Hybrid power driving system and vehicle

Abstract

The utility model relates to the technical field of hybrid power driving, and particularly provides a hybrid power driving system and a vehicle. The hybrid power driving system comprises an engine driving unit arranged in the front-back direction of the vehicle, a transfer case and a motor driving unit arranged in the left-right direction of the vehicle. Wherein the engine driving unit is connected with the transfer case and simultaneously drives a front axle and a rear axle of the vehicle through the transfer case; the motor driving unit is arranged close to the front axle and is in transmission connection with the front axle. According to the hybrid power driving system, the engine driving unit is arranged in the front-back direction of the vehicle, the space of a channel in the vehicle is fully utilized, and the engine driving unit cooperates with the transfer case to construct a four-wheel-drive framework of the vehicle; the motor driving unit is arranged at the position close to the front axle and is transversely arranged in the left-right direction, the occupied front-back longitudinal space of the vehicle can be reduced, the transmission stroke is simple and compact, and therefore the hybrid four-wheel-drive system structure facilitating spatial arrangement is provided.

Description

Technical Field

[0001] This utility model relates to the field of hybrid drive technology, and in particular to a hybrid drive system. Additionally, this utility model also relates to a vehicle. Background Technology

[0002] In traditional hybrid four-wheel drive vehicles, the electric motor drive mechanism is located near the rear axle, and most are decoupled four-wheel drive. Generally speaking, the rear axle requires a large torque, thus requiring a larger power transmission stroke and flexible layout conditions. However, the transmission and conversion of electric motor torque places high demands on the configuration of the power transmission mechanism. A large power transmission stroke requires a large space, which makes the installation and layout at the rear axle of the vehicle inconvenient, seriously affecting the installation and layout of the entire hybrid system, and limiting the power transmission effect and modes of the hybrid system. Utility Model Content

[0003] In view of this, the present invention aims to propose a hybrid drive system to provide a hybrid four-wheel drive system architecture that is easy to arrange in space.

[0004] To achieve the above objectives, the technical solution of this utility model is implemented as follows:

[0005] A hybrid drive system includes an engine drive unit arranged in the longitudinal direction of the vehicle, a transfer case, and an electric motor drive unit arranged in the lateral direction of the vehicle.

[0006] The engine drive unit is connected to the transfer case and drives the front and rear axles of the vehicle simultaneously through the transfer case; the electric motor drive unit is located close to the front axle and is connected to the front axle drive system.

[0007] Furthermore, the front axle includes front axle half shafts located on the left and right sides of the front axle differential respectively; the motor drive unit is connected to one of the two front axle half shafts, and the other front axle half shaft is provided with a first coupling device; the first coupling device is used to engage or disengage the power transmission between the front axle half shaft and the front wheel on the corresponding side.

[0008] Furthermore, the engine drive unit includes an engine located on the front side of the front axle, a first transmission mechanism located between the front axle and the rear axle, and a first drive shaft drivingly connected between the engine and the first transmission mechanism; the transfer case is located on the rear side of the first transmission mechanism and is drivingly connected to the rear axle and the front axle via a second drive shaft and a third drive shaft, respectively.

[0009] Furthermore, it also includes a generator mounted on the power input shaft of the first transmission mechanism, and a second coupling device is provided between the power input shaft and the first transmission shaft; the second coupling device is used to engage or disengage the power transmission between the first transmission shaft and the power input shaft.

[0010] Furthermore, the second driveshaft extends from the transfer case toward the rear of the vehicle and is connected to the rear axle differential on the rear axle via a set of bevel gears.

[0011] Furthermore, the third drive shaft extends forward from the transfer case and is connected to the front axle drive via the motor drive unit or a set of bevel gears.

[0012] Furthermore, the motor drive unit is located on the rear side of the front axle and includes a drive motor and a second transmission mechanism that is connected between the drive motor and the front axle.

[0013] Furthermore, the second transmission mechanism has an input shaft and an output shaft arranged in parallel. The drive motor is connected to the input shaft, and the output shaft is connected to the front axle differential on the front axle. Multiple sets of transmission gears are provided between the input shaft and the output shaft, and the second transmission mechanism is provided with a power switching device. Operating the power switching device can enable one of the sets of transmission gears to form a connection between the input shaft and the output shaft.

