A hybrid drive system

Abstract

The utility model provides a kind of hybrid power drive system, belong to hybrid power technical field, including first drive assembly, second drive assembly, first drive assembly includes engine, first input shaft, second input shaft, first output shaft, power coupling component, first gear shifting component, first motor, first drive axle, engine is connected with first input shaft transmission, first motor is connected with second input shaft transmission, second drive assembly includes second motor, third input shaft, second output shaft, second gear shifting component, second drive axle, second motor is connected with third input shaft transmission.The utility model is through engine and the dynamic coupling and decoupling of double motor power, axial compact layout, electric gear shifting mechanism replaces clutch gear shifting, drive axle differential lock, the bottleneck of existing hybrid power system in performance, energy efficiency, control complexity and vehicle integration difficulty etc. is solved, applicable to the model of high requirement to power performance, endurance and multi-terrain adaptability.

Description

Technical Field

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

[0002] A hybrid electric vehicle is a vehicle that combines an internal combustion engine and an electric motor. These two power systems can work independently or in cooperation to achieve optimal fuel efficiency and performance while reducing fuel consumption and emissions.

[0003] With the development of new energy vehicle technology, the application scenarios of products are becoming more diversified, requiring products to achieve higher performance and lower energy consumption. For example, in order to cope with various complex road conditions, stronger off-road climbing performance is needed, and in order to cope with unexpected outdoor situations, stronger continuous driving range is needed.

[0004] Current hybrid drive systems generally include an electric motor and a fuel-powered engine. The electric motor operates purely on electricity, while the fuel-powered engine operates on gasoline. Together, they form the diverse drive modes of hybrid vehicles. However, to improve off-road performance, the number of drive motors is often increased (e.g., three or four motors). This leads to problems such as difficulties in multi-motor coordinated control, response delays, high no-load losses, low system drive efficiency, high safety risks due to over-response under complex operating conditions, increased vehicle integration difficulty due to large axial length, and low driving range due to high battery power load and frequent charging and discharging. Utility Model Content

[0005] Based on this, the purpose of this utility model is to provide a hybrid drive system to solve the technical problems of existing hybrid drive systems, such as difficulty in multi-motor coordinated control, response delay, high no-load loss, low system drive efficiency, high safety risks caused by over-response under complex working conditions, large axial length leading to difficulty in vehicle integration, high battery power load and low range caused by frequent charging and discharging.

[0006] On one hand, this utility model provides a hybrid drive system, including a battery, a hybrid domain controller, a first drive assembly, and a second drive assembly. The battery is electrically connected to the hybrid domain controller. The first drive assembly includes an engine, a first input shaft, a second input shaft, a first output shaft, a power coupling assembly, a first shift assembly, a first motor, and a first drive axle. The engine is driven by the first input shaft, and the first motor is driven by the second input shaft. The power coupling assembly is used to separate and connect the first input shaft and the second input shaft. The first shift assembly is used to switch gears between the second input shaft and the first output shaft. The first motor is electrically connected to the hybrid domain controller. The first drive axle is connected to the first output shaft via a drive transmission, and the output shaft of the first drive axle is used to connect to the wheels. The second drive assembly includes a second motor, a third input shaft, a second output shaft, a second shift assembly, and a second drive axle. The second motor is connected to the third input shaft via a drive transmission, the second shift assembly is used to switch gears between the third input shaft and the second output shaft, the second motor is electrically connected to the hybrid domain controller, and the input shaft of the second drive axle is connected to the second output shaft via a drive transmission, and the output shaft of the second drive axle is used to connect to the wheels. The first input shaft, the second input shaft, the first output shaft, and the drive shaft of the engine are arranged in parallel.

[0007] In addition, the hybrid drive system according to the present invention may also have the following additional technical features:

[0008] Furthermore, the first shift assembly includes a first shift drive gear, a first shift driven gear, a second shift drive gear, a second shift driven gear, and a first synchronizer. The first shift drive gear is loosely fitted on the second input shaft, and the first shift driven gear is fitted on the first output shaft, meshing with the first shift drive gear. The second shift drive gear is loosely fitted on the second input shaft, and the second shift driven gear is fitted on the first output shaft, meshing with the second shift drive gear. The first synchronizer is fitted on the second input shaft and is located between the first shift drive gear and the second shift drive gear. During shifting, the first synchronizer is moved to connect either the first shift drive gear or the second shift drive gear.

[0009] Furthermore, a first reduction drive gear is sleeved on the drive shaft of the first motor, and a first reduction driven gear that meshes with the first reduction drive gear is sleeved on the second input shaft.

[0010] Furthermore, the power coupling assembly includes a second synchronizer, which is sleeved on the first input shaft. During gear shifting, the second synchronizer is moved to connect the first reduction driven gear.

[0011] Furthermore, a second reduction drive gear is provided on the first output shaft, and the input end of the first drive axle is connected to the second reduction drive gear in a transmission connection.

[0012] Furthermore, the second shift assembly includes a third shift drive gear, a third shift driven gear, a fourth shift drive gear, a fourth shift driven gear, and a third synchronizer. The third shift drive gear is sleeved on the third input shaft, the third shift driven gear is loosely sleeved on the second output shaft, and the third shift driven gear meshes with the third shift drive gear. The fourth shift drive gear is sleeved on the third input shaft, the fourth shift driven gear is loosely sleeved on the second output shaft, and the fourth shift driven gear meshes with the fourth shift drive gear. The third synchronizer is sleeved on the second output shaft and is located between the third shift driven gear and the fourth shift driven gear. During shifting, the third synchronizer moves to connect either the third shift driven gear or the fourth shift driven gear.

[0013] Furthermore, the first synchronizer, the second synchronizer, and the third synchronizer are all moved via an electric shifting mechanism. The electric shifting mechanism includes a shifting motor, a multi-stage reduction gear set, a shifting hub, and a shift fork. The shifting motor is electrically connected to the hybrid domain controller. The first stage gear of the multi-stage reduction gear set is driven by the shifting motor. The shifting hub is driven by the last stage gear of the multi-stage reduction gear set. The shifting hub is provided with a shifting groove. The axial position of the shifting groove corresponds to the rotation angle of the shifting hub. One end of the shift fork is limited to sliding within the shifting groove, and the other end of the shift fork is connected to the corresponding synchronizer.

[0014] Furthermore, a third reduction drive gear is provided on the second output shaft, and the input end of the second drive axle is connected to the third reduction drive gear for transmission.

[0015] Furthermore, both the first drive axle and the second drive axle include a differential and a locking mechanism. The locking mechanism includes an electromagnetic switch, a magnetic thrust mechanism, a locking member, an end face thrust bearing, and an elastic reset member. The electromagnetic switch is electrically connected to the hybrid domain controller. The magnetic thrust mechanism is loosely fitted onto the housing of the differential and is used to generate magnetic coupling with the electromagnetic switch to move relative to the housing of the differential. The locking member slides through the housing of the differential. One end of the end face thrust bearing is connected to the magnetic thrust mechanism, and the other end of the end face thrust bearing is connected to the locking member. The elastic reset member is located between the locking member and the half-shaft gear of the differential. When the electromagnetic switch is energized, the magnetic thrust mechanism pushes the locking member through the end face thrust bearing to squeeze the elastic reset member until the locking member locks the half-shaft gear.

[0016] This utility model has the following beneficial effects:

[0017] 1. Through the coordinated control of the engine and dual motors, it supports multiple modes such as pure electric drive, series range extender, parallel hybrid, and engine direct drive, covering scenarios such as urban commuting, highway cruising, and off-road climbing. Moreover, in low-speed off-roading, it provides power through engine direct drive and dual motor assistance, which can reduce the peak power demand of the battery, alleviate the high load pressure on the battery, reduce the frequency of battery charging and discharging, and improve the driving range. At the same time, since the first drive assembly and the second drive assembly are split-shaft driven, it can realize the switching between two-wheel drive and four-wheel drive modes. When one drive assembly fails, it can be quickly decoupled, and the remaining drive assemblies can still maintain basic power output, which enhances the vehicle's ability to get out of trouble. In addition, combined with the differential locking mechanism, it can achieve precise torque distribution to all wheels on low-traction surfaces, improving climbing ability.

[0018] 2. The power coupling component (second synchronizer) can separate or connect the input shaft connected to the engine and the input shaft connected to the motor in real time, avoiding the no-load loss caused by power redundancy in traditional multi-motor systems and improving the overall system efficiency.

