Hybrid coupling system and vehicle

Abstract

This application relates to a hybrid power coupling system and vehicle, belonging to the field of hybrid technology. It includes a front power module and a rear power module. The front power module includes an engine, a front-mounted electric motor, a transmission, and a transfer case. Both the engine and the front-mounted electric motor are connected to the transmission, which transmits power from the engine and / or the front-mounted electric motor to the transfer case. The rear power module includes a driveshaft, a rear-mounted electric motor, and a reduction gear. The driveshaft is connected to the transfer case, and the reduction gear connects the driveshaft and the rear-mounted electric motor. The transfer case connects or disconnects the power transmission from the transmission to the driveshaft. This application adds a rear-mounted electric motor after the transfer case, enabling switching between four-wheel drive and rear-wheel drive modes via the transfer case. The rear-wheel drive mode has a lower load and higher power output efficiency compared to the front-wheel drive mode.

Description

Technical Field

[0001] This application relates to the field of hybrid technology, and more particularly to a hybrid coupling system and vehicle. Background Technology

[0002] With the continuous development of automotive technology, hybrid vehicles, as a type of vehicle that balances environmental protection and driving range, have received increasing attention. Existing longitudinal hybrid architectures often employ a P2 motor plus a multi-speed transmission. However, this architecture has several drawbacks: First, poor fuel economy, mainly due to its single-motor architecture. In the event of a battery depletion, the P2 motor cannot be used, resulting in direct engine drive and failing to fully utilize the energy-saving advantages of the electric motor. Second, complex structure and high cost, as the need for a multi-speed transmission increases system complexity and manufacturing costs. Third, poor driving smoothness, with noticeable jerking during gear shifts at low speeds, affecting driving comfort.

[0003] While the power-split transmission with 2 / 4-speed gearboxes used in some vehicles can improve fuel efficiency to some extent, it also faces several problems: First, there is a deviation in fuel consumption at high speeds. When driving at high speeds, since the engine cannot drive directly, some energy needs to be used to generate electricity before driving the vehicle, resulting in decreased fuel economy. Second, there are compatibility issues with plug-in hybrid electric vehicles. For these vehicles, the generator experiences drag losses, and because the drive motor is transmitted through the gearbox, the transmission efficiency is poor, resulting in higher overall power consumption, which affects the performance and economy of plug-in hybrid electric vehicles.

[0004] In summary, existing hybrid architectures have varying degrees of shortcomings in terms of fuel efficiency, structural complexity, cost control, and driving smoothness, making it difficult to meet people's demand for high-performance, low-fuel-consumption, low-cost, and comfortable driving experiences in hybrid vehicles. Further improvements and optimizations are needed. Utility Model Content

[0005] This application addresses, to at least some extent, one of the technical problems in the related art.

[0006] Therefore, this application aims to provide a hybrid power coupling system and vehicle, in which a rear-mounted motor is set after the transfer case, and the transfer case enables the switching between four-wheel drive mode and rear-wheel drive mode. The rear-wheel drive mode has a lower load and higher power output efficiency compared to the front-wheel drive mode.

[0007] To achieve the above objectives, in a first aspect, this application provides a hybrid power coupling system, comprising:

[0008] A front power module includes an engine, a front-mounted motor, a transmission, and a transfer case; wherein the engine and the front-mounted motor are both connected to the transmission, and the transmission is used to transmit power from the engine and / or the front-mounted motor to the transfer case;

[0009] The rear power module includes a drive shaft, a rear motor, and a reduction gear structure. The drive shaft is connected to the transfer case, and the reduction gear structure is used to connect the drive shaft and the rear motor.

[0010] The transfer case is used to connect or disconnect the power transmission from the transmission to the drive shaft.

[0011] In this technical solution, a rear-mounted motor is installed after the transfer case. The driveshaft transmits power from the front power module to the reduction gear, which then combines the power from the rear-mounted motor with the power from the reduction gear. When the transfer case connects the reduction gear and the driveshaft, both the front and rear wheels rotate, indicating four-wheel drive mode, which is more suitable for off-road and other complex terrain scenarios. When the transfer case disconnects the reduction gear and the driveshaft, and the rear-mounted motor powers the rear wheels, it enters rear-wheel drive mode. Rear-wheel drive mode has a lower load and higher power output efficiency compared to front-wheel drive mode. Therefore, the vehicle can switch between different modes as needed, ensuring vehicle performance while saving energy.

