A longitudinal front drive hybrid transmission

Abstract

The utility model discloses a front wheel drive series hybrid power gearbox of engine longitudinal arrangement, is for the vehicle of engine longitudinal arrangement and having equipped rear wheel pure electric drive system, constructs the front wheel drive series hybrid power gearbox, and it includes engine, generator, drive motor three power sources, still includes the gear clutch drive system of transmission of three power source power, and its clutch system contains three clutches, and one clutch connects input shaft and engine, and another two clutches connect high -low speed two -gear engine drive gear respectively, still contains the front drive differential of transverse arrangement and spiral bevel gear master -slave gear, realizes the front wheel drive function of longitudinal speed change gearbox, and can realize double motor pure electric drive. Meanwhile through canceling the clutch of connecting input shaft and engine, or will connect high -low speed gear two clutches of gear change to the synchronizer, can evolve into the hybrid power transmission same platform design of multiple different functions, collinear production.

Description

Technical Field

[0001] This utility model relates to the field of hybrid power transmission technology, and in particular to a longitudinally mounted front-wheel drive hybrid power transmission. Background Technology

[0002] With continuous breakthroughs and market penetration of new energy technologies, off-road SUVs have rapidly moved from a niche market to the mainstream. Industry data shows that in 2024, the total sales volume of off-road vehicles in China reached 940,000 units, a significant year-on-year increase of 70%, of which sales of new energy off-road vehicles reached 388,000 units, with a market penetration rate rapidly increasing to 41%. According to relevant forecasts, by 2030, the market size of new energy off-road vehicles in China is expected to climb to 2.42 million units. Compared with urban SUVs, new energy off-road vehicles have significant advantages in terms of overall vehicle space layout, power performance, and safety; compared with traditional fuel off-road vehicles, they can save more than 60% in energy consumption costs, demonstrating a broad market prospect.

[0003] Current mainstream new energy off-road vehicles are typically characterized by their large weight, longitudinally mounted engines, and generally employ a combination of a P4 rear-wheel-drive motor and a front-mounted power unit to achieve four-wheel drive. This configuration places extremely high demands on the wheel-end torque output of both the front and rear axles. However, in the crucial segment of longitudinally mounted front-wheel-drive hybrid transmissions, there are relatively few mature product solutions in the industry, especially longitudinally mounted hybrid transmissions capable of meeting the high torque output requirements of off-road scenarios.

[0004] Most existing hybrid transmissions are designed for transverse front-wheel-drive platforms or ordinary passenger vehicle operating conditions. Their torque capacity, structural layout, and transmission efficiency are difficult to directly adapt to the high torque requirements of longitudinally mounted off-road vehicles. Therefore, there is an urgent need for a hybrid transmission specifically designed for longitudinally mounted layouts. It needs to be able to efficiently integrate the power of the engine and dual electric motors, provide multiple gears to optimize the operating range of the engine and electric motors, and ultimately achieve a sufficiently large torque output to the front axle to meet the demanding performance requirements of new energy off-road vehicles. Utility Model Content

[0005] The technical problem this utility model aims to solve is: to address the scarcity of current longitudinal front-wheel drive hybrid transmission solutions and the insufficient torque capacity of existing products in the prior art, which fails to meet the stringent requirements of new energy off-road vehicles for high torque output and efficient transmission, this utility model provides a longitudinal front-wheel drive hybrid transmission. This transmission optimizes the structure through gear function reuse and provides two gears for the engine and generator, ensuring efficient operation and high torque output, perfectly meeting the requirements of new energy off-road vehicles for longitudinal layout and powerful performance.

[0006] The technical solution adopted by this utility model to solve its technical problem is: a longitudinally mounted front-wheel drive hybrid transmission, comprising: Three power sources: a longitudinally mounted engine with shock absorbers, a generator, and a drive motor; The gear clutch transmission system includes an input flange, an input shaft, a generator rotor shaft, an idler shaft, an engine drive intermediate shaft, a drive motor rotor shaft, a front drive output shaft, a front drive differential, and the gears and clutches thereon. The input flange is splinedly connected to the shock absorber on the engine; the input shaft is equipped with a generator and high-speed drive gear, a low-speed drive gear, and a first clutch connecting the input shaft and the input flange; The engine drive intermediate shaft is equipped with a high-speed drive driven gear, a low-speed drive driven gear, an intermediate transmission drive gear, a second clutch, and a third clutch; the high-speed drive driven gear meshes with the generator / high-speed drive drive gear; the low-speed drive driven gear meshes with the low-speed drive drive gear; the second clutch connects the low-speed drive driven gear and the engine drive intermediate shaft; the third clutch connects the high-speed drive driven gear and the engine drive intermediate shaft; the generator rotor shaft is equipped with a generator driven gear; An idler wheel is provided on the idler wheel shaft, and the idler wheel meshes with both the generator high-speed gear drive gear and the generator driven gear. An electrically driven drive gear is provided on the rotor shaft of the drive motor; The front drive output shaft is provided with an intermediate transmission driven gear and a spiral bevel gear main reduction drive gear. The intermediate transmission driven gear meshes with both the intermediate transmission drive gear and the electric drive drive gear. The front-drive differential is equipped with a spiral bevel gear for main reduction and driven gear, which meshes with the spiral bevel gear for main reduction and driven gear.

