A longitudinal hybrid powertrain system for an internal combustion engine

Abstract

The utility model discloses a kind of hybrid power transmission systems of internal combustion engine longitudinal, including input shaft assembly, reducer assembly, generator assembly, differential assembly and drive motor assembly;Input shaft assembly includes input shaft, spiral bevel gear and generator gear;Spiral bevel gear is engaged with reducer assembly, generator gear is engaged with drive motor assembly, the vertical height of input shaft is greater than the height of reducer assembly.The utility model sets spiral bevel gear as first-stage transmission, reduces the diameter of bevel gear pair, reduces the volume of transmission, very compatible with internal combustion engine longitudinal, new energy off-road vehicle, while input shaft is in height across reducer assembly, without contact, increase the ground clearance and the passing performance of off-road vehicle, the gravity center of power assembly whole drops, reduce the safety risk of vehicle, gear ring and bevel gear driven tooth coaxial form an integral whole, make the volume of transmission further reduce.

Description

Technical Field

[0001] This utility model relates to the field of hybrid transmissions for new energy vehicles, specifically to a hybrid transmission system with a longitudinally mounted internal combustion engine. Background Technology

[0002] The production and sales volume of off-road and sports vehicles are gradually increasing. The power of their internal combustion engines is also gradually improving, and the size of these engines is increasing accordingly. Longitudinal engines continue to dominate the mainstream layout, and this trend is being further strengthened. New energy technologies, primarily hybrid powertrains, are rapidly penetrating the off-road vehicle market. The existing market-leading hybrid off-road vehicles, with their longitudinal four-wheel drive and longitudinal front-wheel drive layouts, are gradually becoming the mainstream in the market.

[0003] Currently, compared with traditional off-road vehicles, longitudinally mounted hybrid off-road vehicles have a more limited layout space, mainly because two or more electric motors and a large power battery need to be added to the limited space. The market needs a more compact hybrid powertrain system. When the internal combustion engine is mounted longitudinally, the main shaft of the internal combustion engine is perpendicular or crosses the main shaft of the wheel, and a spiral bevel gear is used at the end of the transmission chain to transmit power to the wheel.

[0004] However, the large diameter and low ground clearance of spiral bevel gears reduce the off-road vehicle's passability, and the high center of gravity of the powertrain also increases the vehicle's safety risks. Utility Model Content

[0005] Based on this, the purpose of this utility model is to provide a hybrid power transmission system with a longitudinally mounted internal combustion engine, which aims to solve the problems of the large diameter and low ground clearance of the current spiral bevel gears, which reduce the passability of off-road vehicles, and the high center of gravity of the powertrain, which also increases the safety risks of the vehicle.

[0006] To achieve the above objectives, the present invention provides the following technical solution: a hybrid power transmission system with a longitudinally mounted internal combustion engine connected to the internal combustion engine, the hybrid power transmission system with a longitudinally mounted internal combustion engine including an input shaft assembly connected to the internal combustion engine, a reducer assembly, a generator assembly and a differential assembly connected to the input shaft assembly, and a drive motor assembly connected to the differential assembly; An input shaft assembly includes an input shaft connected to the internal combustion engine assembly, a spiral bevel gear and a generator gear disposed on the input shaft; The spiral bevel gear is meshed with the reducer assembly, the generator gear is meshed with the generator assembly, and the vertical height of the input shaft is greater than the height of the reducer assembly.

[0007] According to one aspect of the above technical solution, the reducer assembly includes a hollow shaft arranged perpendicular to the input shaft, a first clutch, a second clutch, and a planetary carrier disposed on the hollow shaft. The planetary carrier is mounted on the hollow shaft via bearings and is fixedly connected to the differential assembly.

[0008] According to one aspect of the above technical solution, the planetary carrier is provided with a planetary gear train, a gear ring, and a bevel gear driven tooth; The planetary gear train includes a central gear and planetary gears. The central gear is mounted on a hollow shaft. The driven teeth of the bevel gear mesh with the spiral bevel gear. The gear ring is mounted on the hollow shaft via bearings and is fixedly connected to the driven teeth of the bevel gear.

