Hybrid powertrain and vehicle

Abstract

The application relates to a hybrid power system and a vehicle, the hybrid power system comprising an engine, a power generation motor, a driving motor and a transmission assembly, the engine having a first rotating shaft, the axis direction of the first rotating shaft being arranged to intersect with the front-rear direction of the vehicle in a horizontal plane, the power generation motor having a second rotating shaft, the second rotating shaft being arranged in parallel with the first rotating shaft, the driving motor having a third rotating shaft, the third rotating shaft being arranged in parallel with the first rotating shaft, and the transmission assembly being transmissionally connected with the first rotating shaft, the second rotating shaft and the third rotating shaft. In this way, the hybrid power system is compact along the front-rear direction of the vehicle, when the hybrid power system is arranged in the front compartment of the vehicle, not only can the hybrid power system avoid occupying the driver's room space, but also the hybrid power system can reduce the occupied front compartment space, so that a larger volume power battery can be arranged in the remaining larger space of the front compartment, thereby improving the endurance of the vehicle.

Description

[0001] This application claims priority to Chinese patent application No. 202521258055.2, filed on June 18, 2025, the entire contents of which are incorporated herein by reference. Technical Field

[0002] This application relates to the field of vehicle technology, and more particularly to a hybrid power system and vehicle. Background Technology

[0003] Hybrid systems typically include an engine, a drive motor, and a generator motor. However, in related technologies, the placement of the engine, drive motor, and generator motor is often unreasonable. This results in a large installation space required when the hybrid system is installed in the front compartment of the vehicle. Consequently, the space available for installing the power battery in the front compartment is limited, leading to a poor pure electric range for the vehicle. Utility Model Content

[0004] This application provides a hybrid power system and vehicle that can achieve a compact hybrid power system structure, thereby reducing the space occupied by the hybrid power system in the front compartment and allowing for the placement of a larger power battery in the remaining space of the front compartment, thus improving the vehicle's range.

[0005] To achieve the above objectives, according to a first aspect of this application, a hybrid power system is provided, comprising: An engine having a first rotating shaft whose axial direction is arranged in a horizontal plane to intersect with the longitudinal direction of the vehicle; A generator motor has a second rotating shaft, which is arranged parallel to the first rotating shaft. A drive motor having a third rotating shaft, the third rotating shaft being arranged parallel to the first rotating shaft; A transmission assembly that drives the first rotating shaft, the second rotating shaft, and the third rotating shaft.

[0006] Optionally, the axial direction of the first rotating shaft is perpendicular to the longitudinal direction of the vehicle.

[0007] Optionally, along the longitudinal direction of the vehicle, the generator and the drive motor are located on either side of the engine; or, Along the longitudinal direction of the vehicle, both the generator and the drive motor are located on the same side of the engine; or, Along the axial direction of the first rotation axis, one of the generator motor and the drive motor is arranged on opposite sides of the engine, and the other of the generator motor and the drive motor is arranged on the same side as the engine.

[0008] Optionally, along the longitudinal direction of the vehicle, the generator is located in front of the engine, and the drive motor is located behind the engine; or, Along the longitudinal direction of the vehicle, both the generator and the drive motor are located behind the engine, with the generator positioned above the drive motor; or, Along the longitudinal direction of the vehicle, the generator motor is positioned above and in front of the engine, and the drive motor is positioned behind the engine; or, Along the axial direction of the first rotation axis, the generator and the engine are arranged on opposite sides, the generator is above the drive motor and in front of the engine, the drive motor and the engine are arranged on the same side, and the drive motor is behind the engine.

[0009] Optionally, the transmission assembly includes a plurality of gears, portions of which are adapted to form a first power transmission path for transmitting power from the first rotating shaft to the second rotating shaft to drive the second rotating shaft to rotate.

[0010] Optionally, the plurality of gears includes a first gear, a second gear, and a third gear, wherein the first gear is connected to the second rotating shaft and their axes coincide, the first gear meshes with the second gear, the second gear meshes with the third gear, and the third gear is connected to the first rotating shaft and their axes coincide. The first gear, the second gear, and the third gear form the first power transmission path.

[0011] Optionally, the transmission assembly includes a plurality of gears, portions of which are adapted to form a second power transmission path, the second power transmission path being adapted to output power from the third rotating shaft; and / or, The transmission assembly includes a plurality of gears, a portion of which is adapted to form a third power transmission path. The third power transmission path is selectively connected to or disconnected from the power of the first rotating shaft. When the third power transmission path is connected to the power of the first rotating shaft, the third power transmission path is adapted to output the power of the first rotating shaft.

