Longitudinal hybrid power driving system and hybrid power vehicle

Abstract

The utility model discloses a longitudinal hybrid power driving system and a hybrid power vehicle, and relates to the technical field of hybrid power, the longitudinal hybrid power driving system comprises a first power mechanism, a second power mechanism, a third power mechanism, a transmission mechanism and an output shaft; the first power mechanism comprises a first motor and a first input shaft; the second power mechanism comprises a second motor and a second input shaft; the third power mechanism comprises an engine and a third input shaft, the third input shaft is sleeved with the second input shaft in an empty mode, and the output shaft is sleeved with the first input shaft in an empty mode. The transmission mechanism comprises two intermediate shafts, one intermediate shaft is in transmission connection with the first input shaft and the output shaft, and the other intermediate shaft is in transmission connection with the second input shaft and the third input shaft; and one intermediate shaft is hollowly sleeved on the other intermediate shaft. The space occupied by the first input shaft, the second input shaft and the intermediate shaft in the axial direction is effectively reduced in an empty sleeve mode, the structure is more compact, structural arrangement is simple, and arrangement is more facilitated.

Description

Technical Field

[0001] The utility model relates to the technical field of hybrid power, and particularly relates to a longitudinally arranged hybrid power drive system and a hybrid vehicle. Background Art

[0002] With the rapid development of the automotive industry, the requirements for energy conservation and emission reduction are becoming increasingly stringent. Hybrid electric vehicles have gradually become best-selling models in the market. Developing more advanced hybrid vehicles is the direction pursued by various automobile manufacturers. Hybrid vehicles use batteries and fuel as energy sources and engines and electric motors to provide driving forces, combining the advantages of long endurance of traditional fuel vehicles and high operating efficiency and low emissions of pure electric vehicles. The fuel consumption and emission levels of hybrid vehicles have been greatly improved, which is of great significance to environmental protection and energy conservation.

[0003] In the existing longitudinally arranged hybrid power system used in hybrid vehicles, the engine and the motor are arranged in sequence along the axial direction, and in order to enable multi-mode operation, its structure is complex and there are many shifting elements, resulting in a large axial occupied space and being not conducive to layout. Summary of the Utility Model

[0004] The main purpose of the utility model is to propose a longitudinally arranged hybrid power drive system and a hybrid vehicle, aiming to solve the problems of complex structure, large axial occupied space and being not conducive to layout of the existing longitudinally arranged hybrid power system.

[0005] To achieve the above purpose, a longitudinally arranged hybrid power drive system proposed by the utility model includes:

[0006] A first power mechanism, the first power mechanism includes a first motor and a first input shaft, and the first input shaft is connected to the first motor;

[0007] A second power mechanism, the second power mechanism includes a second motor and a second input shaft, and the second input shaft is connected to the second motor;

[0008] A third power mechanism, the third power mechanism includes an engine and a third input shaft, the third input shaft is connected to the engine, and the second input shaft is sleeved on the third input shaft;

[0009] An output shaft, the first input shaft is sleeved on the output shaft;

[0010] A transmission mechanism, the transmission mechanism includes two coaxially arranged intermediate shafts, one of the intermediate shafts is in transmission connection with the first input shaft and the output shaft, and the other intermediate shaft is in transmission connection with the second input shaft and the third input shaft; one of the intermediate shafts is sleeved on the other intermediate shaft.

[0011] In one embodiment, the intermediate shaft drivingly connected to the first input shaft and the input shaft is a first intermediate shaft; the transmission mechanism further includes a first transmission assembly, and the first transmission assembly includes:

[0012] a first driving gear, the first driving gear being arranged on the first input shaft;

[0013] a first driven gear, wherein the first driven gear is disposed on the first intermediate shaft, and the first driving gear is meshed with the first driven gear, so that the first intermediate shaft is drivingly connected to the first input shaft;

[0014] a first intermediate gear, the first intermediate gear being arranged on the first intermediate shaft;

[0015] A first output gear is disposed on the output shaft, and the first output gear is meshed with the first intermediate gear so that the first intermediate shaft is drivingly connected to the input shaft.

[0016] In one embodiment, the intermediate shaft drivingly connected to the second input shaft and the third input shaft is a second intermediate shaft; the transmission mechanism further includes a second transmission assembly, and the second transmission assembly includes:

[0017] a second driving gear, the second driving gear being disposed on the second input shaft;

[0018] a second driven gear, the second driven gear being arranged on the second intermediate shaft, the second driving gear being meshed with the second driven gear, so that the second intermediate shaft is drivingly connected to the second input shaft;

[0019] a third driving gear, the third driving gear being arranged on the third input shaft;

[0020] A third driven gear is arranged on the second intermediate shaft, and the third driving gear is meshed with the third driven gear to connect the second intermediate shaft with the third input shaft in driving connection.

[0021] In one embodiment, the transmission mechanism further includes a first clutch, and the first clutch is used to connect or disconnect the third input shaft and the output shaft in transmission.

