Power driving system of hybrid power vehicle and vehicle

Abstract

The utility model discloses a power driving system of a hybrid vehicle and the vehicle. The system comprises a front driving unit used for selectively driving a front axle, a rear driving unit used for driving a rear axle and a power battery used for supplying power to the front driving unit and the rear driving unit. The front driving unit comprises a front area controller, and an engine, a first bidirectional clutch, a front motor and a second bidirectional clutch which are in transmission connection in sequence; the first bidirectional clutch is arranged between the engine and the front motor, and the second bidirectional clutch is arranged between the front motor and the front axle; two output ends of the front motor are respectively connected with the first bidirectional clutch and the second bidirectional clutch; the front domain controller is connected with the front motor, the power battery, the first bidirectional clutch and the second bidirectional clutch and used for selectively controlling combination or disconnection of the first bidirectional clutch and / or the second bidirectional clutch so as to control the front motor to charge and discharge the power battery.

Description

Technical Field

[0001] This utility model belongs to the field of hybrid vehicle technology, specifically relating to a power drive system and vehicle for a hybrid vehicle. Background Technology

[0002] Range-extended electric vehicles (REEVs) are a type of new energy vehicle that combines electric drive with an internal combustion engine to generate electricity. They add an internal combustion engine (usually a small motor) to a pure electric vehicle to charge the battery when its charge is low, thus extending the vehicle's driving range.

[0003] In the traditional two-wheel-drive range-extended electric vehicle (REEV) powertrain, there is a P1 motor on the front axle and a P4 motor on the rear axle. The P1 motor on the front axle functions solely as a generator. In a traditional four-wheel-drive REEV, an additional P3 motor is added to the front axle, creating a dual-motor configuration (P1 and P3). In this configuration, the P3 motor functions as an electric motor, the P1 motor continues to function as a generator, and the P4 motor on the rear axle functions as an electric motor. In other words, current four-wheel-drive REEVs have two motors mounted on the front axle, which not only restricts vehicle design and space but also significantly increases manufacturing costs.

[0004] In other words, the existing four-wheel drive solutions require the addition of a P3 motor at the front of the vehicle, which increases the overall cost of the vehicle. This makes users pay a high price for four-wheel drive performance, thus hindering the widespread adoption of four-wheel drive technology. Utility Model Content

[0005] In view of the shortcomings of the prior art described above, the purpose of this utility model is to provide a power drive system for hybrid vehicles in an attempt to solve the problem of high cost of existing four-wheel drive solutions.

[0006] To achieve the above objectives, the first aspect of this utility model adopts the following technical solution: a power drive system for a hybrid vehicle, comprising a front drive unit for selectively driving the front axle, a rear drive unit for driving the rear axle, and a power battery for supplying power to the front drive unit and the rear drive unit; the front drive unit includes a front domain controller, and an engine, a first bidirectional clutch, a front motor, and a second bidirectional clutch connected in sequence; the first bidirectional clutch is disposed between the engine and the front motor, and the second bidirectional clutch is disposed between the front motor and the front axle; the two output terminals of the front motor are respectively connected to the first bidirectional clutch and the second bidirectional clutch; the front domain controller is connected to the front motor, the power battery, the first bidirectional clutch, and the second bidirectional clutch, respectively, for selectively controlling the engagement or disengagement of the first bidirectional clutch and / or the second bidirectional clutch to control the front motor to charge and discharge the power battery.

[0007] In one embodiment of this utility model, the first bidirectional clutch has a first end and a second end that can be engaged and disengaged in both directions. The first end is fixedly connected to the output end of the engine, and the second end is fixedly connected to one output end of the front motor. The second bidirectional clutch has a third end and a fourth end that can be engaged and disengaged in both directions. The third end is fixedly connected to the other output end of the front motor, and the fourth end is connected to the front axle drive.

[0008] In one embodiment of this utility model, the front drive unit further includes a front differential and a front reducer. The front differential is fixed on the front axle, and the front reducer is connected to the fourth end of the second bidirectional clutch and the front differential respectively.

[0009] In one embodiment of this utility model, the front reducer includes a first front gear set and a second front gear set that are connected in transmission. The first front gear set is fixedly connected to the fourth end of the second bidirectional clutch. One end of the second front gear set is connected in transmission to the first front gear set, and the other end is connected in transmission to the front reducer. The speed ratios of the first front gear set and the second front gear set are 3 and 3.6, respectively.

