4 to generate electricity. First motor 4 is electrically connected to power battery 10 and can charge power battery 10. Second motor 7 is electrically connected to power battery 10, and power battery 10 can supply power to first motor 4. First motor 4 is also used to convert the electrical energy output from power battery 10 into kinetic energy. Differential 6 is connected to any two opposing wheels 200 on vehicle 1000.

[0077] refer to Figure 3 This is a schematic diagram of the hybrid power drive system 100 provided in an embodiment of the present invention.

[0078] In this embodiment of the invention, engine 1 is used to output power. First motor 4 and second motor 7 are used to convert the power output by engine 1 into electrical energy. First clutch 2 is used to connect or disconnect engine 1 and first motor 4. Second clutch 3 is used to connect or disconnect engine 1, first motor 4, and first gear transmission mechanism 5. First gear transmission mechanism 5 is disposed between second clutch 3 and first differential 6, and is drively connected to second clutch 3 and first differential 6. Second gear transmission mechanism 8 is disposed between second motor 7 and first differential 6, and is drively connected to second motor 7 and second differential 9.

[0079] The engine 1 can drive the first motor 4 to operate via the first gear transmission mechanism 5, enabling the first motor 4 to generate electricity. Furthermore, the electricity generated by the first motor 4 can be stored in the power battery 10 so that it can replenish the power battery 4 when the power battery 10 is low on power.

[0080] In specific implementation, engine 1, first clutch 2, second clutch 3, and first motor 4 are connected along the axial direction of engine 1 (the axial direction of the engine is...). Figure 3The components are arranged sequentially along the X-axis. This arrangement means they are laid out on the same straight line, ensuring more direct and efficient power transmission between engine 1 and the first motor 4, reducing energy loss during transmission. Secondly, the coaxial connection helps reduce the overall complexity and space required by the system, making the entire powertrain more compact and lightweight. Furthermore, embodiments of the invention can use a flat motor, which helps reduce the overall system size and weight, significantly improving fuel economy, reducing emissions, and enhancing driving performance. Simultaneously, the design features of the flat motor allow it to adapt to various complex working environments, ensuring system stability and reliability.

[0081] In specific implementation, the first gear transmission mechanism 5, the first differential 6, the second gear transmission mechanism 8, and the second differential 9 are sequentially distributed along the direction intersecting with the axial direction of the engine 1. Figure 3 (In the Y-axis direction). The integrated design of the second clutch 3 and the input shaft of the first motor 4 means that the two are integrated into a single component, which eliminates the extra space and connecting parts between the clutch and the motor in traditional designs. This design not only reduces the number of components but also simplifies the system structure, thereby reducing the complexity of manufacturing and assembly.

[0082] Secondly, the coplanar layout of the first gear transmission mechanism 5, the first differential 6, the second gear transmission mechanism 8, and the second differential 9 means that these gears are all located on the same plane. This design eliminates the overlap between gears in the axial direction, thereby reducing the axial length of the entire transmission system, which helps to reduce the overall system size and improve space utilization.

[0083] Furthermore, because the gears are coplanar, the transmission path between them is more direct, reducing power loss during transmission. At the same time, the compact layout also helps reduce system friction and vibration, improving overall operational stability.

[0084] refer to Figure 4 This is a detailed structural diagram of the hybrid drive system 100 provided in an embodiment of the present invention.

[0085] As an optional embodiment, the output shaft 11 of the engine 1 is connected to the driving end 21 of the first clutch 2, the output shaft 41 of the first motor 4 is connected in sequence to the driving end 31 of the second clutch 3 and the driven end 22 of the first clutch 2, the driven end 32 of the second clutch 3 is connected to the first differential 6 through the first gear transmission mechanism 5, and the output shaft 71 of the second motor 7 is connected to the second differential 9 through the second gear transmission mechanism 8.