[0014] Furthermore, a first gear and a second gear are spaced apart on the input shaft, and a third gear, a fourth gear, and a fifth gear are spaced apart on the output shaft. The first gear and the fourth gear mesh to form a set of transmission gears, and the second gear and the fifth gear mesh to form a set of transmission gears. The third gear meshes with and is connected to the front axle differential. The power switching device includes a synchronizer located on the output shaft between the fourth gear and the fifth gear.

[0015] Compared with the prior art, this utility model has the following advantages:

[0016] (1) In the hybrid drive system of this utility model, the engine drive unit is arranged along the front and rear direction of the vehicle, making full use of the space in the central passage of the vehicle, and working with the transfer case to construct the four-wheel drive architecture of the vehicle; the motor drive unit is located near the front axle and is arranged in a transverse form in the left and right direction, which can reduce the occupation of the longitudinal space of the front and rear of the vehicle, and does not need to occupy the space near the rear axle. While driving the front axle, it can also transmit power to the rear axle through the transfer case; the above overall arrangement occupies less space in the front and rear of the vehicle and the space near the rear axle, and the transmission stroke of the motor drive unit is simple and compact, thus providing a hybrid four-wheel drive system architecture that is easy to arrange in space.

[0017] (2) The motor drive unit is connected to the front axle half-shaft on one side of the front axle. By controlling the disconnection of the first engagement device on the other side of the front axle half-shaft, the front axle can be made to idle. This allows the power of the motor drive unit to be transmitted to the rear axle through the transfer case for rear-wheel drive in the rear-wheel drive off-road mode, thus effectively realizing the four-wheel drive function of the motor drive unit. The placement of the first engagement device on the front axle half-shaft makes full use of the space where the front axle is located, reducing the space occupied by the engagement and disengagement mechanisms required for four-wheel drive in the front and rear spaces of the vehicle. It has the advantages of compact structure and smaller space required for layout.

[0018] (3) The engine of the engine drive unit is located on the front side of the front axle, and the first transmission mechanism of the engine drive unit is located in the middle between the front axle and the rear axle. The transmission between the engine and the first transmission mechanism is realized by using the first drive shaft arranged crosswise with the front axle. The installation space of the engine compartment on the front side of the front axle and the installation space of the middle channel at the bottom of the vehicle are well utilized, and the longitudinal arrangement of the engine drive unit in the front-rear direction of the vehicle is realized, which has excellent arrangement and installation conditions.

[0019] (4) A generator is installed on the power input shaft of the first transmission mechanism. By controlling the on / off state of the second coupling device between the first transmission shaft and the power input shaft of the first transmission mechanism, the vehicle can be flexibly switched between pure electric drive and engine drive modes. When the second coupling device is disconnected, the generator can also be used to drive the first transmission mechanism to provide driving power for the vehicle.

[0020] (5) The second drive shaft between the transfer case and the rear axle is arranged longitudinally, which is suitable for the arrangement space of the middle channel. The rear end of the second drive shaft is connected to the rear axle differential on the rear axle through a bevel gear set, which can realize the conversion of the transmission direction well, so as to smoothly distribute the power of the transfer case to the rear axle and the rear wheels.

[0021] (6) The third drive shaft between the transfer case and the front axle is also arranged longitudinally, which can reduce the occupation of the lateral space in the middle of the vehicle to meet the space requirements of the central passage.

[0022] (7) By placing the motor drive unit on the rear side of the front axle, and adopting a transverse arrangement for the drive motor and the second transmission mechanism, not only is the installation space on the rear side of the front axle fully utilized, but the installation space for the motor drive unit is also greatly saved in the longitudinal direction of the vehicle. Through the above-mentioned crisscross arrangement of the engine drive unit and the motor drive unit, the structural compactness and space-saving of the hybrid drive system are greatly improved; the space requirements for the adjacent parts of the rear axle are reduced, and it is easier to meet the requirements of the large motor transmission torque of the motor drive unit and the overall space layout requirements of the system.

[0023] (8) The second transmission mechanism in the motor drive unit adopts parallel-arranged input and output shafts. By utilizing multiple sets of transmission gears between the input and output shafts, multi-gear transmission control of the motor drive unit can be realized. Both the input and output shafts are arranged laterally along the left-right direction of the vehicle, which can significantly reduce the requirements for the front and rear installation space of the vehicle.