[0022] In one embodiment, the intermediate shaft drivingly connected to the second input shaft and the third input shaft is a second intermediate shaft, and the transmission mechanism further includes a third transmission assembly, and the third transmission assembly includes:

[0023] A second output gear is sleeved on the output shaft in an idle manner. The second output gear is connected to the first clutch, and the first clutch is further configured to connect or disconnect the second output gear and the output shaft.

[0024] A second intermediate gear is disposed on the second intermediate shaft, and the second intermediate gear meshes with the second output gear.

[0025] In one embodiment, the transmission mechanism further includes a second clutch, and the second clutch is configured to connect or disconnect the transmission connection between the two intermediate shafts.

[0026] In one embodiment, the first input shaft, the second input shaft, the third input shaft and the output shaft are coaxially arranged.

[0027] In one embodiment, a one-way locking mechanism is disposed on the third input shaft, and the one-way locking mechanism enables the third input shaft to rotate in one direction only.

[0028] In one embodiment, the first clutch and the second clutch are a synchronizer, a toothed clutch, a friction plate clutch or a one-way clutch.

[0029] The present invention further provides a hybrid vehicle, which applies the longitudinal hybrid drive system as described above.

[0030] The technical solution of the present invention can realize driving the vehicle in a multi-mode manner by adopting the first power mechanism, the second power mechanism and the third power mechanism. Moreover, the second input shaft is sleeved on the third input shaft in an idle manner, the first input shaft is sleeved on the output shaft in an idle manner, and one of the intermediate shafts is sleeved on the other intermediate shaft in an idle manner. By means of the idle sleeve method, the occupied space of the first input shaft, the second input shaft and the intermediate shafts in the axial direction is effectively reduced, the structure is more compact, there is no need to separately arrange the first input shaft and the second input shaft in the axial direction in sequence to occupy too much space, and the structure arrangement is simple and more conducive to layout. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] In order to more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, the following drawings are only some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can be obtained based on the structures shown in these drawings.

[0032] Figure 1 FIG. 30 is a schematic structural diagram of the first embodiment of the longitudinal hybrid drive system provided by the present invention;

[0033] Figure 2 Schematic diagram of the structure of the second embodiment of the longitudinal hybrid drive system provided by the present utility model;

[0034] Figure 3 Schematic diagram of the structure of the third embodiment of the longitudinal hybrid drive system provided by the present utility model;

[0035] Figure 4 Schematic diagram of the structure of the fourth embodiment of the longitudinal hybrid drive system provided by the present utility model;

[0036] Figure 5 Schematic diagram of the structure of the fifth embodiment of the longitudinal hybrid drive system provided by the present utility model.

[0037] Explanation of the reference numerals in the drawings:

[0038] 100, longitudinal hybrid drive system; 1, first power mechanism; 10, first motor; 11, first input shaft; 2, second power mechanism; 20, second motor; 21, second input shaft; 3, third power mechanism; 30, engine; 31, third input shaft; 32, one-way locking structure; 33, torsional damper; 4, output shaft; 5, transmission mechanism; 50, intermediate shaft; 501, first intermediate shaft; 502, second intermediate shaft; 51, first transmission component; 510, first driving gear; 511, first driven gear; 512, first intermediate gear; 513, first output gear; 52, second transmission component; 520, second driving gear; 521, second driven gear; 522, third driving gear; 523, third driven gear; 53, third transmission component; 530, second intermediate gear; 531, second output gear; 54, first clutch; 55, second clutch.

[0039] The realization, functional characteristics and advantages of the object of the present utility model will be further described with reference to the embodiments and the accompanying drawings. Specific embodiments

[0040] The technical solutions in the embodiments of the present utility model will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present utility model. Obviously, the described embodiments are only a part of the embodiments of the present utility model, rather than all the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present utility model without creative efforts shall fall within the protection scope of the present utility model.

[0041] It should be noted that if there are directional indications (such as up, down, left, right, front, back...) involved in the embodiments of the present utility model, the directional indications are only used to explain the relative positional relationship and movement conditions between components in a specific posture. If the specific posture changes, the directional indications will also change accordingly.

[0042] In addition, if there are descriptions such as "first", "second", etc. involved in the embodiments of the present utility model, the descriptions of "first", "second", etc. are only for descriptive purposes and cannot be understood as indicating or implying their relative importance or implicitly specifying the quantity of the indicated technical features. Thus, the features defined with "first", "second" may explicitly or implicitly include at least one such feature. In addition, if "and / or" or "and / or" appears throughout the text, its meaning includes three parallel scenarios. Taking "A and / or B" as an example, it includes scenario A, or scenario B, or the scenario where both A and B are satisfied simultaneously. In addition, the technical solutions between various embodiments can be combined with each other, but it must be based on the ability of those of ordinary skill in the art to implement. When the combination of technical solutions results in contradictions or cannot be implemented, it should be considered that such a combination of technical solutions does not exist and is not within the protection scope required by the present utility model.

