Longitudinal hybrid powertrain and vehicle

Abstract

The application relates to a longitudinal hybrid power system and a vehicle, belonging to the hybrid power field, which comprises a power assembly, a transmission and a second motor. The power assembly comprises an engine, a first motor, a first gear set, a first switching module and a second switching module; the engine and the first motor are connected with the first gear set, and the power transmission of the engine and the first motor is transmitted to the first gear set; the transmission is connected with the power output end of the first gear set; the second motor is connected with the power output end of the transmission; in the power assembly, the first switching module is used for cutting off or connecting the power transmission of the engine and the first gear set; and the second switching module is used for cutting off the power transmission from the first motor to the transmission. Different modes can be adjusted according to different road conditions and requirements, so that the vehicle has the characteristics of performance and economy.

Description

Technical Field

[0001] This application relates to the field of hybrid technology, and more particularly to a longitudinally mounted hybrid 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 fuel efficiency, structural complexity, cost control, and driving smoothness, making it difficult to meet people's demands 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 longitudinally mounted hybrid power system and vehicle. Through the design of the engine assembly, the first motor, the first gear set, the first switching module and the second switching module, the first switching module and the second switching module can be adjusted according to the needs, thereby enabling the vehicle to switch between stepless speed regulation mode, engine direct drive mode and pure electric mode. Different modes can be adjusted according to different road conditions and needs, thereby enabling the vehicle to have both performance and economy characteristics.

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

[0008] The powertrain includes an engine, a first motor, a first gear set, a first switching module, and a second switching module; the engine and the first motor are both connected to the first gear set, and the power of the engine and the first motor is transmitted to the first gear set;

[0009] A transmission, wherein the transmission is connected to the power output end of the first gear set;

[0010] The second motor is connected to the power output end of the transmission;

[0011] In the powertrain, the first switching module is used to disconnect or connect the power transmission between the engine and the first gear set; the second switching module is used to disconnect or connect the power transmission between the first motor and the transmission.

[0012] In this technical solution, the system, by configuring a powertrain, transmission, and second electric motor, allows the powertrain to flexibly switch operating modes according to different working conditions. When the first switching module transmits power from the engine to the transmission via the first motor, it operates in a continuously variable speed (CVT) mode. In this mode, fuel economy is good, and acceleration and deceleration are smoother, improving the user experience. When the first switching module transmits engine power to the first gear set, and the second switching module disconnects power transmission from the first motor, it operates in an engine direct drive mode. This mode improves efficiency at high speeds while ensuring driving smoothness. When there is no fuel, the first switching module can disconnect engine power, allowing the vehicle to operate in a pure electric mode solely through the first electric motor. Therefore, this solution allows for adjusting different modes according to different road conditions and needs, thus enabling the vehicle to simultaneously possess both performance and fuel economy.

[0013] In some embodiments of this application, the first gear set is a planetary gear set, which includes a first ring gear, a first sun gear, a first planet carrier, and a first planet pinion;

[0014] The first sun gear is connected to the output shaft of the first motor; the first planetary carrier is connected to the output shaft of the engine; and the first ring gear is connected to the transmission.

[0015] In this technical solution, the planetary gear set structure enables efficient power transmission and distribution. The first planetary pinion meshes with both the first sun gear and the first ring gear. Power from the first motor is transmitted via the first sun gear to the first planetary pinion mounted on the first planetary carrier, which then transmits the power to the transmission via the first planetary carrier. Similarly, power from the engine is transmitted via the ring gear to the first planetary pinion mounted on the first planetary carrier, which then transmits the power to the transmission via the first planetary carrier. The planetary gear set has a simple structure, high transmission efficiency, and can easily distribute and integrate the power from the engine and motor in different ways, achieving various power output modes.

[0016] In some embodiments of this application, the first switching module is used to switch the connection between the engine's output shaft and the first planetary carrier.

[0017] In this technical solution, due to the characteristics of the engine, the power output of the engine shaft can be directly cut off through a clutch or similar structure. When the first switching module cuts off the engine's power output, the first motor drives the first sun gear to rotate. Even if the ring gear has no power input, the first planetary pinion meshing with the first sun gear can still transmit power to the transmission through the first planetary carrier.