[0007] It not only defines the arrangement of key shaft systems such as the input shaft, idler shaft, and engine drive intermediate shaft, but also specifies in detail the gear configuration scheme on each shaft system and the connection method of the three clutches. This provides the most fundamental structural basis for realizing complex power transmission and distribution, ensuring the system's structural compactness and functional expandability.

[0008] Furthermore, when the first clutch is closed and both the second and third clutches are open, the engine's power drives the generator to generate electricity through the input flange, the first clutch, the input shaft, the generator / high-speed gear drive gear, the idler gear, the generator driven gear, and the generator rotor shaft, thus forming an engine-driven generator power generation system.

[0009] By precisely controlling the engagement of the first clutch and the disengagement of the other clutches, the directional transmission of engine power to the power generation system is achieved. This ensures continuous power replenishment during vehicle operation and enables power generation at idle, thus establishing a stable energy supply foundation for the entire hybrid power system.

[0010] Furthermore, the power of the drive motor drives the front wheels of the vehicle through the drive motor rotor shaft, the electric drive drive gear, the intermediate transmission driven gear, the front drive output shaft, the spiral bevel gear main reducer drive gear, the spiral bevel gear main reducer driven gear, and the front drive differential, thus forming a pure electric drive system.

[0011] The pure electric drive path is completely independent of the engine transmission system, ensuring that the vehicle can still maintain its basic driving ability in the event of engine failure, which greatly improves the reliability and applicable scenarios of the system.

[0012] Furthermore, when the first clutch and the second clutch are engaged and the third clutch is disengaged, the engine's power drives the vehicle's front wheels through the input flange, the first clutch, the input shaft, the low-speed drive drive gear, the low-speed drive driven gear, the second clutch, the engine drive intermediate shaft, the intermediate transmission drive gear, the intermediate transmission driven gear, the front drive output shaft, the spiral bevel gear main reducer drive gear, the spiral bevel gear main reducer driven gear, and the front drive differential, thus forming the engine low-speed drive system.

[0013] Furthermore, when the first and third clutches are engaged and the second clutch is disengaged, the engine's power drives the vehicle's front wheels through the input flange, the first clutch, the input shaft, the generator / high-speed drive drive gear, the high-speed drive driven gear, the third clutch, the engine drive intermediate shaft, the intermediate transmission drive gear, the intermediate transmission driven gear, the front drive output shaft, the spiral bevel gear main reduction drive gear, the spiral bevel gear main reduction driven gear, and the front drive differential, thus forming the engine high-speed drive system.

[0014] The system features two different transmission paths, low-speed and high-speed, which intelligently select the gear to ensure that the engine always operates in the optimal efficiency range. This guarantees strong torque output at low speeds and excellent fuel economy at high speeds.

[0015] Furthermore, when the second clutch is engaged and the first and third clutches are disengaged, the generator's power drives the vehicle's front wheels through the generator rotor shaft, generator driven gear, idler gear, generator / high-speed drive gear, input shaft, low-speed drive gear, low-speed drive gear, second clutch, engine drive intermediate shaft, intermediate transmission gear, intermediate transmission gear, front drive output shaft, spiral bevel gear main reduction gear, spiral bevel gear main reduction gear, and front drive differential, thus forming the generator low-speed drive system.

[0016] By designing the generator as an auxiliary power source and optimizing the transmission path, the generator can participate in vehicle driving under specific operating conditions. This not only enhances the vehicle's rapid acceleration capability but also provides stronger energy recovery efficiency during braking energy recovery, significantly improving the overall energy utilization efficiency of the vehicle.

[0017] Furthermore, when the third clutch is engaged and the first and second clutches are disengaged, the generator's power drives the vehicle's front wheels through the generator rotor shaft, generator driven gear, idler gear, generator / high-speed drive drive gear, high-speed drive driven gear, third clutch, engine drive intermediate shaft, intermediate transmission drive gear, intermediate transmission driven gear, front drive output shaft, spiral bevel gear main reduction drive gear, spiral bevel gear main reduction driven gear, and front drive differential, thus forming the generator high-speed drive system.

