Dual-fuel diesel-gasoline longitudinal hybrid device and vehicle

Abstract

The application discloses a diesel-gasoline dual-purpose longitudinal hybrid device, which comprises an engine, a motor system, a gear transmission mechanism, a clutch, a synchronizer, a transfer case, a front differential and a rear differential. The device can be compatible with diesel engines and gasoline engines, and realizes front-drive, rear-drive and four-wheel-drive multi-mode driving under a longitudinal structure. Through the combination of the engine, the motor and the clutch, various working modes such as parking power generation, driving power generation, electric driving, engine direct driving, parallel hybrid and brake energy recovery are realized. The device has compact structure, simple and reliable control, and can balance the power output and economy of different fuel types, and is suitable for various vehicle platforms. The application further discloses a vehicle.

Description

Technical Field

[0001] This invention belongs to the field of automotive technology. Specifically, this invention relates to a longitudinally mounted hybrid system for both diesel and gasoline engines and a vehicle. Background Technology

[0002] With the rapid development of new energy vehicle technology, hybrid drive systems have been widely used in the automotive field due to their balance of fuel economy and power performance. Currently, most hybrid devices on the market are transverse front-wheel drive structures. This type of structure has achieved large-scale application in the passenger vehicle sector due to its advantages of compact layout and low cost, which can meet the basic needs of passenger vehicles for space utilization and daily commuting.

[0003] However, commercial vehicles and passenger vehicles differ significantly in their usage scenarios and performance requirements. Commercial vehicles are freight vehicles and need to carry heavy loads. To ensure the vehicle's loading characteristics and structural stability, their bodies are mostly designed as non-load-bearing structures, with a frame to enhance load-bearing capacity. This leads to commercial vehicles focusing on a longitudinal rear-wheel-drive powertrain to meet their power transmission and driving stability requirements under heavy load conditions.

[0004] Furthermore, as an important sub-category of commercial vehicles, light commercial vehicles have diverse power sources, with both diesel and gasoline engines widely used. Diesel engines, with their low-speed, high-torque characteristics, are suitable for heavy-duty and long-distance transportation conditions, while gasoline engines have better fuel economy at low and medium speeds, making them more suitable for urban short-distance delivery scenarios.

[0005] Against this backdrop, the existing technology lacks a hybrid drive system that can simultaneously accommodate both longitudinal front-wheel drive and longitudinal rear-wheel drive power output forms and is compatible with both diesel and gasoline power sources. This makes it impossible to meet the power adaptability requirements of light commercial vehicles under different load requirements and driving scenarios, which has become an urgent technical problem to be solved in the current development of hybridization of light commercial vehicles.

[0006] This invention provides a longitudinally mounted hybrid system for both diesel and gasoline engines, specifically addressing how to ensure that both diesel engine matching requirements and gasoline engine needs are met, while also accommodating longitudinal front-wheel drive and rear-wheel drive configurations. The system is simple and reliable in structure and control, and easy to operate. Summary of the Invention

[0007] This invention aims to solve at least one of the technical problems existing in the prior art. To this end, this invention provides a longitudinally mounted hybrid system for both diesel and gasoline engines, designed to meet the matching requirements of both diesel and gasoline engines, while also accommodating both front-wheel drive and rear-wheel drive configurations. The system is simple and reliable in structure and control, and easy to operate.

[0008] To solve the above-mentioned technical problems, the technical solution adopted by the present invention is: a diesel and gasoline dual-fuel longitudinal hybrid device, including an engine, an electric motor system, a gear transmission mechanism and a clutch; The engine can be a diesel engine or a gasoline engine; The motor system includes several drive motors, which are connected to a gear transmission mechanism to provide driving torque; The gear transmission mechanism includes several meshing gears, used to realize the power distribution and transmission between the engine and the motor system; The clutch is located between the engine output end and the gear transmission mechanism, and is used to realize the power switching between the engine and the electric motor system; By controlling the combined operating conditions of the engine, motor system, and clutch, the following multiple drive modes can be achieved: Parking power generation mode, driving power generation mode, electric drive mode, engine direct drive mode, parallel hybrid mode and regenerative braking mode; This enables compatibility with both longitudinal front-wheel drive and longitudinal rear-wheel drive structures, meets the matching requirements of both diesel and gasoline engines, and improves system economy and drive adaptability.

[0009] When the engine is a gasoline engine, the motor system includes a first motor, a second motor, and a third motor, wherein the first motor is used for generating electricity or auxiliary drive, the second motor is used for main drive or generating electricity, and the third motor is used for rear axle drive.