[0010] In one embodiment of this utility model, when the front domain controller engages the first bidirectional clutch and disengages the second bidirectional clutch, the front domain controller controls the front motor to generate electricity under the drive of the engine; when the front domain controller disengages the first bidirectional clutch and engages the second bidirectional clutch, the front domain controller controls the power battery to discharge to the front motor, so that the front motor drives the front axle to rotate; or the front axle drives the front motor to rotate to charge the power battery; when the front domain controller disengages the first bidirectional clutch and disengages the second bidirectional clutch, the vehicle is in a two-wheel drive mode driven only by the rear drive unit; when the front domain controller engages the first bidirectional clutch and engages the second bidirectional clutch, the engine directly drives the front axle, or the engine and the front motor jointly drive the front axle directly.

[0011] In one embodiment of this utility model, the rear drive unit includes a rear domain controller and a rear motor, a rear reducer, and a rear differential connected in sequence. The rear differential is fixedly mounted on the rear axle of the vehicle. The rear reducer is connected in transmission to the rear motor and the rear differential respectively. The rear domain controller is connected to the rear motor and the power battery respectively to control the rear motor to charge and discharge the power battery.

[0012] In one embodiment of this utility model, the rear reducer includes a first rear gear set and a second rear gear set that are connected in transmission. The first rear gear set is fixedly connected to the output end of the rear motor. One end of the second rear gear set is connected in transmission to the first rear gear set, and the other end is connected in transmission to the rear reducer. The speed ratios of the first rear gear set and the second rear gear set are 2.8 and 3.6, respectively.

[0013] In one embodiment of this utility model, the front domain controller is electrically connected to the back domain controller.

[0014] In one embodiment of this utility model, the front motor is a bidirectional motor, and the two output ends of the front motor are coaxially arranged and move synchronously.

[0015] A second aspect of this invention provides a vehicle comprising the power drive system of the hybrid vehicle described in the first aspect of this invention.

[0016] Compared with existing technologies, this utility model includes at least one of the following beneficial technical effects: By setting a front domain controller, a first bidirectional clutch, a second bidirectional clutch, an engine, and a front motor, the front motor can be effectively reused, allowing it to be used as both a generator and a motor. This effectively solves the problem in existing range-extended vehicles where two motors are needed on the front axle to function as a generator and a motor respectively for four-wheel drive. This significantly reduces the design space and manufacturing cost of the powertrain system for four-wheel drive range-extended vehicles. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of this utility model, the drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 This is a schematic diagram of an operating condition of the power drive system of a hybrid vehicle provided in a specific embodiment of the present invention;

[0019] Figure 2 This is a schematic diagram of another operating condition of the power drive system of a hybrid vehicle provided in a specific embodiment of the present invention.

[0020] Explanation of reference numerals in the attached figures:

[0021] 1. Engine; 5. Front differential; 6. Front axle; 12. Front reducer; 121. First front gear set; 122. Second front gear set; 13. Front motor; 14. Front stator; 15. Front rotor; 16. Front domain controller; 17. First bidirectional clutch; 171. First end; 172. Second end; 18. Second bidirectional clutch; 181. Third end; 182. Fourth end;

[0022] 20. Rear motor; 21. Rear stator; 22. Rear rotor; 23. Rear domain controller; 24. Rear reducer; 241. First rear gear set; 242. Second rear gear set; 25. Rear differential; 26. Rear axle;

[0023] 30. Power battery. Detailed Implementation

[0024] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present utility model. In addition, it should be understood that the specific embodiments described herein are only used for illustration and explanation of the present utility model, and are not intended to limit the present utility model. In the present utility model, unless otherwise stated, directional terms such as "up," "down," "left," "right," "front," and "back" generally refer to up, down, left, and right in the actual use or working state of the device, specifically the drawing directions in the accompanying drawings.