[0043] With the rapid development of the automotive industry and the increasingly stringent requirements for energy conservation and emission reduction, hybrid electric vehicles have gradually become best-selling models in the market. Developing more advanced hybrid vehicles is the direction pursued by various automobile manufacturers. Hybrid electric vehicles use batteries and fuel as energy sources and engines and electric motors to provide driving forces, combining the advantages of long endurance of traditional fuel vehicles and high operating efficiency and low emissions of pure electric vehicles. The fuel consumption and emission levels of hybrid electric vehicles have been greatly improved, which is of great significance for environmental protection and energy conservation.

[0044] For the existing longitudinal hybrid drive technology solutions of hybrid electric vehicles, the power transmission structure is complex, there are many shifting elements, and the axial occupied space is large, which is not conducive to the overall vehicle layout.

[0045] The present utility model proposes a longitudinal hybrid drive system 100.

[0046] Please refer to Figure 1, in the first embodiment of the present utility model, the longitudinal hybrid drive system 100 includes a first power mechanism 1, a second power mechanism 2, a third power mechanism 3, an output shaft 4 and a transmission mechanism 5; the first power mechanism 1 includes a first motor 10 and a first input shaft 11, and the first input shaft 11 is connected to the first motor 10; the second power mechanism 2 includes a second motor 20 and a second input shaft 21, and the second input shaft 21 is connected to the second motor 20; the third power mechanism 3 includes an engine 30 and a third input shaft 31, and the third input shaft 31 is connected to the engine 30, and the second input shaft 21 is sleeved on the third input shaft 31; the first input shaft 11 is sleeved on the output shaft 4; the transmission mechanism 5 includes two coaxially arranged intermediate shafts 50, one of the intermediate shafts 50 is in transmission connection with the first input shaft 11 and the output shaft 4, and the other intermediate shaft 50 is in transmission connection with the second input shaft 21 and the third input shaft 31; one of the intermediate shafts 50 is sleeved on the other intermediate shaft 50.

[0047] It should be noted that the above-mentioned sleeving means that the two can rotate relative to each other without interference, and the transmission connection means that power can be transmitted between the two.

[0048] The technical solution of the present utility model provides power by adopting the first power mechanism 1, the second power mechanism 2 and the third power mechanism 3 to meet the different torque requirements of the vehicle under different road conditions. Among them, the first power mechanism 1 provides power through the first motor 10, the second power mechanism 2 provides power through the second motor 20, and the third power mechanism 3 provides power through the engine 30. The output shaft 4 is used to output power to drive the vehicle to travel; specifically, since one of the intermediate shafts 50 is in transmission connection with the first input shaft 11 and the output shaft 4, when the first motor 10 provides power, the power output by the first motor 10 is transmitted to the intermediate shaft 50 through the first input shaft 11, and then the intermediate shaft 50 transmits the power to the output shaft 4, and the power is output through the output shaft 4 to drive the vehicle to travel; since one of the intermediate shafts 50 is in transmission connection with the second input shaft 21 and the third input shaft 31, when the engine 30 provides power, the power output by the engine 30 is transmitted to the intermediate shaft 50 through the second input shaft 21, and then the intermediate shaft 50 transmits the power to the second input shaft 21 to drive the second motor 20 to generate electricity. It can be understood that the electric energy generated by the second motor 20 can be stored in the energy storage battery on the vehicle to provide electric energy for the first motor 10 to drive the vehicle to travel. And, since the second input shaft 21 is sleeved on the third input shaft 31, the first input shaft 11 is sleeved on the output shaft 4, and one of the intermediate shafts 50 is sleeved on the other intermediate shaft 50, the sleeving method effectively reduces the occupied space of the first input shaft 11, the second input shaft 21 and the intermediate shaft 50 in the axial direction, the structure is more compact, there is no need to separately arrange the first input shaft 11 and the second input shaft 21 in the axial direction in sequence to occupy too much space, and the structure arrangement is simple and more conducive to layout.

[0049] Understandably, through the above-described first power mechanism 1, second power mechanism 2, and third power mechanism 3, the longitudinal hybrid drive system 100 can achieve the following operating modes:

[0050] First mode: The first motor 10 drives, the second motor 20 is turned off, and the engine 30 is turned off. The first mode is characterized by only the first motor 10 driving the vehicle, which is a single-motor pure electric operation mode, suitable for the vehicle to drive on a flat road and start on a flat road. In this case, the power required by the vehicle is relatively small.

[0051] Second mode: The first motor 10 drives, the second motor 20 operates, and the engine 30 drives. The second mode is characterized by the first motor 10 driving the vehicle, and the engine 30 driving the second motor 20 to generate electricity. Then, the electric energy generated by the second motor 20 is stored in the energy storage battery of the vehicle, which can be used to provide electric energy for the first motor 10 to drive the vehicle, so as to achieve long-distance and long-time driving of the vehicle.

[0052] Third mode: The first motor 10 is turned off, the second motor 20 operates, and the engine 30 drives. The third mode is characterized by only the engine 30 driving the second motor 20 to generate electricity, and then storing the electric energy in the energy storage battery of the vehicle, which is suitable for generating electricity when the vehicle is in a parked state.