[0012] Optionally, the plurality of gears includes a fifth gear, a sixth gear, and a seventh gear, wherein the fifth gear and the sixth gear are coaxially arranged and connected, the seventh gear meshes with the fifth gear, and the seventh gear is connected to the third rotating shaft with their axes coinciding. The fifth gear, the sixth gear, and the seventh gear form the second power transmission path; and / or, The plurality of gears includes a fourth gear, a fifth gear, and a sixth gear. The fourth gear is arranged to coincide with the axis of the first rotating shaft. The fourth gear can be selectively connected to or disconnected from the first rotating shaft. The fifth gear meshes with the fourth gear and is coaxially arranged and connected with the sixth gear. The fourth gear, the fifth gear, and the sixth gear form the third power transmission path.

[0013] Optionally, it also includes a differential for connecting to two wheels of the vehicle that are spaced apart in the left and right directions; The second power delivery path and / or the third power delivery path both output power to the two wheels through the differential.

[0014] According to a second aspect of this application, a vehicle is provided, comprising: The frame forms an installation area; The hybrid power system described above is installed in the installation area.

[0015] Optionally, the mounting area includes a first mounting area and a second mounting area arranged sequentially along the front-rear direction of the vehicle, with the first mounting area located in front of the second mounting area; The hybrid power system is installed in the first installation area; The vehicle also includes a power battery installed in the second mounting area, and at least one of the generator motor and the drive motor is electrically connected to the power battery.

[0016] Optionally, it also includes a steering assembly mounted in the first mounting area and located behind the hybrid system.

[0017] Optionally, it also includes an exhaust assembly mounted in the first mounting area and located in front of the hybrid power system.

[0018] In the technical solution of this application, the first rotating shaft, the second rotating shaft, and the third rotating shaft are connected by a transmission mechanism, enabling power transmission between them. Furthermore, since the axis of the first rotating shaft is positioned horizontally to intersect with the vehicle's longitudinal direction, and the second and third rotating shafts are parallel to the first rotating shaft, the hybrid power system structure is compact along the vehicle's longitudinal direction. When the hybrid power system is located in the vehicle's front compartment, it not only avoids encroaching on the driver's cab space but also allows for a reduction in the space occupied by the hybrid power system in the front compartment, leaving more space for a larger power battery, thereby improving the vehicle's range.

[0019] Other features and advantages of this application will be described in detail in the following detailed description section. Attached Figure Description To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0020] To gain a more complete understanding of this application and its beneficial effects, the following description will be provided in conjunction with the accompanying drawings, wherein the same reference numerals in the following description denote the same parts.

[0021] Figure 1 This is a three-dimensional structural schematic diagram of the first embodiment of the hybrid power system disclosed herein; Figure 2 yes Figure 1 The diagram shows the structure of the hybrid power system. Figure 3 This is a three-dimensional structural schematic diagram of a second embodiment of the hybrid power system disclosed herein; Figure 4 This is a three-dimensional structural schematic diagram of a third embodiment of the hybrid power system disclosed herein; Figure 5 This is a three-dimensional structural schematic diagram of the fourth embodiment of the hybrid power system disclosed herein; Figure 6 yes Figure 5 The diagram shows the structure of the hybrid power system. Figure 7 This is a schematic diagram of the pure electric drive principle of the hybrid power system disclosed herein; Figure 8 This is a schematic diagram of the direct drive principle of the hybrid power system disclosed herein; Figure 9 This is a schematic diagram of the series drive principle of the hybrid power system disclosed herein; Figure 10 This is a schematic diagram of the parallel drive principle of the hybrid power system disclosed herein; Figure 11 This is a schematic diagram of the hybrid power system arranged on the vehicle frame.

[0022] Explanation of reference numerals in the attached figures: 10. Hybrid power system; 1. Engine; 11. First rotating shaft; 2. Generator motor; 21. Second rotating shaft; 3. Drive motor; 31. Third rotating shaft; 4. Transmission assembly; 41. First gear; 42. Second gear; 43. Third gear; 44. Fourth gear; 45. Fifth gear; 46. Sixth gear; 47. Seventh gear; 5. Clutch; 6. Differential; 30. Frame; 301. Mounting area; 301a. First mounting area; 301b. Second mounting area; 40. Power battery; 50. Steering assembly; 60. Exhaust assembly; 70. Wheel. Detailed Implementation

[0023] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the protection scope of this application.

[0024] This application provides a hybrid power system; please refer to [link / reference]. Figure 1 and Figure 2 , Figure 1 This is a three-dimensional structural schematic diagram of the first embodiment of the hybrid power system disclosed herein. Figure 2 yes Figure 1 The diagram shows the structure of the hybrid power system.

