A longitudinal hybrid drive system and vehicle

Abstract

The application belongs to the technical field of hybrid vehicle driving system, and discloses a longitudinal hybrid driving system and vehicle, which comprises a coaxial longitudinally arranged engine, a clutch, a first motor, a second motor, a first shaft and a second shaft, the first motor is fixedly connected with a driving component of the clutch, an input shaft is respectively connected with the engine and a driven component of the clutch, the second shaft is sleeved on the first shaft, the first shaft and the second shaft are respectively connected with the other two output ends of the driven component of the clutch, the second motor is fixedly connected with the second shaft, the first shaft and the second shaft are respectively connected with a third shaft and a fourth shaft through gear pair components and synchronizer components, the third shaft and the fourth shaft are connected with an output shaft through gear pair components, and the output shaft is connected with a front axle.The application omits multi-gear design, supports multiple driving modes, realizes multiple speed ratios, has better power economy matching degree, reduces arrangement difficulty, has large torque capacity and reduces fuel consumption.

Description

Technical Field

[0001] This invention belongs to the technical field of hybrid vehicle drive systems, specifically relating to a longitudinally mounted hybrid drive system and vehicle. Background Technology

[0002] With increasingly stringent global environmental protection requirements and ever-improving fuel economy standards for automobiles, the energy consumption and emissions shortcomings of traditional single-fuel vehicles are becoming increasingly apparent. Hybrid electric vehicles (HEVs), with their comprehensive advantages of energy saving, low emissions, and balanced power performance, have become one of the mainstream directions for technological iteration and market promotion in the current automotive industry. The core component of a HEV is the hybrid drive system, which integrates multiple power sources such as the engine and electric motor. It achieves reasonable power distribution and efficient output based on the vehicle's driving conditions. Its overall performance directly determines the vehicle's power, fuel economy, smoothness, and reliability, and is a key core structure for ensuring that the overall performance of HEVs meets standards and achieves the core goals of energy saving and emission reduction.

[0003] The core design logic of hybrid drive systems is to ensure that the engine and electric motor maintain their efficient operating range under all driving conditions through a reasonable transmission structure layout and power matching strategy. The layout, structural complexity, and spatial adaptability of the transmission structure are the core foundation for determining the overall working efficiency, torque output capability, and vehicle handling performance of the hybrid system. Currently, most mainstream hybrid vehicles on the market adopt a dual-motor hybrid drive solution, and existing dual-motor hybrid solutions generally adopt a transverse assembly form for the entire vehicle.

[0004] However, existing transversely arranged dual-motor hybrid drive structures have significant technical defects and application limitations. Due to the strict constraints of the vehicle's transverse installation space, existing transverse hybrid solutions must adopt a highly integrated and compact structural design. This compact layout significantly increases the structural design and precision manufacturing difficulty of various internal components, placing extremely high demands on component processing accuracy and assembly processes, and increasing the process cost and quality control difficulty of mass production of the entire vehicle. At the same time, the space-constrained compact structural design greatly compresses the torque enhancement optimization space of the drive unit, resulting in limited torque capacity of existing hybrid drive units, making it difficult to adapt to the high-power, high-load vehicle usage requirements, and resulting in poor power scalability.

[0005] In addition, existing transversely arranged dual-motor hybrid systems require frequent gear shifting to adjust power output in order to adapt to different vehicle speeds and load conditions during actual operation. This frequent gear shifting not only easily causes wear and impact on the internal structure of the transmission, significantly reducing the transmission's working stability and service life, leading to a decrease in the reliability of the entire vehicle's transmission system, but also causes power output jerking, affecting the smoothness of the vehicle's ride and handling. At the same time, it cannot maximize the fuel-saving potential of the hybrid system, and the overall fuel consumption optimization effect of the vehicle has a significant bottleneck, making it difficult to meet the current development needs of high-end hybrid models for high reliability, strong handling, and ultra-low fuel consumption. Summary of the Invention

[0006] The purpose of this invention is to provide a longitudinally mounted hybrid drive system and vehicle. Driven by motor speed regulation, it features two motors and one engine, eliminating the need for the multi-gear design of traditional transmissions. The engine continuously drives the motors to generate electricity, providing ample power, reducing fuel consumption, and avoiding transmission performance and reliability issues caused by frequent gear shifts. By adding a clutch, it allows for arbitrary combinations of the three power sources, broadening its application scenarios. Direct drive and pure electric transmission paths are shared, and multiple speed ratios can be achieved through synchronizers, resulting in better power economy matching. Multiple transmission paths meet different power demands. Furthermore, the hybrid drive system is longitudinally arranged on the vehicle, with cylindrical gear transmission at the output end, avoiding the limitation of bevel gears being coaxial with the vehicle's half-shafts, reducing the difficulty of spatial arrangement of the transmission device, providing ample axial space, lowering the difficulty of component design and manufacturing, and increasing torque capacity, thus achieving better handling performance.

[0007] The specific details of the plan are as follows:

[0008] A longitudinally mounted hybrid drive system includes an engine, a clutch, a first motor, a second motor, a front axle, an input shaft, a first shaft, a second shaft, a third shaft, a fourth shaft, an output shaft, a synchronizer assembly, and a gear pair assembly.

[0009] The engine, clutch, first motor, and second motor are arranged coaxially along the length of the vehicle body.

[0010] The clutch includes a driving component and a driven component. The driven component includes three independent power output terminals.

[0011] The first motor is fixedly connected to the driving component of the clutch;

[0012] One end of the input shaft is connected to the engine drive, and the other end is connected to one of the power output ends of the driven component.

[0013] The second shaft is loosely fitted outside the first shaft, and the ends of the first and second shafts near the clutch are respectively connected to the remaining two power output ends of the driven assembly.

[0014] The second motor is fixedly connected to the second shaft;

[0015] The first and second shafts, located away from the clutch, are connected to the third and fourth shafts via gear pairs and synchronizer assemblies. The third and fourth shafts are then connected to the output shaft via gear pairs.

[0016] The end of the output shaft away from the gear pair assembly is connected to the front axle drive to transmit power to the front axle.

