Hybrid drive system of vehicle, and vehicle

Abstract

A hybrid drive system (1000) of a vehicle, comprising: an electric powertrain (200) used for driving one of a front axle and a rear axle of the vehicle; and a hybrid powertrain (100) used for driving the other one of the front axle and the rear axle of the vehicle. The hybrid powertrain (100) and the electric powertrain (200) are configured to: control the hybrid powertrain (100) to drive the vehicle, and / or control the electric powertrain (200) to drive the vehicle on the basis of a target gear, the term "target gear" comprising a first gear and a second gear. The hybrid drive system (1000) can achieve multi-mode four-wheel driving, improving driving efficiency. Also provided is a vehicle provided with the hybrid drive system (1000).

Description

Hybrid drive system for vehicle and vehicle

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application is based on the Chinese patent application with application number 202311036706.9 and application date August 16, 2023, and claims the priority of the above-mentioned Chinese patent application. The entire content of the above-mentioned Chinese patent application is hereby introduced into this application as a reference. Technical Field

[0003] The present application relates to the field of vehicles, and in particular to a hybrid drive system of a vehicle and a vehicle having the hybrid drive system. Background Art

[0004] In the related art, the existing vehicle's drive system has few working modes and low working efficiency. After the drive system is installed on the vehicle, the drive system cannot adjust the working mode of the drive system according to the driving conditions. The drive system has poor power performance and off-road performance, resulting in poor escape ability of the vehicle and increased fuel consumption of the vehicle.

[0005] Summary of the Invention

[0006] The present application aims to solve one of the technical problems in the related art at least to a certain extent.

[0007] To this end, one purpose of the present application is to propose a hybrid drive system for a vehicle, which can improve the working efficiency of the hybrid drive system, reduce the energy consumption of the hybrid drive system, and improve the vehicle's ability to escape from difficulties and climb grades.

[0008] Another object of the present application is to provide a vehicle.

[0009] A hybrid drive system for a vehicle according to the present application includes:

[0010] an electric drive power assembly for driving one of the front axle and the rear axle of the vehicle, the electric drive power assembly having at least a first gear and a second gear;

[0011] a hybrid powertrain for driving the other of the vehicle's front and rear axles;

[0012] The hybrid powertrain and the electric drive powertrain are configured to: control the hybrid powertrain to drive the vehicle, and / or control the electric drive powertrain to drive the vehicle according to a target gear, wherein the target gear includes the first gear and the second gear.

[0013] According to the hybrid drive system of the vehicle of the present application, through the cooperation of the electric drive powertrain and the hybrid powertrain, it is possible to reasonably select at least one of the hybrid powertrain and the electric drive powertrain to drive the vehicle according to the driving conditions and the driver's needs, and select the working mode that best matches the vehicle. This can improve the working efficiency of the hybrid drive system and reduce the energy consumption of the hybrid drive system. The vehicle can meet the power requirements of the vehicle when driving on different road conditions, and improve the vehicle's escape ability and climbing ability.

[0014] The vehicle according to the present application includes the above-mentioned vehicle drive system.

[0015] According to the vehicle of the present application, by installing the hybrid drive system of the present application on the vehicle, the operating mode of the hybrid drive system can be reasonably selected according to the driving conditions and the driver's needs, and the best matching operating mode can be selected, which can improve the working efficiency of the hybrid drive system and reduce the energy consumption of the hybrid drive system. It can improve the power performance of the hybrid drive system, improve the off-road performance of the vehicle, and improve the vehicle's escape ability and climbing ability.

[0016] Additional aspects and advantages of the present application will be given in part in the description below, and in part will become obvious from the description below, or will be learned through practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] FIG1 is a schematic diagram of a hybrid drive system installed on a vehicle according to a first embodiment of the present application;

[0018] FIG2 is a schematic diagram of a hybrid drive system installed on a vehicle according to a second embodiment of the present application;

[0019] FIG3 is a schematic diagram of a hybrid powertrain of a hybrid drive system according to a third embodiment of the present application;

[0020] FIG4 is a schematic diagram of a hybrid powertrain of a hybrid drive system according to a fourth embodiment of the present application;

[0021] FIG5 is a schematic diagram of a hybrid drive system installed on a vehicle according to an embodiment of the present application. DETAILED DESCRIPTION

[0022] The following describes in detail embodiments of the present application. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present application and are not to be construed as limiting the present application.

[0023] A hybrid drive system 1000 for a vehicle according to an embodiment of the present application will be described below with reference to FIG. 1 to FIG. 5 . The hybrid drive system 1000 provides power for driving the vehicle.

[0024] As shown in Figures 1 to 4, the hybrid drive system 1000 according to an embodiment of the present application includes: an electric drive powertrain 200 and a hybrid powertrain 100. The electric drive powertrain 200 is used to drive one of the front axle and the rear axle of the vehicle, and the electric drive powertrain 200 has at least a first gear and a second gear. The hybrid powertrain 100 is used to drive the other of the front axle and the rear axle of the vehicle. Among them, the electric drive powertrain 200 can be connected to one of the front drive axle (i.e., the front axle) and the rear drive axle (i.e., the rear axle) of the vehicle in a transmission connection, and the hybrid powertrain 100 can be connected to the other of the front drive axle and the rear drive axle in a transmission connection. This application is explained by taking the electric drive powertrain 200 as an example of being connected to the rear drive axle and the hybrid powertrain 100 as an example of being connected to the front drive axle. The electric drive powertrain 200 can drive the rear wheels of the vehicle, and the hybrid powertrain 100 can drive the front wheels of the vehicle.

