Hybrid drive system and vehicle

Abstract

The utility model provides a kind of hybrid power drive system and vehicle, hybrid power drive system includes front drive motor, motor transmission shaft, transversely arranged engine, input shaft, clutch device, output shaft, front drive axle, front drive motor is connected with motor transmission shaft transmission, motor transmission shaft is connected with input shaft transmission, and motor transmission shaft is connected with output shaft transmission, engine is connected with input shaft transmission, output shaft is connected with front drive axle transmission, front drive axle is used to drive front wheel rotation, clutch device is used to separate and connect front drive motor with input shaft, and when front drive motor and input shaft are connected, gear switching is carried out between input shaft and output shaft;And when front drive motor and input shaft are separated, separate and connect motor transmission shaft with output shaft, or separate and connect input shaft with output shaft.The utility model provides hybrid power drive system can give consideration to multi-working condition efficiency and economy, with low loss, wide speed range, low cost advantage.

Description

Technical Field

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

[0002] Hybrid electric vehicles are vehicles that integrate an internal combustion engine and an electric motor as dual power sources, optimizing fuel economy and emissions performance through coordinated or independent operation. Their drive system can dynamically switch operating modes according to operating conditions, such as using pure electric or series drive in low-speed, inefficient ranges, and activating energy recovery during braking, thereby reducing energy consumption and pollution.

[0003] Currently, hybrid power systems for range-extended vehicles are mainly divided into two categories: series and series-parallel. Series range-extended systems use a single-motor architecture, where the engine only drives a generator to power the battery or motor; the engine and generator do not directly drive the wheels. Series-parallel range-extended systems, on the other hand, are equipped with dual motors (generator + drive motor), and the engine can directly drive the wheels via a fixed-ratio reducer.

[0004] However, series range extender systems suffer from long power transmission paths and low efficiency due to the need for multiple energy conversion stages (engine → generator → battery → drive motor). While series-parallel range extender systems support direct engine drive, their fixed gear ratios result in a narrow high-efficiency range, and the dual-motor design increases costs. Neither type of solution can achieve both efficiency and economy across all operating conditions, necessitating a low-loss, wide-speed-range, and low-cost hybrid power architecture. Utility Model Content

[0005] Based on this, the purpose of this utility model is to provide a hybrid drive system and vehicle, which aims to achieve a hybrid architecture that balances efficiency and economy under multiple operating conditions, so as to achieve low loss, wide speed range and low cost.

[0006] On one hand, this utility model provides a hybrid power drive system, including a front drive motor, a motor drive shaft, a transversely arranged engine, an input shaft, a clutch device, an output shaft, and a front drive axle. The front drive motor is driven by the motor drive shaft, the motor drive shaft is driven by the input shaft, and the motor drive shaft is driven by the output shaft. The engine is driven by the input shaft, and the output shaft is driven by the front drive axle. The front drive axle is used to drive the front wheels to rotate. The clutch device is used to disconnect and connect the front drive motor and the input shaft, and to perform gear switching between the input shaft and the output shaft when the front drive motor is connected to the input shaft; and to disconnect and connect the motor drive shaft and the output shaft, or disconnect and connect the input shaft and the output shaft, when the front drive motor is disconnected from the input shaft; wherein the motor drive shaft, the input shaft, and the output shaft are arranged in parallel in sequence along a direction perpendicular to the crankshaft axis of the engine.

[0007] This invention offers the following advantages: It integrates power generation and drive functions using a single motor, combined with a dual-dog clutch to achieve power coupling and shift control. This eliminates the need for a dual-motor configuration in a series-parallel system, reducing hardware costs and system complexity. Furthermore, the dog clutch eliminates the need for a cooling system, further simplifying the structure and improving system reliability. Additionally, the dog clutch allows for rapid switching between operating modes, ensuring the shortest possible power transmission path (e.g., disconnecting the motor from dragging during direct drive and disconnecting the wheel load during power generation). The two-gear shifting logic expands the engine's efficient direct-drive range. For example, at low speeds, the motor drives the wheels purely electrically or generates electricity while driving, avoiding the engine's inefficient range. At medium to high speeds, the engine drives the wheels directly through first or second gear, reducing energy conversion losses. During rapid acceleration / climbing, the motor and engine drive in parallel, improving power performance.

