Longitudinal front-drive hybrid driving system and vehicle

Abstract

The utility model provides a longitudinal front-drive hybrid drive system and a vehicle. The drive system comprises a transmission, a first electric drive system, a second electric drive system, an internal combustion engine drive system and a drive axle, and the transmission comprises an input shaft, a first output shaft and a clutch device; the first electric driving system comprises a first motor and a first transmission shaft, the first motor is connected with the first transmission shaft, and the first transmission shaft is in transmission connection with the input shaft; the second electric driving system comprises a second motor and a second transmission shaft, the second motor is arranged on one end side of the input shaft and connected with the second transmission shaft, and the second transmission shaft is in transmission connection with the first output shaft; the internal combustion engine driving system comprises a longitudinal internal combustion engine which is located on the other end side, opposite to the second motor, of the input shaft, and a rotating shaft of the internal combustion engine is in transmission connection with the input shaft. The input end of the drive axle is in transmission connection with the first output shaft. According to the utility model, the power transmission link of the hybrid power driving system can be shortened, and the driving efficiency of the hybrid electric vehicle is improved.

Description

Technical Field

[0001] The utility model relates to the technical field of automobile hybrid power, in particular to a longitudinal front-drive hybrid drive system and a vehicle. Background Art

[0002] A hybrid vehicle is a vehicle that combines an internal combustion engine and an electric motor, which can work independently or cooperatively to achieve optimal fuel efficiency and performance, reducing fuel consumption and exhaust emissions.

[0003] Hybrid vehicles can have multiple driving modes. According to the vehicle's driving conditions, hybrid vehicles calculate, compare and select the best driving mode to achieve the goal of saving fuel and reducing emissions. For example, in low-speed conditions where the internal combustion engine has low fuel economy, the vehicle uses pure electric or series driving mode, and in braking conditions, it enters energy recovery mode.

[0004] The current hybrid drive system usually consists of an internal combustion engine, a drive motor, a longitudinal two-speed transmission, a drive shaft, a drive axle, and a half-shaft. The power is transmitted to the front wheels through the longitudinal internal combustion engine, hybrid transmission, drive motor, drive shaft, and drive axle half-shaft in sequence, resulting in reduced driving efficiency due to the long power transmission chain. Utility Model Content

[0005] Based on this, the purpose of the utility model is to provide a longitudinal front-wheel drive hybrid drive system and a vehicle, so as to shorten the power transmission link of the hybrid drive system and improve the driving efficiency of the hybrid vehicle.

[0006] On the one hand, the utility model provides a longitudinal front-wheel drive hybrid drive system, including a transmission, a first electric drive system, a second electric drive system, an internal combustion engine drive system, and a drive axle, the transmission including an input shaft, a first output shaft, and a clutch device, the clutch device is used for gear switching; the first electric drive system includes a first motor and a first transmission shaft, the first motor is connected to the first transmission shaft, and the first transmission shaft is transmission-connected to the input shaft; the second electric drive system includes a second motor and a second transmission shaft, the second motor is arranged on one end side of the input shaft and connected to the second transmission shaft, and the second transmission shaft is transmission-connected to the first output shaft; the internal combustion engine drive system includes a longitudinally mounted internal combustion engine, the internal combustion engine is located on the other end side of the input shaft opposite to the second motor, and its rotating shaft is transmission-connected to the input shaft; the input end of the drive axle is transmission-connected to the first output shaft, and the output end of the drive axle is used to connect to the wheels, wherein the first transmission shaft, the input shaft and the first output shaft are longitudinally arranged in sequence along the axial direction perpendicular to the rotating shaft of the internal combustion engine.

[0007] The utility model has the following beneficial effects: by setting a first electric drive system, a second electric drive system, an internal combustion engine drive system, and a drive axle which are respectively connected to the transmission, they together constitute the main transmission body, and the first transmission shaft in the first electric drive system, the input shaft in the transmission, and the first output shaft are arranged longitudinally in sequence along the axis of the rotating shaft perpendicular to the internal combustion engine, the transmission link is shortened, and it is convenient to integrate them together to greatly reduce the space occupied by each component; in addition, the drive system in the present application can meet the driving needs under different working conditions to improve fuel economy, for example, when the vehicle speed is low, the driving power is provided by the second motor, which improves fuel economy compared to the use of internal combustion engine drive. In addition, compared with the traditional longitudinal rear-drive hybrid solution, the drive axle is integrated into the hybrid drive system, does not independently occupy the space of the whole vehicle, and reserves enough space for the power battery of the whole vehicle, which is conducive to the transformation of the vehicle from hybrid to plug-in hybrid. Realize short-distance pure electric driving and long-distance hybrid driving.

