Hybrid drive system and carrier platform

Abstract

This invention provides a hybrid power drive system and a transport platform. The hybrid power drive system includes: an engine, a clutch, a first motor, a differential, a direct drive transmission assembly, a second motor, and a planetary gear set assembly. The first motor is used to generate electricity. The differential is connected to the external wheels. The power output of the engine is responsively connected to the differential via the direct drive transmission assembly. The second motor is responsively connected to the differential via the planetary gear set assembly and is used to drive the external wheels. The engine is transversely mounted. The extension direction of the second motor is the direction of its maximum horizontal dimension, and the extension direction of the second motor is parallel to the transverse direction of the engine. The direct drive transmission assembly includes a drive chain for transmitting power from the engine to the differential. This invention solves the problem in the prior art where dual-motor hybrid power systems are difficult to adapt to engine compartments with small longitudinal beam spans.

Description

Technical Field

[0001] This utility model relates to the field of hybrid vehicle technology, and more specifically, to a hybrid drive system and a transport platform. Background Technology

[0002] Currently, with the increasing awareness of environmental protection and the increasingly stringent energy efficiency standards, hybrid drive systems have become one of the hot topics in automotive industry research and development. In particular, for models with unique performance requirements and compact front compartment layouts (such as off-road vehicles), higher requirements are placed on the integration and efficiency of hybrid systems. In traditional hybrid systems, dual-motor systems have attracted much attention due to their efficient energy conversion and flexible operating modes, but they face a series of challenges in actual design.

[0003] In most common cars, the longitudinal beam span in the front compartment is usually small (especially those with a longitudinal engine layout), which limits the installation space of the powertrain. Therefore, most of the dual-motor hybrid transmissions currently on the market have not fully taken this special factor into account, resulting in an overall system size that is too large and difficult to adapt to these types of vehicles.

[0004] Furthermore, existing dual-motor hybrid power systems often employ complex gear transmission mechanisms to switch between multiple operating modes. This not only increases the weight and cost of the system but may also introduce additional points of failure, reducing the system's reliability and stability. In particular, when one of the dual motors is located on the same side as the engine, how to rationally arrange the positions of each component within the limited space in the engine compartment, avoid mutual interference, and ensure efficient transmission is a design challenge that urgently needs to be solved.

[0005] Therefore, existing dual-motor hybrid power systems have the problem of being difficult to adapt to the engine compartment with a small longitudinal beam span and a relatively complex transmission system. Utility Model Content

[0006] This invention provides a hybrid power drive system and a transport platform to solve the problem that existing dual-motor hybrid power systems are difficult to adapt to engine compartments with small longitudinal beam spans and complex transmission systems.

[0007] To address the aforementioned problems, according to one aspect of this utility model, a hybrid power drive system is provided, comprising: an engine, a clutch, a first motor, a differential, a direct drive transmission assembly, a second motor, and a planetary gear set assembly; the power output end of the engine is responsively connected to the first motor via the clutch, and the first motor is used for generating electricity; the differential is driven by the external wheels; the power output end of the engine is responsively connected to the differential via the direct drive transmission assembly; the second motor is responsively connected to the differential via the planetary gear set assembly, the planetary gear set assembly is used for speed reduction and torque increase, and the second motor is used to drive the external wheels to rotate; wherein, the engine is transversely mounted; the extension direction of the second motor is the direction of its maximum horizontal dimension, and the extension direction of the second motor is parallel to the transverse direction of the engine; the direct drive transmission assembly includes a drive chain for transmitting power from the engine to the differential.

[0008] Furthermore, the hybrid drive system has an idle power generation mode, a pure electric drive mode, and a direct drive mode. In the idle power generation mode, the clutch connects the engine to the first motor, which generates electricity based on the power transmitted by the engine. In the pure electric drive mode, the second motor drives the planetary gear set to rotate, which in turn drives the differential to rotate, and the differential drives the outer wheels to rotate. In the direct drive mode, the engine drives the differential to rotate via a transmission chain, and the differential drives the outer wheels to rotate.