[0012] In some embodiments of this application, the output shaft of the engine is connected to the front motor, the front motor is connected to the transmission, and the transmission is connected to the transfer case;

[0013] The engine's power is sequentially transmitted to the front-mounted motor, the transmission, and the transfer case.

[0014] The technical solution clearly defines the connection relationships and power transmission sequence between the engine, front-mounted electric motor, transmission, and transfer case, ensuring a clear and unambiguous power transmission path. This guarantees that power can be efficiently and stably transmitted from the engine to the transfer case sequentially. This orderly power transmission method improves the reliability of power transmission, reduces energy loss, and provides a foundation for subsequent power distribution and control, laying the groundwork for the efficient operation of the entire hybrid power coupling system.

[0015] In some embodiments of this application, the rear power module further includes a differential and a rear half-shaft, with the differential internally connected to the rear half-shaft;

[0016] The reduction structure includes a first gear and a first reduction gear that mesh with each other. The first gear is connected to the rear half-shaft, and the first reduction gear is connected to the housing of the differential.

[0017] In this technical solution, the differential is used to transmit power to the half-shafts while allowing the wheels on both sides to rotate at different speeds during cornering, thus preventing tire slippage and wear caused by forced synchronous rotation. The rotation of the differential housing drives the rotation of the internal half-shafts, achieving power transmission. Therefore, the first gear and the first reduction gear are used to output power from the driveshaft to the differential housing, thereby achieving the goal of power output from the driveshaft to the half-shafts. Furthermore, the design of the first gear and the first reduction gear reduces the rotational speed of the housing, achieving a speed reduction and torque increase effect. This improves the vehicle's power performance at low speeds or when greater traction is required, especially during hill climbing, starting, or heavy load conditions. By reducing the output speed and increasing torque, the vehicle can more easily overcome resistance, improving driving capability and achieving more stable driving and better acceleration performance.

[0018] In some embodiments of this application, both the first gear and the first reduction gear are helical gears.

[0019] In technical solutions, compared to spur gears, helical gears have advantages such as smoother meshing, lower impact noise, and higher load-bearing capacity. In hybrid power coupling systems, the application of helical gears can effectively reduce vibration and noise during power transmission, improve the smoothness of system operation, extend the service life of gears and related components, thereby enhancing the reliability and comfort of the entire system and providing a quieter and more comfortable driving experience for the vehicle.

[0020] In some embodiments of this application, the deceleration structure further includes a second reduction gear, a second gear, a third reduction gear, and a third gear;

[0021] Wherein, the second reduction gear is coaxially connected to the first reduction gear; the second gear meshes with the second reduction gear;

[0022] The third reduction gear is coaxially connected to the second gear, and the third gear is coaxially connected to the output shaft of the rear motor; the third gear meshes with the third reduction gear.

[0023] In this technical solution, a two-stage reduction gear is achieved through this design. The power of the rear motor is transmitted to the differential housing after reduction, thus achieving the effect of speed reduction and torque increase when the rear motor is driving. In four-wheel drive mode, the power of both the rear motor and the half-shaft is transmitted to the differential housing, achieving the effect of combined force output.

[0024] In some embodiments of this application, a transmission tube is provided on the housing of the differential, and the transmission tube is sleeved and rotatably connected to the rear half shaft; the first reduction gear and the second reduction gear are fixed to the transmission tube.

[0025] In this technical solution, the design of the transmission tube ensures that the power input of the first and second reduction gears is coaxial and transmitted to the differential housing, thereby enabling power transmission to the rear axle via the differential. Furthermore, the transmission tube, fitted onto the rear axle, ensures consistency in the power transmission direction between the rear axle and the differential housing, thus guaranteeing the efficient and smooth operation of the entire transmission system.

[0026] In some embodiments of this application, the output shaft of the rear motor is a hollow shaft, and the rear half shaft is coaxially rotatably connected inside the hollow shaft; the hollow shaft is connected to the transmission tube through a bearing.

