Hybrid power system and vehicle

Abstract

The utility model discloses a kind of hybrid power system and vehicle, system includes power battery, front drive hybrid power assembly and rear drive system assembly group composition, and connect engine on front drive hybrid power assembly;Front drive hybrid power assembly includes motor and differential, and cross shaft mechanism and transmission shaft mechanism;Cross shaft mechanism includes driving end cross shaft, passive end cross shaft, and driving end coupling and passive end coupling of connecting driving end cross shaft and passive end cross shaft;Differential is located on left front axle shaft, motor is connected on engine, the position of differential and motor is adjusted by driving end cross shaft and passive end cross shaft, for matching different types of hybrid vehicle.The utility model is connected motor and differential by using driving end cross shaft and passive end cross shaft, to realize the output end position of differential and the offset between front drive hybrid box in vertical direction and horizontal longitudinal direction, realize arrangement in vertical direction and horizontal longitudinal direction adjustable.

Description

Technical Field

[0001] This utility model relates to the field of new energy vehicles, specifically to a hybrid power system and vehicle. Background Technology

[0002] A longitudinally mounted hybrid system refers to a hybrid powertrain where the engine is arranged along the longitudinal axis of the vehicle. It is primarily used in high-performance SUVs, high-performance sedans, pickup trucks, and light commercial vehicles. Compared to traditional transversely mounted hybrid systems, it has distinctly different technical characteristics and development philosophies. This arrangement originates from the architectural features of traditional longitudinally mounted gasoline vehicles, but it faces numerous unique challenges in the transition to hybrid power.

[0003] The powertrain layout of traditional longitudinally mounted gasoline vehicles has formed a relatively fixed paradigm, with the engine, transmission, driveshaft, and rear differential arranged sequentially along the vehicle's centerline. The introduction of hybrid systems, however, has disrupted this spatial balance with the addition of electric motors, electronic control systems, and high-voltage batteries. PHEV models, in particular, require larger battery packs, and the central aisle of a longitudinally mounted architecture is typically occupied by the driveshaft, severely limiting battery placement space. Therefore, vehicles have shifted from the traditional longitudinal rear-wheel-drive configuration to a longitudinal front-wheel-drive + rear-wheel-drive four-wheel-drive structure to accommodate the battery pack.

[0004] However, SUVs, sedans, pickup trucks, and light commercial vehicles have different overall structural designs, resulting in variations in engine placement. Furthermore, different models have different engine sizes, causing the transmission position to change accordingly. These changes directly affect the half-shaft angles. An inappropriate half-shaft angle reduces transmission efficiency; an unsuitable angle alters the transmission system's natural frequency and excitation characteristics, leading to resonance; and asymmetrical half-shaft angles create unbalanced lateral forces, affecting straight-line stability. This necessitates maintaining a fixed half-shaft angle between the wheels and the transmission within a certain range, requiring the transmission's power output to be positioned precisely. This makes platform standardization difficult for longitudinally mounted front-wheel-drive vehicles, necessitating the development of different hybrid transmission models to match different vehicle types. Utility Model Content

[0005] Based on this, the purpose of this utility model is to provide a hybrid power system and vehicle, which aims to solve the problem that the position of the transmission changes with the position of the engine due to different vehicle structure shapes, which in turn makes it difficult to arrange and platformize the longitudinal front-wheel drive hybrid drive system.

[0006] To achieve the above objectives, the present invention provides the following technical solution: a hybrid power system, comprising a power battery, a front-drive hybrid power assembly and a rear-drive system assembly respectively disposed at both ends of the power battery, and an engine connected to the front-drive hybrid power assembly; A front-wheel drive hybrid powertrain includes an electric motor, a differential, and a cross shaft mechanism and a drive shaft mechanism connecting the electric motor and the differential; The cross shaft mechanism includes a driving end cross shaft disposed on the transmission shaft mechanism, a driven end cross shaft disposed at one end of the differential, and a driving end coupling and a driven end coupling connecting the driving end cross shaft and the driven end cross shaft. A drive shaft mechanism includes a flywheel assembly mounted on a motor and an output shaft assembly connected to a drive end cross shaft, wherein the motor and the drive end cross shaft are connected via the flywheel assembly and the output shaft assembly. The differential is located on the left front half-shaft, and the motor is connected to the engine. The positions of the differential and the motor are adjusted by the active end cross shaft and the passive end cross shaft to match different types of hybrid vehicles.