[0086] As an optional embodiment, the first gear transmission mechanism 5 includes a first driving gear 51, an intermediate gear 52, and a first driven gear 53; the second gear transmission mechanism 8 includes a second driving gear 81, a second driven gear 82, a third driving gear 83, and a third driven gear 84. The first driving gear 51 is drivenly connected to the driven end 32 of the second clutch 3, the first driving gear 51 is drivenly connected to the intermediate gear 52, and the intermediate gear 52 is drivenly connected to the first differential 6 through the first driven gear 53; the output shaft 71 of the second motor 7 is drivenly connected to the second driving gear 81, the second driving gear 81 is drivenly connected to the second driven gear 82, the second driven gear 92 is coaxially connected to the third driving gear 83, and the third driving gear 83 is drivenly connected to the second differential 9 through the third driven gear 84.

[0087] As an optional embodiment, the power battery 10 is connected to the first motor 4 and the second motor 7 to provide power to the first motor 4 and the second motor 7.

[0088] Based on the above structure, the vehicle 1000 in this embodiment of the invention also includes a controller 11, which is electrically connected to the engine 1, the first motor 4, the second motor 7, the first clutch 2, and the second clutch 3. The controller 11 in this embodiment of the invention can control the engine 1, the first motor 4, the second motor 7, the first clutch 2, and the second clutch 3 to be in different states, thus enabling the vehicle 1000 to perform different driving modes.

[0089] Referring to Table 1, this is a schematic table of the driving operation modes of the hybrid power drive system 100 provided in the embodiment of the present invention.

[0090]

[0091] Table 1

[0092] This invention utilizes two motors to achieve a series-parallel four-wheel drive system. This design not only improves the vehicle's driving performance, especially in complex road conditions or scenarios requiring high traction, but also effectively controls costs compared to traditional four-wheel drive systems. This allows the hybrid system of this invention to maintain high performance while also possessing strong market competitiveness.

[0093] refer to Figure 5 This is a schematic diagram of the power source transmission path in the pure electric front-wheel drive mode provided in an embodiment of the present invention.

[0094] As an optional embodiment, the pure electric front-wheel drive mode refers to the vehicle 1000 being driven and steered solely by the front wheels under electric power. In this mode, the controller 11 disengages the first clutch 2 and engages the second clutch 3, the engine 1 stops operating, the first motor 4 drives, and the second motor 7 follows, placing the hybrid drive system 100 in pure electric front-wheel drive mode. The power battery 10 supplies power to the first motor 4. The first motor 4 drives the first differential 6 through the first gear transmission mechanism 5, with the arrow indicating the power source transmission path. At this time, the vehicle 1000 operates solely under the drive of the first motor 4. The second motor 7 following means it adaptively adjusts according to the driving state of the vehicle 1000 and the output of the first motor 4 to provide necessary auxiliary power or perform energy recovery. Furthermore, since the engine 1 has stopped operating, no fuel is consumed, and no exhaust emissions are produced, making the pure electric front-wheel drive mode an environmentally friendly and economical driving method.

[0095] refer to Figure 6 This is a schematic diagram of the power source transmission path in the pure electric rear-drive mode provided in an embodiment of the present invention.

[0096] As an optional embodiment, the pure electric rear-wheel drive mode refers to the vehicle 1000 being driven and steered solely by the rear wheels under electric power. In this mode, the controller 11 disengages the first clutch 2 and the second clutch 3, the engine 1 stops operating, the first motor 4 stops operating, and the second motor 7 drives the vehicle, placing the hybrid drive system 100 in pure electric rear-wheel drive mode. The power battery 10 supplies power to the second motor 7. The second motor 7 drives the second differential via the second gear transmission mechanism 8, with the arrow indicating the power source transmission path. At this time, the vehicle 1000 operates solely under the drive of the second motor 7. Since neither the engine 1 nor the first motor 4 operates, no fuel is consumed, and no exhaust emissions are produced; the pure electric rear-wheel drive mode is also an environmentally friendly and economical driving method.

[0097] refer to Figure 7 This is a schematic diagram of the power source transmission path in the pure electric four-wheel drive mode provided in an embodiment of the present invention.