[0025] The hybrid power system 10 includes an engine 1, a generator motor 2, a drive motor 3, and a transmission assembly 4. The engine 1 has a first rotating shaft 11, the axis of which is arranged in a horizontal plane to intersect with the longitudinal direction of the vehicle. The generator motor 2 has a second rotating shaft 21, which is arranged parallel to the first rotating shaft 11. The drive motor 3 has a third rotating shaft 31, which is arranged parallel to the first rotating shaft 11. The transmission assembly 4 drives the first rotating shaft 11, the second rotating shaft 21, and the third rotating shaft 31.

[0026] In the technical solution of this application, the transmission connection of the first rotating shaft 11, the second rotating shaft 21, and the third rotating shaft 31 enables power transmission among them. Furthermore, since the axis of the first rotating shaft 11 is positioned horizontally to intersect with the vehicle's longitudinal direction, and the second rotating shaft 21 and the third rotating shaft 31 are parallel to the first rotating shaft 11, the hybrid power system 10 is structurally compact along the vehicle's longitudinal direction. When the hybrid power system 10 is located in the vehicle's front compartment, it not only avoids encroaching on the driver's cab space but also reduces the space occupied by the hybrid power system 10 in the front compartment, allowing for a larger power battery 40 to be placed in the remaining space, thereby improving the vehicle's range.

[0027] In some embodiments, the axial direction of the first rotating shaft 11 is perpendicular to the longitudinal direction of the vehicle. Thus, when the axial direction of the first rotating shaft 11 is perpendicular to the longitudinal direction of the vehicle, the first rotating shaft 11, the second rotating shaft 21, and the third rotating shaft 31 are all arranged along the left-right direction of the vehicle. This results in a compact structure of the engine 1, generator 2, and drive motor 3 in the longitudinal direction of the vehicle, making full use of the lateral space in the front compartment. This layout reduces the occupancy of the vehicle's longitudinal space, providing more flexibility for the arrangement of other components (such as the cooling system and intake system), while allowing for the placement of a larger-volume power battery 40 in the remaining space of the front compartment, thereby improving the vehicle's range.

[0028] The specific locations of the generator 2, engine 1, and drive motor 3 can be selected as needed. For example, refer to... Figure 1 , Figure 2 , Figure 4 , Figure 5 and Figure 6 , Figure 4 This is a three-dimensional structural schematic diagram of a third embodiment of the hybrid power system disclosed herein; Figure 5 This is a perspective structural diagram of a fourth embodiment of the hybrid power system disclosed herein; along the longitudinal direction of the vehicle, the generator motor 2 and the drive motor 3 are located on either side of the engine 1. (Refer to...) Figure 3 , Figure 3 This is a perspective structural diagram of a second embodiment of the hybrid power system disclosed herein; along the longitudinal direction of the vehicle, the generator 2 and the drive motor 3 are both located on the same side of the engine 1. (Refer to...) Figure 5 and Figure 6 Along the axial direction of the first rotating shaft 11, one of the generator motor 2 and the drive motor 3, the engine 1, is arranged on opposite sides, and the other of the generator motor 2 and the drive motor 3 is arranged on the same side as the engine 1.

[0029] Reference Figure 1In some embodiments, along the front-rear direction of the vehicle, the generator 2 is located in front of the engine 1 and the drive motor 3 is located in rear of the engine 1. This arrangement can effectively utilize the space in the front-rear direction of the vehicle compartment and reduce the size utilization in the left-right and up-down directions of the vehicle compartment.

[0030] Reference Figure 3 In some other embodiments, along the front-rear direction of the vehicle, both the generator motor 2 and the drive motor 3 are located behind the engine 1, with the generator motor 2 located above the drive motor 3. This arrangement can effectively utilize the vertical space of the vehicle's front compartment and reduce the utilization of the front-rear and left-right dimensions of the vehicle's front compartment.

[0031] Reference Figure 4 In some embodiments, along the front-rear direction of the vehicle, the generator motor 2 is located above the engine 1 and in front of the engine 1, and the drive motor 3 is located behind the engine 1. This arrangement can effectively utilize the front-rear and vertical space of the vehicle's front compartment and reduce the lateral space utilization of the vehicle's front compartment.

[0032] It should be noted that the generator 2 is located at the upper left of the engine 1. Of course, in other embodiments, the specific location of the generator 2 can be selected as needed. Specifically, this application does not limit this.