[0017] Compared with existing hybrid drive systems, the first motor of this invention is directly integrated into the engine, resulting in a simpler structure. In existing technologies, the first motor and engine cannot be decoupled, and the second motor needs to be decoupled through a synchronizer. However, the three power sources of this invention—engine, first motor, and second motor—can be arbitrarily decoupled and combined through a clutch, making its application scenarios more extensive. The direct drive and pure electric transmission paths are shared, and multiple speed ratios can be achieved through synchronizer combinations, resulting in better power economy matching. This is superior to the existing technology where the electric drive transmission route has only one transmission path.

[0018] The hybrid drive system of this invention enables vehicles to have multiple modes, including pure electric drive, series drive, engine direct drive, parallel drive, engine idle charging, and brake energy recovery. It has three power sources: an engine, a first motor, and a second motor, and can achieve four-speed direct drive on the engine side and four-speed drive on the motor side, fully meeting the driving needs of users under various working conditions.

[0019] Furthermore, the third and fourth shafts are respectively arranged parallel to each other on both sides of the axis; the three power output ends are the first output end, the second output end and the third output end, respectively. The input shaft is driven to the first output end, the first shaft is driven to the second output end, and the second shaft is driven to the third output end. The synchronizer assembly includes a first gear synchronizer and a second gear synchronizer. The first gear synchronizer is fixed on the third shaft and the second gear synchronizer is fixed on the fourth shaft.

[0020] Furthermore, the gear pair assembly includes a first gear pair, a second gear pair, a third gear pair, a fourth gear pair, a fifth gear pair, and a sixth gear pair, wherein the fifth gear pair and the sixth gear pair are both parallel shaft cylindrical gear pairs;

[0021] The first gear pair includes a first gear and a second gear that mesh with each other, and the second gear pair includes a second gear and a third gear that mesh with each other. The second gear is an intermediate meshing gear shared by the first gear pair and the second gear pair.

[0022] The third gear pair includes a fourth gear and a fifth gear that mesh with each other. The fourth gear pair includes a fifth gear and a sixth gear that mesh with each other. The fifth gear is an intermediate meshing gear shared by the third gear pair and the fourth gear pair.

[0023] The fifth gear pair includes the seventh and ninth gears that mesh with each other, and the sixth gear pair includes the eighth and ninth gears that mesh with each other. The ninth gear is the output meshing gear shared by the fifth and sixth gear pairs.

[0024] The second gear is fixed at one end of the second shaft, and the fifth gear is fixed at one end of the first shaft;

[0025] The first gear and the fourth gear are loosely fitted onto the third shaft; the first gear synchronizer is fixed on the third shaft between the first gear and the fourth gear; the seventh gear is fixedly connected to the third shaft.

[0026] The third and sixth gears are loosely fitted onto the fourth shaft, the second gear synchronizer is fixed on the fourth shaft between the third and sixth gears, and the eighth gear is fixedly connected to the fourth shaft.

[0027] The ninth gear is fixed to the end of the output shaft away from the front axle.

[0028] Furthermore, it also includes a power battery. The first motor and the second motor are electrically connected to the power battery. The engine, the first motor, and the second motor switch operating conditions by adjusting their own power output state and cooperating with the clutch, the first gear synchronizer, and the second gear synchronizer at different engagement positions, which can realize multiple driving modes. The driving modes include pure electric drive, engine direct drive, parallel drive, series drive, engine idle charging, and brake energy recovery. Among them, the pure electric drive mode includes the first pure electric drive mode, the second pure electric drive mode, and the third pure electric drive mode, and the parallel drive mode includes the first parallel drive mode, the second parallel drive mode, and the third parallel drive mode. The driving mode is selected according to the operating conditions and driving needs.

[0029] This invention provides multiple driving modes and power transmission paths, and formulates control strategies based on working conditions and driving requirements. During driving, the driving mode and power transmission path are selected according to the control strategy.

[0030] Furthermore, in the first pure electric drive mode, both the engine and the first motor are inactive, and the second motor drives the vehicle, enabling four power transmission paths, including:

[0031] The power flow of the first power transmission path is as follows: second motor, second shaft, second gear, first gear, first gear synchronizer, third shaft, seventh gear, ninth gear, output shaft, front axle, and the power is transmitted to the wheels via the half-shaft of the front axle;

[0032] The power flow of the second power transmission path is as follows: second motor, second shaft, second gear, third gear, second gear synchronizer, fourth shaft, eighth gear, ninth gear, output shaft, front axle, and the power is transmitted to the wheels via the half-shaft of the front axle;

[0033] The power flow of the third power transmission path is as follows: second motor, second shaft, clutch, second output end, first shaft, fifth gear, fourth gear, first gear synchronizer, third shaft, seventh gear, ninth gear, output shaft, front axle, and the power is transmitted to the wheels through the half-shaft of the front axle;

[0034] The power flow of the fourth power transmission path is as follows: second motor, second shaft, clutch, second output end, first shaft, fifth gear, sixth gear, second gear synchronizer, fourth shaft, eighth gear, ninth gear, output shaft, front axle, and the power is transmitted to the wheels through the half shaft of the front axle;

[0035] When the driving mode is the second pure electric driving mode, both the engine and the second motor are inactive, and the first motor drives the vehicle, enabling four power transmission paths, including:

[0036] The power flow of the first power transmission path is as follows: the first motor passes through the clutch, the third output end, the second shaft, the second gear, the first gear, the first gear synchronizer, the third shaft, the seventh gear, the ninth gear, the output shaft, and the front axle. The power is then transmitted to the wheels via the half-shaft of the front axle.

[0037] The power flow of the second power transmission path is as follows: the first motor passes through the clutch, the third output end, the second shaft, the second gear, the third gear, the second gear synchronizer, the fourth shaft, the eighth gear, the ninth gear, the output shaft, and the front axle. The power is then transmitted to the wheels via the half-shaft of the front axle.

[0038] The power flow of the third power transmission path is as follows: the first motor passes through the clutch, the second output end, the first shaft, the fifth gear, the fourth gear, the first gear synchronizer, the third shaft, the seventh gear, the ninth gear, the output shaft, and the front axle. The power is then transmitted to the wheels through the half-shaft of the front axle.

[0039] The power flow of the fourth power transmission path is as follows: the first motor passes through the clutch, the second output end, the first shaft, the fifth gear, the sixth gear, the second gear synchronizer, the fourth shaft, the eighth gear, the ninth gear, the output shaft, and the front axle. The power is then transmitted to the wheels via the half-shaft of the front axle.