[0025] It should be noted that the order of description of the following embodiments is not intended to limit the preferred order of embodiments of this utility model. Furthermore, the descriptions of each embodiment in the following embodiments have their own emphasis; for parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0026] Please see Figure 1 The figure illustrates a hybrid vehicle's powertrain system and the vehicle itself, including a front drive unit located at the front of the vehicle, a rear drive unit located at the rear of the vehicle, and a power battery 30. The power battery 30 is electrically connected to both the front and rear drive units, providing power to them. Preferably, the power battery 30 is positioned between the front and rear drive units to minimize the length of the wiring harnesses connecting the power battery 30 to the front and rear drive units, thereby minimizing the overall weight of the vehicle.

[0027] The front drive unit is used to selectively drive the front axle 6 of the vehicle. The front drive unit includes a front domain controller 16, a first two-way clutch 17, a second two-way clutch 18, an engine 1, and a front motor 13. The first two-way clutch 17 and the second two-way clutch 18 can freely transmit and disengage power in both directions. As two-way clutches, there are many solutions in the prior art, which will not be elaborated here.

[0028] The front motor 13 has two opposing output terminals, which are coaxially mounted on the front rotor 15 of the front motor 13, allowing them to move simultaneously under the drive of the front stator 14. The two output terminals of the front motor 13 are fixedly connected to a first bidirectional clutch 17 and a second bidirectional clutch 18, respectively. The first bidirectional clutch 17 is located on the side of the front motor 13 closer to the engine 1, and the second bidirectional clutch 18 is located on the side of the front motor 13 farther from the engine 1. Preferably, the front motor 13 is a bidirectional motor, meaning it can function as both a generator and a motor. Numerous implementations of this design exist in the prior art, and will not be detailed further.

[0029] The first bidirectional clutch 17 has a first end 171 and a second end 172 that can be selectively engaged and disengaged. The first end 171 of the first bidirectional clutch 17 is coupled to the output end of the engine 1, and the second end 172 is coupled to one output end of the front motor 13, so that the engine 1 and the front motor 13 can freely transmit and disconnect power through the first bidirectional clutch 17. Similarly, the second bidirectional clutch 18 has a third end 181 and a fourth end 182 that can be selectively engaged and disengaged. The third end 181 of the second bidirectional clutch 18 is coupled to the other output end of the front motor 13, and the fourth end 182 is drive-connected to the front axle 6 of the vehicle, so that the front motor 13 and the front axle 6 of the vehicle can freely transmit and disconnect power through the second bidirectional clutch 18.

[0030] The reason for choosing a two-way clutch instead of a one-way clutch is understandable. In this design, when generating electricity, the engine 1 needs to drive the front motor 13, and when starting the engine 1, the front motor 13 needs to drive the crankshaft of the engine 1 in turn. Therefore, the first two-way clutch 17 is a two-way clutch. In addition, when driving the vehicle, the front motor 13 needs to drive the front reducer 12, and when regenerative braking is needed, the front reducer 12 needs to drive the front motor 13 in turn. Therefore, the second two-way clutch 18 is a two-way clutch.

[0031] The front domain controller 16 is connected to the engine 1, the first bidirectional clutch 17, the front motor 13, the second bidirectional clutch 18 and the power battery 30 respectively, and then controls the engine 1, the first bidirectional clutch 17, the front motor 13 and the second bidirectional clutch 18 to start or stop according to different instructions.

[0032] When the power battery 30 has a low charge and needs to generate electricity, the second bidirectional clutch 18 between the front motor 13 and the front axle 6 is disengaged by the front domain controller 16, and the first bidirectional clutch 17 between the engine 1 and the front motor 13 is engaged. At this time, the power battery 30 first supplies power to the front motor 13. After starting the engine 1, the engine 1 drives the front motor 13 to rotate. The front motor 13 generates current under the action of the engine 1 and transmits it to the power battery 30 or the rear motor 20 through the front domain controller 16. At this time, the front motor 13 works as a generator, so that the range extender formed by the engine 1 and the front motor 13 can generate electricity to charge the power battery 30 or directly drive the rear motor 20. This is the charging mode.

[0033] It is understandable that at this time, the front domain controller 16 can directly transmit the current generated by the front motor 13 to the rear drive unit, thereby directly providing power to the rear drive unit. This is the two-drive mode of generating electricity.

