Hybrid power system and vehicle

Abstract

The application discloses a kind of hybrid power system and vehicle, hybrid power system includes: front drive assembly and rear drive assembly, front drive assembly includes first drive motor and second drive motor, first drive motor is connected with first wheel power, and second drive motor is connected with second wheel power;Rear drive assembly includes third drive motor and first transmission device, third drive motor is connected with third wheel and fourth wheel power respectively by first transmission device;When vehicle is in first working mode, control first drive motor, second drive motor and third drive motor all work, make first wheel and third wheel rotate along first direction, and second wheel and fourth wheel rotate along second direction, and first direction and second direction are different.According to the hybrid power system of the application, through the cooperation of front drive assembly and rear drive assembly, the vehicle can be turned around in place, which is beneficial to the steering of the vehicle in a small space and improves the user's experience.

Description

Technical Field

[0001] This invention relates to the field of hybrid power systems for vehicles, and more particularly to a hybrid power system and a vehicle. Background Technology

[0002] With economic development, new energy vehicles are gaining an increasing market share, and hybrid technology has become a hot research topic for automakers. At the same time, vehicles require a large operating space when turning; that is, a larger space facilitates turning, while in confined spaces, only forward and backward movement can be controlled, making turning impossible. Therefore, how to enable vehicles to turn in confined spaces is a pressing technical problem that needs to be solved. Summary of the Invention

[0003] This invention aims to at least solve one of the technical problems existing in the prior art. Therefore, one object of this invention is to propose a hybrid power system that, through the cooperation of a front-drive assembly and a rear-drive assembly, enables the vehicle to turn on the spot, facilitating steering even in confined spaces and improving the user experience.

[0004] Another object of the present invention is to provide a vehicle including the above-described hybrid power system.

[0005] According to a first aspect of the present invention, a hybrid power system includes: a front drive assembly including a first drive motor and a second drive motor, at least one of the first drive motor and the second drive motor being dynamically connected to a first wheel and a second wheel of a vehicle; and a rear drive assembly including a third drive motor and a first transmission device, the third drive motor being dynamically connected to a third wheel and a fourth wheel of the vehicle respectively via the first transmission device, wherein the first wheel and the third wheel are located on the same side of the vehicle, and the second wheel and the fourth wheel are located on the other side of the vehicle; when the vehicle is in a first operating mode, the first drive motor, the second drive motor, and the third drive motor are all controlled to operate, causing the first wheel and the third wheel to rotate in a first direction, and the second wheel and the fourth wheel to rotate in a second direction, wherein the first direction and the second direction are different.

[0006] According to the hybrid power system of the present invention, when the vehicle is in a first operating mode, the first drive motor, the second drive motor, and the third drive motor are all controlled to operate, causing the first and third wheels to rotate in a first direction, and the second and fourth wheels to rotate in a second direction. Thus, through the cooperation of the front-drive assembly and the rear-drive assembly, the vehicle can achieve on-the-spot steering, which is beneficial for steering even in confined spaces, increasing vehicle performance and practicality, and improving the user experience.

[0007] According to some embodiments of the present invention, the first transmission device has a first state and a second state. When the first transmission device is in the first state, both the third wheel and the fourth wheel rotate along the first direction or the second direction. When the first transmission device is in the second state, one of the third wheel and the fourth wheel rotates along the first direction, and the other of the third wheel and the fourth wheel rotates along the second direction.

[0008] According to some embodiments of the present invention, when the vehicle is in the first operating mode, one of the first drive motor and the second drive motor drives the first wheel to rotate in the first direction, and the other of the first drive motor and the second drive motor drives the second wheel to rotate in the second direction.

[0009] According to some embodiments of the present invention, when the vehicle is in a second operating mode, one of the first drive motor and the second drive motor is used to generate electricity, and the other of the first drive motor and the second drive motor drives the first wheel and the second wheel to rotate along the first direction or the second direction.

[0010] According to some embodiments of the present invention, when the vehicle is in a third operating mode, the first drive motor and the second drive motor jointly drive the first wheel and the second wheel to rotate along the first direction or the second direction.

[0011] According to some embodiments of the present invention, the first transmission device includes a first clutch, which includes a first engaged state and a second engaged state. When the vehicle is in the first operating mode, the first clutch switches to the first engaged state, and the third drive motor drives one of the third wheel and the fourth wheel to rotate along the first direction, and the other of the third wheel and the fourth wheel to rotate along the second direction, through the first transmission device. When the first clutch is in the second engaged state, the third drive motor drives both the third wheel and the fourth wheel to rotate along the first direction or the second direction through the first transmission device.

[0012] According to some embodiments of the present invention, the first transmission device further includes: a first transmission mechanism, wherein the third drive motor is poweredly connected to the third wheel through the first transmission mechanism, the first transmission mechanism including a first clutch; and a second transmission mechanism, wherein the third drive motor is poweredly connected to the fourth wheel through the second transmission mechanism.

[0013] According to some embodiments of the present invention, the first transmission device further includes: a first rear drive half-shaft, wherein the third drive motor is poweredly connected to the first rear drive half-shaft through the first transmission mechanism, and the first rear drive half-shaft is connected to the third wheel; a second rear drive half-shaft, wherein the third drive motor is poweredly connected to the second rear drive half-shaft through the second transmission mechanism, and the second rear drive half-shaft is connected to the fourth wheel; wherein at least one of the first rear drive half-shaft and the second rear drive half-shaft is provided with a torque vector manager.

[0014] According to some embodiments of the present invention, the third drive motor includes a first output gear and a second output gear; the first transmission mechanism further includes a first transmission sub-gear and a second transmission sub-gear, both of which are loosely fitted on the first rear drive half-shaft. The first transmission sub-gear meshes with the first output gear, and the second transmission sub-gear is poweredly connected to the second output gear. The first clutch is disposed between the first transmission sub-gear and the second transmission sub-gear. When the first clutch is in the first engaged state, the first clutch engages with the first transmission sub-gear and disengages from the second transmission sub-gear, so that the first output gear is poweredly connected to the third wheel through the first transmission sub-gear. When the first clutch is in the second engaged state, the first clutch engages with the second transmission sub-gear and disengages from the first transmission gear, so that the second output gear is poweredly connected to the third wheel through the second transmission sub-gear. The second transmission mechanism includes a second transmission wheel, which is disposed on the second rear drive half-shaft, and the second output gear is poweredly connected to the fourth wheel through the second transmission wheel.

[0015] According to some embodiments of the present invention, the first transmission device further includes: a first intermediate gear, which meshes with the second output gear; a first intermediate sub-gear, which meshes with the second transmission sub-gear; a second intermediate sub-gear, which meshes with the second transmission gear; and a first intermediate shaft, on which the first intermediate gear, the first intermediate sub-gear, and the second intermediate sub-gear are all disposed.

[0016] According to some embodiments of the present invention, the first transmission device further includes: a second intermediate wheel, which meshes with the second output gear; a third intermediate wheel, which meshes with both the second transmission sub-gear and the second transmission wheel; and a second intermediate shaft, on which both the second intermediate wheel and the third intermediate wheel are disposed.

[0017] According to some embodiments of the present invention, the third drive motor includes a third output gear, and a third intermediate shaft is provided between the third output gear and the first rear drive half shaft, and the third output gear is poweredly connected to the third intermediate shaft; the first transmission mechanism includes a first transmission wheel pair and a second transmission wheel pair, the first transmission wheel pair includes a first sub-transmission wheel and a second sub-transmission wheel that mesh with each other, the second transmission wheel pair includes a third sub-transmission wheel, a fourth sub-transmission wheel and a fifth sub-transmission wheel that mesh sequentially, the first sub-transmission wheel and the third sub-transmission wheel are loosely fitted on the third intermediate shaft, the first clutch is provided between the first sub-transmission wheel and the third sub-transmission wheel, and the second sub-transmission wheel and the fifth sub-transmission wheel are both provided on the first rear drive half shaft; the second transmission mechanism includes a third transmission wheel and a fourth transmission wheel that mesh with each other, the third transmission wheel is provided on the third intermediate shaft, and the fourth transmission wheel is provided on the second rear drive half shaft.

[0018] According to some embodiments of the present invention, the front drive assembly further includes an engine and a second transmission device. The second transmission device includes a power input shaft, a third transmission mechanism, a fourth transmission mechanism, a fifth transmission mechanism, and a front drive half-shaft. The power input shaft is connected to the engine. The power input shaft is poweredly connected to the front drive half-shaft through the third transmission mechanism. The front drive half-shaft is connected to the first wheel and the second wheel. The first drive motor is poweredly connected to the front drive half-shaft or the power input shaft through the fourth transmission mechanism. The second drive motor is poweredly connected to the front drive half-shaft or the power input shaft through the fifth transmission mechanism. When the vehicle is in the first operating mode, the first drive motor drives the first wheel to rotate in the first direction through the fourth transmission mechanism, and the second drive motor drives the second wheel to rotate in the second direction through the fifth transmission mechanism.

[0019] According to some embodiments of the present invention, the second transmission device further includes: a differential, the differential being disposed on the front drive half-shaft, the differential being power-connected to at least one of the third transmission mechanism, the fourth transmission mechanism, and the fifth transmission mechanism; and a first coupling device, the first coupling device being disposed between the engine and the differential, wherein when the first coupling device is in a coupled state, the power of the engine is transmitted to the differential via the power input shaft, the first coupling device, and the third transmission mechanism.

[0020] According to some embodiments of the present invention, the third transmission mechanism includes a third main drive wheel and a third driven drive wheel that are poweredly connected. The third main drive wheel is disposed on the power input shaft, and the third driven drive wheel is poweredly connected to the differential.

[0021] According to some embodiments of the present invention, the third main drive wheel meshes with the third driven wheel, the first coupling device is disposed on the power input shaft, and the first coupling device is located between the engine and the third main drive wheel.

[0022] According to some embodiments of the present invention, the front drive half-shaft includes a first sub-half-shaft and a second sub-half-shaft, the first sub-half-shaft being connected to the first wheel, the second sub-half-shaft being connected to the second wheel, and a second coupling device being provided between the first sub-half-shaft and the second sub-half-shaft, wherein the first sub-half-shaft and the second sub-half-shaft are connected when the second coupling device is in a coupled state; wherein, at least one of the first sub-half-shaft and the second sub-half-shaft is provided with a torque vector manager, the torque vector manager being located between at least one of the first wheel and the second wheel and the second coupling device.

[0023] According to some embodiments of the present invention, the differential includes a planetary mechanism, which includes a sun gear and planet gears. The sun gear is disposed on the first slave half-shaft, and the second coupling device is located between the sun gear and the second slave half-shaft. The planet gears mesh with the sun gear and the third slave drive gear, respectively.

[0024] According to some embodiments of the present invention, the first drive motor is poweredly connected to the power input shaft through the fourth transmission mechanism, the fourth transmission mechanism being located between the third main drive wheel and the first coupling device; the second drive motor is poweredly connected to the second sub-half shaft through the fifth transmission mechanism; a third coupling device is provided on the power input shaft, the third coupling device being located between the third main drive wheel and the fourth transmission mechanism.

[0025] According to some embodiments of the present invention, the first drive motor is poweredly connected to the first sub-half shaft through the fourth transmission mechanism, and the second drive motor is poweredly connected to the second sub-half shaft through the fifth transmission mechanism.

[0026] According to some embodiments of the present invention, the first coupling device, the second coupling device and the third coupling device are all clutches.

[0027] According to some embodiments of the present invention, the fourth transmission mechanism includes: a second clutch disposed on the output shaft of the first drive motor, the second clutch including a third engagement state and a fourth engagement state; a first gear pair, wherein when the second clutch is in the third engagement state, the first drive motor is poweredly connected to the power input shaft through the first gear pair; and a second gear pair, wherein when the second clutch is in the fourth engagement state, the first drive motor is poweredly connected to the front drive half shaft through the second gear pair.

[0028] According to some embodiments of the present invention, the first gear pair includes a first driving gear and a first driven gear that mesh with each other, the first driving gear is disposed on the power input shaft, and the first driven gear is loosely fitted on the output shaft of the first drive motor.

[0029] According to some embodiments of the present invention, the third main drive wheel meshes with the third driven wheel, and the first coupling device is disposed on the power input shaft; the second gear pair includes a second driving wheel, a fourth intermediate wheel, a fifth intermediate wheel, and a second driven wheel, the second driving wheel is loosely fitted on the output shaft of the first drive motor and meshes with the fourth intermediate wheel, the fourth intermediate wheel and the fifth intermediate wheel are connected, and the second driven wheel is disposed on the front drive half shaft and meshes with the fifth intermediate wheel; the fifth transmission mechanism includes a fifth main drive wheel and a fifth driven wheel meshing with each other, the fifth main drive wheel is disposed on the output shaft of the second drive motor, and the fifth driven wheel is connected to the third driven wheel.

[0030] According to some embodiments of the present invention, the fifth transmission mechanism includes: a third clutch, the third clutch being disposed on the output shaft of the second drive motor, the third clutch including a fifth engagement state and a sixth engagement state, the third clutch being in the fifth engagement state being poweredly connected to the third driven wheel; and a third gear pair, the second drive motor being poweredly connected to the front drive half shaft through the third gear pair when the third clutch is in the sixth engagement state.

