Hybrid power driving system and vehicle

Abstract

The utility model provides a hybrid power driving system and a vehicle, the system comprises a first driving mechanism and a second driving mechanism, the first driving mechanism comprises an engine, a first clutch, a second clutch, a first motor, a first gear transmission mechanism and a first differential mechanism; the second driving mechanism comprises a second motor, a second gear transmission mechanism and a second differential mechanism; the engine is used for outputting power; the first motor is used for converting power output by the engine into electric energy; the first clutch is used for connecting or disconnecting an engine and the first motor; the second clutch is used for connecting or disconnecting the first motor and the first driving mechanism; the first gear transmission mechanism is arranged between the second clutch and the first differential mechanism and is in transmission connection with the second clutch and the first differential mechanism; the second gear transmission mechanism is arranged between the second motor and the first differential mechanism and is in transmission connection with the second motor and the second differential mechanism.

Description

Technical Field

[0001] The utility model relates to the technical field of new energy vehicles, in particular to a hybrid drive system and a vehicle. Background Technique

[0002] As an important technical means for energy conservation and emission reduction, hybrid vehicles combine the advantages of internal combustion engines and electric motors, providing a more flexible and efficient vehicle power solution. From the perspective of vehicle power sources, hybrid vehicle technology has undoubtedly brought new opportunities for the development of the automotive industry.

[0003] In the prior art, hybrid vehicles usually adopt a four-wheel drive hybrid system, which has good performance in terms of handling stability and off-road obstacle crossing. However, the four-wheel drive hybrid system also has certain defects. For example, in order to achieve the four-wheel drive function, a rear drive motor needs to be added, which undoubtedly increases the complexity and manufacturing cost of the system. In addition, how to further improve the energy conversion efficiency and reduce energy consumption while ensuring performance is also an issue that needs continuous research and improvement in hybrid vehicle technology. Content of the Utility Model

[0004] The utility model provides a hybrid drive system and a vehicle, aiming to solve at least one of the technical problems in the related art to a certain extent.

[0005] To this end, the first object of the utility model is to provide a hybrid drive system, including: a first drive mechanism and a second drive mechanism. The first drive mechanism includes an engine, a first clutch, a second clutch, a first motor, a first gear transmission mechanism and a first differential; the second drive mechanism includes a second motor, a second gear transmission mechanism and a second differential. The engine is used for outputting power; the first motor is used for converting the power output by the engine into electrical energy; the first clutch is used for connecting or disconnecting the engine and the first motor; the second clutch is used for connecting or disconnecting the first motor and the first drive mechanism; the first gear transmission mechanism is arranged between the second clutch and the first differential and is in transmission connection with the second clutch and the first differential; the second gear transmission mechanism is arranged between the second motor and the first differential and is in transmission connection with the second motor and the second differential.

[0006] In addition, the hybrid drive system according to the above embodiment of the utility model may further have the following additional technical features:

[0007] Optionally, the output shaft of the engine is connected to the active end of the first clutch, the output shaft of the first motor is sequentially connected to the active end of the second clutch and the passive end of the first clutch, and the passive end of the second clutch is in transmission connection with the first differential through the first gear transmission mechanism;

[0008] The output shaft of the second motor is drivingly connected to the second differential through the second gear transmission mechanism.

[0009] Optionally, the first gear transmission mechanism includes a first driving gear, an intermediate gear, and a first driven gear; the second gear transmission mechanism includes a second driving gear, a second driven gear, a third driving gear, and a third driven gear;

[0010] The first driving gear is drivingly connected to the passive end of the second clutch, the first driving gear is drivingly connected to the intermediate gear, and the intermediate gear is drivingly connected to the first differential through the first driven gear;

[0011] The output shaft of the second motor is drivingly connected to the second driving gear, the second driving gear is drivingly connected to the second driven gear, the second driven gear is coaxially connected to the third driving gear, and the third driving gear is drivingly connected to the second differential through the third driven gear.

[0012] Optionally, the hybrid drive system further includes a power battery;

[0013] The power battery is connected to the first motor and the second motor to supply electrical energy to the first motor and the second motor.

[0014] Optionally, the engine, the first clutch, the second clutch, and the first motor are coaxial.

[0015] Optionally, the hybrid drive system further includes a controller, and the controller is electrically connected to the first drive mechanism and the second drive mechanism.

[0016] Optionally, the controller is configured to:

[0017] Control the first clutch to disengage, the second clutch to engage, the engine to stop working, the first motor to drive, and the second motor to follow, so that the hybrid drive system is in a pure electric front-wheel drive mode.

[0018] Optionally, the controller is further configured to:

[0019] Control the first clutch to disengage, the second clutch to disengage, the engine to stop working, the first motor to stop working, and the second motor to drive, so that the hybrid drive system is in a pure electric rear-wheel drive mode.

[0020] Optionally, the controller is further configured to:

[0021] Control the first clutch to disengage, the second clutch to engage, the engine to stop working, the first motor to drive, the second motor to drive, and the hybrid drive system to be in pure electric four-wheel drive mode.

[0022] Optionally, the controller is further configured to:

[0023] Control the first clutch to engage, the second clutch to disengage, the engine to drive, the engine to drive the first motor to generate electricity, the second motor to drive, and the hybrid drive system to be in range extender drive mode.

[0024] Optionally, the controller is further configured to:

[0025] Control the first clutch to engage, the second clutch to engage, the engine to drive, the first motor to follow, the second motor to follow, and the hybrid drive system to be in engine direct drive mode.

[0026] Optionally, the controller is further configured to:

[0027] Control the first clutch to engage, the second clutch to engage, the engine to drive, the first motor to drive, the second motor to drive, and the hybrid drive system to be in hybrid four-wheel drive mode.