[0018] In some embodiments of this application, the second switching module is used to lock the first sun gear so that the first sun gear cannot rotate.

[0019] In this technical solution, because the first sun gear is connected to the first motor, when the second switching module locks the first sun gear, the first motor is also locked. The sun gear cannot rotate. At this time, the engine drives the first ring gear to rotate, and the first ring gear meshes with the first planetary pinion to drive the first planetary pinion to rotate circumferentially around the sun gear. This achieves the rotation of the first planetary carrier, which is connected to the transmission, thus realizing the effect of direct engine-to-transmission transmission.

[0020] In some embodiments of this application, a second gear set is provided between the transmission and the second motor, the second gear set being used to reduce the output speed of the transmission.

[0021] In this technical solution, the second gear set can reduce the output speed of the transmission and amplify the torque by adjusting the transmission ratio. This provides greater torque output to the vehicle during start-up or low-speed driving, improving acceleration performance and increasing drive efficiency in pure electric mode.

[0022] In some embodiments of this application, a third switching module is provided at the second gear set;

[0023] The transmission and the second motor have a first state and a second state;

[0024] In the first state, the power of the transmission and the second motor are directly mixed;

[0025] In the second state, the power from the transmission is reduced in speed by the second gear set and then mixed with the second motor;

[0026] The third switching module is used to switch between the first state and the second state.

[0027] In the technical solution, the third switching module allows for flexible switching between two states: direct connection and connection via the second gear set. During high-speed operation or normal driving, the first state can be selected, directly connecting to the engine to improve transmission efficiency. When greater torque output is required, the system can switch to the second state, connecting via the second gear set, achieving torque boosting and deceleration effects, thus enhancing the vehicle's adaptability and power performance under different operating conditions.

[0028] In some embodiments of this application, the second gear set is a planetary gear set, which includes a second ring gear, a second sun gear, a second planet carrier, and a second planet pinion.

[0029] In the first state, the power of the transmission is mixed with that of the second motor through the second sun gear.

[0030] In this technical solution, the planetary gear set structure enables complex power transmission and torque amplification functions. The second motor is connected to the second sun gear. In the first state, the power output from the transmission is transmitted to the second sun gear. At this time, depending on the operating conditions, it is selected whether to charge the second motor or allow it to discharge. During charging, the power from the second sun gear is transmitted to the second motor. During discharging, the power from the second motor is also transmitted to the second sun gear, thereby achieving the transmission of power to the entire vehicle.

[0031] In some embodiments of this application, in the second state, the output shaft of the second motor is connected to the second sun gear; the output shaft of the transmission is connected to the second planetary carrier or the second ring gear.

[0032] In the technical solution, when the output shaft of the transmission is connected to the second planetary carrier, the power of the transmission is transmitted to the second planetary pinion through the rotation of the second planetary carrier. The second planetary pinion meshes with the second sun gear to achieve power transmission or merging. When the output shaft of the transmission is connected to the second ring gear, the power of the transmission is transmitted to the second planetary pinion through the second ring gear, and then the second planetary pinion meshes with the second sun gear to achieve power transmission or merging.

[0033] In some embodiments of this application, if the output shaft of the transmission is connected to the second planetary carrier, the second ring gear cannot rotate;

[0034] If the output shaft of the transmission is connected to the second ring gear, the second planetary carrier cannot rotate.

[0035] In this technical solution, when the output shaft of the transmission is connected to the second planetary carrier, fixing the second ring gear ensures that the power generated by the rotation of the second planetary carrier can be fully transmitted to the second sun gear through the second planetary pinion. Conversely, fixing the second planetary carrier prevents the second planetary pinion from rotating around the second sun gear, thus ensuring that the power from the second ring gear can be transmitted to the second sun gear through the second planetary pinion. This achieves efficient power transmission and prevents power loss.

[0036] Secondly, this application also provides a vehicle, including: a body, on which the above-mentioned longitudinal hybrid power system is disposed.

