Hybrid drive systems and vehicles

Abstract

This utility model discloses a hybrid drive system, relating to the field of vehicle technology. The hybrid drive system includes a power transmission system with a power output end for transmitting power to the vehicle wheels; a motor assembly connected to the power transmission system; an engine assembly including an engine and a first clutch, the engine being connected to the power transmission system via the first clutch; and a second clutch connected to the power output end of the power transmission system. The power transmission system, motor assembly, engine assembly, first clutch, and second clutch cooperate with each other to enable the hybrid drive system to have multiple driving modes. The technical solution provided by this utility model enables a hybrid drive system with the motor assembly as the primary power source to have multiple driving modes, thereby improving the applicability of the hybrid drive system.

Description

Technical Field

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

[0002] A hybrid vehicle is a vehicle whose drive system consists of two or more individual drive systems that can operate simultaneously. The vehicle's driving power is provided by the individual drive systems alone or in combination, depending on the actual driving conditions.

[0003] Current hybrid vehicle development is mostly based on engines as the primary power source, combined with series and parallel connections of electric motors, achieving optimal energy consumption through hybridization.

[0004] Existing hybrid vehicle models based primarily on electric motors are too simplistic, such as range-extended electric vehicles, and it is difficult to achieve optimal fuel and electricity consumption. Utility Model Content

[0005] The main objective of this invention is to propose a hybrid drive system and vehicle that aims to improve upon the overly simplistic nature of existing hybrid vehicle models that primarily rely on electric motors for power.

[0006] To achieve the above objectives, this utility model proposes a hybrid power drive system for vehicles, characterized in that it comprises:

[0007] The power transmission system has a power output end for transmitting power to the vehicle wheels;

[0008] A motor assembly, wherein the motor assembly is connected to the power transmission system.

[0009] An engine assembly includes an engine and a first clutch, wherein the engine is connected to the power transmission system via the first clutch, and the first clutch is used to control the engagement or disengagement of the engine from the power transmission system.

[0010] The second clutch is connected to the power output end of the power transmission system to control the transmission connection between the power transmission system and the wheels.

[0011] The powertrain system, motor assembly, engine assembly, first clutch, and second clutch cooperate with each other to enable the hybrid drive system to have multiple drive modes.

[0012] In one embodiment, the plurality of driving modes include a first driving mode, a second driving mode, a third driving mode, a fourth driving mode, and a fifth driving mode;

[0013] In the first driving mode, the first clutch is in the disengaged state, the second clutch is in the engaged state, the motor assembly is actively running, the engine assembly is stopped running, and the motor assembly drives the power transmission system so that the power output end of the power transmission system is connected to the wheel drive via the second clutch.

[0014] In the second drive mode, both the first clutch and the second clutch are in the closed state, the motor assembly and the engine assembly operate actively at the same time, and the engine assembly and the motor assembly drive the power transmission system at the same time, so that the power transmission system is connected to the wheel transmission through the second clutch;

[0015] In the third driving mode, both the first clutch and the second clutch are in the closed state. The motor assembly operates passively, and the engine assembly operates actively. The engine assembly drives the power transmission system so that the power transmission system is connected to the wheel transmission through the second clutch and drives the motor assembly to generate electricity.

[0016] In the fourth driving mode, the first clutch is in the closed state, the second clutch is in the open state, the motor assembly operates passively, the engine assembly operates actively, the engine assembly is connected to the power transmission system, and drives the motor assembly to generate electricity through the power transmission system;

[0017] In the fifth drive mode, both the first clutch and the second clutch are disengaged, and the motor assembly and the engine assembly stop operating simultaneously, so that the wheels are driven by external power.

[0018] In one embodiment, the power transmission system includes a reducer, a differential, and a first transmission component. The reducer is connected to the engine assembly via the first transmission component and a first clutch. The reducer is also connected to the motor assembly and the differential.