[0008] In addition, the hybrid drive system described above according to this utility model may also have the following additional technical features: Furthermore, the motor drive shaft is connected to the input shaft via a first gear pair, the first gear pair having a single first transmission path with a fixed transmission ratio, and the clutch device is used to control the opening and closing of the first transmission path.

[0009] Furthermore, the clutch device includes a first dog clutch, the first gear pair includes a first reduction drive gear and a first reduction driven gear meshing with each other, the first reduction drive gear is sleeved on the motor drive shaft, the first reduction driven gear is loosely sleeved on the input shaft, and the first dog clutch is sleeved on the input shaft.

[0010] Furthermore, the input shaft is connected to the output shaft via a second gear pair, the second gear pair having multiple second transmission paths with different transmission ratios, and the clutch device is used to control the on / off state of each of the second transmission paths in a time-sharing manner.

[0011] Furthermore, the clutch device includes a second dog clutch. The second gear pair includes a first-gear driven gear meshing with the first reduction driven gear, and a second-gear driving gear and a second-gear driven gear meshing with each other. The first-gear driven gear is loosely fitted on the output shaft, the second-gear driving gear is fitted on the input shaft, the second-gear driven gear is loosely fitted on the output shaft, and the second dog clutch is fitted on the output shaft and located between the first-gear driven gear and the second-gear driven gear.

[0012] Furthermore, the front drive axle includes a differential assembly and a half shaft. The output shaft is connected to the differential assembly via a third gear pair. The third gear pair has a single third transmission path with a fixed transmission ratio. The half shaft is connected to the differential assembly and is used to connect to the front wheels.

[0013] Furthermore, the third gear pair includes a second reduction drive gear and a second reduction driven gear that mesh with each other. The second reduction drive gear is sleeved on the output shaft, and the second reduction driven gear is sleeved on the differential assembly.

[0014] Furthermore, the engine is connected to the input shaft via a shock absorber.

[0015] Furthermore, the hybrid drive system also includes a battery, a transformer electrically connected to the battery, the transformer being used for AC / DC conversion, and the front drive motor being electrically connected to the transformer.

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

[0017] Figure 1 This is an architectural diagram of a hybrid power drive system according to an embodiment of the present invention; Figure 2 for Figure 1 The embodiment shown is a power transmission path diagram when the generator is in a shutdown power generation condition; Figure 3 for Figure 1 The embodiment shown is a power transmission path diagram when the vehicle is charging while in motion; Figure 4 for Figure 1 The embodiment shown is a power transmission path diagram when the engine is in first gear driving mode; Figure 5 for Figure 1 The embodiment shown is a power transmission path diagram when the engine is in second gear driving mode; Figure 6 for Figure 1 The embodiment shown in the figure is a power transmission path diagram when the vehicle is in pure electric drive mode; Figure 7 for Figure 1 The embodiment in the diagram shows the power transmission path when the engine is in first gear and pure electric drive in parallel. Figure 8 for Figure 1 The embodiment in the diagram shows the power transmission path when the engine is in first gear and simultaneously in generator mode. Explanation of key component symbols: Front drive motor 100, motor drive shaft 100, engine 200, input shaft 210, output shaft 220, first dog clutch 310, first reduction drive gear 320, first reduction driven gear 330, second dog clutch 410, first gear driven gear 420, second gear drive gear 430, second gear driven gear 440, differential assembly 510, half shaft 520, second reduction drive gear 530, second reduction driven gear 540, shock absorber 600, rear drive motor 700, battery 810, high voltage connector 820.

[0018] The following detailed description, in conjunction with the accompanying drawings, will further illustrate this utility model. Detailed Implementation

[0019] 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.

[0020] 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.

[0021] 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.

[0022] Please see Figure 1 The present invention provides a hybrid power drive system, comprising a front drive motor 100, a motor drive shaft 100, a transversely arranged engine 200, an input shaft 210, a clutch device, an output shaft 220, and a front drive axle. The front drive motor 100 is driven by the motor drive shaft 100, the motor drive shaft 100 is driven by the input shaft 210, and the motor drive shaft 100 is driven by the output shaft 220. The engine 200 is driven by the input shaft 210, and the output shaft 220 is driven by the front drive axle. The front drive axle is used to drive the front wheels to rotate.