[0025] The hybrid powertrain 100 and the electric powertrain 200 are configured to: control the hybrid powertrain 100 to drive the vehicle, and / or control the electric powertrain 200 to drive the vehicle according to a target gear, wherein the target gear includes a first gear and a second gear. It should be noted that the hybrid powertrain 100 can be controlled to drive the vehicle alone, the electric powertrain 200 can be controlled to drive the vehicle according to the target gear, or the hybrid powertrain 100 and the electric powertrain 200 can be controlled to drive the vehicle simultaneously.

[0026] Specifically, when the vehicle is traveling, the user can choose to control the hybrid powertrain 100 or the electric powertrain 200 to drive the vehicle, or to control both the hybrid powertrain 100 and the electric powertrain 200 to drive the vehicle, according to the driving road conditions and the driver's needs, so that the hybrid drive system 1000 is in an operating mode that matches the driving road conditions. Selecting the operating mode that best matches the vehicle can improve the operating efficiency of the hybrid drive system 1000 and reduce the energy consumption of the hybrid drive system 1000. This can meet the vehicle's power requirements when traveling on different road conditions, improve the power performance of the hybrid drive system 1000, enhance the vehicle's escape and climbing capabilities, and enable the operating mode of the hybrid drive system 1000 to meet the driver's needs.

[0027] Furthermore, a control screen may be installed in the vehicle, and the user may control the hybrid powertrain 100 to drive the vehicle through the control screen, or the user may control the electric drive powertrain 200 to drive the vehicle through the control screen, or the user may control the hybrid powertrain 100 and the electric drive powertrain 200 to drive the vehicle at the same time through the control screen, thereby enhancing the technological sense of the vehicle.

[0028] Therefore, through the coordinated operation of the electric drive powertrain 200 and the hybrid powertrain 100, at least one of the hybrid powertrain 100 and the electric drive powertrain 200 can be reasonably selected to drive the vehicle according to the driving conditions and the driver's needs, and the operating mode that best matches the vehicle can be selected. This can improve the operating efficiency of the hybrid drive system 1000 and reduce the energy consumption of the hybrid drive system 1000. The vehicle's power requirements can be met when driving on different road conditions, thereby improving the vehicle's ability to escape from difficulties and climb grades.

[0029] In some embodiments of the present application, the electric drive powertrain 200 and the hybrid powertrain 100 are configured to: obtain first mode selection information, enter a first power drive mode corresponding to the first mode selection information, and the first power drive mode includes: a first driving mode, a second driving mode, and a third driving mode.

[0030] When the vehicle is traveling on a highway, the first driving mode may be selected to enable the hybrid drive system 1000 to operate in the first driving mode, thereby improving the operating efficiency of the hybrid drive system 1000 and reducing the energy consumption of the hybrid drive system 1000 .

[0031] When the vehicle is traveling on sand, ice and snow, cement roads, mountain rocks, gullies, or hills, the second driving mode can be selected to enable the hybrid drive system 1000 to operate in the second driving mode, thereby improving the power performance of the hybrid drive system 1000, improving the off-road performance of the vehicle, and improving the vehicle's ability to escape from difficulties and climbing ability.

[0032] When the vehicle's wheels are in a deep sand pit, a deep mud pit, slipping, going up a large step, or stuck in a ravine, the third driving mode can be selected to enable the hybrid drive system 1000 to operate in the third driving mode. This can improve the power performance of the hybrid drive system 1000, improve the vehicle's off-road performance, and improve the vehicle's ability to escape from difficulties and climbing ability.

[0033] Specifically, a user can select first mode selection information via the control screen. After selecting the first mode selection information, the control screen interface displays the first, second, and third driving modes corresponding to the first mode selection information. The user can select any of the first, second, and third driving modes based on driving conditions and driver needs, enabling the hybrid drive system 1000 to meet the vehicle's operational requirements. For example, when the vehicle is traveling on a highway, the user can select the first driving mode to enable the hybrid drive system 1000 to operate in the first driving mode, thereby improving the operating efficiency of the hybrid drive system 1000 and reducing its energy consumption. When the vehicle is traveling on sand, ice, snow, cement roads, mountainous rocky terrain, ravines, or hilly terrain, the user can select the second driving mode to enable the hybrid drive system 1000 to operate in the second driving mode, thereby improving the hybrid drive system's 1000 power performance, enhancing the vehicle's off-road performance, and improving its ability to escape from obstacles and climb hills. When the vehicle's wheels are in a deep sand pit, a deep mud pit, slipping, going up a large step, or stuck in a ravine, the third driving mode can be selected to enable the hybrid drive system 1000 to operate in the third driving mode. This can improve the power performance of the hybrid drive system 1000, improve the vehicle's off-road performance, and improve the vehicle's ability to escape from difficulties and climbing ability.

[0034] It should be noted that after the hybrid drive system 1000 of the present application is installed on a vehicle, it can make the vehicle economical, dynamic, and off-road capable at the same time.

[0035] Therefore, since the first power drive mode includes the first driving mode, the second driving mode and the third driving mode, the working mode of the hybrid drive system 1000 can be reasonably selected according to the driving conditions and the driver's needs, and the best matching working mode can be selected to meet the vehicle needs of different vehicle users. The working efficiency of the hybrid drive system 1000 can be improved, and the energy consumption of the hybrid drive system 1000 can be reduced. The power performance of the hybrid drive system 1000 can be improved, the off-road performance of the vehicle can be improved, and the vehicle's escape ability and climbing ability can be improved.

[0036] In some embodiments of the present application, when entering the first driving mode, the electric drive powertrain 200 and the hybrid powertrain 100 are configured to: obtain second mode selection information, enter a second power drive mode corresponding to the second mode selection information, and the second power drive mode includes: sports mode, economy mode and comfort mode.

