CN219505836U - Precursor hybrid power driving system and automobile - Google Patents

Abstract

The utility model provides a precursor hybrid power driving system and an automobile, the system comprises an engine, a power battery and a double-motor controller, wherein the power battery is electrically connected with the input end of the double-motor controller, the output end of the double-motor controller is respectively connected with a first motor driving component and a second motor driving component, the engine is in transmission connection with the first motor driving component, the first motor driving component and the second motor driving component are in transmission connection with a driving axle through a multi-gear automatic transmission, the driving axle is externally connected with wheels, and the engine is in rotation with the first motor driving component and the second motor driving component. The longitudinal hybrid power driving system provided by the utility model has the characteristics of high integration, small volume and low cost, and correspondingly reduces the production cost of the system while reducing the oil consumption of the automobile.

Description

Precursor hybrid power driving system and automobile

Technical Field

The utility model relates to the technical field of hybrid power systems, in particular to a precursor hybrid power driving system and an automobile.

Background

Nowadays, in order to reduce the fuel consumption and the exhaust emission of automobiles so as to meet the requirements of the existing two-carbon policy, more and more automobile manufacturers develop and popularize hybrid electric automobiles. It is counted that the commercial vehicle in 2021 is kept in 11% of the total vehicle, but the carbon dioxide emission is 56% of the carbon emission of the vehicle. With the continuous increase of the proportion of the motorization and the mixing of the passenger car, the commercial car is imperative to promote green low carbon. Under the technical conditions and the use conditions of the existing commercial vehicle, the commercial vehicle is in hybrid power, and is one of the preferred technical routes for reducing the carbon emission of the commercial vehicle.

The existing hybrid electric vehicle has multiple driving modes, namely, the hybrid electric vehicle can calculate, compare and select the optimal driving mode according to the running working condition of the vehicle, so as to achieve the purposes of saving fuel and reducing carbon emission. For example, when the engine is in a low-speed working condition with low fuel economy, the hybrid electric vehicle adopts a pure electric or series driving mode, and when the engine is in a braking working condition, the hybrid electric vehicle enters an energy recovery mode and the like.

Most of the existing hybrid power driving systems comprise an engine, a driving motor, a longitudinal multi-gear transmission, a transmission shaft, a driving axle and a half axle. However, most of the hybrid power driving systems in the prior art transmit the driving force to the front wheels of the automobile through the longitudinal engine, the hybrid power transmission, the driving motor, the transmission shaft and the axle half shaft, so that the power transmission link of the existing hybrid power driving system is long, the integration level is low, and the production cost of the hybrid power driving system is correspondingly increased.

Disclosure of Invention

Based on the above, the utility model aims to provide a precursor hybrid power driving system and an automobile, so as to solve the problems that most of hybrid power driving systems in the prior art transmit driving force to the front wheels of the automobile through a longitudinal engine, a hybrid power transmission, a driving motor, a transmission shaft and a driving axle half shaft, so that the power transmission link of the existing hybrid power driving system is longer, the integration level is lower, and the production cost of the hybrid power driving system is correspondingly increased.

The first aspect of the embodiment of the utility model provides a precursor hybrid power driving system, which comprises an engine, a power battery and a double-motor controller, wherein the power battery is electrically connected with the input end of the double-motor controller, the output end of the double-motor controller is respectively connected with a first motor driving component and a second motor driving component, the engine is in transmission connection with the first motor driving component, the first motor driving component and the second motor driving component are in transmission connection with a driving axle through a multi-gear automatic transmission, the driving axle is externally connected with wheels, and the engine is in rotation with the first motor driving component and the second motor driving component.

Preferably, the first motor driving assembly comprises a first motor, a first motor input shaft connected with the first motor, a first motor driving gear arranged on the first motor input shaft and a first motor driven gear meshed with the first motor driving gear, the first motor driven gear is arranged on the input shaft, the input shaft is connected with the engine, and the first motor is electrically connected with the double-motor controller through a first motor high-voltage connecting piece.