[0028] Optionally, the controller is further configured to:

[0029] Control the first clutch to disengage, the second clutch to disengage, the engine to stop working, the first motor to stop working, the second motor to generate electricity, and the hybrid drive system to be in single-axis energy recovery mode.

[0030] Optionally, the controller is further configured to:

[0031] Control the first clutch to disengage, the second clutch to engage, the engine to stop working, the first motor to generate electricity, the second motor to generate electricity, and the hybrid drive system to be in dual-axis energy recovery mode.

[0032] Optionally, the controller is further configured to:

[0033] Control the first clutch to disengage, the second clutch to engage, the engine to drive, the engine to drive the first motor to generate electricity, the second motor to generate electricity, and the hybrid drive system to be in parking power generation mode.

[0034] The hybrid drive system provided by the present utility model includes: a first drive mechanism and a second drive mechanism. The first drive mechanism includes an engine, a first clutch, a second clutch, a first motor, a first gear transmission mechanism, and a first differential; the second drive mechanism includes a second motor, a second gear transmission mechanism, and a second differential. The engine is used to output power; the first motor is used to convert the power output by the engine into electrical energy; the first clutch is used to connect or disconnect the engine and the first motor; the second clutch is used to connect or disconnect the first motor and the first gear transmission mechanism; the first gear transmission mechanism is arranged between the second clutch and the first differential and is in transmission connection with the second clutch and the first differential; the second gear transmission mechanism is arranged between the second motor and the second differential and is in transmission connection with the second motor and the second differential. In the present utility model, the engine is coaxially connected to the first motor through the first clutch, which can effectively reduce the radial space. The second clutch is coplanar with the gear mechanism and the differential, that is, there is only one gear plane, thereby effectively reducing the axial space. In addition, by controlling the states of the clutches and the motors, the present utility model greatly improves the proportion of pure electric drive in the total driving mileage, which is beneficial to making full use of clean electrical energy and conforms to the current trend of energy conservation, emission reduction, and green travel. Two motors can be used to achieve series-parallel four-wheel drive, which has a lower cost compared with traditional hybrid systems and maintains excellent four-wheel drive performance at the same time.

[0035] The second object of the present utility model is to propose a vehicle including the above-mentioned hybrid drive system. By controlling the vehicle driving through the hybrid drive system, the purposes of effectively achieving energy conservation, emission reduction, energy recovery, and improving the driving experience are realized. Description of the Drawings

[0036] In order to more clearly illustrate the technical solutions in the present utility model 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 those of the present utility model. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0037] Figure 1 It is a schematic structural diagram of a vehicle as a sedan in an embodiment of the present utility model.

[0038] Figure 2 It is a schematic diagram of the hybrid drive system provided by an embodiment of the present utility model.

[0039] Figure 3 It is a schematic structural diagram of the hybrid drive system provided by an embodiment of the present utility model.

[0040] Figure 4 It is a schematic diagram of the detailed structure of the hybrid drive system provided by an embodiment of the present utility model.

[0041] Figure 5 Schematic diagram of the power source transmission path in the pure electric front-wheel drive mode provided by the embodiment of the present utility model.

[0042] Figure 6 Schematic diagram of the power source transmission path in the pure electric rear-wheel drive mode provided by the embodiment of the present utility model.

[0043] Figure 7 Schematic diagram of the power source transmission path in the pure electric four-wheel drive mode provided by the embodiment of the present utility model.

[0044] Figure 8 Schematic diagram of the power source transmission path in the range extender drive mode provided by the embodiment of the present utility model.

[0045] Figure 9 Schematic diagram of the power source transmission path in the engine direct drive mode provided by the embodiment of the present utility model.

[0046] Figure 10 Schematic diagram of the power source transmission path in the hybrid four-wheel drive mode provided by the embodiment of the present utility model.

[0047] Figure 11 Schematic diagram of the power source transmission path in the single-axis energy recovery mode provided by the embodiment of the present utility model.

[0048] Figure 12 Schematic diagram of the power source transmission path in the dual-axis energy recovery mode provided by the embodiment of the present utility model.

[0049] Figure 13 Schematic diagram of the power source transmission path in the parking power generation mode provided by the embodiment of the present utility model.

[0050] Explanation of reference numerals:

[0051] 1000 - Vehicle, 100 - Hybrid power drive system, 200 - Wheel, 300 - Vehicle body;

[0052] 1 - Engine, 11 - Output shaft of the engine;

[0053] 2 - First clutch, 21 - Active end of the first clutch, 22 - Passive end of the first clutch;

[0054] 3 - Second clutch, 31 - Active end of the second clutch, 32 - Passive end of the second clutch;

[0055] 4 - First motor, 41 - Output shaft of the first motor;

[0056] 5 - First gear transmission mechanism, 51 - First driving gear, 52 - Intermediate gear, 53 - First driven gear;

[0057] 6 - First differential, 9 - Second differential, 10 - Power battery, 11 - Controller;

[0058] 7 - Second motor, 71 - Output shaft of the second motor;

[0059] 8 - Second gear transmission mechanism, 81 - Second driving gear, 82 - Second driven gear, 83 - Third driving gear, 84 - Third driven gear... Detailed implementation manners

[0060] To make the objectives, technical solutions and advantages of the present utility model clearer and more understandable, the following further describes the present utility model in detail with reference to specific embodiments and the accompanying drawings.