[0037] The user selects first mode selection information via the control screen. After selecting the first mode selection information, the control screen interface enters the first driving mode, the second driving mode, and the third driving mode corresponding to the first mode selection information. When the user selects the first driving mode on the control screen interface, the user obtains second mode selection information and enters the second power drive mode corresponding to the second mode selection information. The control screen interface enters the sport mode, economy mode, and comfort mode corresponding to the second mode selection information. The user can select any of the sport mode, economy mode, and comfort mode based on driving conditions and driver needs, so that the hybrid drive system 1000 meets the vehicle's operating requirements. This configuration enables the selection of the optimal operating mode to meet the needs of different vehicle users, further improving the operating efficiency of the hybrid drive system 1000 and further reducing the energy consumption of the hybrid drive system 1000.

[0038] In some embodiments of the present application, the first mode selection information is obtained on the first interface of the vehicle terminal, and the second mode selection information is obtained on the second interface of the vehicle terminal. The vehicle terminal may be the control screen in the above embodiment, the first mode selection information is located on the first interface of the vehicle terminal, and the second mode selection information is located on the second interface of the vehicle terminal. The user can select the first mode selection information on the first interface of the vehicle terminal. When entering the first driving mode, the vehicle terminal switches to the second interface, and the user can select the second mode selection information on the second interface of the vehicle terminal, and then the hybrid drive system 1000 enters the second power drive mode corresponding to the second mode selection information. Such a setting can achieve the effect of obtaining the first mode selection information and the second mode selection information on different interfaces, which can enhance the technological sense of the vehicle.

[0039] In some embodiments of the present application, when entering the comfort mode, the operating states of the electric drive powertrain 200 and the hybrid powertrain 100 are controlled based on the acquired vehicle speed information and required torque information. Specifically, the vehicle's control unit can be in communication with a vehicle speed sensor, and the control unit can store required torque information. The vehicle speed sensor can transmit the detected vehicle speed information to the control unit so that the control unit can obtain the vehicle speed information. When entering the comfort mode, the control unit controls the operating states of the electric drive powertrain 200 and the hybrid powertrain 100 based on the acquired vehicle speed information and required torque information, so that the electric drive powertrain 200 and the hybrid powertrain 100 reach the best matching operating mode, thereby making the electric drive powertrain 200 and the hybrid powertrain 100 meet the usage requirements, thereby making the vehicle ride more comfortable and improving the user's riding experience.

[0040] In some embodiments of the present application, as shown in Figures 1 and 2, the electric drive power assembly 200 may include: a first drive motor 210, a first gear pair 222, a second gear pair 221, and a first output shaft 241. The first gear pair 222 is in transmission connection with the first drive motor 210, the second gear pair 221 is in transmission connection with the first drive motor 210, and the first output shaft 241 is selectively in transmission connection with the first gear pair 222 and the second gear pair 221. When the first output shaft 241 is in transmission connection with the first gear pair 222, the electric drive power assembly 200 is in a first gear position, and when the first output shaft 241 is in transmission connection with the second gear pair 221, the electric drive power assembly 200 is in a second gear position.

[0041] When the first output shaft 241 is transmitting with the first gear pair 222, the first output shaft 241 is disconnected from the second gear pair 221. When the first output shaft 241 is transmitting with the second gear pair 221, the first output shaft 241 is disconnected from the first gear pair 222. Furthermore, the speed ratio of the first gear pair 222 is smaller than that of the second gear pair 221, i.e., the speed ratio of the first gear is smaller than that of the second gear. A first output gear 242 may be provided on the first output shaft 241. The first output gear 242 is adapted to be in transmission connection with the power input gear of the rear drive axle. Rotation of the first output shaft 241 drives the first output gear 242 to rotate, thereby driving the rear wheels. When the first output shaft 241 is in transmission connection with the first gear pair 222, the electric drive power assembly 200 is in the first gear. When the first output shaft 241 is in transmission connection with the second gear pair 221, the electric drive power assembly 200 is in the second gear. Such a configuration enables the electric drive power assembly 200 to have multiple working gears. The working gear of the electric drive power assembly 200 can be reasonably selected according to the obtained vehicle speed information, required torque information, driving conditions and driver needs, so that the gear electric drive power assembly 200 meets the driving needs of the vehicle.

[0042] It should be noted that when the first output shaft 241 is disconnected from both the first gear pair 222 and the second gear pair 221 , the electric drive force assembly 200 is in neutral, and the electric drive force assembly 200 does not transmit torque to the rear drive axle.

[0043] In some embodiments of the present application, as shown in Figures 1 and 2, the electric drive power assembly 200 further includes: a first transmission shaft 231, a first gear pair 222 that may include a first transmission gear 222a and a second transmission gear 222b, the first transmission gear 222a and the second transmission gear 222b being meshed, the first transmission gear 222a being fixed to the first transmission shaft 231, a first gear 212 being fixed to the third motor shaft 211 of the first drive motor 210, the first transmission shaft 231 being fixed to a second gear 232, the second gear 232 being meshed with the first gear 212. The second gear pair 221 may include a third transmission gear 221a and a fourth transmission gear 221b, the third transmission gear 221a and the fourth transmission gear 221b being meshed, the third transmission gear 221a being fixed to the first transmission shaft 231.

