A coaxial longitudinal hybrid drive system and vehicle

Abstract

This invention provides a coaxial longitudinal hybrid drive system and vehicle, belonging to the field of hybrid technology. The hybrid drive system includes an electric drive system, a transmission, a longitudinally mounted internal combustion engine, and a drive axle. The electric drive system includes a first motor loosely mounted on a motor drive shaft, a second motor mounted on the same drive shaft, and a motor drive shaft. The first and second motors are coaxially arranged. The transmission includes an input shaft, a first output shaft, a shift gear set, a first clutch device, and a second clutch device. The motor drive shaft is drivenly connected to the input shaft. The first motor is power-coupled to the input shaft through the first clutch device, and the second clutch device is used for shifting gears. The internal combustion engine shaft is drivenly connected to the input shaft, and the drive axle is drivenly connected to the first output shaft. The output end of the drive axle is used to connect to the wheels. This invention aims to shorten the power transmission chain of the hybrid drive system and improve the driving efficiency of hybrid vehicles.

Description

Technical Field

[0001] This utility model relates to the field of hybrid technology, and in particular to a coaxial longitudinal hybrid drive system and vehicle. 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] Hybrid electric vehicles can have multiple driving modes. Based on the vehicle's driving conditions, the hybrid vehicle calculates, compares, and selects the optimal driving mode to achieve the goals of saving fuel and reducing emissions. For example, in low-speed conditions where the internal combustion engine has low fuel economy, the vehicle uses pure electric or series drive mode; and in braking conditions, it enters energy recovery mode.

[0004] Current hybrid drive systems typically include an engine, a drive motor, a transmission, a drive shaft, a drive axle, and half-shafts. Power is transmitted to the front wheels sequentially through the engine and / or drive motor, transmission, drive shaft, drive axle, and half-shafts. However, existing solutions suffer from long power transmission chains, low integration, low drive efficiency, and high costs. Utility Model Content

[0005] Therefore, the purpose of this utility model is to provide a coaxial longitudinal hybrid drive system and vehicle, which aims to shorten the power transmission link of the hybrid drive system and improve the driving efficiency of hybrid vehicles.

[0006] On one hand, this utility model provides a coaxial longitudinal hybrid drive system, including an electric drive system, a transmission, a longitudinally mounted internal combustion engine, and a drive axle. The electric drive system includes a first motor, a second motor, and a motor drive shaft. The first motor and the second motor are coaxially arranged, with the first motor loosely fitted onto the motor drive shaft and the second motor fitted onto the motor drive shaft. The transmission includes an input shaft, a first output shaft, a shift gear set, a first clutch device, and a second clutch device. The motor drive shaft and the input shaft are connected via a first reduction gear set. The first motor is power-coupled to the input shaft via the first clutch device. The second clutch device is located between the input shaft and the first output shaft, allowing the input shaft and the first output shaft to be connected via the shift gear set for a gear ratio transmission. The shaft of the internal combustion engine is connected to the input shaft. The input end of the drive axle is connected to the first output shaft via a second reduction gear set. The output end of the drive axle is used to connect to the wheels. The motor drive shaft, the input shaft, and the first output shaft are arranged longitudinally parallel to each other along a direction perpendicular to the shaft axis of the internal combustion engine.

[0007] This invention offers the following advantages: By configuring a first motor, a second motor, a longitudinally mounted internal combustion engine, and a drive axle, all connected to the transmission, they collectively form the main transmission system. The motor drive shaft, input shaft, and first output shaft are arranged longitudinally parallel to the axis perpendicular to the internal combustion engine's rotation, shortening the transmission link and facilitating their integration to significantly reduce the space occupied by each component. Furthermore, the hybrid drive system in this application, with two power sources—the power of a traditional internal combustion engine, the added power of an electric motor, a generator, and regenerative braking—can meet driving needs under different operating conditions, thereby improving fuel economy. For example, at lower vehicle speeds, the first motor provides driving power, improving fuel economy compared to using an internal combustion engine. Additionally, integrating the drive shafts and drive axle within the hybrid drive system avoids independently occupying vehicle space, allowing sufficient space for the vehicle's power battery. This facilitates the transition from hybrid to plug-in hybrid, enabling short-distance pure electric driving and long-distance hybrid driving.