[0019] 3. The parallel arrangement of the first input shaft, second input shaft, output shaft and engine drive shaft can shorten the axial length of the transmission chain, reduce the axial space occupation, achieve the effect of structural compactness and lightweighting, reduce integration difficulty and energy consumption, and is suitable for compact SUV (Sport Utility Vehicle) and off-road vehicle layouts.

[0020] 4. The combination of the electric shift mechanism with the first synchronizer, second synchronizer, and third synchronizer enables millisecond-level response for shifting actions, reduces the axial space requirements of the mechanical shift fork, and eliminates the clutch assembly and related mechanical components (such as clutch pedal, hydraulic system, clutch lubrication system, etc.), achieving the effects of weight reduction, cost reduction, and shortening axial length, improving space utilization and adapting to the compact layout requirements of hybrid vehicles. In addition, the electric shift mechanism can eliminate shifting shock, improve shifting smoothness, reduce transmission system vibration and noise, and optimize the vehicle's NVH (Noise, Vibration, Harshness) performance.

[0021] 5. The hybrid domain controller dynamically allocates the output of the engine and dual motors based on vehicle state parameters, avoiding response conflicts caused by independent control of multiple motors and reducing system control command delay.

[0022] 6. The engine and electric motors (first motor and second motor) switch to the optimal speed ratio through the shifting components (first synchronizer and third synchronizer), which can ensure that the power source always operates in the high-efficiency range and reduce overall fuel consumption. Attached Figure Description

[0023] Figure 1 This is a schematic diagram of the hybrid power drive system in a transverse architecture according to an embodiment of the present invention.

[0024] Figure 2 This is a schematic diagram of a first structure of the first drive assembly of the hybrid drive system in a transverse architecture according to an embodiment of the present invention.

[0025] Figure 3 This is a schematic diagram of a second structure of the first drive assembly of the hybrid drive system in a transverse architecture according to an embodiment of the present invention.

[0026] Figure 4 This is a schematic diagram of the hybrid power drive system in a longitudinally mounted architecture according to an embodiment of the present invention.

[0027] Figure 5 This is a schematic diagram of a first structure of the first drive assembly of the hybrid drive system in a longitudinal architecture according to an embodiment of the present invention.

[0028] Figure 6 This is a schematic diagram of a second structure of the first drive assembly of the hybrid drive system in a longitudinal architecture according to an embodiment of the present invention.

[0029] Figure 7 This is a schematic diagram of the structure of the second drive assembly in a hybrid drive system according to an embodiment of the present invention;

[0030] Figure 8 This is a schematic diagram of the structure of the first drive axle in a transverse architecture of a hybrid power drive system according to an embodiment of the present invention.

[0031] Figure 9 This is a schematic diagram of the structure of the first drive axle in a longitudinally mounted architecture of a hybrid power drive system according to an embodiment of the present invention.

[0032] Figure 10 This is a schematic diagram of the electric shifting mechanism in a hybrid drive system according to an embodiment of the present invention.

[0033] Figure 11 This is a power transmission path diagram of the hybrid drive system in a longitudinally mounted architecture when it is in operating state two.

[0034] Figure 12 This is a power transmission path diagram of the hybrid drive system in a longitudinally mounted architecture when it is in operating state three.

[0035] Figure 13 This is a power transmission path diagram of the hybrid drive system in a longitudinally mounted architecture when it is in operating state 7 according to one embodiment of the present invention.

[0036] Figure 14 This is a power transmission path diagram of the hybrid drive system in a longitudinally mounted architecture when it is in operation state eleven according to an embodiment of the present invention.

[0037] Figure 15 This is a power transmission path diagram of the hybrid drive system in a longitudinally mounted architecture when it is in operating state thirteen according to an embodiment of the present invention.

[0038] Figure 16 This is a power transmission path diagram of the hybrid drive system in a longitudinally mounted architecture when it is in operating state 15 according to an embodiment of the present invention.

[0039] Figure 17 This is a power transmission path diagram of the hybrid drive system in a longitudinally mounted architecture when it is in operating state 17 according to one embodiment of the present invention.

[0040] Explanation of key component symbols:

[0041] Battery 340, DC bus 330, three-phase AC wiring harness 350, hybrid domain controller 320;

[0042] First drive assembly 200, engine 100, dual-mass flywheel 110, first input shaft 201, second input shaft 202, first output shaft 214, second reduction drive gear 215, first shift drive gear 205, first shift driven gear 212, second shift drive gear 203, second shift driven gear 213, first synchronizer 204, second synchronizer 211, first motor 210, first reduction drive gear 207, first reduction driven gear 206, first drive axle 500, third output shaft 230, second reduction driven gear 231, spiral bevel drive gear 232, idler gear 217, idler gear shaft 218;

[0043] The following components are included: second drive assembly 400, second motor 404, third input shaft 403, third shift drive gear 402, third shift driven gear 409, fourth shift drive gear 401, fourth shift driven gear 407, third synchronizer 408, second drive axle 700, second output shaft 406, third reduction drive gear 405; electromagnetic switch 502, magnetic thrust mechanism 501, locking component 511, end face thrust bearing 512, elastic reset component 510, housing 503, third reduction driven gear 504, planetary gear 506, planetary gear shaft 505, left half shaft 513, left half shaft drive gear 509, right half shaft 508, right half shaft drive gear 507; shift motor 601, multi-stage reduction gear set 602, shift hub 605, shift fork 606;

[0044] The following detailed description, in conjunction with the accompanying drawings, will further illustrate this utility model. Detailed Implementation

[0045] To facilitate understanding of this utility model, a more complete description will be given below with reference to the accompanying drawings. Several embodiments of this utility model are shown in the drawings. However, this utility model can be implemented in many different forms and is not limited to the embodiments described herein. Rather, these embodiments are provided so that the disclosure of this utility model will be more thorough and complete.

[0046] It should be noted that when a component is said to be "fixed to" another component, it can be directly attached to the other component or there may be an intervening component. When a component is said to be "connected to" another component, it can be directly connected to the other component or there may be an intervening component. The terms "vertical," "horizontal," "left," "right," and similar expressions used in this document are for illustrative purposes only.

[0047] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0048] Please see Figures 1 to 17 The present invention provides a hybrid drive system including a battery 340, a hybrid domain controller 320, a first drive assembly 200, and a second drive assembly 400. The battery 340 is connected to the hybrid domain controller 320 via a DC bus 330.

[0049] The first drive assembly 200 includes an engine 100, a first input shaft 201, a second input shaft 202, a first output shaft 214, a power coupling assembly, a first shift assembly, a first motor 210, and a first drive axle 500. The engine 100 is driveably connected to the first input shaft 201, and the first motor 210 is driveably connected to the second input shaft 202. When the power coupling assembly connects the first input shaft 201 and the second input shaft 202, power coupling is achieved between them, and the power generated by the engine 100 can be transmitted to the second input shaft 202 through the first input shaft 201. When the power coupling assembly disconnects the first input shaft 201 and the second input shaft 202, power decoupling is achieved between them, and the power generated by the engine 100 cannot be transmitted to the second input shaft 202 through the first input shaft 201. The first shift assembly is used to switch gears between the second input shaft 202 and the first output shaft 214. The first motor 210 is connected to the hybrid domain controller 320 via a three-phase AC wiring harness 350. When the first motor 210 is in driving mode, it obtains electrical energy from the battery 340 through the DC bus 330, the hybrid domain controller 320, and the three-phase AC wiring harness 350. When the first motor 210 is in generating mode, it replenishes electrical energy to the battery 340 through the DC bus 330, the hybrid domain controller 320, and the three-phase AC wiring harness 350. The input end of the first drive axle 500 is connected to the first output shaft 214, and the output end of the first drive axle 500 is used to connect the wheels.

[0050] The second drive assembly 400 includes a second motor 404, a third input shaft 403, a second output shaft 406, a second shift assembly, and a second drive axle 700. The second motor 404 is drive-connected to the third input shaft 403, and the second shift assembly is used to switch gears between the third input shaft 403 and the second output shaft 406. To shorten the power transmission path, the drive shaft of the second motor 404 can be used as the third input shaft 403. The second motor 404 is connected to the hybrid domain controller 320 via a three-phase AC wiring harness 350. When the second motor 404 is in drive mode, it obtains electrical energy from the battery 340 through the DC bus 330, the hybrid domain controller 320, and the three-phase AC wiring harness 350. When the second motor 404 is in generator mode, it replenishes electrical energy to the battery 340 through the DC bus 330, the hybrid domain controller 320, and the three-phase AC wiring harness 350. The input end of the second drive axle 700 is connected to the second output shaft 406, and the output end of the second drive axle 700 is used to connect the wheels.