[0037] In the technical solution, the vehicle can adjust the first switching module and the second switching module as needed, thereby enabling the vehicle to switch between stepless speed regulation mode, engine direct drive mode and pure electric mode. Different modes can be adjusted according to different road conditions and needs, so that the vehicle can have both performance and economy.

[0038] 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

[0039] Figure 1 This is a schematic diagram of the overall structure of a longitudinally mounted hybrid power system according to an embodiment of this application;

[0040] Figure 2 This is a schematic diagram of the powertrain portion according to an embodiment of this application;

[0041] Figure 3 This is one of the structural schematic diagrams of the second gear set portion according to an embodiment of this application;

[0042] Figure 4 This is a second schematic diagram of the structure of the second gear set according to an embodiment of this application.

[0043] In the above diagrams: 100, engine; 200, first motor; 300, first switching module; 400, second switching module; 500, first gear set; 501, first sun gear; 502, first planetary carrier; 503, first ring gear; 600, transmission; 700, third switching module; 800, second gear set; 801, second sun gear; 802, second planetary carrier; 803, second ring gear; 900, second motor. Detailed Implementation

[0044] 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.

[0045] 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.

[0046] 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.

[0047] 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.

[0048] 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.

[0049] 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.

[0050] Based on this, this application proposes a longitudinal hybrid power system and vehicle, which adjusts different modes under different conditions through a first gear set, a first switching module and a second switching module, thereby solving the problems of poor performance and high power consumption.

[0051] In the following, embodiments of this application will be described in detail with reference to the accompanying drawings.

[0052] Please refer to all the accompanying drawings. In one illustrative embodiment of the longitudinally mounted hybrid power system and vehicle of this application, the longitudinally mounted hybrid power system includes a powertrain, which is the core component of the vehicle and is used to provide power to the entire vehicle.

[0053] In some embodiments, the powertrain includes an engine 100, a first electric motor 200, and a first gear set 500; both the engine 100 and the first electric motor 200 are connected to the first gear set 500 to transmit power from the engine 100 and the first electric motor 200 to the first gear set 500. The power output from the first electric motor 200 and the engine 100 is output through the first gear set 500 to provide power to the entire vehicle.

[0054] In some embodiments, the longitudinally mounted hybrid system further includes a transmission 600 connected to the power output end of the first gear set 500. The transmission 600 is used to regulate the power output of the engine 100 and / or the first electric motor 200, and by changing the transmission ratio, transmits power to the wheels at different speeds and torques to meet the needs of the vehicle under different driving conditions.

[0055] In some embodiments, the longitudinally mounted hybrid system further includes a second motor 900, which is connected to the power output terminal of the transmission 600. The second motor 900 can be selectively charged or discharged depending on the operating conditions. When the second motor 900 is charging, a portion of the power output from the transmission 600 is transferred to the second motor 900, which then functions as a generator. When the second motor 900 is generating power, its power is synchronized with the power output from the transmission 600 to provide power to the entire vehicle.

[0056] In some embodiments, the powertrain further includes a first switching module 300 and a second switching module 400. The first switching module 300 is used to disconnect or connect the power transmission between the engine 100 and the first gear set 500; the second switching module 400 is used to disconnect or connect the power transmission between the first motor 200 and the transmission 600.

[0057] Through the above scheme, the system, by setting up a powertrain, transmission 600, and second motor 900, allows the powertrain to flexibly switch operating modes according to different working conditions. When the first switching module 300 and the second switching module 400 transmit power from the first motor 200 and engine 100 to the transmission 600, it operates in a continuously variable speed (CVT) mode. In this mode, power is split, resulting in good fuel economy while providing smoother acceleration and deceleration, improving the user experience. When the first switching module 300 transmits power from the engine 100 to the first gear set 500, and the second switching module 400 disconnects the power transmission from the first motor 200, it operates in a direct-drive mode for the engine 100. In this mode, the power from the engine 100 is directly transmitted to the transmission 600 and output, improving efficiency at high speeds while ensuring driving smoothness. When there is no fuel, the first switching module 300 can disconnect the power transmission from the engine 100, allowing the first motor 200 to operate in pure electric mode. Therefore, this scheme allows for adjusting different modes according to different road conditions and needs, thus enabling the vehicle to simultaneously possess both performance and fuel economy.