[0061] It should be noted that, unless otherwise defined, the technical terms or scientific terms used in the present utility model should have the ordinary meanings understood by those with ordinary skills in the field to which the present utility model belongs. The "first", "second" and similar terms used in the present utility model do not indicate any sequence, quantity or importance, but are only used to distinguish different components. The terms such as "comprising" or "including" mean that the elements or objects appearing before this term cover the elements or objects listed after this term and their equivalents, without excluding other elements or objects. The terms such as "connected" or "coupled" are not limited to physical or mechanical connections, but may include electrical connections, whether direct or indirect. The terms such as "upper", "lower", "left", "right" are only used to represent relative positional relationships, and when the absolute position of the object being described changes, the relative positional relationship may also change accordingly.

[0062] As described in the background art, the four-wheel drive hybrid system is an advanced vehicle drive system that combines four-wheel drive technology and hybrid power technology. It realizes a more efficient and environmentally friendly driving mode by simultaneously using electric drive and internal combustion engine drive on the vehicle. However, the four-wheel drive hybrid system also has certain defects. For example, in order to achieve the four-wheel drive function, it is necessary to add a rear drive motor, which undoubtedly increases the complexity and manufacturing cost of the system. In addition, how to further improve the energy conversion efficiency and reduce energy consumption while ensuring performance is also an issue that needs continuous research and improvement in hybrid vehicle technology.

[0063] The following further details the technical solutions of the present utility model through specific embodiments.

[0064] Refer to Figure 1 , which is a schematic structural diagram of the vehicle 1000 in the embodiment of the present utility model being a sedan.

[0065] The embodiment of the present utility model is a vehicle 1000, including but not limited to sedans, off-road vehicles, buses, trucks, etc.

[0066] In the embodiment of the utility model, the vehicle 1000 is a car. The vehicle 1000 includes a hybrid power drive system 100, wheels 200 and a vehicle body 300. The wheels 200 are rotatably mounted on the vehicle body 300. The hybrid power drive system 100 is mounted inside the vehicle body 300 and can be connected to the wheels 200. The hybrid power drive system 100 can drive the wheels 200 to rotate, that is, the vehicle is a hybrid power vehicle.

[0067] refer to Figure 2 , which is a schematic diagram of a hybrid power drive system provided in an embodiment of the utility model.

[0068] In the embodiment of the utility model, the hybrid drive system 100 includes a first drive mechanism 101 and a second drive mechanism 102. The first drive mechanism 101 includes an engine 1, a first clutch 2, a second clutch 3, a first motor 4, a first gear transmission mechanism 5 and a first differential 6. The second drive mechanism 102 includes a second motor 7, a second wheel transmission mechanism 8, a second differential 9 and a power battery 10.

[0069] The first driving mechanism 101 may be understood as a driving front axle of the vehicle 1000 , and the second driving mechanism 102 may be understood as a driving rear axle of the vehicle 1000 .

[0070] The driven front axle is a device that transmits the forces acting in all directions between the frame and the front wheels and the bending moment and torque generated by them. It is also called a steering axle and is usually located at the front end of the vehicle. It can transmit the steering force output by the steering gear to the wheels, thereby realizing the steering of the vehicle. The front axle is also connected to the steering system through the steering knuckle, making the steering of the vehicle more flexible. The driven rear axle is the rear drive shaft component of the vehicle power transmission. It consists of two half-bridges, which can realize the half-bridge differential movement, and at the same time play the role of supporting the wheels and connecting the rear wheels. The rear axle is also the driving axle of the rear-wheel drive vehicle, providing power to the rear wheels.

[0071] The engine is a device that provides power for the vehicle. It is the heart of the car and determines the car's power, economy, stability and environmental protection. According to the different power sources, the engine can be divided into diesel engines, gasoline engines, electric car motors and hybrid power.

[0072] The gear transmission mechanism includes several pairs of gear pairs, which work together to achieve the transmission effect.

[0073] The motor generally refers to a new type of magnetic levitation motor, also known as an EM motor. This motor is based on magnetic levitation technology, in which magnetic levitation bearings replace traditional mechanical bearings, achieving a contactless and wear-free operation mode. In a hybrid drive system, the EM motor, as one of the key power sources, works in coordination with the fuel engine to achieve more efficient energy conversion and smoother power output.

[0074] A differential is a mechanism that enables the left and right (or upper and lower) drive wheels to rotate at different speeds. It mainly consists of left and right half-axle gears, planetary gears, and a gear carrier. The main functions of the differential include distributing torque between two output shafts; ensuring that the two output shafts rotate at different angular velocities, causing the left and right wheels to roll at different speeds, that is, ensuring pure rolling motion of the two drive wheels on both sides; and being used to ensure power transmission of each drive wheel under various motion conditions to avoid tire slippage on the ground.

[0075] The engine 1 can drive the first motor 4 to generate electricity. The first motor 4 is electrically connected to the power battery 10, and the first motor 4 can charge the power battery 4. The second motor 7 is electrically connected to the power battery 10, and the power battery 10 can supply power to the first motor 4. The first motor 4 is also used to convert the electrical energy output by the power battery 10 into kinetic energy. The differential 6 is drivingly connected to any two opposite wheels 200 on the vehicle 1000.

[0076] Reference Figure 3 , is a schematic structural diagram of the hybrid drive system 100 provided by the embodiment of the present invention.

[0077] In the embodiment of the present invention, the engine 1 is used to output power. The first motor 4 and the second motor 7 are used to convert the power output by the engine 1 into electrical energy. The first clutch 2 is used to connect or disconnect the engine 1 and the first motor 4, and the second clutch 3 is used to connect or disconnect the engine 1, the first motor 4, and the first gear transmission mechanism 5. The first gear transmission mechanism 5 is disposed between the second clutch 3 and the first differential 6 and is drivingly connected to the second clutch 3 and the first differential 6. The second gear transmission mechanism 8 is disposed between the second motor 7 and the first differential 6 and is drivingly connected to the second motor 7 and the second differential 9.