[0051] To shorten the power transmission path of the drive system, the first input shaft 201, the second input shaft 202, and the first output shaft 214 are arranged parallel to the drive shaft of the engine 100. The engine 100 can be arranged longitudinally, with the following structure: Figure 1 As shown, it can also be set to landscape orientation, and its architecture is as follows: Figure 4 As shown, longitudinal mounting means that the drive shaft of engine 100 is perpendicular to the front and rear axles of the vehicle, while transverse mounting means that the drive shaft of engine 100 is parallel to the front and rear axles of the vehicle.

[0052] In some alternative embodiments, such as Figure 2 , Figure 5 As shown, the first input shaft 201 is loosely fitted inside the second input shaft 202. At this time, the first input shaft 201 does not directly drive the second input shaft 202, but the second input shaft 202 can rotate on its own.

[0053] In some alternative embodiments, such as Figure 3 , Figure 6 As shown, the first input shaft 201 and the second input shaft 202 are not nested together, but are set coaxially.

[0054] In some alternative embodiments, such as Figures 1 to 6 As shown, the engine 100 is connected to the first input shaft 201 via a dual-mass flywheel 110. The dual-mass flywheel 110 mainly consists of an active end, a torque limiter, and a passive end. The active end is connected to the drive shaft of the engine 100, and the passive end is connected to the first input shaft 201. When the torque at the wheel end or the engine 100 suddenly exceeds a certain value, the torque limiter generates slippage, which can filter system shocks.

[0055] In some alternative embodiments, such as Figure 2 , Figure 3 , Figure 5 , Figure 6 As shown, the first shift assembly includes a first shift drive gear 205, a first shift driven gear 212, a second shift drive gear 203, a second shift driven gear 213, and a first synchronizer 204. Specifically, the first shift drive gear 205 is loosely fitted onto the second input shaft 202. At this time, the second input shaft 202 does not directly drive the first shift drive gear 205, but the first shift drive gear 205 can rotate on its own. The first shift driven gear 212 is fitted onto the first output shaft 214. The rotation of the first shift driven gear 212 can drive the first output shaft 214 to rotate. The first shift driven gear 212 meshes with the first shift drive gear 205. The second shift drive gear 203 is loosely fitted onto the second input shaft 202. The second input shaft 202 does not directly drive the second shift drive gear 203. Instead, the second shift drive gear 203 can rotate on its own. The second shift driven gear 213 is sleeved on the first output shaft 214. The rotation of the second shift driven gear 213 can drive the first output shaft 214 to rotate. The second shift driven gear 213 meshes with the second shift drive gear 203. The first synchronizer 204 is sleeved on the second input shaft 202. The first synchronizer 204 is located between the first shift drive gear 205 and the second shift drive gear 203.

[0056] In this embodiment, when the first synchronizer 204 moves axially to the left, the gear sleeve on the first synchronizer 204 connects to the engagement teeth on the first shift drive gear 205. At this time, the power output from the second input shaft 202 is transmitted sequentially through the first synchronizer 204, the first shift drive gear 205, and the first shift driven gear 212 to the first output shaft 214. The first output shaft 214 then transmits the power to the first drive axle 500, ultimately driving the wheels to rotate. When the first synchronizer 204 moves axially to the right, the gear sleeve on the first synchronizer 204 connects to the engagement teeth on the second shift drive gear 203. At this time, the power output from the second input shaft 202 is transmitted sequentially through the first synchronizer 204, the second shift drive gear 203, and the second shift driven gear 213 to the first output shaft 214. The first output shaft 214 then transmits the power to the first drive axle 500, ultimately driving the wheels to rotate.

[0057] In some alternative embodiments, the first synchronizer 204 is moved via an electric shifting mechanism, such as... Figure 10As shown, the electric shift mechanism includes a shift motor 601, a multi-stage reduction gear set 602, a shift hub 605, and a shift fork 606. Specifically, the shift motor 601 is electrically connected to the hybrid domain controller 320. The shift motor 601 has a built-in high-precision position sensor, and its rotation angle can be obtained through the high-precision position sensor. The first stage gear of the multi-stage reduction gear set 602 is driven by the shift motor 601, and the shift hub 605 is driven by the last stage gear of the multi-stage reduction gear set 602. The shift motor 601 increases its torque through the reduction of the multi-stage reduction gear set 602, and the generated torque directly drives the shift hub 605 to rotate. The shift hub 605 is provided with a shift groove, one end of the shift fork 606 is slidably limited within the shift groove, and the other end of the shift fork 606 is connected to the first synchronizer 204. To achieve the purpose of controlling the first synchronizer 204, the axial position of the shift groove corresponds to the rotation angle of the shift hub 605. That is, by changing the rotation angle of the shift hub 605, the axial position of the shift groove moves left and right, which in turn drives the shift fork 606 to move left and right, and the shift fork 606 in turn drives the shift fork 606 to move left and right. It should be noted that the number of gear stages in the multi-stage reduction gear set 602 can be set according to specific needs, such as setting three gear stages. Moreover, each gear in the multi-stage reduction gear set 602 can be a double gear, which can reduce the axial length of the transmission chain and make the system layout more compact.

[0058] In this embodiment, the first synchronizer 204 is driven by an electric shift mechanism to perform gear shifting. By precisely controlling the first synchronizer 204 and the shift motor 601 to work together, the speed difference between the input shaft (first input shaft 201, second input shaft 202) and the first output shaft 214 is directly matched, thereby improving shifting efficiency. At the same time, the clutch assembly and related mechanical components (such as clutch pedal, hydraulic system, clutch lubrication system, etc.) are eliminated, achieving the effects of weight reduction, cost reduction, and shortening axial length, thereby improving space utilization and adapting to the compact layout requirements of hybrid vehicles.

[0059] In some alternative embodiments, such as Figure 2 , Figure 3 , Figure 5 , Figure 6 As shown, a first reduction drive gear 207 is sleeved on the drive shaft of the first motor 210, and a first reduction driven gear 206 that meshes with the first reduction drive gear 207 is sleeved on the second input shaft 202. Through the meshing of the first reduction drive gear 207 and the first reduction driven gear 206, the power coupling between the first motor 210 and the second input shaft 202 is realized.

[0060] In some alternative embodiments, such as Figure 3 , Figure 6As shown, an idler gear 217 is provided between the first reduction drive gear 207 and the first reduction driven gear 206. The idler gear 217 is fixedly installed on the idler gear shaft 218 and meshes with both the first reduction drive gear 207 and the first reduction driven gear 206.

[0061] In some alternative embodiments, such as Figure 2 , Figure 3 , Figure 5 , Figure 6 As shown, the power coupling assembly includes a second synchronizer 211, which is sleeved on the first input shaft 201. When the second synchronizer 211 moves toward the first reduction drive gear 207, the gear sleeve on the second synchronizer 211 connects with the engagement teeth on the first reduction drive gear 207, thereby realizing the power coupling between the first input shaft 201 and the second input shaft 202.

[0062] In some alternative embodiments, the second synchronizer 211 is moved via an electric shifting mechanism, such as... Figure 10 As shown, the electric shift mechanism includes a shift motor 601, a multi-stage reduction gear set 602, a shift hub 605, and a shift fork 606. Specifically, the shift motor 601 is electrically connected to the hybrid domain controller 320. The shift motor 601 has a built-in high-precision position sensor, and its rotation angle can be obtained through the high-precision position sensor. The first stage gear of the multi-stage reduction gear set 602 is driven by the shift motor 601, and the shift hub 605 is driven by the last stage gear of the multi-stage reduction gear set 602. The shift motor 601 increases its torque through the reduction of the multi-stage reduction gear set 602, and the generated torque directly drives the shift hub 605 to rotate. The shift hub 605 is provided with a shift groove, one end of the shift fork 606 is slidably limited within the shift groove, and the other end of the shift fork 606 is connected to the second synchronizer 211. To achieve the purpose of controlling the second synchronizer 211, the axial position of the shift groove corresponds to the rotation angle of the shift hub 605. That is, by changing the rotation angle of the shift hub 605, the axial position of the shift groove moves left and right, which in turn drives the shift fork 606 to move left and right, and the shift fork 606 in turn drives the shift fork 606 to move left and right. It should be noted that the number of gear stages in the multi-stage reduction gear set 602 can be set according to specific needs, such as setting three gear stages. Moreover, each gear in the multi-stage reduction gear set 602 can be a double gear, which can reduce the axial length of the transmission chain and make the system layout more compact.