[0008] In addition, the coaxial longitudinal hybrid drive system described above according to this utility model may also have the following additional technical features: Furthermore, the shift gear set includes a first driving gear and a first driven gear meshing with each other, and a second driving gear and a second driven gear meshing with each other. The first driving gear is sleeved on the input shaft and is drivenly connected to the motor drive shaft. The second driving gear is loosely sleeved on the input shaft and is drivenly connected to the rotating shaft of the first motor. Both the first driven gear and the second driven gear are loosely sleeved on the first output shaft. The first clutch device is used to separate and connect the input shaft and the second driving gear, and the second clutch device is used to separate and connect the first output shaft and the first driven gear, or separate and connect the first output shaft and the second driven gear.

[0009] Furthermore, the first clutch device includes a first dog-tooth engagement mechanism, which is sleeved on the input shaft and close to the second drive gear. A first drive reduction gear is sleeved on the shaft of the first motor, and the first drive reduction gear is loosely sleeved on the motor drive shaft and meshes with the second drive gear.

[0010] Furthermore, the second clutch device includes a second dog-tooth engagement mechanism, which is sleeved on the first output shaft and located between the first driven gear and the second driven gear.

[0011] Furthermore, the first reduction gear set includes a second active reduction gear that meshes with the first active gear, and the second active reduction gear is sleeved on the motor drive shaft.

[0012] Furthermore, the internal combustion engine drive system also includes a shock absorber disposed between the rotating shaft of the internal combustion engine and the input shaft.

[0013] Furthermore, the drive axle includes a second output shaft, a hypoid drive gear disposed on the second output shaft, a hypoid driven gear meshing with the hypoid drive gear, a differential assembly connected to the hypoid driven gear, and a half-shaft connected to the differential assembly, the half-shaft being used to connect to a wheel; wherein, the motor drive shaft, the input shaft, the first output shaft, and the second output shaft are arranged longitudinally parallel to each other along the axis perpendicular to the shaft axis of the internal combustion engine.

[0014] Furthermore, the second reduction gear set includes a third driving reduction gear and a driven reduction gear that mesh with each other. The third driving reduction gear is sleeved on the first output shaft, and the driven reduction gear is sleeved on the second output shaft.

[0015] Furthermore, the coaxial longitudinal hybrid drive system also includes a battery pack and an inverter electrically connected to the battery pack. The inverter is used for AC-DC conversion, and both the first motor and the second motor are electrically connected to the inverter.

[0016] On the other hand, based on the same inventive concept, this utility model also provides a vehicle, including wheels and the aforementioned coaxial longitudinal hybrid drive system, wherein the coaxial longitudinal hybrid drive system is connected to the wheels in a transmission manner. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the coaxial longitudinal hybrid drive system in one embodiment of the present invention; Figure 2 for Figure 1 The embodiment shown is a power transmission path diagram when the internal combustion engine is started. Figure 3 for Figure 1 The embodiment shown is a power transmission path diagram when the vehicle is in a parking and charging condition. Figure 4 for Figure 1 The power transmission path diagram of the embodiment in pure electric first gear driving mode; Figure 5 for Figure 1 The embodiment shown is a power transmission path diagram under regenerative braking conditions; Figure 6 for Figure 1 The embodiment shown is a power transmission path diagram when the internal combustion engine is in independent drive mode in first gear. Figure 7for Figure 1 The embodiment shown is a power transmission path diagram when the internal combustion engine is in 2nd gear independent drive mode; Figure 8 for Figure 1 The embodiment shown in the figure is a power transmission path diagram under series drive conditions; Figure 9 for Figure 1 The embodiment shown is a power transmission path diagram when the internal combustion engine is in first gear and the second motor is in generator mode. Figure 10 for Figure 1 The embodiment shown is a power transmission path diagram when the internal combustion engine is in second gear and the second motor is in generator mode. Figure 11 for Figure 1 The embodiment shown is a power transmission path diagram when the internal combustion engine is in gear 1 and the first electric motor is driven in parallel. Figure 12 for Figure 1 The embodiment shown is a power transmission path diagram when the internal combustion engine is in 2nd gear and the second motor is driving in parallel. Explanation of key component symbols: First motor 110, first drive reduction gear 111, second motor 120, motor drive shaft 130, input shaft 210, first output shaft 220, third drive reduction gear 221, first drive gear 231, first driven gear 232, second drive gear 233, second driven gear 234, first clutch device 240, second clutch device 250, second drive reduction gear 261, internal combustion engine 300, second output shaft 410, driven reduction gear 411, hypoid drive gear 420, hypoid driven gear 430, differential assembly 440, half shaft 450, shock absorber 500; The following detailed description, in conjunction with the accompanying drawings, will further illustrate this utility model. Detailed Implementation