[0044] Further, as shown in Figures 1 and 2, the electric drive power assembly 200 may further include: a first engagement device 250, the first engagement device 250 may be a synchronizer, the first output shaft 241 is provided through the second transmission gear 222b and the fourth transmission gear 221b, and the first output shaft 241 has a first connecting portion 251, the first connecting portion 251 is located between the second transmission gear 222b and the fourth transmission gear 221b, the fourth transmission gear 221b has a second connecting portion 252, and the second transmission gear 222b has a third connecting portion 253, which is moved by the second engagement device 150 to The first connecting portion 251 is selectively connected to the second connecting portion 252 and the third connecting portion 253, so that the first output shaft 241 can be selectively connected to the first gear pair 222 and the second gear pair 221 in a transmission manner. Alternatively, the first output shaft 241 can be not connected to either the first gear pair 222 or the second gear pair 221 in a transmission manner. At this time, the electric drive force assembly 200 is in neutral, thereby achieving the effect of controlling the working gear of the electric drive force assembly 200 through the first engagement device 250, and the electric drive force assembly 200 can be controlled to switch between the first gear, the second gear, and the neutral gear.

[0045] In some embodiments of the present application, the speed ratio range of the first gear is A, which satisfies the relationship: 9≤A≤15. This can also be understood as the speed ratio range of the first gear pair 222 being A, which satisfies the relationship: 9≤A≤15. When the electric drive power assembly 200 operates in the first gear, by setting the speed ratio range of the first gear to 9-15, the electric drive power assembly 200 can be optimally matched to the vehicle operation.

[0046] In some embodiments of the present application, the speed ratio range of the second gear is B, satisfying the relationship: 18 ≤ B ≤ 25. Alternatively, the speed ratio range of the second gear pair 221 is B, satisfying the relationship: 18 ≤ B ≤ 25. When the electric drive powertrain 200 operates in the second gear, setting the speed ratio range of the second gear to 18-25 allows the electric drive powertrain 200 to optimally match the vehicle's operation.

[0047] In some embodiments of the present application, when the first output shaft 241 is disconnected from both the first gear pair 222 and the second gear pair 221, the electric drive power assembly 200 is in the third gear (i.e., neutral in the above-described embodiment). When the comfort mode is entered, the electric drive power assembly 200 automatically switches between the first gear and the third gear. When the comfort mode is entered, the electric drive power assembly 200 automatically switches between the first gear and the third gear, selecting the optimal operating mode. This allows the electric drive power assembly 200 to meet the vehicle's driving requirements, further improving the operating efficiency of the hybrid drive system 1000, reducing the energy consumption of the hybrid drive system 1000, and further improving the power performance of the hybrid drive system 1000.

[0048] In some embodiments of the present application, when entering comfort mode, the first, second, and third gears of the electric drive power assembly 200 can be manually switched. That is, when entering comfort mode, the user can manually switch the electric drive power assembly 200 to one of the first, second, and third gears. Furthermore, when entering comfort mode, the user can control the electric drive power assembly 200 to switch to one of the first, second, and third gears through the interface of the vehicle terminal, thereby enabling the electric drive power assembly 200 to meet the needs of different vehicle users and further enhance vehicle comfort.

[0049] In some embodiments of the present application, when entering the economy mode, the hybrid powertrain 100 is controlled to be in operation, and the electric drive powertrain 200 is controlled to be in the third gear. Specifically, when entering the economy mode, the vehicle's control unit can control the hybrid powertrain 100 to operate, and the control unit can control the electric drive powertrain 200 to be in the third gear via the first engagement device 250, thereby enabling the electric drive powertrain 200 to meet the needs of different vehicle users and further improving the economic efficiency of the hybrid drive system 1000 and the vehicle.

[0050] In some embodiments of the present application, when entering the economy mode, the electric drive powertrain 200 can be manually controlled to shift to the first gear or the second gear. Specifically, when entering the economy mode, the user can control the electric drive powertrain 200 to shift to the first gear or the second gear through the interface of the vehicle terminal, thereby enabling the electric drive powertrain 200 to meet the needs of different vehicle users and further improving the economic efficiency of the hybrid drive system 1000 and the vehicle.

[0051] In some embodiments of the present application, when entering sport mode, the hybrid powertrain 100 is controlled to be in operation, and the electric drive powertrain 200 is controlled to be in first gear. When entering sport mode, the vehicle's control unit can control the hybrid powertrain 100 to operate, and the user can control the electric drive powertrain 200 to switch to first gear through the interface of the vehicle terminal, thereby enabling the electric drive powertrain 200 to meet the needs of different vehicle users and ensuring the power of the electric drive powertrain 200.

[0052] In some embodiments of the present application, when entering the third driving mode, the hybrid powertrain 100 is controlled to operate, and the electric drive powertrain 200 is controlled to be in the second gear. Specifically, when entering the third driving mode, the vehicle's control unit can control the hybrid powertrain 100 to operate, and the user can control the electric drive powertrain 200 to switch to the second gear through the interface of the vehicle terminal, so that the electric drive powertrain 200 operates in a high-speed gear ratio. The electric drive powertrain 200 has sufficient output power, which can improve the power performance of the hybrid drive system 1000, further enhance the vehicle's off-road performance, and further enhance the vehicle's ability to escape from difficulties and climb.

[0053] In some embodiments of the present application, when entering the third driving mode, the electric drive powertrain 200 can be manually controlled to shift to the first gear. Specifically, when entering the third driving mode, the user can control the electric drive powertrain 200 to shift to the first gear through the interface of the vehicle terminal, thereby ensuring that the electric drive powertrain 200 outputs power, thereby enabling the electric drive powertrain 200 to meet the driving needs of different vehicle users.

[0054] In some embodiments of the present application, when entering the second driving mode, the hybrid powertrain 100 is controlled to operate, and the electric drive powertrain 200 is controlled to be in the first gear. Specifically, when entering the second driving mode, the vehicle's control unit can control the hybrid powertrain 100 to operate, and the control unit can control the electric drive powertrain 200 to switch to the first gear. This configuration can improve the vehicle's off-road performance, as well as its ability to escape from obstacles and climb hills.