[0063] In some alternative embodiments, such as Figure 2 , Figure 3 , Figure 5 , Figure 6 As shown, a second reduction drive gear 215 is provided on the first output shaft 214, and the input end of the first drive axle 500 is connected to the second reduction drive gear 215 for transmission.

[0064] In some alternative embodiments, such as Figure 7 As shown, the second shift assembly includes a third shift drive gear 402, a third shift driven gear 409, a fourth shift drive gear 401, a fourth shift driven gear 407, and a third synchronizer 408. The third shift drive gear 402 is sleeved on the third input shaft 403, and the third shift driven gear 409 is loosely sleeved on the second output shaft 406. At this time, the third shift driven gear 409 does not directly drive the second output shaft 406, but the second output shaft 406 can rotate on its own axis. The driven gear 409 meshes with the third driving gear 402, the fourth driving gear 401 is sleeved on the third input shaft 403, and the driven gear 407 is loosely sleeved on the second output shaft 406. At this time, the driven gear 407 does not directly drive the second output shaft 406; instead, the second output shaft 406 can rotate on its own axis. The driven gear 407 meshes with the fourth driving gear 401, and the third synchronizer 408 is sleeved on the second output shaft 406. When the third synchronizer 408 moves to the left, the gear sleeve on the third synchronizer 408 connects to the engaging teeth on the driven gear 409, achieving power coupling between the third input shaft 403 and the second output shaft 406. When the third synchronizer 408 moves to the right, the gear sleeve on the third synchronizer 408 connects to the engaging teeth on the driven gear 407, achieving power coupling between the third input shaft 403 and the second output shaft 406.

[0065] In some alternative embodiments, the third synchronizer 408 is moved via an electric shifting mechanism, such as... Figure 10As shown, the electric shift mechanism includes a shift motor 601, a multi-stage reduction gear set 602, a shift hub 605, and a shift fork 606. Specifically, the shift motor 601 is electrically connected to the hybrid domain controller 320. The shift motor 601 has a built-in high-precision position sensor, and its rotation angle can be obtained through the high-precision position sensor. The first stage gear of the multi-stage reduction gear set 602 is driven by the shift motor 601, and the shift hub 605 is driven by the last stage gear of the multi-stage reduction gear set 602. The shift motor 601 increases its torque through the reduction of the multi-stage reduction gear set 602, and the generated torque directly drives the shift hub 605 to rotate. The shift hub 605 is provided with a shift groove, one end of the shift fork 606 is slidably limited within the shift groove, and the other end of the shift fork 606 is connected to the third synchronizer 408. To achieve the purpose of controlling the third synchronizer 408, the axial position of the shift groove corresponds to the rotation angle of the shift hub 605. That is, by changing the rotation angle of the shift hub 605, the axial position of the shift groove moves left and right, which in turn drives the shift fork 606 to move left and right, and the shift fork 606 in turn drives the shift fork 606 to move left and right. It should be noted that the number of gear stages in the multi-stage reduction gear set 602 can be set according to specific needs, such as setting three gear stages. Moreover, each gear in the multi-stage reduction gear set 602 can be a double gear, which can reduce the axial length of the transmission chain and make the system layout more compact.

[0066] In some alternative embodiments, such as Figure 7 As shown, a third reduction drive gear 405 is provided on the second output shaft 406, and the input end of the second drive axle 700 is connected to the third reduction drive gear 405 for transmission.

[0067] In some alternative embodiments, both the first drive axle 500 and the second drive axle 700 include a differential and a locking mechanism. For example... Figure 8 , Figure 9As shown, the differential includes a housing 503, a third reduction driven gear 504, a planetary gear 506, a planetary gear shaft 505, a left half-shaft 513, a left half-shaft drive gear 509, a right half-shaft 508, and a right half-shaft drive gear 507. The third reduction driven gear 504 is fixed to the housing 503 and meshes with the third reduction driving gear 405. The planetary gear 506 is rotatably mounted on the housing 503 via the planetary gear shaft 505. The left half-shaft 513 is connected to the planetary gear 506 via the left half-shaft drive gear 509, and the right half-shaft 508 is connected to the planetary gear 506 via the right half-shaft drive gear 507. The locking mechanism includes an electromagnetic switch 502, a magnetic thrust mechanism 501, a locking element 511, an end face thrust bearing 512, and an elastic reset element 510. Specifically, the electromagnetic switch 502 is fixedly installed, for example, on the housing 503 of the transmission assembly. The electromagnetic switch 502 is electrically connected to the hybrid domain controller 320. The magnetic thrust mechanism 501 is loosely fitted on the housing 503. The locking member 511 is slidably installed on the housing 503 of the differential. The locking member 511 is provided with an end face dog tooth structure. The left end of the end face thrust bearing 512 is connected to the magnetic thrust mechanism 501, and the right end of the end face thrust bearing 512 is connected to the left end of the locking member 511. The elastic reset member 510 is located between the right end of the locking member 511 and the left half-shaft 513 gear. The end face of the left half-shaft 513 gear is provided with a dog tooth structure that matches the locking member 511. The magnetic thrust mechanism 501 can generate magnetic coupling with the electromagnetic switch 502. Specifically, when the hybrid domain controller 320 controls the electromagnetic switch 502 to open, the electromagnetic switch 502 generates a magnetic field. The magnetic field acts on the magnetic thrust mechanism 501 to generate thrust. This thrust pushes the magnetic thrust mechanism 501 to move. The magnetic thrust mechanism 501 pushes the end face thrust bearing 512 to move. The end face thrust bearing 512 pushes the locking member 511 to move. When the right end of the locking element 511 engages with the left half-shaft 513 gear, the right end of the locking element 511 presses against the left end of the elastic reset element 510. The left half-shaft 513 gear, the locking element 511, and the differential housing 503 rotate at the same speed, locking the planetary gear 506 inside the differential, and the differential loses its differential function. When the hybrid domain controller 320 controls the electromagnetic switch 502 to close, the thrust acting on the magnetic thrust mechanism 501 disappears. Thus, under the elastic force of the elastic reset element 510, the right end of the locking element 511 disengages from the left half-shaft 513 gear until all components return to their original state. It can be understood that the locking mechanism can also be designed to lock the right half-shaft 508 gear, specifically by changing the installation positions of the electromagnetic switch 502, the magnetic thrust mechanism 501, the locking element 511, the end face thrust bearing 512, and the elastic reset element 510.

[0068] In this embodiment, when one wheel slips or is suspended in the air during vehicle operation, if the locking mechanism is locked, the power generated by the system will be transmitted to the other wheel with higher traction through the locking mechanism, thereby meeting the needs of the vehicle in getting out of trouble or off-road situations.

[0069] In some alternative embodiments, such as Figure 9 As shown, the engine 100 can be arranged longitudinally. In this case, to transmit power longitudinally to the differential, the first drive axle 500 also includes a third output shaft 230, a second reduction driven gear 231, and a bevel gear 232. The second reduction driven gear 231 and the bevel gear 232 are both sleeved on the third output shaft 230. The second reduction driven gear 231 meshes with the second reduction drive gear 215. The third reduction driven gear 504 is a bevel gear and meshes with the bevel gear 232. The third output shaft 230 is parallel to the drive shaft direction of the engine 100.

[0070] In some alternative embodiments, the electromagnetic switch 502 includes a coil and an iron core, with the coil wound around the iron core. The hybrid domain controller 320 is electrically connected to the coil. When the coil is energized, the coil generates a magnetic field, which acts on the magnetic thrust mechanism 501 to generate thrust.

[0071] In some optional embodiments, the magnetic thrust mechanism 501 includes a moving armature. By energizing or de-energizing the coil, the moving armature and the iron core are attracted or separated. When the moving armature is attracted to the iron core, the moving armature moves toward the end face thrust bearing 512, thereby pushing the end face thrust bearing 512 to move. The end face thrust bearing 512 pushes the locking member 511 to move. When the moving armature is separated from the iron core, under the action of the elastic reset member 510, the moving armature gradually moves away from the end face thrust bearing 512 and eventually returns to the initial position.

[0072] In some alternative embodiments, the resilient reset member 510 is selected as a wave spring.