[0098] As an optional embodiment, the pure electric four-wheel drive mode means that the power of vehicle 1000 is jointly provided by the first motor 4, which drives the front and rear wheels of the vehicle respectively, achieving four-wheel drive. In this mode, controller 11 controls the first clutch 2 to disengage and the second clutch 3 to engage, engine 1 to stop working, and the first motor 4 and second motor 7 drive the vehicle, with the hybrid drive system 100 in pure electric four-wheel drive mode. The power battery 10 supplies power to the first motor 4. The first motor 4 drives the first differential 6 through the first gear transmission mechanism 5. The second motor 7 drives the second differential 9 through the second gear transmission mechanism 8. At this time, vehicle 1000 runs under the drive of the first motor 4, and the arrow points to the power source transmission path. Since engine 1 does not participate in the operation, this mode relies entirely on electric drive, thus featuring zero emissions and high efficiency.

[0099] In practice, the pure electric four-wheel drive mode is suitable for various driving scenarios, especially when high traction and stability are required, such as off-road driving, hill starts, or rapid acceleration. Because all four wheels provide power simultaneously, the vehicle achieves better handling and grip, thereby improving driving safety and stability.

[0100] Furthermore, the pure electric four-wheel drive mode boasts advantages such as rapid response and precise control. The electric motor can instantly start, stop, and reverse, eliminating the need to wait for clutch or gearbox switching, allowing for quick adaptation to different road conditions and needs. Simultaneously, the electronic control system can adjust the torque output ratio between the front and rear axles and the left and right wheels based on various parameters such as vehicle speed, steering angle, and acceleration, achieving optimal traction and stability.

[0101] refer to Figure 8 This is a schematic diagram of the power source transmission path for the range-extended drive mode provided in an embodiment of the present invention.

[0102] As an optional embodiment, in range-extended drive mode, engine 1 not only provides power to vehicle 1000, but also generates electricity by driving first motor 4 to charge power battery 10 or provide power to second motor 7. This mode can effectively extend the vehicle's driving range and improve the overall energy efficiency of the vehicle. At this time, controller 11 controls first clutch 2 to close and second clutch 3 to disengage, engine 1 drives first motor 4 to generate electricity, and second motor 7 drives the hybrid drive system 100 in range-extended drive mode.

[0103] Specifically, engine 1, as the primary power source, is connected to the first gear transmission mechanism 5 via a closed first clutch 2, driving vehicle 1000 forward. Simultaneously, some power from engine 1 is transmitted to the first electric motor 4, enabling it to operate as an engine and generate electrical energy. This electrical energy can be stored in the power battery 10 for subsequent power supply to the second electric motor 7, or to supplement power when engine 1's power is insufficient. The second electric motor 7 also plays a crucial role in range-extended drive mode, flexibly providing power or recovering energy based on the vehicle 1000's driving status and the driver's needs. When vehicle 1000 requires more power, the second electric motor 7 can work in conjunction with engine 1 to provide additional thrust; conversely, when vehicle 1000 decelerates or brakes, the second electric motor 7 can operate as an engine, converting the vehicle 1000's kinetic energy into electrical energy and storing it in the power battery 10. The arrows indicate the power source transmission path. Range-extended drive mode combines the advantages of both engines and electric motors, ensuring vehicle power performance while improving energy efficiency. Furthermore, because the engine and electric motor can work together, the vehicle maintains efficient energy utilization and an excellent driving experience in various driving scenarios.

[0104] refer to Figure 9 This is a schematic diagram of the power source transmission path in the engine direct drive mode provided in an embodiment of the present invention.