Preferably, the input shaft is further provided with an input shaft driving gear, the multi-gear automatic transmission comprises a first output shaft, the first output shaft penetrates through the first motor, one end of the first output shaft is provided with an output shaft driven gear, and the input shaft driving gear is meshed with the output shaft driven gear.

Preferably, the second motor driving assembly comprises a second motor, a second motor input shaft connected with the second motor, a second motor first gear driving gear arranged in the middle of the second motor input shaft, a second motor second gear driving gear arranged at the end part of the second motor input shaft, the multi-gear automatic transmission comprises a second output shaft, a second gear driven gear, a first gear dog tooth combining mechanism, a second motor second gear driven gear, a second motor first gear dog tooth combining mechanism and a second motor first gear driven gear are sequentially arranged on the second output shaft at intervals, the second motor first gear driving gear is meshed with the second motor first gear driven gear, the second motor second gear driving gear is meshed with the second motor second gear driven gear, the second motor second gear dog tooth combining mechanism is arranged between the second gear driven gear and the first gear driven gear, the second motor second gear dog tooth combining mechanism is arranged between the second motor second gear driven gear and the second motor first gear driven gear output shaft, and the second motor is electrically connected with the second motor through the second shaft, and the second motor is electrically connected with the second input device.

Preferably, a second-gear driving gear and a first-gear driving gear are arranged at the other end of the first output shaft at intervals, the second-gear driven gear is meshed with the second-gear driving gear, and the first-gear driven gear is meshed with the first-gear driving gear.

Preferably, one end of the second output shaft is provided with a second output shaft driving gear, and the second output shaft driving gear is in transmission connection with the drive axle.

Preferably, the drive axle comprises a third output shaft, a third output shaft driven gear arranged at one end of the third output shaft, a hypoid driving gear arranged at the other end of the third output shaft, a hypoid driven gear meshed with the hypoid driving gear and a differential mechanism assembly connected with the hypoid driven gear, the second output shaft driving gear is meshed with the third output shaft driven gear, and the differential mechanism assembly is connected with the wheels.

Preferably, the precursor hybrid driving system further comprises a damper, wherein the damper is arranged on the input shaft and is positioned between the engine and the input shaft driving gear.

Preferably, two sides of the differential assembly are respectively provided with a half shaft, and the end parts of the half shafts are connected with the wheels.

A second embodiment of the utility model proposes an automobile comprising an engine compartment in which a precursor hybrid drive system as described above is provided.

The beneficial effects of the utility model are as follows:

1. high integration, small volume and low cost

The utility model can realize the integration of multiple systems such as an integrated controller, a first motor driving assembly, a second motor driving assembly, a multi-gear automatic transmission, a driving axle and the like, thereby realizing smaller volume, being applicable to the whole vehicle arrangement of different commercial vehicles, and being beneficial to reducing the whole vehicle cost due to higher integration level. Meanwhile, the gear shifting mechanisms of the utility model all adopt dog tooth combination mechanisms for gear shifting, and the gear shifting process does not need synchronization or presynchronization, thereby reducing the system cost.

2. Energy-saving and oil-saving

When the vehicle runs in a low-speed and congestion working condition, the system drives the vehicle through a pure electric first gear when the electric quantity of the power battery is in a normal range; when the power battery charge is in the low range, the system transitions the system from the electric-only drive mode to the series drive mode by starting the engine during travel. In the series drive mode, the system is generally efficient by controlling the engine to generate power within an efficient operating interval.

When the vehicle is running in medium speed conditions: when the electric quantity of the power battery is in a high electric quantity range, the system actively manages the electric quantity of the battery through pure electric driving in order to ensure the braking energy recovery of the system and realize longer-distance cruising; when the electric quantity of the power battery is in a normal range, the system selects a proper mixed working condition according to an optimizing strategy, for example, when the demand of wheel-side driving torque is smaller, an engine is selected to directly drive, and the engine directly drives to reduce the efficiency loss in the conversion process of mechanical energy, electric energy and mechanical energy, meanwhile, the surplus torque of the engine drives the first motor to generate electricity, so that the engine is prevented from running in a low-torque range and is prevented from running in a high-efficiency range.