[0033] Reference Figure 5 and Figure 6 In some embodiments, along the axial direction of the first rotation shaft 11, the generator motor 2 and the engine 1 are arranged on opposite sides, with the generator motor 2 located above the drive motor 3 and in front of the engine 1. The drive motor 3 is arranged on the same side as the engine 1, and is located behind the engine 1. This arrangement can effectively utilize the space in the left-right and up-down directions of the vehicle's front compartment, reducing the overall front-rear dimensions of the vehicle's front compartment. Specifically, this application does not limit the specific location of the engine 1 and the drive motor 3.

[0034] It should be noted that the generator 2 is located at the upper left of the engine 1. Of course, in other embodiments, the specific location of the generator 2 can be selected as needed. Specifically, this application does not limit this.

[0035] In some embodiments, the transmission assembly 4 includes multiple gears, portions of which are adapted to form a first power transmission path. This first power transmission path transmits power from the first rotating shaft 11 to the second rotating shaft 21, driving the second rotating shaft 21 to rotate. Thus, by forming the first power transmission path through the transmission assembly 4 composed of multiple gears, efficient power transmission from the first rotating shaft 11 to the second rotating shaft 21 can be achieved, enabling the engine 1 to drive the generator motor 2 to rotate and generate electricity. The electricity generated by the generator motor 2 is used to charge the battery. The combination of multiple gears allows for complex power transmission functions within a limited space, making the structure of the transmission assembly 4 more compact. This compact design helps reduce the space occupied by the hybrid system 10 in the vehicle's front compartment, providing more possibilities for the arrangement of other components and optimizing the overall spatial layout of the vehicle.

[0036] In some embodiments, the plurality of gears includes a first gear 41, a second gear 42, and a third gear 43. The first gear 41 is connected to the second rotating shaft 21 and its axis coincides with the shaft. The first gear 41 meshes with the second gear 42, the second gear 42 meshes with the third gear 43, and the third gear 43 is connected to the first rotating shaft 11 and its axis coincides with the shaft. The first gear 41, the second gear 42, and the third gear 43 form a first power transmission path. Thus, the first power transmission path formed by the sequential meshing of the first gear 41, the second gear 42, and the third gear 43 reduces fluctuations and impacts during power transmission, thereby achieving stable power transmission, improving vehicle ride smoothness, reducing vibrations and noise caused by power instability, and enhancing driving comfort. The first gear 41 and the second rotating shaft 21 are aligned on the same axis, and the third gear 43 and the first rotating shaft 11 are aligned on the same axis. This layout makes the transmission assembly 4 more compact and reduces space occupation. Within the limited front compartment space of the vehicle, this compact design provides more space for the arrangement of other components, optimizing the overall spatial layout of the vehicle.

[0037] It should be noted that in the above embodiments, the first gear 41, the second gear 42, and the third gear 43 form the first power transmission path. In other embodiments, four, five, six, or even more gears may form the first power transmission path. Specifically, this application does not limit the specific number of gears forming the first power transmission path.

[0038] In some embodiments, the transmission assembly 4 includes a plurality of gears, portions of which are adapted to form a second power transmission path. This second power transmission path is adapted to output power from the third rotating shaft 31, enabling it to be driven by the drive motor 3. For example, when the battery is fully charged, the drive motor 3 can electrically drive the vehicle, converting electrical energy into vehicle power through the second power transmission path.

[0039] In some embodiments, the transmission assembly 4 includes a plurality of gears, a portion of which is adapted to form a third power transmission path. The third power transmission path can be selectively connected to or disconnected from the power of the first rotating shaft 11. When the third power transmission path is connected to the power of the first rotating shaft 11, the third power transmission path is adapted to output the power of the first rotating shaft 11 to achieve driving by the engine 1.

[0040] It should be noted that the second and third power delivery paths can be set selectively or simultaneously. When both paths are set, the third power delivery path can be selectively connected to or disconnected from the first rotating shaft 11. This allows for the integration of power from both shafts when strong power output is required, such as during rapid acceleration or overtaking. This provides stronger power support to the vehicle, significantly improving acceleration performance and power response. By selectively connecting or disconnecting the third power delivery path, the vehicle can intelligently allocate power sources based on its current energy status (such as battery charge and remaining fuel) and driving needs. For example, when the battery charge is sufficient, the vehicle prioritizes electric drive via the drive motor 3, converting electrical energy into vehicle power through the second power delivery path. When the battery charge is low, selectively connecting the third power delivery path allows for timely switching to engine drive or a hybrid drive mode of engine 1 and drive motor 3, ensuring normal vehicle operation while optimizing energy efficiency.