[0027] In this technical solution, the design first ensures that the output shaft of the rear motor is parallel to the half-shaft, guaranteeing precise power transmission through the second reduction gear, the second gear, the third reduction gear, and the third gear. Secondly, it ensures that the output shaft of the rear motor is collinear with the half-shaft, allowing the rear motor to be positioned directly at the half-shaft. This makes the rear power module structure more compact, reduces space occupation, and facilitates vehicle chassis layout. Furthermore, the bearing connection ensures the stability of the rear half-shaft installation.

[0028] In some embodiments of this application, the front motor is integrated into the transmission.

[0029] In this technical solution, this integrated design effectively reduces the number of components and connections, lowers system complexity and failure rate, and improves system reliability and stability. Simultaneously, the integrated design optimizes spatial layout, making the front power module more compact, reducing space occupation, and facilitating vehicle chassis arrangement and overall design.

[0030] In some embodiments of this application, the front power module further includes a transmission rod, a reducer, and a front half-shaft;

[0031] The transmission rod is used to transmit the power output by the transfer case;

[0032] The transmission rod transmits force to the front half-shaft through the reducer.

[0033] In this technical solution, the power output from the transfer case is transmitted to the front half-shaft via a driveshaft and a reducer, driving the front wheels to rotate. This achieves a four-wheel drive effect, improving the vehicle's passability and stability. Especially in complex road conditions such as off-road driving, it can better leverage the vehicle's performance advantages and meet the needs of different usage scenarios.

[0034] Secondly, this application also provides a vehicle, the vehicle including a body, the body being provided with a hybrid power coupling system as described above.

[0035] In this technical solution, the vehicle possesses efficient and flexible power distribution and driving capabilities, enabling it to switch power modes according to different driving conditions and needs, achieving energy-saving, environmentally friendly, and efficient driving. This hybrid power coupling system not only improves the vehicle's power performance and fuel economy but also enhances its adaptability and versatility.

[0036] As can be seen from the above technical solutions, additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0037] Figure 1 This is one of the overall structural schematic diagrams of a hybrid power coupling system according to an embodiment of this application;

[0038] Figure 2 This is a second schematic diagram of the overall structure of a hybrid power coupling system according to an embodiment of this application;

[0039] Figure 3 This is a structural schematic diagram of the rear power module of a hybrid power coupling system according to an embodiment of this application.

[0040] In the above diagrams: 100, engine; 200, front motor; 300, transmission; 400, transfer case; 500, drive shaft; 600, first gear; 700, first reduction gear; 800, second gear; 900, second reduction gear; 110, third gear; 120, third reduction gear; 130, housing; 140, rear motor; 150, rear half-shaft; 160, drive rod; 170, reducer; 180, front half-shaft. Detailed Implementation

[0041] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0042] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a connection that allows communication between components; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0043] In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0044] In this application, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0045] The present application will now be described in detail through exemplary embodiments. However, it should be understood that, without further description, elements, structures, and features in one embodiment may be advantageously incorporated into other embodiments.

[0046] It's worth noting that in the automotive field, existing longitudinal hybrid architectures, employing a P2 motor and multi-speed transmission, suffer from poor fuel economy. This is primarily due to the single-motor architecture, where the P2 motor cannot be used under power depletion conditions, leading to direct engine drive. Furthermore, this system requires a multi-speed transmission (currently 8-10 gears), resulting in structural complexity, high cost, and poor driving smoothness due to low-speed shifting. Toyota's Lexus uses a power-split + 2 / 4-speed transmission approach, significantly improving fuel efficiency. However, the power-split architecture, at high speeds, cannot achieve direct engine drive, resulting in some energy being used for power generation, leading to higher fuel consumption at high speeds. Additionally, in plug-in hybrid vehicles, the generator suffers from drag losses, and the transmission through the gearbox results in poor efficiency, leading to high overall energy consumption. Plug-in hybrid vehicles still face compatibility issues.