[0078] The engine 1 can drive the first motor 4 to operate through the first gear transmission mechanism 5, enabling the first motor 4 to generate electricity. Moreover, the electric energy of the first motor 4 can be stored in the power battery 10 so that when the power of the power battery 10 is insufficient, it can replenish the power of the power battery 4.

[0079] In a specific implementation, the engine 1, the first clutch 2, the second clutch 3, and the first motor 4 are arranged along the axial direction of the engine (the axial direction of the engine is Figure 3They are distributed in sequence along the X-axis direction (in the X-axis direction in [the relevant context]). The arrangement of these components means that they are arranged on the same straight line. Such a layout ensures a more direct and efficient power transmission between the engine 1 and the first motor 4, reducing energy loss during transmission. Secondly, the coaxial connection also helps to reduce the overall complexity and occupied space of the system, making the entire power system more compact and lightweight. In addition, the embodiments of the present utility model can use flat motors. The use of flat motors also helps to reduce the volume and weight of the entire system, which is of great significance for improving the fuel economy of the vehicle, reducing emissions, and enhancing driving performance. At the same time, the design features of the flat motor also enable it to adapt to various complex working environments, ensuring the stability and reliability of the system.

[0080] In a specific implementation, the first gear transmission mechanism 5, the first differential 6, the second gear transmission mechanism 8, and the second differential 9 are distributed in sequence along a direction intersecting the axial direction of the engine 1 ( Figure 3 in the Y-axis direction in [the relevant context]). The integrated design of the second clutch 3 and the input shaft 41 of the first motor 4 means that the two are integrated into one component, which eliminates the extra space and connecting parts between the clutch and the motor in the traditional design. Such a design not only reduces the number of components but also simplifies the structure of the system, thereby reducing the complexity of manufacturing and assembly.

[0081] Secondly, the coplanar layout of the first gear transmission mechanism 5, the first differential 6, the second gear transmission mechanism 8, and the second differential 9 means that these gears are all located on the same plane. This design eliminates the overlap of the gears in the axial direction, thereby reducing the length of the entire transmission system in the axial direction, helping to reduce the overall size of the system and improve space utilization.

[0082] In addition, due to the gears being coplanar, the transmission path between them is more direct, reducing power loss during transmission. At the same time, the compact layout also helps to reduce the friction and vibration of the system, improving the overall operating stability.

[0083] Refer to Figure 4 , which is a schematic diagram of the detailed structure of the hybrid drive system 100 provided by the embodiments of the present utility model.

[0084] As an optional embodiment, the output shaft 11 of the engine 1 is connected to the driving end 21 of the first clutch 2, the output shaft 41 of the first motor 4 is sequentially connected to the driving end 31 of the second clutch 3 and the driven end 22 of the first clutch 2, the driven end 32 of the second clutch 3 is drivingly connected to the first differential 6 through the first gear transmission mechanism 5, and the output shaft 71 of the second motor 7 is drivingly connected to the second differential 9 through the second gear transmission mechanism 8.

[0085] As an alternative embodiment, the first gear transmission mechanism 5 includes a first driving gear 51, an intermediate gear 52, and a first driven gear 53; the second gear transmission mechanism 8 includes a second driving gear 81, a second driven gear 82, a third driving gear 83, and a third driven gear 84. The first driving gear 51 is drivingly connected to the passive end 32 of the second clutch 3, the first driving gear 51 is drivingly connected to the intermediate gear 52, and the intermediate gear 52 is drivingly connected to the first differential 6 through the first driven gear 53; the output shaft 71 of the second motor 7 is drivingly connected to the second driving gear 81, the second driving gear 81 is drivingly connected to the second driven gear 82, the second driven gear 92 is coaxially connected to the third driving gear 83, and the third driving gear 83 is drivingly connected to the second differential 9 through the third driven gear 84.

[0086] As an alternative embodiment, the power battery 10 is connected to the first motor 4 and the second motor 7 to supply electrical energy to the first motor 4 and the second motor 7.

[0087] Based on the above structure, the vehicle 1000 according to the embodiment of the present invention further includes a controller 11, which is electrically connected to the engine 1, the first motor 4, the second motor 7, the first clutch 2, and the second clutch 3. The controller 11 according to the embodiment of the present invention can control the engine 1, the first motor 4, the second motor 7, the first clutch 2, and the second clutch 3 to be in different states, realizing different driving working modes of the vehicle 1000.

[0088] Referring to Table 1, it is a schematic table of the driving working modes of the hybrid drive system 100 provided by the embodiment of the present invention.

[0089]

[0090] Table 1

[0091] The present invention uses two motors to achieve the function of series-parallel four-wheel drive. This design not only improves the driving performance of the vehicle, especially in complex road conditions or scenarios requiring high traction, but also effectively controls the cost compared to traditional four-wheel drive systems. This enables the hybrid system of the present invention to have high market competitiveness while maintaining high performance.

[0092] Referring to Figure 5 , it is a schematic diagram of the power source transmission path of the pure electric front-wheel drive mode provided by the embodiment of the present invention.

[0093] As an alternative embodiment, the pure electric front-wheel drive mode means that when the vehicle 1000 is under electric drive, only the front wheels provide power for driving and steering. At this time, the controller 11 controls the first clutch 2 to disengage, the second clutch 3 to engage, the engine 1 to stop working, the first motor 4 to drive, and the second motor 7 to follow. The hybrid drive system 100 is in the pure electric front-wheel drive mode. The power battery 10 supplies power to the first motor 4. The first motor 4 drives the first differential 6 to operate through the first gear transmission mechanism 5, and the arrow indicates the power source transmission path. At this time, the vehicle 1000 runs only under the drive of the first motor 4. The second motor 7 following means that it makes adaptive adjustments according to the driving state of the vehicle 1000 and the output of the first motor 4 to provide necessary auxiliary power or perform energy recovery. In addition, since the engine 1 has stopped working, no fuel is consumed and no exhaust gas is emitted, making the pure electric front-wheel drive mode an environmentally friendly and economical driving method.