[0023] In this embodiment, to achieve efficient power transmission, the motor drive shaft 100, input shaft 210, and output shaft 220 are arranged in parallel in sequence along a direction perpendicular to the crankshaft axis of the engine 200. When it is necessary to transmit power from the front drive motor 100 to the input shaft 210, or to transmit power from the engine 200 to the front drive motor 100 for power generation, the clutch device connects the motor drive shaft 100 and the input shaft 210. When it is not necessary to transmit power from the front drive motor 100 to the input shaft 210, or to transmit power from the engine 200 to the front drive motor 100 for power generation, the clutch device disengages the motor drive shaft 100 from the input shaft 210. When it is necessary to connect the power of the front drive motor 100 and the power of the engine 200 in parallel and transmit them to the output shaft... At position 220, the clutch device connects the motor drive shaft 100 and the input shaft 210, and simultaneously connects the power transmission paths corresponding to the gear positions between the input shaft 210 and the output shaft 220. When only the power of the front drive motor 100 needs to be transmitted to the output shaft 220, the clutch device connects the power transmission paths corresponding to the gear positions between the input shaft 210 and the output shaft 220. When only the power of the engine 200 needs to be transmitted to the output shaft 220, the clutch device connects the power transmission paths corresponding to different gear positions between the input shaft 210 and the output shaft 220.

[0024] It should be noted that the transverse arrangement of engine 200 means that the cylinder block and crankshaft of engine 200 are parallel to the front axle of the vehicle. At this time, engine 200 is installed transversely in engine 200 compartment. This layout makes the power transmission direction perpendicular to the vehicle's forward direction.

[0025] In some alternative embodiments, such as Figure 1As shown, the motor drive shaft 100 is connected to the input shaft 210 via a first gear pair, which has a single, fixed transmission path. In this embodiment, when it is necessary to transmit power from the front drive motor 100 to the input shaft 210, or to transmit power from the engine 200 to the front drive motor 100 for power generation, the clutch device controls the first transmission path to open; when it is not necessary to transmit power from the front drive motor 100 to the input shaft 210, or to transmit power from the engine 200 to the front drive motor 100 for power generation, the clutch device controls the first transmission path to close.

[0026] In some alternative embodiments, such as Figure 1 As shown, the clutch device includes a first dog clutch 310, and a first gear pair including a first reduction drive gear 320 and a first reduction driven gear 330 meshing with each other. The first reduction drive gear 320 is sleeved on the motor drive shaft 100, at which time the first reduction drive gear 320 and the motor drive shaft 100 rotate synchronously. The first reduction driven gear 330 is loosely sleeved on the input shaft 210, at which time the first reduction driven gear 330 can rotate on the input shaft 210. The first dog clutch 310 is sleeved on the input shaft 210. When it is necessary to transmit the power of the front drive motor 100 to the input shaft 210, or to transmit the power of the engine 200 to the front drive motor 100 for power generation, the first dog clutch 310 and the first reduction driven gear 330 are engaged, at which time the first reduction driven gear 330 and the input shaft 210 rotate synchronously.

[0027] In this embodiment, a simple dog-tooth clutch is used for gear shifting, which does not require a cooling system and is easy to control. Moreover, compared with switching through a synchronizer, the switching does not require synchronization or pre-synchronization, thus reducing system costs.

[0028] In some alternative embodiments, such as Figure 1 As shown, the input shaft 210 is connected to the output shaft 220 through a second gear pair. The second gear pair has multiple second transmission paths with different transmission ratios. The clutch device is used to control the on and off of the second transmission paths in a time-sharing manner, thereby selecting power transmission paths with different transmission ratios according to the working conditions.

[0029] In some alternative embodiments, such as Figure 1As shown, the clutch device includes a second dog clutch 410. The second gear pair includes a first-gear driven gear 420 that meshes with the first reduction driven gear 330, and a second-gear drive gear 430 and a second-gear driven gear 440 that mesh with each other. The first-gear driven gear 420 is loosely fitted on the output shaft 220, and can rotate on the output shaft 220 at this time. The second-gear drive gear 430 is fitted on the input shaft 210, and can rotate synchronously with the input shaft 210 at this time. The second-gear driven gear 440 is loosely fitted on the output shaft 220, and can rotate on the output shaft 220 at this time. The second dog clutch 410 is fitted on the output shaft 220 and is located between the first-gear driven gear 420 and the second-gear driven gear 440.