[0009] According to one aspect of the above technical solution, the first clutch includes a first outer plate and a first inner plate, the second clutch includes a second outer plate and a second inner plate, and the first outer plate is fixedly connected to the housing of the transmission.

[0010] According to one aspect of the above technical solution, the differential assembly includes a differential housing, a plurality of planetary gear shafts and a plurality of planetary bevel gears disposed within the differential housing, a left gear and a right gear respectively disposed on both sides of the planetary bevel gears, the left gear and the right gear being mechanically connected to the left and right wheels of the vehicle respectively, and an electrically driven driven gear being fixedly installed on the differential housing.

[0011] According to one aspect of the above technical solution, the generator assembly includes a generator driven gear meshing with the generator gear, a generator and a generator rotary transformer coaxially arranged with the generator driven gear, and the generator and the generator rotary transformer are respectively located on both sides of the generator driven gear.

[0012] According to one aspect of the above technical solution, the drive motor assembly includes a drive motor, a drive motor rotary transformer, and a first-stage drive gear. The first-stage drive gear is meshed with a first-stage driven gear, the first-stage driven gear is fixedly connected to a second-stage drive gear, and the second-stage drive gear is meshed with an electric drive driven gear.

[0013] In summary, the hybrid power transmission system with a longitudinally mounted internal combustion engine proposed in this utility model significantly reduces the diameter of the bevel gear pair and the size of the transmission by placing the spiral bevel gear in the first stage of transmission. This makes it highly compatible with longitudinally mounted internal combustion engines and new energy off-road vehicles. At the same time, the input shaft spans the reducer assembly in height without contact, increasing ground clearance and off-road vehicle passability. Furthermore, the overall center of gravity of the powertrain is lowered, reducing vehicle safety risks. The coaxial integration of the gear ring and the driven bevel gear further reduces the size of the transmission.

[0014] Additional aspects and advantages of this invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0015] Figure 1 This is a schematic diagram of the hybrid power transmission system with a longitudinally mounted internal combustion engine in Embodiment 1 of this utility model; Figure 2 This is a schematic diagram of the input shaft assembly in Embodiment 1 of this utility model; Figure 3 This is a schematic diagram of the reducer assembly in Embodiment 1 of this utility model; Figure 4 This is a schematic diagram of the generator assembly in Embodiment 1 of this utility model; Figure 5 This is a schematic diagram of the drive motor assembly in Embodiment 1 of this utility model; Figure 6 This is a schematic diagram of the differential assembly in Embodiment 1 of this utility model; Figure 7 This is a schematic diagram of the power flow under pure electric drive conditions in Embodiment 1 of this utility model; Figure 8 This is a schematic diagram of the power flow under parking charging conditions in Embodiment 1 of this utility model; Figure 9 This is a schematic diagram of the direct-drive power flow of the internal combustion engine in Embodiment 1 of this utility model; Figure 10 This is a schematic diagram of the direct-drive high-end operating condition of the internal combustion engine in Embodiment 1 of this utility model; Figure 11 This is a schematic diagram of the parallel drive operation in Embodiment 1 of this utility model; Figure 12 This is a schematic diagram of the coaxial arrangement structure of the generator in Embodiment 2 of this utility model.

[0016] Component symbol explanation in the attached diagram: Internal combustion engine 001, shock absorber / dual-mass flywheel 002, input shaft assembly 100, input shaft 101, spiral bevel gear 102, generator gear 103, reducer 200, center gear 201, planetary carrier 202, planetary gear 203, gear ring 204, bevel gear driven gear 205, second outer plate 206, second inner plate 207, first outer plate 208, first inner plate 209, hollow shaft 210, generator assembly 300, generator 301, generator driven gear 302, generator rotary transformer 303, drive motor assembly 400, second stage drive gear 401, first stage driven gear 402, first stage drive gear 403, drive motor 404, drive motor rotary transformer 405, differential assembly 500, left side gear 501, planetary bevel gear 502, right side gear 503, differential housing 504, electric drive driven gear 505, planetary gear shaft 506. Detailed Implementation

[0017] To make the objectives, features, and advantages of this utility model more apparent and understandable, the specific embodiments of this utility model are described in detail 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 to make the disclosure of this utility model more thorough and complete.