[0094] Reference Figure 6 , which is a schematic diagram of the power source transmission path of the pure electric rear-wheel drive mode provided by the embodiment of the present invention.

[0095] As an alternative embodiment, the pure electric rear-wheel drive mode means that when the vehicle 1000 is under electric drive, only the rear wheels provide power for driving and steering. At this time, the controller 11 controls the first clutch 2 to disengage, the second clutch 3 to disengage, the engine 1 to stop working, the first motor 4 to stop working, and the second motor 7 to drive. The hybrid drive system 100 is in the pure electric rear-wheel drive mode. The power battery 10 supplies power to the second motor 7. The second motor 7 drives the second differential to operate through the second gear transmission mechanism 8, and the arrow indicates the power source transmission path. At this time, the vehicle 1000 runs only under the drive of the second motor 7. At this time, since both the engine 1 and the first motor 4 do not work, no fuel is consumed and no exhaust gas is emitted, and the pure electric rear-wheel drive mode is also an environmentally friendly and economical driving method.

[0096] Reference Figure 7 , which is a schematic diagram of the power source transmission path of the pure electric four-wheel drive mode provided by the embodiment of the present invention.

[0097] As an alternative embodiment, the pure electric four-wheel drive mode means that the power of the vehicle 1000 is jointly provided by the first motors 4, which respectively drive the front and rear wheels of the vehicle to achieve four-wheel drive. At this time, the controller 11 controls the first clutch 2 to disengage, the second clutch 3 to engage, the engine 1 to stop working, the first motors 4 to drive, the second motors 7 to drive, and the hybrid drive system 100 is in the pure electric four-wheel drive mode. The power battery 10 supplies power to the first motors 4. The first motors 4 drive the first differential 6 to operate through the first gear transmission mechanism 5. The second motors 7 drive the second differential 9 to operate through the second gear transmission mechanism 8. At this time, the vehicle 1000 runs under the drive of the first motors 4, and the arrow indicates the power source transmission path. At this time, since the engine 1 does not participate in the operation, this mode completely relies on electric drive, so it has the characteristics of zero emission and high efficiency.

[0098] In specific implementation, the pure electric four-wheel drive mode is applicable to a variety of driving scenarios, especially in situations where high traction and stability are required, such as off-road driving, hill start, or rapid acceleration. Since power is provided to all four wheels simultaneously, the vehicle can obtain better maneuverability and grip, thereby improving the safety and stability of driving.

[0099] In addition, the pure electric four-wheel drive mode also has the advantages of fast response speed and precise control. The motors can achieve instantaneous start-stop and reverse conversion without waiting for the clutch or gearbox to switch, and can quickly adapt to different road conditions and requirements. At the same time, the electronic control system can adjust the torque output ratio of the front and rear axles and the left and right wheels according to various parameters such as vehicle speed, steering angle, and acceleration to achieve the best traction and stability.

[0100] Reference Figure 8 , is a schematic diagram of the power source transmission path of the range-extended drive mode provided by the embodiment of the present invention.

[0101] As an alternative embodiment, in the range-extended drive mode, the engine 1 not only provides power for the vehicle 1000, but also drives the first motors 4 to generate electricity to charge the power battery 10 or supply power to the second motors 7. This mode can effectively extend the driving range of the vehicle and improve the energy utilization efficiency of the whole vehicle. At this time, the controller 11 controls the first clutch 2 to engage, the second clutch 3 to disengage, the engine 1 to drive, the engine 1 to drive the first motors 4 to generate electricity, the second motors 7 to drive, and the hybrid drive system 100 is in the range-extended drive mode.

[0102] Specifically, the engine 1, as the main power source, is connected to the first gear transmission mechanism 5 through the closed first clutch 2 to drive the vehicle 1000 forward. At the same time, part of the power of the engine 1 is transmitted to the first motor 4, enabling it to operate as an engine to generate electrical energy. This electrical energy can be stored in the power battery 10 for subsequent power supply to the second motor 7 or to supplement power when the power of the engine 1 is insufficient. The second motor 7 also plays a key role in the range-extended driving mode. It can flexibly provide power or perform energy recovery according to the driving state of the vehicle 1000 and the driver's needs. When the vehicle 1000 requires more power, the second motor 7 can work in coordination with the engine 1 to provide additional driving force; while when the vehicle 1000 decelerates or brakes, the second motor 7 can operate as an engine to convert the kinetic energy of the vehicle 1000 into electrical energy and store it in the power battery 10. The arrow indicates the power source transmission path. The range-extended driving mode combines the advantages of the engine and the motor, ensuring both the power performance of the vehicle and improving the energy utilization efficiency. At the same time, since the engine and the motor can work in coordination, the vehicle can maintain efficient energy utilization and excellent driving experience in different driving scenarios.

[0103] Reference Figure 9 , is a schematic diagram of the power source transmission path of the engine direct drive mode provided by the embodiment of the present invention.