[0019] The second clutch includes a power input end and a power transmission end. The power input end of the second clutch is connected to the differential, and the power transmission end of the second clutch is used to connect to the wheels for controlling the transmission connection between the power transmission system and the wheels.

[0020] In one embodiment, the power transmission system includes a reducer, a differential, and a first transmission component. The reducer is connected to the engine assembly via the first transmission component and a first clutch. The reducer is also connected to the motor assembly and the differential.

[0021] The second clutch includes a power input end and a power transmission end. The power input end of the second clutch is connected to the reducer, and the power transmission end of the second clutch is used to connect to the differential to control the transmission connection between the reducer and the differential.

[0022] In one embodiment, the reducer has an intermediate shaft with a first gear disk and a second gear disk, one of which is drive-connected to the differential or the second clutch.

[0023] The motor assembly includes a motor and a second transmission component, the motor and the second transmission component being connected in a transmission connection, the first gear disk being connected in a transmission connection to the second transmission component, and the second gear disk being connected in a transmission connection to the first transmission component.

[0024] In one embodiment, the reducer has an intermediate shaft, the intermediate shaft having a first gear disk, a second gear disk, and a third gear disk;

[0025] The motor assembly includes a motor and a second transmission component, the motor and the second transmission component being drivenly connected, the first gear disk being drivenly connected to the second transmission component, the second gear disk being drivenly connected to the first transmission component, and the third gear disk being drivenly connected to the differential or the second clutch.

[0026] In one embodiment, the motor assembly has an output shaft that is fixedly connected to the first transmission member, and the motor assembly is connected to the power transmission system via the first transmission member.

[0027] In one embodiment, the first clutch is a dog clutch, a multi-plate clutch, or a synchronizer;

[0028] And / or, the second clutch is a dog clutch, a multi-plate clutch, or a synchronizer.

[0029] This utility model also proposes a vehicle, including a frame and a hybrid power drive system as described in the above embodiments, wherein the hybrid power drive system is disposed on the frame.

[0030] In one embodiment, the hybrid drive system includes the powertrain, an electric motor assembly, an engine assembly, a first clutch, and a second clutch;

[0031] The powertrain system includes a reducer and a differential. The reducer is mounted on the vehicle frame, and the differential is located on one side of the reducer. The engine assembly and the motor assembly are both mounted on the vehicle frame and located on the side of the reducer away from the differential.

[0032] In one embodiment, the engine assembly and the motor assembly are disposed opposite each other at both ends of the reducer.

[0033] The technical solution of this utility model adopts such a setting that, when the electric motor assembly is the main power source, the hybrid drive system can achieve a first drive mode, a second drive mode, a third drive mode, and a fourth drive mode through the cooperation of the power transmission system, the electric motor assembly, the engine assembly, the first clutch, and the second clutch. This allows the hybrid drive system, with the electric motor assembly as the main power source, to select different drive modes to operate in different situations, thereby making the hybrid drive system more adaptable. Attached Figure Description

[0034] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0035] Figure 1 A schematic diagram of a hybrid power drive system according to an embodiment of the present invention;

[0036] Figure 2 A schematic diagram of another embodiment of the hybrid drive system provided by this utility model;

[0037] Figure 3 A schematic diagram of another embodiment of the hybrid drive system provided by this utility model.

[0038] Explanation of icon numbers:

[0039] 1. Hybrid drive system; 10. Motor assembly; 11. Motor; 12. Second transmission component; 20. Engine assembly; 21. Engine; C0. First clutch; 30. Reducer; 31. Intermediate shaft; 32. First gear disc; 33. Second gear disc; 34. First transmission component; 35. Third gear disc; 40. Differential; 41. Differential body; 42. Half-shaft gear; 43. Wheel; C1. Second clutch; 50. Power transmission system.

[0040] The realization of the purpose, functional features and advantages of this utility model will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0041] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present utility model.