[0018] It should be noted that when an element is referred to as being "fixed to" another element, it can be directly on the other element or there may be an intervening element. When an element is considered to be "connected" to another element, it can be directly connected to the other element or there may be an intervening element. The terms "vertical," "horizontal," "left," "right," "upper," "lower," and similar expressions used herein are for illustrative purposes only and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as limiting the present invention.

[0019] In this utility model, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances. The term "and / or" as used herein includes any and all combinations of one or more of the related listed items.

[0020] Please see Figures 1-11The diagram shows a structural schematic of a longitudinally mounted hybrid power transmission system for an internal combustion engine according to an embodiment of the present invention. This longitudinally mounted hybrid power transmission system is connected to an internal combustion engine 001 and includes an input shaft assembly 100 connected to the internal combustion engine, a reducer assembly 200, a generator assembly 300, and a differential assembly 500 connected to the input shaft assembly 100, and a drive motor assembly connected to the differential assembly 500, wherein: The hybrid powertrain system involved in this patent, based on the position and function of the electric motor in the transmission system, belongs to a P1P3 dual-motor hybrid powertrain system. This patented transmission system is used in vehicles with a longitudinally mounted internal combustion engine and front-wheel drive; when the vehicle has only this one drive system, it is a front-wheel drive vehicle with a longitudinally mounted internal combustion engine; when the vehicle has another electric drive system on the rear axle, the vehicle is a hybrid four-wheel drive vehicle, which is the mainstream hybrid four-wheel drive form in the market.

[0021] like Figure 1 As shown, the system includes an internal combustion engine 001 and a shock absorber / dual-mass flywheel 002. The dashed lines represent the internal combustion engine 001 and the shock absorber / dual-mass flywheel 002, which are typically used as vehicle components. This patent references these two components because the power generated by conventional fuel is transmitted to the system involved in this patent via the internal combustion engine 001 and the shock absorber / dual-mass flywheel 002, forming the initial part of the transmission system. Components coexisting with the transmission system, such as bearings, oil seals, housings, bolts, lubricating oil, and cooling systems, are essential parts for power transmission and are also important components of the transmission system. This patent focuses on the structure of the mechanical transmission system, and these components are not described in detail in this application. Furthermore, the power battery, power battery controller, and power motor controller necessary for hybrid power systems are not included in this patent.

[0022] The input shaft assembly 100 includes an input shaft 101 connected to an internal combustion engine, a spiral bevel gear 102 and a generator gear 103 mounted on the input shaft 101. The spiral bevel gear 102 meshes with a reducer assembly 200, and the generator gear 103 meshes with a drive motor assembly. The vertical height of the input shaft 101 is greater than the height of the reducer assembly 200. The input shaft 101 is mechanically connected to the internal combustion engine 001 and the shock absorber / dual-mass flywheel 002, receiving torque and power input. The spiral bevel gear 102 meshes with the driven gear 205 of the bevel gear, outputting a portion of the power and torque to the reducer 200. The generator gear 103 outputs a portion of the power to the generator assembly.

[0023] The spiral bevel gear 102, serving as the first-stage reduction gear of the internal combustion engine 001, is a key structural feature of this patent. While some rear axle products also include spiral bevel gears 102, these are low-speed stages and not directly connected to the internal combustion engine 001. This patent places the spiral bevel gear 102 as the first-stage transmission, significantly reducing the diameter of the bevel gear pair and the size of the transmission, making it highly suitable for longitudinally mounted internal combustion engines and new energy off-road vehicles. Traditionally, and most commonly in the market, the spiral bevel gear 102 is arranged cantilevered outside the two bearings. In the structure shown in this patent, the bearings of the input shaft 101 are distributed at both ends of the shaft, avoiding a cantilevered arrangement of the main load-bearing components, thus improving the system's rigidity, noise, and load-bearing capacity. In this patent, the input shaft 101 spans the reducer assembly in height without contact.