[0018] 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.

[0019] 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.

[0020] 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.

[0021] Please see Figures 1 to 12 The present invention provides a coaxial longitudinal hybrid drive system, including an electric drive system, a transmission, a longitudinally mounted internal combustion engine 300, and a drive axle.

[0022] Specifically, the electric drive system includes a first motor 110, a second motor 120, and a motor drive shaft 130. The first motor 110 and the second motor 120 are coaxially arranged. The first motor 110 is loosely fitted on the motor drive shaft 130, and the second motor 120 is fitted onto the motor drive shaft 130.

[0023] The transmission includes an input shaft 210, a first output shaft 220, a shift gear set, a first clutch device 240, and a second clutch device 250. The left end of the motor drive shaft 130 is connected to the input shaft 210 via a first reduction gear set. The first motor 110 is poweredly coupled to the input shaft 210 via the first clutch device 240. The second clutch device 250 is located between the input shaft 210 and the first output shaft 220 so that the input shaft 210 and the first output shaft 220 are connected via a shift gear set to change the gear ratio.

[0024] The shaft of the internal combustion engine 300 is connected to the left end of the input shaft 210 via a transmission connection. The input end of the drive axle is connected to the first output shaft 220 via a transmission connection through a second reduction gear set. The output end of the drive axle is used to connect the wheels. It should be noted that the aforementioned longitudinal arrangement means that the rotation center of the shaft of the internal combustion engine 300 is parallel to the length direction of the vehicle chassis.

[0025] In order to shorten the power transmission route of the drive system, in this embodiment, the motor drive shaft 130, the input shaft 210 and the first output shaft 220 are arranged in parallel longitudinally along the axis perpendicular to the rotation axis of the internal combustion engine 300.

[0026] In some alternative embodiments, such as Figure 1 As shown, the shift gear set includes a first driving gear 231 and a first driven gear 232 meshing with each other, and a second driving gear 233 and a second driven gear 234 meshing with each other. The first driving gear 231 is sleeved on the input shaft 210 and is connected to the motor drive shaft 130. The second driving gear 233 is loosely sleeved on the input shaft 210 and is connected to the rotating shaft of the first motor 110. The first driven gear 232 and the second driven gear 234 are both loosely sleeved on the first output shaft 220. When it is necessary to transmit the power of the first motor 110 and the power of the internal combustion engine 300 to the first output shaft 220 via the input shaft 210, the first clutch device 240 connects the input shaft 210 to the second drive gear 233, and the second clutch device 250 connects the first output shaft 220 to the first driven gear 232, or the second clutch device 250 connects the first output shaft 220 to the second driven gear 234; when it is not necessary to transmit the power of the first motor 110 and the power of the internal combustion engine 300 to the first output shaft 220 via the input shaft 210, the first clutch device 240 disconnects the connection between the input shaft 210 and the second drive gear 233, the second clutch device 250 disconnects the connection between the first output shaft 220 and the first driven gear 232, and the second clutch device 250 disconnects the connection between the first output shaft 220 and the second driven gear 234.