[0018] By intelligently coupling the dual-speed drive of the engine with the drive of the electric motor, three different hybrid drive modes are created. The output torque of the engine and the electric motor can be intelligently distributed according to the actual road conditions and driving needs, providing the vehicle with power performance and adaptability.

[0019] Furthermore, the engine low-speed drive system, the engine high-speed drive system, and the pure electric drive system of the drive motor simultaneously drive the vehicle, forming a two-speed hybrid drive system with two engine speeds and one drive motor speed.

[0020] Furthermore, the generator low-speed drive system, the generator high-speed drive system, and the drive motor pure electric drive system simultaneously drive the vehicle, forming a dual-motor pure electric drive system with two gears for the generator and one gear for the drive motor.

[0021] By organically combining the two-speed drive of the generator with the drive motor, two pure electric drive modes with different characteristics are realized, which not only meet the economic needs of daily driving, but also ensure the power needs under special working conditions, greatly expanding the application scope of pure electric drive.

[0022] Furthermore, the first clutch, the second clutch, and the third clutch are hydraulic wet clutches or electromagnetic clutches.

[0023] The specific designation of the clutch type ensures rapid and smooth mode switching under various operating conditions, while also guaranteeing the system's ability to handle high torque, laying a solid foundation for the reliable operation of the entire transmission.

[0024] Furthermore, the second and third clutches are arranged back-to-back on the engine drive intermediate shaft; Alternatively, the second and third clutches can be equivalent to a synchronizer.

[0025] Two clutch arrangement schemes are presented, providing options for vehicles with different positioning. One scheme can achieve high performance by using two clutches back to back, while the other scheme can reduce costs by using a synchronizer.

[0026] A longitudinally mounted front-wheel-drive hybrid transmission is also provided, comprising: Three power sources: a longitudinally mounted engine with shock absorbers, a generator, and a drive motor; The gear clutch transmission system includes an input shaft, a generator rotor shaft, an idler gear shaft, an engine drive intermediate shaft, a drive motor rotor shaft, a front drive output shaft, a front drive differential, and the gears and clutches thereon. The input shaft is equipped with a generator and a high-speed drive gear and a low-speed drive gear, and the input shaft is splinedly connected to the shock absorber on the engine. The engine drive intermediate shaft is equipped with a high-speed drive driven gear, a low-speed drive driven gear, an intermediate transmission drive gear, a second clutch, and a third clutch; the high-speed drive driven gear meshes with the generator / high-speed drive drive gear; the low-speed drive driven gear meshes with the low-speed drive drive gear; the second clutch connects the low-speed drive driven gear and the engine drive intermediate shaft; the third clutch connects the high-speed drive driven gear and the engine drive intermediate shaft; the generator rotor shaft is equipped with a generator driven gear; The idler shaft is equipped with an idler wheel, which meshes with both the generator and high-speed gear drive gear and the generator driven gear. An electric drive drive gear is provided on the rotor shaft of the drive motor, and an intermediate transmission driven gear and a spiral bevel gear main reduction drive gear are provided on the front drive output shaft. The intermediate transmission driven gear meshes with both the intermediate transmission drive gear and the electric drive drive gear. The front-drive differential is equipped with a spiral bevel gear for main reduction and driven gear, which meshes with the spiral bevel gear for main reduction and driven gear.

[0027] The beneficial effects of this utility model are: This utility model realizes dual-motor starting and three power sources in parallel output. In key working conditions such as starting or low-speed getting out of trouble, the drive motor and the reverse generator that can be used as a drive source can exert force at the same time. Combined with the direct drive of the engine, the three power sources are gathered to the front axle to ensure wheel end torque and meet the extreme getting out of trouble requirements of off-road vehicles and pickup trucks in environments such as unpaved roads, steep slopes, and mud. This utility model includes multiple modes such as pure electric drive, engine direct drive, vehicle power generation, series drive, and hybrid drive, and can also derive hybrid drive and dual-motor drive modes, enabling a single architecture to flexibly meet the needs of all scenarios such as urban commuting, high-speed cruising, and off-road driving, achieving a balance between power and economy. When driving in pure electric mode, the engine can be completely disconnected to avoid towing losses; when needed, the engine can smoothly engage and operate in the high-efficiency range, or drive the motor to generate electricity efficiently to charge the battery or directly drive the vehicle with electric power, ensuring efficient operation under all working conditions. The dual-gear shifting mechanism offers multiple reliable engineering implementation paths, such as back-to-back clutches or synchronizers, balancing high performance and cost control, and providing a flexible solution for mass production of vehicles with different positioning. Attached Figure Description

[0028] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0029] Figure 1 This is a structural schematic diagram of Embodiment 1 of the present invention.