[0007] According to one aspect of the above technical solution, the passive end cross shaft is connected to the differential via a second output shaft, and the second output shaft is provided with a spiral bevel gear drive wheel and a spiral bevel gear driven wheel.

[0008] According to one aspect of the above technical solution, the flywheel assembly includes a dual-mass flywheel and a flywheel input shaft. The flywheel input shaft is also provided with a CO synchronizer and an input shaft gear, and the input shaft gear is meshed with a motor gear on the motor shaft.

[0009] According to one aspect of the above technical solution, the output shaft assembly includes a first output shaft, an output gear disposed on the first output shaft, a C1 synchronous limiting assembly, a limiting clamping element, a limiting preload element, and an output drive gear, wherein an axial limiting element is further provided between the C1 synchronous limiting assembly and the output gear.

[0010] According to one aspect of the above technical solution, the output gear is meshed with the input shaft gear, and the output driving gear is meshed with the output driven gear on the first housing bracket located outside the driving end cross shaft.

[0011] This utility model also proposes a hybrid vehicle, which includes the hybrid power system described above.

[0012] In summary, the hybrid power system proposed in this utility model, by placing the front-wheel drive hybrid powertrain on the engine, and with the differential position determined by the output position of the left front half-shaft of the vehicle and mounted on the vehicle frame, uses an active end cross shaft and a passive end cross shaft to connect the motor and the differential for power transmission. This allows for vertical and horizontal offset between the output position of the differential and the front-wheel drive hybrid transmission, achieving adjustable arrangement in both directions. Furthermore, the cross shaft is integrated into the front-wheel drive hybrid powertrain, shortening the axial space and achieving horizontal adjustment, thus allowing for adjustment of the relative position between the differential and the front-wheel drive hybrid transmission, which is beneficial for matching different types of hybrid vehicles.

[0013] 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

[0014] Figure 1 This is a schematic diagram of the hybrid power system in one embodiment of the present invention; Figure 2 This is a schematic diagram of the structure of a front-drive hybrid powertrain in one embodiment of the present invention.

[0015] Component symbol explanation in the attached diagram: 100 Engine, 200 Left front wheel, 210 Left front output half-shaft, 220 First universal joint, 230 Left front half-shaft, 240 Right front half-shaft, 250 Second universal joint, 260 Right front output half-shaft, 270 Right front wheel, 300 Front-wheel drive hybrid powertrain, 301 Dual-mass flywheel, 302 Flywheel input shaft, 303 C0 synchronizer, 304 Input shaft gear, 305 Motor gear, 306 Motor shaft, 307 Inverter, 308 Three-phase connecting copper busbar, 309 Motor, 320 Output gear, 321 First output shaft, 322 C1 Synchronous limited-slip assembly, 323 Limited-slip clamping element, 324 Limited-slip preload element, 325 Output drive gear, 326 Output driven gear, 327 First housing bracket, 328 Driven end cross shaft, 329 Axial limiting element, 330 Driven end coupling, 331 Driven end coupling, 332 Second housing bracket, 334 Driven end cross shaft, 335 Second output shaft, 336 Spiral bevel gear drive wheel, 337 Spiral bevel gear driven wheel, 338 Differential assembly, 400 Front drive DC bus, 410 Power battery, 420 Rear drive DC bus, 430 Right rear wheel, 440 Right rear half-shaft, 450 Left rear half-shaft, 460 Left rear wheel, 500 Rear drive system assembly. Detailed Implementation

[0016] 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.

[0017] 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.