[0105] As an optional embodiment, in engine direct drive mode, engine 1 becomes the primary power source, directly driving vehicle 1000 forward by engaging the first clutch 2 and the second clutch 3. At this time, the first motor 4 does not directly participate in driving but is in a follow-up state, adaptively adjusting according to the output of engine 1 and the driving state of vehicle 1000 to provide necessary auxiliary power or perform energy recovery. In this mode, controller 11 controls the engagement of the first clutch 2 and the second clutch 3, driving engine 1, with the first motor 4 and second motor 7 following. The hybrid drive system 100 is in engine direct drive mode, and the arrow indicates the power source transmission path. Engine direct drive mode is typically suitable for high-speed cruising or stable driving conditions, where engine 1 has good efficiency and fuel economy, allowing it to fully utilize its performance advantages. Direct drive reduces power transmission losses and improves overall efficiency. Simultaneously, since the first motor 4 is in a follow-up state, it can fine-tune the engine output according to actual conditions to improve the responsiveness and smoothness of the power system. This collaborative work makes the hybrid drive system 100 more flexible and efficient.

[0106] refer to Figure 10 This is a schematic diagram of the power source transmission path in the hybrid four-wheel drive mode provided in an embodiment of the present invention.

[0107] As an optional embodiment, in hybrid four-wheel drive mode, engine 1, as one of the main power sources, is connected to the first gear transmission mechanism 5 via the engagement of the first clutch 2 and the second clutch 3, providing stable and powerful power output to vehicle 1000. Simultaneously, the first electric motor 4 also actively participates in driving; connected to the front and rear wheels, it provides additional power to vehicle 1000 via electric drive. At this time, controller 11 controls the engagement of the first clutch 2 and the second clutch 3, driving engine 1, first electric motor 4, and second electric motor 7, placing the hybrid drive system 100 in hybrid four-wheel drive mode. The arrow indicates the power source transmission path. Hybrid four-wheel drive mode combines the advantages of the engine and electric motor, flexibly adjusting power output and distribution according to different driving needs and road conditions. The efficient operation of the engine and the rapid response of the electric motor allow hybrid four-wheel drive mode to provide strong power while maintaining good fuel economy and emissions performance.

[0108] In hybrid four-wheel drive mode, the vehicle achieves better handling and stability, especially in complex road conditions or scenarios requiring high traction. The coordinated operation of the engine and electric motor ensures that the vehicle can fully utilize its power performance during acceleration, hill climbing, or off-road driving, providing an excellent driving experience.

[0109] refer to Figure 11 This is a schematic diagram of the power source transmission path for the single-axis energy recovery mode provided in an embodiment of the present invention.

[0110] As an optional embodiment, in single-axis energy recovery mode, vehicle 1000 primarily relies on kinetic energy recovered during coasting or braking for energy recovery. The second motor 7 operates as an engine, converting the kinetic energy of vehicle 1000 into electrical energy and storing it in the power battery 10. This effectively utilizes kinetic energy that might otherwise be wasted, thereby improving the overall energy efficiency of the vehicle. At this time, controller 11 controls the first clutch disengagement 2 to open, the second clutch 3 to disengage, engine 1 to stop working, the first motor 4 to stop working, and the second motor 7 to generate electricity. The hybrid drive system 100 is in single-axis energy recovery mode, as indicated by the arrow pointing to the power source transmission path. Single-axis energy recovery mode is highly efficient during vehicle deceleration, downhill driving, or prolonged coasting. By recovering kinetic energy in these scenarios, the hybrid drive system 100 can not only extend the battery's driving range and reduce dependence on fossil fuels, but also help reduce the burden on the braking system and extend its service life.

[0111] refer to Figure 12 This is a schematic diagram of the power source transmission path for the dual-axis energy recovery mode provided in an embodiment of the present invention.

[0112] As an optional embodiment, in dual-axis energy recovery mode, the kinetic energy of vehicle 1000 is recovered through the first motor 4. Specifically, when the vehicle decelerates or coasts, the first motor 4 converts the kinetic energy of the front and rear wheels into electrical energy and stores it in the power battery 10. Dual-axis energy recovery is more efficient than single-axis energy recovery because it can recover energy from both directions simultaneously, reducing energy loss. At this time, the controller 11 controls the first clutch 2 to disengage and the second clutch 3 to engage, the engine 1 stops working, the first motor 4 generates electricity, the second motor 7 generates electricity, and the hybrid drive system 100 is in dual-axis energy recovery mode. The arrow points to the power source transmission path. Dual-axis energy recovery mode not only improves energy recovery efficiency but also enhances vehicle handling stability and driving comfort. Because the two motors work simultaneously, they can more precisely control the vehicle's braking force and speed, reducing the braking dive effect and making driving smoother. In addition, dual-axis energy recovery mode also helps prevent drag and unpleasant experiences caused by energy recovery. By intelligently adjusting the regenerative braking force of the two motors, the system can recover energy more smoothly, reducing driver discomfort during deceleration or coasting.