[0008] In addition, the longitudinal front-wheel drive hybrid drive system according to the utility model may also have the following additional technical features:

[0009] Furthermore, the first electric drive system also includes a first transmission gear, which is sleeved on the first transmission shaft, and a first driving gear which is transmission-connected to the first transmission gear is sleeved on the input shaft.

[0010] Furthermore, the first electric drive system also includes a first idler shaft and a first idler wheel. The first idler shaft is located between the first transmission shaft and the input shaft. The first idler wheel is sleeved on the first idler shaft and its two ends are respectively meshed and connected with the first transmission gear and the first driving gear.

[0011] Furthermore, the second electric drive system also includes a second transmission gear, which is sleeved on the second transmission shaft, and the first output shaft is sleeved with a first driven gear meshingly connected to the second transmission gear.

[0012] Furthermore, the internal combustion engine drive system also includes a shock absorber, which is arranged between the rotating shaft and the input shaft of the internal combustion engine.

[0013] Furthermore, the clutch device is a dog tooth coupling mechanism, and the second driving gear and the third driving gear are sequentially penetrated on the input shaft from the side close to the internal combustion engine to the outside. The dog tooth coupling mechanism is sleeved on the input shaft and located between the second driving gear and the third driving gear. The second driven gear meshing with the second driving gear, the third driven gear meshing with the third driving gear, and the fourth driving gear are sleeved on the first output shaft from the side close to the internal combustion engine to the outside. The fourth driving gear is drivingly connected to the drive axle.

[0014] Furthermore, the clutch device is a dog tooth coupling mechanism, and the second driving gear and the third driving gear are sequentially sleeved on the input shaft from the side close to the internal combustion engine to the outside, and the second driven gear meshing with the second driving gear, the third driven gear meshing with the third driving gear, and the fourth driving gear are sequentially penetrated on the first output shaft from the side close to the internal combustion engine to the outside, and the dog tooth coupling mechanism is sleeved on the first output shaft and located between the second driven gear and the third driven gear, and the fourth driving gear is drivingly connected to the drive axle.

[0015] Furthermore, the drive axle includes a second output shaft, a hypoid driving gear arranged on the second output shaft, a hypoid driven gear meshingly connected to the hypoid driving gear, a differential assembly connected to the hypoid driven gear, and a half-shaft connected to the differential assembly. A fourth driven gear meshingly connected to the fourth driving gear is sleeved on the second output shaft, and the half-shaft is used to be connected to the wheels.

[0016] Furthermore, the longitudinal front-wheel drive hybrid drive system also includes a battery pack and an inverter electrically connected to the battery pack, the inverter is used for AC / DC conversion and is electrically connected to the first motor and the second motor.

[0017] On the other hand, based on the same inventive concept, the utility model also provides a vehicle, which includes wheels and the aforementioned longitudinal front-wheel drive hybrid drive system drivingly connected to the wheels. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 It is a structural schematic diagram of the first embodiment of the utility model;

[0019] Figure 2 It is a structural schematic diagram of the second embodiment of the utility model;

[0020] Figure 3 for Figure 2 The power transmission path diagram of the embodiment in the internal combustion engine starting condition;

[0021] Figure 4 for Figure 2 The power transmission path diagram of the embodiment in the parking charging condition;

[0022] Figure 5 for Figure 2 The power transmission path diagram of the embodiment in the embodiment of FIG. 1 when the embodiment is in a pure electric driving condition;

[0023] Figure 6 for Figure 2 The power transmission path diagram of the embodiment when the vehicle is in the energy recovery working condition;

[0024] Figure 7 for Figure 2The power transmission path diagram of the embodiment in the embodiment of the invention when the internal combustion engine is in the first gear independent driving working condition;

[0025] Figure 8 for Figure 2 The power transmission path diagram of the embodiment in the embodiment of the invention when the internal combustion engine is in the second gear independent driving working condition;

[0026] Fig. 9 for Figure 2 The power transmission path diagram of the embodiment in the embodiment when it is in a series drive condition;