[0034] Therefore, when the vehicle is in energy recovery mode, the second bidirectional clutch 18 between the front motor 13 and the front axle 6 can be engaged by the front domain controller 16, the first bidirectional clutch 17 between the engine 1 and the front motor 13 can be disengaged, and the power battery 30 does not supply power to the front motor 13, while the front motor 13 supplies power to the power battery 30 in the reverse direction, thereby realizing energy recovery for the whole vehicle.

[0035] When the power battery 30 has a high charge level, or when there is a high demand for power, or under special conditions (such as high-speed cornering or getting out of trouble), the first bidirectional clutch 17 between the engine 1 and the front motor 13 is disengaged by the front domain controller 16, while the second bidirectional clutch 18 between the front motor 13 and the front axle 6 is engaged. At this time, the front motor 13 works as a drive motor. The power output of the front motor 13 is transmitted to the front axle 6, providing driving force to the front axle 6, thus forming a four-wheel drive mode together with the rear motor 20 of the rear drive unit.

[0036] It should be noted that in this solution, since the first bidirectional clutch 17 between the engine 1 and the front motor 13 has been disengaged, the front motor 13 will not drag the crankshaft of the engine 1 to rotate. Therefore, compared with the existing technology, there will be no dragging loss and engine 1 noise problem, thus improving the customer's user experience.

[0037] Furthermore, when it is necessary to switch the vehicle to two-wheel drive mode, it is only necessary to disengage both the first bidirectional clutch 17 and the second bidirectional clutch 18. At this time, it is in two-wheel drive mode, and the vehicle is driven only by the rear motor 20. When the front domain controller controls the first bidirectional clutch to engage and the second bidirectional clutch to engage, the engine directly drives the front axle, or the engine and the front motor jointly drive the front axle.

[0038] Therefore, through the solution of this utility model, by setting up a front domain controller 16, a first bidirectional clutch 17, a second bidirectional clutch 18, an engine 1, and a front motor 13, the front motor 13 can be effectively reused, allowing it to be used as both a generator and an electric motor. This effectively solves the problem in existing range-extended vehicles where two motors are needed on the front axle 6 to function as a generator and an electric motor respectively to achieve four-wheel drive. This significantly reduces the design space and manufacturing cost of the powertrain system for four-wheel drive range-extended vehicles.

[0039] In other words, the solution provided by this utility model can realize a four-wheel drive configuration at a lower cost. It can either add a new power configuration that compromises performance and cost between the cost-oriented two-wheel drive configuration and the performance-oriented four-wheel drive configuration commonly found in the current market, or replace one of the configurations to achieve a higher cost-performance ratio.

[0040] Please continue reading. Figure 1 The front drive unit also includes a front reducer 12 and a front differential 5. The front reducer 12 is located between the second two-way clutch 18 and the front axle 6 of the vehicle, and achieves coupling between the front motor 13 and the front axle 6 of the vehicle by reducing the rotational speed. The front differential 5 is fixedly mounted on the front axle 6 of the vehicle and is connected to the front reducer 12. By setting the front differential 5, the left and right wheels on both sides of the front axle 6 of the vehicle can rotate at different speeds when the vehicle turns, thereby ensuring the smooth driving of the vehicle.

[0041] Specifically, the front reducer 12 includes a first front gear set 121 and a second front gear set 122, which are connected in a driving relationship and have different numbers of teeth. The first front gear set 121 is rigidly connected to the fourth end 182 of the second bidirectional clutch 18 away from the front motor 13, and is coaxially arranged, so that the rotation of the first front gear set 121 is driven by the movement of the fourth end 182 of the second bidirectional clutch 18. One end of the second front gear set 122 is connected in a driving relationship to the first front gear set 121, and the other end is connected in a driving relationship to the front reducer 12 fixedly mounted on the front axle 6. Thus, the difference in the number of teeth of the first front gear set 121 and the second front gear set 122 achieve the speed change.

[0042] Preferably, the speed ratio of the first front gear set 121 and the second front gear set 122 is 3 and 3.6, respectively. The advantage of this setting is that it can match the transmission under various working conditions to the greatest extent.