[0042] It should be noted that if the embodiments of this utility model involve directional indicators (such as up, down, left, right, front, back, etc.), the directional indicators are only used to explain the relative positional relationship and movement of the components in a specific posture. If the specific posture changes, the directional indicators will also change accordingly.

[0043] Furthermore, if the embodiments of this utility model involve descriptions such as "first" or "second," these descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the use of "and / or" or "and / or" throughout the text includes three parallel solutions. For example, "A and / or B" includes solution A, solution B, or a solution where both A and B are satisfied simultaneously. Furthermore, the technical solutions of the various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed by this utility model.

[0044] A hybrid vehicle is a vehicle whose drive system consists of two or more individual drive systems that can operate simultaneously. The vehicle's driving power is provided by the individual drive systems alone or in combination, depending on the actual driving conditions.

[0045] Current hybrid vehicle development is mostly based on engines as the primary power source, combined with series and parallel connections of electric motors, achieving optimal energy consumption through hybridization.

[0046] Existing hybrid vehicle models based primarily on electric motors are too simplistic, such as range-extended electric vehicles, and it is difficult to achieve optimal fuel and electricity consumption.

[0047] This invention proposes a hybrid power drive system for vehicles.

[0048] Please see Figure 1In one embodiment of this utility model, the hybrid drive system 1 includes a power transmission system 50, a motor assembly 10, an engine assembly 20, and a second clutch C1. The power transmission system 50 has a power output end for transmitting power to the vehicle wheels 43. The motor assembly 10 is drive-connected to the power transmission system 50. The engine assembly 20 includes an engine 21 and a first clutch C0. The engine 21 is drive-connected to the power transmission system 50 via the first clutch C0, which controls the engagement or disengagement of the engine 21 from the power transmission system 50. The second clutch C1 is connected to the power output end of the power transmission system 50 to control the transmission connection between the power transmission system 50 and the wheels 43. The power transmission system 50, motor assembly 10, engine assembly 20, first clutch C0, and second clutch C1 cooperate with each other to enable the hybrid drive system 1 to have multiple driving modes.

[0049] The technical solution of this utility model employs a motor assembly 10 as the primary drive and an engine assembly 20 as the auxiliary drive. The motor assembly 10 can directly drive the vehicle's wheels 43 via the power output of the power transmission system 50, provided the battery provides power. In this mode, the engine assembly 20 does not participate in the drive transmission. This is the first drive mode where the motor assembly 10 drives the vehicle's wheels 43 solely through the power transmission system 50. Of course, while the motor assembly 10 drives the vehicle's wheels 43 through the power transmission system 50, the engine assembly 20 can also engage with the power transmission system via the first clutch C0. The system 50 is connected to the drive system, which, together with the motor assembly 10, transmits power to the drivetrain 50. The power output of the drivetrain 50 then drives the vehicle wheels 43. Since both the motor assembly 10 and the generator assembly 10 participate in the drive, this is the second drive mode. It's worth noting that in the second drive mode, both the motor assembly 10 and the engine assembly 20 can act as the primary power source. For example, when the motor assembly 10 is the primary power source, the engine assembly 20 acts as the auxiliary power source; conversely, when the engine assembly 20 is the primary power source, the motor assembly 10 acts as the auxiliary power source. No further limitations are imposed on this. It should be noted that because the engine assembly 20 rotates at a lower speed than the motor assembly 10, the first drive mode is generally used when the vehicle needs to travel at high speeds, while the second drive mode is used when the vehicle requires high torque. In this embodiment, the motor assembly 10 can also be used as a power generation component. For example, when the battery that provides power to the motor assembly 10 is out of power or has insufficient power, the motor assembly 10 cannot drive the vehicle wheels 43 through the power output end of the drive power transmission system 50. Therefore, at this time, the engine assembly 20 can participate in the transmission that drives the vehicle wheels 43. The engine assembly 20 can work with the second clutch C1 to select whether to transmit power to the vehicle wheels 43. For example, when the engine assembly 20 is running, it can drive the motor assembly 10 through the power transmission system 50. At this time, the motor assembly 10 acts as a generator assembly 10, and it can directly or indirectly transmit electrical energy to the battery through the power converter to charge the battery. During the process of the engine assembly 20 driving the motor assembly 10 through the power transmission system 50, the disengagement or engagement of the second clutch C1 can enable the hybrid drive system 1 to have two modes, namely the third drive mode and the fourth drive mode. When the second clutch C1 is engaged, the engine assembly 20 is also connected to the vehicle wheels 43 through the power transmission system 50. At this time, the engine assembly 20 can drive the motor assembly 10 and the vehicle wheels 43 through the power transmission system 50, which is the third drive mode.When the second clutch C1 is disengaged, the engine assembly 20 directly drives the motor assembly 10 via the power transmission system 50, and is disconnected from the vehicle wheels 43; this is the fourth driving mode. When it is necessary to reduce the vehicle's power consumption, the motor assembly 10 and engine assembly 20 can be stopped simultaneously, and the first clutch C0 and second clutch C1 can be disengaged simultaneously. In this mode, the hybrid drive system 1 does not operate and consumes no energy; it is towed by other power systems; this is the fifth driving mode. Through this configuration, the hybrid drive system 1, using the motor assembly 10 as the primary power source, can achieve the first, second, third, fourth, and fifth driving modes through the interaction of the power transmission system 50, the motor assembly 10, the engine assembly 20, the first clutch C0, and the second clutch C1. This allows the hybrid drive system 1, with the motor assembly 10 as the primary power source, to select different driving modes to cope with different situations, thus improving the applicability of the hybrid drive system 1.