[0055] In some embodiments of the present application, when entering the second driving mode, the electric drive power assembly 200 can be manually controlled to shift to the second gear. Specifically, when entering the second driving mode, after the electric drive power assembly 200 shifts to the first gear, the user can control the electric drive power assembly 200 to shift to the second gear through the interface of the vehicle terminal. This configuration can further improve the power performance of the hybrid drive system 1000, further enhance the off-road performance of the vehicle, and further enhance the vehicle's ability to escape and climb, thereby enabling the electric drive power assembly 200 to meet the needs of different vehicle users.

[0056] In some embodiments of the present application, as shown in Figures 1-4, a hybrid powertrain 100 may include an engine 110, a generator 120, a second output shaft 141, and a second drive motor 130. The generator 120 is in transmission connection with the engine 110 and is adapted to be connected to a vehicle's power battery 300. The second output shaft 141 is selectively transmission-connected to the engine 110, and the second drive motor 130 is transmission-connected to the second output shaft 141. The generator 120 is connected to the power battery 300. When the generator 120 is operating, the electricity generated by the generator 120 can be stored in the power battery 300, thereby charging the power battery 300. When the second output shaft 141 is transmission-connected to the engine 110, the power of the engine 110 can be transmitted to the second output shaft 141, which can drive the front wheels of the vehicle. When the second output shaft 141 is disconnected from the engine 110, the power of the engine 110 cannot be transmitted to the second output shaft 141. The second drive motor 130 is in transmission connection with the second output shaft 141 . When the second drive motor 130 is working, the power of the second drive motor 130 can be transmitted to the front wheels through the second output shaft 141 to drive the front wheels of the vehicle to rotate.

[0057] As shown in FIG1 , a hybrid powertrain 100 according to a first embodiment of the present application may include an engine 110, a generator 120, a second output shaft 141, and a second drive motor 130. A second output gear 144 may be provided on the second output shaft 141. The second output gear 144 is adapted to be drivingly coupled to a power input gear of a front drive axle. Rotation of the second output shaft 141 drives the second output gear 144 to rotate, thereby driving the front wheels.

[0058] The hybrid powertrain 100 may further include a second engagement device 150, through which the engine 110 can be selectively connected in driving relation to the second output shaft 141. The second engagement device 150 may include a first engagement portion and a second engagement portion that are selectively engaged. The first engagement portion is connected in driving relation to the engine output shaft 111 of the engine 110, and the second engagement portion is connected in driving relation to the second output shaft 141. Furthermore, the first engagement portion is connected to a first connecting shaft 161, which is fixedly provided with a third gear 162. The second engagement portion is connected to a second connecting shaft 164, which is fixedly provided with a fourth gear 163. The engine output shaft 111 of the engine 110 has a fifth gear 112, and the second output shaft 141 has a sixth gear 142. The third gear 162 meshes with the fifth gear 112, and the fourth gear 163 meshes with the sixth gear 142.

[0059] The second output shaft 141 also has a seventh gear 143. The second motor shaft 131 of the second drive motor 130 has an eighth gear 132. The seventh gear 143 and the eighth gear 132 mesh together. Through the meshing of the seventh gear 143 and the eighth gear 132, when the second drive motor 130 is in operation, the power of the second drive motor 130 can be transmitted to the second output shaft 141, thereby achieving the effect of the second drive motor 130 driving the vehicle. The first motor shaft 121 of the generator 120 has a ninth gear 122, which meshes with the fifth gear 112. Through the meshing of the ninth gear 122 and the fifth gear 112, when the engine 110 is in operation, the engine 110 can drive the generator 120 to generate electricity.

[0060] As shown in FIG2 , a hybrid powertrain 100 according to a second embodiment of the present application may include an engine 110, a generator 120, a second output shaft 141, and a second drive motor 130. A second output gear 144 may be provided on the second output shaft 141. The second output gear 144 is adapted to be in driving connection with the power input gear of the front drive axle. Rotation of the second output shaft 141 drives the second output gear 144 to rotate, thereby driving the front wheels.

[0061] The hybrid powertrain 100 may further include a second engagement device 150, which selectively connects the engine 110 to the second output shaft 141. The second engagement device 150 may include a first engagement portion and a second engagement portion. The first engagement portion is fixed to the engine output shaft 111 of the engine 110, and the second engagement portion is connected to a fourth gear 163. The second output shaft 141 has a sixth gear 142, which meshes with the fourth gear 163. The second motor shaft 131 of the second drive motor 130 has an eighth gear 132, which meshes with the fourth gear 163. When the second drive motor 130 is in operation, it can transmit power to the second output shaft 141. A fifth gear 112 is fixed to the engine output shaft 111, and a ninth gear 122 is fixed to the first motor shaft 121 of the generator 120. The ninth gear 122 meshes with the fifth gear 112, allowing the engine 110 to drive the generator 120 to generate electricity. The hybrid powertrain 100 of the second embodiment of the present application differs from the hybrid powertrain 100 of the first embodiment of the present application mainly in that the second engagement device 150 is arranged in a different position and manner, and the structure of the second output shaft 141 is different.

[0062] As shown in Figure 3, according to the hybrid powertrain 100 of the third embodiment of the present application, the hybrid powertrain 100 of the third embodiment of the present application is different from the hybrid powertrain 100 of the first embodiment of the present application mainly in that a tenth gear 113 is provided on the engine output shaft 111, and the tenth gear 113 is engaged between the ninth gear 122 and the fourth gear 163 on the first motor shaft 121 of the generator 120.