[0027] In some alternative embodiments, such as Figure 1 As shown, the first clutch device 240 includes a first dog-tooth engagement mechanism, which is sleeved on the input shaft 210 and close to the second drive gear 233. A first drive reduction gear 111 is sleeved on the shaft of the first motor 110. The first drive reduction gear 111 is loosely sleeved on the motor drive shaft 130 and meshes with the second drive gear 233. Thus, both the first drive reduction gear 111 and the second drive gear 233 can rotate synchronously with the first motor 110. In this embodiment, a dog-tooth engagement mechanism is used for power coupling between the first motor 110 and the input shaft 210. The coupling process does not require synchronization or pre-synchronization, thus reducing system costs and improving coupling efficiency.

[0028] In some alternative embodiments, such as Figure 1 As shown, the second clutch device 250 includes a second dog-tooth engagement mechanism, which is sleeved on the first output shaft 220 and located between the first driven gear 232 and the second driven gear 234. This embodiment uses a dog-tooth engagement mechanism for gear shifting. Compared to vehicles that use synchronizers with other structures for gear shifting, the shifting process does not require synchronization or pre-synchronization, thus reducing system costs.

[0029] In some alternative embodiments, such as Figure 1As shown, the first reduction gear set includes a second driving reduction gear 261 that meshes with the first driving gear 231, and the second driving reduction gear 261 is sleeved on the motor drive shaft 130. In this way, both the second driving reduction gear 261 and the first driving gear 231 can rotate synchronously with the second motor 120.

[0030] To attenuate the vibration energy generated by the internal combustion engine 300 and protect the hybrid drive system, in some alternative embodiments, such as Figure 1 As shown, the internal combustion engine 300 drive system also includes a shock absorber 500, which is located between the rotating shaft and the input shaft 210 of the internal combustion engine 300.

[0031] In some alternative embodiments, such as Figure 1 As shown, the drive axle includes a second output shaft 410, a hypoid drive gear 420 disposed on the second output shaft 410, a hypoid driven gear 430 meshing with the hypoid drive gear 420, a differential assembly 440 connected to the hypoid driven gear 430, and a half-shaft 450 connected to the differential assembly 440. The half-shaft 450 is used to connect to the wheels.

[0032] In this embodiment, in order to further shorten the power transmission route, the motor drive shaft 130, input shaft 210, first output shaft 220 and second output shaft 410 are arranged longitudinally in parallel along the axis perpendicular to the rotation axis of the internal combustion engine 300.

[0033] In some alternative embodiments, such as Figure 1 As shown, the second reduction gear set includes a third driving reduction gear 221 and a driven reduction gear 411 that mesh with each other. The third driving reduction gear 221 is sleeved on the first output shaft 220, and the driven reduction gear 411 is sleeved on the second output shaft 410.

[0034] In some alternative embodiments, such as Figure 1 As shown, the coaxial longitudinal hybrid drive system also includes a battery pack and an inverter electrically connected to the battery pack. The inverter is used for AC-DC conversion, and both the first motor 110 and the second motor 120 are electrically connected to the inverter. Specifically, the electrodes on the battery pack can be connected to the electrodes of the inverter via high-voltage connectors, and the electrodes of the inverter can be connected to the electrodes of the first motor 110 and the second motor 120 via high-voltage connectors.

[0035] In this embodiment, since the drive system contains two power sources, namely the energy from the internal combustion engine 300 and the energy from the battery pack, the drive system can continue to drive the vehicle as a conventional power system after the battery pack is depleted, thus solving the problem of driving range.

[0036] On the other hand, the present invention also provides a vehicle, which includes wheels and the aforementioned coaxial longitudinal hybrid drive system that is connected to the wheels in a transmission manner.

[0037] The following section takes the example of setting both the first clutch device 240 and the second clutch device 250 as a dog-tooth engagement mechanism to describe in detail the working principles of the coaxial longitudinal hybrid drive system of this application under eleven working conditions.