[0030] Figure 2 This is a structural schematic diagram of Embodiment 2 of this utility model.

[0031] Figure 3 This is a structural schematic diagram of Embodiment 3 of this utility model.

[0032] Figure 4 This is a structural schematic diagram of Embodiment 4 of this utility model.

[0033] In the diagram: 1. Shock absorber; 2. Input flange; 3. Input shaft; 4. Generator / high-speed drive gear; 5. Low-speed drive gear; 6. Idler shaft; 7. Idler; 8. Generator driven gear; 9. Generator rotor shaft; 10. Engine drive intermediate shaft; 11. High-speed drive driven gear; 12. Low-speed drive driven gear; 13. Intermediate transmission drive gear; 14. Drive motor rotor shaft; 15. Electric drive drive gear; 16. Front drive output shaft; 17. Intermediate transmission driven gear; 18. Spiral bevel gear main reducer drive gear; 19. Front drive differential; 20. Spiral bevel gear main reducer driven gear; 100. Engine; 200. Generator; 300. Drive motor; C1. First clutch; C2. Second clutch; C3. Third clutch; G1. Synchronizer. Detailed Implementation

[0034] The present invention will now be described in further detail with reference to the accompanying drawings. These drawings are simplified schematic diagrams, illustrating only the basic structure of the present invention, and therefore only show the components relevant to the present invention.

[0035] Example 1 like Figure 1As shown, a longitudinally mounted front-wheel-drive hybrid transmission includes three power sources and a gear clutch transmission system. The three power sources include a longitudinally mounted engine 100 with a shock absorber 1, a generator 200, and a drive motor 300. The gear clutch transmission system includes an input flange 2, an input shaft 3, a generator rotor shaft 9, an idler shaft 6, an engine drive intermediate shaft 10, a drive motor rotor shaft 14, a front-wheel-drive output shaft 16, a front-wheel-drive differential 19, and gears and clutches thereon. The input flange 2 is splinedly connected to the shock absorber 1 on the engine 100; the input shaft 3 is equipped with a generator / high-speed drive drive gear 4, a low-speed drive drive gear 5, and a first clutch C1 connecting the input shaft 3 and the input flange 2; the engine drive intermediate shaft 10 is equipped with a high-speed drive driven gear 11, a low-speed drive driven gear 12, an intermediate transmission drive gear 13, a second clutch C2, and a third clutch C3; the high-speed drive driven gear 11 meshes with the generator / high-speed drive drive gear 4; the low-speed drive driven gear 12 meshes with the low-speed drive drive gear 5; the second clutch C2 connects the low-speed drive driven gear 12 and the engine drive intermediate shaft 10; the third clutch C3 connects the high-speed drive driven gear 11 and the engine drive intermediate shaft 10; the generator rotor shaft 9 is equipped with a generator driven gear 8; An idler gear 7 is provided on the idler shaft 6, and the idler gear 7 meshes with the generator and high-speed drive gear 4 and the generator driven gear 8 at the same time; an electric drive gear 15 is provided on the rotor shaft 14 of the drive motor, and an intermediate transmission driven gear 17 and a spiral bevel gear main reduction drive gear 18 are provided on the front drive output shaft 16. The intermediate transmission driven gear 17 meshes with the intermediate transmission drive gear 13 and the electric drive drive gear 15 at the same time; a spiral bevel gear main reduction driven gear 20 is provided on the front drive differential 19, and the spiral bevel gear main reduction driven gear 20 meshes with the spiral bevel gear main reduction drive gear 18.

[0036] Specifically, the first clutch C1 connects the input shaft 3 and the input flange 2, and the input flange 2 is splinedly connected to the shock absorber 1 on the engine. Opening the first clutch C1 disconnects the engine 100 from the input shaft 3, allowing the generator 200 to participate in vehicle driving when the engine is not running. The following operating modes can be achieved through the opening and closing control of the first clutch C1, the second clutch C2, and the third clutch C3: Engine-driven generator power generation mode: The first clutch C1 is closed, and the second clutch C2 and the third clutch C3 are both open. The power of the engine 100 drives the generator 200 to generate electricity through the input flange 2, the first clutch C1, the input shaft 3, the generator high-speed drive gear 4, the idler gear 7, the generator driven gear 8, and the generator rotor shaft 9.