[0010] In parking generator mode, the engine starts, the first motor generates electricity, the second and third motors shut down, and the clutch disengages. In driving power generation mode, the engine drives the first motor to generate electricity, and the second motor drives the wheels, achieving hybrid power drive.

[0011] In electric drive mode, the engine is turned off, and the second and / or third motors drive the wheels to achieve pure electric driving. In engine direct drive 2WD mode, the engine starts and the first, second, and third motors are turned off. In engine direct drive 4WD mode, the engine starts, the first and second motors are turned off, and the third motor drives the wheels.

[0012] In parallel 2WD mode, the engine starts, the first and third motors are turned off, and the second motor drives the wheels. In parallel 4WD mode, the engine starts, the first motor is turned off, and the second and third motors drive the wheels.

[0013] The aforementioned diesel and gasoline dual-fuel longitudinal hybrid device also includes a transfer case, a synchronizer, a front differential, and a rear differential. The transfer case is connected to the front differential and the rear differential respectively, and is used to distribute the output torque to the front-drive or rear-drive axle. The engine is a diesel engine, and the electric motor system includes a first motor and a second motor; In parking power generation mode, the engine starts, the first motor generates electricity, the second motor shuts off, and the clutch disengages; In driving power generation mode, the engine drives the first motor to generate electricity, and the second motor drives the wheels to achieve hybrid power drive, and the clutch is disengaged.

[0014] In electric drive mode, the engine and the first motor are turned off, the second motor drives the wheels to achieve pure electric driving, and the clutch is disengaged. In engine direct drive 1st gear mode, the engine starts, the first and second motors are turned off, and the clutch is engaged; In engine direct drive 2nd gear mode, the engine starts, the first and second motors shut down, and the clutch engages.

[0015] In parallel first gear mode, the engine starts, the first motor shuts off, the second motor drives the wheels, and the clutch engages; In parallel 2nd gear mode, the engine starts, the first motor shuts off, the second motor drives the wheels, and the clutch engages.

[0016] In regenerative braking mode, the engine starts, the clutch disengages, the synchronizer is in neutral, the engine drives the first motor through the gear transmission mechanism, causing the first motor to enter the generator state, while the second and third motors are turned off.

[0017] The present invention also provides a vehicle including the aforementioned diesel and gasoline dual-fuel longitudinal hybrid device.

[0018] In the diesel hybrid mode, the engine is equipped with two gears, with synchronizers corresponding to low-speed and high-speed gears respectively, to adapt to low-speed high torque output and high-speed overtaking conditions.

[0019] In the gasoline hybrid mode, the engine is set to a single gear, with the electric motor driving at low and medium speeds and the engine driving directly at high speeds, in order to improve fuel economy in urban and light off-road conditions.

[0020] The clutch is in a closed state in engine-driven mode and in a closed state in electric-driven or energy recovery mode.

[0021] The transfer case has two output states: two-wheel drive and four-wheel drive. The front and rear axle drives are switched electronically to adapt to different working conditions.

[0022] When the parallel system is working, the engine and the electric motor jointly output torque to the transfer case to achieve hybrid drive.

[0023] In regenerative braking mode, the engine is turned off, and the electric motor works as a generator to convert the vehicle's kinetic energy into electrical energy and store it in the battery.

[0024] The present invention provides a longitudinally mounted hybrid system that can simultaneously power both diesel and gasoline engines. It enables multi-mode switching between front-wheel drive, rear-wheel drive, and four-wheel drive under a longitudinal power architecture. The system features a simplified structure, flexible control, and adaptability to various application scenarios in commercial vehicles and passenger vehicles, exhibiting excellent economy and versatility. Attached Figure Description