[0040] The third pure electric drive mode is a dual-motor parallel drive mode, where the engine is not running, and the first motor drives the engine while the second motor drives the engine. This allows for six power transmission paths, including:

[0041] The power flow of the first power transmission path is as follows: the power output of the first motor through the third output end of the clutch is coupled in parallel with the power output of the second motor and then transmitted sequentially through the second shaft, the second gear, the first gear, the first gear synchronizer, the third shaft, the seventh gear, the ninth gear, and the output shaft to the front axle, and finally the power is transmitted to the wheels from the front axle through the half shaft.

[0042] The power flow of the second power transmission path is as follows: the power output of the first motor through the third output end of the clutch is coupled in parallel with the power output of the second motor and then sequentially passes through the second shaft, the second gear, the third gear, the second gear synchronizer, the fourth shaft, the eighth gear, the ninth gear, the output shaft, and the front axle. The power is then transmitted to the wheels through the half shaft.

[0043] The power flow of the third power transmission path is as follows: the clutch engages simultaneously with the second and third output ends. After the power of the first motor and the power of the second motor are connected in parallel, the power is transmitted to the front axle in sequence through the first shaft, the fifth gear, the fourth gear, the first gear synchronizer, the third shaft, the seventh gear, the ninth gear, and the output shaft, and then drives the wheels through the half shaft.

[0044] The power flow direction of the fourth power transmission path is as follows: the clutch engages simultaneously with the second and third output ends, the power of the first motor and the power of the second motor are connected in parallel, and then the power is transmitted to the wheels through the first shaft, the fifth gear, the sixth gear, the second gear synchronizer, the fourth shaft, the eighth gear, the ninth gear, the output shaft, and the front axle in sequence.

[0045] The power flow of the fifth power transmission path is as follows: the first motor passes through the clutch, the second output end, the first shaft, the fifth gear, the fourth gear, the first gear synchronizer, the third shaft, the seventh gear, the ninth gear, the second motor, the second shaft, the second gear, the third gear, the second gear synchronizer, the fourth shaft, the eighth gear, and the 19th gear. After the power is connected in parallel, it is transmitted to the wheels through the output shaft, the front axle, and the half shaft.

[0046] The power flow of the sixth power transmission path is as follows: the first motor passes through the clutch, the second output end, the first shaft, the fifth gear, the sixth gear, the second gear synchronizer, the fourth shaft, the eighth gear, the ninth gear, the second motor, the second shaft, the second gear, the first gear, the first gear synchronizer, the third shaft, the seventh gear, and the ninth gear, and then passes through the output shaft, the front axle, and the half shaft to the wheels.

[0047] Furthermore, when the drive mode is engine direct drive, the engine is working, and neither the first motor nor the second motor is working. By simultaneously engaging the clutch with the first and second output terminals, or simultaneously engaging the clutch with the first and third output terminals, four transmission routes are achieved, so that the power is transmitted to the wheels based on the power transmission path of the first pure electric drive mode.

[0048] In engine direct drive mode, the engine operates, while neither the first nor the second motor works. By simultaneously engaging the clutch with the first and second output terminals, or simultaneously engaging the clutch with the first and third output terminals, four power transmission routes can be achieved. The power transmission routes are detailed in the first pure electric drive mode and will not be repeated here. Uninterrupted gear shifting is possible.

[0049] Furthermore, when the drive mode is the engine idling charging mode, the engine is working, the first motor generates electricity, and the second motor is not working. The power flow path is: engine, clutch, first motor, power battery.

[0050] When the car is parked and the battery is depleted, the engine idling charging mode can be used.

[0051] Furthermore, when the drive mode is the first parallel drive mode, the engine drives, the first motor drives, and the second motor does not work;

[0052] When the drive mode is the second parallel drive mode, the engine drives, the first motor does not work, and the second motor drives;

[0053] When the drive mode is the third parallel drive mode, the engine drives, the first motor drives, and the second motor drives;

[0054] When the drive mode is in series mode, the engine drives the first motor to generate electricity, the clutch engages with the first output terminal, and the second motor drives the engine.

[0055] When the vehicle is in motion, a parallel drive mode with multiple power sources can be used.

[0056] Furthermore, when the driving mode is energy recovery mode, the power transmission route is the opposite of that in the first pure electric driving mode and the second pure electric driving mode.

[0057] When decelerating, coasting, or braking, the energy recovery mode can recover the mechanical energy at the wheel ends and convert it into electrical energy stored in the battery, thereby improving the vehicle's fuel economy.

[0058] A vehicle comprising the aforementioned longitudinally mounted hybrid drive system.

[0059] Compared with the prior art, the present invention has the following advantages:

[0060] 1. Driven by motor speed regulation, it is equipped with two motors and one engine, eliminating the need for the multi-gear design of traditional transmissions. The engine continuously drives the motor to generate electricity, providing sufficient power, reducing fuel consumption, and avoiding transmission performance and reliability issues caused by frequent gear shifting;

[0061] 2. The engine plus two electric motors, the three power sources can be arbitrarily decoupled and combined through a clutch;

[0062] 3. The electric drive transmission route can realize four transmission paths, and the speed ratio can be wide-ranging, resulting in better economic and power matching and meeting different power requirements.

[0063] 4. The hybrid drive system is longitudinally arranged on the vehicle, and the output end is equipped with cylindrical gear transmission, which avoids the limitation of bevel gears being coaxial with the vehicle half shaft, reduces the difficulty of space layout of the transmission device, has ample axial space, low difficulty in component design and production, large torque capacity, and can achieve better handling performance.

[0064] 5. It offers multiple driving modes, including pure electric drive, engine direct drive, parallel drive, series drive, engine idle charging, and brake energy recovery, to meet different working conditions and fully adapt to driving needs. Attached Figure Description

[0065] Figure 1 This is a schematic diagram of the overall structure of the present invention.

[0066] Figure 2 This is a schematic diagram of the clutch of the present invention.

[0067] Figure 3 This is a schematic diagram of the first power transmission path in the first pure electric drive mode.

[0068] Figure 4 This is a schematic diagram of the third power transmission path in the first pure electric drive mode.

[0069] Figure 5 This is a schematic diagram of the first power transmission path in the second pure electric drive mode.

[0070] Figure 6 This is a schematic diagram of the third power transmission path for the second pure electric drive mode.

[0071] Figure 7 This is a schematic diagram of the first power transmission path in the third pure electric drive mode.

[0072] Figure 8 This is a schematic diagram of the third power transmission path for the third pure electric drive mode.