[0113] refer to Figure 13 This is a schematic diagram of the power source transmission path in the stationary power generation mode provided in an embodiment of the present invention.

[0114] As an optional embodiment, in the parking-and-generate mode, engine 1, as the primary power source, is connected to the first gear transmission mechanism 5 via the closed first clutch 2, providing the necessary power to vehicle 1000 or keeping vehicle 1000 stationary. Simultaneously, a portion of the power from engine 1 is transferred to the first motor 4, causing the first motor 4 to operate as an engine. In this way, the first motor 4 can convert some of the mechanical energy generated by engine 1 into electrical energy and store it in the power battery 10 for later use. At the same time, the second motor 7 stops working and does not participate in the driving or power generation process. This helps reduce the system's energy consumption and complexity, allowing for more efficient energy recovery and utilization. At this time, controller 11 controls the first clutch 2 to close and the second clutch 3 to disengage. Engine 1 drives the first motor 4 to generate electricity, and the second motor 7 stops working. The hybrid drive system 100 is in the parking-and-generate mode, as indicated by the arrow pointing to the power source transmission path. The parking-and-generate mode is suitable for when the vehicle is stationary or traveling at low speeds, especially when waiting at traffic lights, in queues, or in congested situations. In this mode, the hybrid drive system can effectively recover excess energy generated by the engine and convert it into electrical energy for storage, thereby improving energy efficiency and system economy.

[0115] The hybrid power drive system 100 provided by the present invention includes: a first drive mechanism 101 and a second drive mechanism 102. The first drive mechanism 101 includes an engine 1, a first clutch 2, a second clutch 3, a first motor 4, a first gear transmission mechanism 5, and a first differential 6; the second drive mechanism 102 includes a second motor 7, a second gear transmission mechanism 8, and a second differential 9. The engine 1 is used to output power; the first motor 4 is used to convert the power output by the engine 1 into electrical energy; the first clutch 2 is used to connect or disconnect the engine 1 and the first motor 4; the second clutch 3 is used to connect or disconnect the first motor 4 and the first gear transmission mechanism 5; the first gear transmission mechanism 5 is disposed between the second clutch 3 and the first differential 6, and is drively connected to the second clutch 3 and the first differential 6; the second gear transmission mechanism 8 is disposed between the second motor 7 and the second differential 9, and is drively connected to the second motor 7 and the second differential 9. In this invention, engine 1 is coaxially connected to first motor 4 via first clutch 2, effectively reducing radial space. Second clutch 3 is coplanar with gear mechanism (5, 8) and differential (6, 9), meaning there is only one gear plane, thus effectively reducing axial space. Furthermore, by controlling the states of the clutch and motor, this invention significantly increases the proportion of pure electric drive in the total driving range, facilitating the full utilization of clean energy and aligning with current trends of energy conservation, emission reduction, and green travel. Using only two motors achieves series-parallel four-wheel drive, which is lower in cost than traditional hybrid systems while maintaining excellent four-wheel drive performance.

[0116] As can be seen from the above, the hybrid drive system 100 of this invention has multiple operating modes, such as range-extending drive mode, engine direct drive mode, hybrid four-wheel drive mode, and parking-and-generator mode. These modes can intelligently switch according to different driving conditions and energy demands, ensuring that the vehicle always operates within the corresponding high-efficiency range. This flexibility and adaptability enable the hybrid drive system of this invention to achieve optimal performance and energy efficiency in different scenarios. Furthermore, this invention can achieve a larger proportion of pure electric drive, meaning that in various driving scenarios, the system can prioritize the use of battery power to drive the vehicle, reducing reliance on the engine. This primarily electric drive mode is beneficial for fully utilizing clean energy, reducing fossil fuel consumption, and thus lowering exhaust emissions, aligning with the trend of green and environmentally friendly development. Simultaneously, pure electric drive also provides a smoother and quieter driving experience.