[0031] According to some embodiments of the present invention, the third main drive wheel meshes with the third driven wheel, the first coupling device is disposed on the power input shaft, the second gear pair includes a second driving wheel, a fourth intermediate wheel, a fifth intermediate wheel and a second driven wheel, the second driving wheel is loosely fitted on the output shaft of the first drive motor and meshes with the fourth intermediate wheel, the fourth intermediate wheel and the fifth intermediate wheel are connected, the second driven wheel is disposed on the front drive half shaft and meshes with the fifth intermediate wheel; the third gear pair includes a third driving wheel, a sixth intermediate wheel, a seventh intermediate wheel and a third driven wheel, the third driving wheel is loosely fitted on the output shaft of the second drive motor and meshes with the sixth intermediate wheel, the sixth intermediate wheel and the seventh intermediate wheel are connected, the third driven wheel is disposed on the front drive half shaft and meshes with the seventh intermediate wheel.

[0032] According to some embodiments of the present invention, the first coupling device is disposed on the power input shaft; the second gear pair includes a second driving gear, a fourth intermediate gear, and a second driven gear, the second driving gear is loosely fitted on the output shaft of the first drive motor and meshes with the fourth intermediate gear, the fourth intermediate gear and the second driven gear are connected, and the second driven gear meshes with the third main drive gear and the third driven drive gear respectively; the third gear pair includes a third driving gear, a sixth intermediate gear, a seventh intermediate gear, and a third driven gear, the third driving gear is loosely fitted on the output shaft of the second drive motor and meshes with the sixth intermediate gear, the sixth intermediate gear and the seventh intermediate gear are connected, and the third driven gear is disposed on the front drive half shaft and meshes with the seventh intermediate gear.

[0033] According to some embodiments of the present invention, the third driven gear and the first coupling device are both disposed on the output shaft of the second drive motor; the second gear pair includes a second driving gear, a fourth intermediate gear, a fifth intermediate gear and a second driven gear, the second driving gear is loosely fitted on the output shaft of the first drive motor and meshes with the fourth intermediate gear, the fourth intermediate gear and the fifth intermediate gear are connected, and the second driven gear is disposed on the front drive half shaft and meshes with the fifth intermediate gear; the third gear pair includes a third driving gear, a fourth driving gear, a sixth intermediate gear, a seventh intermediate gear and a third driven gear, the third driving gear and the fourth driving gear are both loosely fitted on the output shaft of the second drive motor, the third clutch is located between the third driving gear and the fourth driving gear, the fourth driving gear meshes with the third main drive gear, the third driving gear meshes with the sixth intermediate gear, the sixth intermediate gear is connected with the seventh intermediate gear, and the third driven gear is disposed on the front drive half shaft and meshes with the seventh intermediate gear.

[0034] A vehicle according to a second aspect of the present invention is characterized in that it includes a hybrid power system according to the first aspect of the present invention described above.

[0035] 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

[0036] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which: Figure 1 This is a schematic diagram of the rear drive assembly of a hybrid power system according to a first embodiment of the present invention; Figure 2 yes Figure 1 The diagram shows the power path of the rear drive assembly in the first operating mode. Figure 3 yes Figure 1 The diagram shows the power path of the rear drive assembly in straight driving and normal steering modes. Figure 4 This is a schematic diagram of the rear drive assembly of a hybrid power system according to a second embodiment of the present invention; Figure 5 yes Figure 4 The diagram shows the power path of the rear drive assembly in the first operating mode. Figure 6 yes Figure 4 The diagram shows the power path of the rear drive assembly in straight driving and normal steering modes. Figure 7 This is a schematic diagram of the rear drive assembly of a hybrid power system according to a third embodiment of the present invention; Figure 8 yes Figure 7 The diagram shows the power path of the rear drive assembly in the first operating mode. Figure 9 yes Figure 7 The diagram shows the power path of the rear drive assembly in straight driving and normal steering modes. Figure 10 This is a schematic diagram of the front drive assembly of a hybrid power system according to a first embodiment of the present invention; Figure 11 yes Figure 10 The diagram shown is a power path diagram of the front drive assembly in the first operating mode. Figure 12 yes Figure 10 The diagram shown is a power path diagram of the front drive assembly in the second operating mode. Figure 13 yes Figure 10 The diagram shows the power path of the front-drive assembly in the third operating mode; Figure 14 yes Figure 10 The diagram shows the power path of the front-drive assembly in the fourth operating mode. Figure 15 yes Figure 10 The diagram shows the power path of the front-drive assembly in the fifth operating mode; Figure 16 This is a schematic diagram of the front drive assembly of a hybrid power system according to a second embodiment of the present invention; Figure 17 yes Figure 16 The diagram shows the power path of the front-drive assembly in hybrid mode. Figure 18 yes Figure 16 The diagram shows the power path of the front drive assembly in dual-motor power generation mode. Figure 19 yes Figure 16 The diagram shown is a power path diagram of the front drive assembly in the first operating mode. Figure 20 This is a schematic diagram of the front drive assembly of a hybrid power system according to a third embodiment of the present invention; Figure 21 yes Figure 20 The diagram shows the power path of the front drive assembly in the first operating mode / third operating mode. Figure 22 yes Figure 20 The diagram shown is a power path diagram of the front drive assembly in the second operating mode. Figure 23 yes Figure 20 The diagram shows the power path of the front-drive assembly in the fourth operating mode. Figure 24 yes Figure 20 The diagram shows the power path of the front-drive assembly in the fifth operating mode; Figure 25 yes Figure 20 The diagram shows the power path of the front-drive assembly in the sixth operating mode; Figure 26 This is a schematic diagram of the front drive assembly of a hybrid power system according to a fourth embodiment of the present invention; Figure 27 yes Figure 26 The diagram shown is a power path diagram of the front drive assembly in the first operating mode. Figure 28 yes Figure 26 The diagram shown is a power path diagram of the front drive assembly in the second operating mode. Figure 29 yes Figure 26 The diagram shows the power path of the front-drive assembly in the third operating mode; Figure 30 yes Figure 26 The diagram shows the power path of the front-drive assembly in the fourth operating mode. Figure 31 yes Figure 26 The diagram shows the power path of the front-drive assembly in the fifth operating mode; Figure 32 yes Figure 26 The diagram shows the power path of the front-drive assembly in the sixth operating mode; Figure 33 This is a schematic diagram of the front drive assembly of a hybrid power system according to a fifth embodiment of the present invention; Figure 34 yes Figure 33 The diagram shown is a power path diagram of the front drive assembly in the first operating mode. Figure 35 yes Figure 33The diagram shown is a power path diagram of the front drive assembly in the second operating mode. Figure 36 yes Figure 33 The diagram shows the power path of the front-drive assembly in the third operating mode; Figure 37 yes Figure 33 The diagram shows the power path of the front-drive assembly in the fourth operating mode. Figure 38 yes Figure 33 The diagram shows the power path of the front-drive assembly in the fifth operating mode; Figure 39 yes Figure 33 The diagram shows the power path of the front-drive assembly in the sixth operating mode; Figure 40 This is a schematic diagram of the front drive assembly of a hybrid power system according to a sixth embodiment of the present invention; Figure 41 yes Figure 40 The diagram shown is a power path diagram of the front drive assembly in the first operating mode. Figure 42 yes Figure 40 The diagram shown is a power path diagram of the front drive assembly in the second operating mode. Figure 43 yes Figure 40 The diagram shows the power path of the front-drive assembly in the third operating mode; Figure 44 yes Figure 40 The diagram shows the power path of the front-drive assembly in the fourth operating mode. Figure 45 yes Figure 40 The diagram shows the power path of the front-drive assembly in the fifth operating mode; Figure 46 yes Figure 40 The diagram shows the power path of the front-drive assembly in the sixth operating mode.

[0037] Figure label: 100: Front drive assembly; 11: Engine; 12: Second transmission device; 121: Power input shaft; 122: Front drive half-shaft; 122a: First sub-half-shaft; 122b: Second sub-half-shaft; 123: Differential; 1231: Planetary mechanism; 1232: Sun gear; 1233: Planet gears; 124: First coupling device; 125: Third main drive gear; 126: Third driven gear; 127: Second coupling device; 128: Third coupling device; 129: Fourth transmission mechanism; 129a: First gear pair; 1291: First driving gear; 1292: First driven gear; 129b: Second gear pair; 129 3: Second driving gear; 1294: Fourth intermediate gear; 1295: Fifth intermediate gear; 1296: Second driven gear; 129c: Second clutch; 130: Fifth transmission mechanism; 1301: Fifth main transmission gear; 1302: Fifth driven transmission gear; 1303: Third clutch; 130a: Third gear pair; 130b: First sub-gear pair; 1304: Third driving gear; 1305: Sixth intermediate gear; 1306: Seventh intermediate gear; 1307: Third driven gear; 130c: Second sub-gear pair; 1308: Fourth driving gear; 13: First drive motor; 14: Second drive motor; 200: Rear drive assembly; 21: Third drive motor; 211: First output gear; 212: Second output gear; 213: Third output gear; 22: First transmission device; 221: First clutch; 222: First rear drive half-shaft; 223: Second rear drive half-shaft; 224: Torque vector manager; 225: First transmission sub-gear; 226: Second transmission sub-gear; 227: Second transmission wheel; 228: First intermediate wheel; 229: First intermediate sub-gear; 230: Second intermediate sub-gear; 231: First intermediate shaft; 232: Second intermediate wheel; 233: Third intermediate wheel; 234: Second intermediate shaft; 235: Third sub-transmission wheel; 236: Fourth sub-transmission wheel; 237: Fifth sub-transmission wheel; 238: Third transmission wheel; 239: Fourth transmission wheel; 240: Third intermediate shaft; 241: First sub-transmission wheel; 242: Second sub-transmission wheel; 243: Transition gear; 300: First wheel; 310: Second wheel; 400: Third wheel; 410: Fourth wheel. Detailed Implementation

[0038] The following is for reference. Figures 1-46 A hybrid power system according to an embodiment of the first aspect of the present invention is described.

[0039] like Figures 1-46 As shown, a hybrid power system according to a first aspect embodiment of the present invention includes: a front drive assembly 100 and a rear drive assembly 200.

[0040] Specifically, the front drive assembly 100 includes a first drive motor 13 and a second drive motor 14, at least one of which is poweredly connected to the first wheel 300 and the second wheel 310 of the vehicle. When the vehicle is in pure electric mode, at least one of the first drive motor 13 and the second drive motor 14 provides driving force to the first wheel 300 and the second wheel 310 to enable the vehicle to drive normally.

[0041] The rear drive assembly 200 includes a third drive motor 21 and a first transmission device 22. The third drive motor 21 is poweredly connected to the third wheel 400 and the fourth wheel 410 via the first transmission device 22. When the third drive motor 21 operates, its power is transmitted to the third wheel 400 and the fourth wheel 410 via the first transmission device 22 to drive the vehicle. The first wheel 300 and the third wheel 400 are located on the same side of the vehicle, while the second wheel 310 and the fourth wheel 410 are located on the opposite side. For example, the first wheel 300 can be the left front wheel, the third wheel 400 can be the left rear wheel, the second wheel 310 can be the right front wheel, and the fourth wheel 410 can be the right rear wheel.

[0042] It should be noted that the front-drive assembly 100 and the rear-drive assembly 200 operate independently. This means the vehicle can move solely using the power of the front-drive assembly 100, in which case it is in front-wheel drive mode; or, the vehicle can move solely using the power of the rear-drive assembly 200, in which case it is in rear-wheel drive mode; or, the vehicle can move simultaneously using the power of both the front-drive assembly 100 and the rear-drive assembly 200, in which case it is in four-wheel drive mode. This allows the vehicle to have a wider range of power performance capabilities.

[0043] When the vehicle is in the first working mode, the first drive motor 13, the second drive motor 14 and the third drive motor 21 are all working, so that the first wheel 300 and the third wheel 400 rotate in the first direction, and the second wheel 31000 and the fourth wheel 410 rotate in the second direction. The first direction and the second direction are different.

[0044] For example, when the vehicle is in a confined space and needs to make a U-turn, the vehicle can be switched to the first operating mode (i.e., stationary turning mode). At this time, the first drive motor 13 and the second drive motor 14 of the front drive assembly 100 provide driving force, and the driving force transmitted to the first wheel 300 and the second wheel 310 is in the opposite direction, so that the first wheel 300 and the second wheel 310 rotate in opposite directions (i.e., the rotation direction of the first wheel 300 is opposite to the rotation direction of the second wheel 310). At the same time, the third drive motor 21 of the rear drive assembly 200 provides driving force. After the driving force is transmitted through the first transmission device 22, the driving force transmitted to the third wheel 400 and the fourth wheel 410 is in the opposite direction, so that the third wheel 400 and the fourth wheel 410 rotate in opposite directions (i.e., the steering direction of the third wheel 400 and the rotation direction of the fourth wheel 410 are opposite). In other words, the first wheel 300 and the third wheel 400 can rotate clockwise, while the second wheel 310 and the fourth wheel 410 can rotate counterclockwise; or, the first wheel 300 and the third wheel 400 can rotate counterclockwise, while the second wheel 310 and the fourth wheel 410 can rotate clockwise. This allows the vehicle to turn on the spot, increasing its performance and practicality, and improving the user experience.