[0050] In one embodiment, in the first driving mode, the first clutch C0 is disengaged, the second clutch C1 is engaged, the motor assembly 10 operates actively, the engine assembly 20 stops operating, and the motor assembly 10 drives the power transmission system 50 so that the power output end of the power transmission system 50 is connected to the wheel 43 via the second clutch C1; in the second driving mode, both the first clutch C0 and the second clutch C1 are engaged, the motor assembly and the engine assembly operate actively simultaneously, and the engine assembly 20 and the motor assembly 10 simultaneously drive the power transmission system 50 so that the power transmission system 50 is connected to the wheel 43 via the second clutch C1; in the third driving mode, both the first clutch C0 and the second clutch C1 are engaged... In the closed state, the motor assembly operates passively, while the engine assembly operates actively. The engine assembly 20 drives the power transmission system 50, enabling the power transmission system 50 to be connected to the wheel 43 via the second clutch C1. The power transmission system 50 can also drive the motor assembly 10 to generate electricity. In the fourth driving mode, the first clutch C0 is closed, and the second clutch C1 is open. The motor assembly operates passively, while the engine assembly operates actively. The engine assembly 20 only drives the motor assembly 10 to generate electricity. In the fifth driving mode, both the first clutch C0 and the second clutch C1 are open. The motor assembly 10 and the engine assembly 20 simultaneously stop operating, allowing the wheels to be driven by external power. In this state, the hybrid drive system 1 is in a state of being towed. For example, if the battery has sufficient charge while the vehicle is in motion, the user can choose to adjust the driving mode of the hybrid drive system 1 to the first driving mode. When the vehicle reaches a road section requiring high torque, the user can choose to adjust the driving mode of the hybrid drive system 1 to the second driving mode, allowing the generator assembly 10 to participate in the transmission of power to the vehicle. When the battery charge is low, the user can choose to switch the hybrid drive system 1 to either the third or fourth drive mode, depending on the actual situation. For example, when the vehicle needs to travel at high speed, the user can select the third drive mode, so that the current hybrid drive system 1 works in conjunction with the other hybrid drive system 1 to drive the vehicle's wheels 43. When the vehicle does not need to travel at high speed, the user can select the fourth drive mode, so that the current hybrid drive system 1 does not participate in the drive transmission of the other hybrid drive system 1 to the vehicle's wheels 43. When the vehicle needs to reduce overall power consumption, the fifth drive mode can be engaged, so that the current hybrid drive system 1 is used in a towing state under the drive of the other hybrid drive system 1.It is understandable that vehicles generally have two hybrid drive systems 1, and both hybrid drive systems 1 can participate in the transmission of the vehicle wheels 43 at the same time. At this time, the vehicle is in four-wheel drive mode. When one of the two hybrid drive systems 1 participates in the transmission of the vehicle wheels 43, the vehicle is in two-wheel drive mode.