[0041] Furthermore, the simultaneous installation of the first, second, and third power delivery paths increases the redundancy of the hybrid power system 10. If any one of these paths fails, the vehicle can still continue to transmit power through the other paths, ensuring basic driving functionality and improving the reliability and safety of the entire powertrain system.

[0042] In some embodiments, the transmission assembly 4 further includes a clutch 5, through which the third power transmission path can be selectively connected to or disconnected from the power of the first rotating shaft 11. Thus, the presence of the clutch 5 makes the power connection between the third power transmission path and the first rotating shaft 11 no longer fixed, but flexibly selectable according to actual needs. During vehicle operation, by controlling the engagement of the clutch 5, the third power transmission path is connected to the first rotating shaft 11, enabling the engine 1 and the drive motor 3 to operate simultaneously. When the first rotating shaft 11 is not needed for driving, the third power transmission path can be disconnected from the first rotating shaft 11, allowing the drive motor 3 to drive while avoiding dragging the engine 1 during pure electric drive, thus reducing energy consumption.

[0043] The method for forming the second power output path can be selected as needed. For example, in some embodiments, the multiple gears also include a fifth gear 45, a sixth gear 46, and a seventh gear 47. The fifth gear 45 and the sixth gear 46 are coaxially arranged and connected, the seventh gear 47 meshes with the fifth gear 45, and the seventh gear 47 is connected to the third rotating shaft 31 with their axes coincident. The fifth gear 45, the sixth gear 46, and the seventh gear 47 form the second power transmission path. In this way, the power of the third rotating shaft 31 can pass through the seventh gear 47, the fifth gear 45, and the sixth gear 46 in sequence and finally be output through the sixth gear 46, making the power transmission smoother.

[0044] It should be noted that in the above embodiment, the fifth gear 45, the sixth gear 46, and the seventh gear 47 form the second power transmission path. In other embodiments, four, five, six, or even more gears may form the second power transmission path. Specifically, this application does not limit the specific number of gears forming the second power transmission path.

[0045] In some embodiments, the plurality of gears includes a fourth gear 44, a fifth gear 45, and a sixth gear 46. The fourth gear 44 is aligned with the axis of the first rotating shaft 11. The fourth gear 44 can be selectively connected to or disconnected from the first rotating shaft 11. The fifth gear 45 meshes with the fourth gear 44 and is coaxially connected to the sixth gear 46. The fourth gear 44, the fifth gear 45, and the sixth gear 46 form a third power transmission path. Thus, when the fourth gear 44 is selectively connected to the first rotating shaft 11, the power of the first rotating gear can be selectively transmitted to the fourth gear 44, and then sequentially transmitted to the fifth gear 45 and the sixth gear 46, thereby realizing the power output of the engine 1 and making the power transmission smoother. When the fourth gear 44 is selectively disconnected from the first rotating shaft 11, the engine 1 does not participate in the power output, avoiding dragging the engine 1 when the drive motor 3 is driving, and reducing the power consumption during pure electric drive.

[0046] It should be noted that when the second power transmission path and the third power transmission path are set up at the same time, the second power transmission path and the third power transmission path share the fifth gear 45 and the sixth gear 46. This simplifies the structure of the transmission component 4 while ensuring the power output of the engine 1 and the drive motor 3, making the transmission component 4 compact and reducing the space required for the installation of the hybrid power system 10.

[0047] In some embodiments, the hybrid power system 10 further includes a differential 6, which is connected to two wheels 70 spaced apart on the left and right sides of the vehicle. The second power delivery path and / or the third power delivery path both output power to the two wheels 70 through the differential 6. Thus, the differential 6, as a key component for power distribution, can receive power from the second power delivery path and / or the third power delivery path and distribute it appropriately to the left and right wheels 70. During vehicle operation, according to different driving conditions (such as straight driving, turning, etc.), the differential 6 can automatically adjust the power ratio distributed to the left and right wheels 70, enabling the vehicle to maintain good power performance and handling stability under different road conditions.

[0048] The following describes the various driving modes of the hybrid power system 10: Figure 7 This is a schematic diagram of the pure electric drive principle of the hybrid power system disclosed herein; as follows: Figure 7 The pure electric drive mode shown is as follows: clutch 5 is disengaged, engine 1 is not working, drive motor 3 drives the seventh gear 47 to rotate, the seventh gear 47 drives the fifth gear 45 to rotate, the fifth gear 45 drives the sixth gear 46 to rotate, and the sixth gear 46 transmits power to the two wheels through the differential 6 to achieve the pure electric drive mode.