[0045] In addition, the hybrid system also has a fixed-point steering mode. When the vehicle is in a narrow space and needs to make a U-turn, the hybrid system can be switched to fixed-point steering mode. At this time, the front drive assembly 100 stops working, which can lock the first wheel 300. At the same time, the third drive motor 21 of the rear drive assembly 200 provides driving force. After the driving force is transmitted through the first transmission device 22, the driving force transmitted to the third wheel 400 and the fourth wheel 410 is in opposite directions, so that the third wheel 400 and the fourth wheel 410 can rotate in opposite directions. This allows the vehicle to make a circular motion with the first wheel 300 as the center, thus achieving fixed-point steering.

[0046] According to the hybrid power system of the present invention, when the vehicle is in a first operating mode, the first drive motor 13, the second drive motor 14, and the third drive motor 21 are all controlled to operate, causing the first wheel 300 and the third wheel 400 to rotate in a first direction, and the second wheel 310 and the fourth wheel 410 to rotate in a second direction. Thus, through the cooperation of the front drive assembly 100 and the rear drive assembly 200, the vehicle can achieve on-the-spot steering, which is beneficial for steering even in confined spaces, increasing vehicle performance and practicality, and improving the user experience.

[0047] According to some embodiments of the present invention, the first transmission device 22 has a first state and a second state. When the first transmission device 22 is in the first state, both the third wheel 400 and the fourth wheel 410 rotate in either a first direction or a second direction. That is, when the first transmission device 22 is in the first state, both the third wheel 400 and the fourth wheel 410 rotate in the first direction; or, when the first transmission device 22 is in the first state, both the third wheel 400 and the fourth wheel 410 rotate in the second direction. This arrangement ensures that the third wheel 400 and the fourth wheel 410 rotate in the same direction, thereby guaranteeing that the vehicle can travel straight or make conventional turns in the first state.

[0048] When the first transmission device 22 is in the second state, one of the third wheel 400 and the fourth wheel 410 rotates in the first direction, and the other of the third wheel 400 and the fourth wheel 410 rotates in the second direction. That is, when the vehicle is in the first working mode, the first transmission device 22 switches to the second state, so that the rotation direction of the third wheel 400 is opposite to the rotation direction of the fourth wheel 410, which is beneficial for the vehicle to turn on the spot.

[0049] Furthermore, when the vehicle is in the first operating mode, one of the first drive motor 13 and the second drive motor 14 drives the first wheel 300 to rotate in the first direction, and the other of the first drive motor 13 and the second drive motor 14 drives the second wheel 310 to rotate in the second direction. Thus, the first drive motor 13 is only powered by the first wheel 300, and the second drive motor 14 is only powered by the second wheel 310. When the vehicle performs a stationary turn, the rotation direction of the first drive motor 13 can be opposite to the rotation direction of the second drive motor 14, thereby making the rotation direction of the first wheel 300 and the rotation direction of the second wheel 310 opposite, and cooperating with the third wheel 400 and the fourth wheel 410 to achieve a stationary turn.

[0050] According to some embodiments of the present invention, when the vehicle is in a second operating mode (i.e., hybrid series mode), one of the first drive motor 13 and the second drive motor 14 is used to generate electricity, and the other of the first drive motor 13 and the second drive motor 14 drives the first wheel 300 and the second wheel 310 to rotate in either a first direction or a second direction. At this time, the first drive motor 13 can act as a generator to supply power to the second drive motor 14, enabling the second drive motor 14 to operate. The second drive motor 14 then provides driving force to the first wheel 300 and the second wheel 310, and the first wheel 300 and the second wheel 310 rotate in the same direction to ensure that the vehicle can travel straight or make conventional turns.

[0051] It should be noted that when the vehicle requires less driving force, the vehicle can be switched to the second working mode, using the second drive motor 14 to provide driving force.

[0052] According to some embodiments of the present invention, when the vehicle is in a third operating mode (i.e., dual-motor drive mode), the first drive motor 13 and the second drive motor 14 jointly drive the first wheel 300 and the second wheel 310 to rotate in either a first direction or a second direction. At this time, both the first drive motor 13 and the second drive motor 14 provide driving force to the first wheel 300 and the second wheel 310 to ensure that the vehicle has sufficient power.

[0053] It should be noted that when the vehicle requires relatively large driving force, the vehicle can be switched to the third working mode, using the first drive motor 13 and the second drive motor 14 to provide driving force together.

[0054] According to some embodiments of the present invention, the first transmission device 22 includes a first clutch 212, which has a first engaged state and a second engaged state. When the vehicle is in a first operating mode (i.e., stationary steering mode), the first clutch 212 switches to the first engaged state, and the third drive motor 21 drives one of the third wheel 400 and the fourth wheel 410 to rotate in a first direction (e.g., ...) via the first transmission device 22. Figure 2 , Figure 5 and Figure 8 As shown), the other of the third wheel 400 and the fourth wheel 410 rotates in the second direction. When the first clutch 212 is in the second engaged state, the third drive motor 21 drives both the third wheel 400 and the fourth wheel 410 to rotate in either the first or second direction via the first transmission device 22 (as shown). Figure 3 , Figure 6 and Figure 9 (As shown).

[0055] With this configuration, when the vehicle needs to turn on the spot or at a fixed point, the first clutch 212 can be switched to the first engagement state, so that the third wheel 400 and the fourth wheel 410 rotate in two different directions. Through the cooperation with the first wheel 300 and the second wheel 310, it is beneficial for the vehicle to turn in a narrow space. When the vehicle is running normally, the first clutch 212 can be switched to the second engagement state, so that the third wheel 400 and the fourth wheel 410 rotate in the same direction, so that the vehicle can go straight or turn normally, which greatly improves the performance of the vehicle. Moreover, the clutch has a simple structure and is easy to manufacture.

[0056] When the vehicle requires less power while driving straight or making a normal turn, the first clutch 212 can be switched to neutral, that is, the third drive motor 21 stops working, and there is no power transmission between the rear wheels and the first transmission device 22. At this time, the vehicle is in front-wheel drive mode, and the third wheel 400 and the fourth wheel 410 can rotate by the inertia of the vehicle.

[0057] Furthermore, such as Figure 2 , Figure 5 and Figure 8 As shown, the first transmission device 22 also includes a first transmission mechanism and a second transmission mechanism. The third drive motor 21 is poweredly connected to the third wheel 400 through the first transmission mechanism. The first transmission mechanism includes a first clutch 212. The third drive motor 21 is poweredly connected to the fourth wheel 410 through the second transmission mechanism. Thus, when the vehicle is turning in place or turning at a fixed point, a portion of the power from the third drive motor 21 is transmitted to the third wheel 400 through the first transmission mechanism, and another portion of the power from the third drive motor 21 can be transmitted to the fourth wheel 410 through the second transmission mechanism, so that the power received by the third wheel 400 and the fourth wheel 410 does not interfere with each other. At this time, the third wheel 400 can rotate clockwise and the fourth wheel 410 can rotate counterclockwise, or the third wheel 400 can rotate counterclockwise and the fourth wheel 410 can rotate clockwise, so as to achieve turning in place or turning at a fixed point.

[0058] Furthermore, referring to Figures 1-9 The first transmission device 22 also includes a first rear drive half-shaft 222 and a second rear drive half-shaft 223. A third drive motor 21 is poweredly connected to the first rear drive half-shaft 222 through a first transmission mechanism. The first rear drive half-shaft 222 is connected to the third wheel 400. The third drive motor 21 is poweredly connected to the second rear drive half-shaft 223 through a second transmission mechanism. The second rear drive half-shaft 223 is connected to the fourth wheel 410. This arrangement further ensures that the power received by the third wheel 400 and the fourth wheel 410 does not interfere with each other, ensuring that the vehicle can better achieve point-to-point steering.

[0059] The torque vector manager 224 is provided on at least one of the first rear drive half-shaft 222 and the second rear drive half-shaft 223. For example, the torque vector manager 224 may be provided only on the first rear drive half-shaft 222 (not shown in the figure); or, the torque vector manager 224 may be provided only on the second rear drive half-shaft (not shown in the figure); or, both the first rear drive half-shaft 222 and the second rear drive half-shaft 223 may be provided with the torque vector manager 224 (e.g., ...). Figure 1 , Figure 4 and Figure 7 (As shown).

[0060] The torque vectoring manager 224 can independently control the torque distributed to the rear wheels. For example, when the vehicle is turning at a fixed point, the outer rear wheel needs more torque to help the vehicle follow the steering angle better. At this time, the torque vectoring manager 224 can transfer more power to the outer rear wheel, making the vehicle complete the turning action at a fixed point more smoothly.

[0061] According to some specific embodiments of the present invention, such as Figures 1-6 As shown, the third drive motor 21 includes a first output gear 211 and a second output gear 212. The first transmission mechanism also includes a first transmission sub-gear 225 and a second transmission sub-gear 226. Both the first transmission sub-gear 225 and the second transmission sub-gear 226 are loosely fitted on the first rear drive half-shaft 222. The first transmission sub-gear 225 meshes with the first output gear 211, and the second transmission sub-gear 226 is poweredly connected to the second output gear 212. The first clutch 212 is located between the first transmission sub-gear 225 and the second transmission sub-gear 226.

[0062] For example, in Figures 1-6 In the example, the first output gear 211 and the second output gear 212 are both located on the output shaft of the third drive motor 21. The first transmission sub-gear 225, the second transmission sub-gear 226 and the first clutch 212 are all located on the first rear drive half-shaft 222. The second transmission sub-gear 226 can be located at the end of the first rear drive half-shaft 222. The torque vector manager 224 is located between the first transmission sub-gear and the third wheel 400.

[0063] When the first clutch 212 is in the first engaged state, it engages with the first transmission sub-gear 225 and disengages from the second transmission sub-gear 226, so that the first output gear 211 is poweredly connected to the third wheel 400 through the first transmission sub-gear 225. At this time, a portion of the power of the third drive motor 21 is transmitted to the first transmission sub-gear 225 through the first output gear 211, and the power of the first transmission sub-gear 225 is transmitted to the third wheel 400 through the first clutch 212, the first rear drive half-shaft 222, and the torque vector manager 224, causing the third wheel 400 to rotate.

[0064] When the first clutch 212 is in the second engaged state, the first clutch 212 engages with the second transmission sub-gear 226 and disengages from the first transmission sub-gear 225, so that the second output gear 212 is poweredly connected to the third wheel 400 through the second transmission sub-gear 226. At this time, a portion of the power of the third drive motor 21 is transmitted to the second transmission sub-gear 226 through the second output gear 212, and the power of the second transmission sub-gear 226 is transmitted to the third wheel 400 through the first clutch 212, the first rear drive half-shaft 222, and the torque vector manager 224, causing the third wheel 400 to rotate.

[0065] In this way, the power of the third drive motor 21 can be transmitted to the third wheel 400 through different power paths, thereby adjusting the operating state of the third wheel 400 according to the vehicle's operating state and ensuring the normal operation of the vehicle.

[0066] The second transmission mechanism includes a second transmission wheel 227, which is mounted on the second rear drive half-shaft 223. The second output gear 212 is poweredly connected to the fourth wheel 410 via the second transmission wheel 227. (Refer to...) Figures 1-6 The second drive wheel 227 is located at the end of the second rear drive half-shaft 223, and the torque vector manager 224 is located between the second drive wheel 227 and the fourth wheel 410. A portion of the power from the third drive motor 21 is transmitted to the second drive wheel 227 via the second output gear 212, and then to the fourth wheel 410 via the second rear drive half-shaft 223 and the torque vector manager 224, causing the fourth wheel 410 to rotate.

[0067] In some alternative embodiments, refer to Figure 1 The first transmission device 22 further includes a first intermediate gear 228, a first intermediate sub-gear 229, a second intermediate sub-gear 230, and a first intermediate shaft 231. The first intermediate gear 228 meshes with the second output gear 212, the first intermediate sub-gear 229 meshes with the second transmission sub-gear 226, and the second intermediate gear 230 meshes with the second transmission gear 227. The first intermediate gear 228, the first intermediate sub-gear 229, and the second intermediate gear 230 are all mounted on the first intermediate shaft 231.

[0068] like Figure 2 As shown, when the vehicle performs a stationary turn, the third drive motor 21 operates, and the first clutch 212 switches to the first engaged state. At this time, a portion of the power from the third drive motor 21 is transmitted to the third wheel 400 via the first output gear 211, the first transmission sub-gear 225, the first clutch 212, the first rear drive half-shaft 222, and the torque vector manager 224. The other portion of the power from the third drive motor 21 is transmitted to the fourth wheel 410 via the second output gear 212, the first intermediate wheel 228, the first intermediate shaft 231, the second intermediate sub-gear 230, the second transmission wheel 227, the second rear drive half-shaft 223, and the torque vector manager 224. Thus, the third wheel 400 and the fourth wheel 410 rotate in opposite directions.