[0027] Fig.10 for Figure 2 The power transmission path diagram of the embodiment in the embodiment when the internal combustion engine is in the first gear driving and the first motor is generating electricity;

[0028] Fig.11 for Figure 2 The power transmission path diagram of the embodiment in the embodiment when the internal combustion engine is in the second gear driving and the first motor is generating electricity;

[0029] Fig.12 for Figure 2 The power transmission path diagram of the embodiment in the embodiment when the internal combustion engine is in the first gear and the second motor is driven in parallel;

[0030] Fig.13 for Figure 2 The power transmission path diagram of the embodiment in the embodiment when the internal combustion engine is in the second gear driving and the second motor is in parallel driving condition;

[0031] Description of main component symbols:

[0032] Transmission 100, input shaft 110, first driving gear 111, second driving gear 112, third driving gear 113, first output shaft 120, first driven gear 121, second driven gear 122, third driven gear 123, fourth driving gear 124, clutch device 130, first electric drive system 200, first motor 210, first transmission shaft 220, first transmission gear 230, first idler shaft 240, first idler gear 250, second motor 310, second transmission shaft 320, second transmission gear 330, internal combustion engine drive system 400, internal combustion engine 410, shock absorber 420, drive axle 500, second output shaft 510, fourth driven gear 511, hypoid driving gear 520, hypoid driven gear 530, differential assembly 540, half shaft 550, wheel 600, battery pack 700, inverter 800, high voltage connector 900.

[0033] The following specific implementation manner will further illustrate the present utility model in conjunction with the above-mentioned drawings. DETAILED DESCRIPTION

[0034] In order to facilitate the understanding of the present invention, the present invention will be described more fully below with reference to the relevant drawings. Several embodiments of the present invention are given in the drawings. However, the present invention can be implemented in many different forms and is not limited to the embodiments described herein. On the contrary, the purpose of providing these embodiments is to make the disclosure of the present invention more thorough and comprehensive.

[0035] It should be noted that when an element is referred to as being "fixed to" another element, it may be directly on the other element or there may be an intermediate element. When an element is considered to be "connected to" another element, it may be directly connected to the other element or there may be an intermediate element at the same time. The terms "vertical", "horizontal", "left", "right" and similar expressions used herein are for illustrative purposes only.

[0036] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as those commonly understood by those skilled in the art in the technical field of the present invention. The terms used herein in the specification of the present invention are only for the purpose of describing specific embodiments and are not intended to limit the present invention. The term "and / or" used herein includes any and all combinations of one or more related listed items.

[0037] See also Figure 1 , 2, a longitudinal front-wheel drive hybrid drive system provided by the utility model, including a transmission 100, a first electric drive system 200, a second electric drive system 300, an internal combustion engine drive system 400, and a drive axle 500. Specifically, the transmission 100 includes an input shaft 110, a first output shaft 120, and a clutch device 130, and the clutch device 130 is used for gear switching. The first electric drive system 200 includes a first motor 210 and a first transmission shaft 220, and the first motor 210 is connected to the first transmission shaft 220, and the first transmission shaft 220 is connected to the input shaft 110. The second electric drive system 300 includes a second motor 310 and a second transmission shaft 320, and the second motor 310 is arranged on the right side of the input shaft 110 and connected to the second transmission shaft 320, and the second transmission shaft 320 is connected to the first output shaft 120. The internal combustion engine drive system 400 includes a longitudinally placed internal combustion engine 410. It should be noted that the aforementioned longitudinal placement means that the rotation center of the shaft of the internal combustion engine 410 is parallel to the length direction of the automobile chassis, the internal combustion engine 410 is arranged on the left side of the input shaft 110, and the shaft of the internal combustion engine 410 is transmission-connected to the input shaft 110. The input end of the drive axle 500 is transmission-connected to the first output shaft 120, and the output end of the drive axle 500 is used to connect the wheel 600. Further, in order to shorten the power transmission route of the drive system, the first transmission shaft 220, the input shaft 110 and the first output shaft 120 are arranged longitudinally in sequence along the axial direction perpendicular to the shaft of the internal combustion engine 400.