[0024] (9) The second speed change mechanism uses two sets of speed change gears to realize the two-gear transmission control of the second speed change mechanism, which not only meets the speed change requirements of the motor drive unit, but also facilitates the miniaturization and compact design of the second speed change mechanism. By using the power switching device on the output shaft, the power switching between the two gears can be flexibly realized.

[0025] Another objective of this invention is to provide a vehicle employing the hybrid power drive system described herein. The vehicle of this invention possesses the technical advantages of the aforementioned hybrid power drive system. Attached Figure Description

[0026] The accompanying drawings, which form part of this utility model, are used to provide a further understanding of this utility model. The illustrative embodiments and descriptions of this utility model are used to explain this utility model. The directional terms such as front / back, up / down, etc., used therein are only used to indicate relative positional relationships and do not constitute an improper limitation of this utility model. In the drawings:

[0027] Figure 1 This is a schematic diagram of the system structure of the hybrid drive system described in an embodiment of the present invention;

[0028] Figure 2 This is a schematic diagram of the system structure of another configuration of the hybrid drive system described in this utility model embodiment;

[0029] Figure 3 This is a schematic diagram of the transmission structure of the second speed change mechanism of the hybrid drive system described in this embodiment of the present invention.

[0030] Explanation of reference numerals in the attached figures:

[0031] 1. Engine; 2. First drive shaft; 3. First coupling device; 4. Drive motor; 5. Input shaft;

[0032] 6. Generator; 7. First transmission mechanism; 8. Transfer case; 9. Second drive shaft; 10. Rear axle differential;

[0033] 11. First gear; 12. Second gear; 13. Third gear; 14. Fourth gear; 15. Power switching device;

[0034] 16. Fifth gear; 17. Front axle differential; 18. First bevel gear; 19. Second bevel gear; 20. Third driveshaft;

[0035] 21. Output shaft; 22. Second coupling device;

[0036] 30. Front axle; 300. Front wheel; 301. Front axle half-shaft; 31. Rear axle; 310. Rear wheel; 311. Rear axle half-shaft;

[0037] 40. Second transmission mechanism; 90. Third bevel gear. Detailed Implementation

[0038] It should be noted that, unless otherwise specified, the embodiments and features described in these embodiments can be combined with each other.

[0039] In the description of this utility model, it should be stated that if terms indicating orientation or positional relationship, such as "up," "down," "left," "right," "front," "rear," "inner," and "outer," appear, they are based on the orientation or positional relationship shown in the accompanying drawings and are only for the convenience of describing this utility model. They do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed or operated in a specific orientation, and therefore should not be construed as a limitation of this utility model. Taking the vehicle described in this utility model as an example, the directional terms such as "up," "down," "left," "right," "front," and "rear" used in the embodiments are defined based on the vehicle's vertical direction (also known as the height direction), horizontal direction (also known as the width direction), and front-back direction (also known as the length direction). Specifically, as shown in the accompanying drawings, the X direction is the vehicle's front-back direction, where the side pointed by the arrow is "front," and vice versa. The Y direction is the vehicle's horizontal direction, where the side pointed by the arrow is "left," and vice versa. The Z direction is the vehicle's vertical direction, where the side pointed by the arrow is "up," and vice versa. "Inner" and "outer" are defined based on the outline of the corresponding components. For example, "inner" and "outer" are defined based on the outline of the vehicle. The side of the vehicle outline closer to the middle of the vehicle is "inner", and the other side is "outer".

[0040] Furthermore, in the description of this utility model, unless otherwise explicitly defined, the terms "installation," "connection," "joining," and "connector" should be interpreted broadly. For example, a connection can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, or it can be a connection within two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model in light of the specific circumstances. The limiting terms such as "first," "second," "A," "B," "C," and "D" appearing in the description of this utility model are merely for distinguishing similar features in different locations, attributions, or uses, in order to avoid ambiguity and confusion, and should not be construed as indicating or implying relative importance.

[0041] The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0042] Example 1

[0043] This embodiment relates to a hybrid power drive system, specifically providing a hybrid four-wheel drive system architecture that facilitates space layout; an exemplary system structure is as follows: Figure 1 and Figure 2 As shown.