[0037] Pure electric drive mode of drive motor: The power of drive motor 300 drives the front wheels of the vehicle through drive motor rotor shaft 14, electric drive drive gear 15, intermediate transmission driven gear 17, front drive output shaft 16, spiral bevel gear main reducer drive gear 18, spiral bevel gear main reducer driven gear 20, and front drive differential 19.

[0038] Engine low-speed drive system mode: First clutch C1 and second clutch C2 are closed, third clutch C3 is open, and the power of engine 100 drives the front wheels of the vehicle through input flange 2, first clutch C1, input shaft 3, low-speed drive drive gear 5, low-speed drive driven gear 12, second clutch C2, engine drive intermediate shaft 10, intermediate transmission drive gear 13, intermediate transmission driven gear 17, front drive output shaft 16, spiral bevel gear main reduction drive gear 18, spiral bevel gear main reduction driven gear 20, and front drive differential 19.

[0039] Engine high-speed drive mode: First clutch C1 and third clutch C3 are closed, second clutch C2 is open, and the power of engine 100 drives the front wheels of the vehicle through input flange 2, first clutch C1, input shaft 3, generator and high-speed drive drive gear 4, high-speed drive driven gear 11, third clutch C3, engine drive intermediate shaft 10, intermediate transmission drive gear 13, intermediate transmission driven gear 17, front drive output shaft 16, spiral bevel gear main reduction drive gear 18, spiral bevel gear main reduction driven gear 20, and front drive differential 19.

[0040] Generator low-speed drive mode: Second clutch C2 is closed, first clutch C1 and third clutch C3 are open, and the power of generator 200 drives the front wheels of the vehicle through generator rotor shaft 9, generator driven gear 8, idler gear 7, generator and high-speed drive drive gear 4, input shaft 3, low-speed drive drive gear 5, low-speed drive driven gear 12, second clutch C2, engine drive intermediate shaft 10, intermediate transmission drive gear 13, intermediate transmission driven gear 17, front drive output shaft 16, spiral bevel gear main reduction drive gear 18, spiral bevel gear main reduction driven gear 20, and front drive differential 19.

[0041] High-speed drive mode of the generator: The third clutch C3 is closed, the first clutch C1 and the second clutch C2 are open, and the power of the generator 200 drives the front wheels of the vehicle through the generator rotor shaft 9, generator driven gear 8, idler gear 7, generator and high-speed drive drive gear 4, high-speed drive driven gear 11, third clutch C3, engine drive intermediate shaft 10, intermediate transmission drive gear 13, intermediate transmission driven gear 17, front drive output shaft 16, spiral bevel gear main reduction drive gear 18, spiral bevel gear main reduction driven gear 20, and front drive differential 19.

[0042] Two-speed hybrid drive mode with two engine speeds and one drive motor speed: The power of the drive motor 300 drives the front wheels of the vehicle through the drive motor rotor shaft 14, electric drive drive gear 15, intermediate transmission driven gear 17, front drive output shaft 16, spiral bevel gear main reducer drive gear 18, spiral bevel gear main reducer driven gear 20, and front drive differential 19. At the same time, when the first clutch C1 and the second clutch C2 are closed and the third clutch C3 is open, the power of the engine 100 drives the front wheels of the vehicle through the input flange 2, the first clutch C1, the input shaft 3, the low-speed drive drive gear 5, the low-speed drive driven gear 12, the second clutch C2, the engine drive intermediate shaft 10, the intermediate transmission drive gear 13, the intermediate transmission driven gear 17, the front drive output shaft 16, the spiral bevel gear main reducer drive gear 18, the spiral bevel gear main reducer driven gear 20, and the front drive differential 19. Alternatively, when the first clutch C1 and the third clutch C3 are engaged and the second clutch C2 is engaged, the power from the engine 100 drives the front wheels of the vehicle through the input flange 2, the first clutch C1, the input shaft 3, the generator and high-speed drive drive gear 4, the high-speed drive driven gear 11, the third clutch C3, the engine drive intermediate shaft 10, the intermediate transmission drive gear 13, the intermediate transmission driven gear 17, the front drive output shaft 16, the spiral bevel gear main reduction drive gear 18, the spiral bevel gear main reduction driven gear 20, and the front drive differential 19.