[0063] As shown in FIG4 , a hybrid powertrain 100 according to a fourth embodiment of the present application may include an engine 110, a generator 120, a second output shaft 141, and a second drive motor 130. A second output gear 144 may be provided on the second output shaft 141. The second output gear 144 is adapted to be in driving connection with the power input gear of the front drive axle. Rotation of the second output shaft 141 drives the second output gear 144 to rotate, thereby driving the front wheels.

[0064] The hybrid powertrain 100 may further include a second engagement device 150 and a second transmission shaft 171. The engine 110 can be selectively connected to the second output shaft 141 via the second engagement device 150. The second engagement device 150 may include a first engagement portion and a second engagement portion. The first engagement portion is fixed to the engine output shaft 111 of the engine 110, and the second engagement portion is connected to the fourth gear 163. The second transmission shaft 171 is fixed with an eleventh gear 172 and a twelfth gear 173. The second output shaft 141 has a sixth gear 142, which meshes with the twelfth gear 173. The second motor shaft 131 of the second drive motor 130 has an eighth gear 132, which meshes with the eleventh gear 172. The eleventh gear 172 also meshes with the fourth gear 163. The eleventh gear 172 meshes between the fourth gear 163 and the eighth gear 132. When the second drive motor 130 is in operation, it can sequentially transmit power to the second transmission shaft 171 and the second output shaft 141. The engine output shaft 111 is fixed with a fifth gear 112 , and the first motor shaft 121 of the generator 120 is fixed with a ninth gear 122 . The ninth gear 122 is meshed with the fifth gear 112 . When the engine 110 is working, it can drive the generator 120 to generate electricity.

[0065] It should be noted that the electric drive powertrain 200 in the hybrid drive systems 1000 of the first embodiment to the fourth embodiment has the same structure, and only the structure of the hybrid powertrain 100 is different.

[0066] In some embodiments of the present application, as shown in FIG2 , the engine output shaft 111 of the engine 110 is arranged along the width direction of the vehicle, achieving the effect of arranging the engine 110 transversely, so that the hybrid powertrain 100 is adapted to the installation space of the vehicle.

[0067] In some embodiments of the present application, as shown in FIG2 , the generator 120 is disposed on one side of the engine output shaft 111, with the first motor shaft 121 of the generator 120 arranged along the width of the vehicle. The second drive motor 130 is disposed on the other side of the engine output shaft 111, with the second motor shaft 131 of the second drive motor 130 arranged along the width of the vehicle. Furthermore, the engine output shaft 111, the first motor shaft 121, and the second motor shaft 131 are parallel to each other. This achieves the effect of arranging the engine 110, the generator 120, and the second drive motor 130 in a horizontal arrangement, making the hybrid powertrain 100 more compatible with the vehicle's installation space.

[0068] In some embodiments of the present application, as shown in Figures 1, 3 and 4, the engine output shaft 111 of the engine 110 is arranged along the length direction of the vehicle, achieving the effect of longitudinally arranging the engine 110, so that the hybrid powertrain 100 is adapted to the installation space of the vehicle.

[0069] In some embodiments of the present application, as shown in Figures 1, 3, and 4, the generator 120 is disposed on one side of the engine output shaft 111, with the first motor shaft 121 of the generator 120 arranged along the length of the vehicle. The second drive motor 130 is disposed on the other side of the engine output shaft 111, with the second motor shaft 131 of the second drive motor 130 arranged along the length of the vehicle. Furthermore, the engine output shaft 111, the first motor shaft 121, and the second motor shaft 131 are parallel to each other. This achieves the effect of arranging the engine 110, generator 120, and second drive motor 130 longitudinally, making the hybrid powertrain 100 more compatible with the vehicle's installation space.

[0070] In some embodiments of the present application, as shown in Figures 1 and 2, the electric drive powertrain 200 and the hybrid powertrain 100 share a controller 410. The controller 410 may be the control unit in the above-mentioned embodiment. The controller 410 is communicatively connected to the generator 120, the second drive motor 130, and the first drive motor 210. The controller 410 may control the operation of the generator 120, the second drive motor 130, and the first drive motor 210. By sharing a controller 410 between the electric drive powertrain 200 and the hybrid powertrain 100, the number of controllers 410 provided may be reduced, thereby simplifying the structure of the hybrid drive system 1000.

[0071] Furthermore, the controller 410 can be connected to the first drive motor 210 via the first electronic control unit 430, and the controller 410 controls the operation of the first drive motor 210 via the first electronic control unit 430. The controller 410 can be connected to the generator 120 and the second drive motor 130 via the second electronic control unit 420, and the controller 410 controls the operation of the second drive motor 130 and the generator 120 via the second electronic control unit 420.

[0072] In some embodiments of the present application, the electric drive powertrain 200 is disposed on the rear axle of the vehicle, and the hybrid powertrain 100 is disposed on the front axle of the vehicle. This can also be understood as the electric drive powertrain 200 being disposed on the rear drive axle of the vehicle, and the hybrid powertrain 100 being disposed on the front drive axle of the vehicle. The chassis between the front and rear axles is used to house the vehicle's power battery 300. The electric drive powertrain 200 and the hybrid powertrain 100 share the power battery 300. The first drive motor 210 and the engine 110 are both connected to the power battery 300. When the first drive motor 210 generates electricity, it can store electricity in the power battery 300. When the engine 110 generates electricity, it can store electricity in the power battery 300. The power battery 300 can also power the first drive motor 210 to enable the first drive motor 210 to operate normally.