[0009] Furthermore, the hybrid drive system also features series mode, regenerative braking mode, and parallel mode. In series mode, the first motor generates electricity based on the power transmitted from the engine, the second motor drives the planetary gear set to rotate, the planetary gear set drives the differential to rotate, and the differential drives the outer wheels to rotate. In regenerative braking mode, the outer wheels drive the differential to rotate, the differential drives the planetary gear set and the second motor to rotate, so that the second motor generates electricity. In parallel mode, the second motor drives the planetary gear set to rotate, the planetary gear set drives the differential to rotate, the engine drives the differential to rotate via a transmission chain, and the differential drives the outer wheels to rotate.

[0010] Furthermore, the hybrid drive system also includes a frame, with the engine, first motor, and second motor respectively fixedly mounted on the frame; wherein, the frame has a central axis extending along the forward direction of the frame, the central axis dividing the frame into left and right sides, the engine and second motor are both located on one side of the frame, and the first motor and differential are both located on the other side of the frame to adjust the center of gravity of the hybrid drive system.

[0011] Furthermore, the hybrid drive system also includes a frame, with the engine, first motor, and second motor respectively fixedly mounted on the frame; wherein, the frame has a central axis extending along the forward direction of the frame, the central axis dividing the frame into left and right sides, the engine and differential are both located on one side of the frame, and the first motor and second motor are both located on the other side of the frame, so as to adjust the center of gravity of the hybrid drive system.

[0012] Furthermore, the rotation axis of the power output end of the second motor is collinear with the power transmission axis of the planetary gear set; the planetary gear set is mounted on the second motor and at least a portion of it is integrated inside the second motor; and / or, the power transmission axis of the planetary gear set is collinear with the power transmission axis of the differential.

[0013] Furthermore, the rotation axis of the power output end of the clutch is collinear or parallel to the rotation axis of the shaft of the first motor used for power generation.

[0014] Furthermore, the planetary gear assembly includes a first planetary gear structure and a second planetary gear structure. The power input end of the first planetary gear structure is connected to the second motor drive, the power output end of the first planetary gear structure is connected to the power input end of the second planetary gear structure, and the power output end of the second planetary gear structure is connected to the differential in a slew-free manner, so that the power output by the second motor is transmitted through a two-stage reduction and torque amplification transmission.

[0015] Furthermore, the direct drive transmission assembly also includes a first sprocket and a second sprocket. The first sprocket is connected to the power output end of the engine, and the second sprocket is connected to the power input end of the differential. The transmission chain engages with the first sprocket and the second sprocket respectively to rotate cyclically. The rotation axis of the first sprocket is collinear or parallel to the rotation axis of the engine crankshaft, and the rotation axis of the second sprocket is collinear or parallel to the power transmission axis of the differential.

[0016] According to another aspect of the present invention, a transport platform is provided, the transport platform including the above-mentioned hybrid power drive system, the forward direction of the transport platform being perpendicular to the transverse direction of the engine; the transport platform has a vehicle front compartment inside, and at least a portion of the hybrid power drive system is disposed in the vehicle front compartment.

[0017] This utility model provides a hybrid power drive system, comprising: an engine, a clutch, a first motor, a differential, a direct drive transmission assembly, a second motor, and a planetary gear set assembly. The engine's power output is connected to the first motor via the clutch, and the first motor is used for power generation. The differential is connected to the external wheels. The engine's power output is connected to the differential via the direct drive transmission assembly. The second motor is connected to the differential via the planetary gear set assembly, and the planetary gear set assembly is used for speed reduction and torque increase. The second motor is used to drive the external wheels. The engine is transversely mounted. The extension direction of the second motor is the direction of its maximum horizontal dimension, and the extension direction of the second motor is parallel to the transverse direction of the engine. The direct drive transmission assembly includes a transmission chain for transmitting power from the engine to the differential.

[0018] This invention, by arranging the engine transversely and the extension direction of the second motor parallel to the transverse direction of the engine, effectively reduces the space occupied by the hybrid drive system in the vehicle's forward direction, thus allowing the proposed dual-motor hybrid drive system to be adapted to the front compartment of vehicles with small longitudinal beam spans. By arranging the engine, clutch, first motor, differential, direct drive transmission assembly, second motor, and planetary gear set to work in coordination, the internal transmission structure of the hybrid drive system is simplified. Furthermore, by aligning the extension direction of the second motor parallel to the transverse direction of the engine, the second motor and engine can be positioned on the same horizontal side of the vehicle's front compartment, resulting in more efficient use of space. The invention also incorporates a transmission chain... The chain drive allows the engine to directly transmit power to the differential. Compared to traditional gear drives, chain drive is simpler and allows for a greater distance between the engine and the differential. This enables the second motor to be positioned on the same horizontal side of the vehicle's front compartment as the engine, further adapting the hybrid drive system to vehicles with shorter longitudinal beam spans. This invention features a simple and low-cost structure, facilitating assembly and maintenance. It addresses the limitations of existing dual-motor hybrid systems in adapting to engine compartments with smaller longitudinal beam spans and complex transmission systems. In practical use, the hybrid drive system proposed in this invention meets vehicle requirements, exhibiting strong power, good stability, and low fuel consumption, making it suitable for large-scale deployment. Attached Figure Description