[0053] Fourth mode: The first motor 10 operates, the second motor 20 is turned off, and the engine 30 is turned off. The fourth mode is characterized by only using the first motor 10 to generate electricity, and then storing the electric energy in the energy storage battery of the vehicle, which is suitable for the vehicle to operate in a coasting state or a decelerating state. When the vehicle decelerates or coasts, the output shaft 4 is driven to rotate, thereby driving the first motor 10 to generate electricity, so as to achieve power recovery.

[0054] It should be noted that in the embodiments, "drive" means to provide power; "operate" means not to provide power but only to generate electricity; "turn off" means not to work. The above application scenarios are only examples and are not used to specifically limit the application scenarios of each mode.

[0055] In one embodiment, the intermediate shaft 50 drivingly connected to the first input shaft 11 and the input shaft is the first intermediate shaft 501; the transmission mechanism 5 further includes a first transmission assembly 51, and the first transmission assembly 51 includes a first driving gear 510, a first driven gear 511, a first intermediate gear 512 and a first output gear 513. The first driving gear 510 is disposed on the first input shaft 11; the first driven gear 511 is disposed on the first intermediate shaft 501, and the first driving gear 510 and the first driven gear 511 are engaged to drivingly connect the first intermediate shaft 501 and the first input shaft 11; the first intermediate gear 512 is disposed on the first intermediate shaft 501; the first output gear 513 is disposed on the output shaft 4, and the first output gear 513 and the first intermediate gear 512 are engaged to drivingly connect the first intermediate shaft 501 and the output shaft 4.

[0056] It can be understood that when the first motor 10 is driven, the first input shaft 11 rotates, the first driving gear 510 rotates synchronously with the first input shaft 11, and drives the first driven gear 511 engaged with the first driving gear 510 to rotate synchronously. The first driven gear 511 rotates the first intermediate shaft 501, and the first intermediate gear 512 disposed on the first intermediate shaft 501 also rotates accordingly, and drives the first output gear 513 engaged with the first intermediate gear 512 to rotate, and finally rotates the output shaft 4 to output power to drive the vehicle to travel; the power of the first motor 10 is transmitted to the intermediate shaft 50 through the first driving gear 510 and the first driven gear 511, and then transmitted to the output shaft 4 through the first intermediate gear 512 and the first output gear 513 to adjust the rotation speed to better drive the vehicle to travel.

[0057] Specifically, the diameter of the first driving gear 510 is smaller than that of the first driven gear 511, so as to achieve the purpose of deceleration, so that the rotation speed of the first intermediate shaft 501 is lower than the rotation speed of the first input shaft 11. The diameter of the first intermediate gear 512 is smaller than that of the first output gear 513, so that the rotation speed of the output shaft 4 is lower than the rotation speed of the first intermediate shaft 501. A lower rotation speed of the output shaft 4 than that of the first input shaft 11 is more conducive to vehicle starting.

[0058] Further, the first driven gear 511 and the first intermediate gear 512 may be spaced apart on the first intermediate shaft 501, or the first driven gear 511 and the first intermediate gear 512 are coaxial and interconnected gears, so that the first driven gear 511 and the first intermediate gear 512 can rotate synchronously.

[0059] In one embodiment, the intermediate shaft 50 drivingly connected to the second input shaft 21 and the third input shaft 31 is the second intermediate shaft 502; the transmission mechanism 5 further includes a second transmission assembly 52, and the second transmission assembly 52 includes a second driving gear 520, a second driven gear 521, a third driving gear 522 and a third driven gear 523; the second driving gear 520 is arranged on the second input shaft 21; the second driven gear 521 is arranged on the second intermediate shaft 502, and the second driving gear 520 and the second driven gear 521 are meshed to enable the second intermediate shaft 502 to be drivingly connected to the second input shaft 21; the third driving gear 522 is arranged on the third input shaft 31; the third driven gear 523 is arranged on the second intermediate shaft 502, and the third driving gear 522 and the third driven gear 523 are meshed to enable the second intermediate shaft 502 to be drivingly connected to the third input shaft 31.

[0060] It can be understood that when the engine 30 drives, the third input shaft 31 rotates, the third driving gear 522 rotates synchronously with the third input shaft 31, and drives the third driven gear 523 meshed with the third driving gear 522 to rotate synchronously. The third driven gear 523 rotates the second intermediate shaft 502, and the second driven gear 521 arranged on the second intermediate shaft 502 also rotates accordingly, and drives the second driving gear 520 meshed with the second driven gear 521 to rotate, and finally the second motor 20 can generate electricity; the power of the engine 30 is transmitted to the intermediate shaft 50 through the third driving gear 522 and the third driven gear 523, and then transmitted to the second input shaft 21 through the second driven gear 521 and the second driving gear 520 to adjust the rotation speed to make the power generation efficiency of the generator higher.

[0061] Specifically, the diameter of the third driving gear 522 is larger than that of the third driven gear 523 to achieve the purpose of acceleration, so that the rotation speed of the second intermediate shaft 502 is higher than that of the third input shaft 31, and the diameter of the second driven gear 521 is larger than that of the second driving gear 520, so that the rotation speed of the second input shaft 21 is higher than that of the second intermediate shaft 502, and the higher rotation speed of the second input shaft 21 can improve the power generation efficiency.