[0024] The reducer assembly 200 includes a hollow shaft 210 perpendicular to the input shaft 101, a first clutch, a second clutch, and a planetary carrier 202 mounted on the hollow shaft 210. The planetary carrier 202 is fixedly connected to the differential assembly 500. The planetary carrier 202 is equipped with a planetary gear train, a ring gear 204, and a bevel gear driven gear 205. The planetary gear train includes a central gear 201 and the planetary carrier 202. The central gear 201 is mounted on the hollow shaft 210. The bevel gear driven gear 205 meshes with the spiral bevel gear 102. The ring gear 204 is mounted on the hollow shaft 210 via bearings and is fixedly connected to the bevel gear driven gear 205. The first clutch includes a first outer plate 208 and a first inner plate 209. The second clutch includes a second outer plate 206 and a second inner plate 207. The first outer plate 208 is not rotated relative to the transmission housing, and the second outer plate is not rotated relative to the bevel gear driven gear.

[0025] Assembling the gear ring 204, the bevel gear driven tooth 205, and the second outer plate 206 into a single unit, or making two of them into a single unit, are all feasible technical solutions. In one embodiment of this patent, the gear ring 204 and the bevel gear driven tooth 205 are made into a single unit, and then assembled with the second outer plate 206. This single unit is connected to the housing via a bearing and can rotate freely. The coaxiality or single-unit construction of the gear ring 204 and the bevel gear driven tooth 205 is another important structural feature of this patent, further reducing the size of the transmission.

[0026] The driven tooth 205 of the bevel gear meshes with the spiral bevel gear 102 and receives the power and torque input from the internal combustion engine 001.

[0027] The planetary carrier 202 is coaxially fixedly connected to the differential housing 504, or made into one piece, which is the third important structural feature of this patent. The planetary carrier 202 outputs torque to the differential assembly.

[0028] The central gear 201, planet carrier 202, planetary gear 203, and gear ring 204 form a planetary gear train. The planetary gear 203 is mounted on the planet carrier 202 and can rotate freely; the central gear 201 is fixed on the hollow shaft 210 and rotates synchronously.

[0029] The hollow shaft 210 also has a first inner plate 209 and a second inner plate 207 fixed on it. The second outer plate 206 and the second inner plate 207 are a hydraulically controlled wet clutch assembly. When the second clutch is disengaged, the ring gear 204 and the center gear 201 of the planetary gear 203 can rotate freely; when the second clutch is engaged under hydraulic pressure, the ring gear 204 and the center gear 201 of the planetary gear train are pressed together and can only rotate at the same speed.

[0030] The first outer plate 208 and the first inner plate 209 are a hydraulically controlled wet clutch assembly. The first outer plate 208 is fixedly connected to the housing and cannot rotate. When the first clutch is disengaged, the central gear 201 of the planetary gear train can rotate freely; when the first clutch is engaged under hydraulic pressure, the central gear 201 of the planetary gear train is pressed down and cannot rotate.

[0031] The connection between the first and second clutches is a feature of this patent, enabling the reducer 200 to have a two-speed transmission function. (Incidentally, this structure is widely used in traditional automatic transmissions and is a mature existing technology). This patent's two-speed design differs from the single-speed pure electric and hybrid vehicles commonly found on the market. It increases the torque output of the transmission, meeting the torque requirements of off-road vehicles or small commercial vehicles, and is a key functional feature of this patent.

[0032] The generator assembly 300 converts a portion of the mechanical power of the internal combustion engine 001 into electrical energy, directly supplying it to electrical components including the drive motor assembly, or charging the power battery. The generator assembly 300 includes a generator driven gear 302 meshing with the generator gear 103, a generator 301 coaxially arranged with the generator driven gear 302, and a generator rotary transformer 303, which are respectively located on both sides of the generator driven gear 302. The generator 301 is electrically connected to its control system, and the engine driven gear meshes with the generator gear 103. The generator rotary transformer 303 monitors the phase and speed of the generator 301 rotor, is electrically connected to the generator 301's control system, and sends information to the generator 301's control system.

[0033] The drive motor assembly 400 includes a drive motor 404, a drive motor rotary transformer 405, and a first-stage drive gear 403. The first-stage drive gear 403 is meshed with a first-stage driven gear 402. The first-stage driven gear 402 is fixedly connected to a second-stage drive gear 401. The second-stage drive gear 401 is meshed with an electric drive driven gear 505.