[0019] The accompanying drawings, which form part of this application, are used to provide a further understanding of the present invention. The illustrative embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an undue limitation of the present invention. In the drawings:

[0020] Figure 1 A partial structural schematic diagram of a hybrid drive system with the engine and the second motor located on the same side, as provided in Embodiment 1 of this utility model, is shown.

[0021] Figure 2 A partial structural schematic diagram of a hybrid drive system in Embodiment 2 of this utility model, in which the first motor and the second motor are located on the same side, is shown.

[0022] Figure 3 A partial structural schematic diagram of a hybrid drive system provided in Embodiment 3 of this utility model, in which the engine and the second motor are located on the same side and at least a portion of the planetary gear assembly is integrated inside the second motor, is shown.

[0023] Figure 4 The diagram shows a partial structural schematic of a hybrid drive system provided in Embodiment 4 of the present invention, in which the first motor and the second motor are located on the same side and at least a portion of the planetary gear assembly is integrated inside the second motor.

[0024] The above figures include the following reference numerals:

[0025] 10. Engine;

[0026] 20. Clutch;

[0027] 30. First motor;

[0028] 40. Differential;

[0029] 50. Direct drive transmission assembly; 51. Drive chain;

[0030] 60. Second motor;

[0031] 70. Planetary row assembly; 71. First planetary row structure; 72. Second planetary row structure. Detailed Implementation

[0032] 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. The following description of at least one exemplary embodiment is merely illustrative and is in no way intended to limit the present utility model or its application or use. All other embodiments obtained by those skilled in the art based on the embodiments of the present utility model without creative effort are within the scope of protection of the present utility model.

[0033] like Figures 1 to 4As shown, an embodiment of this utility model provides a hybrid power drive system, including: an engine 10, a clutch 20, a first motor 30, a differential 40, a direct drive transmission assembly 50, a second motor 60, and a planetary gear set 70; the power output end of the engine 10 is responsively connected to the first motor 30 via the clutch 20, and the first motor 30 is used for generating electricity; the differential 40 is connected to the external wheels for drive; the power output end of the engine 10 is responsively connected to the differential 40 via the direct drive transmission assembly 50; the second motor 60 is responsively connected to the differential 40 via the planetary gear set 70, and the planetary gear set 70 is used for speed reduction and torque increase, and the second motor 60 is used to drive the external wheels to rotate; wherein, the engine 10 is arranged transversely; the extension direction of the second motor 60 is the direction of extension of its maximum horizontal dimension, and the extension direction of the second motor 60 is parallel to the transverse direction of the engine 10; the direct drive transmission assembly 50 includes a transmission chain 51, which is used to transmit the power of the engine 10 to the differential 40.

[0034] This invention effectively reduces the space occupied by the hybrid drive system in the vehicle's forward direction by setting the engine 10 transversely and the extension direction of the second motor 60 parallel to the transverse direction of the engine 10. This allows the dual-motor hybrid drive system proposed in this invention to be adapted to the front compartment of vehicles with small longitudinal beam spans. By setting the engine 10, clutch 20, first motor 30, differential 40, direct drive transmission assembly 50, second motor 60, planetary gear assembly 70, and other structures to work together, the internal transmission structure of the hybrid drive system is simplified. By setting the extension direction of the second motor 60 parallel to the transverse direction of the engine 10, the second motor 60 and the engine 10 can be arranged on the same side of the vehicle's front compartment in the horizontal direction, thus making more rational use of the space in the vehicle's front compartment. By setting the transmission chain 51, the engine 10 can directly transmit power to the differential 40. The chain drive method is simpler than the traditional gear drive method and allows the engine 10 to be further away from the differential 40. This allows the second motor 60 to be arranged on the same side of the vehicle's front compartment in the horizontal direction as the engine 10, making the hybrid drive system more suitable for vehicles with shorter longitudinal beam spans. This utility model has a simple structure and low cost, is easy to assemble and maintain, and solves the problem that existing dual-motor hybrid systems are difficult to adapt to engine compartments with small longitudinal beam spans and complex transmission systems. In actual use, it has been found that the hybrid drive system proposed in this utility model can meet the needs of vehicles, with strong power, good stability, and low fuel consumption, making it suitable for large-scale promotion and use.