[0058] In some embodiments, the engine, the first motor, the transmission, and the second motor are arranged in a front-to-back sequence along the vehicle. By placing the second motor at the rear of the transmission, the power output of the second motor can bypass the transmission, thereby avoiding losses within the transmission and achieving higher drive efficiency for the second motor.

[0059] It is worth noting that the first switching module 300 and the second switching module 400 in this application operate independently of each other.

[0060] In some embodiments, the first gear set 500 is a planetary gear set, which includes a first ring gear 503, a first sun gear 501, a first planet carrier 502, and a first planetary pinion. The first sun gear 501 is connected to the output shaft of the first motor 200; the first planet carrier 502 is connected to the output shaft of the engine 100; and the first ring gear 503 is connected to the transmission 600. The structure of the planetary gear set enables efficient power transmission and distribution. The first planetary pinion meshes with both the first sun gear 501 and the first ring gear 503. Power from the first motor 200 is transmitted via the first sun gear 501 to the first planetary pinion mounted on the first planet carrier 502, and the first planetary pinion transmits power to the transmission 600 via the first planet carrier 502. Power from the engine 100 is transmitted via the ring gear to the first planetary pinion mounted on the first planet carrier 502, and the first planetary pinion transmits power to the transmission 600 via the first planet carrier 502. Planetary gears have a simple structure and high transmission efficiency, and can easily distribute and integrate the power of the engine 100 and the electric motor in different forms to achieve multiple power output modes.

[0061] It is worth noting that the planetary gear set has a conventional structure, with the sun gear located at the center, the planet carrier being a circular ring coaxially fitted onto the sun gear, and the ring gear coaxially fitted onto the planet carrier. The planetary pinion is rotatably connected to the planet carrier and meshes with the sun gear and the ring gear. Rotation of any one of the sun gear, planet carrier, ring gear, or planetary pinion will drive the rotation of the remaining components. The first gear set 500 and the second gear set 800 described above and below both use this structure.

[0062] In some embodiments, the first switching module 300 is used to switch the connection between the output shaft of the engine 100 and the first planetary carrier 502. Due to the characteristics of the engine 100, the power output of the engine 100 can be cut off directly through a structure such as a clutch. When the first switching module 300 cuts off the power output of the engine 100, the first motor 200 drives the first sun gear 501 to rotate. Even if the first ring gear 503 has no power input, the first planetary pinion meshing with the first sun gear 501 can still transmit power to the transmission 600 through the first planetary carrier 502.

[0063] In some embodiments, the first switching module 300 is preferably a clutch, which connects or disconnects the output shaft of the engine 100 from the first planetary carrier 502. The clutch not only smoothly transmits power from the engine 100 to the transmission 600 via the first gear set 500, preventing the engine 100 from stalling or the vehicle from suddenly lurching forward, but also, during gear shifting, disconnects power, allowing the transmission 600 gears to smoothly shift gears, reducing gear impact and wear within the transmission 600. Furthermore, the clutch can shift to neutral to disconnect the power transmission between the engine 100 and the first gear set 500, allowing the vehicle to enter pure electric mode, relying solely on the first motor 200 to provide power.

[0064] In some embodiments, the first switching module 300 may also be a structure such as a shift fork, which switches the position of the shift fork to realize the power transmission or disconnection between the engine 100 and the first planetary carrier 502. Compared with a clutch, the shift fork has a simpler structure, is easier to maintain, and has a lower failure rate.

[0065] In some embodiments, the second switching module 400 is used to lock the first sun gear 501 so that the first sun gear 501 cannot rotate. Because the first sun gear 501 is connected to the first motor 200, when the second switching module 400 locks the first sun gear 501, the first motor 200 is also locked. With the sun gear unable to rotate, the engine 100 drives the first ring gear 503 to rotate. The first ring gear 503 meshes with the first planetary pinion to drive the first planetary pinion to rotate circumferentially around the sun gear, thus realizing the rotation of the first planetary carrier 502. The first planetary carrier 502 is connected to the transmission 600, thereby achieving the effect of direct power transmission from the engine 100 to the transmission 600.