[0069] like Figure 3As shown, when the vehicle is traveling straight or making a regular turn, the third drive motor 21 can be either active or inactive. When the third drive motor 21 is active, the first clutch 212 switches to the second engagement state. At this time, the power of the third drive motor 21 is transmitted to the first intermediate shaft 231 via the second output gear 212 and the first intermediate wheel 228. Part of the power of the first intermediate shaft 231 is transmitted to the third wheel 400 via the first intermediate sub-gear 229, the second transmission sub-gear 226, the first clutch 212, the first rear drive half-shaft 222, and the torque vector manager 224. The other part of the power of the first intermediate shaft 231 is transmitted to the fourth wheel 410 via the second intermediate sub-gear 230, the second transmission wheel 227, the second rear drive half-shaft 223, and the torque vector manager 224. Thus, the third wheel 400 and the fourth wheel 410 rotate in the same direction.

[0070] In some other alternative embodiments, such as Figure 4 As shown, the first transmission device 22 also includes a second intermediate wheel 232, a third intermediate wheel 233, and a second intermediate shaft 234. The second intermediate wheel 232 meshes with the second output gear 212, and the second transmission sub-gear 226 and the second transmission wheel 227 both mesh with the third intermediate wheel 233. The second intermediate wheel 232 and the third intermediate wheel 233 are both mounted on the second intermediate shaft 234.

[0071] like Figure 5 As shown, when the vehicle performs a stationary turn, the third drive motor 21 operates, and the first clutch 212 switches to the first engaged state. At this time, part of the power from the third drive motor 21 is transmitted to the third wheel 400 via the first output gear 211, the first transmission sub-gear 225, the first clutch 212, the first rear drive half-shaft 222, and the torque vector manager 224. The other part of the power from the third drive motor 21 is transmitted to the fourth wheel 410 via the second output gear 212, the second intermediate wheel 232, the second intermediate shaft 234, the third intermediate wheel 233, the second transmission wheel 227, the second rear drive half-shaft 223, and the torque vector manager 224. Thus, the third wheel 400 and the fourth wheel 410 rotate in opposite directions.

[0072] like Figure 6As shown, when the vehicle is traveling straight or making a regular turn, the third drive motor 21 may or may not be engaged. When the third drive motor 21 is engaged, the first clutch 212 switches to the second engagement state. At this time, the power of the third drive motor 21 is transmitted to the second intermediate shaft 234 via the second output gear 212 and the second intermediate wheel 232. Part of the power of the second intermediate shaft 234 is transmitted to the third wheel 400 via the third intermediate wheel 233, the second transmission sub-gear 226, the first clutch 212, the first rear drive half-shaft 222, and the torque vector manager 224. The other part of the power of the second intermediate shaft 234 is transmitted to the fourth wheel 410 via the third intermediate wheel 233, the second transmission wheel 227, the second rear drive half-shaft 223, and the torque vector manager 224. Thus, the third wheel 400 and the fourth wheel 410 rotate in the same direction.

[0073] In some alternative embodiments, such as Figure 7 As shown, the third drive motor 21 includes a third output gear 213, and a third intermediate shaft 240 is provided between the third output gear 213 and the first rear drive half shaft 222. The third output gear 213 and the third intermediate shaft 240 are poweredly connected. Specifically, a transition gear 243 is provided on the third intermediate shaft 240, and the transition gear 243 meshes with the third output gear 213.

[0074] The first transmission mechanism includes a first transmission wheel pair and a second transmission wheel pair. The first transmission wheel pair includes a first sub-transmission wheel 241 and a second sub-transmission wheel 242 that mesh with each other. The second transmission wheel pair includes a third sub-transmission wheel 235, a fourth sub-transmission wheel 236 and a fifth sub-transmission wheel 237 that mesh in sequence. The first sub-transmission wheel 241 and the third sub-transmission wheel 235 are loosely fitted on the third intermediate shaft 240. The first clutch 212 is located between the first sub-transmission wheel 241 and the third sub-transmission wheel 235. The second sub-transmission wheel 242 and the fifth sub-transmission wheel 237 are both located on the first rear drive half-shaft 222.

[0075] The second transmission mechanism includes a third transmission wheel 238 and a fourth transmission wheel 239 that mesh with each other. The third transmission wheel 238 is mounted on the third intermediate shaft 240, and the fourth transmission wheel 239 is mounted on the second rear drive half shaft 223.

[0076] like Figure 8As shown, when the vehicle performs a stationary turn, the third drive motor 21 operates, and the first clutch 212 switches to the first engaged state. At this time, a portion of the power from the third drive motor 21 is transmitted to the third wheel 400 via the third output gear 213, the transition gear 243, the third intermediate shaft 240, the first clutch 212, the third sub-drive wheel 235, the fourth sub-drive wheel 236, the fifth sub-drive wheel 237, the first rear drive half-shaft 222, and the torque vector manager 224. The other portion of the power from the third drive motor 21 is transmitted to the fourth wheel 410 via the third output gear 213, the transition gear 243, the third intermediate shaft 240, the third drive wheel 238, the fourth drive wheel 239, the second rear drive half-shaft 223, and the torque vector manager 224. Thus, the third wheel 400 and the fourth wheel 410 rotate in opposite directions.

[0077] like Figure 9 As shown, when the vehicle is traveling straight or making a regular turn, the third drive motor 21 may or may not be working. When the third drive motor 21 is working, its power is transmitted to the third intermediate shaft 240 via the third output gear 213 and the transition gear 243. A portion of the power from the third intermediate shaft 240 is transmitted to the third wheel 400 via the first clutch 212, the first sub-drive wheel 241, the second sub-drive wheel 242, the first rear drive half-shaft 222, and the torque vector manager 224. The remaining portion of the power from the third intermediate shaft 240 is transmitted to the fourth wheel 410 via the third drive wheel 238, the fourth drive wheel 239, the second rear drive half-shaft 223, and the torque vector manager 224. This allows the third wheel 400 and the fourth wheel 410 to rotate in the same direction.

[0078] According to some embodiments of the present invention, such as Figures 10-46 As shown, the drive assembly 100 also includes an engine 11 and a second transmission device 12. The second transmission device 12 includes a power input shaft 121, a third transmission mechanism, a fourth transmission mechanism 129, a fifth transmission mechanism 130, and a front drive half shaft 122. The power input shaft 121 is connected to the engine 11. The power input shaft 121 is poweredly connected to the front drive half shaft 122 through the third transmission mechanism. The front drive half shaft 122 is adapted to be connected to the first wheel 300 and the second wheel 310. The first drive motor 13 is poweredly connected to the front drive half shaft 122 or the power input shaft 121 through the fourth transmission mechanism 129. The second drive motor 14 is poweredly connected to the front drive half shaft 122 or the power input shaft 121 through the fifth transmission mechanism 130.

[0079] When the vehicle requires driving force from the front drive assembly 100, at least one of the engine 11, the first drive motor 13, and the second drive motor 14 can provide driving force. In hybrid mode, the engine 11 and the second drive motor 14 operate simultaneously. The power of the engine 11 can be transmitted to the first drive motor 13 via the power input shaft 121 and the fourth transmission mechanism 129 to generate electricity, and the first drive motor 13 then supplies power to the second drive motor 14; or, the power of the engine 11 can be transmitted to the front drive half-shaft 122 via the power input shaft 121 and the third transmission mechanism; at the same time, the second drive motor 14 is poweredly connected to the front drive half-shaft 122 via the fifth transmission mechanism 130, so that the power of the engine 11 and / or the second drive motor 14 is transmitted to the first wheel 300 and the second wheel 310.

[0080] In pure electric mode, only the first drive motor 13 can operate. In this mode, the first drive motor 13 is powered by the front drive half-shaft 122 through the fourth transmission mechanism 129, and the power of the first drive motor 13 is transmitted to the first wheel 300 and the second wheel 310. Alternatively, in pure electric mode, only the second drive motor 14 can operate. In this mode, the second drive motor 14 is powered by the front drive half-shaft 122 through the fifth transmission mechanism 130, and the power of the second drive motor 14 is transmitted to the first wheel 300 and the second wheel 310. Or, in pure electric mode, the first drive motor 13 and the second drive motor 14 can operate simultaneously. In this mode, the first drive motor 13 is powered by the front drive half-shaft 122 through the fourth transmission mechanism 129, and the second drive motor 14 is powered by the front drive half-shaft 122 through the fifth transmission mechanism 130, and the power of both the first drive motor 13 and the second drive motor 14 is transmitted to the first wheel 300 and the second wheel 310.

[0081] When the vehicle is in the first working mode (i.e., stationary turning mode), the first drive motor 13 drives the first wheel 300 to rotate in the first direction through the fourth transmission mechanism 129, and the second drive motor 14 drives the second wheel 310 to rotate in the second direction through the fifth transmission mechanism 130.

[0082] In other words, when the vehicle performs a stationary turn, the first drive motor 13 and the second drive motor 14 of the front drive assembly 100 operate simultaneously, transmitting power to both the first wheel 300 and the second wheel 310, causing them to rotate in two different directions. Simultaneously, the third drive motor 21 of the rear drive assembly 200 operates, causing the third wheel 400 and the fourth wheel 410 to rotate in two different directions. For example, the first wheel 300 and the third wheel 400 can both rotate clockwise, while the second wheel 310 and the fourth wheel 410 can both rotate counterclockwise; or, the first wheel 300 and the third wheel 400 can both rotate counterclockwise, while the second wheel 310 and the fourth wheel 410 can both rotate clockwise. This enables the vehicle to perform a stationary turn (i.e., a U-turn), further enhancing its performance and practicality, and improving the user experience.

[0083] Furthermore, the second transmission device 12 also includes a differential 123 and a first coupling device 124. The differential 123 is mounted on the front drive half-shaft 122 and is power-connected to at least one of the third transmission mechanism, the fourth transmission mechanism 129, and the fifth transmission mechanism 130. When the vehicle is turning, the power received by the differential 123 is proportionally distributed to the first wheel 300 and the second wheel 310 to enable the vehicle to turn smoothly.

[0084] The first coupling device 124 is located between the engine 11 and the differential 123. When the first coupling device 124 is in the coupled state, the power of the engine 11 is transmitted to the differential 123 via the power input shaft 121, the first coupling device 124, and the third transmission mechanism. When the first coupling device 124 is in the decoupled state, the power transmission between the engine 11 and the differential 123 can be disconnected, and the driving force of the first drive motor 13 and the second drive motor 14 can be utilized. Thus, by setting the first coupling device 124 between the engine 11 and the differential 123, the engine 11 can selectively provide driving force to the front wheels to ensure that the vehicle has greater power performance under various operating conditions.

[0085] Furthermore, the third transmission mechanism includes a third main drive wheel 125 and a third driven drive wheel 126, which are poweredly connected. The third main drive wheel 125 is mounted on the power input shaft 121, and the third driven drive wheel 126 is poweredly connected to the differential 123. Thus, when the first coupling device 124 is in the coupled state, the power of the engine 11 can be transmitted to the differential 123 via the third main drive wheel 125 and the third driven drive wheel 126, and then transmitted to the first wheel 300 and the second wheel 310 via the front drive half-shaft 122. This facilitates the effective utilization of the engine 11's power, and the third transmission mechanism has a simple structure.

[0086] According to some specific embodiments of the present invention, the third main drive wheel 125 meshes with the third driven wheel 126, and the first coupling device 124 is disposed on the power input shaft 121, and the first coupling device 124 is located between the engine 11 and the third main drive wheel 125. When the first coupling device 124 is in the coupled state, the power of the engine 11 can be transmitted to the third main drive wheel 125 through the first coupling device 124, so as to ensure that the power of the third main drive wheel 125 is transmitted to the differential 123 through the third driven wheel 126. This arrangement effectively utilizes the space between the third main drive wheel 125 and the engine 11, making the structure of the front drive assembly 100 more compact.

[0087] Furthermore, referring to Figure 10 and Figure 16 The front drive half-shaft 122 includes a first sub-half-shaft 122a and a second sub-half-shaft 122b. The first sub-half-shaft 122a is connected to the first wheel 300, and the second sub-half-shaft 122b is connected to the second wheel 310. A second coupling device 127 is provided between the first sub-half-shaft 122a and the second sub-half-shaft 122b. When the second coupling device 127 is in a coupled state, the first sub-half-shaft 122a and the second sub-half-shaft 122b are connected. When the second coupling device 127 is in a decoupled state, the first sub-half-shaft 122a and the second sub-half-shaft 122b are disconnected. At this time, the first wheel 300 and the second wheel 310 can be controlled separately, which is beneficial to realize that the first wheel 300 and the second wheel 310 can turn in opposite directions without interfering with each other.

[0088] A torque vector manager 224 is provided on at least one of the first sub-shaft 122a and the second sub-shaft 122b. The torque vector manager 224 is located between at least one of the first wheel 300 and the second wheel 310 and the second coupling device 127. For example, the torque vector manager 224 may be provided only on the first sub-shaft 122a (not shown in the figure); or, the torque vector manager 224 may be provided only on the second sub-shaft 122b (not shown in the figure); or, the torque vector manager 224 may be provided on both the first sub-shaft 122a and the second sub-shaft 122b (e.g., ...). Figure 10 and Figure 16 (As shown).

[0089] It should be noted that the torque vector manager 224 on the front drive half-shaft 122 has the same function as the torque vector manager 224 on the rear drive assembly 200, enabling the outer front wheel to distribute more power when the vehicle is turning, thus ensuring smooth turning of the vehicle.