[0035] It should be noted that in one specific embodiment of this utility model, the engine 10 is fixedly connected to the first motor 30 (i.e., generator), and the power of the engine 10 can be transmitted to the differential 40 or other structures via the transmission chain 51 through the engagement of the clutch 20.

[0036] Specifically, the hybrid drive system has an idle power generation mode, a pure electric drive mode, and a direct drive mode. In the idle power generation mode, the clutch 20 connects the engine 10 to the first motor 30, and the first motor 30 generates electricity based on the power transmitted by the engine 10. In the pure electric drive mode, the second motor 60 drives the planetary gear set 70 to rotate, the planetary gear set 70 drives the differential 40 to rotate, and the differential 40 drives the outer wheels to rotate. In the direct drive mode, the engine 10 drives the differential 40 to rotate through the transmission chain 51, and the differential 40 drives the outer wheels to rotate.

[0037] By setting multiple operating modes, the hybrid drive system can flexibly switch according to the vehicle's driving status and needs, improving energy efficiency and driving experience. Through the control of clutch 20, the connection and disconnection of engine 10 and first electric motor 30 are realized, thereby achieving power source switching in different modes. This technical solution enables the vehicle to maintain optimal performance under different operating conditions such as low-speed pure electric, high-speed direct drive, and energy recovery, reducing fuel consumption, emissions, and improving driving comfort and safety. In practical design, the vehicle's range and power performance can be further improved by optimizing control strategies and increasing battery capacity.

[0038] Specifically, the hybrid drive system also has a series mode, a regenerative braking mode, and a parallel mode. In the series mode, the engine 10 is driven by the first motor 30, which generates electricity based on the power transmitted by the engine 10. The second motor 60 drives the planetary gear set 70 to rotate, which in turn drives the differential 40 to rotate, and the differential 40 drives the outer wheels to rotate. In the regenerative braking mode, the outer wheels drive the differential 40 to rotate, which in turn drives the planetary gear set 70 and the second motor 60 to rotate, so that the second motor 60 generates electricity. In the parallel mode, the second motor 60 drives the planetary gear set 70 to rotate, which in turn drives the differential 40 to rotate. The clutch 20 engages, and the engine 10 drives the differential 40 to rotate via the transmission chain 51, which in turn drives the outer wheels to rotate.

[0039] By integrating multiple operating modes, the flexibility and adaptability of the hybrid drive system are enhanced, enabling it to optimize energy use in different driving scenarios. Through the reduction and torque-increasing effect of the planetary gear set 70, the second motor 60 can effectively drive the differential 40 in both series and parallel modes, achieving smooth vehicle operation. This configuration enables the recovery and utilization of braking energy, improving energy efficiency, while providing stronger power output in parallel mode to meet high load demands. In other embodiments, increasing the number of motors or employing more efficient energy conversion devices can address power demand and energy management issues under extreme operating conditions.

[0040] like Figure 1 and Figure 3 As shown, the hybrid drive system also includes a frame, and the engine 10, the first motor 30 and the second motor 60 are respectively fixed on the frame; wherein, the frame has a central axis extending along the forward direction of the frame, the central axis divides the frame into left and right sides, the engine 10 and the second motor 60 are both located on one side of the frame, and the first motor 30 and the differential 40 are both located on the other side of the frame to adjust the center of gravity of the hybrid drive system.

[0041] By rationally arranging the engine 10, electric motor, and differential 40, the vehicle's center of gravity distribution is optimized, improving driving stability and handling performance. By placing the engine 10 and second electric motor 60 on one side of the frame, and the first electric motor 30 and differential 40 on the other side, a balanced center of gravity is achieved. This technical solution enables the vehicle to maintain good stability and handling under high-speed driving and complex road conditions, improving driving safety and comfort. In other embodiments, the vehicle's dynamic performance can be further optimized by adjusting the weight and position of each component, such as by using lightweight materials or redesigning component structures, to address performance optimization issues in specific vehicle models.