[0073] Figure 9 This is a schematic diagram of the fifth power transmission path in the third pure electric drive mode.

[0074] Figure 10 A schematic diagram of the power transmission path for the engine in idle charging mode.

[0075] Figure 11 This is a schematic diagram of the first power transmission path in series mode.

[0076] Figure 12 This is a schematic diagram of the second power transmission path in series mode.

[0077] 1. Engine; 2. Clutch; 2.1. First output terminal; 2.2. Second output terminal; 2.3. Third output terminal; 3. First motor; 4. Second motor; 5. Front axle; 6. Input shaft; 7. First shaft; 8. Second shaft; 9. Third shaft; 10. Fourth shaft; 11. Output shaft; 12. Synchronizer assembly; 12.1. First gear synchronizer; 12.2. Second gear synchronizer; 13. Gear pair assembly; 13.1. First gear; 13.2. Second gear; 13.3. Third gear; 13.4. Fourth gear; 13.5. Fifth gear; 13.6. Sixth gear; 13.7. Seventh gear; 13.8. Eighth gear; 13.9. Ninth gear; 14. Power battery. Detailed Implementation

[0078] To make the technical problems solved by the present invention, the technical solutions adopted, and the technical effects achieved clearer, the technical solutions of the present invention will be further described below in conjunction with the accompanying drawings and specific embodiments. It should be understood that the specific embodiments described herein are merely for explaining the present invention and are not intended to limit the present invention. Furthermore, it should be noted that, for ease of description, only the parts related to the present invention are shown in the accompanying drawings, not all of them.

[0079] In the description of this invention, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing the invention and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the invention. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance. The terms "first position" and "second position" refer to two different positions.

[0080] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to fixed connections or detachable connections; mechanical connections or electrical connections; direct connections or indirect connections through an intermediate medium; and internal connections between two components. Those skilled in the art can understand the specific meaning of these terms in this invention based on the specific circumstances.

[0081] The following examples are combined Figures 1-12 The present invention will be described in detail below.

[0082] Example 1:

[0083] A longitudinally mounted hybrid drive system, see Figure 1As shown, it includes an engine 1, a clutch 2, a first motor 3, a second motor 4, a front axle 5, an input shaft 6, a first shaft 7, a second shaft 8, a third shaft 9, a fourth shaft 10, an output shaft 11, a synchronizer assembly 12, and a gear pair assembly 13;

[0084] Engine 1, clutch 2, first motor 3, second motor 4, input shaft 6, first shaft 7, and second shaft 8 are arranged coaxially along the length of the vehicle body, and third shaft 9 and fourth shaft 10 are respectively arranged parallel to each other on both sides of the axis.

[0085] Clutch 2 includes a driving component and a driven component, see Figure 2 As shown, the driven component includes three independent power output terminals;

[0086] The first motor 3 is fixedly connected to the driving component of the clutch 2;

[0087] One end of the input shaft 6 is connected to the engine 1 via transmission, and the other end is connected to one of the power output ends of the driven component via transmission.

[0088] The second shaft 8 is loosely fitted outside the first shaft 7. The ends of the first shaft 7 and the second shaft 8 near the clutch 2 are respectively connected to the remaining two power output ends of the driven assembly.

[0089] The second motor 4 is fixedly connected to the second shaft 8;

[0090] The ends of the first shaft 7 and the second shaft 8 furthest from the clutch 2 are respectively connected to the third shaft 9 and the fourth shaft 10 via gear assembly 13 and synchronizer assembly 12. The third shaft 9 and the fourth shaft 10 are connected to the output shaft 11 via gear assembly 13, for coupling the power generated by the engine 1, the first motor 3 and the second motor 4 to the output shaft 11.

[0091] The end of the output shaft 11 away from the gear pair assembly 13 is connected to the front axle 5 for transmitting power to the front axle 5.

[0092] See Figure 2 As shown, the three power output ends of the clutch driven assembly are the first output end 2.1, the second output end 2.2, and the third output end 2.3, respectively. The input shaft 6 is drivenly connected to the first output end 2.1, the first shaft 7 is drivenly connected to the second output end 2.2, and the second shaft 8 is drivenly connected to the third output end 2.3. The synchronizer assembly 12 includes a first gear synchronizer 12.1 and a second gear synchronizer 12.2. The first gear synchronizer 12.1 is fixed on the third shaft 9, and the second gear synchronizer 12.2 is fixed on the fourth shaft 10.

[0093] The gear pair assembly 13 includes a first gear pair, a second gear pair, a third gear pair, a fourth gear pair, a fifth gear pair, and a sixth gear pair, wherein the fifth gear pair and the sixth gear pair are both parallel shaft cylindrical gear pairs;

[0094] The first gear pair includes a first gear 13.1 and a second gear 13.2 that mesh with each other, and the second gear pair includes a second gear 13.2 and a third gear 13.3 that mesh with each other. The second gear 13.2 is an intermediate meshing gear shared by the first gear pair and the second gear pair.

[0095] The third gear pair includes a fourth gear 13.4 and a fifth gear 13.5 that mesh with each other. The fourth gear pair includes a fifth gear 13.5 and a sixth gear 13.6 that mesh with each other. The fifth gear 13.5 is an intermediate meshing gear shared by the third and fourth gear pairs.

[0096] The fifth gear pair includes the meshing seventh gear 13.7 and the ninth gear 13.9, and the sixth gear pair 13.6 includes the meshing eighth gear 13.8 and the ninth gear 13.9. The ninth gear 13.9 is the output meshing gear shared by the fifth gear pair and the sixth gear pair 13.6.

[0097] The second gear 13.2 is fixed to one end of the second shaft 8, and the fifth gear 13.5 is fixed to one end of the first shaft 7;

[0098] The first gear 13.1 and the fourth gear 13.4 are loosely fitted onto the third shaft 9; the first gear synchronizer 12.1 is fixed on the third shaft 9 between the first gear 13.1 and the fourth gear 13.4; the seventh gear 13.7 is fixedly connected to the third shaft 9.

[0099] The third gear 13.3 and the sixth gear 13.6 are loosely fitted on the fourth shaft 10. The second gear synchronizer 12.2 is fixed on the fourth shaft 10 between the third gear 13.3 and the sixth gear 13.6. The eighth gear 13.8 is fixedly connected to the fourth shaft 10.