[0038] In some optional embodiments, the first electric drive system 200 further includes a first transmission gear 230, which is fixedly mounted on the first transmission shaft 220, that is, the two can rotate together. The input shaft 110 is sleeved with a first driving gear 111 that is transmission-connected to the first transmission gear 230. In order to realize the transmission between the first transmission shaft 220 and the input shaft 110, specifically, the first electric drive system 200 further includes a first idler shaft 240 and a first idler 250, the first idler shaft 240 is located between the first transmission shaft 220 and the input shaft 110, the first idler 250 is fixedly mounted on the first idler shaft 240, that is, the two can rotate together, and the two ends of the first idler 250 are respectively meshed and connected with the first transmission gear 230 and the first driving gear 111.

[0039] In some optional embodiments, the second electric drive system 300 further includes a second transmission gear 330, which is fixedly mounted on the second transmission shaft 320, that is, the two can rotate together. In order to achieve transmission between the second transmission shaft 320 and the first output shaft 120, specifically, a first driven gear 121 is fixedly mounted on the first output shaft 120, and the first driven gear 121 is meshedly connected with the second transmission gear 330.

[0040] In order to attenuate the vibration energy generated by the internal combustion engine 410 to protect the hybrid drive system, in some optional embodiments, the internal combustion engine drive system 400 also includes a shock absorber 420, which is arranged between the rotating shaft of the internal combustion engine 410 and the input shaft 110.

[0041] In some optional embodiments, the clutch device 130 is a dog tooth coupling mechanism, and the second driving gear 112 and the third driving gear 113 are sequentially penetrated on the input shaft 110 from left to right, that is, at this time, the second driving gear 112 and the third driving gear 113 are not fixedly connected to the input shaft 110, and the dog tooth coupling mechanism is fixedly installed on the input shaft 110 and is located between the second driving gear 112 and the third driving gear 113. The first output shaft 120 is sequentially fixedly installed with a second driven gear 122 meshing with the second driving gear 112, a third driven gear 123 meshing with the third driving gear 113, and a fourth driving gear 124, and the fourth driving gear 124 is transmission-connected to the drive axle 500.

[0042] In order to reduce the axial length of the hybrid drive system and reduce the space occupied, in some optional embodiments, the axial directions of the first transmission shaft 220, the second transmission shaft 320, the input shaft 110 and the first output shaft 120 are all parallel to the axial direction of the rotating shaft of the internal combustion engine 410, and the input shaft 110 and the second transmission shaft 320 are located in a straight line.

[0043] In some optional embodiments, the clutch device 130 is a dog tooth coupling mechanism, and the second driving gear 112 and the third driving gear 113 are fixedly installed on the input shaft 110 from left to right, that is, at this time, the second driving gear 112 and the third driving gear 113 are fixedly connected to the input shaft 110, and the dog tooth coupling mechanism is fixedly installed on the first output shaft 120 and is located between the second driving gear 112 and the third driving gear 113. The first output shaft 120 is provided with a second driven gear 122 meshing with the second driving gear 112, a third driven gear 123 meshing with the third driving gear 113, and a fourth driving gear 124 fixedly installed, at this time, the second driven gear 122 and the third driven gear 123 are not fixedly connected to the first output shaft 120, and the fourth driving gear 124 is transmission-connected to the drive axle 500. In this embodiment, the dog tooth coupling mechanism is used for shifting, and compared with the vehicle that shifts gears through the synchronizer, the shifting process does not require synchronization and pre-synchronization, so the system cost can be reduced.

[0044] In some optional embodiments, the drive axle 500 includes a second output shaft 510, a hypoid driving gear 520 disposed on the second output shaft 510, a hypoid driven gear 530 meshingly connected to the hypoid driving gear 520, a differential assembly 540 connected to the hypoid driven gear 530, and a half shaft 550 connected to the differential assembly 540. A fourth driven gear 511 meshingly connected to the fourth driving gear 124 is fixedly mounted on the second output shaft 510, and the half shaft 550 is used to connect to the wheel 600. In this embodiment, a dog tooth coupling mechanism is used for shifting. Compared with a vehicle that shifts gears through a synchronizer, the shifting process does not require synchronization or pre-synchronization, thereby reducing system costs.

[0045] In some optional embodiments, the longitudinal front-wheel drive hybrid drive system also includes a battery pack 700, an inverter 800 electrically connected to the battery pack 700, and the inverter 800 is also electrically connected to the first motor 210 and the second motor 310. Specifically, the electrodes on the battery pack 700 can be connected to the electrodes of the inverter 800 through the high-voltage connector 900, and the electrodes of the inverter 800 can be connected to the electrodes of the first motor 210 and the second motor 310 through the high-voltage connector 900. In this embodiment, since the drive system contains two power sources, both the energy of the internal combustion engine 410 and the energy of the battery pack 700 are added, after the battery pack 700 is exhausted, the drive system can continue to drive the entire vehicle as a traditional power system, solving the problem of cruising range.