[0025] Figure 1 This is a schematic diagram of a longitudinally mounted diesel hybrid unit. Figure 2 This is a schematic diagram of a gasoline longitudinal hybrid device; Figure 3 This is a control strategy diagram for a diesel longitudinal hybrid unit; Figure 4 This is a control strategy diagram for a gasoline longitudinal hybrid system; Figure 5 This is a diagram of a diesel hybrid parking generator mode; Figure 6 This is a diagram of the diesel hybrid vehicle's power generation mode; Figure 7 This is a diagram of a diesel hybrid EV mode; Figure 8 This is a diagram of the direct drive 1st gear mode of a diesel hybrid engine; Figure 9 This is a diagram of a diesel hybrid engine in direct drive 2nd gear mode; Figure 10 This is a diagram of a diesel hybrid parallel first gear mode; Figure 11 This is a diagram of a diesel hybrid parallel 2-speed mode; Figure 12 This is a diagram of a diesel hybrid braking energy recovery mode; Figure 13 This is a diagram of a gasoline hybrid parking generator mode; Figure 14 This is a diagram of a gasoline hybrid vehicle generating electricity in a 2WD mode. Figure 15 This is a diagram of a gasoline hybrid vehicle generating electricity in a 4WD mode. Figure 16 This is a diagram of a gasoline hybrid EV 2WD mode; Figure 17 This is a diagram of the gasoline hybrid EV 4WD mode; Figure 18 This is a diagram of a gasoline hybrid parallel 2WD mode; Figure 19 This is a diagram of a gasoline hybrid parallel 4WD mode; Figure 20 This is a diagram of the braking energy recovery mode for gasoline hybrid vehicles; The markings in the above diagrams are as follows: 1. First gear; 2. Engine; 3. Front differential; 4. Second gear; 5. First motor; 6. Third gear; 7. Synchronizer; 8. Fourth gear; 9. Fifth gear; 10. Transfer case; 11. Rear differential; 12. Sixth gear; 13. Seventh gear; 14. Eighth gear; 15. Ninth gear; 16. Tenth gear; 17. Eleventh gear; 18. Second motor; 19. Clutch; 20. Twelfth gear; 21. Thirteenth gear; 22. Fourteenth gear; 23. Fifteenth gear; 24. Sixteenth gear. Detailed Implementation

[0026] To facilitate understanding of the present invention, a more comprehensive description of the present invention will be given below with reference to the accompanying drawings, which illustrate several embodiments of the present invention. However, the present invention can be implemented in different forms and is not limited to the embodiments described in the text. Rather, these embodiments are provided to make the disclosure of the present invention more thorough and complete.

[0027] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly associated with those skilled in the art to which this invention pertains. The terminology used herein in the specification of this invention is for the purpose of describing particular embodiments and is not intended to limit the invention. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0028] In a first aspect, embodiments of the present invention provide a longitudinally mounted hybrid device for both diesel and gasoline engines, including an engine, an electric motor system, a gear transmission mechanism, and a clutch 19; The engine can be a diesel engine or a gasoline engine; the engine is longitudinally mounted on the vehicle body, and the engine axis is parallel to the length direction of the vehicle body; The motor system includes several drive motors, which are connected to a gear transmission mechanism to provide driving torque; The gear transmission mechanism includes several meshing gears, used to realize the power distribution and transmission between the engine and the motor system; The transfer case 10 is connected to the front differential 3 and the rear differential 11 respectively, and is used to distribute the output torque to the front drive or rear drive axle. By controlling the combined operating conditions of the engine, motor system, and clutch 19, the following multiple drive modes can be achieved: Parking power generation mode, driving power generation mode, electric drive mode, engine direct drive mode, parallel hybrid mode and regenerative braking mode; This enables compatibility with both longitudinal front-wheel drive and longitudinal rear-wheel drive structures, meets the matching requirements of both diesel and gasoline engines, and improves system economy and drive adaptability.

[0029] When the engine is a gasoline engine, the motor system includes a first motor 5, a second motor 18 and a third motor, wherein the first motor 5 is used for generating electricity or auxiliary drive, the second motor 18 is used for main drive or generating electricity, and the third motor is used for rear axle drive.

[0030] In the parking power generation mode, the engine starts, the first motor 5 generates electricity, the second motor 18 and the third motor are turned off, and the clutch 19 is disengaged; In driving power generation mode, the engine drives the first motor 5 to generate electricity, and the second motor 18 drives the wheels to achieve hybrid power drive.

[0031] In electric drive mode, the engine is turned off, and the second motor 18 and / or the third motor drive the wheels to achieve pure electric driving. In engine direct drive 2WD mode, the engine starts, and the first motor 5, the second motor 18 and the third motor are turned off. In engine direct drive 4WD mode, the engine starts, the first motor 5 and the second motor 18 are turned off, and the third motor drives the wheels.

[0032] In parallel 2-wheel drive mode, the engine starts, the first motor 5 and the third motor are turned off, and the second motor 18 drives the wheels. In parallel 4WD mode, the engine starts, the first motor 5 is turned off, and the second motor 18 and the third motor drive the wheels.