[0044] Overall, the hybrid drive system includes an engine drive unit arranged in the longitudinal direction of the vehicle, a transfer case 8, and an electric motor drive unit arranged in the lateral direction of the vehicle. The engine drive unit is connected to the transfer case 8 and drives both the front axle 30 and the rear axle 31 of the vehicle simultaneously through the transfer case 8; the electric motor drive unit is located close to the front axle 30 and is drive-connected to the front axle 30.

[0045] It should be noted that, based on the above overall design concept, the technical solution of this utility model can adopt a variety of different specific implementation structures, forms, or configuration sequences. For example, the above-mentioned motor drive unit can adopt a transmission form in which the drive motor 4 and the transmission shaft cooperate, or a speed change mechanism can be configured for the drive motor 4 to improve the torque capability and driving effect of the motor drive. The specific arrangement sequence and assembly method of the engine drive unit, transfer case 8, and motor drive unit can also be flexibly adjusted. For the parts required for the implementation of the overall solution but not covered in the above overall setup, reasonable and flexible design can be carried out by referring to mature setup methods in the field and the actual situation during implementation. The specific implementation scheme described below in this embodiment is only one of the many solutions that can be formed by the above various combinations and variations. In actual implementation, those skilled in the art can make flexible adjustments and improvements based on the actual situation. Obviously, the many solutions that can be formed by the above-mentioned combinations and variations, as well as the specific implementation scheme of this embodiment, are all within the protection scope of this utility model.

[0046] For the aforementioned transfer case 8, existing mature products can be used, leveraging the power control mechanism of the transfer case 8 to achieve intelligent torque distribution between the front axle 30 and the rear axle 31 of the vehicle by the hybrid drive system. For example... Figure 1 As shown, the transfer case 8 can disconnect the output to the third driveshaft 20, thereby disconnecting the front axle 30 and transmitting power to the rear axle 31 only; it can also disconnect the power output to the second driveshaft 9, transmitting power to the front axle 30 only. Alternatively, the transfer case 8 can transmit power to both the front axle 30 and the rear axle 31 simultaneously via the third driveshaft 20 and the second driveshaft 9, and intelligently distribute torque according to the torque requirements of the front wheels 300 and the rear wheels 310 of the vehicle.

[0047] Specifically, such as Figure 1 or Figure 2 As shown, in this embodiment, the front axle 30 includes front axle half-shafts 301 located on the left and right sides of the front axle differential 17. The aforementioned motor drive unit is connected to one of the two front axle half-shafts 301, and the other front axle half-shaft 301 is provided with a first coupling device 3; the first coupling device 3 is used to engage or disengage the power transmission between the front axle half-shaft 301 and the corresponding front wheel 300.

[0048] The motor drive unit is connected to the front axle half-shaft 301 on one side of the front axle 30. By controlling the disconnection of the first engagement device 3 on the other side of the front axle half-shaft 301, the front axle 30 can be made to idle. This allows the power of the motor drive unit to be transmitted to the rear axle 31 through the transfer case 8, enabling the rear wheels 310 to be driven in the rear-wheel drive off-road mode. This effectively realizes the four-wheel drive function of the motor drive unit. The placement of the first engagement device 3 on the front axle half-shaft 301 makes full use of the space where the front axle 30 is located, reducing the space occupied by the engagement and disengagement mechanisms required for four-wheel drive in the front and rear spaces of the vehicle. It has the advantages of compact structure and smaller space requirement.

[0049] There are, of course, various structural options available for the specific configuration of the engine drive unit. In this embodiment, such as... Figure 1As shown, the engine drive unit includes an engine 1 located at the front of the front axle 30, a first transmission mechanism 7 located between the front axle 30 and the rear axle 31, and a first driveshaft 2 connecting the engine 1 and the first transmission mechanism 7. The transfer case 8 is located at the rear of the first transmission mechanism 7 and is connected to the rear axle 31 and the front axle 30 via a second driveshaft 9 and a third driveshaft 20, respectively. By positioning the engine 1 at the front of the front axle 30 and the first transmission mechanism 7 at the midpoint between the front axle 30 and the rear axle 31, and utilizing the first driveshaft 2 (which intersects with the front axle 30) to achieve transmission between the engine 1 and the first transmission mechanism 7, the installation space in the engine compartment at the front of the front axle 30 and the central tunnel at the bottom of the vehicle are effectively utilized. This allows for a longitudinal arrangement of the engine drive unit in the longitudinal direction of the vehicle, providing excellent installation conditions.