[0018] 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.

[0019] Please see Figures 1-2 The diagram shows a hybrid power system and vehicle according to an embodiment of the present invention. The hybrid power system includes a power battery 410, a front-drive hybrid power assembly 300 and a rear-drive system assembly 500 respectively disposed at both ends of the power battery 410, and an engine 100 connected to the front-drive hybrid power assembly 300. In this embodiment, the two sides of the power battery 410 are connected to the front-drive hybrid powertrain 300 and the rear-drive system assembly 500 via the front-drive DC bus 400 and the rear-drive DC bus 420, respectively. The rear-drive system assembly 500 is connected to the right rear wheel 430 and the left rear wheel 460 via the right rear half-shaft 440 and the left rear half-shaft 450. The front-drive hybrid powertrain 300 is fixed on the frame and connected to the engine 100. The engine 100 has a left front half-shaft 230 and a right front half-shaft 240 on both sides, respectively. The left front half-shaft 230 and the right front half-shaft 240 are respectively provided with a first universal joint 220 and a second universal joint 250 to connect to the left front output half-shaft 210 and the right front output half-shaft 260, respectively. The left front output half-shaft 210 and the right front output half-shaft 260 are connected to the left front wheel 200 and the right front wheel 270 of the vehicle, respectively.

[0020] It should be noted that in this embodiment, the coordinates of the whole vehicle are defined as follows: X direction is the forward direction of the vehicle, Y direction is the left and right direction of the vehicle, Z direction is the up and down direction of the vehicle, the engine 100 is longitudinally mounted and intersects perpendicularly with the half-shaft space of the whole vehicle, and the power output position of the front-wheel drive hybrid powertrain 300 can be adaptively adjusted according to the half-shaft angle requirements of the whole vehicle to achieve the optimal half-shaft angle under the vehicle's attitude.

[0021] Furthermore, the front-drive hybrid powertrain 300 is mounted on the engine 100, including a motor 309, a differential 338, and a cross shaft mechanism and a drive shaft mechanism connecting the motor 309 and the differential 338; the motor 309 is connected to the inverter 307 in sequence via a three-phase connecting copper busbar 308, and the inverter 307 is directly connected to the power battery 410 via the front-drive DC bus 400.

[0022] The cross shaft mechanism includes an active end cross shaft 328 mounted on the drive shaft mechanism, a passive end cross shaft 334 mounted on one end of the differential 338, and an active end coupling 330 and a passive end coupling 331 connecting the active end cross shaft 328 and the passive end cross shaft 334. The passive end cross shaft 334 is connected to the differential 338 via a second output shaft 335. The second output shaft 335 is provided with a spiral bevel gear drive wheel 336 and a spiral bevel gear driven wheel 337. The differential 338 is mounted on the left front half-shaft 230. The position of the differential 338 is determined by the output position of the vehicle half-shaft and is mounted on the vehicle frame. The motor 309 is connected to the engine 100. The positions of the differential 338 and the motor 309 are adjusted by the active end cross shaft 328 and the passive end cross shaft 334 to match different types of hybrid vehicles. In addition, the active end cross shaft 328 and the passive end cross shaft 334 are respectively provided with a first housing support 327 and a second housing support 332.

[0023] Furthermore, the transmission shaft mechanism includes a flywheel assembly mounted on the motor 309 and an output shaft assembly connected to the drive end cross shaft 328. The motor 309 and the drive end cross shaft 328 are connected via the flywheel assembly and the output shaft assembly. The flywheel assembly includes a dual-mass flywheel 301 and a flywheel input shaft 302. The flywheel input shaft 302 is also equipped with a C0 synchronizer 303 and an input shaft gear 304. The input shaft gear 304 meshes with a motor gear 305 on the motor shaft 306. The output shaft assembly includes a first output shaft 321, an output gear 320 mounted on the first output shaft 321, a C1 synchronous limited-slip assembly 322, a limited-slip clamping element 323, a limited-slip preload element 324, and an output drive gear 325. An axial limiting element 329 is also provided between the C1 synchronous limited-slip assembly 322 and the output gear 320. The output gear 320 is meshed with the input shaft gear 304, and the output drive gear 325 is meshed with the output driven gear 326 on the first housing bracket 327 located outside the drive end cross shaft 328.