[0038] Operating Condition 1: Starting the internal combustion engine like Figure 2 As shown, the second motor 120 is in a driving state. The first clutch device 240 disengages the input shaft 210 from the second drive gear 233, the second clutch device 250 disengages the first output shaft 220 from the first driven gear 232, and the second clutch device 250 disengages the first output shaft 220 from the second driven gear 234. The electrical power transmission path is: battery pack → high-voltage connector → inverter → high-voltage connector → second motor 120. The second motor 120 converts the received electrical energy into mechanical power, which is then transmitted along the following path: second motor 120 → motor drive shaft 130 → second drive reduction gear 261 → first drive gear 231 → input shaft 210 → shock absorber 500 → internal combustion engine 300, thereby starting the internal combustion engine 300. In this operating condition, since the second motor 120 and the internal combustion engine 300 are always in a transmission connection state, the internal combustion engine 300 can be started at any time by controlling the second motor 120.

[0039] Operating Condition 2: Charging while parked like Figure 3 As shown, the second motor 120 is in the power generation state. The first clutch device 240 separates the input shaft 210 from the second drive gear 233, the second clutch device 250 separates the first output shaft 220 from the first driven gear 232, and the second clutch device 250 separates the first output shaft 220 from the second driven gear 234. The mechanical power transmission path is: internal combustion engine 300 → shock absorber 500 → input shaft 210 → first drive gear 231 → second drive reduction gear 261 → motor drive shaft 130 → second motor 120. The second motor 120 converts the received mechanical power into electrical energy, and then the electrical energy is transmitted according to the following path: second motor 120 → high voltage connector → inverter → high voltage connector → battery pack, completing the charging of the battery pack.

[0040] Operating Condition 3: Pure Electric 1st Gear Drive like Figure 4As shown, the first clutch device 240 separates the input shaft 210 from the second drive gear 233. The electrical power transmission path is: battery pack → high voltage connector → inverter → high voltage connector → first motor 110. The first motor 110 converts the received electrical energy into mechanical power, which is then transmitted along the following path: first motor 110 → first drive reduction gear 111 → second drive gear 233 → second driven gear 234 → second clutch device 250 → first output shaft 220 → third drive reduction gear 221 → driven reduction gear 411 → second output shaft 410 → hypoid drive gear 420 → hypoid driven gear 430 → differential assembly 440 → half shaft 450 → wheel.

[0041] Operating Condition 4: Regenerative Braking like Figure 5 As shown, the first motor 110 is in the power generation state. The first clutch device 240 separates the input shaft 210 from the second drive gear 233. The mechanical power transmission path is: wheel → half shaft 450 → differential assembly 440 → hypoid driven gear 430 → hypoid drive gear 420 → second output shaft 410 → driven reduction gear 411 → third drive reduction gear 221 → first output shaft 220 → second clutch device 250 → second driven gear 234 → second drive gear 233 → first drive reduction gear 111 → first motor 110. The first motor 110 converts the received mechanical power into electrical energy. Then, the electrical energy is transmitted along the following path: first motor 110 → high voltage connector → inverter → high voltage connector → battery pack, completing the charging of the battery pack.

[0042] Operating Condition 5: Internal Combustion Engine Independent Drive in 1st Gear like Figure 6 As shown, the first clutch device 240 connects the input shaft 210 and the second drive gear 233. The mechanical power transmission path is: internal combustion engine 300 → shock absorber 500 → input shaft 210 → first clutch device 240 → second drive gear 233 → second driven gear 234 → second clutch device 250 → first output shaft 220 → third drive reduction gear 221 → driven reduction gear 411 → second output shaft 410 → hypoid drive gear 420 → hypoid driven gear 430 → differential assembly 440 → half shaft 450 → wheel.

[0043] Operating Condition 6: Internal Combustion Engine 2nd Gear Independent Drive like Figure 7As shown, the first clutch device 240 disconnects the input shaft 210 from the second drive gear 233. The mechanical power transmission path is: internal combustion engine 300 → shock absorber 500 → input shaft 210 → first drive gear 231 → first driven gear 232 → second clutch device 250 → first output shaft 220 → third drive reduction gear 221 → driven reduction gear 411 → second output shaft 410 → hypoid drive gear 420 → hypoid driven gear 430 → differential assembly 440 → half shaft 450 → wheel.