[0117] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, the present invention also provides a vehicle 1000, including the hybrid power drive system 100 in the above embodiments.

[0118] The vehicle 1000 of the above embodiments is used to implement the hybrid drive system 100 of any of the above embodiments, and has the beneficial effects of the corresponding embodiments, which will not be repeated here.

[0119] In some embodiments, the vehicle may further include:

[0120] The vehicle body 300 is used to house the hybrid power drive system 100 in the above embodiment;

[0121] Wheel 200 is connected to the differential (6, 9) of the hybrid drive system 100 to achieve braking of vehicle 1000.

[0122] Those skilled in the art should understand that the discussion of any of the above embodiments is merely exemplary and is not intended to imply that the scope of the invention (including the claims) is limited to these examples; within the framework of the invention, the technical features of the above embodiments or different embodiments can also be combined, the steps can be implemented in any order, and there are many other variations of different aspects of the above embodiments of the invention, which are not provided in detail for the sake of brevity.

[0123] Additionally, to simplify the description and discussion, and to avoid obscuring the embodiments of the invention, the well-known power / ground connections to integrated circuit (IC) chips and other components may or may not be shown in the provided drawings. Furthermore, the apparatus may be shown in block diagram form to avoid obscuring the embodiments of the invention, and this also takes into account the fact that the details of implementation of these block diagram apparatuses are highly dependent on the platform on which the embodiments of the invention will be implemented (i.e., these details should be fully understood by those skilled in the art). While specific details (e.g., circuits) have been set forth to describe exemplary embodiments of the invention, it will be apparent to those skilled in the art that the embodiments of the invention may be implemented without these specific details or with variations thereof. Therefore, these descriptions should be considered illustrative rather than restrictive.

[0124] Although the invention has been described in conjunction with specific embodiments thereof, many substitutions, modifications, and variations of these embodiments will be apparent to those skilled in the art from the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may be used with the embodiments discussed.

[0125] The embodiments of this invention are intended to cover all such substitutions, modifications, and variations falling within the broad scope of the appended claims. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the embodiments of this invention should be included within the protection scope of this invention.

Claims

1. A hybrid power drive system, characterized in that, include: The first drive mechanism (101) and the second drive mechanism (102) include an engine (1), a first clutch (2), a second clutch (3), a first motor (4), a first gear transmission mechanism (5), and a first differential (6); the second drive mechanism (102) includes a second motor (7), a second gear transmission mechanism (8), and a second differential (9). The engine (1) is used to output power; The first motor (4) is used to convert the power output by the engine (1) into electrical energy; The first clutch (2) is used to connect or disconnect the engine (1) and the first motor (4); The second clutch (3) is used to connect or disconnect the first motor (4) and the first gear transmission mechanism (5); The first gear transmission mechanism (5) is disposed between the second clutch (3) and the first differential (6), and is connected to the second clutch (3) and the first differential (6) in a transmission connection. The second gear transmission mechanism (8) is located between the second motor (7) and the second differential (9) and is connected to the second motor (7) and the second differential (9) in a transmission connection.

2. The hybrid drive system according to claim 1, characterized in that, The output shaft (11) of the engine (1) is connected to the active end (21) of the first clutch (2), and the output shaft (41) of the first motor (4) is connected in sequence to the active end (31) of the second clutch (3) and the passive end (22) of the first clutch (2). The passive end (32) of the second clutch (3) is connected to the first differential (6) through the first gear transmission mechanism (5). The output shaft (71) of the second motor (7) is connected to the second differential (9) via the second gear transmission mechanism (8).