[0043] In the dual-motor pure electric drive mode with two generator speeds and one drive motor speed: the power of the drive motor 300 drives the front wheels of the vehicle through the drive motor rotor shaft 14, electric drive drive gear 15, intermediate transmission driven gear 17, front drive output shaft 16, spiral bevel gear main reducer drive gear 18, spiral bevel gear main reducer driven gear 20, and front drive differential 19. At the same time, the second clutch C2 is closed, and the first clutch C1 and the third clutch C3 are open. The power of the generator 200 drives the front wheels of the vehicle through the generator rotor shaft 9, generator driven gear 8, idler gear 7, generator and high-speed drive drive gear 4, input shaft 3, low-speed drive drive gear 5, low-speed drive driven gear 12, second clutch C2, engine drive intermediate shaft 10, intermediate transmission drive gear 13, intermediate transmission driven gear 17, front drive output shaft 16, spiral bevel gear main reducer drive gear 18, spiral bevel gear main reducer driven gear 20, and front drive differential 19. Alternatively, the third clutch C3 may be engaged, while the first clutch C1 and the second clutch C2 may be engaged. The power from the generator 200 may then drive the front wheels of the vehicle through the generator rotor shaft 9, the generator driven gear 8, the idler gear 7, the generator and high-speed gear drive gear 4, the high-speed gear drive driven gear 11, the third clutch C3, the engine drive intermediate shaft 10, the intermediate transmission drive gear 13, the intermediate transmission driven gear 17, the front drive output shaft 16, the spiral bevel gear main reduction drive gear 18, the spiral bevel gear main reduction driven gear 20, and the front drive differential 19.

[0044] Braking energy recovery mode: In the hybrid drive mode with engine two-speed drive, when the vehicle decelerates, the engine 100 stops supplying fuel, and the drive motor 300 switches to generator mode. The generator torque of the drive motor 300 provides braking torque to the wheels through the electric drive drive gear 15, the intermediate transmission driven gear 17, the front drive output shaft 16, the spiral bevel gear main reducer drive gear 18, the spiral bevel gear main reducer driven gear 20, and the front drive differential 19. In the dual-motor pure electric drive mode with generator two-speed drive, when the vehicle decelerates, in addition to the drive motor 300 switching to generator mode to implement braking energy recovery, the generator 200 can also switch to generator mode to jointly implement braking energy recovery with the drive motor.

[0045] Reversing mode: The vehicle's reversing is generally driven by the reverse drive motor 300, with the first clutch C1, the second clutch C2, and the third clutch C3 all disengaged; under special circumstances, the second clutch C2 or the third clutch C3 can be engaged, and the generator 200 can also reverse to participate in the vehicle's reversing drive.

[0046] In generator and high-speed drive mode, the active gear 4 acts as the drive wheel for transmitting engine power to the generator 200. In engine high-speed drive mode, it acts as the drive wheel for transmitting power to the wheels. In generator drive mode, it becomes the driven wheel for transmitting power to the generator 200. This reduces the number of gears and shafts, optimizes the spatial layout, and lowers manufacturing costs and weight, forming the basis for a compact and feature-rich platform architecture.

[0047] The switching of each working mode is based on the vehicle controller's comprehensive judgment of the driver's needs, battery power, vehicle speed and road conditions. By precisely controlling the state of the three clutches, the power flow and torque distribution between the engine 100, generator 200 and drive motor 300 are managed.

[0048] In the dual-motor pure electric drive mode, the system achieves coordinated torque output from the generator 200 and the drive motor 300. The drive motor 300 directly drives the wheels through its inherent high-efficiency path, while the generator 200 transmits its torque through the engine drive intermediate shaft 10 via a selected gear, ultimately merging with the torque of the drive motor 300 on the front drive output shaft 16. This allows for a total wheel-end torque far exceeding that of a single-motor drive without starting the engine 100, while both motors can operate within their respective high-efficiency ranges, optimizing energy consumption.

[0049] Example 2 like Figure 2 As shown, the difference from Embodiment 1 is that the first clutch C1 and the input flange 2 are removed, and the input shaft 3 is directly connected to the shock absorber 1 via a spline, forming a hybrid transmission with two-speed pure electric drive without a generator. Other functions are completely the same as in Embodiment 1.

[0050] Example 3 like Figure 3 As shown, the difference from Embodiment 1 is that the second clutch C2 and the third clutch C3 are replaced with a synchronizer G1. The synchronizer G1 is connected to the high-speed drive driven gear 11 or the low-speed drive driven gear 12, which can also achieve the same working mode as Embodiment 1.

[0051] Example 4 like Figure 4 As shown, the difference from Embodiment 2 is that the second clutch C2 and the third clutch C3 are replaced with a synchronizer G1. The synchronizer G1 is connected to the high-speed drive driven gear 11 or the low-speed drive driven gear 12, which can also achieve the same working mode as Embodiment 2.