[0033] The aforementioned diesel-gasoline dual-fuel longitudinal hybrid device also includes a transfer case 10, a synchronizer 7, a front differential 3, and a rear differential 11. The transfer case 10 is connected to the front differential 3 and the rear differential 11 respectively, and is used to distribute the output torque to the front-drive or rear-drive axle. The engine is a diesel engine, and the electric motor system includes a first motor 5 and a second motor 18. In the parking power generation mode, the engine starts, the first motor 5 generates electricity, the second motor 18 shuts down, and the clutch 19 disengages; In driving power generation mode, the engine drives the first motor 5 to generate electricity, and the second motor 18 drives the wheels to achieve hybrid power drive, and the clutch 19 is disengaged.

[0034] In electric drive mode, the engine and the first motor 5 are turned off, the second motor 18 drives the wheels to achieve pure electric driving, and the clutch 19 is disengaged. In engine direct drive 1st gear mode, the engine starts, the first motor 5 and the second motor 18 are turned off, and the clutch 19 is engaged. In engine direct drive 2nd gear mode, the engine starts, the first motor 5 and the second motor 18 are turned off, and the clutch 19 is engaged.

[0035] In parallel 1st gear mode, the engine starts, the first motor 5 is turned off, the second motor 18 drives the wheels, and the clutch 19 is engaged. In parallel 2nd gear mode, the engine starts, the first motor 5 shuts off, the second motor 18 drives the wheels, and the clutch 19 engages.

[0036] In regenerative braking mode, the engine starts, the clutch 19 disengages, the synchronizer 7 is in neutral, the engine drives the first motor 5 through the gear transmission mechanism, causing the first motor 5 to enter the power generation state, and the second motor 18 and the third motor are turned off.

[0037] Secondly, embodiments of the present invention also provide a vehicle including a longitudinally mounted dual-fuel (diesel and gasoline) hybrid system with the above-described structure. The vehicle is a hybrid automobile, and this dual-fuel longitudinally mounted dual-fuel hybrid system can be referred to... Figures 1 to 20 Further details will not be elaborated here. Since the vehicle of the present invention includes the diesel-gasoline dual-fuel longitudinal hybrid device in the above embodiments, it has all the advantages of the above-described diesel-gasoline dual-fuel longitudinal hybrid device.

[0038] In the diesel hybrid mode, the engine is equipped with two gears, with synchronizer 7 corresponding to the low-speed and high-speed gears respectively, to adapt to low-speed high torque output and high-speed overtaking conditions.

[0039] In the gasoline hybrid mode, the engine is set to a single gear, with the electric motor driving at low and medium speeds and the engine driving directly at high speeds, in order to improve fuel economy in urban and light off-road conditions.

[0040] The clutch 19 is in a closed state in engine drive mode and in a closed state in electric drive or energy recovery mode.

[0041] When the parallel system is working, the engine and the motor jointly output torque to the transfer case 10 to achieve hybrid drive.

[0042] In regenerative braking mode, the engine is turned off, and the electric motor works as a generator to convert the vehicle's kinetic energy into electrical energy and store it in the battery. Example

[0043] like Figure 1 As shown, in this embodiment, the engine is a diesel engine, and the electric motor system includes a first motor 5 and a second motor 18, simultaneously supporting both longitudinal front-wheel drive and rear-wheel drive. The structure and control are simple and reliable, and operation is convenient. The dual-fuel (diesel and gasoline) longitudinally mounted hybrid device also includes a synchronizer 7, which is located in the gear transmission mechanism and used to select different transmission gears.

[0044] like Figure 1 As shown, in this embodiment, the gear transmission mechanism includes a first gear 1, a second gear 4, a third gear 6, a fourth gear 8, a fifth gear 9, a sixth gear 12, a seventh gear 13, an eighth gear 14, a ninth gear 15, a tenth gear 16, and an eleventh gear 17. The first gear 1 and the second gear 4 mesh, the output end of the first motor 5 is connected to the second gear 4, and the first gear 1 is connected to the output end of the engine. A clutch 19 is disposed between the first gear 1 and the ninth gear 15, and the clutch 19 is used to realize the power transmission and interruption between the first gear 1 and the ninth gear 15. The tenth gear 16 and the eleventh gear 17 mesh, the output end of the second motor 18 is connected to the tenth gear 16, and the eleventh gear 17 and the seventh gear 13 are coaxially fixedly connected and rotate synchronously. The seventh gear 13 meshes with the sixth gear 12, the sixth gear 12 is connected to the input end of the transfer case 10, and the sixth gear 12 meshes with the fifth gear 9, which is fixedly mounted on an intermediate shaft. The ninth gear 15 and the fourth gear 8 are coaxially fixedly connected and rotate synchronously. The ninth gear 15 meshes with the third gear 6. Synchronizer 7 is mounted on the intermediate shaft, located between the third gear 6 and the fourth gear 8. Synchronizer 7 can selectively engage with both the third gear 6 and the fourth gear 8, which are loosely fitted on the intermediate shaft. The fourth gear 8 is located between synchronizer 7 and the fifth gear 9. The output of transfer case 10 is connected to the front differential 3, distributing output torque to the front drive axle. The output of transfer case 10 is also connected to the rear differential 11, distributing output torque to the rear drive axle.