[0030] When it is necessary to connect the power of the front drive motor 100 and the engine 200 in parallel and transmit them to the output shaft 220, the first dog clutch 310 is engaged with the first reduction driven gear 330, and the second dog clutch 410 is engaged with the first driven gear 420. At this time, the first driven gear 420 rotates synchronously with the output shaft 220. When it is only necessary to transmit the power of the front drive motor 100 to the output shaft 220, the engine 200 is stopped, and the first dog clutch 310 is disengaged from the first reduction driven gear 330, and the second dog clutch 410 is engaged with the first driven gear 420. The second dog clutch 410 engages with the first driven gear 420; when it is only necessary to transmit the power of the engine 200 to the output shaft 220, the first dog clutch 310 engages with the first reduction driven gear 330, the front drive motor 100 is set to a stationary state, and the second dog clutch 410 engages with the first driven gear 420, or the first dog clutch 310 disengages from the first reduction driven gear 330, the front drive motor 100 is set to a stationary state, and the second dog clutch 410 engages with the second driven gear 440.

[0031] In this embodiment, with two gears, the engine 200 can directly drive the front wheels independently over a wider speed range, or the engine 200 and the front drive motor 100 can jointly drive the front wheels, thereby improving the vehicle's power and economy. Furthermore, the use of a simple dog-tooth clutch for gear shifting eliminates the need for a cooling system, making control easier. Compared to switching via a synchronizer, switching does not require synchronization or pre-synchronization, reducing system costs. Additionally, when the front drive motor 100 is generating electricity, the connection between the engine 200 and the front wheels is disconnected via the second dog-tooth clutch 410, reducing drag losses. Conversely, when the front drive motor 100 is driving the front wheels, the connection between the front drive motor 100 and the engine 200 is disconnected via the first dog-tooth clutch 310, simultaneously disconnecting the engine 200 from the front wheels and stopping the engine 200, reducing no-load losses.

[0032] In some alternative embodiments, such as Figure 1 As shown, the front drive axle includes a differential assembly 510 and a half shaft 520. The output shaft 220 is connected to the differential assembly 510 through a third gear pair. The third gear pair has a single third transmission path with a fixed transmission ratio. The half shaft 520 is connected to the differential assembly 510 and is used to connect to the front wheels.

[0033] In some alternative embodiments, such as Figure 1 As shown, the third gear pair includes a second reduction drive gear 530 and a second reduction driven gear 540 that mesh with each other. The second reduction drive gear 530 is sleeved on the output shaft 220, at which time the second reduction drive gear 530 and the output shaft 220 rotate synchronously. The second reduction driven gear 540 is sleeved on the differential assembly 510, at which time the second reduction driven gear 540 and the housing of the differential assembly 510 rotate synchronously.

[0034] To attenuate the vibration energy generated during engine 200 operation and protect the hybrid drive system, in some optional embodiments, such as Figure 1 As shown, a shock absorber 600 is provided between the crankshaft and the input shaft 210 of the engine 200, so that the engine 200 can be connected to the input shaft 210 through the shock absorber 600.

[0035] In some alternative embodiments, such as Figure 1 As shown, the hybrid drive system also includes a rear-drive system, which includes a rear-drive motor 700 and a rear drive axle. The rear-drive motor 700 is used to drive the rear wheels to rotate through the rear drive axle.

[0036] In some alternative embodiments, such as Figure 1 As shown, the hybrid drive system also includes a battery 810 and a transformer. The battery 810 is connected to the transformer via a high-voltage connector 820. Optionally, the transformer includes a first inverter, a second inverter, and a PDU (high-voltage distribution unit). The PDU distributes the DC power output from the battery 810 to the inverter, or distributes the DC power output from the inverter to the battery 810 for storage. Both the first and second inverters convert DC power to AC power, or AC power to DC power. The front drive motor 10... The front drive motor 100 is electrically connected to the first inverter via the high-voltage connector 820, and the rear drive motor 700 is electrically connected to the second inverter and PDU via the high-voltage connector 820. The front drive motor 100 can store the generated electricity in the battery 810 through the power transformer, or it can obtain the electrical energy from the battery 810 through the power transformer to generate power. The rear drive motor 700 obtains the electrical energy from the battery 810 through the power transformer, or it obtains the electricity generated by the front drive motor 100 through the power transformer to generate power.

[0037] On the other hand, the present invention also provides a vehicle, which includes wheels and the aforementioned hybrid drive system connected to the wheels in a transmission manner.

[0038] The working principles of the seven operating conditions of the hybrid drive system in this application will be described in detail below.