[0052] Based on the above-described preferred embodiments of this utility model, and through the foregoing description, those skilled in the art can make various changes and modifications without departing from the technical concept of this utility model. The technical scope of this utility model is not limited to the contents of the specification, but must be determined according to the scope of the claims.

Claims

1. A longitudinally mounted front-wheel-drive hybrid transmission, characterized in that, include: Three power sources: a longitudinally mounted engine (100) with a shock absorber (1), a generator (200), and a drive motor (300). The gear clutch transmission system includes an input flange (2), an input shaft (3), a generator rotor shaft (9), an idler shaft (6), an engine drive intermediate shaft (10), a drive motor rotor shaft (14), a front drive output shaft (16), a front drive differential (19), and gears and clutches thereon; The input flange (2) is splinedly connected to the shock absorber (1) on the engine (100); the input shaft (3) is provided with a generator and high-speed drive drive gear (4), a low-speed drive drive gear (5), and a first clutch (C1) connecting the input shaft (3) and the input flange (2). The engine drive intermediate shaft (10) is provided with a high-speed drive driven gear (11), a low-speed drive driven gear (12), an intermediate transmission drive gear (13), a second clutch (C2), and a third clutch (C3); the high-speed drive driven gear (11) meshes with the generator high-speed drive drive gear (4); the low-speed drive driven gear (12) meshes with the low-speed drive drive gear (5); the second clutch (C2) connects the low-speed drive driven gear (12) and the engine drive intermediate shaft (10); the third clutch (C3) connects the high-speed drive driven gear (11) and the engine drive intermediate shaft (10); the generator rotor shaft (9) is provided with a generator driven gear (8); An idler wheel (7) is provided on the idler shaft (6), and the idler wheel (7) meshes with the generator and high-speed gear drive gear (4) and the generator driven gear (8) at the same time; An electric drive gear (15) is provided on the rotor shaft (14) of the drive motor. The front drive output shaft (16) is provided with an intermediate drive driven gear (17) and a spiral bevel gear main reduction drive gear (18). The intermediate drive driven gear (17) meshes with the intermediate drive drive gear (13) and the electric drive drive gear (15) at the same time. The front drive differential (19) is provided with a spiral bevel gear main reducer driven gear (20), which meshes with the spiral bevel gear main reducer drive gear (18).

2. The longitudinally mounted front-wheel-drive hybrid transmission according to claim 1, characterized in that, When the first clutch (C1) is closed and the second clutch (C2) and the third clutch (C3) are both open, the power of the engine (100) drives the generator (200) to generate electricity through the input flange (2), the first clutch (C1), the input shaft (3), the generator and high-speed gear drive gear (4), the idler gear (7), the generator driven gear (8), and the generator rotor shaft (9), thus forming an engine-driven generator power generation system.

3. The longitudinally mounted front-wheel-drive hybrid transmission according to claim 1, characterized in that, The power of the drive motor (300) drives the front wheels of the vehicle through the drive motor rotor shaft (14), electric drive drive gear (15), intermediate transmission driven gear (17), front drive output shaft (16), spiral bevel gear main reduction drive gear (18), spiral bevel gear main reduction driven gear (20), and front drive differential (19), thus forming a pure electric drive system.

4. A longitudinally mounted front-wheel-drive hybrid transmission according to claim 1, characterized in that, When the first clutch (C1) and the second clutch (C2) are closed and the third clutch (C3) is open, the power of the engine (100) drives the front wheels of the vehicle through the input flange (2), the first clutch (C1), the input shaft (3), the low-speed drive drive gear (5), the low-speed drive driven gear (12), the second clutch (C2), the engine drive intermediate shaft (10), the intermediate transmission drive gear (13), the intermediate transmission driven gear (17), the front drive output shaft (16), the spiral bevel gear main reduction drive gear (18), the spiral bevel gear main reduction driven gear (20), and the front drive differential (19), thus forming the engine low-speed drive system.

5. A longitudinally mounted front-wheel-drive hybrid transmission according to claim 1, characterized in that, When the first clutch (C1) and the third clutch (C3) are closed and the second clutch (C2) is open, the power of the engine (100) drives the front wheels of the vehicle through the input flange (2), the first clutch (C1), the input shaft (3), the generator and high-speed drive drive gear (4), the high-speed drive driven gear (11), the third clutch (C3), the engine drive intermediate shaft (10), the intermediate transmission drive gear (13), the intermediate transmission driven gear (17), the front drive output shaft (16), the spiral bevel gear main reduction drive gear (18), the spiral bevel gear main reduction driven gear (20), and the front drive differential (19), thus forming the engine high-speed drive system.