[0062] Further, the second driven gear 521 and the third driven gear 523 can be arranged on the second intermediate shaft 502 at intervals, or the second driven gear 521 and the third driven gear 523 are coaxial and interconnected gears, so that the second driven gear 521 and the third driven gear 523 can rotate synchronously.

[0063] Please continue to refer to Figure 1 , in the first embodiment of the present invention, the transmission mechanism 5 further includes a first clutch 54, and the first clutch 54 is used to drivingly connect or disconnect the third input shaft 31 and the output shaft 4.

[0064] Understandably, by providing a first clutch 54 between the third input shaft 31 and the output shaft 4, the third input shaft 31 and the output shaft 4 can be drivingly connected or disconnected by controlling the first clutch 54. The first clutch 54 enables the engine 30 to directly drive the output shaft 4 to rotate through the third input shaft 31, so as to drive the vehicle to travel and make the driving mode of the vehicle more diverse.

[0065] It should be noted that in the aforementioned first mode, second mode, third mode, and fourth mode, the first clutch 54 disconnects the third input shaft 31 and the output shaft 4, and power cannot be transmitted between the third input shaft 31 and the output shaft 4.

[0066] Understandably, after the third input shaft 31 and the output shaft 4 are drivingly connected by the first clutch 54, the longitudinal hybrid drive system 100 can also achieve the following operating modes:

[0067] Fifth mode: The first motor 10 drives, the second motor 20 is turned off, and the engine 30 drives. The fifth mode is characterized in that both the first motor 10 and the engine 30 are used to provide power for driving the vehicle. The power transmission path is as follows: The first motor 10 transmits power to the output shaft 4 through the first transmission assembly 51, and the engine 30 transmits power to the output shaft 4 through the third input shaft 31. At this time, the vehicle is in a hybrid drive mode.

[0068] Sixth mode: The first motor 10 drives, the second motor 20 operates, and the engine 30 drives. The sixth mode is characterized in that both the first motor 10 and the engine 30 are used to provide power for driving the vehicle, and the engine 30 also drives the second motor 20 to generate electricity. The power transmission path is as follows: The first motor 10 transmits power to the output shaft 4 through the first transmission assembly 51, the engine 30 transmits power to the output shaft 4 through the third input shaft 31, and the third input shaft 31 drives the second motor 20 to generate electricity through the second transmission assembly 52. At this time, the vehicle is in a hybrid drive mode.

[0069] Seventh mode: The first motor 10 operates, the second motor 20 is turned off, and the engine 30 drives. The seventh mode is characterized in that the engine 30 drives the vehicle to travel and also drives the first motor 10 to generate electricity. The power transmission path is as follows: The engine 30 transmits power to the output shaft 4 through the third input shaft 31, the output shaft 4 drives the first input shaft 11 to rotate through the first transmission assembly 51, thereby driving the first motor 10 to generate electricity, and the output shaft 4 also drives the vehicle to travel at the same time. At this time, the vehicle is in a pure fuel drive mode.

[0070] Eighth mode: The first motor 10 is turned off, the second motor 20 is running, and the engine 30 is driving. The ninth mode is that the engine 30 drives the vehicle to travel and also drives the second motor 20 to generate electricity. The power transmission path is as follows: The engine 30 transmits power to the output shaft 4 through the third input shaft 31, and drives the vehicle to travel through the output shaft 4. In addition, the third input shaft 31 also drives the second input shaft 21 to rotate through the second transmission component 52, so that the second motor 20 generates electricity. At this time, the vehicle is in a pure gasoline drive mode.

[0071] Ninth mode: The first motor 10 is turned off, the second motor 20 is turned off, and the engine 30 is driving. The tenth mode is that only the engine 30 is used to drive the vehicle to travel. The power transmission path is as follows: The engine 30 transmits power to the output shaft 4 through the third input shaft 31, and drives the vehicle to travel through the output shaft 4. At this time, the vehicle is in a pure gasoline drive mode.

[0072] As Figure 2 shown, in the second embodiment of the present invention, the difference from the first embodiment is that the transmission mechanism 5 further includes a third transmission component 53. The third transmission component 53 includes a second output gear 531 and a second intermediate gear 530; the second output gear 531 is sleeved on the output shaft 4, the second output gear 531 is connected to the first clutch 54, and the first clutch 54 is also used to connect or disconnect the second output gear 531 and the output shaft 4; the second intermediate gear 530 is arranged on the second intermediate shaft 502, and the second intermediate gear 530 meshes with the second output gear 531.

[0073] It can be understood that by setting the third transmission component 53, when the first clutch 54 connects the second output gear 531 and the output shaft 4, the third input shaft 31 and the output shaft 4 are disconnected. Through the meshing of the second intermediate gear 530 and the second output gear 531, the power transmission between the second intermediate shaft 502 and the output shaft 4 can be realized. At this time, the vehicle can also be driven by the power of the second motor 20, making the operation mode of the vehicle more diverse. And in terms of structure, only adding two gears, namely the second output gear 531 and the second intermediate gear 530, can enable the vehicle to achieve more operation modes, with low cost and convenient assembly.