[0045] In this embodiment, the control strategy for the longitudinally mounted diesel hybrid unit is as follows: Figure 3 As shown.

[0046] Diesel hybrid parking generator mode such as Figure 5 As shown, in the parking power generation mode, the engine starts, the first motor 5 generates electricity, the second motor 18 is turned off, the clutch 19 is disengaged, and the synchronizer 7 is in neutral; the engine drives the first gear 1, the first gear 1 meshes with the second gear 4 to increase speed, and the second gear 4 drives the first motor 5 to generate electricity. Diesel hybrid vehicle power generation mode such as Figure 6As shown, in driving power generation mode, the engine starts, the first motor 5 generates electricity, the second motor 18 drives the engine, the clutch 19 disengages, the synchronizer 7 is in neutral, the engine drives the first gear 1, the first gear 1 meshes with the second gear 4 to increase speed, and the second gear 4 drives the first motor 5 to generate electricity; the second motor 18 drives the tenth gear 16, the tenth gear 16 meshes with the eleventh gear 17 to reduce speed, the eleventh gear 17 drives the seventh gear 13, the seventh gear 13 meshes with the sixth gear 12 to reduce speed, and the torque of the sixth gear 12 is transmitted to the wheels through the transfer case 10 to achieve 2WD or 4WD. The transfer case 10 transmits power to both the front and rear axles simultaneously to achieve 4WD. The transfer case 10 transmits power to either the front or rear axle to achieve 2WD.

[0047] Diesel hybrid EV mode such as Figure 7 As shown, in electric drive mode, the engine is off, the first motor 5 is off, the second motor 18 is driven, the clutch 19 is disengaged, the synchronizer 7 is in neutral, the second motor 18 drives the tenth gear 16, the tenth gear 16 meshes with the eleventh gear 17 for deceleration, the eleventh gear 17 drives the seventh gear 13, the seventh gear 13 meshes with the sixth gear 12 for deceleration, and the torque of the sixth gear 12 is transmitted to the wheels through the transfer case 10, achieving 2WD or 4WD. The transfer case 10 transmits power to both the front and rear axles simultaneously, achieving 4WD. The transfer case 10 transmits power to either the front or rear axle, achieving 2WD.

[0048] Diesel hybrid engine direct drive 1st gear mode such as Figure 8 As shown, in engine direct drive 1st gear mode, when the engine starts, the first motor 5 and the second motor 18 are off, the clutch 19 is engaged, the synchronizer 7 shifts to 1st gear, and the synchronizer 7 engages with the fourth gear 8. The engine drives the eighth gear 14 to rotate through the clutch 19. The eighth gear 14 meshes with the fourth gear 8 to reduce speed. The fourth gear 8 drives the fifth gear 9, and the fifth gear 9 meshes with the sixth gear 12 to reduce speed. The torque of the sixth gear 12 is transmitted to the wheels through the transfer case 10, achieving 2WD or 4WD. The transfer case 10 transmits power to both the front and rear axles simultaneously, achieving 4WD. The transfer case 10 transmits power to either the front or rear axle, achieving 2WD.

[0049] Diesel hybrid engine direct drive 2-speed mode such as Figure 9As shown, in engine direct drive 2nd gear mode, when the engine starts, the first motor 5 and the second motor 18 are off, the clutch 19 is engaged, the synchronizer 7 shifts to 2nd gear, and the synchronizer 7 engages with the third gear 6. The engine, through the clutch 19, drives the ninth gear 15 to rotate. The ninth gear 15 meshes with the third gear 6 to increase speed. The third gear 6 drives the fifth gear 9, and the fifth gear 9 meshes with the sixth gear 12 to reduce speed. The torque of the sixth gear 12 is transmitted to the wheels through the transfer case 10, achieving 2WD or 4WD. The transfer case 10 transmits power simultaneously to the front and rear axles, achieving 4WD. The transfer case 10 transmits power to either the front or rear axle, achieving 2WD.