[0051] In one embodiment, the power transmission system 50 includes a reducer 30, a differential 40, and a first transmission member 34. The reducer 30 is connected to the engine assembly 20 via the first transmission member 34 and the first clutch C1. The reducer 30 is also connected to the motor assembly 10 and the differential 40. The second clutch C1 has a power input end and a power transmission end. The power input end of the second clutch C1 is connected to the differential 40, and the power transmission end of the second clutch C1 is used to connect to the wheel 43 for controlling the transmission connection between the power transmission system 50 and the wheel 43. Figure 1 As shown, in this embodiment, the motor assembly 10 is connected to the differential 40 via the reducer 30, and the engine assembly 20 is connected to the reducer 30 and the differential 40 via the first transmission component 34 and the first clutch C1. The differential 40 has a gear carrier, planetary gears, and two half-shaft gears 42, which are respectively connected to the wheels 43. The second clutch C1 has a power input end and a power transmission end. The power input end of the second clutch C1 is connected to the planetary gears, and the power transmission end is connected to one of the two half-shaft gears 42. When the hybrid drive system 1 is in the fourth drive mode, the power transmitted from the engine assembly 20 to the differential 40 via the reducer 30 will drive one side of the second clutch C1 to rotate. Since the second clutch C1 is in the disengaged state at this time, the differential 40 is equivalent to being in an idle state and will not drive the vehicle wheels 43 to rotate via the half-shaft gears 42.

[0052] In one embodiment, the power transmission system 50 includes a reducer 30, a differential 40, and a first transmission component 34. The reducer 30 is connected to the engine assembly 20 via the first transmission component 34 and the first clutch C0. The reducer 30 is also connected to the motor assembly 10 and the differential 40. The second clutch C1 includes a power input end and a power transmission end. The power input end of the second clutch C1 is connected to the reducer 30, and the power transmission end of the second clutch C1 is connected to the differential 40 to control the transmission connection between the reducer 30 and the differential 40. Exemplarily, this embodiment differs from the previous embodiment in that the position of the second clutch C1 is different. In this embodiment, the power input end of the second clutch C1 is connected to the reducer 30, while the power transmission end of the second clutch C1 is connected to the differential 40. That is, in this embodiment, the closing or opening of the second clutch C1 controls the transmission connection between the reducer 30 and the differential 40, thereby indirectly controlling whether power is transmitted to the vehicle wheels 43.