[0024] Specifically, one end of the flywheel input shaft 302 is splinedly connected to the dual-mass flywheel 301, and the other end is fixedly connected to the CO synchronizer 303. An input shaft gear 304 is fitted onto the flywheel input shaft 302, with the two supporting each other. A bearing is provided between the input shaft gear 304 and the flywheel input shaft 302 to ensure relative rotation. Meanwhile, the first output shaft 321 is arranged parallel to the motor 309, shortening the axial length of the front-drive hybrid transmission.

[0025] Furthermore, the C0 synchronizer 303 and the C1 synchronizer limited-slip assembly 322 are driven by the same drive mechanism. The drive mechanism drives the C0 synchronizer 303 to engage with the input shaft gear 304 when it moves to the right; the drive mechanism drives the C1 synchronizer limited-slip assembly 322 to engage with the output gear 320 when it moves to the left. This allows two synchronizer units to be engaged by a single drive mechanism, simplifying the design and improving integration.

[0026] The input shaft gear 304 is equipped with engagement teeth. Coupling is achieved by controlling the C0 synchronizer 303 sleeve to engage with the engagement teeth of the input shaft gear 304. After coupling, the motor 309 is connected to the engine 100 at a fixed speed ratio, enabling the start / stop of the engine 100, power generation during shutdown, and range-extending power generation. The output gear 320 is equipped with engagement teeth. Coupling is achieved by controlling the C1 synchronizer limited-slip assembly 322 to engage with the engagement teeth of the output gear 320. After coupling, the motor 309 is connected to the wheel end at a fixed speed ratio, enabling pure electric drive.

[0027] The C1 synchronous limited-slip assembly 322, the limited-slip clamping element 323, the limited-slip preload element 324, and the axial limiting element 329 together form a limited-slip mechanism. One end of the axial limiting element 329 is fixedly connected to the first output shaft 321, and the other end contacts the C1 synchronous limited-slip assembly 322, thus axially limiting the C1 synchronous limited-slip assembly 322. The C1 synchronous limited-slip assembly 322 is loosely fitted on the shaft, and its right end face is engaged with the limited-slip clamping element 323. The limited-slip clamping element 323 is splinedly connected to the first output shaft 321, and under the axial force of the limited-slip preload element 324, it achieves axial movement; the limited-slip preload element 324 limits the movement of the first output shaft 321 axially. Axial preload is provided by the limited-slip preload element 324. Under the action of axial force, the C1 synchronous limited-slip assembly 322 and the limited-slip clamping element 323 form a limited-slip protection mechanism. When the system impact torque exceeds a certain threshold, the C1 synchronous limited-slip assembly 322 is triggered to slip, preventing damage to the hybrid transmission hardware due to overload. By setting overload protection elements, the impact of system impact on the front drive assembly is reduced, thereby appropriately reducing the strength design requirements, realizing the miniaturization of components, and improving the feasibility of system layout.

[0028] The power of the motor 309 is transmitted to the C1 synchronous limited-slip assembly 322 through the output gear 320; through the C1 synchronous limited-slip assembly 322, it is transmitted to the limited-slip clamping element 323; through the limited-slip clamping element 323, it is transmitted to the first output shaft 321; through the first output shaft 321, it is transmitted to the output drive gear 325; through the output drive gear 325, it is transmitted to the output driven gear 326; and through the output driven gear 326, it is transmitted to the first housing bracket 327.

[0029] To shorten the axial length and achieve greater system adjustability, the built-in active end cross shaft 328 and active end coupling 330 are integrated into the first housing bracket 327. A bearing is installed between the active end cross shaft 328 and the first housing bracket 327, allowing for circumferential rotation between them; a bearing is also installed between the active end cross shaft 328 and the active end coupling 330, allowing for circumferential rotation between them. This structure allows the active end coupling 330 to be offset at a certain angle, achieving angle adjustability.