[0074] It should be noted that the first clutch 54 can only connect the second output gear 531 and the output shaft 4, or connect the third input shaft 31 and the output shaft 4 for power transmission, or disconnect the second output gear 531 and the output shaft 4 and also disconnect the third input shaft 31 and the output shaft 4 at the same time.

[0075] It can be understood that in Figure 2In the second embodiment of the longitudinally-mounted hybrid drive system 100 shown, when the first clutch 54 connects the third input shaft 31 and the output shaft 4, the longitudinally-mounted hybrid drive system 100 can operate in the fourth to ninth modes as described above. In addition, when the first clutch 54 connects the second output gear 531 and the output shaft 4, the longitudinally-mounted hybrid drive system 100 can also achieve the following operating modes:

[0076] Tenth mode: The first motor 10 drives, the second motor 20 drives, and the engine 30 is turned off. The tenth mode is characterized in that both the first motor 10 and the second motor 20 are used to provide power to drive the vehicle. The power transmission path is as follows: The first motor 10 transmits power to the output shaft 4 through the first transmission assembly 51, the second motor 20 transmits power to the second intermediate shaft 502 through the second transmission assembly 52, and the second intermediate shaft 502 then transmits power to the output shaft 4 through the third transmission assembly 53, and the vehicle is driven by both the first motor 10 and the second motor 20 at the same time. At this time, the vehicle is in a dual-motor pure electric drive mode.

[0077] Eleventh mode: The first motor 10 is turned off, the second motor 20 drives, and the engine 30 is turned off. The eleventh mode is characterized in that only the second motor 20 is used to provide power to drive the vehicle. The power transmission path is as follows: The second motor 20 transmits power to the intermediate shaft 50 through the second transmission assembly 52, and then transmits power to the output shaft 4 through the third transmission assembly 53 to drive the vehicle. At this time, the vehicle is in a single-motor pure electric drive mode.

[0078] It should be noted that when the first clutch 54 connects the second output gear 531 and the output shaft 4, the longitudinally-mounted hybrid drive system 100 can also operate in the fourth to ninth modes in the first embodiment. The specific difference lies in the different power transmission paths in each operating mode, and it has the same beneficial effects as the first embodiment, which will not be elaborated here.

[0079] Understandably, in the second embodiment, when the ninth mode is running, there are two power transmission paths for the engine 30 to drive the vehicle. One is to connect the third input shaft 31 and the output shaft 4 through the first clutch 54, and the power of the engine 30 directly passes from the third input shaft 31 to the output shaft 4. In this way, the power transmission path of the engine 30 is short, the power loss is low, and the efficient utilization of the power of the engine 30 is achieved; the second is to connect the second output gear 531 and the output shaft 4 through the first clutch 54. The power of the engine 30 is transmitted to the second intermediate shaft 502 through the second transmission assembly 52, and the second intermediate shaft 502 then reaches the output shaft 4 through the third transmission assembly 53, which can realize the conversion of speed to increase the driving speed of the vehicle, and the power transmission path is also short; the above two can be switched to be driven by the engine 30 during the vehicle driving process, and can quickly utilize the power of the engine 30 to drive the vehicle, reduce power loss, and thus reduce fuel consumption.

[0080] As Figure 3 shown, in the third embodiment of the present invention, the difference from the first embodiment is that: the transmission mechanism 5 further includes a second clutch 55, and the second clutch 55 is used to connect or disconnect the two intermediate shafts 50; and the transmission mechanism 5 in the third embodiment does not include the first clutch 54, and the third input shaft 31 and the output shaft 4 are always disconnected.

[0081] Understandably, by connecting the first intermediate shaft 501 and the second intermediate shaft 502, and the first intermediate shaft 501 is in transmission connection with the first input shaft 11 and the output shaft 4, and the second intermediate shaft 502 is in transmission connection with the second input shaft 21 and the third input shaft 31, that is, the second input shaft 21 and the third input shaft 31 can be connected to the output shaft 4, which is used to enable the vehicle to achieve more operating modes, and the structure only adds the second clutch 55, and the structure is simple and convenient to arrange.

[0082] In this embodiment, the second intermediate shaft 502 is sleeved on the first intermediate shaft 501 to achieve relative rotation between the second intermediate shaft 502 and the first intermediate shaft 501.

[0083] It should be noted that when the second clutch 55 disconnects the second intermediate shaft 502 and the first intermediate shaft 501, the longitudinal hybrid drive system 100 can operate in the first mode to the fourth mode as described above.

[0084] Understandably, when the second clutch 55 drives the second intermediate shaft 502 and the first intermediate shaft 501 to be connected, the power of the engine 30 can be transmitted from the third input shaft 31 to the second intermediate shaft 502 through the second transmission assembly 52, then from the second intermediate shaft 502 to the first intermediate shaft 501, and from the first intermediate shaft 501 to the output shaft 4 and the first input shaft 11, so as to drive the vehicle to run or drive the first motor 10 to generate electricity at the same time; the power of the second motor 20 can also be transmitted from the third input shaft 31 to the second intermediate shaft 502 through the second transmission assembly 52, then from the second intermediate shaft 502 to the first intermediate shaft 501, and from the first intermediate shaft 501 to the output shaft 4 to drive the vehicle to run.