[0073] In this application, the hybrid drive system operates in five modes: off-road mode, four-wheel drive mode, two-wheel drive mode, range extender mode, and parking-to-generate mode. These modes can be further subdivided into eight operating condition categories: low-speed climbing mode (drive / reverse), four-wheel drive pure electric mode (drive / reverse / energy recovery), four-wheel drive series-parallel mode (drive / energy recovery), front-wheel drive pure electric mode (drive / reverse / energy recovery), front-wheel drive engine drive mode (drive / energy recovery), rear-wheel drive pure electric mode (drive / reverse / energy recovery), front-wheel drive generating rear-wheel drive, and front-wheel drive generating rear-wheel drive standby. The switching between these operating conditions is controlled by the hybrid domain controller 320 according to specific timing and parameters. The hybrid domain controller 320 can be an integrated or separate design, integrating functions such as hybrid power control, engine control, front and rear drive system motor control, front and rear drive system shift control, front and rear drive axle differential lock control, and front and rear drive system cooling and lubrication control.

[0074] The following will take the longitudinally mounted engine 100, the first drive assembly 200 configured as a front-wheel drive assembly, and the second drive assembly 400 configured as a rear-wheel drive assembly as examples to describe in detail the working principles of the five working modes of the hybrid drive system in this application. The five working modes include a total of eight working conditions, and the eight working conditions include a total of twenty-one operating states.

[0075] Off-road mode:

[0076] Operating Condition 1: Low-Speed ​​Climbing Mode (Drive / Reverse)

[0077] Operating State 1: Engine 100 is in a stopped state. The first synchronizer 204 is connected to the first shift drive gear 205, and the second synchronizer 211 is connected to the first reduction driven gear 206. The first drive assembly 200 is in 1st gear. The power transmission path of the first drive assembly 200 is as follows: First motor 210 → First reduction drive gear 207 → First reduction driven gear 206 → Second input shaft 202 → First synchronizer 204 → First shift drive gear 205 → First shift driven gear 212 → First output shaft 214 → Second reduction drive gear 215 → Second reduction driven gear 231 → Third output shaft 230 → Spiral bevel drive gear 232 → Differential → Half shaft → Wheel. The locking mechanism in the second drive assembly 400 locks the differential. The third synchronizer 408 is connected to the third shift driven gear 409. The second drive assembly 400 is in first gear. The power transmission path of the second drive assembly 400 is as follows: second motor 404 → third input shaft 403 → third shift drive gear 402 → third shift driven gear 409 → third synchronizer 408 → second output shaft 406 → third reduction drive gear 405 → differential → half shaft → wheel.

[0078] Operating state two: such as Figure 11As shown, the engine 100 is in a stopped state, the locking mechanism in the first drive assembly 200 locks the differential, the first synchronizer 204 is connected to the first shift drive gear 205, and the second synchronizer 211 is connected to the first reduction driven gear 206. The first drive assembly 200 is in first gear. The power transmission path of the first drive assembly 200 is as follows: first motor 210 → first reduction drive gear 207 → first reduction driven gear 206 → second input shaft 202 → first synchronizer 204 → first shift drive gear 205 → first shift driven gear 212 → first output shaft 214 → second reduction drive gear Gear 215 → Second reduction driven gear 231 → Third output shaft 230 → Spiral bevel drive gear 232 → Differential → Half shaft → Wheel. The locking mechanism in the second drive assembly 400 locks the differential. The third synchronizer 408 is connected to the third shift driven gear 409. The second drive assembly 400 is in first gear. The power transmission path of the second drive assembly 400 is as follows: Second motor 404 → Third input shaft 403 → Third shift drive gear 402 → Third shift driven gear 409 → Third synchronizer 408 → Second output shaft 406 → Third reduction drive gear 405 → Differential → Half shaft → Wheel. When a wheel slips due to low traction, the system can transfer all power to the wheel with higher traction, helping the vehicle get out of trouble.

[0079] Four-wheel drive mode:

[0080] Operating Condition 2: Four-wheel drive pure electric mode (drive / reverse / energy recovery)

[0081] Operating Status 3: (e.g.) Figure 12 As shown, the engine 100 is in a stopped state, the first synchronizer 204 is connected to the first shift drive gear 205, and the first drive assembly 200 is in first gear. The power transmission path of the first drive assembly 200 is as follows: first motor 210 → first reduction drive gear 207 → first reduction driven gear 206 → second input shaft 202 → first synchronizer 204 → first shift drive gear 205 → first shift driven gear 212 → first output shaft 214 → second reduction drive gear 215 → second reduction driven gear Gear 231 → Third output shaft 230 → Spiral bevel drive gear 232 → Differential → Half shaft → Wheel. The third synchronizer 408 is connected to the third shift driven gear 409. The second drive assembly 400 is in first gear. The power transmission path of the second drive assembly 400 is as follows: Second motor 404 → Third input shaft 403 → Third shift drive gear 402 → Third shift driven gear 409 → Third synchronizer 408 → Second output shaft 406 → Third reduction drive gear 405 → Differential → Half shaft → Wheel. The first motor 210 drives the front wheels, and the second motor 404 drives the rear wheels, satisfying the power output requirements during rapid vehicle acceleration.

[0082] Operating State 4: Engine 100 is in a stopped state. The first synchronizer 204 is connected to the second shift drive gear 203. The first drive assembly 200 is in 2nd gear. The power transmission path of the first drive assembly 200 is as follows: First motor 210 → First reduction drive gear 207 → First reduction driven gear 206 → Second input shaft 202 → First synchronizer 204 → Second shift drive gear 203 → Second shift driven gear 213 → First output shaft 214 → Second reduction drive gear 215 → Second reduction drive gear 215 → Second reduction drive gear 216 → Second reduction drive gear 207 ... Driven gear 231 → Third output shaft 230 → Spiral bevel drive gear 232 → Differential → Half shaft → Wheel. The third synchronizer 408 is connected to the third shift driven gear 409. The second drive assembly 400 is in first gear. The power transmission path of the second drive assembly 400 is as follows: Second motor 404 → Third input shaft 403 → Third shift drive gear 402 → Third shift driven gear 409 → Third synchronizer 408 → Second output shaft 406 → Third reduction drive gear 405 → Differential → Half shaft → Wheel. The first motor 210 drives the front wheels, and the second motor 404 drives the rear wheels, satisfying the power output requirements during rapid vehicle acceleration.

[0083] Operating State 5: Engine 100 is in a stopped state. The first synchronizer 204 is connected to the first shift drive gear 205. The first drive assembly 200 is in 1st gear. The power transmission path of the first drive assembly 200 is as follows: First motor 210 → First reduction drive gear 207 → First reduction driven gear 206 → Second input shaft 202 → First synchronizer 204 → First shift drive gear 205 → First shift driven gear 212 → First output shaft 214 → Second reduction drive gear 215 → Second reduction drive gear 215 → Second reduction drive gear 216 → Second reduction drive gear 207 → First drive ... Driven gear 231 → Third output shaft 230 → Spiral bevel drive gear 232 → Differential → Half shaft → Wheel. The third synchronizer 408 is connected to the fourth shift driven gear 407. The second drive assembly 400 is in second gear. The power transmission path of the second drive assembly 400 is as follows: Second motor 404 → Third input shaft 403 → Fourth shift drive gear 401 → Fourth shift driven gear 407 → Third synchronizer 408 → Second output shaft 406 → Third reduction drive gear 405 → Differential → Half shaft → Wheel. The first motor 210 drives the front wheels, and the second motor 404 drives the rear wheels, satisfying the power output requirements during rapid vehicle acceleration.

[0084] Operating State 6: Engine 100 is in a stopped state. The first synchronizer 204 is connected to the second shift drive gear 203. The first drive assembly 200 is in 2nd gear. The power transmission path of the first drive assembly 200 is as follows: First motor 210 → First reduction drive gear 207 → First reduction driven gear 206 → Second input shaft 202 → First synchronizer 204 → Second shift drive gear 203 → Second shift driven gear 213 → First output shaft 214 → Second reduction drive gear 215 → Second reduction drive gear 215 → Second reduction drive gear 216 → Second reduction drive gear 207 ... Driven gear 231 → Third output shaft 230 → Spiral bevel drive gear 232 → Differential → Half shaft → Wheel. The third synchronizer 408 is connected to the fourth shift driven gear 407. The second drive assembly 400 is in second gear. The power transmission path of the second drive assembly 400 is as follows: Second motor 404 → Third input shaft 403 → Fourth shift drive gear 401 → Fourth shift driven gear 407 → Third synchronizer 408 → Second output shaft 406 → Third reduction drive gear 405 → Differential → Half shaft → Wheel. The first motor 210 drives the front wheels, and the second motor 404 drives the rear wheels, satisfying the power output requirements during rapid vehicle acceleration.