[0050] Diesel hybrid parallel first gear mode such as Figure 10 As shown, in parallel first gear mode, the engine starts, the first motor 5 shuts off, the second motor 18 drives, the clutch 19 engages, the synchronizer 7 shifts to first gear, and the synchronizer 7 engages with the fourth gear 8. The engine, through the clutch 19, drives the eighth gear 14 to rotate. The eighth gear 14 meshes with the fourth gear 8 to reduce speed. The fourth gear 8 drives the fifth gear 9, which meshes with the sixth gear 12 to reduce speed. The second motor 18 drives the tenth gear 16, which meshes with the eleventh gear 17 to reduce speed. The eleventh gear 17 drives the seventh gear 13, which meshes with the sixth gear 12 to reduce speed. The torque of the sixth gear 12 is transmitted to the wheels through the transfer case 10, achieving 2WD or 4WD. The transfer case 10 transmits power simultaneously to the front and rear axles, achieving 4WD. The transfer case 10 transmits power to either the front or rear axle, achieving 2WD.

[0051] Diesel hybrid parallel 2-speed mode such as Figure 11 As shown, in parallel 2nd gear mode, the engine starts, the first motor 5 shuts off, the second motor 18 drives, the clutch 19 engages, the synchronizer 7 shifts to 2nd gear, and the synchronizer 7 engages with the third gear 6. The engine, through the clutch 19, drives the ninth gear 15 to rotate. The ninth gear 15 meshes with the third gear 6 to increase speed. The third gear 6 drives the fifth gear 9, which meshes with the sixth gear 12 to decrease speed. The second motor 18 drives the tenth gear 16, which meshes with the eleventh gear 17 to decrease speed. The eleventh gear 17 drives the seventh gear 13, which meshes with the sixth gear 12 to decrease speed. The torque of the sixth gear 12 is transmitted to the wheels through the transfer case 10, achieving 2WD or 4WD. The transfer case 10 transmits power simultaneously to the front and rear axles, achieving 4WD. The transfer case 10 transmits power to either the front or rear axle, achieving 2WD.

[0052] Diesel hybrid braking energy recovery mode such as Figure 12As shown, in regenerative braking mode, the engine is off, the first motor 5 is off, the second motor 18 generates electricity, the clutch 19 is disengaged, the synchronizer 7 is in neutral, the wheels drive the transfer case 10, the transfer case 10 drives the sixth gear 12, the sixth gear 12 meshes with the seventh gear 13 to increase speed, the seventh gear 13 drives the eleventh gear 17, the eleventh gear 17 meshes with the tenth gear 16 to increase speed, and the tenth gear 16 drives the second motor 18 to generate electricity.

[0053] In this embodiment, the diesel longitudinal hybrid device has an engine with two gears to fully utilize the characteristics of the diesel engine (high torque at low speeds); the first gear is for medium and low speeds, and the second gear is for high speeds (overtaking gear) to maximize fuel economy. Example

[0054] like Figure 2 As shown, in this embodiment, the engine is a gasoline engine, and the electric motor system includes a first motor 5, a second motor 18, and a third motor. It also accommodates longitudinal front-wheel drive and rear-wheel drive, and has a simple and reliable structure and control, making it easy to operate.

[0055] like Figure 2 As shown, in this embodiment, the gear transmission mechanism includes a first gear 1, a second gear 4, a third gear 6, a fourth gear 8, a twelfth gear 20, a thirteenth gear 21, a fourteenth gear 22, a fifteenth gear 23, and a sixteenth gear 24. The first gear 1 and the second gear 4 mesh. The output end of the first motor 5 is connected to the second gear 4, and the first gear 1 is connected to the output end of the engine. A clutch 19 is disposed between the first gear 1 and the third gear 6, and the clutch 19 is used to realize the power transmission and interruption between the first gear 1 and the third gear 6. The twelfth gear 20 and the thirteenth gear 21 mesh. The output end of the second motor 18 is connected to the twelfth gear 20. The thirteenth gear 21 and the fourteenth gear 22 are coaxially fixedly connected and rotate synchronously. The fourth gear 8 and the sixteenth gear 24 are coaxially fixedly connected and rotate synchronously. The sixteenth gear 24 meshes with the fifteenth gear 23, and the fifteenth gear 23 meshes with the fourteenth gear 22. The fifteenth gear 23 is connected to the input end of the front differential 3, and the output end of the front differential 3 is connected to the two front wheels. The output end of the third motor is connected to the two rear wheels, and the third motor is used to drive the two rear wheels to rotate.

[0056] In this embodiment, the control strategy for the gasoline longitudinal hybrid device is as follows: Figure 4 As shown.