[0046] On the other hand, the present invention further provides a vehicle, which includes a wheel 600 and the aforementioned longitudinal front-wheel drive hybrid drive system drivingly connected to the wheel 600.

[0047] Taking the example of setting the clutch device 130 as a dog-tooth coupling mechanism, which is fixedly mounted on the input shaft 110, the working principles of the eleven working conditions of the hybrid drive system in the present application are described in detail below.

[0048] Working condition 1: Starting the internal combustion engine 410

[0049] like Figure 3As shown, the electric power transmission path is: battery pack 700→high voltage connector 900→inverter 800→high voltage connector 900→first motor 210. The first motor 210 converts the received electric energy into mechanical power, and then the mechanical power is transmitted according to the following path: first motor 210→first transmission shaft 220→first transmission gear 230→first idler shaft 240→first idler 250→input shaft 110→shock absorber 420→internal combustion engine 410, thereby starting the internal combustion engine 410. Under this working condition, since the first motor 210 and the internal combustion engine 410 are always in a state of transmission connection, the internal combustion engine 410 can be started at any time by controlling the first motor 210.

[0050] Working condition 2: Parking and charging

[0051] like Figure 4 As shown, the first motor 210 is in a power generation state, and the mechanical power transmission path is: internal combustion engine 410 → shock absorber 420 → input shaft 110 → first idler gear 250 → first idler gear shaft 240 → first transmission gear 230 → first transmission shaft 220 → first motor 210. The first motor 210 converts the received mechanical power into electrical energy, and then the electrical energy is transmitted along the following path: first motor 210 → high-voltage connector 900 → inverter 800 → high-voltage connector 900 → battery pack 700, thereby completing the charging of the battery pack 700.

[0052] Working condition three: pure electric drive

[0053] like Figure 5 As shown, the electric power transmission path is: battery pack 700→high-voltage connector 900→inverter 800→high-voltage connector 900→second motor 310. The second motor 310 converts the received electric energy into mechanical power, and then the mechanical power is transmitted along the following path: second motor 310→second transmission shaft 320→second transmission gear 330→first driven gear 121→first output shaft 120→fourth driving gear 124→fourth driven gear 511→second output shaft 510→hyperbolic driving gear 520→hyperbolic driven gear 530→differential assembly 540→axle 550→wheel 600.

[0054] Working condition 4: Braking energy recovery

[0055] like Figure 6As shown, the second motor 310 is in a power generation state, and the mechanical power transmission path is: wheel 600→half-axle 550→differential assembly 540→hypoid driven gear 530→hypoid driving gear 520→second output shaft 510→fourth driven gear 511→fourth driving gear 124→first output shaft 120→first driven gear 121→second transmission gear 330→second transmission shaft 320→second motor 310. The second motor 310 converts the received mechanical power into electrical energy, and then the electrical energy is transmitted along the following path: second motor 310→high-voltage connector 900→inverter 800→high-voltage connector 900→battery pack 700, thereby completing the charging of the battery pack 700.

[0056] Working condition 5: Internal combustion engine 410 first gear independent drive

[0057] like Figure 7 As shown, the mechanical power transmission path is: internal combustion engine 410 → shock absorber 420 → input shaft 110 → third driving gear 113 → third driven gear 123 → clutch device 130 → first output shaft 120 → fourth driving gear 124 → fourth driven gear 511 → second output shaft 510 → hypoid driving gear 520 → hypoid driven gear 530 → differential assembly 540 → half shaft 550 → wheel 600.

[0058] Working condition 6: Internal combustion engine 410 second gear independent drive

[0059] like Figure 8 As shown, the mechanical power transmission path is: internal combustion engine 410 → shock absorber 420 → input shaft 110 → second driving gear 112 → second driven gear 122 → clutch device 130 → first output shaft 120 → fourth driving gear 124 → fourth driven gear 511 → second output shaft 510 → hypoid driving gear 520 → hypoid driven gear 530 → differential assembly 540 → half shaft 550 → wheel 600.