[0042] like Figure 2 and Figure 4 As shown, the hybrid drive system also includes a frame, with the engine 10, the first motor 30, and the second motor 60 fixedly mounted on the frame. The frame has a central axis extending along the forward direction of the frame, which divides the frame into left and right sides. The engine 10 and the differential 40 are both located on one side of the frame, while the first motor 30 and the second motor 60 are both located on the other side of the frame to adjust the center of gravity of the hybrid drive system.

[0043] By placing the engine 10 and differential 40 on one side of the chassis, and the first motor 30 and second motor 60 on the other side, a reasonable distribution of the vehicle's center of gravity is achieved, improving driving stability and handling. Optimizing the component layout ensures the vehicle maintains good balance under various operating conditions, preventing handling instability caused by center of gravity shift. The above technical solution enables the vehicle to remain stable under various driving conditions, improving driving safety and comfort. In other embodiments, vehicle performance can be further optimized by adjusting the component layout and using lightweight materials, such as improving acceleration performance and fuel economy.

[0044] Optionally, the rotation axis of the power output end of the second motor 60 is collinear with the power transmission axis of the planetary gear assembly 70; the planetary gear assembly 70 is disposed on the second motor 60, and at least a portion of it is integrated inside the second motor 60; and / or, the power transmission axis of the planetary gear assembly 70 is collinear with the power transmission axis of the differential 40.

[0045] By aligning the planetary gear set 70 with the power output terminal of the second motor 60 along the same line, the transmission structure is simplified and transmission efficiency is improved. This collinear arrangement reduces energy loss during power transmission, and the planetary gear set 70 integrated within the second motor 60 further saves space, making the system more compact. This technical solution improves vehicle power and economy while reducing system complexity and weight, facilitating installation and maintenance. In other embodiments, transmission efficiency and system reliability can be further improved by optimizing the structural design of the planetary gear set 70, such as by using more efficient gear materials or improving gear layout.

[0046] In addition, by integrating at least a portion of the planetary gear assembly 70 inside the second motor 60 (e.g., inside the rotor cavity of the second motor 60), the longitudinal length of the second motor 60 along the forward direction of the frame can be further shortened.

[0047] In one specific embodiment of this utility model, the second motor 60 is connected to the planetary gear assembly 70 in a parallel shaft arrangement to ensure smooth transmission and minimize the longitudinal space occupied.

[0048] Optionally, the rotation axis of the power output end of the clutch 20 is collinear or parallel to the rotation axis of the shaft of the first motor 30 used for power generation.

[0049] In one specific embodiment of this utility model, the hybrid drive system further includes a power generation chain, which is connected to the clutch 20 and the engine 10 respectively. The power output end of the engine 10 is connected to the clutch 20 through the power generation chain. The hybrid drive system has an idle power generation mode. In the idle power generation mode, the power generation chain is connected to the first motor 30 through the clutch 20, and the first motor 30 generates electricity according to the power transmitted by the power generation chain and the clutch 20.

[0050] By connecting the power generation chain to the clutch 20 and the engine 10, efficient power transmission in idle power generation mode is achieved, improving energy utilization efficiency. The collinear or parallel rotation axes reduce energy loss during power transmission, while the power generation chain simplifies the power transmission path and improves power generation efficiency. This technical solution allows the excess power of the engine 10 to charge the battery when the vehicle is idling, reducing vehicle energy consumption and improving energy utilization. In other embodiments, optimizing the materials and design of the power generation chain, such as using high-strength, low-friction chain materials, can address the issues of power generation efficiency and system stability under high load conditions.

[0051] like Figure 1 , Figure 2 , Figure 3 and Figure 4 As shown, the planetary gear assembly 70 includes a first planetary gear structure 71 and a second planetary gear structure 72. The power input end of the first planetary gear structure 71 is driven and connected to the second motor 60. The power output end of the first planetary gear structure 71 is connected to the power input end of the second planetary gear structure 72. The power output end of the second planetary gear structure 72 is connected to the differential 40 in a slew-feed manner, so that the power output by the second motor 60 is transmitted through a two-stage reduction and torque amplification transmission.