[0044] Operating Condition 7: Series Drive like Figure 8 As shown, the first motor 110 is in driving mode, and the second motor 120 is in generating mode. The first clutch device 240 disconnects the input shaft 210 from the second drive gear 233. The internal combustion engine 300 → shock absorber 500 → input shaft 210 → first drive gear 231 → second drive reduction gear 261 → motor drive shaft 130 → second motor 120. The second motor 120 converts the received mechanical power into electrical energy, and then the electrical energy is transmitted along the following path: second motor 120 → high voltage connector → inverter → high voltage connector → battery pack, completing the charging of the battery pack. Simultaneously, the electrical energy from the battery pack is transmitted via the following path: battery pack → high-voltage connector → inverter → high-voltage connector → first motor 110. The first motor 110 converts the received electrical energy into mechanical power, which is then transmitted via the following path: internal combustion engine 300 → shock absorber 500 → input shaft 210 → first clutch device 240 → second drive gear 233 → second driven gear 234 → second clutch device 250 → first output shaft 220 → third drive reduction gear 221 → driven reduction gear 411 → second output shaft 410 → hypoid drive gear 420 → hypoid driven gear 430 → differential assembly 440 → half shaft 450 → wheel. Under this operating condition, through two energy conversions—mechanical energy → electrical energy → mechanical energy—the internal combustion engine 300 is decoupled from the wheel-side drive power, maintaining the internal combustion engine 300 in its high-efficiency range.

[0045] Operating Condition 8: Internal combustion engine in 1st gear, second motor at 120 rpm in generator mode. like Figure 9As shown, the first clutch device 240 connects the input shaft 210 and the second drive gear 233. The second motor 120 is in the power generation state. Part of the mechanical energy generated by the internal combustion engine 300 drives the wheels through the following path: internal combustion engine 300 → shock absorber 500 → input shaft 210 → first clutch device 240 → second drive gear 233 → second driven gear 234 → second clutch device 250 → first output shaft 220 → third drive reduction gear 221 → driven reduction gear 411 → second output shaft 410 → quasi-hyperboloid drive gear 420 → quasi-hyperboloid driven gear 420 Drive gear 430 → Differential assembly 440 → Half shaft 450 → Wheel. Another part of the mechanical energy generated by the internal combustion engine 300 charges the battery pack through the following path: Internal combustion engine 300 → Shock absorber 500 → Input shaft 210 → First drive gear 231 → Second drive reduction gear 261 → Motor drive shaft 130 → Second motor 120. The second motor 120 converts the received mechanical power into electrical energy, and then the electrical energy is transmitted through the following path: Second motor 120 → High voltage connector → Inverter → High voltage connector → Battery pack, thus completing the charging of the battery pack.

[0046] Operating Condition 9: Internal combustion engine in 2nd gear, second motor at 120 rpm in generator mode. like Figure 10 As shown, the first clutch device 240 disconnects the input shaft 210 from the second drive gear 233, and the second motor 120 is in the power generation state. Part of the mechanical energy generated by the internal combustion engine 300 drives the wheels through the following path: internal combustion engine 300 → shock absorber 500 → input shaft 210 → first drive gear 231 → first driven gear 232 → second clutch device 250 → first output shaft 220 → third drive reduction gear 221 → driven reduction gear 411 → second output shaft 410 → quasi-hyperboloid drive gear 420 → quasi-hyperboloid driven gear 43 0 → Differential assembly 440 → Half shaft 450 → Wheel. Another part of the mechanical energy generated by the internal combustion engine 300 charges the battery pack through the following path: Internal combustion engine 300 → Shock absorber 500 → Input shaft 210 → First drive gear 231 → Second drive reduction gear 261 → Motor drive shaft 130 → Second motor 120. The second motor 120 converts the received mechanical power into electrical energy, and then the electrical energy is transmitted through the following path: Second motor 120 → High voltage connector → Inverter → High voltage connector → Battery pack, thus completing the charging of the battery pack.