[0060] Working condition seven: Series drive

[0061] like Fig. 9As shown, the first motor 210 is in a power generation state, and the mechanical power transmission path is: internal combustion engine 410 → shock absorber 420 → input shaft 110 → first idler gear 250 → first idler gear shaft 240 → first transmission gear 230 → first transmission shaft 220 → first motor 210. The first motor 210 converts the received mechanical power into electrical energy, and then the electrical energy is transmitted along the following path: first motor 210 → high-voltage connector 900 → inverter 800. At the same time, the inverter 800 determines whether it is necessary to obtain or replenish the battery pack 700 according to the wheel power demand, and transmits the electric power in the following path: inverter 800→high voltage connector 900→second motor 310, the second motor 310 converts the received electric energy into mechanical power, and then the mechanical power is transmitted in the following path: second motor 310→second transmission shaft 320→second transmission gear 330→first driven gear 121→first output shaft 120→fourth driving gear 124→fourth driven gear 511→second output shaft 510→hypoid driving gear 520→hypoid driven gear 530→differential assembly 540→axle 550→wheel 600. Under this working condition, the decoupling of the internal combustion engine 410 and the wheel drive power is achieved by performing two energy conversions of mechanical energy→electrical energy→mechanical energy, and the internal combustion engine 410 is kept working in the high efficiency range.

[0062] Working condition eight: the internal combustion engine 410 is in first gear driving and the first motor 210 is in power generation state

[0063] like Fig.10 As shown, part of the mechanical energy generated by the internal combustion engine 410 drives the wheel 600 through the following path: internal combustion engine 410 → shock absorber 420 → input shaft 110 → third driving gear 113 → third driven gear 123 → clutch device 130 → first output shaft 120 → fourth driving gear 124 → fourth driven gear 511 → second output shaft 510 → hypoid driving gear 520 → hypoid driven gear 530 → differential assembly 540 → half shaft 550 → wheel 600. The mechanical energy generated by the internal combustion engine 410 drives the wheel 600 through the following path: internal combustion engine 410 → shock absorber 420 → input shaft 110 → third driving gear 113 → third driven gear 123 → clutch device 130 → first output shaft 120 → fourth driving gear 124 → fourth driven gear 511 → second output shaft 510 → hypoid driving gear 520 → hypoid driven gear 530 → differential assembly 540 → half shaft 550 → wheel 600. The other part of the energy is used to charge the battery pack 700 through the following path: internal combustion engine 410 → shock absorber 420 → input shaft 110 → first idler gear 250 → first idler gear shaft 240 → first transmission gear 230 → first transmission shaft 220 → first motor 210. The first motor 210 converts the received mechanical power into electrical energy, and then the electrical energy is transmitted through the following path: first motor 210 → high-voltage connector 900 → inverter 800 → high-voltage connector 900 → battery pack 700, thereby completing the charging of the battery pack 700.

[0064] Working condition nine: the internal combustion engine 410 is driven in the second gear, and the first motor 210 is in the power generation state

[0065] like Fig.11As shown, part of the mechanical energy generated by the internal combustion engine 410 drives the wheel 600 through the following path: internal combustion engine 410 → shock absorber 420 → input shaft 110 → second driving gear 112 → second driven gear 122 → clutch device 130 → first output shaft 120 → fourth driving gear 124 → fourth driven gear 511 → second output shaft 510 → hypoid driving gear 520 → hypoid driven gear 530 → differential assembly 540 → half shaft 550 → wheel 600. The mechanical energy generated by the internal combustion engine 410 drives the wheel 600 through the following path: internal combustion engine 410 → shock absorber 420 → input shaft 110 → second driving gear 112 → second driven gear 122 → clutch device 130 → first output shaft 120 → fourth driving gear 124 → fourth driven gear 511 → second output shaft 510 → hypoid driving gear 520 → hypoid driven gear 530 → differential assembly 540 → half shaft 550 → wheel 600. The other part of the energy is used to charge the battery pack 700 through the following path: internal combustion engine 410 → shock absorber 420 → input shaft 110 → first idler gear 250 → first idler gear shaft 240 → first transmission gear 230 → first transmission shaft 220 → first motor 210. The first motor 210 converts the received mechanical power into electrical energy, and then the electrical energy is transmitted through the following path: first motor 210 → high-voltage connector 900 → inverter 800 → high-voltage connector 900 → battery pack 700, thereby completing the charging of the battery pack 700.