[0050] Furthermore, the hybrid drive system of this embodiment also includes a generator 6 mounted on the power input shaft of the first transmission mechanism 7, and a second coupling device 22 is provided between the power input shaft and the first drive shaft 2. This second coupling device 22 is used to engage or disengage the power transmission between the first drive shaft 2 and the power input shaft. By mounting the generator 6 on the power input shaft of the first transmission mechanism 7 and controlling the on / off state of the second coupling device 22 between the first drive shaft 2 and the power input shaft of the first transmission mechanism 7, the vehicle can be flexibly switched between pure electric drive and engine drive modes. Even when the second coupling device 22 is disengaged, the generator 6 can still drive the first transmission mechanism 7 to provide driving power to the vehicle. The second coupling device 22 and the aforementioned first coupling device 3 can, of course, be chosen from various options; for example, existing clutches, synchronizers, or similar structures can be used.

[0051] Based on the above configuration, in this embodiment, the second driveshaft 9 extends from the transfer case 8 towards the rear of the vehicle and is connected to the rear axle differential 10 on the rear axle 31 via a set of bevel gears. Specifically, the rear axle differential 10 of the rear axle 31 meshes with a third bevel gear 90 located at the rear end of the second driveshaft 9. The rear axle differential 10 transmits power from the second driveshaft 9 to the rear axle half-shafts 311 on both sides, and then to the rear wheels 310 on both sides. The second driveshaft 9 between the transfer case 8 and the rear axle 31 is arranged longitudinally, which is suitable for the space conditions of the center tunnel. The rear end of the second driveshaft 9 is connected to the rear axle differential 10 on the rear axle 31 via the bevel gear set, which can effectively realize the conversion of the transmission direction, thereby smoothly distributing the power of the transfer case 8 to the rear axle 31 and the rear wheels 310.

[0052] Similarly, in this embodiment, the third driveshaft 20 extends forward from the transfer case 8 and is connected to the front axle 30 via a motor drive unit or a set of bevel gears. In practice, the third driveshaft 20 and the front axle 30 can, of course, be connected via a set of bevel gears; for example... Figure 2 As shown, a first bevel gear 18 is provided on the front axle half-shaft 301 of the front axle 30, and a second bevel gear 19 is provided at the end of the third drive shaft 20. The first bevel gear 18 and the second bevel gear 19 are meshed and connected to realize the conversion of the transmission direction between the third drive shaft 20 and the front axle 30. When the second transmission mechanism 40 in the motor drive unit is provided with the output shaft 21 described below, based on the transmission connection between the output shaft 21 and the front axle half-shaft 301, it is also possible to... Figure 1 As shown, the first bevel gear 18 is positioned at the end of the output shaft 21, thereby enabling the third drive shaft 20 to achieve a transmission connection with the front axle 30 via the motor drive unit. The third drive shaft 20 between the transfer case 8 and the front axle 30 also adopts a longitudinal arrangement, which can reduce the occupation of the lateral space in the middle of the vehicle to meet the spatial requirements of the center tunnel.

[0053] There are, of course, various structural solutions for the specific configuration of the motor drive unit. In this embodiment, such as... Figure 1 As shown, the motor drive unit is located at the rear of the front axle 30, including a drive motor 4 and a second transmission mechanism 40 that is connected between the drive motor 4 and the front axle 30. By placing the motor drive unit at the rear of the front axle 30 and arranging the drive motor 4 and the second transmission mechanism 40 laterally, not only is the installation space at the rear of the front axle 30 fully utilized, but the installation space for the motor drive unit is also significantly reduced in the longitudinal direction of the vehicle. This crisscrossing arrangement of the engine drive unit and the motor drive unit greatly improves the structural compactness and space efficiency of the hybrid drive system; it also reduces the space requirements for the adjacent parts of the rear axle 31, making it easier to meet the high torque requirements of the motor drive unit and the overall space requirements of the system.