[0100] The ninth gear 13.9 is fixed to the end of the output shaft 11 away from the front axle 5.

[0101] Figure 1 In the middle diagram, the dashed lines represent the longitudinal indexing reference lines where the seventh gear 13.7 and the eighth gear 13.8 mesh with the ninth gear 13.9, respectively. The bends above and below the dashed lines correspond to the meshing nodes of the two gear pairs.

[0102] It also includes a power battery 14, with the first motor 3 and the second motor 4 electrically connected to the power battery 14. The engine 1, the first motor 3 and the second motor 4 can switch working conditions by adjusting their own power output state and cooperating with the clutch 2, the first gear synchronizer 12.1 and the second gear synchronizer 12.2 at different engagement positions, thus realizing multiple driving modes. The driving modes include pure electric drive, engine direct drive, parallel drive, series drive, engine idle charging and brake energy recovery. Among them, the pure electric drive mode includes the first pure electric drive mode, the second pure electric drive mode and the third pure electric drive mode, and the parallel drive mode includes the first parallel drive mode, the second parallel drive mode and the third parallel drive mode. The driving mode is selected according to the working conditions and driving needs.

[0103] When the driving mode is the first pure electric driving mode, both engine 1 and first motor 3 are inactive, and second motor 4 drives the vehicle, enabling four power transmission paths, including:

[0104] See Figure 3 As shown in the figure, the green arrow indicates the direction of power transmission. The power flow of the first power transmission path is as follows: second motor 4, second shaft 8, second gear 13.2, first gear 13.1, first gear synchronizer 12.1, third shaft 9, seventh gear 13.7, ninth gear 13.9, output shaft 11, front axle 5. The power is transmitted to the wheels through the half-shaft of the front axle 5.

[0105] The power flow of the second power transmission path is as follows: second motor 4, second shaft 8, second gear 13.2, third gear 13.3, second gear synchronizer 12.2, fourth shaft 10, eighth gear 13.8, ninth gear 13.9, output shaft 11, front axle 5, and the power is transmitted to the wheels through the half shaft of the front axle 5;

[0106] See Figure 4 As shown in the figure, the green arrow indicates the direction of power transmission. The power flow of the third power transmission path is as follows: second motor 4, second shaft 8, clutch 2, second output end 2.2, first shaft 7, fifth gear 13.5, fourth gear 13.4, first gear synchronizer 12.1, third shaft 9, seventh gear 13.7, ninth gear 13.9, output shaft 11, front axle 5. The power is transmitted to the wheels through the half-shaft of the front axle 5.

[0107] The power flow of the fourth power transmission path is as follows: second motor 4, second shaft 8, clutch 2, second output end 2.2, first shaft 7, fifth gear 13.5, sixth gear 13.6, second gear synchronizer 12.2, fourth shaft 10, eighth gear 13.8, ninth gear 13.9, output shaft 11, front axle 5, and the power is transmitted to the wheels through the half shaft of the front axle 5;

[0108] When the driving mode is the second pure electric driving mode, both engine 1 and the second motor 4 are inactive, and the first motor 3 drives the vehicle, enabling four power transmission paths, including:

[0109] See Figure 5 As shown in the figure, the green arrow indicates the direction of power transmission. The power flow of the first power transmission path is as follows: the first motor 3 passes through the clutch 2, the third output end 2.3, the second shaft 8, the second gear 13.2, the first gear 13.1, the first gear synchronizer 12.1, the third shaft 9, the seventh gear 13.7, the ninth gear 13.9, the output shaft 11, and the front axle 5. The power is then transmitted to the wheels through the half-shaft of the front axle 5.

[0110] The power flow of the second power transmission path is as follows: the first motor 3 passes through the clutch 2, the third output end 2.3, the second shaft 8, the second gear 13.2, the third gear 13.3, the second gear synchronizer 12.2, the fourth shaft 10, the eighth gear 13.8, the ninth gear 13.9, the output shaft 11, and the front axle 5. The power is transmitted to the wheels through the half-shaft of the front axle 5.

[0111] See Figure 6 As shown in the figure, the green arrow indicates the direction of power transmission. The power flow of the third power transmission path is as follows: the first motor 3 passes through the clutch 2, the second output end 2.2, the first shaft 7, the fifth gear 13.5, the fourth gear 13.4, the first gear synchronizer 12.1, the third shaft 9, the seventh gear 13.7, the ninth gear 13.9, the output shaft 11, and the front axle 5. The power is then transmitted to the wheels through the half-shaft of the front axle 5.

[0112] The power flow of the fourth power transmission path is as follows: the first motor 3 passes through the clutch 2, the second output end 2.2, the first shaft 7, the fifth gear 13.5, the sixth gear 13.6, the second gear synchronizer 12.2, the fourth shaft 10, the eighth gear 13.8, the ninth gear 13.9, the output shaft 11, and the front axle 5. The power is transmitted to the wheels through the half-shaft of the front axle 5.

[0113] The third pure electric drive mode is a dual-motor parallel drive mode, where engine 1 is not working, and the first motor 3 and the second motor 4 drive the engine, enabling six power transmission paths, including:

[0114] See Figure 7As shown in the figure, the green arrow indicates the direction of power transmission, and the shade of green indicates the direction of the two power flows. The power flow of the first power transmission path is as follows: the power output of the first motor 3 through the third output end 2.3 of the clutch 2 is coupled in parallel with the power output of the second motor 4 and then transmitted sequentially through the second shaft 8, the second gear 13.2, the first gear 13.1, the first gear synchronizer 12.1, the third shaft 9, the seventh gear 13.7, the ninth gear 13.9, and the output shaft 11 to the front axle 5. Finally, the power is transmitted from the front axle 5 to the wheels through the half shaft.

[0115] The power transmission route is as follows: (First motor 3 (clutch 2) → clutch driven 2.3) and second motor 4 are connected in parallel → second shaft 8 → second gear 13.2 → first gear 13.1 → first gear synchronizer 12.1 → third shaft 9 → seventh gear 13.7 → ninth gear 13.9 → output shaft 11 → front axle 5, and the power is transmitted to the wheels through the half shafts.

[0116] The power flow of the second power transmission path is as follows: the power output of the first motor 3 through the third output end 2.3 of the clutch 2 is coupled in parallel with the power output of the second motor 4 and then passes through the second shaft 8, the second gear 13.2, the third gear 13.3, the second gear synchronizer 12.2, the fourth shaft 10, the eighth gear 13.8, the ninth gear 13.9, the output shaft 11, and the front axle 5. The power is then transmitted to the wheels through the half shafts.