[0066] Furthermore, the second switching module 400 is used to fix the position of the first sun gear 501 relative to the vehicle's position, at which point the first sun gear 501 is completely stationary relative to the vehicle. At this time, the first motor 200 will not output power and cannot output power. Due to the characteristics of planetary gears, when the first sun gear 501 cannot rotate, the first ring gear 503 and the first planetary carrier 502 can transmit force almost without loss through the first planetary pinion. If the first sun gear 501 is not locked, even when the first motor 200 is not performing work, some force will be transmitted to the first motor 200 through the first sun gear 501, resulting in energy loss.

[0067] Furthermore, the second switching module 400 can leave the first sun gear 501 unlocked or partially locked. In this case, some force will be transmitted to the first motor 200 through the first sun gear 501, allowing the first motor 200 to function as a generator for charging. This allows the vehicle to be charged when its battery is low, ensuring its normal operation.

[0068] In some embodiments, the transmission 600 and the second motor 900 can be directly connected. That is, the power output from the transmission 600 and the output shaft of the second motor 900 are directly connected, and the power output from the transmission 600 and the second motor 900 can be combined to provide power to the vehicle. In some cases, the second motor 900 can also be used as a generator to convert part of the power output from the transmission 600 into electrical energy for charging. This can charge the vehicle when its battery is low, ensuring the normal operation of the vehicle.

[0069] In some embodiments, a second gear set 800 is provided between the transmission 600 and the second motor 900. The second gear set 800 is used to reduce the output speed of the transmission 600. The second gear set 800 can reduce the output speed of the transmission 600, thereby amplifying the torque by adjusting the transmission ratio. This provides greater torque output to the vehicle when starting or driving at low speeds, improving the vehicle's acceleration performance and increasing driving efficiency in pure electric conditions.

[0070] In some embodiments, a third switching module 700 is provided at the second gear set 800; the transmission 600 and the second motor 900 have a first state and a second state; in the first state, the power of the transmission 600 and the second motor 900 is directly mixed; in the second state, the power of the transmission 600 is reduced in speed by the second gear set 800 and then mixed with the second motor 900; the third switching module 700 is used to switch between the first state and the second state. The third switching module 700 allows the transmission 600 and the second motor 900 to flexibly switch between two states: direct connection and connection through the second gear set 800. During high-speed operation or normal driving, the first state can be selected, directly connected to the engine 100 to improve transmission efficiency. When greater torque output is required, the system can switch to the second state, connected through the second gear set 800, to achieve torque increase and deceleration effects, improving the vehicle's adaptability and power performance under different operating conditions.

[0071] In some embodiments, the second gear set 800 is a planetary gear set, including a second ring gear 803, a second sun gear 801, a second planet carrier 802, and a second planetary pinion. In the first state, the power of the transmission 600 is mixed with that of the second motor 900 through the second sun gear 801 and transmitted to the wheels. The structure of the planetary gear set enables complex power transmission and torque amplification functions. The second motor 900 is connected to the second sun gear. In the first state, the power at the output end of the transmission 600 is transmitted to the second sun gear 801. At this time, depending on the operating conditions, it is selected whether to charge the second motor 900 or whether the second motor 900 is in a discharging state. During charging, the power of the second sun gear 801 is transmitted to the second motor 900. During discharging, the power of the second motor 900 is also transmitted to the second sun gear 801, thereby realizing the transmission of power to the entire vehicle.

[0072] Furthermore, the output shaft of the second motor 900 is connected to the second sun gear 801. In the first state, the output end of the transmission 600 can be directly connected to the second sun gear 801, thus forming a direct connection. Power transmission is most stable and energy loss is minimal in this configuration.