[0054] Specifically, the second transmission mechanism 40 in this embodiment has an input shaft 5 and an output shaft 21 arranged in parallel. The drive motor 4 is connected to the input shaft 5, and the output shaft 21 is connected to the front axle differential 17 on the front axle 30. Multiple sets of transmission gears are provided between the input shaft 5 and the output shaft 21, and the second transmission mechanism 40 is provided with a power switching device 15. By operating the power switching device 15, one of the aforementioned transmission gears can be connected between the input shaft 5 and the output shaft 21. The second transmission mechanism 40 in the motor drive unit uses the parallel-arranged input shaft 5 and output shaft 21. By utilizing the multiple sets of transmission gears between the input shaft 5 and the output shaft 21, multi-gear transmission control of the motor drive unit can be realized. Both the input shaft 5 and the output shaft 21 are arranged laterally along the left-right direction of the vehicle, which can significantly reduce the requirements for the front and rear installation space of the vehicle.

[0055] Of course, the number of gear sets in the second speed-changing mechanism 40 can be reasonably configured according to the driving gear requirements of the drive motor 4. In this embodiment, such as Figure 2 and combined Figure 3 As shown, a first gear 11 and a second gear 12 are spaced apart on the input shaft 5, and a third gear 13, a fourth gear 14, and a fifth gear 16 are spaced apart on the output shaft 21. The first gear 11 and the fourth gear 14 mesh to form a set of gears, the second gear 12 and the fifth gear 16 mesh to form another set of gears, and the third gear 13 meshes with the front axle differential 17. The aforementioned power switching device 15 includes a synchronizer located on the output shaft 21 between the fourth gear 14 and the fifth gear 16. The second transmission mechanism 40 uses two sets of gears to achieve two-gear transmission control, which not only meets the speed change requirements of the motor drive unit but also facilitates the miniaturization and compact design of the second transmission mechanism 40. The power switching device 15 on the output shaft 21 allows for flexible power switching between the two gears.

[0056] Based on the overall setup described above, the hybrid drive system in this embodiment offers seven drive modes to choose from. The specific modes and their transmission configurations are as follows:

[0057] I. Pure Electric Four-Wheel Drive Mode:

[0058] At this time, the second engagement device 22 is disengaged, and the first engagement device 3 is engaged. Four-wheel drive is achieved by individually driving either the generator 6* or the drive motor 4. Simultaneously, the generator 6 and / or the drive motor 4 can output power to achieve high-torque four-wheel drive functionality. The specific power transmission path can be combined with... Figure 1As shown, when generator 6 provides power, generator 6 transmits the power to transfer case 8 via first transmission mechanism 7. Transfer case 8 performs intelligent torque distribution according to the torque requirements of the front and rear wheels of the vehicle, and transmits the power to third drive shaft 20 and second drive shaft 9 respectively. Second drive shaft 9 transmits the power to the two rear wheels 310 of rear axle 31 through rear axle differential 10 to drive the vehicle. Third drive shaft 20 transmits the power to the two front wheels 300 through first bevel gear 18, second bevel gear 19, output shaft 21, third gear 13 and front axle differential 17 to drive the vehicle.

[0059] When the drive motor 4 provides power, the drive motor 4 transmits power from the input shaft 5 through the first gear 11 and the fourth gear 14, or through the second gear 12 and the fifth gear 16 (using the power switching device 15 to switch gears), and transmits the power to the output shaft 21. The output shaft 21 transmits the power to the front axle differential 17 and the third drive shaft 20 respectively. The front axle differential 17 drives the front wheels 300 to drive the vehicle. The third drive shaft 20 transmits the power to the transfer case 8. The transfer case 8 performs intelligent torque distribution according to the torque requirements of the front and rear wheels of the vehicle, and transmits the power to the third drive shaft 20 and the second drive shaft 9 respectively. The second drive shaft 9 transmits the power to the rear wheels 310 through the rear axle differential 10 to drive the vehicle.

[0060] When generator 6 and drive motor 4 output power simultaneously, the power transmission can be analyzed by combining the two situations mentioned above. Finally, the power is intelligently distributed by transfer case 8 according to the torque requirements of the front and rear wheels of the vehicle, and the power is transmitted to the front wheel 300 and the rear wheel 310 respectively to drive the vehicle.

[0061] II. Pure Electric Front-Wheel Drive Mode:

[0062] In this mode, the second coupling device 22 is disconnected and the first coupling device 3 is engaged. Front drive can be achieved by driving either the generator 6 or the drive motor 4 independently. The specific power flow is as follows: When the generator 6 provides power alone, the transfer case 8 disconnects the output of the second drive shaft 9 to achieve front drive; when the drive motor 4 provides power alone, the transfer case 8 disconnects the outputs of both the second drive shaft 9 and the third drive shaft 20, and the drive motor 4 transmits power to the front axle 30 only through the second transmission mechanism 40 to achieve front drive; when the generator 6 and the drive motor 4 provide power together, the transfer case 8 disconnects the output of the second drive shaft 9, thereby disconnecting the rear axle 31 to achieve front drive.