[0053] In one embodiment, the reducer 30 has an intermediate shaft 31, the intermediate shaft 31 having a first gear disk 32 and a second gear disk 33, one of the first gear disk 32 and the second gear disk 33 being drive-connected to the differential 40; the motor assembly 10 includes a motor 11 and a second transmission member 12, the motor 11 and the second transmission member 12 being drive-connected, the first gear disk 32 being drive-connected to the second transmission member 12, and the second gear disk 33 being drive-connected to the first transmission member 34. For example, as... Figure 1As shown, a first gear disk 32 and a second gear disk 33 are mounted on the intermediate shaft 31 of the reducer 30. The first gear disk 32 is connected to the second transmission member 12 of the motor assembly 10, and the second gear disk 33 is connected to both the differential 40 and the first transmission member 34. Alternatively, the differential 40 can also be connected to the first gear disk 32; this is not a limitation. It is worth noting that the number of teeth on the outer rings of the first gear disk 32 and the second gear disk 33 can be the same or different. When the outer rings of the first gear disk 32 and the second gear disk 33 are different, assuming the first gear disk 32 is connected to the second transmission member 12 and the second gear disk 33 is connected to both the differential 40 and the first transmission member 34, there are two speed ratios between the first gear disk 32 and the second gear disk 33. This means there are two speed ratios between the motor assembly 10 and the differential 40, which can be for acceleration or deceleration. The specific speed ratio can be set according to requirements; this is not a limitation. In another embodiment, the second clutch C1 is located between the reducer 30 and the differential 40. Therefore, one of the first gear disk 32 and the second gear disk 33 is connected to the second clutch C1 for transmission, and the differential 40 is indirectly connected through the second clutch C1.

[0054] It is understood that the transmission connection between the first gear disk 32 and the second transmission component 12, as well as the transmission connection between the second gear disk 33 and the first transmission component 34, can be direct meshing or a chain or belt transmission connection; no further restrictions are imposed on this.

[0055] In one embodiment, the reducer 30 has an intermediate shaft 31, which has a first gear disk 32, a second gear disk 33, and a third gear disk 35; the motor assembly 10 includes a motor 11 and a second transmission member 12, the motor 11 and the second transmission member 12 being drive-connected; the first gear disk 32 is drive-connected to the second transmission member 12; the second gear disk 33 is drive-connected to the first transmission member 34; and the third gear disk 35 is drive-connected to the differential 40 or the second clutch C1. Figure 2As shown, in this embodiment, compared with the above embodiment, only a third gear disk 35 is added to the intermediate shaft 31. Because of the third gear disk 35, the second transmission member 12 of the motor assembly 10 is directly connected to the first gear disk 32, the second gear disk 33 is directly connected to the first transmission member 34, and the differential 40 is connected to the third gear disk 35. Assuming that the first gear disk 32 and the second gear disk 33 have the same number of outer ring teeth, but the number of outer ring teeth of the first gear disk 32, the second gear disk 33, and the third gear disk 35 are different, it indicates that there are two speed ratios between the motor assembly 10 and the engine assembly 20 and the differential 40 indirectly. Of course, the number of outer ring teeth of the first gear disk 32 and the second gear disk 33 can also be different; this is not a major limitation. In another embodiment, the second clutch C1 is located between the reducer 30 and the differential 40. Therefore, the third gear disk 35 is connected to the second clutch C1, and an indirect transmission connection is achieved between the third gear disk 35 and the differential 40 through the second clutch C1.

[0056] In one embodiment, the motor assembly 10 has an output shaft, which is fixedly connected to the first transmission member 34, and the motor assembly 10 is connected to the power transmission system 50 via the first transmission member 34. Figure 3 As shown, for example, in order to reduce the use of transmission components and reduce space occupation, in this embodiment, the motor assembly 10 is provided with an output shaft, which is directly fixedly connected to the first transmission component 34, while the engine 21 in the engine assembly 20 is connected to the first transmission component 34 through the first clutch C0. This arrangement will not reduce the driving modes of the hybrid drive system 1, and this arrangement can further reduce the space occupation of the hybrid drive system 1.

[0057] In one embodiment, the first clutch C0 is a dog clutch, a multi-plate clutch, or a synchronizer;

[0058] And / or, the second clutch C1 is a dog clutch, a multi-plate clutch, or a synchronizer.