[0090] Furthermore, referring to Figure 10 and Figure 16The differential 123 includes a planetary mechanism 1231, which includes a sun gear 1232 and planet gears 1233. The sun gear 1232 is mounted on the first slave half-shaft 122a. A second coupling device 127 is located between the sun gear 1232 and the second slave half-shaft 122b. The planet gears 1233 are engaged with the sun gear 1232 and the third driven gear 126, respectively. When both the first coupling device 124 and the second coupling device 127 are coupled, the power of the engine 11 can be transmitted to the first slave half-shaft 122a and the second slave half-shaft 122b via the first coupling device 124, the third main drive gear 125, the third driven gear 126, the planet gears 1233, and the sun gear 1232 to provide driving force to the two front wheels. When the first coupling device 124 is in a coupled state and the second coupling device 127 is in a decoupled state, the power of the engine 11 can be transmitted to the first half-shaft 122a via the first coupling device 124, the third main drive wheel 125, the third driven wheel 126, the planetary gears 1233, and the sun gear 1232 to provide driving force to the first wheel 300. When the first coupling device 124 is in a decoupled state and the second coupling device 127 is in a coupled state, the second drive motor 14 can be poweredly connected to the front drive half-shaft 122 via the fifth transmission mechanism 130 to provide driving force to the two front wheels.

[0091] According to the first embodiment of the present invention, such as Figure 10 As shown, the first drive motor 13 is powered to the power input shaft 121 via the fourth transmission mechanism 129, which is located between the third main drive wheel 125 and the first coupling device 124. The second drive motor 14 is powered to the second sub-shaft 122b via the fifth transmission mechanism 130. A third coupling device 128 is provided on the power input shaft 121, located between the third main drive wheel 125 and the fourth transmission mechanism 129. When the third coupling device 128 is in the coupled state, the power of the first drive motor 13 can be transmitted to the planetary mechanism 1231 via the fourth transmission mechanism 129, the power input shaft 121, the third coupling device 128, the third main drive wheel 125, and the third slave drive wheel 126. Therefore, by utilizing the third coupling device 128, the power transmission between the first drive motor 13 and the planetary mechanism 1231 can be flexibly cut off according to the actual operating state of the vehicle.

[0092] like Figure 12As shown, when the vehicle is in the second working mode (i.e., hybrid series mode), the engine 11, the first drive motor 13 and the second drive motor 14 are all working, and the first coupling device 124 and the second coupling device 127 are both in a coupled state. At this time, the power of the engine 11 is transmitted to the first drive motor 13 through the first coupling device 124 and the fourth transmission mechanism 129. The first drive motor 13 generates electricity and supplies power to the second drive motor 14. The power of the second drive motor 14 is transmitted to the second sub-half shaft 122b and the first sub-half shaft 122a through the fifth transmission mechanism 130, so that the first wheel 300 and the second wheel 310 rotate in the same direction.

[0093] like Figure 13 As shown, when the vehicle is in the third working mode (i.e., dual-motor drive mode), both the first drive motor 13 and the second drive motor 14 are working, and both the second coupling device 127 and the third coupling device 128 are in a coupled state. At this time, the power of the first drive motor 13 is transmitted to the first sub-half shaft 122a and the second sub-half shaft 122b through the fourth transmission mechanism 129, the third coupling device 128, the third main drive wheel 125, the third slave drive wheel 126, the planetary gear 1233 and the sun gear 1232. The power of the second drive motor 14 is transmitted to the second sub-half shaft 122b and the first sub-half shaft 122a through the fifth transmission mechanism 130, so that the first wheel 300 and the second wheel 310 rotate in the same direction.

[0094] like Figure 14 As shown, when the vehicle is in the fourth operating mode (i.e., hybrid parallel mode), both the engine 11 and the second drive motor 14 are working, and the first coupling device 124, the second coupling device 127 and the third coupling device 128 are all in a coupled state. At this time, the power of the engine 11 is transmitted to the first sub-half shaft 122a and the second sub-half shaft 122b through the first coupling device 124, the third coupling device 128 and the third main drive wheel 125, the third slave drive wheel 126, the planetary gear 1233 and the sun gear 1232. The power of the second drive motor 14 is transmitted to the second sub-half shaft 122b and the first sub-half shaft 122a through the fifth transmission mechanism 130, so that the first wheel 300 and the second wheel 310 rotate in the same direction.

[0095] like Figure 15 As shown, when the vehicle is in the fifth operating mode (i.e., engine 11 direct drive mode), only engine 11 is working, and the first coupling device 124, the second coupling device 127 and the third coupling device 128 are all in a coupled state. At this time, the power of engine 11 is transmitted to the first sub-half shaft 122a and the second sub-half shaft 122b through the first coupling device 124, the third coupling device 128 and the third main drive wheel 125, the third driven wheel 126, the planetary gear 1233 and the sun gear 1232, so that the first wheel 300 and the second wheel 310 rotate in the same direction.

[0096] It should be noted that in the above four modes of this embodiment, the third drive motor 21 of the rear drive assembly 200 may or may not work. If the third drive motor 21 works, the power path of the rear drive assembly 200 is consistent with its power path in straight driving and normal steering modes.

[0097] like Figure 11 As shown, when the vehicle is in the first working mode (i.e., stationary turning mode), both the first drive motor 13 and the second drive motor 14 are working, and the third coupling device 128 is in a coupled state. At this time, the power of the first drive motor 13 is transmitted to the first sub-half shaft 122a through the fourth transmission mechanism 129, the third coupling device 128, the third main drive wheel 125, the third slave drive wheel 126, the planetary gear 1233, and the sun gear 1232, and the power of the second drive motor 14 is transmitted to the second sub-half shaft 122b through the fifth transmission mechanism 130, so that the first wheel 300 and the second wheel 310 rotate in two different directions.

[0098] It should be noted that when the front drive assembly 100 performs a stationary turn in this embodiment, the third drive motor 21 of the rear drive assembly 200 operates, and the power path of the rear drive assembly 200 is consistent with its power path in the stationary turn mode.

[0099] According to a second embodiment of the present invention, the first drive motor 13 is poweredly connected to the first sub-half-shaft 122a via the fourth transmission mechanism 129, and the second drive motor 14 is poweredly connected to the second sub-half-shaft 122b via the fifth transmission mechanism 130. Figure 17 As shown, in hybrid mode, engine 11, first drive motor 13 and second drive motor 14 are all working, and first coupling device 124 and second coupling device 127 are both in a coupled state. At this time, the power of engine 11 is transmitted to first sub-shaft 122a and second sub-shaft 122b through first coupling device 124, third main drive wheel 125, third slave drive wheel 126, planetary gear 1233 and sun gear 1232. The power of first drive motor 13 is transmitted to first sub-shaft 122a and second sub-shaft 122b through fourth transmission mechanism 129. The power of second drive motor 14 is transmitted to second sub-shaft 122b and first sub-shaft 122a through fifth transmission mechanism 130, so that first wheel 300 and second wheel 310 rotate in the same direction.

[0100] like Figure 18As shown, when the vehicle is in dual-motor power generation mode, the power path of the rear drive assembly 200 is basically the same as that in hybrid mode. The only difference is that the torque vector manager 224 on the front drive half-shaft 122 is disconnected, that is, the power of the front drive half-shaft 122 cannot be transmitted to the first wheel 300 and the second wheel 310, but the power of the front drive half-shaft 122 can be transmitted to the first drive motor 13 and the second drive motor 14 to generate electricity.

[0101] like Figure 19 As shown, when the vehicle is in the first operating mode (i.e., dual-motor drive mode), both the first drive motor 13 and the second drive motor 14 are working, and both the first coupling device 124 and the second coupling device 127 are decoupled. The power of the first drive motor 13 is transmitted to the first sub-half-shaft 122a via the fourth transmission mechanism 129, and the power of the second drive motor 14 is transmitted to the second sub-half-shaft 122b via the fifth transmission mechanism 130. Wherein, if the first drive motor 13 and the second drive motor 14 rotate in the same direction, the first wheel 300 and the second wheel 310 rotate in the same direction. If the first drive motor 13 and the second drive motor 14 rotate in opposite directions, the first wheel 300 and the second wheel 310 rotate in two different directions. In this case, in conjunction with the power path of the rear drive assembly 200 in the fixed-point steering mode, the vehicle can achieve on-the-spot steering.

[0102] Optionally, the first coupling device 124, the second coupling device 127, and the third coupling device 128 are all clutches.

[0103] According to some other embodiments of the present invention, such as Figure 20 , Figure 26 , Figure 33 and Figure 40 As shown, the fourth transmission mechanism 129 includes a second clutch 129c, a first gear pair 129a, and a second gear pair 129b. The second clutch 129c is located on the output shaft of the first drive motor 13 and includes a third engagement state and a fourth engagement state. When the second clutch 129c is in the third engagement state, the first drive motor 13 is poweredly connected to the power input shaft 121 through the first gear pair 129a. At this time, the power of the engine 11 can be transmitted to the first drive motor 13 to generate electricity. When the second clutch 129c is in the fourth engagement state, the first drive motor 13 is poweredly connected to the front drive half-shaft 122 through the second gear pair 129b. At this time, the power of the first drive motor 13 can be transmitted to the first wheel 300 and the second wheel 310 to ensure that the vehicle has sufficient power performance under various operating conditions.

[0104] Furthermore, the first gear pair 129a includes a first driving gear 1291 and a first driven gear 1292 that mesh with each other. The first driving gear 1291 is located on the power input shaft 121, and the first driven gear 1292 is loosely fitted on the output shaft of the first drive motor 13. When the second clutch 129c is in the third engaged state, the second clutch 129c engages with the first driven gear 1292, which allows the power of the engine 11 to be transmitted to the first drive motor 13 via the first driving gear 1291, the first driven gear 1292, and the second clutch 129c, enabling the first drive motor 13 to generate electricity.

[0105] According to a third embodiment of the present invention, such as Figure 20 As shown, the third main drive wheel 125 meshes with the third driven wheel 126, and the first coupling device 124 is mounted on the power input shaft 121. The second gear pair 129b includes a second driving wheel 1293, a fourth intermediate wheel 1294, a fifth intermediate wheel 1295, and a second driven wheel 1296. The second driving wheel 1293 is loosely fitted on the output shaft of the first drive motor 13 and meshes with the fourth intermediate wheel 1294. The fourth intermediate wheel 1294 and the fifth intermediate wheel 1295 are connected. The second driven wheel 1296 is mounted on the front drive half shaft 122 and meshes with the fifth intermediate wheel 1295. The fifth transmission mechanism 130 includes a fifth main drive wheel 1301 and a fifth driven wheel 1302 that mesh with each other. The fifth main drive wheel 1301 is mounted on the output shaft of the second drive motor 14, and the fifth driven wheel 1302 is connected to the third driven wheel 126.

[0106] like Figure 20 As shown, the differential 123 is disposed between the second gear pair 129b and the fifth transmission mechanism 130. The fourth intermediate gear 1294 and the fifth intermediate gear 1295 are coaxially disposed, and the fourth intermediate gear 1294 and the fifth intermediate gear 1295 are located between the output shaft of the first drive motor 13 and the front drive half shaft 122.

[0107] like Figure 22 As shown, when the vehicle is in the second operating mode (i.e., hybrid series mode), the engine 11, the first drive motor 13, and the second drive motor 14 are all working. The first coupling device 124 is in a decoupled state, and the second clutch 129c switches to the third engaged state. At this time, the power of the engine 11 is transmitted to the first drive motor 13 through the first driving wheel 1291, the first driven wheel 1292, and the second clutch 129c, so that the first drive motor 13 generates electricity and supplies power to the second drive motor 14. The power of the second drive motor 14 is transmitted to the differential 123 through the fifth main drive wheel 1301, the fifth driven drive wheel 1302, and the third driven drive wheel 126, and finally transmitted to the first wheel 300 and the second wheel 310 through the front drive half shaft 122, so that the first wheel 300 and the second wheel 310 rotate in the same direction.

[0108] like Figure 23 As shown, when the vehicle is in the fourth operating mode (i.e., hybrid parallel mode), both the engine 11 and the second drive motor 14 are working, the first coupling device 124 is in a coupled state, and the second clutch 129c is in a neutral state (neither engaged with the first driven wheel 1292 nor with the second driving wheel 1293). The power of the engine 11 is transmitted to the differential 123 via the third main drive wheel 125 and the third driven drive wheel 126. The power of the second drive motor 14 is transmitted to the differential 123 via the fifth main drive wheel 1301, the fifth driven drive wheel 1302 and the third driven drive wheel 126, and finally transmitted to the first wheel 300 and the second wheel 310 via the front drive half shaft 122, so that the first wheel 300 and the second wheel 310 rotate in the same direction.

[0109] like Figure 24 As shown, when the vehicle is in the fifth operating mode (i.e., engine 11 direct drive mode), only engine 11 is working, the first coupling device 124 is in a coupled state, the second clutch 129c is in a neutral state, and the power of engine 11 is transmitted to differential 123 via the third main drive wheel 125 and the third secondary drive wheel 126, and finally to the first wheel 300 and the second wheel 310 via the front drive half shaft 122, so that the first wheel 300 and the second wheel 310 rotate in the same direction.