[0063] III. Pure Electric Rear-Wheel Drive Mode:

[0064] In this mode, the second coupling device 22 is disconnected and the first coupling device 3 is disconnected. Front drive can be achieved by driving the generator 6 or the drive motor 4 separately. The specific power flow is as follows: When the generator 6 provides power alone, the transfer case 8 disconnects the front axle 30 connected by the third drive shaft 20 to achieve rear drive. When the drive motor 4 provides power alone, since the first coupling device 3 is disconnected, the front axle 30 idles and does not require torque input. The drive motor 4 transmits power to the transfer case 8 through the second transmission mechanism 40 and the third drive shaft 20, and then the transfer case 8 drives the rear axle 31 through the second drive shaft 9 to achieve rear drive. When the generator 6 and the drive motor 4 provide power together, it is a combination of the above two situations. The transfer case 8 disconnects the power input to the front axle 30 to achieve rear drive.

[0065] IV. Series Hybrid Mode:

[0066] In this mode, the second engagement device 22 and the first engagement device 3 are engaged. The engine 1 can drive the generator 6 to generate electricity. At the same time, the engine 1 provides power to the front axle 30 and / or the rear axle 31 through the first transmission mechanism 7 and the transfer case 8. Simultaneously, it can provide power to drive the vehicle through the drive motor 4. In this mode, two-wheel drive or four-wheel drive can be achieved by controlling different power output states of the transfer case 8. The power transmission situation can be referred to the analysis of the various modes above, and will not be repeated here.

[0067] V. Parallel Hybrid Mode: In this mode, the second coupling device 22 engages, the first coupling device 3 engages, and the engine 1 and generator 6 work together to provide power. At the same time, the drive motor 4 also provides power. At this time, two-wheel drive or four-wheel drive can be achieved by controlling different power output states of the transfer case 8. The power transmission situation can be referred to the analysis of the various modes above, and will not be repeated here.

[0068] VI. Rear-wheel drive traction mode:

[0069] This mode is used when the front wheel 300 is detected to be slipping. At this time, the second engagement device 22 engages and the first engagement device 3 disengages. The engine 1, generator 6, and drive motor 4 jointly provide power, which is transmitted to the rear wheel 310 through the transfer case 8 to get out of trouble.

[0070] VII. Front-wheel drive traction mode:

[0071] This mode is used when the rear wheel 310 is detected to be slipping. At this time, the second engagement device 22 and the first engagement device 3 are engaged. The engine 1, generator 6, and drive motor 4 work together to transmit power to the front wheel 300 through the transfer case 8, thus achieving the goal of getting out of trouble.

[0072] In summary, the hybrid drive system of this embodiment features an engine drive unit arranged along the vehicle's longitudinal direction, making full use of the space in the vehicle's central aisle. Working in conjunction with the transfer case 8, it constructs a four-wheel drive architecture. The electric motor drive unit is positioned near the front axle 30 and is transversely mounted in the left-right direction, reducing its occupancy of the vehicle's longitudinal space and eliminating the need to occupy space near the rear axle 31. While driving the front axle 30, it can also transmit power to the rear axle 31 via the transfer case 8. This overall arrangement minimizes the occupancy of the vehicle's longitudinal space and the space near the rear axle 31, and the electric motor drive unit's transmission stroke is simple and compact. This provides a space-efficient hybrid four-wheel drive system architecture that enables the vehicle to drive in multiple modes.

[0073] Example 2

[0074] This embodiment relates to a vehicle that uses the hybrid drive system provided in Embodiment 1.

[0075] By employing the hybrid drive system of this invention, and through the rational arrangement of the engine drive unit and the electric motor drive unit, the power is flexibly distributed to the front axle 30 and the rear axle 31 via the transfer case 8. This results in a short power transmission path and high efficiency. When the rear axle 31 slips, power can be transmitted to the front axle 30 via the transfer case 8, providing strong power to the front axle 30. Conversely, when the front axle 30 slips, power can be transmitted to the rear axle 31 via the transfer case 8 for driving and extrication. Under normal driving conditions, the drive motor 4 can also drive the front axle 30 for extended periods of vehicle driving via the second transmission mechanism 40, using a relatively simple power transmission path.