[0117] See Figure 8 As shown in the figure, the green arrow indicates the direction of power transmission, and the shade of green indicates the direction of the two power flows. The power flow direction of the third power transmission path is as follows: the clutch 2 engages simultaneously with the second output end 2.2 and the third output end 2.3. After the power of the first motor 3 and the power of the second motor 4 are connected in parallel, they are transmitted to the front axle 5 in sequence through the first shaft 7, the fifth gear 13.5, the fourth gear 13.4, the first gear synchronizer 12.1, the third shaft 9, the seventh gear 13.7, the ninth gear 13.9, and the output shaft 11, and then drive the wheels through the half shaft.

[0118] The power transmission route is as follows: Clutch 2 engages simultaneously with the second output end 2.2 and the third output end 2.3 of the clutch driven, the first motor 3 and the second motor 4 are connected in parallel → first shaft 7 → fifth gear 13.5 → fourth gear 13.4 → first gear synchronizer 12.1 → third shaft 9 → seventh gear 13.7 → ninth gear 13.9 → output shaft 11 → front axle 5, and the power is transmitted to the wheels through the half shafts.

[0119] The power flow of the fourth power transmission path is as follows: the clutch 2 engages simultaneously with the second output end 2.2 and the third output end 2.3. After the power of the first motor 3 and the power of the second motor 4 are connected in parallel, the power is transmitted to the wheels through the first shaft 7, the fifth gear 13.5, the sixth gear 13.6, the second gear synchronizer 12.2, the fourth shaft 10, the eighth gear 13.8, the ninth gear 13.9, the output shaft 11, and the front axle 5. The power is then transmitted to the wheels through the half shafts.

[0120] See Figure 9 As shown in the diagram, the green arrows indicate the direction of power transmission, and the shades of green indicate the direction of the two power flows. The power flow of the fifth power transmission path is as follows: the first motor 3 passes through the clutch 2, the second output end 2.2, the first shaft 7, the fifth gear 13.5, the fourth gear 13.4, the first gear synchronizer 12.1, the third shaft 9, the seventh gear 13.7, and the ninth gear 13.9; the second motor 4 passes through the second shaft 8, the second gear 13.2, the third gear 13.3, the second gear synchronizer 12.2, the fourth shaft 10, the eighth gear 13.8, and the ninth gear 19. After the power is connected in parallel, it is transmitted to the wheels through the output shaft 11, the front axle 5, and the half shaft.

[0121] The power transmission route is as follows: First motor 3 (clutch 2) → clutch driven 2.2 → first shaft 7 → fifth gear 13.5 → fourth gear 13.4 → first gear synchronizer 12.1 → third shaft 9 → seventh gear 13.7 → ninth gear 13.9; second motor 4 → second shaft 8 → second gear 13.2 → third gear 13.3 → second gear synchronizer 12.2 → fourth shaft 10 → eighth gear 13.8 → ninth gear 13. After the power is connected in parallel, it is transmitted to the wheels through output shaft 11 → front axle 5 → half shaft.

[0122] The power flow of the sixth power transmission path is as follows: the first motor 3 passes through the clutch 2, the second output end 2.2, the first shaft 7, the fifth gear 13.5, the sixth gear 13.6, the second gear synchronizer 12.2, the fourth shaft 10, the eighth gear 13.8, the ninth gear 13.9, the second motor 4, the second shaft 8, the second gear 13.2, the first gear 13.1, the first gear synchronizer 12.1, the third shaft 9, the seventh gear 13.7, and the ninth gear 13.9, and then passes through the output shaft 11, the front axle 5, and the half shaft to the wheels.

[0123] When the drive mode is engine direct drive, engine 1 is working, and the first motor 3 and the second motor 4 are not working. The clutch 2 is engaged with the first output terminal 2.1 and the second output terminal 2.2 at the same time, or the clutch 2 is engaged with the first output terminal 2.1 and the third output terminal 2.3 at the same time, so that the power is transmitted to the wheels based on the power transmission path of the first pure electric drive mode.

[0124] See Figure 10 As shown in the figure, the red arrow indicates the direction of current flow. When the driving mode is the engine idle charging mode, the engine 1 is working, the first motor 3 generates electricity, and the second motor 4 is not working. The power flow of the power transmission path is: engine 1, clutch 2, first motor 3, power battery 14.

[0125] The power transmission route is as follows: Engine 1 → Clutch 2 → First Motor 3 → Power Battery 14.

[0126] When the drive mode is the first parallel drive mode, engine 1 drives, first motor 3 drives, and second motor 4 does not work.

[0127] When the drive mode is the second parallel drive mode, engine 1 drives, first motor 3 does not work, and second motor 4 drives.

[0128] When the drive mode is the third parallel drive mode, engine 1 drives, first motor 3 drives, and second motor 4 drives;

[0129] See Figure 11 As shown and Figure 12 As shown in the figure, the red arrow indicates the direction of current flow, and the green arrow indicates the direction of power transmission. When the driving mode is series mode, the engine 1 drives the first motor 3 to generate electricity, the clutch 2 engages with the first output terminal 2.5, and the second motor 4 drives the engine.

[0130] Figure 11 A schematic diagram of the first power transmission path in series mode; Figure 12 This is a schematic diagram of the second power transmission path in series mode.

[0131] When the driving mode is energy recovery mode, the power transmission route is the opposite of that in the first pure electric driving mode and the second pure electric driving mode.

[0132] Example 2:

[0133] The present invention also provides a vehicle including the aforementioned longitudinally mounted hybrid drive system.