[0073] In some embodiments, in the second state, the output shaft of the second motor 900 is connected to the second sun gear 801; the output shaft of the transmission 600 is connected to the second planetary carrier 802. At this time, the power of the transmission 600 is transmitted to the second planetary pinion through the rotation of the second planetary carrier 802, and the second planetary pinion meshes with the second sun gear 801 to realize power transmission or merging.

[0074] Furthermore, when the output shaft of the transmission 600 is connected to the second planetary carrier 802, the second ring gear 803 is ensured to be unable to rotate. That is, the second ring gear 803 is fixed inside the vehicle. By fixing the second ring gear 803, it is ensured that the power for the rotation of the second planetary carrier 802 can be fully transmitted to the second sun gear 801 through the second planetary pinion.

[0075] In another embodiment, in the second state, the output shaft of the second motor 900 is connected to the second sun gear 801; the output shaft of the transmission 600 is connected to the second ring gear 803. At this time, the power of the transmission 600 is transmitted to the second planetary pinion through the second ring gear 803, and then the second planetary pinion meshes with the second sun gear 801 to realize power transmission or merging.

[0076] Furthermore, when the output shaft of the transmission 600 is connected to the second ring gear 803, the second planetary carrier 802 cannot rotate. That is, the second planetary carrier 802 is fixed inside the vehicle. By fixing the second planetary carrier 802, it is ensured that the second planetary pinion will not rotate around the second sun gear 801, thereby ensuring that the power of the second ring gear 803 can be transmitted to the second sun gear 801 through the second planetary pinion. This achieves efficient power transmission and avoids power loss.

[0077] In some embodiments, a power shaft is also provided, through which the power output by the transmission 600 and the power output by the second motor 900 are transmitted to the wheels to enable the vehicle to move.

[0078] It is worth noting that the drive shaft can also be located at the second sun gear 801 or the second planetary carrier 802. If the second ring gear 803 is fixed, the drive shaft is connected to the second planetary carrier 802. If the second planetary carrier 802 is fixed, the drive shaft is connected to the second ring gear 803. This ensures that power can be transmitted to the wheels.

[0079] In some embodiments, the third switching module 700 is a shift fork, and by moving the position of the shift fork, it is possible to determine whether the power output of the transmission 600 passes through the second gear set 800.

[0080] Furthermore, when the output shaft of the transmission 600 is used to connect with the second planetary carrier 802, the power output of the transmission 600 can be switched between the second sun gear 801 and the second planetary carrier 802 via the shift fork of the third switching module 700.

[0081] Specifically, the shift fork of the third switching module 700 connects the output shaft of the transmission 600 to the second sun gear 801 in one state, and connects the output shaft of the transmission 600 to the second planetary carrier 802 in another state.

[0082] Furthermore, when the output shaft of the transmission 600 is used to connect with the second ring gear 803, the power output of the transmission 600 can be switched between the second sun gear 801 and the second ring gear 803 via the shift fork of the third switching module 700.

[0083] Specifically, the shift fork of the third switching module 700 connects the output shaft of the transmission 600 to the second sun gear 801 in one state, and connects the output shaft of the transmission 600 to the second gear ring 803 in another state.

[0084] In another embodiment, the third switching module 700 includes a first clutch and a second clutch. The output shaft of the transmission 600 is connected to the second sun gear 801 via the first clutch. The output shaft of the second clutch is connected to either the second planetary carrier 802 or the second ring gear 803 via the second clutch. When the first clutch is disengaged and the second clutch is engaged, the power output by the transmission 600 is transmitted to the sun gear via the second planetary carrier 802 or the second ring gear 803, achieving gear reduction and torque increase before being output to the power shaft.

[0085] It is worth noting that the first clutch and the second clutch will not disengage or engage simultaneously to avoid mechanical failure.

[0086] Secondly, this application also provides a vehicle, including: a body, on which the aforementioned longitudinal hybrid power system is installed. This vehicle can adjust the first switching module 300 and the second switching module 400 as needed, thereby enabling the vehicle to switch between continuously variable transmission (CVT) mode, engine direct drive mode, and pure electric mode. Different modes can be adjusted according to different road conditions and needs, thus achieving a vehicle that simultaneously possesses both performance and economical characteristics.