[0034] The drive motor rotary transformer 405 monitors the phase and speed of the rotor of the drive motor 404, is electrically connected to the control system of the drive motor 404, and sends information to the control system of the drive motor 404. The drive motor 404 is fixed to the gearbox housing, and a first-stage drive gear 403 is coaxially and mechanically fixedly connected to its output shaft.

[0035] The first-stage drive gear 403 meshes with the first-stage driven gear 402, and the first-stage driven gear 402 is fixedly connected to the second-stage drive gear 401, or made into one piece, forming a double gear; the second-stage drive gear 401 meshes with the electric drive driven gear 505 on the differential assembly; the power and torque of the drive motor 404 are transmitted to the differential assembly in sequence through the first-stage drive gear 403, the first-stage driven gear 402, the second-stage gear, and the electric drive driven gear 505.

[0036] The differential assembly 500 includes a differential housing 504, a plurality of planetary gear shafts 506 and a plurality of planetary bevel gears 502 disposed within the differential housing 504, a left gear 501 and a right gear 503 respectively disposed on both sides of the planetary bevel gears 502, and an electric drive driven gear 505 disposed on the differential housing 504. The left gear 501 and the right gear 503 are mechanically connected to the left and right wheels of the vehicle respectively, outputting the drive power and torque of this power transmission system. The left gear 501, the right gear 503, the plurality of planetary bevel gears 502, the planetary gear shafts 506, and the differential housing 504 constitute a conventional bevel gear differential, performing the differential function of the left and right wheels of the vehicle.

[0037] The power from the internal combustion engine is transmitted to the differential via the planetary carrier 202, which is fixedly connected to the differential housing 504; the power from the drive motor 404 is transmitted to the differential via the electric drive driven gear 505, which is fixedly connected to the differential housing 504. Both power sources can be simultaneously output to the differential housing 504, forming torque coupling.

[0038] The hybrid power system described in this application works in conjunction with the transmission control system (or the vehicle control system) and possesses all the functions of mainstream hybrid power systems, such as pure electric drive, series drive, direct drive of the internal combustion engine, parallel drive, and regenerative braking. If the vehicle is further equipped with pure electric rear-wheel drive to become a four-wheel drive model, the vehicle selects the optimal drive mode based on the driving conditions, taking into account fuel economy, power, vehicle passability, and passenger comfort.

[0039] By combining the operating conditions of the hybrid system, Figure 1 Based on the front-wheel drive embodiment shown, the operation of this transmission system is explained. This patent possesses all the functions of a P1P3 type hybrid power system, while Figure 1 The embodiment shown is approximately 50% smaller in size compared to a certain longitudinal front-wheel drive hybrid transmission on the market.

[0040] Under pure electric drive conditions: When the vehicle starts normally and travels at low speeds, it can be driven by pure electric power.

[0041] In pure electric mode, both clutches are disengaged, meaning that the second outer plate 206 and the second inner plate 207, as well as the first outer plate 208 and the first inner plate 209, are separated, and each component can rotate freely.

[0042] The power and torque of the drive motor 404 are transmitted to the differential assembly 500 through a two-stage gear transmission consisting of a first-stage drive gear 403, a first-stage driven gear 402, a second-stage drive gear 401, and an electric drive driven gear 505. The differential distributes the torque to the left and right wheels, and the vehicle obtains driving torque, while the internal combustion engine is unaffected.

[0043] Under regenerative braking conditions: When the vehicle brakes, within the limits of braking safety, the drive motor 404 enters the generator state.

[0044] Under regenerative braking conditions, both clutches are disengaged, meaning that the second outer plate 206 and the second inner plate 207, as well as the first outer plate 208 and the first inner plate 209, are separated, and each component can rotate freely.

[0045] When the vehicle enters the regenerative braking mode, the vehicle's mechanical energy is transferred in the opposite direction to the drive motor 404, that is, sequentially through the electric driven gear 505, the secondary gear 401, the primary driven gear 402, and the primary drive gear 403. The drive motor 404 then enters the power generation mode, generating electrical energy to be fed back into the vehicle's power battery. This saves fuel.

[0046] Since the drive motor 404 and the differential assembly 500 are connected by a constant mesh gear pair, the state of the drive motor 404 can be controlled to implement rapid braking energy recovery in any driving condition, such as when the vehicle is driven by an internal combustion engine.