[0073] It should be noted that the electric drive power assembly 200 of the present application can realize switching between three gears, namely the first gear, the second gear and the third gear. The first gear is a low gear (small speed ratio), the second gear is a high gear (large speed ratio), and the third gear is a neutral gear.

[0074] The electric drive power assembly 200 has five working modes: the first mode is that the electric drive power assembly 200 is working in the first gear; the second mode is that the electric drive power assembly 200 is working in the second gear; the third mode is that the electric drive power assembly 200 is working in the third gear, that is, neutral, without transmitting torque; the fourth mode is the first gear feedback, the rear wheel rotation drives the first drive motor 210 to work, and the power is fed back from the wheel end to the first drive motor 210, and the first drive motor 210 generates electricity to the power battery 300; the fifth mode is the second gear feedback, the rear wheel rotation drives the first drive motor 210 to work, and the power is fed back from the wheel end to the first drive motor 210, and the first drive motor 210 generates electricity to the power battery 300.

[0075] The hybrid powertrain 100 has six operating modes:

[0076] The first mode is a direct drive mode, in which the second engagement device 150 is disconnected and the engine 110 directly drives the vehicle to travel. In this mode, the second drive motor 130 does not drive the vehicle to travel.

[0077] The second mode is the series mode, the second engagement device 150 is disconnected, the second drive motor 130, the engine 110, and the generator 120 are all working, the second drive motor 130 drives the vehicle to travel, the engine 110 drives the generator 120 to generate electricity, and the generator 120 then outputs current directly to the second drive motor 130.

[0078] The third mode is the power generation mode, in which the second engagement device 150 is disconnected, the vehicle is stopped, and the engine 110 drives the generator 120 to generate electricity (the vehicle is stopped and the electric drive power assembly 200 is not working).

[0079] The fourth mode is the parallel mode, in which the second engagement device 150 is engaged, the second drive motor 130 and the engine 110 drive the vehicle simultaneously, and the generator 120 has no power (follows).

[0080] The fifth mode is the pure electric mode, in which the second engagement device 150 is disconnected, the second drive motor 130 directly drives the vehicle, and the engine 110 does not participate in driving the vehicle.

[0081] The sixth mode is the feeding mode, in which the second engaging device 150 is disconnected, and the second driving motor 130 feeds back electricity to the power battery 300 through reverse drag at the wheel end.

[0082] The hybrid drive system 1000 of the present application can switch between multiple working modes. The vehicle can select the best matching working mode according to the requirements of vehicle speed, torque and driver's needs to meet the needs of different vehicle users.

[0083] When the vehicle is climbing a hill at low speed or trying to escape a jam, the electric drive assembly 200 switches to first gear, which offers a high speed ratio and torque. When the vehicle is traveling on normal roads, such as highways, the electric drive assembly 200 switches to second gear, which offers a lower speed ratio and torque, and is highly efficient. When the hybrid drive system 1000 is operated on a four-wheel drive vehicle, if the hybrid drive assembly 100 has sufficient power, the electric drive assembly 200 can switch to third gear, eliminating braking losses in the electric drive assembly 200 and further improving efficiency. The hybrid drive system 1000 of the present application offers a variety of motion modes, allowing for free switching between multiple modes to meet the diverse needs of different environments, different drivers, and different road conditions, providing a wide variety of driving pleasures.

[0084] By installing the hybrid drive system 1000 of the present application on a vehicle, the front axle and rear axle of the vehicle can be driven simultaneously, making the vehicle powerful, accelerating in a short time, reducing vehicle fuel consumption, and improving vehicle range.

[0085] The vehicle according to the embodiment of the present application includes the drive system of the above embodiment. The operating mode of the hybrid drive system 1000 can be reasonably selected according to driving conditions and driver needs. Selecting the optimally matched operating mode can improve the operating efficiency of the hybrid drive system 1000, reduce the energy consumption of the hybrid drive system 1000, enhance the power performance of the hybrid drive system 1000, improve the off-road performance of the vehicle, and enhance the vehicle's ability to escape from difficulties and climb.

[0086] Throughout this specification, reference to terms such as "one embodiment," "some embodiments," "illustrative embodiments," "examples," "specific examples," or "some examples" means that the specific features, structures, materials, or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

[0087] Although the embodiments of the present application have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions, and variations may be made to the embodiments without departing from the principles and intent of the present application, and that the scope of the present application is defined by the claims and their equivalents.

Claims

1. A hybrid drive system (1000) for a vehicle, wherein: include: An electric drive force assembly (200) for driving one of a front axle and a rear axle of a vehicle, wherein the electric drive force assembly (200) has at least a first gear position and a second gear position; a hybrid powertrain (100) for driving the other of a front axle and a rear axle of a vehicle; The hybrid powertrain (100) and the electric drive powertrain (200) are configured to: control the hybrid powertrain (100) to drive a vehicle, and / or control the electric drive powertrain (200) to drive the vehicle according to a target gear, wherein the target gear includes the first gear and the second gear.

2. The hybrid drive system (1000) for a vehicle according to claim 1, wherein: The electric drive powertrain (200) and the hybrid powertrain (100) are configured to obtain first mode selection information and enter a first power drive mode corresponding to the first mode selection information, wherein the first power drive mode includes a first driving mode, a second driving mode and a third driving mode.

3. The hybrid drive system (1000) for a vehicle according to claim 2, wherein: When entering the first driving mode, the electric drive powertrain (200) and the hybrid powertrain (100) are configured to: obtain second mode selection information, and enter a second power drive mode corresponding to the second mode selection information, wherein the second power drive mode includes: a sports mode, an economic mode, and a comfort mode.