[0066] Working condition 10: Internal combustion engine 410 in first gear, second motor 320 in electric drive in parallel

[0067] like Fig.12 As shown, there are two power transmission paths at this time, and the transmitted power is coupled at the fourth driving gear 124: internal combustion engine 410→shock absorber 420→input shaft 110→third driving gear 113→third driven gear 123→clutch device 130→first output shaft 120→fourth driving gear 124; battery pack 700→high voltage connector 900→inverter 800→high voltage connector 900→second motor 310→second transmission shaft 320→second transmission gear 330→first driven gear 121→first output shaft 120→fourth driving gear 124, and the coupled power is transmitted along the following path: fourth driving gear 124→fourth driven gear 511→second output shaft 510→hyperbolic driving gear 520→hyperbolic driven gear 530→differential assembly 540→axle 550→wheel 600.

[0068] Working condition 11: internal combustion engine 410 second gear driving, second motor 320 electric drive parallel driving

[0069] like Fig.13As shown, there are two power transmission paths at this time, and the transmitted power is coupled at the fourth driving gear 124: internal combustion engine 410→shock absorber 420→input shaft 110→second driving gear 112→second driven gear 122→clutch device 130→first output shaft 120→fourth driving gear 124; battery pack 700→high voltage connector 900→inverter 800→high voltage connector 900→second motor 310→second transmission shaft 320→second transmission gear 330→first driven gear 121→first output shaft 120→fourth driving gear 124, and the coupled power is transmitted according to the following path: fourth driving gear 124→fourth driven gear 511→second output shaft 510→hyperbolic driving gear 520→hyperbolic driven gear 530→differential assembly 540→axle 550→wheel 600.

[0070] At the same time, in order to better explain the working principle of the utility model under various main working conditions, Table 1 lists the working states of the internal combustion engine 410, the first motor 210, the second motor 310, and the first and second gear dog gear combination mechanism under different working conditions, as shown in Table 1:

[0071] Table 1

[0072]

[0073] At the same time, in order to better illustrate the working modes of the utility model under different vehicle states, Table 2 lists the main working modes of the system under parking, reversing, low speed, medium speed and high speed conditions:

[0074] Table 2

[0075]

[0076] In summary, the longitudinal front-wheel drive hybrid drive system of the present application:

[0077] When the vehicle is operating in a low-speed congested condition: when the power battery power is within the normal range, the drive system drives the vehicle through the pure electric first gear; when the power battery power is within the low power range, the drive system starts the internal combustion engine 410 while moving, and switches the drive system from the pure electric drive mode to the series drive mode; in the series drive mode, the internal combustion engine 410 is controlled to generate electricity within the high-efficiency operating range, so that the drive system is efficient as a whole.

[0078] When the vehicle is running at medium speed: when the power battery power is in the high power range, in order to ensure the system's braking energy recovery and achieve longer cruising range, the system actively manages the battery power through pure electric drive; when the power battery power is within the normal range, the system selects the appropriate hybrid operating condition according to the optimization strategy. For example, when the wheel-side drive torque demand is small, the internal combustion engine first gear direct drive is selected. The direct drive of the internal combustion engine 410 reduces the efficiency loss in the "mechanical energy-electric energy-mechanical energy" conversion process, and at the same time uses the surplus torque of the internal combustion engine 410 to drive the first motor 210 to generate electricity, thereby avoiding the inefficient operation of the internal combustion engine 410 in the low torque range and enabling the internal combustion engine 410 to operate in the high efficiency range.

[0079] When the vehicle is running at high speed: switch to the second gear direct drive of the internal combustion engine, so that the internal combustion engine 410 runs in the high efficiency range.

[0080] During energy recovery, the second motor 310 is connected to the wheel 600 at a fixed speed ratio, and braking energy recovery can be achieved under various vehicle deceleration conditions. Moreover, there is no gear shifting action during the braking energy recovery process, and the recovery efficiency is high.

[0081] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the utility model. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner.

[0082] The above-mentioned embodiments only express several implementation methods of the utility model, and the descriptions thereof are relatively specific and detailed, but they cannot be understood as limiting the scope of the patent of the utility model. It should be pointed out that, for ordinary technicians in this field, several variations and improvements can be made without departing from the concept of the utility model, and these all belong to the protection scope of the utility model. Therefore, the protection scope of the utility model patent shall be based on the attached claims.