[0110] like Figure 25 As shown, when the vehicle is in the sixth working mode (i.e., single motor drive mode), the second drive motor 14 is working, the first coupling device 124 is in a decoupled state, the second clutch 129c is in a neutral state, and the power of the second drive motor 14 is transmitted to the front drive half shaft 122 through the fifth main drive wheel 1301, the fifth driven drive wheel 1302, the third driven drive wheel 126 and the differential 123, so that the first wheel 300 and the second wheel 310 rotate in the same direction.

[0111] It should be noted that in the above four modes of this embodiment, the third drive motor 21 of the rear drive assembly 200 may or may not work. If the third drive motor 21 works, the power path of the rear drive assembly 200 is consistent with its power path in straight driving and normal steering modes.

[0112] like Figure 21As shown, when the vehicle is in the first working mode (i.e., stationary steering mode) or the third working mode (i.e., dual-motor drive mode), both the first drive motor 13 and the second drive motor 14 are working. The first coupling device 124 is in a decoupled state, and the second clutch 129c is switched to the fourth engaged state. The power of the first drive motor 13 is transmitted to the front drive half shaft 122 via the second clutch 129c, the second drive wheel 1293, the fourth intermediate wheel 1294, the fifth intermediate wheel 1295, and the second driven wheel 1296. The power of the second drive motor 14 is transmitted to the front drive half shaft 122 via the fifth main drive wheel 1301, the fifth driven drive wheel 1302, the third driven drive wheel 126, and the differential 123, so that the first wheel 300 and the second wheel 310 rotate in opposite directions.

[0113] It should be noted that the vehicle in this embodiment can perform stationary steering in dual-motor drive mode, that is, the front drive is in dual-motor drive mode, the third drive motor 21 of the rear drive assembly 200 is working, and the power path of the rear drive assembly 200 is the same as its power path in stationary steering mode.

[0114] According to some embodiments of the present invention, such as Figure 26 , Figure 33 and Figure 40 As shown, the fifth transmission mechanism 130 includes a third clutch 1303 and a third gear pair 130a. The third clutch 1303 is located on the output shaft of the second drive motor 14. The third clutch 1303 has a fifth engaged state and a sixth engaged state. When the third clutch 1303 is in the fifth engaged state, it is powered by the third driven pulley 126. At this time, the power of the second drive motor 14 can be transmitted to the differential 123 via the third clutch 1303 and the third driven pulley 126. When the third clutch 1303 is in the sixth engaged state, the second drive motor 14 is powered by the front drive half-shaft 122 via the third gear pair 130a. At this time, the power of the second drive motor 14 can be transmitted to the front drive half-shaft 122 via the third clutch 1303 and the third gear pair 130a. This configuration ensures that the vehicle has sufficient power performance under various operating conditions.

[0115] According to a fourth embodiment of the present invention, referring to Figure 26The third main drive wheel 125 meshes with the third driven wheel 126. The first coupling device 124 is provided on the power input shaft 121. The second gear pair 129b includes a second driving wheel 1293, a fourth intermediate wheel 1294, a fifth intermediate wheel 1295, and a second driven wheel 1296. The second driving wheel 1293 is loosely fitted on the output shaft of the first drive motor 13 and meshes with the fourth intermediate wheel 1294. The fourth intermediate wheel 1294 and the fifth intermediate wheel 1295 are connected. The second driven wheel 1296 is provided on the front drive half shaft 122 and meshes with the fifth intermediate wheel 1295. The third gear pair 130a includes a third driving gear 1304, a sixth intermediate gear 1305, a seventh intermediate gear 1306, and a third driven gear 1307. The third driving gear 1304 is loosely fitted on the output shaft of the second drive motor 14 and meshes with the sixth intermediate gear 1305. The sixth intermediate gear 1305 is connected to the seventh intermediate gear 1306. The third driven gear 1307 is located on the front drive half shaft 122 and meshes with the seventh intermediate gear 1306.

[0116] like Figure 26 As shown, the differential 123 is disposed between the second gear pair 129b and the third gear pair 130a. The fourth intermediate gear 1294 and the fifth intermediate gear 1295 are coaxially arranged and located between the output shaft of the first drive motor 13 and the front drive half-shaft 122. The sixth intermediate gear 1305 and the seventh intermediate gear 1306 are coaxially arranged and located between the output shaft of the second drive motor 14 and the front drive half-shaft 122.

[0117] like Figure 28 As shown, when the vehicle is in the second operating mode (i.e., hybrid series mode), the engine 11, the first drive motor 13, and the second drive motor 14 are all working. The first coupling device 124 is in a decoupled state, the second clutch 129c is switched to the third engagement state, and the third clutch 1303 is in the fifth engagement state. At this time, the power of the engine 11 is transmitted to the first drive motor 13 through the first drive wheel 1291, the first driven wheel 1292, and the second clutch 129c, so that the first drive motor 13 generates electricity and supplies power to the second drive motor 14. The power of the second drive motor 14 is transmitted to the differential 123 through the third clutch 1303 and the third driven wheel 126, and finally to the first wheel 300 and the second wheel 310 through the front drive half shaft 122, so that the first wheel 300 and the second wheel 310 rotate in the same direction.

[0118] like Figure 29As shown, when the vehicle is in the third working mode (i.e., dual-motor drive mode), both the first drive motor 13 and the second drive motor 14 are working, the first coupling device 124 is in a decoupled state, the second clutch 129c switches to the fourth engagement state, and the third clutch 1303 switches to the sixth engagement state. At this time, the power of the first drive motor 13 is transmitted to the front drive half shaft 122 through the second clutch 129c, the second drive wheel 1293, the fourth intermediate wheel 1294, the fifth intermediate wheel 1295, and the second driven wheel 1296. The power of the second drive motor 14 is transmitted to the front drive half shaft 122 through the third clutch 1303, the third drive wheel 1304, the sixth intermediate wheel 1305, the seventh intermediate wheel 1306, and the third driven wheel 1307, so that the first wheel 300 and the second wheel 310 rotate in the same direction.

[0119] like Figure 30 As shown, when the vehicle is in the fourth operating mode (i.e., hybrid parallel mode), both the engine 11 and the second drive motor 14 are working, the first coupling device 124 is in a coupled state, the second clutch 129c is in a neutral state, and the third clutch 1303 switches to the fifth engaged state. At this time, the power of the engine 11 is transmitted to the differential 123 through the third main drive wheel 125 and the third driven wheel 126, and the power of the second drive motor 14 is transmitted to the differential 123 through the third clutch 1303 and the third driven wheel 126. Finally, it is transmitted to the first wheel 300 and the second wheel 310 through the front drive half shaft 122, so that the first wheel 300 and the second wheel 310 rotate in the same direction.

[0120] like Figure 31 As shown, when the vehicle is in the fifth working mode (i.e., engine 11 direct drive mode), only engine 11 is working, the first coupling device 124 is in a coupled state, and the second clutch 129c and the third clutch 1303 are in a neutral state. At this time, the power of engine 11 is transmitted to differential 123 through the third main drive wheel 125 and the third secondary drive wheel 126, and finally transmitted to the first wheel 300 and the second wheel 310 through the front drive half shaft 122, so that the first wheel 300 and the second wheel 310 rotate in the same direction.

[0121] like Figure 32 As shown, when the vehicle is in the sixth working mode (i.e., single motor drive mode), only the second drive motor 14 is working, the first coupling device 124 is in a decoupled state, the second clutch 129c is in a neutral state, and the third clutch 1303 is switched to the fifth engaged state. The power of the second drive motor 14 is transmitted to the differential 123 through the third clutch 1303 and the third drive wheel 126, and finally transmitted to the first wheel 300 and the second wheel 310 through the front drive half shaft 122, so that the first wheel 300 and the second wheel 310 rotate in the same direction.

[0122] It should be noted that in the above five modes of this embodiment, the third drive motor 21 of the rear drive assembly 200 may or may not work. If the third drive motor 21 works, the power path of the rear drive assembly 200 is consistent with its power path in straight driving and normal steering modes.

[0123] like Figure 27 As shown, when the vehicle is in the first working mode (i.e., stationary steering mode), both the first drive motor 13 and the second drive motor 14 are working, the first coupling device 124 is in a decoupled state, the second clutch 129c switches to the fourth engagement state, and the third clutch 1303 switches to the fifth engagement state. At this time, the power of the first drive motor 13 is transmitted to the front drive half shaft 122 via the second clutch 129c, the second drive wheel 1293, the fourth intermediate wheel 1294, the fifth intermediate wheel 1295, and the second driven wheel 1296. The power of the second drive motor 14 is transmitted to the differential 123 via the third clutch 1303 and the third driven wheel 126, and finally to the first wheel 300 and the second wheel 310 via the front drive half shaft 122, so that the first wheel 300 and the second wheel 310 rotate in two different directions.

[0124] It should be noted that when the front drive assembly 100 performs a stationary turn in this embodiment, the third drive motor 21 of the rear drive assembly 200 operates, and the power path of the rear drive assembly 200 is consistent with its power path in the stationary turn mode.

[0125] According to a fifth embodiment of the present invention, such as Figure 33 As shown, the first coupling device 124 is mounted on the power input shaft 121. The second gear pair 129b includes a second driving gear 1293, a fourth intermediate gear 1294, and a second driven gear 1296. The second driving gear 1293 is loosely mounted on the output shaft of the first drive motor 13 and meshes with the fourth intermediate gear 1294. The fourth intermediate gear 1294 and the second driven gear 1296 are connected. The second driven gear 1296 meshes with the third main drive gear 125 and the third driven drive gear 126, respectively. The third gear pair 130a includes a third driving gear 1304, a sixth intermediate gear 1305, a seventh intermediate gear 1306, and a third driven gear 1307. The third driving gear 1304 is loosely mounted on the output shaft of the second drive motor 14 and meshes with the sixth intermediate gear 1305. The sixth intermediate gear 1305 is connected to the seventh intermediate gear 1306. The third driven gear 1307 is mounted on the front drive half-shaft 122 and meshes with the seventh intermediate gear 1306.

[0126] Reference Figure 33The differential 123 is disposed between the second gear pair 129b and the third gear pair 130a. The second driven gear 1296 and the fourth intermediate gear 1294 are coaxially arranged, and are located between the third main drive gear 125 and the third driven gear 126. The sixth intermediate gear 1305 and the seventh intermediate gear 1306 are coaxially arranged, and are located between the output shaft of the second drive motor 14 and the front drive half shaft 122.

[0127] like Figure 35 As shown, when the vehicle is in the second operating mode (i.e., hybrid series mode), the engine 11, the first drive motor 13, and the second drive motor 14 are all working. The first coupling device 124 is in a decoupled state, the second clutch 129c is switched to the third engagement state, and the third clutch 1303 is in the fifth engagement state. At this time, the power of the engine 11 is transmitted to the first drive motor 13 through the first drive wheel 1291, the first driven wheel 1292, and the second clutch 129c, so that the first drive motor 13 generates electricity and supplies power to the second drive motor 14. The power of the second drive motor 14 is transmitted to the differential 123 through the third clutch 1303 and the third driven wheel 126, and finally to the first wheel 300 and the second wheel 310 through the front drive half shaft 122, so that the first wheel 300 and the second wheel 310 rotate in the same direction.

[0128] like Figure 36 As shown, when the vehicle is in the third working mode (i.e., dual-motor drive mode), both the first drive motor 13 and the second drive motor 14 are working. The first coupling device 124 is in a decoupled state, the second clutch 129c switches to the fourth engagement state, and the third clutch 1303 switches to the fifth engagement state. At this time, the power of the first drive motor 13 is transmitted to the differential 123 through the second clutch 129c, the second drive wheel 1293, the fourth intermediate wheel 1294, the second driven wheel 1296, and the third driven transmission wheel 126. The power of the second drive motor 14 is transmitted to the differential 123 through the third clutch 1303 and the third driven transmission wheel 126. Finally, it is transmitted to the first wheel 300 and the second wheel 310 through the front drive half shaft 122, so that the first wheel 300 and the second wheel 310 rotate in the same direction.

[0129] like Figure 37As shown, when the vehicle is in the fourth operating mode (i.e., hybrid parallel mode), both the engine 11 and the second drive motor 14 are working, the first coupling device 124 is in a coupled state, the second clutch 129c is in a neutral state, and the third clutch 1303 is switched to the fifth engaged state. At this time, the power of the engine 11 is transmitted to the differential 123 through the third main drive wheel 125, the second driven wheel 1296 and the third driven wheel 126. The power of the second drive motor 14 is transmitted to the differential 123 through the third clutch 1303 and the third driven wheel 126, and finally transmitted to the first wheel 300 and the second wheel 310 through the front drive half shaft 122, so that the first wheel 300 and the second wheel 310 rotate in the same direction.

[0130] like Figure 38 As shown, when the vehicle is in the fifth operating mode (i.e., engine 11 direct drive mode), only engine 11 is working, the first coupling device 124 is in a coupled state, and the second clutch 129c and the third clutch 1303 are in neutral. The power of engine 11 is transmitted to differential 123 through the third main drive wheel 125, the second driven wheel 1296 and the third driven wheel 126, and finally to the first wheel 300 and the second wheel 310 through the front drive half shaft 122, so that the first wheel 300 and the second wheel 310 rotate in the same direction.