[0085] Therefore, when the second clutch 55 connects the second intermediate shaft 502 and the first intermediate shaft 501, the longitudinal hybrid drive system 100 can also achieve the fifth mode to the eleventh mode as described above, and has the same beneficial effects as the longitudinal hybrid drive system 100 in the second embodiment described above, which will not be elaborated here.

[0086] As Figure 4 shown, in the fourth embodiment of the present invention, the difference from the third embodiment is that the transmission assembly simultaneously includes a first clutch 54 and a second clutch 55. The first clutch 54 is used to drive the third input shaft 31 and the output shaft 4 to be connected or disconnected, and the second clutch 55 is used to drive the first intermediate shaft 501 and the second intermediate shaft 502 to be connected or disconnected, wherein the second intermediate shaft 502 is sleeved on the first intermediate shaft 501.

[0087] Understandably, by setting the first clutch 54 and the second clutch 55 at the same time, the power transmission path of the longitudinal hybrid drive system 100 can be made more diversified. For example, in the tenth mode: only the engine 30 is required to drive the vehicle to run. The first method is: through the first clutch 54, the third input shaft 31 and the output shaft 4 are drivingly connected, and the second clutch 55 disconnects the first intermediate shaft 501 and the second intermediate shaft 502. When the engine 30 outputs power, it directly goes from the third input shaft 31 to the output shaft 4. This method has the shortest power transmission path and the least loss, and can quickly drive the vehicle to run; the second method is to disconnect the third input shaft 31 and the output shaft 4 through the first clutch 54 and connect the first intermediate shaft 501 and the second intermediate shaft 502 through the second clutch 55. When the engine 30 outputs power, it directly goes from the third input shaft 31 to the second intermediate shaft 502, then to the first intermediate shaft 501, and finally to the output shaft 4. Among them, the power passes through the second transmission assembly 52 and the first transmission assembly 51, and speed conversion can be achieved to drive the vehicle at a high speed.

[0088] Therefore, in this embodiment, by controlling the first clutch 54 and the second clutch 55, the first mode to the eleventh mode as described above can also be achieved, which has the same beneficial effects as the third embodiment described above and will not be elaborated here. And by setting the first clutch 54 and the second clutch 55 at the same time, the power of the engine 30 and the motor 20 can be transmitted to the output shaft 4 through different transmission paths in the same operating mode to drive the vehicle. The power transmission paths will not be elaborated again. The multiple power transmission paths are applicable to the vehicle driving at different vehicle speeds.

[0089] As Figure 5 shown, in the fifth embodiment of the present invention, the difference from Figure 4 the fourth embodiment shown is that the first intermediate shaft 501 is sleeved on the second intermediate shaft 502. It can be understood that the longitudinally-mounted hybrid drive system 100 in this fifth embodiment has the same beneficial effects as the fourth embodiment, and can also achieve the first mode to the eleventh mode described in the second embodiment above, which will not be elaborated here.

[0090] Please refer to Figures 1 to 5 , in which the first input shaft 11, the second input shaft 21, the third input shaft 31 and the output shaft 4 are coaxially arranged. It can be understood that the coaxial arrangement of the first input shaft 11, the second input shaft 21, the third input shaft 31 and the output shaft 4 is more conducive to power transmission, and the coaxial arrangement is more conducive to layout, and the structure is more compact.

[0091] In one embodiment, a one-way locking mechanism is provided on the third input shaft 31, and the one-way locking mechanism enables the third input shaft 31 to rotate unidirectionally. It can be understood that the one-way locking mechanism enables the third input shaft 31 to only rotate in the same direction as the engine 30, preventing the third input shaft 31 from transmitting power to the engine 30.

[0092] In one embodiment, the third power mechanism 3 further includes a torsional damper 33, and the engine 30 is connected to the third input shaft 31 through the torsional damper 33. It can be understood that through the torsional damper 33, the torsional stiffness between the crankshaft of the engine 30 and the first input shaft 11 can be reduced, thereby reducing the natural frequency of torsional vibration of the transmission system; and the torsional damping of the transmission system can also be increased, suppressing the amplitude of the torsional resonance response, and attenuating the transient torsional vibration generated by the impact.

[0093] The present invention also proposes a hybrid vehicle, and the longitudinally-mounted hybrid drive system 100 described in any of the previous embodiments is applied to this second subject. Since this hybrid vehicle adopts all the technical solutions of all the above embodiments, it has at least all the beneficial effects brought by the technical solutions of the above embodiments, which will not be elaborated one by one here.

[0094] Specifically, the first clutch 54 and the second clutch 55 are synchronizers, toothed clutches, friction plate clutches or one-way clutches.