[0049] Figure 8This is a schematic diagram of the direct-drive principle of the hybrid power system disclosed herein; as follows: Figure 8 In the direct drive mode shown, engine 1 operates while drive motor 3 remains inactive. Clutch 5 is engaged. Engine 1 drives fourth gear 44, which in turn drives fifth gear 45, which in turn drives sixth gear 46. Sixth gear 46 then transmits power to both wheels via differential 6. During direct drive, engine 1 drives second gear 42 via third gear 43, which in turn drives first gear 41, ultimately rotating the rotor of generator 2. This rotation drives the vehicle to move and simultaneously propels the rotor of drive motor 3, facilitating kinetic energy regeneration during braking or coasting.

[0050] Figure 9 This is a schematic diagram of the series drive principle of the hybrid power system disclosed herein; as follows: Figure 9 The series drive mode shown is as follows: when engine 1 is working, clutch 5 is disengaged, and the torque output by engine 1 is transmitted sequentially through the third gear 43, the second gear 42, and then to the first gear 41. The first gear 41 drives the generator motor 2 to rotate and generate electricity to charge the battery.

[0051] Figure 10 This is a schematic diagram of the parallel drive principle of the hybrid power system disclosed herein; as follows: Figure 10 The parallel drive mode shown is as follows: when clutch 5 is engaged, engine 1 and drive motor 3 work simultaneously. The torque of engine 1 is transmitted to the two wheels sequentially through the fourth gear 44, the fifth gear 45 and the sixth gear 46 and through the differential 6. The torque of drive motor 3 is transmitted to the two wheels sequentially through the seventh gear 47, the fifth gear 45 and the sixth gear 46 and through the differential 6, thereby driving the vehicle and effectively improving the vehicle's power performance and acceleration performance.

[0052] Reference Figure 11 , Figure 11 This is a schematic diagram of the hybrid power system arranged on the vehicle frame according to the present disclosure. Secondly, this application also provides a vehicle, including a frame 30 and the hybrid power system 10 as described above. The frame 30 has a mounting area 301, and the hybrid power system 10 is mounted in the mounting area 301. The structure of the hybrid power system 10 is as described above. Since this vehicle adopts all the technical solutions of all the above embodiments, it at least has the beneficial effects brought by the technical solutions of the above embodiments, which will not be repeated here.

[0053] In some embodiments, the mounting area 301 includes a first mounting area 301a and a second mounting area 301b arranged sequentially along the front-rear direction of the vehicle. The first mounting area 301a is located in front of the second mounting area 301b. The hybrid power system 10 is mounted in the first mounting area 301a, and the vehicle also includes a power battery 40, which is mounted in the second mounting area 301b. Thus, dividing the mounting area into the first mounting area 301a and the second mounting area 301b arranged sequentially along the front-rear direction of the vehicle, and separately mounting the hybrid power system 10 and the power battery 40, reduces safety risks. The hybrid power system 10 generates high temperatures and high pressures during operation, while the power battery 40 has high requirements for temperature and safety. Separate installation avoids mutual interference between the two, reducing the possibility of a safety accident caused by a malfunction of the hybrid power system 10 affecting the power battery 40. Installing the hybrid power system 10 and the power battery 40 in different areas reduces electromagnetic interference and mechanical vibration. Separate installation of the hybrid power system 10 and the power battery 40 facilitates fault diagnosis and repair by maintenance personnel. When a vehicle malfunctions, maintenance personnel can quickly locate the corresponding installation area based on the symptoms to inspect and repair the relevant components. This zoned installation method reduces interference and complexity during the maintenance process, improving maintenance efficiency and quality.

[0054] Furthermore, at least one of the generator motor 2 and the drive motor 3 is electrically connected to the power battery 40. This design enables the vehicle to achieve efficient energy management. The generator motor 2 can convert excess kinetic energy into electrical energy during vehicle braking or deceleration and store it in the power battery 40; the drive motor 3 can draw electrical energy from the power battery 40 to drive the vehicle as needed. Through this energy recovery and reuse mechanism, the vehicle's energy efficiency can be improved, and energy consumption and emissions can be reduced.

[0055] In some embodiments, the vehicle also includes a steering assembly 50, which is mounted in the first mounting area 301a and located behind the hybrid power system 10. This layout makes full use of the space in the first mounting area 301a, allowing for a compact arrangement of components in the vehicle's front compartment, thereby improving space utilization. During vehicle operation, the powertrain and steering systems need to work together; mounting the steering assembly 50 behind the hybrid power system 10 facilitates transmission and signal connection between the two.