[0057] Gasoline hybrid parking generator mode such as Figure 13 As shown, in the parking generator mode, the engine starts, the first motor 5 generates electricity, the second motor 18 is turned off, the third motor is turned off, the clutch 19 is disengaged, the engine drives the first gear 1, the first gear 1 meshes with the second gear 4 to increase speed, and the second gear 4 drives the first motor 5 to generate electricity.

[0058] Gasoline hybrid vehicle generator 2WD mode such as Figure 14 As shown, in the driving-generating 2WD mode, the engine starts, the first motor 5 generates electricity, the second motor 18 is turned off, the third motor drives, the clutch 19 is disengaged, the engine drives the first gear 1, the first gear 1 meshes with the second gear 4 to increase speed, the second gear 4 drives the first motor 5 to generate electricity; the third motor drives the rear wheels to achieve 2WD.

[0059] Gasoline hybrid vehicle generator 4WD mode such as Figure 15 As shown, in the 4WD mode with power generation during driving, the engine starts, the first motor 5 generates electricity, the second motor 18 drives the engine, the third motor drives the engine, the clutch 19 disengages, the engine drives the first gear 1, the first gear 1 meshes with the second gear 4 to increase speed, the second gear 4 drives the first motor 5 to generate electricity; the second motor 18 drives the twelfth gear 20, the twelfth gear 20 meshes with the thirteenth gear 21 to decrease speed, the thirteenth gear 21 drives the fourteenth gear 22, the fourteenth gear 22 meshes with the fifteenth gear 23 to decrease speed, the fifteenth gear 23 drives the front differential 3 to drive the front wheels, and the third motor drives the rear wheels, thus achieving 4WD.

[0060] Gasoline hybrid EV 2-wheel drive mode such as Figure 16 As shown, in electric drive mode, the engine is off, the first motor 5 is off, the second motor 18 is off, the third motor drives the rear wheels to rotate, the clutch 19 is disengaged, and the third motor drives the rear wheels to achieve 2WD.

[0061] Gasoline hybrid EV 4WD mode such as Figure 17 As shown, in electric drive mode, the engine is off, the first motor 5 is off, the second motor 18 is driven, the third motor is driven, the clutch 19 is disengaged, the second motor 18 drives the twelfth gear 20, the twelfth gear 20 meshes with the thirteenth gear 21 to reduce speed, the thirteenth gear 21 drives the fourteenth gear 22, the fourteenth gear 22 meshes with the fifteenth gear 23 to reduce speed, the fifteenth gear 23 drives the front differential 3 to drive the front wheels, and at the same time the third motor drives the rear wheels, realizing 4WD.

[0062] Gasoline hybrid parallel 2WD mode such as Figure 18 As shown, in parallel 2WD mode, the engine starts, the first motor 5 is off, the second motor 18 is driven, the third motor is off, the clutch 19 is engaged, the engine drives the third gear 6 through the clutch 19, the third gear 6 engages with the fourth gear 8 to reduce speed, the fourth gear 8 drives the sixteenth gear 24, the sixteenth gear 24 engages with the fifteenth gear 23; the second motor 18 drives the twelfth gear 20, the twelfth gear 20 engages with the thirteenth gear 21 to reduce speed, the thirteenth gear 21 drives the fourteenth gear 22, the fourteenth gear 22 engages with the fifteenth gear 23 to reduce speed, and the fifteenth gear 23 drives the front differential 3 to drive the front wheels, thus achieving 2WD.

[0063] Gasoline hybrid parallel 4WD mode such as Figure 19 As shown, in parallel 4WD mode, the engine starts, the first motor 5 is off, the second motor 18 drives, the third motor drives, the clutch 19 is engaged, the engine drives the third gear 6 through the clutch 19, the third gear 6 engages with the fourth gear 8 to reduce speed, the fourth gear 8 drives the sixteenth gear 24, the sixteenth gear 24 engages with the fifteenth gear 23; the second motor 18 drives the twelfth gear 20, the twelfth gear 20 engages with the thirteenth gear 21 to reduce speed, the thirteenth gear 21 drives the fourteenth gear 22, the fourteenth gear 22 engages with the fifteenth gear 23 to reduce speed, the fifteenth gear 23 drives the front differential 3 to drive the front wheels; the third motor drives the rear wheels, realizing 4WD.

[0064] Gasoline hybrid braking energy recovery mode such as Figure 20 As shown, when the engine is off, the first motor 5 is off, the second motor 18 generates electricity, the third motor generates electricity, the clutch 19 is disengaged, and the wheels drive the second motor 18 and the third motor to generate electricity.