[0085] Operating Condition 3: Four-wheel drive hybrid mode (drive / reverse / energy recovery)

[0086] Operating status seven: such as Figure 13 As shown, the engine 100 is in the starting state, the first synchronizer 204 is connected to the first shift drive gear 205, the second synchronizer 211 is connected to the first reduction driven gear 206, the first drive assembly 200 is in 1st gear, and the main power transmission path of the first drive assembly 200 is as follows: engine 100 → dual-mass flywheel 110 → first input shaft 201 → second synchronizer 211 → first reduction driven gear 206 → first input shaft 201 → first synchronizer 204 → first shift drive gear 205 → first shift driven gear 212 → first output shaft 214 → second reduction drive gear 215 → second reduction driven gear 231 → third output shaft 230 → spiral bevel drive gear 232 → differential → half shaft → wheel. The first motor 210 can be in the driving, generating, and following state. The third synchronizer 408 is connected to the third shift driven gear 409. The second drive assembly 400 is in 1st gear, and the second motor 404 can be in the driving and generating state. By simultaneously outputting power from the three power sources—engine 100, first motor 210, and second motor 404—the power output during rapid vehicle acceleration can be met, while reducing the power load on battery 340 during rapid vehicle acceleration.

[0087] Operating State 8: Engine 100 is in the starting state. The first synchronizer 204 is connected to the second shift drive gear 203, and the second synchronizer 211 is connected to the first reduction driven gear 206. The first drive assembly 200 is in 2nd gear. The main power transmission path of the first drive assembly 200 is as follows: Engine 100 → Dual-mass flywheel 110 → First input shaft 201 → Second synchronizer 211 → First reduction driven gear 206 → First input shaft 201 → First synchronizer 204 → Second shift drive gear 203 → Second shift driven gear 213 → First output shaft 214 → Second reduction drive gear 215 → Second reduction driven gear 231 → Third output shaft 230 → Spiral bevel drive gear 232 → Differential → Half shaft → Wheel. The first motor 210 can be in the driving, generating, and following state. The third synchronizer 408 is connected to the third shift driven gear 409. The second drive assembly 400 is in 1st gear. The second motor 404 can be in the driving and generating state. By simultaneously outputting power from the three power sources—engine 100, first motor 210, and second motor 404—the power output during rapid vehicle acceleration can be met, while reducing the power load on battery 340 during rapid vehicle acceleration.

[0088] Operating State 9: Engine 100 is in the starting state. The first synchronizer 204 is connected to the first shift drive gear 205, and the second synchronizer 211 is connected to the first reduction driven gear 206. The first drive assembly 200 is in 1st gear. The main power transmission path of the first drive assembly 200 is as follows: Engine 100 → Dual-mass flywheel 110 → First input shaft 201 → Second synchronizer 211 → First reduction driven gear 206 → First input shaft 201 → First synchronizer 204 → First shift drive gear 205 → First shift driven gear 212 → First output shaft 214 → Second reduction drive gear 215 → Second reduction driven gear 231 → Third output shaft 230 → Spiral bevel drive gear 232 → Differential → Half shaft → Wheel. The first motor 210 can be in the driving, generating, and following state. The third synchronizer 408 is connected to the fourth shift driven gear 407. The second drive assembly 400 is in 2nd gear. The second motor 404 can be in the driving and generating state. By simultaneously outputting power from the three power sources—engine 100, first motor 210, and second motor 404—the power output during rapid vehicle acceleration can be met, while reducing the power load on battery 340 during rapid vehicle acceleration.

[0089] Operating State 10: Engine 100 is in the starting state. The first synchronizer 204 is connected to the second shift drive gear 203, and the second synchronizer 211 is connected to the first reduction driven gear 206. The first drive assembly 200 is in 2nd gear. The main power transmission path of the first drive assembly 200 is as follows: Engine 100 → Dual-mass flywheel 110 → First input shaft 201 → Second synchronizer 211 → First reduction driven gear 206 → First input shaft 201 → First synchronizer 204 → Second shift drive gear 203 → Second shift driven gear 213 → First output shaft 214 → Second reduction drive gear 215 → Second reduction driven gear 231 → Third output shaft 230 → Spiral bevel drive gear 232 → Differential → Half shaft → Wheel. The first motor 210 can be in the driving, generating, and following state. The third synchronizer 408 is connected to the fourth shift driven gear 407. The second drive assembly 400 is in 2nd gear, and the second motor 404 can be in the driving and generating state. By simultaneously outputting power from the three power sources—engine 100, first motor 210, and second motor 404—the power output during rapid vehicle acceleration can be met, while reducing the power load on battery 340 during rapid vehicle acceleration.

[0090] Two-wheel drive mode:

[0091] Operating Condition 4: Front-wheel drive pure electric mode (drive / reverse / energy recovery)

[0092] Operating Status 11: (e.g.) Figure 14 As shown, the engine 100 is in a stopped state, the first synchronizer 204 is connected to the first shift drive gear 205, the first drive assembly 200 is in 1st gear, and the power transmission path of the first drive assembly 200 is as follows: first motor 210 → first reduction drive gear 207 → first reduction driven gear 206 → second input shaft 202 → first synchronizer 204 → first shift drive gear 205 → first shift driven gear 212 → first output shaft 214 → second reduction drive gear 215 → second reduction driven gear 231 → third output shaft 230 → spiral bevel drive gear 232 → differential → half shaft → wheel. The second drive assembly 400 is in neutral, and the second motor 404 is in standby. When the system switches from four-wheel drive to two-wheel drive, or during the switching between different two-wheel drive modes, it can ensure that the vehicle always has a power source to output power, ensuring that there is no power interruption during mode and gear switching. Moreover, when the vehicle is driving at a constant speed, the system's power demand is not high, and the single-motor mode can cover the driver's torque and power requirements, improving the system's operating efficiency. In addition, the gear ratio can be changed by switching gears according to the actual torque and power requirements of the vehicle, improving the transmission output efficiency and keeping the first motor 210 in a high-efficiency operating state, thereby improving the system's operating efficiency.

[0093] Operating State Twelve: Engine 100 is in a stopped state, the first synchronizer 204 is connected to the second shift drive gear 203, the first drive assembly 200 is in 2nd gear, and the power transmission path of the first drive assembly 200 is as follows: first motor 210 → first reduction drive gear 207 → first reduction driven gear 206 → second input shaft 202 → first synchronizer 204 → first shift drive gear 205 → first shift driven gear 212 → first output shaft 214 → second reduction drive gear 215 → second reduction driven gear 231 → third output shaft 230 → spiral bevel drive gear 232 → differential → half shaft → wheel, the second drive assembly 400 is in neutral, and the second motor 404 is in standby state. When the system switches from four-wheel drive to two-wheel drive, or during the switching between different two-wheel drive modes, it can ensure that the vehicle always has a power source to output power, ensuring that there is no power interruption during mode and gear switching. Moreover, when the vehicle is driving at a constant speed, the system's power demand is not high, and the single-motor mode can cover the driver's torque and power requirements, improving the system's operating efficiency. In addition, the gear ratio can be changed by switching gears according to the actual torque and power requirements of the vehicle, improving the transmission output efficiency and keeping the first motor 210 in a high-efficiency operating state, thereby improving the system's operating efficiency.

[0094] Operating Condition 5: Front-wheel drive engine 100 driving modes (drive / reverse / energy recovery)

[0095] Operating Status Thirteen: (e.g.) Figure 15As shown, the engine 100 is in the starting state, the first synchronizer 204 is connected to the first shift drive gear 205, the second synchronizer 211 is connected to the first reduction driven gear 206, the first drive assembly 200 is in 1st gear, and the main power transmission path of the first drive assembly 200 is as follows: engine 100 → dual-mass flywheel 110 → first input shaft 201 → second synchronizer 211 → first reduction driven gear 206 → first input shaft 201 → first synchronizer 204 → first shift drive gear 205 → first shift driven gear 212 → first output shaft 214 → second reduction drive gear 215 → second reduction driven gear 231 → third output shaft 230 → spiral bevel drive gear 232 → differential → half shaft → wheel. The first motor 210 can be in the driving, generating, or following state, the second drive assembly 400 is in neutral, and the second motor 404 is in standby state. With the second drive assembly 400 in neutral, the no-load loss of the second motor 404 is reduced, thus lowering fuel consumption. The additional torque power required during vehicle acceleration and deceleration can be provided by the first motor 210, ensuring that the engine 100 operates at its most efficient operating point, improving engine 100's operating efficiency and reducing fuel consumption. At the same time, when the vehicle is operating at high speed, the first drive assembly 200 is adjusted to first gear, allowing the engine 100 to operate in a higher speed and torque range, giving the system a stronger ability to replenish power and preventing high-speed power loss.