[0104] As an optional embodiment, in the engine direct drive mode, the engine 1 becomes the main power source and directly drives the vehicle 1000 forward by closing the first clutch 2 and the second clutch 3. At this time, the first motor 4 does not directly participate in driving but is in a follow-up state, making adaptive adjustments according to the output of the engine 1 and the driving state of the vehicle 1000 to provide necessary auxiliary power or perform energy recovery. At this time, the controller 11 controls the first clutch 2 to close, the second clutch 3 to close, the engine 1 to drive, the first motor 4 to follow, and the second motor 7 to follow. The hybrid drive system 100 is in the engine direct drive mode. The arrow indicates the power source transmission path. The engine direct drive mode is usually applicable to high-speed cruising or stable driving states. At this time, the working efficiency and fuel economy of the engine 1 are better, and its performance advantages can be fully exerted. By direct driving, the loss of power transmission is reduced, and the overall efficiency is improved. At the same time, since the first motor 4 is in a follow-up state, they can fine-tune the output of the engine according to the actual situation to improve the responsiveness and smoothness of the power system. This coordinated work makes the hybrid drive system 100 more flexible and efficient.

[0105] Reference Figure 10 , is a schematic diagram of the power source transmission path of the hybrid four-wheel drive mode provided by the embodiment of the present invention.

[0106] As an alternative embodiment, in the hybrid four-wheel drive mode, the engine 1 serves as one of the main power sources and is connected to the first gear transmission mechanism 5 by closing the first clutch 2 and the second clutch 3, providing a stable and powerful power output for the vehicle 1000. At the same time, the first motor 4 also actively participates in driving. They are connected to the front and rear wheels and provide additional power for the vehicle 1000 through electric drive. At this time, the controller 11 controls the first clutch 2 to close, the second clutch 3 to close, the engine 1 to drive, the first motor 4 to drive, and the second motor 7 to drive. The hybrid drive system 100 is in the hybrid four-wheel drive mode, and the arrow indicates the power source transmission path. The hybrid four-wheel drive mode combines the advantages of the engine and the motor and can flexibly adjust the power output and distribution according to different driving requirements and road conditions. The efficient operation of the engine and the rapid response of the motor enable the hybrid four-wheel drive mode to maintain good fuel economy and emission performance while providing strong power.

[0107] In the hybrid four-wheel drive mode, the vehicle can obtain better handling and stability, especially in complex road conditions or scenarios that require high traction. The coordinated operation of the engine and the motor can ensure that the vehicle can fully exert its power performance and provide an excellent driving experience when accelerating, climbing slopes, or driving off-road.

[0108] Reference Figure 11 , which is a schematic diagram of the power source transmission path of the single-axis energy recovery mode provided by the embodiment of the present invention.

[0109] As an alternative embodiment, in the single-axis energy recovery mode, the vehicle 1000 mainly relies on the kinetic energy during coasting or braking for energy recovery. The second motor 7 operates as an engine, converts the kinetic energy of the vehicle 1000 into electrical energy, and stores it in the power battery 10. In this way, the kinetic energy that might otherwise be wasted is effectively utilized, thereby improving the overall energy utilization efficiency of the vehicle. At this time, the controller 11 controls the first clutch 2 to disengage, the second clutch 3 to disengage, the engine 1 to stop working, the first motor 4 to stop working, and the second motor 7 to generate electricity. The hybrid drive system 100 is in the single-axis energy recovery mode, and the arrow indicates the power source transmission path. The single-axis energy recovery mode is highly efficient when the vehicle decelerates, goes downhill, or coasts for a long time. By recovering the kinetic energy in these scenarios, the hybrid drive system 100 can not only extend the battery's cruising range, reduce the dependence on fossil fuels, but also help reduce the burden on the braking system and extend its service life.

[0110] Reference Figure 12 , which is a schematic diagram of the power source transmission path of the dual-axis energy recovery mode provided by the embodiment of the present invention.

[0111] As an optional embodiment, in the dual-axis energy recovery mode, the kinetic energy of the vehicle 1000 is recovered by the first motor 4. Specifically, when the vehicle decelerates or coasts, the first motor 4 converts the kinetic energy of the front and rear wheels into electrical energy respectively and stores it in the power battery 10. The dual-axis energy recovery method is more efficient than the single-axis energy recovery because it can recover energy from both the front and rear directions simultaneously, reducing energy loss. At this time, the controller 11 controls the first clutch 2 to disengage and the second clutch 3 to engage. The engine 1 stops working, the first motor 4 generates electricity, and the second motor 7 generates electricity. The hybrid drive system 100 is in the dual-axis energy recovery mode, and the arrow indicates the power source transmission path. The dual-axis energy recovery mode not only improves the energy recovery efficiency but also enhances the vehicle's handling stability and driving comfort. Since the two motors work simultaneously, they can control the braking force and speed of the vehicle more precisely, reducing the effect of brake dive and making the driving smoother. In addition, the dual-axis energy recovery mode helps to prevent the drag feeling and poor experience brought by energy recovery. By intelligently adjusting the recovery force of the two motors, the system can recover energy more smoothly, reducing the discomfort of the driver during deceleration or coasting.

[0112] Reference Figure 13 , is a schematic diagram of the power source transmission path of the parking power generation mode provided by the embodiment of the present invention.

[0113] As an optional embodiment, in the parking power generation mode, the engine 1 serves as the main power source and is connected to the first gear transmission mechanism 5 through the engaged first clutch 2 to provide the necessary power for the vehicle 1000 or maintain the vehicle 1000 stationary. At the same time, a part of the power of the engine 1 is transmitted to the first motor 4, causing the first motor 4 to operate as an engine. In this way, the first motor 4 can convert part of the mechanical energy generated by the engine 1 into electrical energy and store it in the power battery 10 for subsequent use. At the same time, the second motor 7 stops working at this time and does not participate in the driving or power generation process. This helps to reduce the energy consumption and complexity of the system, enabling the energy to be recovered and utilized more efficiently. At this time, the controller 11 controls the first clutch 2 to engage and the second clutch 3 to disengage. The engine 1 drives the first motor 4 to generate electricity, and the second motor 7 stops working. The hybrid drive system 100 is in the parking power generation mode, and the arrow indicates the power source transmission path. The parking power generation mode is applicable when the vehicle is stationary or traveling at a low speed, especially when waiting for traffic lights, queuing, or in congestion. Through this mode, the hybrid drive system can effectively recover the excess energy generated by the engine and convert it into electrical energy for storage, thereby improving the energy utilization efficiency and system economy.