[0047] Based on this, this application proposes a hybrid power coupling system and vehicle. By setting a rear motor behind the transfer case, the transfer case enters four-wheel drive mode when connected to power transmission and enters rear-wheel drive mode when disconnected from power output. In rear-wheel drive mode, the load is lower and the power output efficiency is higher, which solves the problems of poor transmission efficiency and high power consumption in the prior art.

[0048] In the following, embodiments of this application will be described in detail with reference to the accompanying drawings.

[0049] Please refer to all the accompanying drawings. In one illustrative embodiment of the hybrid power coupling system of this application, the hybrid power coupling system includes a front power module. The main function of the power module is to provide power to the whole vehicle and realize the movement of the vehicle.

[0050] In some embodiments, the front power module includes an engine 100, a front motor 200, a transmission 300, and a transfer case 400; wherein the engine 100 and the front motor 200 are both connected to the transmission 300.

[0051] In some embodiments, the transmission 300 is used to transmit power from the engine 100 or the front-mounted motor 200 to the transfer case 400. When the rear-mounted motor 140 is not performing any work, this is either a direct-drive mode for the engine 100 or a pure electric front-drive mode. Alternatively, the transmission 300 is used to transmit power from both the engine 100 and the front-mounted motor 200 to the transfer case 400; when the rear-mounted motor 140 is not performing any work, this is a hybrid mode.

[0052] In some embodiments, the hybrid power coupling system further includes a rear power module, which includes a driveshaft 500, a rear-mounted motor 140, and a reduction gear. The driveshaft 500 is connected to a transfer case 400, and the reduction gear connects the driveshaft 500 and the rear-mounted motor 140. The rear-mounted motor 140 can independently drive the rear wheels or work in conjunction with the engine 100 to further improve power output and fuel economy. The reduction gear is used to match the rotational speeds of the rear-mounted motor 140 and the driveshaft 500, achieving a speed reduction and torque increase effect to ensure power output at low speeds.

[0053] In some embodiments, the transfer case 400 is used to connect or disconnect the power transmission from the transmission 300 to the driveshaft 500. When the transfer case 400 connects the power transmission from the transmission 300 to the driveshaft 500, it is in four-wheel drive mode, with the front and rear wheels rotating synchronously. When the transfer case 400 disconnects the power transmission from the transmission 300 to the driveshaft 500, it is in rear-wheel drive mode.

[0054] Through the above scheme, a rear-mounted motor 140 is set after the transfer case 400. The driveshaft 500 transmits the power from the front power module to the reduction gear, and then the power is transmitted or combined with the power of the rear-mounted motor 140 through the reduction gear. When the transfer case 400 connects the transmission path between the reduction gear and the driveshaft 500, both the front and rear wheels of the vehicle rotate, which is the four-wheel drive mode, more suitable for off-road and other complex road surface scenarios. When the transfer case 400 disconnects the transmission path between the reduction gear and the driveshaft 500, and the rear-mounted motor 140 provides power to the rear wheels, it is the rear-wheel drive mode. The rear-wheel drive mode has a lower load and higher power output efficiency compared to the front-wheel drive mode. Therefore, the vehicle can enter different modes according to needs, ensuring vehicle performance while saving energy consumption.

[0055] In some embodiments, the output shaft of engine 100 is connected to front motor 200, front motor 200 is connected to transmission 300, and transmission 300 is connected to transfer case 400; the power of engine 100 is sequentially transmitted to front motor 200, transmission 300, and transfer case 400. Clearly defining the connection relationships and power transmission sequence between engine 100, front motor 200, transmission 300, and transfer case 400 ensures a clear and unambiguous power transmission path, guaranteeing efficient and stable power transmission from engine 100 to transfer case 400. This orderly power transmission method improves the reliability of power transmission, reduces energy loss, and provides a foundation for subsequent power distribution and control, laying the groundwork for the efficient operation of the entire hybrid power coupling system.

[0056] In some embodiments, the output shaft of the engine 100 can be directly connected to the front motor 200, and the output shaft of the engine 100 can directly generate a combined force with the power of the front motor 200 to achieve hybrid power output; this is the hybrid mode. Alternatively, the front motor 200 can be used as a generator, with a portion of the power from the engine 100 being transmitted to the front motor 200 to achieve a charging effect. Alternatively, the front motor 200 can not operate, and instead serves as a transmission structure to transmit the power from the engine 100 to the transmission 300; this is the direct drive mode of the engine 100.