[0052] By employing a two-stage planetary gear set structure, efficient reduction and torque amplification of the second motor 60 are achieved, improving the vehicle's power performance. In principle, the series connection of the first planetary gear set structure 71 and the second planetary gear set structure 72 doubles the torque during power transmission while maintaining reasonable speed regulation. This configuration allows the vehicle to achieve stronger power output during acceleration and hill climbing, improving the driving experience and vehicle performance. In other embodiments, power transmission efficiency and system response speed can be further optimized by adjusting the parameters of the planetary gear set structure, such as the gear ratio and the number of planetary gears.

[0053] Optionally, the direct drive transmission assembly 50 further includes a first sprocket and a second sprocket. The first sprocket is connected to the power output end of the engine 10, and the second sprocket is connected to the power input end of the differential 40. The transmission chain 51 engages with the first sprocket and the second sprocket respectively to rotate cyclically. The rotation axis of the first sprocket is collinear or parallel to the rotation axis of the crankshaft of the engine 10, and the rotation axis of the second sprocket is collinear or parallel to the power transmission axis of the differential 40.

[0054] By configuring the sprockets and chain in the direct-drive transmission assembly 50, direct and efficient power transmission from the engine 10 is achieved, improving system efficiency. The coordinated use of the two sprockets and chain reduces energy loss during power transmission, while the collinear or parallel rotation axes simplify the power transmission path and improve transmission efficiency. This technical solution enables the vehicle to achieve higher power and economy in direct-drive mode, reduces vehicle energy consumption, and enhances the driving experience. In other embodiments, optimizing the materials and design of the chain and sprockets, such as using high-strength, low-friction materials, can address transmission stability and efficiency issues under high-speed driving conditions.

[0055] This utility model also provides a transport platform, which includes the above-mentioned hybrid power drive system. The forward direction of the transport platform is perpendicular to the transverse direction of the engine 10. The transport platform has a vehicle front compartment inside, and at least a part of the hybrid power drive system is located in the vehicle front compartment.

[0056] By integrating the hybrid drive system into the front compartment of the vehicle platform, the system is miniaturized and made more efficient, improving the vehicle's space utilization. The transverse orientation of the engine 10 is perpendicular to the forward direction of the vehicle platform, allowing the hybrid drive system to better adapt to the limited space of the front compartment while ensuring efficient power transmission. The technical solution in this embodiment enables the vehicle platform to achieve high-performance hybrid drive within a limited front compartment space, meeting market demand for this type of vehicle and enhancing its competitiveness. In other embodiments, space constraints and heat dissipation issues in specific vehicle models can be addressed by optimizing the layout and structure of the front compartment, such as using more compact component designs and more efficient cooling systems.

[0057] It should be noted that the hybrid drive system and vehicle platform (e.g., automobile) proposed in this utility model achieve efficient switching between multiple drive modes through innovative design, improving the overall performance of the vehicle. In idle power generation mode, the system can effectively utilize the excess power of the engine 10 to charge the battery, improving energy utilization. In series mode, the engine 10 and the first motor 30 jointly generate electricity to power the second motor 60, suitable for long-distance cruising and reducing fuel consumption. In pure electric drive mode, the second motor 60 drives the vehicle, achieving zero emissions and suitable for short-distance urban driving. In regenerative braking mode, the kinetic energy during vehicle braking can be converted into electrical energy for storage, further improving energy efficiency. In direct drive mode, the engine 10 directly drives the wheels, ensuring economy and power at high speeds. In parallel mode, the engine 10 and the second motor 60 jointly drive the vehicle, providing stronger power output to meet high load requirements. In addition, through optimized layout and the use of a transmission chain 51 for transmission, the hybrid drive system is compact overall, suitable for vehicles with short longitudinal beam spans, improving the system's applicability and flexibility.

[0058] The hybrid drive system proposed in this invention not only enhances the vehicle's power performance and driving stability but also significantly reduces fuel consumption and exhaust emissions, contributing to environmental protection. Simultaneously, the flexible switching between multiple modes allows the vehicle to maintain optimal performance under various road conditions and driving circumstances, improving the driving experience and safety. Especially for off-road vehicles, the compact design enables high-performance hybrid drive within limited space, meeting market demand for this type of vehicle.