[0076] The above description is merely a preferred embodiment of this utility model. Detailed explanations of configurations, examples of specific structural arrangements, and descriptions of assembly and connection methods are provided to ensure sufficient disclosure so that those skilled in the art can better implement this utility model, and are not intended to limit the scope of protection of this utility model. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of this utility model should be included within the scope of protection of this utility model.

Claims

1. A hybrid drive system, characterized in that: comprising an engine drive unit arranged along the front-rear direction of the vehicle, a transfer (8), and an electric motor drive unit arranged along the left-right direction of the vehicle; the engine drive unit is connected with the transfer (8) and simultaneously drives the front axle (30) and the rear axle (31) of the vehicle through the transfer (8); the electric motor drive unit is arranged close to the front axle (30) and is connected in transmission with the front axle (30).

2. The hybrid drive system according to claim 1, characterized in that: the front axle (30) comprises front axle half shafts (301) respectively arranged on the left and right sides of the front axle differential (17); the electric motor drive unit is connected in transmission with one of the two front axle half shafts (301), and the other front axle half shaft (301) is provided with a first coupling device (3); the first coupling device (3) is used for engaging or cutting off the power transmission between the front axle half shaft (301) and the front wheel (300) on the corresponding side.

3. The hybrid drive system according to claim 1, characterized in that: the engine drive unit comprises an engine (1) arranged on the front side of the front axle (30), a first transmission mechanism (7) arranged between the front axle (30) and the rear axle (31), and a first transmission shaft (2) connected in transmission between the engine (1) and the first transmission mechanism (7); the transfer (8) is arranged on the rear side of the first transmission mechanism (7) and is connected in transmission with the rear axle (31) and the front axle (30) through a second transmission shaft (9) and a third transmission shaft (20) respectively.

4. The hybrid drive system according to claim 3, characterized in that: further comprising a generator (6) arranged on the power input shaft of the first transmission mechanism (7), and a second coupling device (22) arranged between the power input shaft and the first transmission shaft (2); the second coupling device (22) is used for engaging or cutting off the power transmission between the first transmission shaft (2) and the power input shaft.

5. The hybrid drive system according to claim 3, characterized in that: the second transmission shaft (9) is arranged extending towards the rear of the vehicle from the transfer (8) and is connected in transmission with the rear axle differential (10) on the rear axle (31) through a set of bevel gears.

6. The hybrid drive system according to claim 3, characterized in that: the third transmission shaft (20) is arranged extending towards the front of the vehicle from the transfer (8) and is connected in transmission with the front axle (30) through the electric motor drive unit or a set of bevel gears.

7. The hybrid drive system according to any one of claims 1 to 6, characterized in that: the electric motor drive unit is arranged on the rear side of the front axle (30) and comprises a drive motor (4) and a second transmission mechanism (40) connected in transmission between the drive motor (4) and the front axle (30).

8. The hybrid drive system according to claim 7, characterized in that: ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ The second transmission mechanism (40) has an input shaft (5) and an output shaft (21) arranged in parallel, the driving motor (4) is connected to the input shaft (5), and the output shaft (21) is in driving connection with a front axle differential (17) on the front axle (30); A plurality of groups of transmission gears are arranged between the input shaft (5) and the output shaft (21), and a power switching device (15) is arranged in the second transmission mechanism (40), and operating the power switching device (15) can form a connection between the input shaft (5) and the output shaft (21) by one of the groups of transmission gears.

9. The hybrid drive system according to claim 8, characterized in that: The first gear (11) and the second gear (12) are arranged on the input shaft (5) at intervals, the third gear (13), the fourth gear (14) and the fifth gear (16) are arranged on the output shaft (21) at intervals, the first gear (11) and the fourth gear (14) are in meshing connection to form a group of transmission gears, the second gear (12) and the fifth gear (16) are in meshing connection to form a group of transmission gears, and the third gear (13) is in meshing connection with the front axle differential (17); The power switching device (15) comprises a synchronizer arranged on the output shaft (21) between the fourth gear (14) and the fifth gear (16).

10. A vehicle, characterized in that: The vehicle adopts the hybrid drive system according to any one of claims 1 to 9.

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