[0057] In another embodiment, the output shaft of engine 100 is connected in parallel with the front motor 200. That is, the power from engine 100 can bypass the front motor 200 and be directly input to transmission 300. If there is no connection between engine 100 and front motor 200, and front motor 200 is not operating, the power from engine 100 directly enters transmission 300, which is engine 100 direct drive mode. If there is no connection between engine 100 and front motor 200, and front motor 200 is operating, the power from both engine 100 and front motor 200 is input to transmission 300, achieving a mixed power output, which is hybrid mode.

[0058] In some embodiments, the transfer case 400 can connect or disconnect the power output from the front motor 200 and / or the engine 100 to the driveshaft 500. When the transfer case 400 is connected, the engine 100 and / or the front motor 200 can also drive the rear wheels through the driveshaft 500, which is a four-wheel drive mode. The rear motor 140 can be selectively engaged or disengaged in this mode. When the transfer case 400 is disconnected, and the engine 100 and the front motor 200 are not operating, the rear motor 140 operates alone to drive the rear wheels, which is a rear-wheel drive mode.

[0059] In some embodiments, the rear power module further includes a differential and a rear half-shaft 150, with the differential internally connected to the rear half-shaft 150. The reduction structure includes a meshing first gear 600 and a first reduction gear 700, with the first gear 600 connected to the rear half-shaft 150 and the first reduction gear 700 connected to the differential housing 130. The differential is used to transmit power to the half-shaft while allowing the wheels on both sides to rotate at different speeds during cornering, thereby preventing tire slippage caused by forced synchronous rotation. Rotation of the differential housing 130 drives the rotation of the internal half-shaft, thus achieving power transmission. Therefore, the first gear 600 and the first reduction gear 700 achieve the purpose of transmitting power from the drive shaft 500 to the differential housing 130, thereby realizing the purpose of transmitting power from the drive shaft 500 to the half-shaft. Furthermore, through the design of the first gear 600 and the first reduction gear 700, the rotational speed of the housing 130 is reduced, achieving the effect of speed reduction and torque increase. This improves the vehicle's power performance when driving at low speeds or requiring greater traction, especially when climbing, starting, or under heavy load conditions. By reducing the output speed and increasing the torque, the vehicle can overcome resistance more easily, improve driving capability, and thus achieve more stable driving and better acceleration performance.

[0060] It is worth noting that the internal structure of the differential is an existing structure, so its principle will not be elaborated here. However, it should be understood that in the prior art, the differential housing 130 is rotated by connecting a worm gear and worm shaft through a drive shaft, or by driving the rotation of the differential housing 130 through a helical gear, and this structure is usually located inside the housing 130.

[0061] In this application, the first gear 600 and the first reduction gear 700 can also be disposed inside the housing 130, which is exactly the same as the differential in the prior art. The advantage is that standard parts are used, saving costs. In addition, the first gear 600 and the first reduction gear 700 can also be disposed outside the housing 130, which facilitates observation and maintenance, and improves maintenance and installation efficiency.

[0062] In some embodiments, both the first gear 600 and the first reduction gear 700 are helical gears. Compared to spur gears, helical gears have advantages such as smoother meshing, lower impact noise, and higher load-bearing capacity. In hybrid power coupling systems, the application of helical gears can effectively reduce vibration and noise during power transmission, improve the smoothness of system operation, extend the service life of gears and related components, thereby enhancing the reliability and comfort of the entire system and providing a quieter and more comfortable driving experience for the vehicle.

[0063] In another embodiment, the first gear 600 is smaller than the first reduction gear 700. When the first gear 600 transmits power to the first reduction gear 700, the rotational speed of the first reduction gear 700 is reduced, thereby achieving the effect of speed reduction and torque increase.