[0096] Operating State Fourteen: Engine 100 is in the starting state. The first synchronizer 204 is connected to the second shift drive gear 203, and the second synchronizer 211 is connected to the first reduction driven gear 206. The first drive assembly 200 is in 2nd gear. The main power transmission path of the first drive assembly 200 is as follows: Engine 100 → Dual-mass flywheel 110 → First input shaft 201 → Second synchronizer 211 → First reduction driven gear 206 → First input shaft 201 → First synchronizer 204 → Second shift drive gear 203 → Second shift driven gear 213 → First output shaft 214 → Second reduction drive gear 215 → Second reduction driven gear 231 → Third output shaft 230 → Spiral bevel drive gear 232 → Differential → Half shaft → Wheel. The first motor 210 can be in the driving, generating, or following state. The second drive assembly 400 is in neutral, and the second motor 404 is in standby. The second drive assembly 400 is in neutral, which reduces the no-load loss of the second motor 404 and lowers fuel consumption. The additional torque power required during vehicle acceleration and deceleration can be provided by the first motor 210, ensuring that the engine 100 operates in the high-efficiency range, improving the operating efficiency of the engine 100 and reducing fuel consumption.

[0097] Operating Condition 6: Rear-wheel drive pure electric mode (drive / reverse / energy recovery)

[0098] Operating status 15: such as Figure 16 As shown, engine 100 is in a stopped state, first drive assembly 200 is in neutral, first motor 210 is in standby state, third synchronizer 408 is connected to third shift driven gear 409, second drive assembly 400 is in first gear, and the power transmission path of second drive assembly 400 is as follows: second motor 404 → third input shaft 403 → third shift drive gear 402 → third shift driven gear 409 → third synchronizer 408 → second output shaft 406 → third reduction drive gear 405 → differential → half shaft → wheel. When the system switches from four-wheel drive to two-wheel drive, or during the switching between different two-wheel drive modes, it can ensure that the vehicle always has a power source to output power, ensuring that there is no power interruption during mode and gear switching. Moreover, when the vehicle is driving at a constant speed, the system's power demand is not high, and the single-motor mode can meet the driver's torque and power requirements, improving the system's operating efficiency. In addition, the gear ratio can be changed by switching gears according to the actual torque and power requirements of the vehicle, so that the second motor 404 is in a high-efficiency operating state, improving the system's operating efficiency.

[0099] Operating State Sixteen: Engine 100 is in a stopped state, first drive assembly 200 is in neutral, first motor 210 is in standby state, third synchronizer 408 is connected to fourth shift driven gear 407, second drive assembly 400 is in 2nd gear, and the power transmission path of second drive assembly 400 is as follows: second motor 404 → third input shaft 403 → fourth shift drive gear 401 → fourth shift driven gear 407 → third synchronizer 408 → second output shaft 406 → third reduction drive gear 405 → differential → half shaft → wheel. When the system switches from four-wheel drive to two-wheel drive, or during the switching between different two-wheel drive modes, it can ensure that the vehicle always has a power source to output power, ensuring that there is no power interruption during mode and gear switching. Moreover, when the vehicle is driving at a constant speed, the system's power demand is not high, and the single-motor mode can cover the driver's torque and power requirements, improving the system's operating efficiency. In addition, the gear ratio can be changed by switching gears according to the actual torque and power requirements of the vehicle, so that the second motor 404 operates in the high-efficiency range, improving the system's operating efficiency.

[0100] Range extender mode:

[0101] Operating Condition 7: Front-drive generator, rear-drive mode

[0102] Operating status seventeen: such as Figure 17As shown, the engine 100 is in the starting state, the first drive assembly 200 is in neutral, the second synchronizer 211 is connected to the first reduction driven gear 206, and the first motor 210 is in the generator state. The power transmission path of the first drive assembly 200 is as follows: engine 100 → dual-mass flywheel 110 → first input shaft 201 → second synchronizer 211 → first reduction driven gear 206 → first reduction drive gear 207 → first motor 210. The first motor 210 converts the received mechanical power into electricity. Yes, the power is stored in the battery 340 via the three-phase AC wiring harness 350, completing the charging of the battery 340. The third synchronizer 408 is connected to the third shift driven gear 409, and the second drive assembly 400 is in first gear. The power transmission path of the second drive assembly 400 is as follows: second motor 404 → third input shaft 403 → third shift drive gear 402 → third shift driven gear 409 → third synchronizer 408 → second output shaft 406 → third reduction drive gear 405 → differential → half shaft → wheel. The power generated by the first motor 210 is directly supplied to the second motor 404 without passing through the battery 340. When the vehicle is in a state of power depletion or the discharge power of the battery 340 is limited, the vehicle can still drive efficiently. At the same time, it can reduce the number of charge and discharge cycles of the battery 340, avoid the system being in a state of limited charge and discharge of the battery 340, and extend the service life of the battery 340.

[0103] Operating State 18: Engine 100 is in the start-up state, the first drive assembly 200 is in neutral, the second synchronizer 211 is connected to the first reduction driven gear 206, and the first motor 210 is in the generator state. The power transmission path of the first drive assembly 200 is as follows: Engine 100 → Dual-mass flywheel 110 → First input shaft 201 → Second synchronizer 211 → First reduction driven gear 206 → First reduction drive gear 207 → First motor 210. The first motor 210 converts the received mechanical power into... The first motor 210 generates electrical energy, which is stored in the battery 340 via a three-phase AC wiring harness 350, thus charging the battery 340. The third synchronizer 408 is connected to the fourth shift driven gear 407, and the second drive assembly 400 is in second gear. The power transmission path of the second drive assembly 400 is as follows: second motor 404 → third input shaft 403 → fourth shift drive gear 401 → fourth shift driven gear 407 → third synchronizer 408 → second output shaft 406 → third reduction drive gear 405 → differential → half shaft → wheel. The electricity generated by the first motor 210 is directly supplied to the second motor 404 without passing through the battery 340. When the vehicle is in a state of power depletion or the discharge power of the battery 340 is limited, the vehicle can still drive efficiently. At the same time, it can reduce the number of charge and discharge cycles of the battery 340, avoid the system being in a state of limited charge and discharge of the battery 340, and extend the service life of the battery 340.

[0104] Parking-based power generation mode:

[0105] Operating Condition 8: Front-drive power generation, rear-drive standby mode

[0106] Operating State 19: Engine 100 is in the start state, first drive assembly 200 is in neutral, second synchronizer 211 is connected to first reduction driven gear 206, first motor 210 is in the generator state, and the power transmission path of first drive assembly 200 is as follows: engine 100 → dual mass flywheel 110 → first input shaft 201 → second synchronizer 211 → first reduction driven gear 206 → first reduction drive gear 207 → first motor 210. First motor 210 converts the received mechanical power into electrical energy and stores it in battery 340 through three-phase AC wiring harness 350, completing the charging of battery 340. Second drive assembly 400 is in neutral, and second motor 404 is in standby state.

[0107] Operating State 20: Engine 100 is in the start-up state, the first drive assembly 200 is in neutral, the second synchronizer 211 is connected to the first reduction driven gear 206, and the first motor 210 is in the generator state. The power transmission path of the first drive assembly 200 is as follows: Engine 100 → Dual-mass flywheel 110 → First input shaft 201 → Second synchronizer 211 → First reduction driven gear 206 → First reduction drive gear 207 → First motor 210. The first motor 210 converts the received mechanical power into... The energy is converted into electrical energy and stored in the battery 340 through the three-phase AC wiring harness 350 to complete the charging of the battery 340. The third synchronizer 408 is connected to the third shift driven gear 409. The second drive assembly 400 is in the first gear state. The power transmission path of the second drive assembly 400 is as follows: second motor 404 → third input shaft 403 → third shift drive gear 402 → third shift driven gear 409 → third synchronizer 408 → second output shaft 406 → third reduction drive gear 405 → differential → half shaft → wheel.