[0059] This utility model also proposes a vehicle, which includes a frame and a hybrid drive system 1 as described in the above embodiments. The specific structure of the hybrid drive system 1 is as described in the above embodiments. Since this vehicle adopts all the technical solutions of all the above embodiments, it has at least all the beneficial effects brought about by the technical solutions of the above embodiments, and will not be described in detail here. The hybrid drive system 1 is mounted on the frame. In this embodiment, the vehicle includes a frame and a hybrid drive system 1 as described in any one of the above embodiments. Two sets of hybrid drive systems 1 can be provided on the vehicle, and the two sets of hybrid drive systems 1 are respectively located at the front and rear ends of the frame to form a front drive system and a rear drive system of the vehicle. Of course, the vehicle can also only have one set of hybrid drive system 1, which can serve as either the front drive system or the rear drive system of the vehicle, while the other can be a towing system. No further limitations are imposed on this.

[0060] It is understandable that the vehicle can be a new energy vehicle, a hybrid vehicle, or a range-extended vehicle; no further restrictions are imposed on this.

[0061] In one embodiment, the hybrid drive system 1 includes the powertrain 50, a motor assembly 10, an engine assembly 20, a first clutch C0, and a second clutch C1; the powertrain 50 includes a reducer 30 and a differential 40, the reducer 30 being mounted on the vehicle frame, and the differential 40 being located on one side of the reducer 30; the engine assembly 20 and the motor assembly 10 are both mounted on the vehicle frame and located on the side of the reducer 30 away from the differential 40. For example, as... Figure 1 or Figure 2 or Figure 3 As shown, in this embodiment, the power transmission system 50 is arranged in parallel axis configuration. It includes a differential 40, two half-shaft gears 42 that are connected to the differential 40, and a reducer 30. The intermediate shaft 31 of the reducer 30 is arranged parallel to the differential 40 and the two half-shaft gears 42. The reducer 30 is mounted on the frame. This configuration saves space occupied by the power transmission system 50. Furthermore, the motor assembly 10 and the engine assembly 20 are both mounted on the frame and located on the side of the reducer 30 away from the differential 40. This configuration makes reasonable use of the frame space and prevents the limited space of the frame from being wasted due to the random placement of the motor assembly 10 and the engine assembly 20.

[0062] In one embodiment, the engine assembly 20 and the motor assembly 10 are disposed opposite to each other at both ends of the reducer 30. The engine assembly 20 and the motor assembly 10 are disposed opposite to each other at both ends of the reducer 30, and their output ends are also opposite to each other. This further reduces the space occupied by the engine assembly 20 and the motor assembly 10 on the vehicle frame when they are installed. Furthermore, the engine assembly 20 and the motor assembly 10 can be disposed on the same axis; no further limitations are imposed on this.

[0063] The above description is merely an exemplary embodiment of the present utility model and does not limit the patent scope of the present utility model. Any equivalent structural transformations made based on the technical concept of the present utility model and the contents of the present utility model specification and drawings, or direct / indirect applications in other related technical fields, are included within the patent protection scope of the present utility model.

Claims

1. A hybrid power drive system for a vehicle, characterized in that, include: The power transmission system has a power output end for transmitting power to the vehicle wheels; A motor assembly, wherein the motor assembly is connected to the power transmission system. An engine assembly includes an engine and a first clutch, wherein the engine is connected to the power transmission system via the first clutch, and the first clutch is used to control the engagement or disengagement of the engine from the power transmission system. The second clutch is connected to the power output end of the power transmission system to control the transmission connection between the power transmission system and the wheels. The powertrain system, motor assembly, engine assembly, first clutch, and second clutch cooperate with each other to enable the hybrid drive system to have multiple drive modes.