[0131] like Figure 39 As shown, when the vehicle is in the sixth working mode (i.e., single motor drive mode), only the second drive motor 14 works, the first coupling device 124 is in a decoupled state, the second clutch 129c is in a neutral state, and the third clutch 1303 switches to the fifth engaged state. The power of the second drive motor 14 is transmitted to the differential 123 through the third clutch 1303 and the third drive wheel 126, and finally transmitted to the first wheel 300 and the second wheel 310 through the front drive half shaft 122, so that the first wheel 300 and the second wheel 310 rotate in the same direction.

[0132] It should be noted that in the above five modes of this embodiment, the third drive motor 21 of the rear drive assembly 200 may or may not work. If the third drive motor 21 works, the power path of the rear drive assembly 200 is consistent with its power path in straight driving and normal steering modes.

[0133] like Figure 34As shown, when the vehicle is in the first working mode (i.e., stationary steering mode), both the first drive motor 13 and the second drive motor 14 are working, the first coupling device 124 is in a decoupled state, the second clutch 129c switches to the fourth engagement state, and the third clutch 1303 switches to the sixth engagement state. At this time, the power of the first drive motor 13 is transmitted to the differential 123 through the second clutch 129c, the second drive wheel 1293, the fourth intermediate wheel 1294, the second driven wheel 1296, and the third driven transmission wheel 126. The power of the second drive motor 14 is transmitted to the differential 123 through the third clutch 1303, the third drive wheel 1304, the sixth intermediate wheel 1305, the seventh intermediate wheel 1306, and the third driven wheel 1307. Finally, it is transmitted to the first wheel 300 and the second wheel 310 through the front drive half shaft 122, so that the first wheel 300 and the second wheel 310 rotate in two different directions.

[0134] It should be noted that when the front drive assembly 100 performs a stationary turn in this embodiment, the third drive motor 21 of the rear drive assembly 200 operates, and the power path of the rear drive assembly 200 is consistent with its power path in the stationary turn mode.

[0135] According to the eighth embodiment of the present invention, referring to Figure 40 The third driven gear 126 and the first coupling device 124 are both located on the output shaft of the second drive motor 14. The second gear pair 129b includes a second driving gear 1293, a fourth intermediate gear 1294, a fifth intermediate gear 1295, and a second driven gear 1296. The second driving gear 1293 is loosely fitted on the output shaft of the first drive motor 13 and meshes with the fourth intermediate gear 1294. The fourth intermediate gear 1294 and the fifth intermediate gear 1295 are connected. The second driven gear 1296 is located on the front drive half shaft 122 and meshes with the fifth intermediate gear 1295. The third gear pair 130a includes a third driving gear 1304, a fourth driving gear 1308, a sixth intermediate gear 1305, a seventh intermediate gear 1306, and a third driven gear 1307. The third driving gear 1304 and the fourth driving gear 1308 are loosely fitted on the output shaft of the second drive motor 14. The third clutch 1303 is located between the third driving gear 1304 and the fourth driving gear 1308. The fourth driving gear 1308 meshes with the third main drive gear 125. The third driving gear 1304 meshes with the sixth intermediate gear 1305. The sixth intermediate gear 1305 is connected to the seventh intermediate gear 1306. The third driven gear 1307 is mounted on the front drive half shaft 122 and meshes with the seventh intermediate gear 1306.

[0136] like Figure 40As shown, the third main drive wheel 125 and the first drive wheel 1291 can be the same gear, and the third main drive wheel 125 meshes with the first driven wheel 1292 and the fourth drive wheel 1308. The second drive wheel 1293 is located at the end of the output shaft of the first drive motor 13, and the fourth intermediate wheel 1294 and the fifth intermediate wheel 1295 are coaxially arranged. The third driven wheel 126, the first coupling device 124, the third drive wheel 1304, and the fourth drive wheel 1308 are all located on the output shaft of the second drive motor 14, and the third driven wheel 126 is located at the end of the output shaft of the second drive motor 14. The first coupling device 124 is located between the third driven wheel 126 and the fourth drive wheel 1308, and the fourth drive wheel 1308 is located between the first coupling device 124 and the third drive wheel 1304. The sixth intermediate wheel 1305 and the seventh intermediate wheel 1306 are coaxially arranged.

[0137] like Figure 42 As shown, when the vehicle is in the second operating mode (i.e., hybrid series mode), the engine 11, the first drive motor 13, and the second drive motor 14 are all working. The first coupling device 124 is in a decoupled state, the second clutch 129c switches to the third engaged state, and the third clutch 1303 switches to the fifth engaged state. At this time, a portion of the power from the engine 11 is transmitted to the first drive motor 13 via the third main drive wheel 125 (equivalent to the first driving wheel 1291), the first driven wheel 1292, and the second clutch 129c, causing the first drive motor 13 to... The engine generates electricity and supplies power to the second drive motor 14; another part of the power from the engine 11 is transmitted to the differential 123 via the third main drive wheel 125, the fourth drive wheel 1308, the third clutch 1303, the first coupling device 124, and the third driven wheel 126; the power from the second drive motor 14 is transmitted to the differential 123 via the first coupling device 124 and the third driven wheel 126; and finally, the power is transmitted to the first wheel 300 and the second wheel 310 via the front drive half shaft 122, so that the first wheel 300 and the second wheel 310 rotate in the same direction.

[0138] like Figure 43As shown, when the vehicle is in the third operating mode (i.e., dual-motor drive mode), both the first drive motor 13 and the second drive motor 14 are working, the first coupling device 124 is in a decoupled state, the second clutch 129c switches to the fourth engagement state, and the third clutch 1303 switches to the fifth engagement state. At this time, the power of the first drive motor 13 is transmitted to the front drive half shaft 122 via the second clutch 129c, the second drive wheel 1293, the fourth intermediate wheel 1294, the fifth intermediate wheel 1295, and the second driven wheel 1296; the power of the second drive motor 14 is transmitted to the front drive half shaft 122 via the third clutch 1303, the third drive wheel 1304, the sixth intermediate wheel 1305, the seventh intermediate wheel 1306, and the third driven wheel 1307; and finally, the power is transmitted to the first wheel 300 and the second wheel 310 via the front drive half shaft 122, so that the first wheel 300 and the second wheel 310 rotate in the same direction.

[0139] like Figure 44 As shown, when the vehicle is in the fourth operating mode (i.e., hybrid parallel mode), both the engine 11 and the second drive motor 14 are working. The first coupling device 124 is in a coupled state, the second clutch 129c is in neutral, and the third clutch 1303 is switched to the fifth engaged state. At this time, the power of the engine 11 is transmitted to the differential 123 through the third main drive wheel 125, the fourth drive wheel 1308, the third clutch 1303, the first coupling device 124, and the third driven wheel 126. The power of the second drive motor 14 is transmitted to the differential 123 through the first coupling device 124 and the third driven wheel 126. Finally, the power is transmitted to the first wheel 300 and the second wheel 310 through the front drive half shaft 122, so that the first wheel 300 and the second wheel 310 rotate in the same direction.

[0140] like Figure 45 As shown, when the vehicle is in the fifth operating mode (i.e., engine 11 direct drive mode), only engine 11 is working, the first coupling device 124 is a coupling device, the second clutch 129c is in neutral, and the third clutch 1303 is switched to the fifth engaged state. At this time, the power of engine 11 is transmitted to differential 123 through the third main drive wheel 125, the fourth drive wheel 1308, the third clutch 1303, the first coupling device 124 and the third drive wheel 126; finally, it is transmitted to the first wheel 300 and the second wheel 310 through the front drive half shaft 122, so that the first wheel 300 and the second wheel 310 rotate in the same direction.

[0141] like Figure 46As shown, when the vehicle is in the sixth working mode (i.e., single motor drive mode), only the second drive motor 14 is working, the first coupling device 124 is in a coupled state, and the second clutch 129c and the third clutch 1303 are in a neutral state. At this time, the power of the second drive motor 14 is transmitted to the differential 123 through the first coupling device 124 and the third drive wheel 126, and finally transmitted to the first wheel 300 and the second wheel 310 through the front drive half shaft 122, so that the first wheel 300 and the second wheel 310 rotate in the same direction.

[0142] It should be noted that in the above five modes of this embodiment, the third drive motor 21 of the rear drive assembly 200 may or may not work. If the third drive motor 21 works, the power path of the rear drive assembly 200 is consistent with its power path in straight driving and normal steering modes.

[0143] like Figure 41 As shown, when the vehicle is in the first working mode (i.e., stationary steering mode), both the first drive motor 13 and the second drive motor 14 are working, the first coupling device 124 is in a coupled state, the second clutch 129c is switched to the fourth engaged state, and the third clutch 1303 is in a neutral state. At this time, the power of the first drive motor 13 is transmitted to the front drive half shaft 122 through the second clutch 129c, the second drive wheel 1293, the fourth intermediate wheel 1294, the fifth intermediate wheel 1295, and the second driven wheel 1296. The power of the second drive motor 14 is transmitted to the differential 123 through the first coupling device 124 and the third driven wheel 126, and finally to the first wheel 300 and the second wheel 310 through the front drive half shaft 122, so that the first wheel 300 and the second wheel 310 rotate in two different directions.

[0144] It should be noted that when the front drive assembly 100 performs a stationary turn in this embodiment, the third drive motor 21 of the rear drive assembly 200 operates, and the power path of the rear drive assembly 200 is consistent with its power path in the stationary turn mode.

[0145] A vehicle according to a second aspect embodiment of the present invention includes a hybrid power system according to the first aspect embodiment described above.

[0146] According to embodiments of the present invention, by employing the aforementioned hybrid power system, the vehicle possesses both on-the-spot steering and fixed-point steering capabilities, enabling the vehicle to steer even in confined spaces, thereby increasing vehicle performance and enhancing its market competitiveness.

[0147] Other configurations and operations of the vehicle according to embodiments of the present invention are known to those skilled in the art and will not be described in detail here.

[0148] In the description of this invention, it should be understood that the terms "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this invention and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this invention.

[0149] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0150] In the description of this specification, references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example.

[0151] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A hybrid system characterized by comprising: include: A front drive assembly (100) includes a first drive motor (13) and a second drive motor (14), at least one of the first drive motor (13) and the second drive motor (14) being poweredly connected to the first wheel (300) and the second wheel (310) of the vehicle. The rear drive assembly (200) includes a third drive motor (21) and a first transmission device (22). The third drive motor (21) is powered to the third wheel (400) and the fourth wheel (410) of the vehicle through the first transmission device (22). The first wheel (300) and the third wheel (400) are located on the same side of the vehicle, and the second wheel (310) and the fourth wheel (410) are located on the other side of the vehicle. When the vehicle is in the first working mode, the first drive motor (13), the second drive motor (14) and the third drive motor (21) are all controlled to work, so that the first wheel (300) and the third wheel (400) rotate in the first direction, and the second wheel (310) and the fourth wheel (410) rotate in the second direction. The first direction and the second direction are different.

2. The hybrid system according to claim 1, characterized by The first transmission device (22) has a first state and a second state. When the first transmission device (22) is in the first state, the third wheel (400) and the fourth wheel (410) both rotate in the first direction or the second direction; When the first transmission device (22) is in the second state, one of the third wheel (400) and the fourth wheel (410) rotates along the first direction, and the other of the third wheel (400) and the fourth wheel (410) rotates along the second direction.

3. The hybrid system according to claim 2, characterized by When the vehicle is in the first working mode, one of the first drive motor (13) and the second drive motor (14) drives the first wheel (300) to rotate in the first direction, and the other of the first drive motor (13) and the second drive motor (14) drives the second wheel (310) to rotate in the second direction.

4. The hybrid power system according to claim 2, characterized in that, When the vehicle is in the second working mode, one of the first drive motor (13) and the second drive motor (14) is used to generate electricity, and the other of the first drive motor (13) and the second drive motor (14) drives the first wheel (300) and the second wheel (310) to rotate along the first direction or the second direction.

5. The hybrid power system according to claim 2, characterized in that, When the vehicle is in the third working mode, the first drive motor (13) and the second drive motor (14) jointly drive the first wheel (300) and the second wheel (310) to rotate along the first direction or the second direction.

6. The hybrid power system according to claim 2, characterized in that, The first transmission device (22) includes a first clutch (221), which has a first engaged state and a second engaged state. When the vehicle is in the first working mode, the first clutch (221) switches to the first engagement state, and the third drive motor (21) drives one of the third wheel (400) and the fourth wheel (410) to rotate in the first direction through the first transmission device (22), and the other of the third wheel (400) and the fourth wheel (410) rotates in the second direction. When the first clutch (221) is in the second engaged state, the third drive motor (21) drives the third wheel (400) and the fourth wheel (410) to rotate in the first direction or the second direction through the first transmission device (22).

7. The hybrid power system according to claim 6, characterized in that, The first transmission device (22) further includes: The first transmission mechanism is used to power the third drive motor (21) to the third wheel (400) through the first transmission mechanism. The first transmission mechanism includes a first clutch (221). The second transmission mechanism is used to power the third drive motor (21) to the fourth wheel (410).

8. The hybrid power system according to claim 7, characterized in that, The first transmission device (22) further includes: The first rear drive half shaft (222) is connected to the third drive motor (21) via the first transmission mechanism. The first rear drive half shaft (222) is connected to the third wheel (400). The second rear drive half shaft (223) is connected to the third drive motor (21) via the second transmission mechanism. The second rear drive half shaft (223) is connected to the fourth wheel (410). Among them, at least one of the first rear drive half shaft (222) and the second rear drive half shaft (223) is provided with a torque vector manager (224).