[0064] In some embodiments, the reduction structure further includes a second reduction gear 900, a second gear 800, a third reduction gear 120, and a third gear 110. The second reduction gear 900 is coaxially connected to the first reduction gear 700; the second gear 800 meshes with the second reduction gear 900. The third reduction gear 120 is coaxially connected to the second gear 800, and the third gear 110 is coaxially connected to the output shaft of the rear motor 140; the third gear 110 meshes with the third reduction gear 120. This design achieves two-stage reduction, and the power of the rear motor 140 is transmitted to the differential housing 130 after reduction. When the rear motor 140 is driven, it also achieves the effect of speed reduction and torque increase. In four-wheel drive mode, the power of the rear motor 140 and the half-shaft are both transmitted to the differential housing 130, achieving the effect of combined force output.

[0065] It is worth noting that in this application, because the output direction of the drive shaft 500 is perpendicular to the output direction of the half-shaft and the reducer 170 housing 130, both the first reduction gear 700 and the first gear 600 are helical gears. The output direction of the rear motor 140 is parallel to the power direction of the rear half-shaft 150 and the reducer 170 housing 130. Given that helical gears can only connect with other helical gears, a second gear 800 and a second reduction gear 900 are provided to achieve parallel power transmission.

[0066] Furthermore, the diameter of the second reduction gear 900 is larger than that of the second gear 800, and the diameter of the third reduction gear 120 is larger than that of the third gear 110. This ensures that the power from the rear motor 140 achieves a first-stage reduction when output from the third gear 110 to the third reduction gear 120, and then achieves a second-stage reduction when output from the second gear 800 to the second reduction gear 900. This multi-stage reduction structure can significantly reduce the final output speed while greatly increasing torque output, meeting the high torque requirements of vehicles under conditions such as low-speed driving, climbing, or heavy loads.

[0067] In some embodiments, a transmission tube is provided on the differential housing 130, and the transmission tube is sleeved and rotatably connected to the rear half-shaft 150; the first reduction gear 700 and the second reduction gear 900 are fixed to the transmission tube. The design of the transmission tube ensures that the power input of the first reduction gear 700 and the second reduction gear 900 can be coaxial and transmitted to the differential housing 130, thereby realizing the transmission of power to the rear half-shaft 150 through the differential. Furthermore, the transmission tube sleeved on the rear half-shaft 150 ensures the consistency of the power transmission direction between the rear half-shaft 150 and the differential housing 130, thus ensuring the efficient and smooth operation of the entire transmission system.

[0068] In some embodiments, the transmission tube and the housing 130 are integrally formed to improve the strength of the connection and avoid the possibility of breakage.

[0069] In some embodiments, the output shaft of the rear motor 140 is a hollow shaft, and the rear half-shaft 150 is coaxially rotatably connected within the hollow shaft; the hollow shaft is connected to the transmission tube via bearings. This design first ensures that the output shaft of the rear motor 140 is parallel to the half-shaft, ensuring that power can be precisely transmitted through the second reduction gear 900, the second gear 800, the third reduction gear 120, and the third gear 110. Secondly, it ensures that the output shaft of the rear motor 140 is collinear with the half-shaft, allowing the rear motor 140 to be positioned directly at the half-shaft, making the rear power module structure more compact, reducing space occupation, and facilitating vehicle chassis layout. Furthermore, the bearing connection also ensures the stability of the rear half-shaft 150 installation.

[0070] Understandably, in order to ensure stable operation of the structure, the rear motor 140 is fixed inside the vehicle, and the rear half-shaft 150 passes through and is rotatably connected to the rear motor 140.

[0071] In some embodiments, the front motor 200 is integrated into the transmission 300. This integrated design effectively reduces the number of components and connections, lowers system complexity and failure rate, and improves system reliability and stability. Simultaneously, the integrated design optimizes spatial layout, making the front power module more compact, reducing space occupation, and facilitating vehicle chassis layout and overall design.

[0072] In some embodiments, the front power module further includes a drive rod 160, a reducer 170, and a front half-shaft 180; the drive rod 160 transmits the power output from the transfer case 400; the drive rod 160 transmits force to the front half-shaft 180 via the reducer 170. The power output from the transfer case 400 can be transmitted to the front half-shaft 180 via the drive rod 160 and the reducer 170, driving the front wheels to rotate in the first half-cycle. This achieves a four-wheel drive effect, improving the vehicle's passability and stability, especially in complex road conditions such as off-road driving, better leveraging the vehicle's performance advantages and meeting the usage needs of different scenarios.