[0047] Operating Condition 10: Internal combustion engine in first gear, first electric motor in parallel drive. like Figure 11As shown, there are two power transmission paths at this time, and the transmitted power is coupled at the second drive gear 233: internal combustion engine 300 → shock absorber 500 → input shaft 210 → first clutch device 240 → second drive gear 233; battery pack → high voltage connector → inverter → high voltage connector → first motor 110 → first drive reduction gear 111 → second drive gear 233. The coupled power is transmitted according to the following path: second drive gear 233 → second driven gear 234 → second clutch device 250 → first output shaft 220 → third drive reduction gear 221 → driven reduction gear 411 → second output shaft 410 → quasi-hyperboloid drive gear 420 → quasi-hyperboloid driven gear 430 → differential assembly 440 → half shaft 450 → wheel.

[0048] Operating Condition 11: Internal combustion engine in 2nd gear, first electric motor in parallel drive like Figure 12 As shown, Figure 11 As shown, the first clutch device 240 connects the input shaft 210 and the second drive gear 233. At this time, there are two power transmission paths, and the transmitted power is coupled at the first drive gear 231: internal combustion engine 300 → shock absorber 500 → input shaft 210 → first drive gear 231; battery pack → high voltage connector → inverter → high voltage connector → first motor 110 → first drive reduction gear 111 → second clutch device 250 → input shaft 210 → first drive gear 231. The coupled power is transmitted according to the following path: first drive gear 231 → first driven gear 232 → second clutch device 250 → first output shaft 220 → third drive reduction gear 221 → driven reduction gear 411 → second output shaft 410 → quasi-hyperboloid drive gear 420 → quasi-hyperboloid driven gear 430 → differential assembly 440 → half shaft 450 → wheel.

[0049] To better illustrate the working principle of the present invention under various main operating conditions, Table 1 lists the working states of the internal combustion engine 300, the first electric motor 110, the second electric motor 120, the first clutch device 240, and the second clutch device 250 under different operating conditions, as shown in Table 1: Table 1

[0050] In addition, to better illustrate the working modes of this utility model under different vehicle conditions, Table 2 lists the main working modes of the system under parking, reversing, low speed, medium speed, and high speed conditions: Table 2

[0051] In summary, the coaxial longitudinal hybrid drive system of this application: When the vehicle is operating in low-speed congested conditions: when the power battery charge is within the normal range, the system drives the vehicle in pure electric mode 1; when the power battery charge is in the low charge range, the system switches from pure electric drive mode to series drive mode by starting the engine while driving. In series drive mode, the system generates electricity by controlling the engine to operate within the high-efficiency range, making the system generally efficient.

[0052] When the vehicle is operating at medium speeds: When the power battery is at a high charge level, in order to ensure the system's regenerative braking and achieve a longer driving range, the system actively manages the battery charge through pure electric drive; when the power battery is within the normal range, the system selects a suitable hybrid operating condition according to an optimization strategy. For example, when the wheel-side drive torque demand is low, the internal combustion engine is selected in first gear direct drive. Direct drive of the internal combustion engine reduces the efficiency loss in the "mechanical energy-electrical energy-mechanical energy" conversion process, and at the same time, the excess torque of the internal combustion engine drives the second motor to generate electricity, avoiding the inefficient operation of the internal combustion engine in the low torque range, and realizing the operation of the internal combustion engine in the high-efficiency range.

[0053] When the vehicle is operating at high speed: switch to 2nd gear direct drive of the internal combustion engine to make the engine run in the high-efficiency range. During energy recovery, the first motor is connected to the wheels at a fixed speed ratio, enabling braking energy recovery under various vehicle speed deceleration conditions. Moreover, there is no gear shifting during the braking energy recovery process, resulting in high recovery efficiency.

[0054] In addition, when the vehicle is traveling at high speed independently using the internal combustion engine, the drive motor can be disconnected to reduce the motor's no-load loss.

[0055] 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.