[0039] Operating Condition 1: Power Generation During Shutdown like Figure 2 As shown, mechanical power is transmitted along the following path: engine 200 → shock absorber 600 → input shaft 210 → first dog clutch 310 → first reduction driven gear 330 → first reduction driving gear 320 → motor drive shaft 100 → front drive motor 100. The front drive motor 100 converts the received mechanical power into electrical energy, which is then transmitted along the following path: front drive motor 100 → high voltage connector 820 → first inverter → high voltage connector 820 → second inverter and PDU → battery 810, thus completing the charging of battery 810.

[0040] Operating Condition 2: Charging while driving like Figure 3 As shown, mechanical power is transmitted along the following path: engine 200 → shock absorber 600 → input shaft 210 → first dog clutch 310 → first reduction driven gear 330 → first reduction driving gear 320 → motor drive shaft 100 → front drive motor 100. The front drive motor 100 converts the received mechanical power into electrical energy. Then, part of the electrical energy is transmitted along the following path: front drive motor 100 → high voltage connector 820 → first inverter → high voltage connector 820 → second inverter and PDU → battery 810, completing the charging of battery 810. The remaining electrical energy is transmitted along the following path: front drive motor 100 → high voltage connector 820 → first inverter → high voltage connector 820 → second inverter and PDU → rear drive motor 700. The rear drive motor 700 obtains electrical energy to generate power.

[0041] Operating Condition 3: Engine 200 RPM, first gear drive like Figure 4 As shown, the front drive motor 100 is in a stationary state, and the mechanical power is transmitted along the following path: engine 200 → shock absorber 600 → input shaft 210 → first dog clutch 310 → first reduction driven gear 330 → first gear driven gear 420 → second dog clutch 410 → output shaft 220 → second reduction drive gear 530 → second reduction driven gear 540 → differential assembly 510 → half shaft 520 → wheel.

[0042] Operating Condition 4: Engine 200, Second Gear Drive like Figure 5As shown, the front drive motor 100 is stationary, and the mechanical power is transmitted along the following path: engine 200 → shock absorber 600 → input shaft 210 → second gear drive gear 430 → second gear driven gear 440 → second dog clutch 410 → output shaft 220 → second reduction drive gear 530 → second reduction driven gear 540 → differential assembly 510 → half shaft 520 → wheel.

[0043] Operating Condition 5: Pure Electric Drive like Figure 6 As shown, when the engine 200 is stationary, electrical energy is transmitted along the following path: battery 810 → high-voltage connector 820 → second inverter and PDU drive motor → high-voltage connector 820 → first inverter → high-voltage connector 820 → front drive motor 100. The front drive motor 100 obtains electrical energy to generate power. The mechanical power generated by the front drive motor 100 is then transmitted along the following path: front drive motor 100 → motor drive shaft 100 → first reduction drive gear 320 → first reduction driven gear 330 → first driven gear 420 → second dog clutch 410 → output shaft 220 → second reduction drive gear 530 → second reduction driven gear 540 → differential assembly 510 → half shaft 520 → wheel.

[0044] Operating Condition 6: Engine at 200 RPM in first gear and front drive motor at 100 RPM in parallel drive. like Figure 7 As shown, electrical energy is transmitted along the following path: battery 810 → high-voltage connector 820 → second inverter and PDU drive motor → high-voltage connector 820 → first inverter → high-voltage connector 820 → front drive motor 100. The front drive motor 100 obtains electrical energy to generate power. The mechanical power generated by the front drive motor 100 is then transmitted along the following path: front drive motor 100 → motor drive shaft 100 → first reduction drive gear 320. The mechanical power generated by the engine 200 is transmitted along the following path: engine 200 → shock absorber 600 → input shaft 210 → first dog clutch 310 → first reduction drive gear 320. After the two powers are coupled, they are transmitted along the following path: first reduction drive gear 320 → first gear driven gear 420 → second dog clutch 410 → output shaft 220 → second reduction drive gear 530 → second reduction driven gear 540 → differential assembly 510 → half shaft 520 → wheel.