[0087] In some embodiments, the vehicle also includes wheels connected to a drive shaft to enable vehicle movement.

[0088] It is worth noting that the longitudinal hybrid system in this application, and the longitudinal mounting in the vehicle, means that the crankshaft axis of the engine 100 is the same as the longitudinal direction of the vehicle. Because the vehicle has a longitudinally mounted engine 100, it must also have a longitudinally mounted transmission. The specifications and internal structure of a longitudinally mounted transmission are completely different from those of a transversely mounted transmission. Therefore, there is sufficient space inside the vehicle for the longitudinally mounted transmission and the longitudinally mounted engine 100 to allow them to be staggered, thereby realizing the hybrid system of this application.

[0089] If a transverse engine 100 is used, a transverse gearbox must also be used. The axial direction of the transverse engine 100 and the transverse gearbox needs to be set along the width direction of the vehicle. Under this structure, existing vehicles do not have the space to install the hybrid power system of this application.

[0090] 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 longitudinally mounted hybrid power system, characterized in that, It includes: The powertrain includes an engine (100), a first motor (200), a first gear set (500), a first switching module (300), and a second switching module (400); the engine (100) and the first motor (200) are both connected to the first gear set (500), and the power of the engine (100) and the first motor (200) is transmitted to the first gear set (500); A transmission (600) is connected to the power output end of the first gear set (500); The second motor (900) is connected to the power output end of the transmission (600); In the powertrain, the first switching module (300) is used to disconnect or connect the power transmission between the engine (100) and the first gear set (500). The second switching module (400) is used to disconnect or connect the power transmission from the first motor (200) to the transmission (600).

2. The longitudinally mounted hybrid power system according to claim 1, characterized in that, The first gear set (500) is a planetary gear set, which includes a first ring gear (503), a first sun gear (501), a first planet carrier (502), and a first planet pinion; The first sun gear (501) is connected to the output shaft of the first motor (200); the first planetary carrier (502) is connected to the output shaft of the engine (100); and the first gear ring (503) is connected to the transmission (600).

3. The longitudinally mounted hybrid power system according to claim 2, characterized in that, The first switching module (300) is used to switch the connection between the output shaft of the engine (100) and the first planetary carrier (502).

4. The longitudinally mounted hybrid power system according to claim 3, characterized in that, The second switching module (400) is used to lock the first sun gear (501) so that the first sun gear (501) cannot rotate.

5. The longitudinally mounted hybrid power system according to claim 1, characterized in that, A second gear set (800) is provided between the transmission (600) and the second motor (900), and the second gear set (800) is used to reduce the speed output by the transmission (600).

6. The longitudinally mounted hybrid power system according to claim 5, characterized in that, A third switching module (700) is provided at the second gear set (800); The transmission (600) and the second motor (900) have a first state and a second state; In the first state, the power of the transmission (600) and the second motor (900) are directly mixed; In the second state, the power of the transmission (600) is reduced in speed by the second gear set (800) and then mixed with the second motor (900); The third switching module (700) is used to switch between the first state and the second state.

7. The longitudinally mounted hybrid power system according to claim 6, characterized in that, The second gear set (800) is a planetary gear set, which includes a second ring gear (803), a second sun gear (801), a second planet carrier (802), and a second planet pinion; In the first state, the power of the transmission (600) is mixed with that of the second motor (900) through the second sun gear (801).

8. The longitudinally mounted hybrid power system according to claim 7, characterized in that, In the second state, the output shaft of the second motor (900) is connected to the second sun gear (801); the output shaft of the transmission (600) is connected to the second planetary carrier (802) or the second gear ring (803).

9. The longitudinally mounted hybrid power system according to claim 8, characterized in that, If the output shaft of the transmission (600) is connected to the second planetary carrier (802), the second ring gear (803) cannot rotate; If the output shaft of the transmission (600) is connected to the second gear ring (803), the second planetary carrier (802) cannot rotate.

10. A vehicle, characterized in that, Includes: a vehicle body, wherein the vehicle body is provided with a longitudinally mounted hybrid power system as described in any one of claims 1 to 9.

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