3. The hybrid drive system according to claim 2, characterized in that, The first gear transmission mechanism (5) includes a first driving gear (51), an intermediate gear (52), and a first driven gear (53); the second gear transmission mechanism (8) includes a second driving gear (81), a second driven gear (82), a third driving gear (83), and a third driven gear (84); The first driving gear (51) is driven to the driven end (32) of the second clutch (3), the first driving gear (51) is driven to the intermediate gear (52), and the intermediate gear (52) is driven to the first differential (6) through the first driven gear (53). The output shaft (71) of the second motor (7) is connected to the second driving gear (81) in a transmission connection. The second driving gear (81) is connected to the second driven gear (82) in a transmission connection. The second driven gear (82) is coaxially connected to the third driving gear (83). The third driving gear (83) is connected to the second differential (9) in a transmission connection through the third driven gear (84).

4. The hybrid drive system according to claim 1, characterized in that, It also includes a power battery (10); The power battery (10) is connected to the first motor (4) and the second motor (7) to provide power to the first motor (4) and the second motor (7).

5. The hybrid drive system according to claim 1, characterized in that, The engine (1), the first clutch (2), the second clutch (3), and the first motor are coaxial (4).

6. The hybrid drive system according to claim 1, characterized in that, It also includes a controller (11), which is electrically connected to the first drive mechanism (101) and the second drive mechanism (102).

7. The hybrid drive system according to claim 6, characterized in that, The controller (11) is used for: The first clutch (2) is disengaged and the second clutch (3) is engaged, the engine (1) stops working, the first motor (4) drives, the second motor (7) follows, and the hybrid drive system (100) is in pure electric front-drive mode.

8. The hybrid drive system according to claim 6, characterized in that, The controller (11) is also used for: The first clutch (2) is disengaged, the second clutch (3) is disengaged, the engine (1) stops working, the first motor (4) stops working, the second motor (7) is driven, and the hybrid drive system (100) is in pure electric rear-drive mode.

9. The hybrid drive system according to claim 6, characterized in that, The controller (11) is also used for: The first clutch (2) is disengaged and the second clutch (3) is engaged, the engine (1) stops working, the first motor (4) is driven, the second motor (7) is driven, and the hybrid drive system (100) is in pure electric four-wheel drive mode.

10. The hybrid drive system according to claim 6, characterized in that, The controller (11) is also used for: Controlling the first clutch (2) to close and the second clutch (3) to open, the engine (1) is driven, the engine (1) drives the first motor (4) to generate electricity, the second motor (7) is driven, and the hybrid drive system (100) is in range-extending drive mode.

11. The hybrid drive system according to claim 6, characterized in that, The controller (11) is also used for: Controlling the first clutch (2) to close, the second clutch (3) to close, the engine (1) to drive, the first motor (4) to follow, the second motor (7) to follow, the hybrid drive system (100) to be in engine direct drive mode.

12. The hybrid drive system according to claim 6, characterized in that, The controller (11) is also used for: Controlling the first clutch (2) to close, the second clutch (3) to close, the engine (1) to drive, the first motor (4) to drive, the second motor (7) to drive, the hybrid drive system (100) to be in hybrid four-wheel drive mode.

13. The hybrid drive system according to claim 6, characterized in that, The controller (11) is also used for: The first clutch (2) is disengaged, the second clutch (3) is disengaged, the engine (1) stops working, the first motor (4) stops working, the second motor (7) generates electricity, and the hybrid drive system (100) is in single-axis energy recovery mode.

14. The hybrid drive system according to claim 6, characterized in that, The controller (11) is also used for: The first clutch (2) is disengaged and the second clutch (3) is engaged, the engine (1) stops working, the first motor (4) generates electricity, the second motor (7) generates electricity, and the hybrid drive system (100) is in dual-shaft energy recovery mode.

15. The hybrid drive system according to claim 6, characterized in that, The controller (11) is also used for: The first clutch (2) is closed and the second clutch (3) is disengaged, the engine (1) is driven, the engine (1) drives the first motor (4) to generate electricity, the second motor (7) stops working, and the hybrid drive system (100) is in a parking and power generation mode.

16. A vehicle, characterized in that, Includes a hybrid drive system (100) as described in any one of claims 1-15.

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