[0059] In summary, this utility model provides a hybrid power drive system and a transport platform. By arranging the engine 10 transversely and the extension direction of the second motor 60 parallel to the transverse direction of the engine 10, this utility model effectively reduces the space occupied by the hybrid power drive system in the vehicle's forward direction, thus allowing the proposed dual-motor hybrid power drive system to be adapted to the front compartment of vehicles with small longitudinal beam spans. By arranging the engine 10, clutch 20, first motor 30, differential 40, direct drive transmission assembly 50, second motor 60, planetary gear set assembly 70, and other structures to work together, the internal transmission structure of the hybrid power drive system is simplified. Furthermore, by arranging the extension direction of the second motor 60 parallel to the transverse direction of the engine 10, the second motor 60 and the engine 10 can be arranged on the same side of the vehicle's front compartment in the horizontal direction, thereby enabling... The space utilization in the vehicle's front compartment is more rational. By setting a transmission chain 51, the engine 10 can directly transmit power to the differential 40. The chain drive method is simpler than the traditional gear drive method and allows the engine 10 to be further away from the differential 40. This allows the second motor 60 to be arranged on the same side of the vehicle's front compartment in the horizontal direction as the engine 10, making the hybrid drive system more suitable for vehicles with shorter longitudinal beam spans. This utility model has a simple structure and low cost, is easy to assemble and maintain, and solves the problem that existing dual-motor hybrid systems are difficult to adapt to engine compartments with small longitudinal beam spans and complex transmission systems. In actual use, it has been found that the hybrid drive system proposed in this utility model can meet the needs of vehicles, with strong power, good stability, and low fuel consumption, making it suitable for large-scale promotion and use.

[0060] The technical features of the embodiments described above can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as the combination of these technical features does not contradict each other, it should be considered to be within the scope of this specification.

[0061] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0062] Unless otherwise specifically stated, the relative arrangement, numerical expressions, and values ​​of the components and steps described in these embodiments do not limit the scope of this invention. It should also be understood that, for ease of description, the dimensions of the various parts shown in the drawings are not drawn to actual scale. Techniques, methods, and devices known to those skilled in the art may not be discussed in detail, but where appropriate, such techniques, methods, and devices should be considered part of the specification. In all examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not as limitations. Therefore, other examples of exemplary embodiments may have different values. It should be noted that similar reference numerals and letters in the following drawings denote similar items; therefore, once an item is defined in one drawing, it need not be further discussed in subsequent drawings.

[0063] In the description of this utility model, it should be understood that the directional terms such as "front, back, up, down, left, right", "horizontal, vertical, horizontal" and "top, bottom" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model and simplifying the description. Unless otherwise stated, these directional terms 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 on the scope of protection of this utility model. The directional terms "inner" and "outer" refer to the inner and outer contours of each component itself.

[0064] For ease of description, spatial relative terms such as "above," "on top of," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation beyond the orientation of the device as described in the figures. For example, if the device in the figures were inverted, a device described as "above" or "on top of" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0065] Furthermore, it should be noted that the use of terms such as "first" and "second" to define components is merely for the purpose of distinguishing the corresponding components. Unless otherwise stated, the above terms have no special meaning and therefore cannot be construed as limiting the scope of protection of this utility model.

[0066] The above description is merely a preferred embodiment of this utility model and is not intended to limit the utility model. Various modifications and variations can be made to this utility model by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

Claims

1. A hybrid power drive system, characterized in that, include: The system comprises an engine (10), a clutch (20), a first motor (30), a differential (40), a direct drive transmission assembly (50), a second motor (60), and a planetary gear set assembly (70). The power output of the engine (10) is responsively connected to the first motor (30) via the clutch (20), and the first motor (30) is used for power generation. The differential (40) is connected to the external wheels for drive. The power output of the engine (10) is responsively connected to the differential (40) via the direct drive transmission assembly (50). The second motor (60) is connected to the planetary gear set assembly (70). The planetary gear set (70) is connected to the differential (40) in a way that can be switched on or off. The planetary gear set (70) is used for speed reduction and torque increase. The second motor (60) is used to drive the external wheel to rotate. The engine (10) is arranged horizontally. The extension direction of the second motor (60) is the direction of the maximum horizontal dimension of the second motor (60), and the extension direction of the second motor (60) is parallel to the horizontal direction of the engine (10). The direct drive transmission assembly (50) includes a transmission chain (51) for transmitting the power of the engine (10) to the differential (40).