[0095] It can be understood that when the first clutch 54 is a synchronizer, the synchronizer can synchronize the rotational speeds of the third input shaft 31 and the output shaft, and can normally switch between various modes. Moreover, the synchronizer can also play a buffering role. Similarly, when the second clutch 55 is set as a synchronizer, it has a similar effect for synchronizing rotational speeds, which will not be elaborated here; when the first clutch 54 and the second clutch 55 are toothed clutches, torque transmission can be accurately performed; the friction plate clutch can make torque transmission smooth, quickly and thoroughly disconnect when disengaged, and has good heat dissipation performance; when the first clutch 54 is a one-way clutch, the torque of the third input shaft 31 can be transmitted to the output shaft 4. When the engine 31 is not running, the one-way clutch automatically disengages to prevent the output shaft 4 from driving the third input shaft 31 to rotate. Similarly, when the second clutch 55 is set as a one-way clutch, it has a similar effect for automatically disengaging to prevent reverse power transmission, which will not be elaborated here.

[0096] The above are only exemplary embodiments of the present invention, and do not limit the patent scope of the present invention accordingly. Any equivalent structural transformation made under the technical concept of the present invention by using the content of the specification and drawings of the present invention, or any direct / indirect application in other related technical fields is included in the patent protection scope of the present invention.

Claims

1. A longitudinal hybrid drive system, characterized in that: The longitudinal hybrid drive system comprises: A first power mechanism, the first power mechanism comprising a first motor and a first input shaft, the first input shaft being connected to the first motor; a second power mechanism, the second power mechanism comprising a second motor and a second input shaft, the second input shaft being connected to the second motor; A third power mechanism, the third power mechanism comprising an engine and a third input shaft, the third input shaft is connected to the engine, and the second input shaft is loosely sleeved on the third input shaft; An output shaft, wherein the first input shaft is loosely sleeved on the output shaft; The transmission mechanism comprises two coaxially arranged intermediate shafts, one of which is drivingly connected to the first input shaft and the output shaft, and the other is drivingly connected to the second input shaft and the third input shaft; one of the intermediate shafts is loosely mounted on the other intermediate shaft.

2. The longitudinal hybrid drive system according to claim 1, characterized in that: The intermediate shaft drivingly connected to the first input shaft and the input shaft is a first intermediate shaft; the transmission mechanism further includes a first transmission assembly, and the first transmission assembly includes: a first driving gear, the first driving gear being arranged on the first input shaft; a first driven gear, wherein the first driven gear is disposed on the first intermediate shaft, and the first driving gear is meshed with the first driven gear, so that the first intermediate shaft is drivingly connected to the first input shaft; a first intermediate gear, the first intermediate gear being arranged on the first intermediate shaft; A first output gear is disposed on the output shaft, and the first output gear is meshed with the first intermediate gear so that the first intermediate shaft is drivingly connected to the input shaft.

3. The longitudinal hybrid drive system according to claim 1, characterized in that: The intermediate shaft drivingly connected to the second input shaft and the third input shaft is a second intermediate shaft; the transmission mechanism further includes a second transmission assembly, and the second transmission assembly includes: a second driving gear, the second driving gear being disposed on the second input shaft; a second driven gear, the second driven gear being arranged on the second intermediate shaft, the second driving gear being meshed with the second driven gear, so that the second intermediate shaft is drivingly connected to the second input shaft; a third driving gear, the third driving gear being arranged on the third input shaft; A third driven gear is arranged on the second intermediate shaft, and the third driving gear is meshed with the third driven gear to connect the second intermediate shaft with the third input shaft in driving connection.

4. The longitudinal hybrid drive system according to claim 1, characterized in that: The transmission mechanism further includes a first clutch, which is used to connect or disconnect the third input shaft and the output shaft.

5. The longitudinal hybrid drive system according to claim 4, characterized in that: The intermediate shaft drivingly connected to the second input shaft and the third input shaft is a second intermediate shaft. The transmission mechanism further includes a third transmission assembly, and the third transmission assembly includes: a second output gear, wherein the second output gear is loosely mounted on the output shaft, the second output gear is connected to the first clutch, and the first clutch is further used to connect or disconnect the second output gear from the output shaft; A second intermediate gear, wherein the second intermediate gear is disposed on the second intermediate shaft, and the second intermediate gear is meshed with the second output gear.

6. The longitudinal hybrid drive system according to claim 4, characterized in that: The transmission mechanism further comprises a second clutch, which is used for connecting or disconnecting the two intermediate shafts.

7. The longitudinal hybrid drive system according to any one of claims 1 to 5, characterized in that: The first input shaft, the second input shaft, the third input shaft and the output shaft are coaxially arranged.

8. The longitudinal hybrid drive system according to any one of claims 1 to 5, characterized in that: The third input shaft is provided with a one-way locking mechanism, and the one-way locking mechanism enables the third input shaft to rotate in one direction.

9. The longitudinal hybrid drive system according to claim 6, characterized in that: The first clutch and the second clutch are synchronizers, tooth clutches, friction plate clutches or one-way clutches.

10. A hybrid vehicle, characterized in that: A longitudinal hybrid drive system as claimed in any one of claims 1 to 9 is used.

Images