[0056] In some embodiments, the vehicle further includes an exhaust assembly 60, which is mounted in the first mounting area 301a and located in front of the hybrid power system 10. This mounting of the exhaust assembly 60 in the first mounting area 301a and in front of the hybrid power system 10 makes full use of the limited space in the vehicle's front compartment. The engine 1 in the hybrid power system 10 is typically located in the first mounting area 301a, with the exhaust assembly 60 positioned in front of it. This layout makes the connection between the exhaust assembly 60 and the engine 1 more direct and convenient, reduces the length and bends of the exhaust pipe, lowers exhaust resistance, and improves exhaust efficiency. It also simplifies the installation process of the exhaust system, reducing installation difficulty and cost. The shorter exhaust path and smoother exhaust layout help the engine 1 expel exhaust gases more efficiently. The exhaust assembly 60 generates high temperatures during operation; mounting it in front of the hybrid power system 10, away from the power battery 40, reduces heat radiation to the power battery 40, ensuring the power battery 40 can function properly.

[0057] It should be noted that when the steering assembly 50 is installed in the first mounting area 301a and is located behind the hybrid power system 10, and the exhaust assembly 60 is installed in the first mounting area 301a and is located in front of the hybrid power system 10, this layout allows the steering assembly 50 and the exhaust assembly 60 to be centrally located in the first mounting area 301a. This simplifies the overall vehicle layout design, reduces the length of pipelines and connectors, and makes the engine compartment or chassis layout more compact. Furthermore, this front-to-rear arrangement effectively utilizes the longitudinal space in front of and behind the hybrid power system, saving space in the lateral direction. The exhaust assembly 60 generates a significant amount of heat during operation. Positioning it in front of the hybrid power system 10 keeps it away from the steering assembly 50, thereby reducing heat radiation and conduction from the high-temperature exhaust system to the steering assembly, helping to protect the steering system, extend its service life, and improve operational stability.

[0058] In some embodiments, the exhaust assembly 60 includes a muffler, a catalytic converter, and an exhaust pipe. The muffler has an inlet and an outlet, and the catalytic converter has an inlet and an outlet. The inlet is connected to the exhaust port of the engine 1, one end of the exhaust pipe is connected to the outlet of the catalytic converter, and the other end of the exhaust pipe is connected to the inlet. The catalytic converter inlet is directly connected to the exhaust port of the engine 1, allowing the exhaust gas from the engine 1 to enter the catalytic converter immediately. The catalytic converter promotes the chemical reaction of harmful substances in the exhaust gas (such as carbon monoxide, hydrocarbons, and nitrogen oxides) into harmless carbon dioxide, water, and nitrogen, effectively reducing the pollution of the exhaust gas to the environment and meeting increasingly stringent emission regulations. The muffler reduces noise from the exhaust gas entering through the outlet. During the flow of the exhaust gas inside the muffler, sound waves are reflected, interfered with, and absorbed in different structures of the muffler, thereby reducing the noise generated during exhaust gas emission, providing a quiet driving environment for passengers, and reducing noise pollution to the surrounding environment. The exhaust pipe smoothly guides the exhaust gas, treated by the catalytic converter, to the muffler's inlet, ensuring a relatively stable airflow as the exhaust gas enters the muffler. This allows the muffler to better perform its acoustic functions and further improves noise reduction. Simultaneously, a well-designed duct system can also reduce additional noise generated by airflow impact and eddies.

[0059] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0060] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0061] The embodiments, implementation methods, and related technical features of this application can be combined and substituted for each other without conflict.

[0062] The above are merely preferred embodiments of this application and are not intended to limit this application in any way. Any simple modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of this application without departing from the scope of the technical solution of this application shall still fall within the scope of the technical solution of this application.

Claims

1. A hybrid power system (10) used in a vehicle, characterized in that, The hybrid power system (10) includes: An engine (1) has a first rotating shaft (11) whose axial direction is arranged in a horizontal plane to intersect with the longitudinal direction of the vehicle. The generator (2) has a second rotating shaft (21) which is arranged parallel to the first rotating shaft (11); The drive motor (3) has a third rotating shaft (31) which is arranged parallel to the first rotating shaft (11); The transmission assembly (4) is a transmission connection between the first rotating shaft (11), the second rotating shaft (21) and the third rotating shaft (31).

2. The hybrid power system (10) according to claim 1, characterized in that, The axis of the first rotating shaft (11) is perpendicular to the front-rear direction of the vehicle.