[0043] Please continue reading. Figure 1-2Preferably, the front motor 13 is located between the engine 1 and the front reducer 12, i.e., the front motor 13 is a P2 motor. In this configuration, the two output terminals of the front motor 13 are coaxial and coaxially arranged with the second end 172 of the first bidirectional clutch 17 and the third end 181 of the second bidirectional clutch 18. Therefore, by placing the front motor 13 between the engine 1 and the front reducer 12, better space optimization and utilization of the front axle 6 area of ​​the vehicle can be achieved, reducing the space requirements of the front drive unit.

[0044] Please continue reading. Figure 1-2 The rear drive unit includes a rear motor 20, a rear reducer 24, a rear differential 25, and a rear domain controller 23. The rear motor 20 also has a rear stator 21 and a rear rotor 22. The rear stator 21 can drive the rear rotor 22 to rotate, or generate current through the rotation of the rear rotor 22 relative to the rear stator 21. The rear domain controller 23 is connected to the rear motor 20, the rear reducer 24, the rear differential 25, and the power battery 30. The rear differential 25 is fixedly mounted on the rear axle 26 of the vehicle. The rear reducer 24 is located between the rear motor 20 and the rear differential 25 and is drive-connected to both. The rear motor 20 is electrically connected to the power battery 30 and the rear domain controller 23, and drive-connected to the rear reducer 24, thus operating under the power supply of the power battery 30.

[0045] The rear domain controller 23 can be electrically connected to the front domain controller 16. When the power battery 30 has a low charge and needs to generate electricity, the front domain controller 16 controls the second bidirectional clutch 18 between the front motor 13 and the front axle 6 to disengage, and the first bidirectional clutch 17 between the engine 1 and the front motor 13 to engage. The power battery 30 supplies power to the rear motor 20, and the front motor 13 generates current under the action of the engine 1 and transmits it to the rear motor 20 through the front domain controller 16.

[0046] Preferably, in order to further reduce the manufacturing cost of the vehicle, the front domain controller 16 and the rear domain controller 23 can be integrated, that is, integrated onto a single chip. This electrical and chip integration can further significantly reduce the total cost of the controller, thereby achieving a lower-cost four-wheel drive system.

[0047] Preferably, the rear reducer 24 includes a first rear gear set 241 and a second rear gear set 242, which are connected in a transmission relationship and have different numbers of teeth. The first rear gear set 241 is rigidly connected to the output end of the rear motor 20 and is coaxially arranged, so that the rotation of the output end of the rear motor 20 drives the first rear gear set 241 to rotate. The second rear gear set 242 is connected in a transmission relationship with both the first rear gear set 241 and the rear reducer 24, which is fixedly mounted on the rear axle 26. The difference in the number of teeth between the first and second rear gear sets 241 achieves the speed variation.

[0048] Preferably, the speed ratio of the first rear gear set 241 and the second rear gear set 242 is 2.8 and 3.6, respectively. The advantage of this setting is that it can match the transmission under various working conditions to the greatest extent.

[0049] The present invention has been described in detail above. Specific examples have been used to illustrate the principle and implementation of the present invention. The description of the above embodiments is only for the purpose of helping to understand the method and core idea of ​​the present invention. At the same time, for those skilled in the art, there will be changes in the specific implementation and application scope based on the idea of ​​the present invention. Therefore, the content of this specification should not be construed as a limitation of the present invention.

[0050] Throughout this specification, references to "an embodiment," "an embodiment," or "a specific embodiment" mean that a particular feature, structure, or characteristic described in connection with an embodiment is included in at least one embodiment of the present invention, but not necessarily in all embodiments. Therefore, the various representations of the phrases "in one embodiment," "in an embodiment," or "in a specific embodiment" in different places throughout the specification do not necessarily refer to the same embodiment. Furthermore, a particular feature, structure, or characteristic of any specific embodiment of the present invention can be combined with one or more other embodiments in any suitable manner. It should be understood that other variations and modifications of the embodiments of the present invention described and illustrated herein may be based on the teachings herein and will be considered part of the spirit and scope of the present invention.

[0051] It should also be understood that one or more of the elements shown in the figures may be implemented in a more separate or more integrated manner, or may even be removed because they are inoperable in certain circumstances or provided because they may be useful for a particular application.

[0052] Furthermore, unless otherwise expressly stated, any arrows in the accompanying drawings should be considered illustrative only and not limiting. Additionally, unless otherwise stated, the term "or" as used herein is generally intended to mean "and / or". Where a term is anticipated to provide a capability of separation or combination that is unclear, a combination of components or steps will also be considered as indicated.