4. The hybrid drive system (1000) for a vehicle according to claim 3, wherein: The first mode selection information is obtained on a first interface of the vehicle-mounted terminal, and the second mode selection information is obtained on a second interface of the vehicle-mounted terminal.

5. The hybrid drive system (1000) for a vehicle according to claim 3, wherein: When entering the comfort mode, the operating states of the electric drive powertrain (200) and the hybrid powertrain (100) are controlled according to the acquired vehicle speed information and required torque information.

6. The hybrid drive system (1000) for a vehicle according to claim 5, wherein: The electric drive power assembly (200) comprises: A first drive motor (210); A first gear pair (222), the first gear pair (222) being drivingly connected to the first drive motor (210); A second gear pair (221), the second gear pair (221) being drivingly connected to the first drive motor (210); A first output shaft (241), the first output shaft (241) is selectively connected to the first gear pair (222) and the second gear pair (221), wherein when the first output shaft (241) is in transmission with the first gear pair (222), the electric drive force assembly (200) is in the first gear position; when the first output shaft (241) is in transmission with the second gear pair (221), the electric drive force assembly (200) is in the second gear position.

7. The hybrid drive system (1000) for a vehicle according to claim 6, wherein: The speed ratio range of the first gear is A, which satisfies the relationship: 9≤A≤15.

8. The hybrid drive system (1000) for a vehicle according to claim 6 or 7, wherein: The speed ratio range of the second gear is B, which satisfies the relationship: 18≤B≤25.

9. The hybrid drive system (1000) for a vehicle according to any one of claims 6 to 8, wherein: When the first output shaft (241) is disconnected from the first gear pair (222) and the second gear pair (221), the electric drive force assembly (200) is in the third gear position; when entering the comfort mode, the electric drive force assembly (200) automatically switches between the first gear position and the third gear position.

10. The hybrid drive system (1000) for a vehicle according to claim 9, wherein: When entering the comfort mode, the first gear, the second gear and the third gear of the electric drive power assembly (200) can be manually switched.

11. The hybrid drive system (1000) for a vehicle according to claim 9, wherein: When entering the economic mode, the hybrid powertrain (100) is controlled to be in a working state, and the electric drive powertrain (200) is controlled to be in the third gear.

12. The hybrid drive system (1000) for a vehicle according to claim 11, wherein: When entering the economic mode, the electric drive power assembly (200) can be manually controlled to switch to the first gear position or the second gear position.

13. The hybrid drive system (1000) for a vehicle according to claim 6, wherein: When entering the sport mode, the hybrid powertrain (100) is controlled to be in a working state, and the electric drive forcetrain (200) is controlled to be in the first gear position.

14. The hybrid drive system (1000) for a vehicle according to claim 6, wherein: The hybrid powertrain (100) comprises: Engine (110); a generator (120), the generator (120) being drivingly connected to the engine (110), and the generator (120) being suitable for being connected to a power battery (300) of the vehicle; A second output shaft (141), the second output shaft (141) being selectively transmission-connected to the engine (110); A second drive motor (130), the second drive motor (130) is drivingly connected to the second output shaft (141).

15. The hybrid drive system (1000) for a vehicle according to claim 6, wherein: When entering the third driving mode, the hybrid powertrain (100) is controlled to operate, and the electric drive powertrain (200) is controlled to be in the second gear position.

16. The hybrid drive system (1000) for a vehicle according to claim 15, wherein: When entering the third driving mode, the electric driving force assembly (200) can be manually controlled to switch to the first gear position.

17. The hybrid drive system (1000) for a vehicle according to claim 6, wherein: When entering the second driving mode, the hybrid powertrain (100) is controlled to operate, and the electric drive powertrain (200) is controlled to be in the first gear position.

18. The hybrid drive system (1000) for a vehicle according to claim 17, wherein: When entering the second driving mode, the electric driving force assembly (200) can be manually controlled to switch to the second gear position.

19. The hybrid drive system (1000) for a vehicle according to claim 14, wherein: An engine output shaft (111) of the engine (110) is arranged along the width direction of the vehicle.

20. The hybrid drive system (1000) for a vehicle according to claim 19, wherein: The generator (120) is arranged on one side of the engine output shaft (111), and the first motor shaft (121) of the generator (120) is arranged along the width direction of the vehicle; the second drive motor (130) is arranged on the other side of the engine output shaft (111), and the second motor shaft (131) of the second drive motor (130) is arranged along the width direction of the vehicle.

21. The hybrid drive system (1000) for a vehicle according to claim 14, wherein: An engine output shaft (111) of the engine (110) is arranged along the length direction of the vehicle.

22. The hybrid drive system (1000) for a vehicle according to claim 21, wherein: The generator (120) is arranged on one side of the engine output shaft (111), and the first motor shaft (121) of the generator (120) is arranged along the length direction of the vehicle; the second drive motor (130) is arranged on the other side of the engine output shaft (111), and the second motor shaft (131) of the second drive motor (130) is arranged along the length direction of the vehicle.

23. The hybrid drive system (1000) for a vehicle according to any one of claims 1 to 22, wherein: The electric drive powertrain (200) and the hybrid powertrain (100) share a controller (410).

24. The hybrid drive system (1000) for a vehicle according to any one of claims 1 to 22, wherein: The electric driving force assembly (200) is arranged on the rear axle of the vehicle; The hybrid powertrain (100) is arranged on the front axle of the vehicle; The chassis between the front axle and the rear axle is used to arrange a power battery (300) of the vehicle, and the electric drive power assembly (200) and the hybrid power assembly (100) share the power battery (300).

25. A vehicle, wherein: A drive system (1000) comprising a vehicle according to any one of claims 1-24.

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