3. The hybrid power system (10) according to claim 1 or 2, characterized in that, Along the longitudinal direction of the vehicle, the generator (2) and the drive motor (3) are located on either side of the engine (1); or, Along the front-rear direction of the vehicle, the generator motor (2) and the drive motor (3) are both located on the same side of the engine (1); or, Along the axial direction of the first rotating shaft (11), one of the generator motor (2) and the drive motor (3) is arranged on the opposite side of the engine (1), and the other of the generator motor (2) and the drive motor (3) is arranged on the same side of the engine (1).

4. The hybrid power system (10) according to claim 3, characterized in that, Along the longitudinal direction of the vehicle, the generator (2) is located in front of the engine (1), and the drive motor (3) is located behind the engine (1); or, Along the longitudinal direction of the vehicle, both the generator motor (2) and the drive motor (3) are located behind the engine (1), and the generator motor (2) is located above the drive motor (3); or, Along the front-rear direction of the vehicle, the generator motor (2) is located above the engine (1) and in front of the engine (1), and the drive motor (3) is located behind the engine (1); or, Along the axial direction of the first rotating shaft (11), the generator motor (2) and the engine (1) are arranged on opposite sides, the generator motor (2) is above the drive motor (3) and in front of the engine (1), the drive motor (3) and the engine (1) are arranged on the same side, and the drive motor (3) is behind the engine (1).

5. The hybrid power system (10) according to claim 1 or 2, characterized in that, The transmission assembly (4) includes a plurality of gears, portions of which are adapted to form a first power transmission path for transmitting power from the first rotating shaft (11) to the second rotating shaft (21) to drive the second rotating shaft (21) to rotate; and / or, The transmission assembly (4) includes a plurality of gears, portions of which are adapted to form a second power transmission path adapted to output power from the third rotating shaft (31); and / or, The transmission assembly (4) includes a plurality of gears, a portion of which is adapted to form a third power transmission path. The third power transmission path is selectively connected to or disconnected from the power of the first rotating shaft (11). When the third power transmission path is connected to the power of the first rotating shaft (11), the third power transmission path is adapted to output the power of the first rotating shaft (11).

6. The hybrid power system (10) according to claim 5, characterized in that, The plurality of gears includes a first gear (41), a second gear (42), and a third gear (43). The first gear (41) is connected to the second rotating shaft (21) and their axes coincide. The first gear (41) meshes with the second gear (42), and the second gear (42) meshes with the third gear (43). The third gear (43) is connected to the first rotating shaft (11) and their axes coincide. The first gear (41), the second gear (42), and the third gear (43) form the first power transmission path; and / or, The plurality of gears includes a fifth gear (45), a sixth gear (46), and a seventh gear (47). The fifth gear (45) and the sixth gear (46) are coaxially arranged and connected. The seventh gear (47) meshes with the fifth gear (45). The seventh gear (47) is connected to the third rotating shaft (31) and their axes coincide. The fifth gear (45), the sixth gear (46), and the seventh gear (47) form the second power transmission path; and / or, The plurality of gears includes a fourth gear (44), a fifth gear (45), and a sixth gear (46). The fourth gear (44) is arranged with its axis coinciding with that of the first rotating shaft (11). The fourth gear (44) can be selectively connected to or disconnected from the first rotating shaft (11). The fifth gear (45) meshes with the fourth gear (44) and is coaxially arranged with and connected to the sixth gear (46). The fourth gear (44), the fifth gear (45), and the sixth gear (46) form the third power transmission path; and / or, The hybrid power system (10) also includes a differential (6) for connecting to two wheels (70) spaced apart in the left and right directions of the vehicle. The second power delivery path and / or the third power delivery path both output power to the two wheels (70) through the differential (6).

7. A vehicle, characterized in that, include: The frame (30) has an installation area (301); The hybrid power system (10) as claimed in any one of claims 1 to 6 is installed in the mounting area (301).

8. The vehicle according to claim 7, characterized in that, The mounting area (301) includes a first mounting area (301a) and a second mounting area (301b) arranged sequentially along the front-rear direction of the vehicle, wherein the first mounting area (301a) is located in front of the second mounting area (301b); The hybrid power system (10) is installed in the first installation area (301a); The vehicle also includes a power battery (40) installed in the second mounting area (301b), and at least one of the generator motor (2) and the drive motor (3) is electrically connected to the power battery (40).

9. The vehicle according to claim 8, characterized in that, It also includes a steering assembly (50) mounted in the first mounting area (301a) and located behind the hybrid power system (10).

10. The vehicle according to claim 8 or 9, characterized in that, It also includes an exhaust assembly (60) mounted in the first mounting area (301a) and located in front of the hybrid power system (10).

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