[0045] Operating Condition 7: Engine 200 RPM, first gear drive and charging like Figure 8As shown, a portion of the mechanical power generated by the engine 200 is transmitted via the following path: engine 200 → shock absorber 600 → input shaft 210 → first dog clutch 310 → first reduction driven gear 330 → first reduction driving gear 320 → motor drive shaft 100 → front drive motor 100. The front drive motor 100 converts the received mechanical power into electrical energy, which is then transmitted via the following path: front drive motor 100 → high-voltage connector 820 → first inverter → high-voltage connector 820. →Second inverter and PDU →Battery 810, completing the charging of battery 810. At the same time, the remaining mechanical power generated by engine 200 is transmitted through the following path: engine 200 → shock absorber 600 → input shaft 210 → first dog clutch 310 → first reduction driven gear 330 → first gear driven gear 420 → second dog clutch 410 → output shaft 220 → second reduction drive gear 530 → second reduction driven gear 540 → differential assembly 510 → half shaft 520 → wheel.

[0046] To better illustrate the working principle of this utility model under various main operating conditions, Table 1 lists the working states of the engine 200, the first dog clutch 310, the second dog clutch 410, and the front drive motor 100 under different operating conditions, as shown in Table 1: Table 1

[0047] In summary, the hybrid drive system proposed in this utility model solves the contradiction between low efficiency in series transmissions and high cost in parallel transmissions through the innovative combination of a single-motor dual-dog-tooth clutch architecture and a two-speed transmission. It achieves a balance between low cost, high efficiency across a wide speed range, and flexible energy management, making it suitable for various hybrid vehicle models.

[0048] 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.

[0049] 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 power drive system, characterized in that, The device includes a front-drive motor, a motor drive shaft, a transversely arranged engine, an input shaft, a clutch assembly, an output shaft, and a front-drive axle. The front-drive motor is driven by the motor drive shaft, which is driven by the input shaft and the output shaft. The engine is driven by the input shaft, and the output shaft is driven by the front-drive axle. The front-drive axle drives the front wheels to rotate. The clutch assembly is used to disconnect and connect the front-drive motor to the input shaft, and to perform gear shifting between the input shaft and the output shaft when the front-drive motor is connected to the input shaft. And when the front drive motor is separated from the input shaft, the motor drive shaft is separated and connected to the output shaft, or the input shaft is separated and connected to the output shaft; wherein the motor drive shaft, the input shaft, and the output shaft are arranged in parallel in sequence along a direction perpendicular to the crankshaft axis of the engine.

2. The hybrid drive system according to claim 1, characterized in that, The motor drive shaft is connected to the input shaft via a first gear pair. The first gear pair has a single first transmission path with a fixed transmission ratio. The clutch device is used to control the opening and closing of the first transmission path.

3. The hybrid drive system according to claim 2, characterized in that, The clutch device includes a first dog clutch, the first gear pair includes a first reduction drive gear and a first reduction driven gear that mesh with each other, the first reduction drive gear is sleeved on the motor drive shaft, the first reduction driven gear is loosely sleeved on the input shaft, and the first dog clutch is sleeved on the input shaft.

4. The hybrid drive system according to claim 3, characterized in that, The input shaft is connected to the output shaft via a second gear pair, which has multiple second transmission paths with different transmission ratios. The clutch device is used to control the on / off state of each of the second transmission paths in a time-sharing manner.

5. The hybrid drive system according to claim 4, characterized in that, The clutch device includes a second dog clutch. The second gear pair includes a first-gear driven gear that meshes with the first reduction driven gear, and a second-gear driving gear and a second-gear driven gear that mesh with each other. The first-gear driven gear is loosely fitted on the output shaft. The second-gear driving gear is fitted on the input shaft. The second-gear driven gear is loosely fitted on the output shaft. The second dog clutch is fitted on the output shaft and is located between the first-gear driven gear and the second-gear driven gear.

6. The hybrid drive system according to claim 1, characterized in that, The front drive axle includes a differential assembly and a half shaft. The output shaft is connected to the differential assembly via a third gear pair. The third gear pair has a single third transmission path with a fixed transmission ratio. The half shaft is connected to the differential assembly and is used to connect to the front wheels.

7. The hybrid drive system according to claim 6, characterized in that, The third gear pair includes a second reduction drive gear and a second reduction driven gear that mesh with each other. The second reduction drive gear is sleeved on the output shaft, and the second reduction driven gear is sleeved on the differential assembly.

8. The hybrid drive system according to claim 1, characterized in that, The engine is connected to the input shaft via a shock absorber.

9. The hybrid drive system according to claim 1, characterized in that, The hybrid drive system further includes a battery, a transformer electrically connected to the battery, the transformer being used for AC / DC conversion, and the front drive motor being electrically connected to the transformer.

10. A vehicle, characterized in that, The system includes wheels and a 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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