[0134] The above embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit it. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A longitudinally mounted hybrid drive system, characterized in that, It includes an engine (1), a clutch (2), a first motor (3), a second motor (4), a front axle (5), an input shaft (6), a first shaft (7), a second shaft (8), a third shaft (9), a fourth shaft (10), an output shaft (11), a synchronizer assembly (12), and a gear pair assembly (13). The engine (1), clutch (2), first motor (3), and second motor (4) are arranged coaxially along the length of the vehicle body. The clutch (2) includes an active component and a driven component. The driven component includes three independent power output ends. The first motor (3) is fixedly connected to the active component of the clutch (2); One end of the input shaft (6) is connected to the engine (1) in a transmission connection, and the other end is connected to one of the power output ends of the driven component in a transmission connection. The second shaft (8) is loosely fitted outside the first shaft (7), and the ends of the first shaft (7) and the second shaft (8) near the clutch (2) are respectively connected to the remaining two power output ends of the driven assembly in a one-to-one transmission connection. The second motor (4) is fixedly connected to the second shaft (8); The first shaft (7) and the second shaft (8), located away from the clutch (2), are respectively connected to the third shaft (9) and the fourth shaft (10) via the gear pair assembly (13) and the synchronizer assembly (12). The third shaft (9) and the fourth shaft (10) are connected to the output shaft (11) via the gear pair assembly (13). The end of the output shaft (11) away from the gear pair assembly (13) is connected to the front axle (5) for transmitting power to the front axle (5).

2. The longitudinally mounted hybrid drive system according to claim 1, characterized in that, The third axis (9) and the fourth axis (10) are respectively arranged parallel to each other on both sides of the axis; The three power output terminals are respectively the first output terminal (2.1), the second output terminal (2.2) and the third output terminal (2.3). The input shaft (6) is driven to the first output terminal (2.1), the first shaft (7) is driven to the second output terminal (2.2), and the second shaft (8) is driven to the third output terminal (2.3). The synchronizer assembly (12) includes a first gear synchronizer (12.1) and a second gear synchronizer (12.2). The first gear synchronizer (12.1) is fixed on the third shaft (9), and the second gear synchronizer (12.2) is fixed on the fourth shaft (10).

3. The longitudinally mounted hybrid drive system according to claim 2, characterized in that, The gear pair assembly (13) includes a first gear pair, a second gear pair, a third gear pair, a fourth gear pair, a fifth gear pair and a sixth gear pair, wherein the fifth gear pair and the sixth gear pair are both parallel shaft cylindrical gear pairs; The first gear pair includes a first gear (13.1) and a second gear (13.2) meshing with each other, and the second gear pair includes a second gear (13.2) and a third gear (13.3) meshing with each other. The second gear (13.2) is an intermediate meshing gear shared by the first gear pair and the second gear pair. The third gear pair includes a fourth gear (13.4) and a fifth gear (13.5) that mesh with each other. The fourth gear pair includes a fifth gear (13.5) and a sixth gear (13.6) that mesh with each other. The fifth gear (13.5) is an intermediate meshing gear shared by the third gear pair and the fourth gear pair. The fifth gear pair includes a seventh gear (13.7) and a ninth gear (13.9) that mesh with each other, and the sixth gear pair (13.6) includes an eighth gear (13.8) and a ninth gear (13.9) that mesh with each other. The ninth gear (13.9) is the output meshing gear shared by the fifth gear pair and the sixth gear pair (13.6). The second gear (13.2) is fixed to one end of the second shaft (8), and the fifth gear (13.5) is fixed to one end of the first shaft (7); The first gear (13.1) and the fourth gear (13.4) are loosely fitted on the third shaft (9), and the first gear synchronizer (12.1) is fixed on the third shaft (9) between the first gear (13.1) and the fourth gear (13.4); the seventh gear (13.7) is fixedly connected to the third shaft (9); The third gear (13.3) and the sixth gear (13.6) are loosely fitted on the fourth shaft (10), the second gear synchronizer (12.2) is fixed on the fourth shaft (10) between the third gear (13.3) and the sixth gear (13.6), and the eighth gear (13.8) is fixedly connected to the fourth shaft (10). The ninth gear (13.9) is fixed to the end of the output shaft (11) away from the front axle (5).

4. The longitudinally mounted hybrid drive system according to claim 3, characterized in that, It also includes a power battery (14), the first motor (3) and the second motor (4) are electrically connected to the power battery (14) respectively. The engine (1), the first motor (3) and the second motor (4) can switch working conditions by adjusting their own power output state and cooperating with the clutch (2), the first gear synchronizer (12.1) and the second gear synchronizer (12.2) at different engagement positions, so as to realize multiple driving modes. The driving modes include pure electric drive, engine direct drive, parallel drive, series drive, engine idle charging and brake energy recovery. The pure electric drive mode includes the first pure electric drive mode, the second pure electric drive mode and the third pure electric drive mode. The parallel drive mode includes the first parallel drive mode, the second parallel drive mode and the third parallel drive mode. The driving mode is selected according to the working conditions and driving needs.