[0047] Under parking and charging conditions: When a vehicle is far from a fixed charging facility but needs the power battery to maintain a certain level of charge, it can be charged while parked.

[0048] During the parking and charging operation, both clutches are disengaged, meaning the second outer plate 206 and the second inner plate 207, as well as the first outer plate 208 and the first inner plate 209, are separated, and each component can rotate freely. Power from the internal combustion engine is transmitted to the input shaft 101, through the generator gear 103, and then to the generator 301 via the generator driven gear 302. The generator 301 then enters the power generation mode, generating electrical energy to charge the power battery.

[0049] When starting the internal combustion engine: When the vehicle needs to start the internal combustion engine, both clutches are disengaged, and the generator 301 can enter the driving state to increase the speed of the internal combustion engine 001 to a certain speed before injecting fuel and igniting. This starting method, which avoids the low-speed range, can reduce fuel consumption and is more beneficial to emissions.

[0050] The power flow when starting an internal combustion engine is exactly the opposite of that when the engine is parked and charging.

[0051] Under direct drive conditions of internal combustion engines: When the vehicle speed is high and the internal combustion engine can operate in its most efficient range, the internal combustion engine can directly drive the vehicle and has two gears, high and low. Gear shifting is achieved by controlling the state of two clutches through high-pressure hydraulic fluid.

[0052] In the low-gear direct-drive mode of the internal combustion engine, the second clutch on the right side disengages, allowing the second outer plate 206 and the second inner plate 207 to rotate freely relative to each other. The first clutch on the left side engages, and the first outer plate 208 and the first inner plate 209 are pressed together by hydraulic pressure onto the first outer plate 208, which is fixed to the housing. This restricts the rotation of the hollow shaft 210 and the center wheel 201, which are fixedly connected to the first inner plate 209. The planetary gear train rotates relative to each other, amplifying the torque output and creating a low-gear ratio. The torque transmission path is as follows: input shaft 101, spiral bevel gear 102, bevel gear driven gear 205 and the fixed gear ring 204, planetary gear 203, planet carrier 202 and the fixed differential housing 504. Finally, the differential assembly 500 distributes the torque to the left and right wheels, forming the low-gear direct-drive transmission of the internal combustion engine.

[0053] In the high-speed direct-drive mode of the internal combustion engine, the first clutch on the left disengages, allowing the first outer plate 208 and the first inner plate 209 to rotate freely relative to each other. The second clutch on the right engages, pressing the second outer plate 206 and the second inner plate 207 together under hydraulic pressure. This means that components such as the hollow shaft 210 and the center wheel 201 fixedly connected to the second inner plate 207, the gear ring 204 fixedly connected to the second outer plate, the bevel gear driven gear 205, and the differential housing 504, can only rotate at the same speed as the bevel gear driven gear 205. At this point, the planetary gear train is relatively fixed, and the transmission ratio is 1. Finally, the differential assembly 500 distributes torque to the left and right wheels, forming the high-speed direct-drive transmission of the internal combustion engine.

[0054] The shifting between high and low gears is achieved by controlling the on / off state of two clutches. The clutch pressure can be gradually adjusted to ensure smooth vehicle operation during gear shifting.

[0055] Under series drive conditions: When both clutches are disengaged, pure electric drive can be performed, or the internal combustion engine can be started to generate electricity through the generator assembly 300. Series drive is the case where the generator assembly 300 and the drive motor assembly 400 work simultaneously. The electrical energy generated by the generator can be directly supplied to the drive motor through the motor control system, reducing energy conversion steps.

[0056] Under parallel drive conditions: Parallel drive refers to the state in which the internal combustion engine 001 and the drive motor assembly 400 work together. It can be used for high-power demand conditions such as climbing and overtaking. It can also be used to perform "peak shaving and valley filling" work by utilizing the drive motor. That is, the power of the internal combustion engine and the road resistance power may fluctuate frequently. When the power of the internal combustion engine is less than the road resistance power, the drive motor 400 participates in the drive to maintain the power balance.

[0057] The differential housing 504 serves as a torque coupling component, receiving torque from the drive motor and the internal combustion engine.