Claims

1. A power drive system of a hybrid vehicle, characterized by, It includes a front drive unit for selectively driving the front axle, a rear drive unit for driving the rear axle, and a power battery for supplying power to the front drive unit and the rear drive unit. The front drive unit includes a front domain controller, and an engine, a first bidirectional clutch, a front motor, and a second bidirectional clutch connected in sequence; the first bidirectional clutch is located between the engine and the front motor, and the second bidirectional clutch is located between the front motor and the front axle; the two output terminals of the front motor are respectively connected to the first bidirectional clutch and the second bidirectional clutch. The front domain controller is connected to the front motor, the power battery, the first bidirectional clutch, and the second bidirectional clutch, respectively, and is used to selectively control the engagement or disengagement of the first bidirectional clutch and / or the second bidirectional clutch to control the front motor to charge and discharge the power battery.

2. The power drive system of a hybrid vehicle according to claim 1, characterized by, The first bidirectional clutch has a first end and a second end that can be engaged and disengaged in both directions. The first end is fixedly connected to the output end of the engine, and the second end is fixedly connected to an output end of the front motor. The second bidirectional clutch has a third end and a fourth end that can be engaged and disengaged in both directions. The third end is fixedly connected to another output end of the front motor, and the fourth end is connected to the front axle drive.

3. The power drive system of a hybrid vehicle according to claim 2, characterized by The front drive unit also includes a front differential and a front reducer. The front differential is fixed on the front axle, and the front reducer is connected to the fourth end of the second bidirectional clutch and the front differential respectively.

4. The power drive system of a hybrid vehicle according to claim 3, characterized by The front reducer includes a first front gear set and a second front gear set connected by transmission. The first front gear set is fixedly connected to the fourth end of the second bidirectional clutch. One end of the second front gear set is connected to the first front gear set by transmission, and the other end is connected to the front differential by transmission. The speed ratios of the first front gear set and the second front gear set are 3 and 3.6, respectively.

5. The power drive system of a hybrid vehicle according to any one of claims 1 to 4, characterized by When the front domain controller controls the first bidirectional clutch to engage and the second bidirectional clutch to disengage, the front domain controller controls the front motor to generate electricity under the drive of the engine. When the front domain controller controls the first bidirectional clutch to disengage and the second bidirectional clutch to engage, the front domain controller controls the power battery to discharge to the front motor so that the front motor drives the front axle to rotate. Alternatively, the front axle can drive the front motor to rotate in order to charge the power battery; When the front domain controller controls the first bidirectional clutch to disengage and the second bidirectional clutch to disengage, the vehicle is in a two-wheel drive mode driven only by the rear drive unit. When the front domain controller controls the first bidirectional clutch to engage and the second bidirectional clutch to engage, the engine directly drives the front axle to move, or the engine and the front motor jointly drive the front axle to move.

6. The power drive system of a hybrid vehicle according to any one of claims 1 to 4, characterized by The rear drive unit includes a rear domain controller and a rear motor, a rear reducer, and a rear differential connected in sequence. The rear differential is fixedly mounted on the rear axle of the vehicle. The rear reducer is connected in transmission to the rear motor and the rear differential. The rear domain controller is connected to the rear motor and the power battery to control the rear motor to charge and discharge the power battery.

7. The power drive system of a hybrid vehicle according to claim 6, characterized by The rear reducer includes a first rear gear set and a second rear gear set connected by transmission. The first rear gear set is fixedly connected to the output end of the rear motor. One end of the second rear gear set is connected to the first rear gear set, and the other end is connected to the rear reducer. The speed ratios of the first rear gear set and the second rear gear set are 2.8 and 3.6, respectively.

8. The power drive system of a hybrid vehicle according to claim 6, characterized by The front domain controller is electrically connected to the back domain controller.

9. The power drive system of the hybrid vehicle according to any one of claims 1-4, characterized in that, The front motor is a bidirectional motor, and its two output terminals are coaxially arranged and move synchronously.

10. A vehicle characterized by comprising: The power drive system of the hybrid vehicle as described in any one of claims 1-9.

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