9. The hybrid power system according to claim 8, characterized in that, The third drive motor (21) includes a first output gear (211) and a second output gear (212); The first transmission mechanism further includes a first transmission sub-gear (225) and a second transmission sub-gear (226). The first transmission sub-gear (225) and the second transmission sub-gear (226) are both loosely fitted on the first rear drive half-shaft (222). The first transmission sub-gear (225) meshes with the first output gear (211), and the second transmission sub-gear (226) is poweredly connected to the second output gear (212). The first clutch (221) is located between the first transmission sub-gear (225) and the second transmission sub-gear (226). When the first clutch (221) is in the first engaged state, the first clutch (221) engages with the first transmission sub-gear (225) and disengages from the second transmission sub-gear (226) so that the first output gear (211) is poweredly connected to the third wheel (400) through the first transmission sub-gear (225); when the first clutch (221) is in the second engaged state, the first clutch (221) engages with the second transmission sub-gear (226) and disengages from the first transmission sub-gear (225) so that the second output gear (212) is poweredly connected to the third wheel (400) through the second transmission sub-gear (226). The second transmission mechanism includes a second transmission wheel (227), which is mounted on the second rear drive half shaft (223). The second output gear (212) is poweredly connected to the fourth wheel (410) through the second transmission wheel (227).

10. The power system according to claim 9, characterized in that, The first transmission device (22) further includes: The first intermediate gear (228) meshes with the second output gear (212); The first intermediate sub-gear (229) meshes with the second transmission sub-gear (226); The second intermediate sub-gear (230) meshes with the second transmission wheel (227); The first intermediate shaft (231), the first intermediate wheel (228), the first intermediate sub-gear (229) and the second intermediate sub-gear (230) are all disposed on the first intermediate shaft (231).

11. The power system according to claim 9, characterized in that, The first transmission device (22) further includes: The second intermediate gear (232) meshes with the second output gear (212); The third intermediate gear (233), the second transmission sub-gear (226) and the second transmission gear (227) are all meshed with the third intermediate gear (233); The second intermediate shaft (234), the second intermediate wheel (232) and the third intermediate wheel (233) are all located on the second intermediate shaft (234).

12. The power system according to claim 8, characterized in that, The third drive motor (21) includes a third output gear (213), and a third intermediate shaft (240) is provided between the third output gear (213) and the first rear drive half shaft (222). The third output gear (213) is poweredly connected to the third intermediate shaft (240). The first transmission mechanism includes a first transmission wheel pair and a second transmission wheel pair. The first transmission wheel pair includes a first sub-transmission wheel (241) and a second sub-transmission wheel (242) that mesh with each other. The second transmission wheel pair includes a third sub-transmission wheel (235), a fourth sub-transmission wheel (236), and a fifth sub-transmission wheel (237) that mesh in sequence. The first sub-transmission wheel (241) and the third sub-transmission wheel (235) are loosely fitted on the third intermediate shaft (240). The first clutch (221) is located between the first sub-transmission wheel (241) and the third sub-transmission wheel (235). The second sub-transmission wheel (242) and the fifth sub-transmission wheel (237) are both located on the first rear drive half shaft (222). The second transmission mechanism includes a third transmission wheel (238) and a fourth transmission wheel (239) that mesh with each other. The third transmission wheel (238) is mounted on the third intermediate shaft (240), and the fourth transmission wheel (239) is mounted on the second rear drive half shaft (223).

13. The hybrid power system according to any one of claims 1-12, characterized in that, The front drive assembly (100) further includes an engine (11) and a second transmission device (12). The second transmission device (12) includes a power input shaft (121), a third transmission mechanism, a fourth transmission mechanism (129), a fifth transmission mechanism (130), and a front drive half shaft (122). The power input shaft (121) is connected to the engine (11). The power input shaft (121) is poweredly connected to the front drive half shaft (122) through the third transmission mechanism. The front drive half shaft (122) is connected to the first wheel (300) and the second wheel (310). The first drive motor (13) is poweredly connected to the front drive half shaft (122) or the power input shaft (121) through the fourth transmission mechanism (129). The second drive motor (14) is poweredly connected to the front drive half shaft (122) or the power input shaft (121) through the fifth transmission mechanism (130). When the vehicle is in the first working mode, the first drive motor (13) drives the first wheel (300) to rotate in the first direction through the fourth transmission mechanism (129), and the second drive motor (14) drives the second wheel (310) to rotate in the second direction through the fifth transmission mechanism (130).

14. The hybrid power system according to claim 13, characterized in that, The second transmission device (12) further includes: A differential (123) is mounted on the front drive half-shaft (122) and is poweredly connected to at least one of the third transmission mechanism, the fourth transmission mechanism (129) and the fifth transmission mechanism (130). The first coupling device (124) is located between the engine (11) and the differential (123). When the first coupling device (124) is in the coupling state, the power of the engine (11) is transmitted to the differential (123) through the power input shaft (121), the first coupling device (124) and the third transmission mechanism.

15. The hybrid power system according to claim 14, characterized in that, The third transmission mechanism includes a third main drive wheel (125) and a third driven drive wheel (126) that are powered together. The third main drive wheel (125) is mounted on the power input shaft (121), and the third driven drive wheel (126) is powered together with the differential (123).

16. The hybrid power system according to claim 15, characterized in that, The third main drive wheel (125) meshes with the third driven wheel (126), the first coupling device (124) is disposed on the power input shaft (121), and the first coupling device (124) is located between the engine (11) and the third main drive wheel (125).

17. The hybrid power system according to claim 16, characterized in that, The front drive half-shaft (122) includes a first sub-half-shaft (122a) and a second sub-half-shaft (122b). The first sub-half-shaft (122a) is connected to the first wheel (300), and the second sub-half-shaft (122b) is connected to the second wheel (310). A second coupling device (127) is provided between the first sub-half-shaft (122a) and the second sub-half-shaft (122b). When the second coupling device (127) is in a coupled state, the first sub-half-shaft (122a) and the second sub-half-shaft (122b) are connected. The torque vector manager (224) is provided on at least one of the first sub-half shaft (122a) and the second sub-half shaft (122b), and the torque vector manager (224) is located between at least one of the first wheel (300) and the second wheel (310) and the second coupling device (127).

18. The hybrid power system according to claim 17, characterized in that, The differential (123) includes a planetary mechanism (1231), which includes a sun gear (1232) and planet gears (1233). The sun gear (1232) is located on the first slave half-shaft (122a). The second coupling device (127) is located between the sun gear (1232) and the second slave half-shaft (122b). The planet gears (1233) mesh with the sun gear (1232) and the third slave drive gear (126), respectively.

19. The hybrid power system according to claim 18, characterized in that, The first drive motor (13) is powered to the power input shaft (121) through the fourth transmission mechanism (129), the fourth transmission mechanism (129) is located between the third main drive wheel (125) and the first coupling device (124), and the second drive motor (14) is powered to the second sub-half shaft (122b) through the fifth transmission mechanism (130); A third coupling device (128) is provided on the power input shaft (121), and the third coupling device (128) is located between the third main drive wheel (125) and the fourth transmission mechanism (129).

20. The hybrid power system according to claim 18, characterized in that, The first drive motor (13) is powered to the first sub-half shaft (122a) through the fourth transmission mechanism (129), and the second drive motor (14) is powered to the second sub-half shaft (122b) through the fifth transmission mechanism (130).

21. The hybrid power system according to claim 15, characterized in that, The fourth transmission mechanism (129) includes: The second clutch (129c) is located on the output shaft of the first drive motor (13), and the second clutch (129c) includes a third engagement state and a fourth engagement state; When the first gear pair (129a) and the second clutch (129c) are in the third engagement state, the first drive motor (13) is poweredly connected to the power input shaft (121) through the first gear pair (129a); When the second gear pair (129b) and the second clutch (129c) are in the fourth engagement state, the first drive motor (13) is poweredly connected to the front drive half shaft (122) through the second gear pair (129b).

22. The hybrid power system according to claim 21, characterized in that, The first gear pair (129a) includes a first driving gear (1291) and a first driven gear (1292) that mesh with each other. The first driving gear (1291) is located on the power input shaft (121), and the first driven gear (1292) is loosely fitted on the output shaft of the first drive motor (13).

23. The hybrid power system according to claim 22, characterized in that, The third main drive wheel (125) meshes with the third driven wheel (126), and the first coupling device (124) is provided on the power input shaft (121); The second gear pair (129b) includes a second driving gear (1293), a fourth intermediate gear (1294), a fifth intermediate gear (1295), and a second driven gear (1296). The second driving gear (1293) is loosely fitted on the output shaft of the first drive motor (13) and meshes with the fourth intermediate gear (1294). The fourth intermediate gear (1294) and the fifth intermediate gear (1295) are connected. The second driven gear (1296) is mounted on the front drive half shaft (122) and meshes with the fifth intermediate gear (1295). The fifth transmission mechanism (130) includes a fifth main transmission wheel (1301) and a fifth driven transmission wheel (1302) that mesh with each other. The fifth main transmission wheel (1301) is located on the output shaft of the second drive motor (14), and the fifth driven transmission wheel (1302) is connected to the third driven transmission wheel (126).

24. The hybrid power system according to claim 22, characterized in that, The fifth transmission mechanism (130) includes: The third clutch (1303) is located on the output shaft of the second drive motor (14). The third clutch (1303) includes a fifth engagement state and a sixth engagement state. When the third clutch (1303) is in the fifth engagement state, the third clutch (1303) is poweredly connected to the third driven wheel (126). When the third gear pair (130a) and the third clutch (1303) are in the sixth engagement state, the second drive motor (14) is poweredly connected to the front drive half shaft (122) through the third gear pair (130a).

25. The hybrid power system according to claim 24, characterized in that, The third main drive wheel (125) meshes with the third driven wheel (126), and the first coupling device (124) is mounted on the power input shaft (121). The second gear pair (129b) includes a second driving gear (1293), a fourth intermediate gear (1294), a fifth intermediate gear (1295), and a second driven gear (1296). The second driving gear (1293) is loosely fitted on the output shaft of the first drive motor (13) and meshes with the fourth intermediate gear (1294). The fourth intermediate gear (1294) and the fifth intermediate gear (1295) are connected. The second driven gear (1296) is mounted on the front drive half shaft (122) and meshes with the fifth intermediate gear (1295). The third gear pair (130a) includes a third driving gear (1304), a sixth intermediate gear (1305), a seventh intermediate gear (1306), and a third driven gear (1307). The third driving gear (1304) is loosely fitted on the output shaft of the second drive motor (14) and meshes with the sixth intermediate gear (1305). The sixth intermediate gear (1305) is connected to the seventh intermediate gear (1306). The third driven gear (1307) is located on the front drive half shaft (122) and meshes with the seventh intermediate gear (1306).

26. The hybrid power system according to claim 24, characterized in that, The first coupling device (124) is mounted on the power input shaft (121); The second gear pair (129b) includes a second driving gear (1293), a fourth intermediate gear (1294), and a second driven gear (1296). The second driving gear (1293) is loosely fitted on the output shaft of the first drive motor (13) and meshes with the fourth intermediate gear (1294). The fourth intermediate gear (1294) and the second driven gear (1296) are connected. The second driven gear (1296) meshes with the third main drive gear (125) and the third driven gear (126) respectively. The third gear pair (130a) includes a third driving gear (1304), a sixth intermediate gear (1305), a seventh intermediate gear (1306), and a third driven gear (1307). The third driving gear (1304) is loosely fitted on the output shaft of the second drive motor (14) and meshes with the sixth intermediate gear (1305). The sixth intermediate gear (1305) is connected to the seventh intermediate gear (1306). The third driven gear (1307) is located on the front drive half shaft (122) and meshes with the seventh intermediate gear (1306).

27. The hybrid power system according to claim 24, characterized in that, The third drive wheel (126) and the first coupling device (124) are both located on the output shaft of the second drive motor (14); The second gear pair (129b) includes a second driving gear (1293), a fourth intermediate gear (1294), a fifth intermediate gear (1295), and a second driven gear (1296). The second driving gear (1293) is loosely fitted on the output shaft of the first drive motor (13) and meshes with the fourth intermediate gear (1294). The fourth intermediate gear (1294) and the fifth intermediate gear (1295) are connected. The second driven gear (1296) is mounted on the front drive half shaft (122) and meshes with the fifth intermediate gear (1295). The third gear pair (130a) includes a third driving gear (1304), a fourth driving gear (1308), a sixth intermediate gear (1305), a seventh intermediate gear (1306), and a third driven gear (1307). The third driving gear (1304) and the fourth driving gear (1308) are loosely fitted on the output shaft of the second drive motor (14). The third clutch (1303) is located between the third driving gear (1304) and the fourth driving gear (1308). The fourth driving gear (1308) meshes with the third main drive gear (125). The third driving gear (1304) meshes with the sixth intermediate gear (1305). The sixth intermediate gear (1305) is connected to the seventh intermediate gear (1306). The third driven gear (1307) is mounted on the front drive half shaft (122) and meshes with the seventh intermediate gear (1306).

28. A vehicle, characterized in that, Includes the hybrid power system according to any one of claims 1-27.

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