[0065] The gasoline longitudinal hybrid device in this embodiment has one gear in the engine, with low-speed electric motor drive and high-speed engine direct drive, emphasizing economy to meet the needs of urban and light off-road conditions.

[0066] The present invention has been described above with reference to the accompanying drawings. Obviously, the specific implementation of the present invention is not limited to the above-described manner. Any non-substantial improvements made using the inventive concept and technical solution of the present invention, or the direct application of the inventive concept and technical solution of the present invention to other situations without modification, are all within the protection scope of the present invention.

Claims

1. A longitudinally mounted dual-fuel (diesel and gasoline) hybrid device, characterized in that, This includes the engine, motor system, gear transmission mechanism, and clutch; The engine can be a diesel engine or a gasoline engine; The motor system includes several drive motors, which are connected to a gear transmission mechanism to provide driving torque; The gear transmission mechanism includes several meshing gears, used to realize the power distribution and transmission between the engine and the motor system; By controlling the combined operating conditions of the engine, motor system, and clutch, the following multiple drive modes can be achieved: Parking power generation mode, driving power generation mode, electric drive mode, engine direct drive mode, parallel hybrid mode and regenerative braking mode.

2. The diesel-gasoline dual-fuel longitudinal hybrid device according to claim 1, characterized in that, When the engine is a gasoline engine, the motor system includes a first motor, a second motor, and a third motor, wherein the first motor is used for generating electricity or auxiliary drive, the second motor is used for main drive or generating electricity, and the third motor is used for rear axle drive.

3. The longitudinally mounted dual-fuel (diesel and gasoline) hybrid device according to claim 2, characterized in that, In parking generator mode, the engine starts, the first motor generates electricity, the second and third motors shut down, and the clutch disengages. In driving power generation mode, the engine drives the first motor to generate electricity, and the second motor drives the wheels, achieving hybrid power drive.

4. The longitudinally mounted diesel and gasoline dual-fuel hybrid device according to claim 2, characterized in that, In electric drive mode, the engine is turned off, and the second and / or third motors drive the wheels to achieve pure electric driving. In engine direct drive 2WD mode, the engine starts and the first, second, and third motors are turned off. In engine direct drive 4WD mode, the engine starts, the first and second motors are turned off, and the third motor drives the wheels.

5. The longitudinally mounted dual-fuel (diesel and gasoline) hybrid device according to claim 2, characterized in that, In parallel 2WD mode, the engine starts, the first and third motors are turned off, and the second motor drives the wheels. In parallel 4WD mode, the engine starts, the first motor is turned off, and the second and third motors drive the wheels.

6. The dual-fuel (diesel and gasoline) longitudinally mounted hybrid device according to any one of claims 1 to 5, characterized in that, It also includes a transfer case, a synchronizer, a front differential, and a rear differential, wherein the transfer case is connected to the front differential and the rear differential respectively, and is used to distribute the output torque to the front-drive or rear-drive axle. The engine is a diesel engine, and the electric motor system includes a first motor and a second motor; In parking power generation mode, the engine starts, the first motor generates electricity, the second motor shuts off, and the clutch disengages; In driving power generation mode, the engine drives the first motor to generate electricity, and the second motor drives the wheels to achieve hybrid power drive, and the clutch is disengaged.

7. The diesel-gasoline dual-fuel longitudinal hybrid device according to claim 6, characterized in that, In electric drive mode, the engine and the first motor are turned off, the second motor drives the wheels to achieve pure electric driving, and the clutch is disengaged. In engine direct drive 1st gear mode, the engine starts, the first and second motors are turned off, and the clutch is engaged; In engine direct drive 2nd gear mode, the engine starts, the first and second motors shut down, and the clutch engages.

8. The longitudinally mounted dual-fuel (diesel and gasoline) hybrid device according to claim 6, characterized in that, In parallel first gear mode, the engine starts, the first motor shuts off, the second motor drives the wheels, and the clutch engages; In parallel 2nd gear mode, the engine starts, the first motor shuts off, the second motor drives the wheels, and the clutch engages.

9. The longitudinally mounted dual-fuel (diesel and gasoline) hybrid device according to claim 6, characterized in that, In regenerative braking mode, the engine starts, the clutch disengages, the synchronizer is in neutral, the engine drives the first motor through the gear transmission mechanism, causing the first motor to enter the generator state, while the second and third motors are turned off.

10. A vehicle, characterized in that, Includes the longitudinally mounted dual-fuel (diesel and gasoline) hybrid device as described in any one of claims 1 to 9.

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