2. The hybrid drive system according to claim 1, characterized in that, The hybrid drive system has an idle power generation mode, a pure electric drive mode, and a direct drive mode. In the idle power generation mode, the clutch (20) connects the engine (10) to the first motor (30), and the first motor (30) generates electricity based on the power transmitted by the engine (10). In the pure electric drive mode, the second motor (60) drives the planetary gear assembly (70) to rotate, the planetary gear assembly (70) drives the differential (40) to rotate, and the differential (40) drives the outer wheel to rotate. In the direct drive mode, the engine (10) drives the differential (40) to rotate through the transmission chain (51), and the differential (40) drives the outer wheel to rotate.

3. The hybrid drive system according to claim 2, characterized in that, The hybrid drive system also has a series mode, a regenerative braking mode, and a parallel mode. In the series mode, the first motor (30) generates electricity based on the power transmitted by the engine (10), the second motor (60) drives the planetary gear assembly (70) to rotate, the planetary gear assembly (70) drives the differential (40) to rotate, and the differential (40) drives the outer wheel to rotate. In the regenerative braking mode, the outer wheel drives the differential (40) to rotate, the differential (40) drives the planetary gear assembly (70) and the second motor (60) to rotate, so that the second motor (60) generates electricity. In the parallel mode, the second motor (60) drives the planetary gear assembly (70) to rotate, the planetary gear assembly (70) drives the differential (40) to rotate, the engine (10) drives the differential (40) to rotate through the transmission chain (51), and the differential (40) drives the outer wheel to rotate.

4. The hybrid drive system according to claim 1, characterized in that, The hybrid drive system also includes a frame, on which the engine (10), the first motor (30) and the second motor (60) are respectively fixedly mounted; wherein, the frame has a central axis extending along the forward direction of the frame, the central axis dividing the frame into left and right sides, the engine (10) and the second motor (60) are both located on one side of the frame, and the first motor (30) and the differential (40) are both located on the other side of the frame, so as to adjust the center of gravity of the hybrid drive system.

5. The hybrid drive system according to claim 1, characterized in that, The hybrid drive system also includes a frame, on which the engine (10), the first motor (30) and the second motor (60) are respectively fixedly mounted; wherein, the frame has a central axis extending along the forward direction of the frame, the central axis dividing the frame into left and right sides, the engine (10) and the differential (40) are both located on one side of the frame, and the first motor (30) and the second motor (60) are both located on the other side of the frame, so as to adjust the center of gravity of the hybrid drive system.

6. The hybrid drive system according to claim 1, characterized in that, The rotation axis of the power output end of the second motor (60) is collinear with the power transmission axis of the planetary gear assembly (70); the planetary gear assembly (70) is disposed on the second motor (60) and at least a portion is integrated inside the second motor (60); and / or, the power transmission axis of the planetary gear assembly (70) is collinear with the power transmission axis of the differential (40).

7. The hybrid drive system according to claim 6, characterized in that, The rotation axis of the power output end of the clutch (20) is collinear or parallel to the rotation axis of the shaft of the first motor (30) used for power generation.

8. The hybrid drive system according to claim 1, characterized in that, The planetary gear assembly (70) includes a first planetary gear structure (71) and a second planetary gear structure (72). The power input end of the first planetary gear structure (71) is driven and connected to the second motor (60). The power output end of the first planetary gear structure (71) is connected to the power input end of the second planetary gear structure (72). The power output end of the second planetary gear structure (72) is connected to the differential (40) in a switchable manner, so that the power output by the second motor (60) is transmitted through a two-stage reduction and torque amplification transmission.

9. The hybrid drive system according to claim 1, characterized in that, The direct drive transmission assembly (50) further includes a first sprocket and a second sprocket. The first sprocket is connected to the power output end of the engine (10), and the second sprocket is connected to the power input end of the differential (40). The transmission chain (51) cooperates with the first sprocket and the second sprocket respectively to rotate cyclically. The rotation axis of the first sprocket is collinear or parallel to the rotation axis of the crankshaft of the engine (10). The rotation axis of the second sprocket is collinear or parallel to the power transmission axis of the differential (40).

10. A transport platform, characterized in that, The transport platform includes the hybrid power drive system according to any one of claims 1 to 9, wherein the forward direction of the transport platform is perpendicular to the transverse direction of the engine (10); The transport platform has a vehicle front compartment, and at least a portion of the hybrid power drive system is located in the vehicle front compartment.

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