[0114] The hybrid drive system 100 provided by the present utility model includes: a first drive mechanism 101 and a second drive mechanism 102. The first drive mechanism 101 includes an engine 1, a first clutch 2, a second clutch 3, a first motor 4, a first gear transmission mechanism 5, and a first differential 6; the second drive mechanism 102 includes a second motor 7, a second gear transmission mechanism 8, and a second differential 9. The engine 1 is used to output power; the first motor 4 is used to convert the power output by the engine 1 into electrical energy; the first clutch 2 is used to connect or disconnect the engine 1 and the first motor 4; the second clutch 3 is used to connect or disconnect the first motor 4 and the first gear transmission mechanism 5; the first gear transmission mechanism 5 is arranged between the second clutch 3 and the first differential 6 and is in transmission connection with the second clutch 3 and the first differential 6; the second gear transmission mechanism 8 is arranged between the second motor 7 and the second differential 9 and is in transmission connection with the second motor 7 and the second differential 9. In the present utility model, the engine 1 is coaxially connected to the first motor 4 through the first clutch 2, which can effectively reduce the radial space. The second clutch 3 is coplanar with the gear mechanisms (5, 8) and the differentials (6, 9), that is, there is only one gear plane, thereby effectively reducing the axial space. In addition, by controlling the states of the clutches and the motors, the present utility model greatly improves the proportion of pure electric drive in the total driving mileage, which is beneficial to making full use of clean electrical energy and conforms to the current trend of energy conservation, emission reduction, and green travel. The use of two motors can achieve series-parallel four-wheel drive, which has a lower cost compared with traditional hybrid systems and at the same time maintains excellent four-wheel drive performance.

[0115] As can be seen from the above, the hybrid drive system 100 of the embodiments of the present utility model has multiple working modes, such as range-extended drive mode, engine direct drive mode, hybrid four-wheel drive mode, and parking power generation mode, etc. These modes can be intelligently switched according to different driving conditions and energy requirements to ensure that the vehicle always operates in the corresponding efficient range. This flexibility and adaptability enable the hybrid drive system of the present utility model to exert the best performance and energy efficiency in different scenarios. Moreover, the present utility model can achieve a larger proportion of pure electric drive, which means that in various driving scenarios, the system can preferentially use the electrical energy in the battery to drive the vehicle and reduce the dependence on the engine. This drive form mainly based on electricity is beneficial to making full use of clean electrical energy, reducing the consumption of fossil fuels, thereby reducing exhaust emissions, and conforming to the development trend of environmental protection. At the same time, pure electric drive can also bring a smoother and quieter driving experience.

[0116] Based on the same inventive concept, corresponding to the method of any of the above embodiments, the present utility model also provides a vehicle 1000, including the hybrid drive system 100 in the above embodiments.

[0117] The vehicle 1000 of the above embodiment is used to implement the hybrid drive system 100 of any of the above embodiments, and has the beneficial effects of the corresponding embodiments, which will not be elaborated here.

[0118] In some embodiments, the vehicle may further include:

[0119] A vehicle body 300 for accommodating the hybrid drive system 100 in the above embodiment;

[0120] Wheels 200 connected to the differential (6, 9) of the hybrid drive system 100 to implement braking of the vehicle 1000.

[0121] Those of ordinary skill in the art should understand that: the discussion of any of the above embodiments is only exemplary and is not intended to imply that the scope of the present invention (including the claims) is limited to these examples; under the concept of the present invention, the technical features in the above embodiments or different embodiments can also be combined, the steps can be implemented in any order, and there are many other variations in different aspects of the above embodiments of the present invention, which are not provided in detail for the sake of brevity.

[0122] In addition, for simplicity of explanation and discussion, and in order not to make the embodiments of the present invention difficult to understand, the well-known power / ground connections to integrated circuit (IC) chips and other components may or may not be shown in the provided drawings. Further, the devices may be shown in block diagram form in order to avoid making the embodiments of the present invention difficult to understand, and this also takes into account the fact that the details of the implementation of these block diagram devices are highly dependent on the platform on which the embodiments of the present invention are to be implemented (i.e., these details should be fully within the understanding of those skilled in the art). In the case where specific details (such as circuits) are set forth to describe exemplary embodiments of the present invention, it will be apparent to those skilled in the art that the embodiments of the present invention may be implemented without these specific details or with variations of these specific details. Therefore, these descriptions should be considered illustrative rather than restrictive.

[0123] Although the present invention has been described in connection with specific embodiments of the present invention, many alternatives, modifications, and variations of these embodiments will be apparent to those of ordinary skill in the art based on the foregoing description. For example, other memory architectures (such as dynamic RAM (DRAM)) may be used with the embodiments discussed.

[0124] Embodiments of the present utility model are intended to cover all such substitutions, modifications, and variations that fall within the broad scope of the appended claims. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the embodiments of the present utility model shall be included within the protection scope of the present utility model.