[0056] 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 coaxial longitudinal hybrid drive system, characterized by, The coaxial longitudinal hybrid drive system includes: An electric drive system includes a first motor, a second motor, and a motor drive shaft. The first motor and the second motor are coaxially arranged, with the first motor loosely fitted onto the motor drive shaft and the second motor fitted onto the motor drive shaft. A transmission includes an input shaft, a first output shaft, a shift gear set, a first clutch device, and a second clutch device. The motor drive shaft is connected to the input shaft via a first reduction gear set. The first motor is poweredly coupled to the input shaft via the first clutch device. The second clutch device is located between the input shaft and the first output shaft, so that the input shaft and the first output shaft are connected via the shift gear set to change the gear ratio. A longitudinally mounted internal combustion engine, wherein the rotating shaft of the internal combustion engine is connected to the input shaft via a transmission connection; The drive axle has its input end connected to the first output shaft via a second reduction gear set, and its output end is used to connect to the wheels. The motor drive shaft, the input shaft, and the first output shaft are arranged longitudinally parallel to each other along the axis perpendicular to the rotation axis of the internal combustion engine.

2. The coaxial longitudinal hybrid drive system of claim 1, wherein, The shift gear set includes a first driving gear and a first driven gear meshing with each other, and a second driving gear and a second driven gear meshing with each other. The first driving gear is sleeved on the input shaft and is drivenly connected to the motor drive shaft. The second driving gear is loosely sleeved on the input shaft and is drivenly connected to the rotating shaft of the first motor. Both the first driven gear and the second driven gear are loosely sleeved on the first output shaft. The first clutch device is used to separate and connect the input shaft and the second driving gear. The second clutch device is used to separate and connect the first output shaft and the first driven gear, or to separate and connect the first output shaft and the second driven gear.

3. The coaxial longitudinal hybrid drive system of claim 2, wherein, The first clutch device includes a first dog-tooth engagement mechanism, which is sleeved on the input shaft and close to the second drive gear. A first drive reduction gear is sleeved on the shaft of the first motor, and the first drive reduction gear is loosely sleeved on the motor drive shaft and meshes with the second drive gear.

4. The coaxial longitudinal hybrid drive system of claim 2, wherein, The second clutch device includes a second dog-tooth engagement mechanism, which is sleeved on the first output shaft and located between the first driven gear and the second driven gear.

5. The coaxial longitudinal hybrid drive system according to claim 2, characterized in that, The first reduction gear set includes a second active reduction gear that meshes with the first active gear, and the second active reduction gear is sleeved on the motor drive shaft.

6. The coaxial longitudinal hybrid drive system of claim 1, wherein, The internal combustion engine drive system also includes a shock absorber, which is disposed between the rotating shaft of the internal combustion engine and the input shaft.

7. The coaxial longitudinal hybrid drive system of claim 1, wherein, The drive axle includes a second output shaft, a hypoid drive gear mounted on the second output shaft, a hypoid driven gear meshing with the hypoid drive gear, a differential assembly connected to the hypoid driven gear, and a half-shaft connected to the differential assembly. The half-shaft is used to connect to the wheels. The motor drive shaft, the input shaft, the first output shaft, and the second output shaft are arranged longitudinally parallel to each other along the axis perpendicular to the shaft of the internal combustion engine.

8. The coaxial longitudinal hybrid drive system of claim 7, wherein, The second reduction gear set includes a third driving reduction gear and a driven reduction gear that mesh with each other. The third driving reduction gear is sleeved on the first output shaft, and the driven reduction gear is sleeved on the second output shaft.

9. The coaxial longitudinal hybrid drive system according to claim 1, characterized in that, The coaxial longitudinal hybrid drive system also includes a battery pack and an inverter electrically connected to the battery pack. The inverter is used for AC-DC conversion, and both the first motor and the second motor are electrically connected to the inverter.

10. A vehicle characterized by comprising: The system includes wheels and a coaxial longitudinal hybrid drive system as described in any one of claims 1 to 9, which is connected to the wheels in a drive system.

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