2. The hybrid drive system of claim 1, wherein, The plurality of driving modes include a first driving mode, a second driving mode, a third driving mode, a fourth driving mode, and a fifth driving mode; In the first driving mode, the first clutch is in the disengaged state, the second clutch is in the engaged state, the motor assembly is actively running, the engine assembly is stopped running, and the motor assembly drives the power transmission system so that the power output end of the power transmission system is connected to the wheel drive via the second clutch. In the second drive mode, both the first clutch and the second clutch are in the closed state, the motor assembly and the engine assembly operate actively at the same time, and the engine assembly and the motor assembly drive the power transmission system at the same time, so that the power transmission system is connected to the wheel transmission through the second clutch; In the third driving mode, both the first clutch and the second clutch are in the closed state. The motor assembly operates passively, and the engine assembly operates actively. The engine assembly drives the power transmission system so that the power transmission system is connected to the wheel transmission through the second clutch and drives the motor assembly to generate electricity. In the fourth driving mode, the first clutch is in the closed state, the second clutch is in the open state, the motor assembly operates passively, the engine assembly operates actively, the engine assembly is connected to the power transmission system, and drives the motor assembly to generate electricity through the power transmission system; In the fifth drive mode, both the first clutch and the second clutch are disengaged, and the motor assembly and the engine assembly stop operating simultaneously, so that the wheels are driven by external power.

3. The hybrid drive system of claim 1, wherein, The power transmission system includes a reducer, a differential, and a first transmission component. The reducer is connected to the engine assembly via the first transmission component and the first clutch. The reducer is also connected to the motor assembly and the differential. The second clutch includes a power input end and a power transmission end. The power input end of the second clutch is connected to the differential, and the power transmission end of the second clutch is used to connect to the wheels for controlling the transmission connection between the power transmission system and the wheels.

4. The hybrid drive system of claim 1, wherein, The power transmission system includes a reducer, a differential, and a first transmission component. The reducer is connected to the engine assembly via the first transmission component and the first clutch. The reducer is also connected to the motor assembly and the differential. The second clutch includes a power input end and a power transmission end. The power input end of the second clutch is connected to the reducer, and the power transmission end of the second clutch is used to connect to the differential to control the transmission connection between the reducer and the differential.

5. The hybrid drive system of claim 3 or 4, wherein The reducer has an intermediate shaft, the intermediate shaft has a first gear disk and a second gear disk, one of the first gear disk and the second gear disk being connected to the differential or the second clutch in a transmission connection. The motor assembly includes a motor and a second transmission component, the motor and the second transmission component being connected in a transmission connection, the first gear disk being connected in a transmission connection to the second transmission component, and the second gear disk being connected in a transmission connection to the first transmission component.

6. The hybrid drive system of claim 3 or 4, wherein The reducer has an intermediate shaft, and the intermediate shaft has a first gear disk, a second gear disk, and a third gear disk; The motor assembly includes a motor and a second transmission component, the motor and the second transmission component being drivenly connected, the first gear disk being drivenly connected to the second transmission component, the second gear disk being drivenly connected to the first transmission component, and the third gear disk being drivenly connected to the differential or the second clutch.

7. The hybrid drive system of claim 3 or 4, wherein The motor assembly has an output shaft, which is fixedly connected to the first transmission component. The motor assembly and the power transmission system are connected via the first transmission component.

8. The hybrid drive system according to any one of claims 1 to 4, characterized by The first clutch is a dog clutch, a multi-plate clutch, or a synchronizer; And / or, the second clutch is a dog clutch, a multi-plate clutch, or a synchronizer.

9. A vehicle characterized by comprising: It includes a vehicle frame and a hybrid drive system as described in any one of claims 1 to 8, wherein the hybrid drive system is disposed on the vehicle frame.

10. The vehicle as claimed in claim 9, characterized in that, The hybrid drive system includes the powertrain system, motor assembly, engine assembly, first clutch, and second clutch; The powertrain system includes a reducer and a differential. The reducer is mounted on the vehicle frame, and the differential is located on one side of the reducer. The engine assembly and the motor assembly are both mounted on the vehicle frame and located on the side of the reducer away from the differential.

11. The vehicle of claim 10, wherein, The engine assembly and the motor assembly are disposed opposite each other at both ends of the reducer.

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