6. A longitudinally mounted front-wheel-drive hybrid transmission according to claim 1, characterized in that, When the second clutch (C2) is closed and the first clutch (C1) and the third clutch (C3) are open, the power of the generator (200) drives the front wheels of the vehicle through the generator rotor shaft (9), generator driven gear (8), idler gear (7), generator and high-speed drive drive gear (4), input shaft (3), low-speed drive drive gear (5), low-speed drive driven gear (12), second clutch (C2), engine drive intermediate shaft (10), intermediate transmission drive gear (13), intermediate transmission driven gear (17), front drive output shaft (16), spiral bevel gear main reduction drive gear (18), spiral bevel gear main reduction driven gear (20), and front drive differential (19), thus forming the generator low-speed drive system.

7. A longitudinally mounted front-wheel-drive hybrid transmission according to claim 1, characterized in that, When the third clutch (C3) is closed and the first clutch (C1) and the second clutch (C2) are open, the power of the generator (200) drives the front wheels of the vehicle through the generator rotor shaft (9), generator driven gear (8), idler gear (7), generator and high-speed gear drive gear (4), high-speed gear drive driven gear (11), third clutch (C3), engine drive intermediate shaft (10), intermediate transmission drive gear (13), intermediate transmission driven gear (17), front drive output shaft (16), spiral bevel gear main reduction drive gear (18), spiral bevel gear main reduction driven gear (20), and front drive differential (19), thus forming the generator high-speed gear drive system.

8. A longitudinally mounted front-wheel-drive hybrid transmission according to claim 3, 4, or 5, characterized in that, The engine low-speed drive system, the engine high-speed drive system, and the pure electric drive system of the drive motor simultaneously drive the vehicle, forming a two-speed hybrid drive system with two engine speeds and one drive motor speed.

9. A longitudinally mounted front-wheel-drive hybrid transmission according to claim 3, 6, or 7, characterized in that, The generator low-speed drive system, the generator high-speed drive system, and the drive motor pure electric drive system simultaneously drive the vehicle, forming a dual-motor pure electric drive system with two gears for the generator and one gear for the drive motor.

10. A longitudinally mounted front-wheel-drive hybrid transmission according to claim 1, characterized in that, The first clutch (C1), the second clutch (C2), and the third clutch (C3) are hydraulic wet clutches or electromagnetic clutches.

11. A longitudinally mounted front-wheel-drive hybrid transmission according to claim 1, characterized in that, The second clutch (C2) and the third clutch (C3) are arranged back-to-back on the engine drive intermediate shaft (10); Alternatively, the second clutch (C2) and the third clutch (C3) are equivalent to a synchronizer (G1).

12. A longitudinally mounted front-wheel-drive hybrid transmission, characterized in that, include: Three power sources: a longitudinally mounted engine (100) with a shock absorber (1), a generator (200), and a drive motor (300). The gear clutch transmission system includes an input shaft (3), a generator rotor shaft (9), an idler shaft (6), an engine drive intermediate shaft (10), a drive motor rotor shaft (14), a front drive output shaft (16), a front drive differential (19), and gears and clutches thereon; The input shaft (3) is provided with a generator and a high-speed drive gear (4) and a low-speed drive gear (5), and the input shaft (3) is splinedly connected to the shock absorber (1) on the engine (100). The engine drive intermediate shaft (10) is provided with a high-speed drive driven gear (11), a low-speed drive driven gear (12), an intermediate transmission drive gear (13), a second clutch (C2), and a third clutch (C3); the high-speed drive driven gear (11) meshes with the generator high-speed drive drive gear (4); the low-speed drive driven gear (12) meshes with the low-speed drive drive gear (5); the second clutch (C2) connects the low-speed drive driven gear (12) and the engine drive intermediate shaft (10); the third clutch (C3) connects the high-speed drive driven gear (11) and the engine drive intermediate shaft (10); the generator rotor shaft (9) is provided with a generator driven gear (8); An idler wheel (7) is provided on the idler shaft (6), and the idler wheel (7) meshes with the generator and high-speed gear drive gear (4) and the generator driven gear (8) at the same time; An electric drive drive gear (15) is provided on the rotor shaft (14) of the drive motor, and an intermediate transmission driven gear (17) and a spiral bevel gear main reduction drive gear (18) are provided on the front drive output shaft (16). The intermediate transmission driven gear (17) meshes with the intermediate transmission drive gear (13) and the electric drive drive gear (15) at the same time. The front drive differential (19) is provided with a spiral bevel gear main reducer driven gear (20), which meshes with the spiral bevel gear main reducer drive gear (18).

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