Claims

1. A longitudinal front-wheel drive hybrid drive system, characterized in that: The longitudinal front-wheel drive hybrid drive system comprises: A transmission, comprising an input shaft, a first output shaft, and a clutch device, wherein the clutch device is used for gear switching; A first electric drive system comprises a first motor and a first transmission shaft, wherein the first motor is connected to the first transmission shaft, and the first transmission shaft is drivingly connected to the input shaft; A second electric drive system includes a second motor and a second transmission shaft, wherein the second motor is disposed at one end of the input shaft and connected to the second transmission shaft, and the second transmission shaft is transmission-connected to the first output shaft; An internal combustion engine drive system, comprising a longitudinally mounted internal combustion engine, the internal combustion engine being located at the other end of the input shaft opposite to the second motor, and having a rotating shaft drivingly connected to the input shaft; A drive axle, the input end of the drive axle is drivingly connected to the first output shaft, and the output end of the drive axle is used to connect to the wheels; The first transmission shaft, the input shaft and the first output shaft are longitudinally arranged in sequence along an axial direction perpendicular to the rotating shaft of the internal combustion engine.

2. The longitudinal front-wheel drive hybrid drive system according to claim 1, characterized in that: The first electric drive system further includes a first transmission gear, which is sleeved on the first transmission shaft, and a first driving gear which is transmission-connected to the first transmission gear is sleeved on the input shaft.

3. The longitudinal front-wheel drive hybrid drive system according to claim 2, characterized in that: The first electric drive system also includes a first idler shaft and a first idler wheel. The first idler shaft is located between the first transmission shaft and the input shaft. The first idler wheel is sleeved on the first idler shaft and its two ends are respectively meshed and connected with the first transmission gear and the first driving gear.

4. The longitudinal front-wheel drive hybrid drive system according to claim 1, characterized in that: The second electric drive system further includes a second transmission gear, which is sleeved on the second transmission shaft, and the first output shaft is sleeved with a first driven gear meshingly connected with the second transmission gear.

5. The longitudinal front-wheel drive hybrid drive system according to claim 1, characterized in that: The internal combustion engine drive system further includes a shock absorber, which is arranged between the rotating shaft of the internal combustion engine and the input shaft.

6. The longitudinal front-wheel drive hybrid drive system according to claim 1, characterized in that: The clutch device is a dog tooth coupling mechanism, and the input shaft is sequentially provided with a second driving gear and a third driving gear from the side close to the internal combustion engine to the outside. The dog tooth coupling mechanism is sleeved on the input shaft and located between the second driving gear and the third driving gear. The first output shaft is sequentially sleeved with a second driven gear meshing with the second driving gear, a third driven gear meshing with the third driving gear, and a fourth driving gear from the side close to the internal combustion engine to the outside. The fourth driving gear is drivingly connected to the drive axle.

7. The longitudinal front-wheel drive hybrid drive system according to any one of claims 1 to 6, characterized in that: The clutch device is a dog tooth coupling mechanism, and the input shaft is sequentially sleeved with a second driving gear and a third driving gear from the side close to the internal combustion engine to the outside, and the first output shaft is sequentially penetrated with a second driven gear meshing with the second driving gear, a third driven gear meshing with the third driving gear, and a fourth driving gear from the side close to the internal combustion engine to the outside, and the dog tooth coupling mechanism is sleeved on the first output shaft and located between the second driven gear and the third driven gear, and the fourth driving gear is drivingly connected to the drive axle.

8. The longitudinal front-wheel drive hybrid drive system according to claim 6, characterized in that: The drive axle includes a second output shaft, a hypoid driving gear arranged on the second output shaft, a hypoid driven gear meshingly connected to the hypoid driving gear, a differential assembly connected to the hypoid driven gear, and a half shaft connected to the differential assembly. The second output shaft is sleeved with a fourth driven gear meshingly connected to the fourth driving gear, and the half shaft is used to be connected to the wheels.

9. The longitudinal front-wheel drive hybrid drive system according to claim 1, characterized in that: The longitudinal front-wheel drive hybrid drive system also includes a battery pack and an inverter electrically connected to the battery pack. The inverter is used for AC / DC conversion and is electrically connected to the first motor and the second motor.

10. A vehicle, characterized in that: A longitudinal front-wheel drive hybrid drive system comprising wheels and a longitudinal front-wheel drive hybrid drive system as claimed in any one of claims 1 to 9 drivingly connected to the wheels.

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