[0073] Understandably, the transfer case 400 can not only disconnect the transmission between the drive shaft 500 and the gearbox 300, but also adjust the speed of the output drive shaft 500. Furthermore, it can adjust whether the drive rod 160 is rotated, thereby controlling whether the front half-shaft 180 is rotated.

[0074] Secondly, this application also provides a vehicle, including a body, on which a hybrid power coupling system as described above is installed. This vehicle possesses efficient and flexible power distribution and driving capabilities, and can switch power modes according to different driving conditions and needs, achieving energy-saving, environmentally friendly, and efficient driving. This hybrid power coupling system not only improves the vehicle's power performance and fuel economy but also enhances its adaptability and versatility.

[0075] In some embodiments, the vehicle further includes front wheels and rear wheels, with the front wheels disposed on the front half-shaft 180 and the rear wheels disposed on the rear half-shaft 150.

[0076] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application.

Claims

1. A hybrid coupling system characterized by, It includes: The front power module includes an engine (100), a front motor (200), a transmission (300), and a transfer case (400); wherein the engine (100) and the front motor (200) are both connected to the transmission (300), and the transmission (300) is used to transmit the power of the engine (100) and / or the front motor (200) to the transfer case (400); The rear power module includes a drive shaft (500), a rear motor (140), and a reduction gear structure. The drive shaft (500) is connected to the transfer case (400), and the reduction gear structure is used to connect the drive shaft (500) and the rear motor (140). The transfer case (400) is used to connect or disconnect the power transmission from the transmission (300) to the drive shaft (500).

2. The hybrid coupling system of claim 1, wherein, The output shaft of the engine (100) is connected to the front motor (200), the front motor (200) is connected to the transmission (300), and the transmission (300) is connected to the transfer case (400). The power of the engine (100) is sequentially transmitted to the front motor (200), the transmission (300), and the transfer case (400).

3. The hybrid coupling system of claim 2, wherein, The rear power module also includes a differential and a rear half-shaft (150), the differential being internally connected to the rear half-shaft (150); The reduction structure includes a first gear (600) and a first reduction gear (700) that mesh with each other. The first gear (600) is connected to the drive shaft (500), and the first reduction gear (700) is connected to the housing (130) of the differential.

4. The hybrid coupling system of claim 3, wherein, Both the first gear (600) and the first reduction gear (700) are helical gears.

5. The hybrid power coupling system according to claim 3, characterized in that, The reduction structure also includes a second reduction gear (900), a second gear (800), a third reduction gear (120), and a third gear (110); The second reduction gear (900) is coaxially connected to the first reduction gear (700); the second gear (800) meshes with the second reduction gear (900); The third reduction gear (120) is coaxially connected to the second gear (800), and the third gear (110) is coaxially connected to the output shaft of the rear motor (140); the third gear (110) meshes with the third reduction gear (120).

6. The hybrid power coupling system according to claim 5, characterized in that, A transmission tube is provided on the housing (130) of the differential, and the transmission tube is sleeved and rotatably connected to the rear half shaft (150); the first reduction gear (700) and the second reduction gear (900) are fixed to the transmission tube.

7. The hybrid power coupling system according to claim 6, characterized in that, The output shaft of the rear motor (140) is a hollow shaft, and the rear half shaft (150) is coaxially rotatably connected inside the hollow shaft; the hollow shaft and the transmission tube are connected by bearings.

8. The hybrid power coupling system according to claim 1, characterized in that, The front motor (200) is integrated into the transmission (300).

9. The hybrid power coupling system according to claim 1, characterized in that, The front power module also includes a transmission rod (160), a reducer (170), and a front half-shaft (180); The transmission rod (160) is used to transmit the power output by the transfer case (400); The transmission rod (160) transmits force to the front half-shaft (180) through the reducer (170).

10. A vehicle, characterized in that, The vehicle includes a body, and the body is provided with a hybrid power coupling system as described in any one of claims 1 to 9.

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