[0058] Parallel drive can be performed in either high or low gear of the internal combustion engine.

[0059] Based on the shift strategy, the transmission controller ultimately selects the drive mode and gear to meet the driver's speed and acceleration requirements, while optimizing the vehicle's fuel consumption, noise, emissions, and other indicators.

[0060] Example 2 like Figure 12 As shown, provided that there is sufficient space for vehicle assembly and the assembly process allows, the position or transmission form of the generator can be changed, the generator and the internal combustion engine can be arranged coaxially, and a planetary gear system can be used to match their speeds.

[0061] In summary, the hybrid power transmission system with a longitudinally mounted internal combustion engine proposed in this utility model significantly reduces the diameter of the bevel gear pair and the size of the transmission by placing the spiral bevel gear in the first stage of transmission. This makes it highly compatible with longitudinally mounted internal combustion engines and new energy off-road vehicles. At the same time, the input shaft spans the reducer assembly in height without contact, increasing ground clearance and off-road vehicle passability. Furthermore, the overall center of gravity of the powertrain is lowered, reducing vehicle safety risks. The coaxial integration of the gear ring and the driven bevel gear further reduces the size of the transmission.

[0062] 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.

[0063] The above-described embodiments 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 powertrain system with a longitudinally mounted internal combustion engine, connected to the internal combustion engine, characterized in that, The longitudinally mounted internal combustion engine hybrid powertrain includes an input shaft assembly connected to the internal combustion engine, a reduction gear assembly, a generator assembly and a differential assembly connected to the input shaft assembly, and a drive motor assembly connected to the differential assembly. An input shaft assembly includes an input shaft connected to the internal combustion engine assembly, a spiral bevel gear and a generator gear disposed on the input shaft; The spiral bevel gear is meshed with the reducer assembly, the generator gear is meshed with the generator assembly, and the vertical height of the input shaft is greater than the height of the reducer assembly.

2. The hybrid powertrain system with a longitudinally mounted internal combustion engine according to claim 1, characterized in that, The reducer assembly includes a hollow shaft perpendicular to the input shaft, a first clutch, a second clutch, and a planetary carrier disposed on the hollow shaft. The planetary carrier is mounted on the hollow shaft via bearings and is fixedly connected to the differential assembly.

3. The hybrid powertrain system with a longitudinally mounted internal combustion engine according to claim 2, characterized in that, The planetary carrier is equipped with a planetary gear train, a gear ring, and a bevel gear driven tooth; The planetary gear train includes a central gear and planetary gears. The central gear is mounted on a hollow shaft. The driven teeth of the bevel gear mesh with the spiral bevel gear. The gear ring is mounted on the hollow shaft via bearings and is fixedly connected to the driven teeth of the bevel gear.

4. The hybrid powertrain system with a longitudinally mounted internal combustion engine according to claim 3, characterized in that, The first clutch includes a first outer plate and a first inner plate, and the second clutch includes a second outer plate and a second inner plate. The first outer plate is fixedly connected to the housing of the transmission.

5. The hybrid powertrain system with a longitudinally mounted internal combustion engine according to claim 1, characterized in that, The differential assembly includes a differential housing, a plurality of planetary gear shafts and a plurality of planetary bevel gears disposed within the differential housing, a left gear and a right gear respectively disposed on both sides of the planetary bevel gears, the left gear and the right gear being mechanically connected to the left and right wheels of the vehicle respectively, and an electric drive driven gear being fixedly mounted on the differential housing.

6. The hybrid powertrain system with a longitudinally mounted internal combustion engine according to claim 1, characterized in that, The generator assembly includes a generator driven gear meshing with the generator gear, a generator and a generator rotary transformer coaxially arranged with the generator driven gear, and the generator and the generator rotary transformer are respectively located on both sides of the generator driven gear.

7. The hybrid powertrain system with a longitudinally mounted internal combustion engine according to claim 1, characterized in that, The drive motor assembly includes a drive motor, a drive motor rotary transformer, and a first-stage drive gear. The first-stage drive gear meshes with a first-stage driven gear, the first-stage driven gear is fixedly connected to a second-stage drive gear, and the second-stage drive gear meshes with an electric drive driven gear.

Images