[0108] Operating State 21: Engine 100 is in the start-up state, the first drive assembly 200 is in neutral, the second synchronizer 211 is connected to the first reduction driven gear 206, and the first motor 210 is in the generator state. The power transmission path of the first drive assembly 200 is as follows: Engine 100 → Dual-mass flywheel 110 → First input shaft 201 → Second synchronizer 211 → First reduction driven gear 206 → First reduction drive gear 207 → First motor 210. The first motor 210 converts the received mechanical power into... The energy is converted into electrical energy and stored in the battery 340 through the three-phase AC wiring harness 350 to complete the charging of the battery 340. The third synchronizer 408 is connected to the fourth shift driven gear 407. The second drive assembly 400 is in the second gear state. The power transmission path of the second drive assembly 400 is as follows: second motor 404 → third input shaft 403 → fourth shift drive gear 401 → fourth shift driven gear 407 → third synchronizer 408 → second output shaft 406 → third reduction drive gear 405 → differential → half shaft → wheel.

[0109] Meanwhile, to better illustrate the working principle of this utility model in twenty-one operating states, Table 1 lists the working states of the engine 100, locking mechanism, first synchronizer 204, second synchronizer 211, third synchronizer 408, first motor 210, and second motor 404 in different operating states, as shown in Table 1:

[0110] Table 1

[0111]

[0112] In summary, this application, through the coordinated control of the engine and dual motors (first motor and second motor), supports multiple modes including pure electric drive, series range extender, parallel hybrid, and engine direct drive, covering scenarios such as urban commuting, highway cruising, and off-road climbing. Furthermore, in low-speed off-road driving, the engine direct drive and dual motors provide power, reducing peak battery power demand, alleviating high battery load pressure, reducing battery charging and discharging frequency, and increasing driving range. Simultaneously, since the first and second drive assemblies are split-shaft driven, switching between dual-drive and four-drive modes is possible. When one drive assembly fails, it can be quickly decoupled, and the remaining drive assemblies can still maintain basic power output, enhancing the vehicle's ability to get out of trouble. In addition, combined with the differential locking mechanism, precise torque distribution to all wheels can be achieved on low-traction surfaces, improving climbing ability. The power coupling component (second synchronizer) can separate or connect the input shaft connected to the engine and the input shaft connected to the motor in real time, avoiding the no-load loss caused by power redundancy in traditional multi-motor systems and improving the overall system efficiency. The parallel arrangement of the first input shaft, second input shaft, output shaft, and engine drive shaft shortens the transmission chain length, reduces axial space occupation, and achieves a compact and lightweight structure. This reduces integration difficulty and energy consumption, making it suitable for compact SUVs and off-road vehicle layouts. The combination of the electric shift mechanism with the first and third synchronizers enables millisecond-level shift response, reducing the axial space requirements of the mechanical shift fork. It also eliminates the clutch assembly and related mechanical components (such as the clutch pedal, hydraulic system, and clutch lubrication system), achieving weight and cost reduction, shortening axial length, and improving space utilization. This adapts to the compact layout requirements of hybrid vehicles. Furthermore, the electric shift mechanism eliminates shift shock, improves shift smoothness, reduces transmission system vibration and noise, and optimizes vehicle NVH performance. The hybrid domain controller dynamically allocates the output of the engine and dual motors based on vehicle state parameters, avoiding response conflicts caused by independent control of multiple motors and reducing system control command latency. The engine and dual motors (first motor and second motor) switch to the optimal speed ratio through a shifting assembly (first synchronizer and third synchronizer), which can keep the power source running in the high-efficiency range and reduce overall fuel consumption.

[0113] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. 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.

[0114] The embodiments described above are merely illustrative of several implementations of this utility model, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of this utility model patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this utility model, and these all fall within the protection scope of this utility model. Therefore, the protection scope of this utility model patent should be determined by the appended claims.

Claims

1. A hybrid drive system characterized by comprising: The hybrid drive system includes: a battery, a hybrid domain controller, a first drive assembly, and a second drive assembly, wherein the battery is electrically connected to the hybrid domain controller; The first drive assembly includes an engine, a first input shaft, a second input shaft, a first output shaft, a power coupling assembly, a first shift assembly, a first motor, and a first drive axle. The engine is driven to the first input shaft, the first motor is driven to the second input shaft, the power coupling assembly is used to separate and connect the first input shaft and the second input shaft, the first shift assembly is used to switch gears between the second input shaft and the first output shaft, the first motor is electrically connected to the hybrid domain controller, the input end of the first drive axle is driven to the first output shaft, and the output end of the first drive axle is used to connect to the wheels. The second drive assembly includes a second motor, a third input shaft, a second output shaft, a second shift assembly, and a second drive axle. The second motor is drivenly connected to the third input shaft. The second shift assembly is used to switch gears between the third input shaft and the second output shaft. The second motor is electrically connected to the hybrid domain controller. The input end of the second drive axle is drivenly connected to the second output shaft. The output end of the second drive axle is used to connect to the wheels. The first input shaft, the second input shaft, the first output shaft, and the drive shaft of the engine are arranged in parallel.

2. The hybrid drive system according to claim 1, characterized in that, The first shifting component includes: The first shift drive gear is loosely fitted onto the second input shaft; The first shift driven gear is sleeved on the first output shaft and meshes with the first shift driving gear; The second shift drive gear is loosely fitted onto the second input shaft; The second shift driven gear is sleeved on the first output shaft and meshes with the second shift driving gear; A first synchronizer is sleeved on the second input shaft and located between the first shift drive gear and the second shift drive gear. When shifting gears, the first synchronizer is moved to connect the first shift drive gear or the second shift drive gear.

3. The hybrid drive system according to claim 2, characterized in that, A first reduction drive gear is sleeved on the drive shaft of the first motor, and a first reduction driven gear that meshes with the first reduction drive gear is sleeved on the second input shaft.

4. The hybrid drive system according to claim 3, characterized in that, The power coupling assembly includes a second synchronizer, which is sleeved on the first input shaft. When shifting gears, the second synchronizer is moved to connect the first reduction driven gear.

5. The hybrid drive system according to claim 4, characterized in that, The first output shaft is provided with a second reduction drive gear, and the input end of the first drive bridge is connected to the second reduction drive gear for transmission.

6. The hybrid drive system according to claim 5, characterized in that, The second shifting assembly includes: The third shift drive gear is sleeved on the third input shaft; The third shift driven gear is loosely fitted on the second output shaft and meshes with the third shift driving gear; The fourth shift drive gear is sleeved on the third input shaft; The fourth shift driven gear is loosely fitted on the second output shaft and meshes with the fourth shift driving gear; The third synchronizer is sleeved on the second output shaft and located between the third shift driven gear and the fourth shift driven gear. When shifting gears, the third synchronizer is moved to connect the third shift driven gear or the fourth shift driven gear.

7. The hybrid drive system according to claim 6, characterized in that, The first synchronizer, the second synchronizer, and the third synchronizer are all moved via an electric shift mechanism, which includes: The shift motor is electrically connected to the hybrid domain controller; A multi-stage reduction gear set, wherein the first stage gear of the multi-stage reduction gear set is connected to the shift motor for transmission. The shift hub is connected to the last gear of the multi-stage reduction gear set. The shift hub is provided with a shift groove, and the axial position of the shift groove is related to the rotation angle of the shift hub. A shift fork, one end of which slides within the shift groove, and the other end of which is connected to a corresponding synchronizer.

8. The hybrid drive system according to claim 1, characterized in that, The second output shaft is provided with a third reduction drive gear, and the input end of the second drive bridge is connected to the third reduction drive gear.

9. The hybrid drive system according to claim 1, characterized in that, Both the first drive axle and the second drive axle include a differential and a locking mechanism, the locking mechanism including: An electromagnetic switch is electrically connected to the hybrid domain controller; A magnetic thrust mechanism is loosely fitted onto the housing of the differential and is used to generate a magnetic coupling with the electromagnetic switch to move relative to the housing of the differential. A locking element is slidably mounted on the housing of the differential. An end face thrust bearing, one end of which is connected to the magnetic thrust mechanism, and the other end of which is connected to the locking member; An elastic reset element is disposed between the locking element and the half-shaft gear of the differential. When the electromagnetic switch is energized, the magnetic thrust mechanism pushes the locking member to squeeze the elastic reset member through the end face thrust bearing until the locking member locks the half-shaft gear.

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