Claims

1. A hybrid drive system, characterized in that, Including: A first driving mechanism (101) and a second driving mechanism (102), wherein the first driving mechanism (101) includes an engine (1), a first clutch (2), a second clutch (3), a first motor (4), a first gear transmission mechanism (5) and a first differential (6); the second driving mechanism (102) includes a second motor (7), a second gear transmission mechanism (8) and a second differential (9); The engine (1) is used for outputting power; The first motor (4) is used for converting the power output by the engine (1) into electric energy; The first clutch (2) is used for connecting or disconnecting the engine (1) and the first motor (4); The second clutch (3) is used for connecting or disconnecting the first motor (4) and the first gear transmission mechanism (5); The first gear transmission mechanism (5) is arranged between the second clutch (3) and the first differential (6) and is in transmission connection with the second clutch (3) and the first differential (6); The second gear transmission mechanism (8) is arranged between the second motor (7) and the second differential (9) and is in transmission connection with the second motor (7) and the second differential (9).

2. The hybrid drive system according to claim 1, wherein The output shaft (11) of the engine (1) is connected to the driving end (21) of the first clutch (2), the output shaft (41) of the first motor (4) is sequentially connected to the driving end (31) of the second clutch (3) and the driven end (22) of the first clutch (2), and the driven end (32) of the second clutch (3) is in transmission connection with the first differential (6) through the first gear transmission mechanism (5); The output shaft (71) of the second motor (7) is in transmission connection with the second differential (9) through the second gear transmission mechanism (8).

3. The hybrid drive system according to claim 2, wherein, The first gear transmission mechanism (5) includes a first driving gear (51), an intermediate gear (52), and a first driven gear (53); the second gear transmission mechanism (8) includes a second driving gear (81), a second driven gear (82), a third driving gear (83) and a third driven gear (84); The first driving gear (51) is in transmission connection with the driven end (32) of the second clutch (3), the first driving gear (51) is in transmission connection with the intermediate gear (52), and the intermediate gear (52) is in transmission connection with the first differential (6) through the first driven gear (53); The output shaft (71) of the second motor (7) is in transmission connection with the second driving gear (81), the second driving gear (81) is in transmission connection with the second driven gear (82), the second driven gear (82) is coaxially connected to the third driving gear (83), and the third driving gear (83) is in transmission connection with the second differential (9) through the third driven gear (84).

4. The hybrid drive system according to claim 1, wherein, It further includes a power battery (10); The power battery (10) is connected to the first motor (4) and the second motor (7) to supply electrical energy to the first motor (4) and the second motor (7).

5. The hybrid drive system according to claim 1, wherein, The engine (1), the first clutch (2), the second clutch (3), and the first motor (4) are coaxial.

6. The hybrid drive system according to claim 1, characterized in that, It further includes a controller (11), and the controller (11) is electrically connected to the first driving mechanism (101) and the second driving mechanism (102).

7. The hybrid drive system according to claim 6, characterized in that, The controller (11) is configured to: Control the first clutch (2) to disengage, the second clutch (3) to engage, the engine (1) to stop working, the first motor (4) to drive, and the second motor (7) to follow, so that the hybrid drive system (100) is in a pure electric front-wheel drive mode.

8. The hybrid drive system according to claim 6, characterized in that The controller (11) is further configured to: Control the first clutch (2) to disengage, the second clutch (3) to disengage, the engine (1) to stop working, the first motor (4) to stop working, the second motor (7) to drive, so that the hybrid drive system (100) is in a pure electric rear-wheel drive mode.

9. The hybrid drive system according to claim 6, characterized in that, The controller (11) is further configured to: Control the first clutch (2) to disengage, the second clutch (3) to engage, the engine (1) to stop working, the first motor (4) to drive, the second motor (7) to drive, so that the hybrid drive system (100) is in a pure electric four-wheel drive mode.

10. The hybrid drive system according to claim 6, characterized in that, The controller (11) is further configured to: Control the first clutch (2) to engage, the second clutch (3) to disengage, the engine (1) to drive, the engine (1) to drive the first motor (4) to generate electricity, the second motor (7) to drive, so that the hybrid drive system (100) is in an extended-range drive mode.

11. The hybrid drive system according to claim 6, characterized in that The controller (11) is further configured to: Control the first clutch (2) to engage, the second clutch (3) to engage, the engine (1) to drive, the first motor (4) to follow, the second motor (7) to follow, so that the hybrid drive system (100) is in an engine direct drive mode.

12. The hybrid drive system according to claim 6, wherein, The controller (11) is further configured to: Control the first clutch (2) to engage, the second clutch (3) to engage, the engine (1) to drive, the first motor (4) to drive, the second motor (7) to drive, so that the hybrid drive system (100) is in a hybrid four-wheel drive mode.

13. The hybrid drive system according to claim 6, wherein The controller (11) is further configured to: Control the first clutch (2) to disengage, the second clutch (3) to disengage, the engine (1) to stop working, the first motor (4) to stop working, the second motor (7) to generate electricity, so that the hybrid drive system (100) is in a single-axis energy recovery mode.

14. The hybrid drive system according to claim 6, wherein The controller (11) is further configured to: Control the first clutch (2) to disengage, the second clutch (3) to engage, the engine (1) to stop working, the first motor (4) to generate electricity, the second motor (7) to generate electricity, so that the hybrid drive system (100) is in a two-axis energy recovery mode.

15. The hybrid drive system according to claim 6, characterized in that, The controller (11) is further configured to: Control the first clutch (2) to be closed, the second clutch (3) to be disengaged, drive the engine (1), the engine (1) drives the first motor (4) to generate electricity, the second motor (7) stops working, and the hybrid drive system (100) is in the parked power generation mode.

16. A vehicle, characterized in that, Comprising the hybrid drive system (100) according to any one of claims 1-15.

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