[0030] The active end coupling 330 and the passive end coupling 331 are connected by a spline. The output position of the differential 338 half shaft can be adjusted in the forward and backward direction by adjusting the length of the active end coupling 330 or the passive end coupling 331; and the up and down and left and right directions can be adjusted by adjusting the angle.

[0031] A bearing is installed between the passive end cross shaft 334 and the passive end coupling 331, enabling circumferential rotation between them. A bearing is also installed between the passive end cross shaft 334 and the second housing, allowing circumferential rotation between them. The second housing and the second output shaft 335 are fixedly connected by a flange. Power is transmitted through the second housing to the spiral bevel gear drive wheel 336; through the spiral bevel gear drive wheel 336, power is transmitted to the spiral bevel gear driven wheel 337; through the spiral bevel gear driven wheel 337, power is transmitted to the differential 338, and then to the wheel ends.

[0032] In summary, the hybrid power system proposed in this utility model, by placing the front-wheel drive hybrid powertrain on the engine, and with the differential position determined by the output position of the left front half-shaft of the vehicle and mounted on the vehicle frame, uses an active end cross shaft and a passive end cross shaft to connect the motor and the differential for power transmission. This allows for vertical and horizontal offset between the output position of the differential and the front-wheel drive hybrid transmission, achieving adjustable arrangement in both directions. Furthermore, the cross shaft is integrated into the front-wheel drive hybrid powertrain, shortening the axial space and achieving horizontal adjustment, thus allowing for adjustment of the relative position between the differential and the front-wheel drive hybrid transmission, which is beneficial for matching different types of hybrid vehicles.

[0033] 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.

[0034] 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 power system, characterized in that, The hybrid power system includes a power battery, a front-drive hybrid power assembly and a rear-drive system assembly respectively located at both ends of the power battery, and an engine connected to the front-drive hybrid power assembly. A front-wheel drive hybrid powertrain includes an electric motor, a differential, and a cross shaft mechanism and a drive shaft mechanism connecting the electric motor and the differential; The cross shaft mechanism includes a driving end cross shaft disposed on the transmission shaft mechanism, a driven end cross shaft disposed at one end of the differential, and a driving end coupling and a driven end coupling connecting the driving end cross shaft and the driven end cross shaft. A drive shaft mechanism includes a flywheel assembly mounted on a motor and an output shaft assembly connected to a drive end cross shaft, wherein the motor and the drive end cross shaft are connected via the flywheel assembly and the output shaft assembly. The differential is located on the left front half-shaft, and the motor is connected to the engine. The positions of the differential and the motor are adjusted by the active end cross shaft and the passive end cross shaft to match different types of hybrid vehicles.

2. The hybrid power system according to claim 1, characterized in that, The passive end cross shaft is connected to the differential via a second output shaft, on which a spiral bevel gear drive wheel and a spiral bevel gear driven wheel are provided.

3. The hybrid power system according to claim 1, characterized in that, The flywheel assembly includes a dual-mass flywheel and a flywheel input shaft. The flywheel input shaft is also equipped with a CO synchronizer and an input shaft gear, which meshes with a motor gear on the motor shaft.

4. The hybrid power system according to claim 3, characterized in that, The output shaft assembly includes a first output shaft, an output gear disposed on the first output shaft, a C1 synchronous limiting assembly, a limiting clamping element, a limiting preload element, and an output drive gear. An axial limiting element is also provided between the C1 synchronous limiting assembly and the output gear.

5. The hybrid power system according to claim 4, characterized in that, The output gear meshes with the input shaft gear, and the output driving gear meshes with the output driven gear on the first housing bracket located outside the driving end cross shaft.

6. A hybrid vehicle, characterized in that, The hybrid vehicle includes the hybrid system as described in any one of claims 1-5.

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