5. The longitudinally mounted hybrid drive system according to claim 4, characterized in that, When the driving mode is the first pure electric driving mode, both the engine (1) and the first motor (3) are in a non-operating state, and the second motor (4) drives the engine, enabling four power transmission paths, including: The power flow of the first power transmission path is as follows: second motor (4), second shaft (8), second gear (13.2), first gear (13.1), first gear synchronizer (12.1), third shaft (9), seventh gear (13.7), ninth gear (13.9), output shaft (11), front axle (5), and the power is transmitted to the wheels through the half shaft of the front axle (5); The power flow of the second power transmission path is as follows: second motor (4), second shaft (8), second gear (13.2), third gear (13.3), second gear synchronizer (12.2), fourth shaft (10), eighth gear (13.8), ninth gear (13.9), output shaft (11), front axle (5), and the power is transmitted to the wheels through the half shaft of the front axle (5); The power flow of the third power transmission path is as follows: second motor (4), second shaft (8), clutch (2), second output end (2.2), first shaft (7), fifth gear (13.5), fourth gear (13.4), first gear synchronizer (12.1), third shaft (9), seventh gear (13.7), ninth gear (13.9), output shaft (11), front axle (5), and the power is transmitted to the wheels through the half shaft of the front axle (5); The power flow of the fourth power transmission path is as follows: second motor (4), second shaft (8), clutch (2), second output end (2.2), first shaft (7), fifth gear (13.5), sixth gear (13.6), second gear synchronizer (12.2), fourth shaft (10), eighth gear (13.8), ninth gear (13.9), output shaft (11), front axle (5), and the power is transmitted to the wheels through the half shaft of the front axle (5); When the driving mode is the second pure electric driving mode, both the engine (1) and the second motor (4) are in a non-operating state, and the first motor (3) drives, which can realize four power transmission paths, including: The power flow of the first power transmission path is as follows: the first motor (3) passes through the clutch (2), the third output end (2.3), the second shaft (8), the second gear (13.2), the first gear (13.1), the first gear synchronizer (12.1), the third shaft (9), the seventh gear (13.7), the ninth gear (13.9), the output shaft (11), and the front axle (5). The power is transmitted to the wheels through the half shaft of the front axle (5). The power flow of the second power transmission path is as follows: the first motor (3) passes through the clutch (2), the third output end (2.3), the second shaft (8), the second gear (13.2), the third gear (13.3), the second gear synchronizer (12.2), the fourth shaft (10), the eighth gear (13.8), the ninth gear (13.9), the output shaft (11), and the front axle (5). The power is transmitted to the wheels through the half shaft of the front axle (5). The power flow of the third power transmission path is as follows: the first motor (3) passes through the clutch (2), the second output end (2.2), the first shaft (7), the fifth gear (13.5), the fourth gear (13.4), the first gear synchronizer (12.1), the third shaft (9), the seventh gear (13.7), the ninth gear (13.9), the output shaft (11), and the front axle (5). The power is transmitted to the wheels through the half shaft of the front axle (5). The power flow of the fourth power transmission path is as follows: the first motor (3) passes through the clutch (2), the second output end (2.2), the first shaft (7), the fifth gear (13.5), the sixth gear (13.6), the second gear synchronizer (12.2), the fourth shaft (10), the eighth gear (13.8), the ninth gear (13.9), the output shaft (11), and the front axle (5). The power is transmitted to the wheels through the half shaft of the front axle (5). The third pure electric drive mode is a dual-motor parallel drive mode, in which the engine (1) is not working, the first motor (3) drives, and the second motor (4) drives, which can realize six power transmission paths, including: The power flow of the first power transmission path is as follows: the power output of the first motor (3) is coupled in parallel with the power output of the second motor (4) through the third output end (2.3) of the clutch (2), and then sequentially transmitted to the front axle (5) through the second shaft (8), the second gear (13.2), the first gear (13.1), the first gear synchronizer (12.1), the third shaft (9), the seventh gear (13.7), the ninth gear (13.9), and the output shaft (11). Finally, the power is transmitted to the wheels by the front axle (5) through the half shaft. The power flow of the second power transmission path is as follows: the power output of the first motor (3) is coupled in parallel with the power output of the second motor (4) through the third output end (2.3) of the clutch (2), and then passes through the second shaft (8), the second gear (13.2), the third gear (13.3), the second gear synchronizer (12.2), the fourth shaft (10), the eighth gear (13.8), the ninth gear (13.9), the output shaft (11), and the front axle (5). The power is then transmitted to the wheels through the half shaft. The power flow of the third power transmission path is as follows: the clutch (2) engages simultaneously with the second output end (2.2) and the third output end (2.3). After the power of the first motor (3) and the power of the second motor (4) are connected in parallel, the power is transmitted to the front axle (5) through the first shaft (7), the fifth gear (13.5), the fourth gear (13.4), the first gear synchronizer (12.1), the third shaft (9), the seventh gear (13.7), the ninth gear (13.9), and the output shaft (11) in sequence, and then drives the wheels through the half shaft. The power flow of the fourth power transmission path is as follows: the clutch (2) engages simultaneously with the second output end (2.2) and the third output end (2.3). After the power of the first motor (3) and the power of the second motor (4) are connected in parallel, the power is transmitted to the wheels through the first shaft (7), the fifth gear (13.5), the sixth gear (13.6), the second gear synchronizer (12.2), the fourth shaft (10), the eighth gear (13.8), the ninth gear (13.9), the output shaft (11), and the front axle (5). The power flow of the fifth power transmission path is as follows: the first motor (3) passes through the clutch (2), the second output end (2.2), the first shaft (7), the fifth gear (13.5), the fourth gear (13.4), the first gear synchronizer (12.1), the third shaft (9), the seventh gear (13.7), the ninth gear (13.9), the second motor (4), the second shaft (8), the second gear (13.2), the third gear (13.3), the second gear synchronizer (12.2), the fourth shaft (10), the eighth gear (13.8), and the ninth gear (19). After the power is connected in parallel, it is transmitted to the wheels through the output shaft (11), the front axle (5), and the half shaft. The power flow of the sixth power transmission path is as follows: the first motor (3) passes through the clutch (2), the second output end (2.2), the first shaft (7), the fifth gear (13.5), the sixth gear (13.6), the second gear synchronizer (12.2), the fourth shaft (10), the eighth gear (13.8), the ninth gear (13.9), the second motor (4), the second shaft (8), the second gear (13.2), the first gear (13.1), the first gear synchronizer (12.1), the third shaft (9), the seventh gear (13.7), and the ninth gear (13.9), and then passes through the output shaft (11), the front axle (5), and the half shaft to the wheels.

6. The longitudinally mounted hybrid drive system according to claim 4, characterized in that, When the driving mode is engine direct drive, the engine (1) is working, and the first motor (3) and the second motor (4) are not working. The clutch (2) is engaged with the first output end (2.1) and the second output end (2.2) at the same time, or the clutch (2) is engaged with the first output end (2.1) and the third output end (2.3) at the same time, so that the power is transmitted to the wheels based on the power transmission path of the first pure electric drive mode.

7. The longitudinally mounted hybrid drive system according to claim 4, characterized in that, When the driving mode is the engine idling charging mode, the engine (1) works, the first motor (3) generates electricity, the second motor (4) does not work, and the power flow of the power transmission path is: engine (1), clutch (2), first motor (3), power battery (14).

8. The longitudinally mounted hybrid drive system according to claim 4, characterized in that, When the driving mode is the first parallel driving mode, the engine (1) drives, the first motor (3) drives, and the second motor (4) does not work; When the driving mode is the second parallel driving mode, the engine (1) drives, the first motor (3) does not work, and the second motor (4) drives; When the driving mode is the third parallel driving mode, the engine (1) drives, the first motor (3) drives, and the second motor (4) drives; When the driving mode is a series mode, the engine (1) drives the first motor (3) to generate electricity, the clutch (2) engages with the first output terminal (2.1), and the second motor (4) drives.

9. The longitudinally mounted hybrid drive system according to claim 4 or 5, characterized in that, When the driving mode is energy recovery mode, the power transmission route is opposite to that in the first pure electric driving mode and the second pure electric driving mode.

10. A vehicle, characterized in that, Includes the longitudinally mounted hybrid drive system as described in any one of claims 1-9.

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