When the vehicle is operating in a high speed condition: and switching to the second gear direct drive of the engine to enable the engine to operate in a high-efficiency interval.

When energy is recovered, the second motor is connected with the fixed speed ratio of the wheels, the braking energy recovery can be realized under the speed reduction working conditions of all vehicle speeds, and in addition, no gear shifting action and high recovery efficiency are realized in the braking energy recovery process.

3. Solving anxiety of endurance mileage

Because the double-motor hybrid power driving system comprises two power sources, the energy source of the traditional engine is available, and the energy source of a battery is increased. After the electric quantity of the battery is used up, the driving system can be used as a traditional power system to continuously drive the whole vehicle to run, and the problem of the endurance mileage is solved.

4. Platform design suitable for mixed power-on and power-off

Compared with a longitudinal rear-drive hybrid driving scheme, the driving shaft and the driving axle are integrated inside the longitudinal hybrid power driving system, the whole vehicle space is not occupied independently, enough space is reserved for a whole vehicle power battery, the vehicle is facilitated to be converted from hybrid power to plug-in hybrid power, short-distance pure electric driving is achieved, and long-distance hybrid power driving is achieved.

Additional aspects and advantages of the utility model will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the utility model.

Drawings

FIG. 1 is a schematic diagram illustrating a control principle of a precursor hybrid driving system according to an embodiment of the present utility model;

FIG. 2 is a schematic diagram of a precursor hybrid drive system according to an embodiment of the present utility model;

FIG. 3 is a diagram of a power transmission path for a start engine according to one embodiment of the present utility model;

FIG. 4 is a schematic diagram of a parking charging power transmission path according to an embodiment of the present utility model;

FIG. 5 is a diagram of a power transmission path for a full electric first gear drive according to an embodiment of the present utility model;

FIG. 6 is a diagram of a power transmission path for a full-electric two-speed drive according to an embodiment of the present utility model;

FIG. 7 is a diagram of a first gear braking energy recovery power transfer path provided by an embodiment of the present utility model;

FIG. 8 is a schematic diagram of a two-speed braking energy recovery power transmission path according to an embodiment of the present utility model;

FIG. 9 is a diagram of an engine single-gear independent drive power transmission path provided in an embodiment of the present utility model;

FIG. 10 is a diagram of an engine two-gear independent drive power transmission path provided in an embodiment of the present utility model;

FIG. 11 is a series one-speed drive power transmission path diagram provided by an embodiment of the present utility model;

FIG. 12 is a series two-speed drive power transmission path diagram provided by an embodiment of the present utility model;

FIG. 13 is a diagram illustrating a first motor power generation transfer path for an engine first gear drive according to an embodiment of the present utility model;

FIG. 14 is a diagram illustrating a first electric machine power generation transfer path for an engine two-gear drive according to an embodiment of the present utility model;

FIG. 15 is a diagram of a first gear and second motor drive first gear parallel drive power transmission path for an engine according to an embodiment of the present utility model;

FIG. 16 is a diagram illustrating a power transmission path for a two-gear engine drive and a first-gear parallel drive for a second motor drive in accordance with an embodiment of the present utility model;

fig. 17 is a diagram showing a power transmission path of the engine two-gear drive and the second motor two-gear parallel drive according to an embodiment of the present utility model.

Description of main reference numerals:

the motor comprises an engine-10, a shock absorber-20, a power battery-30, a whole vehicle high-voltage wire harness-40, a double-motor controller-50, a first motor high-voltage connecting piece-51, a second motor high-voltage connecting piece-52, a first motor-60, a second motor-61, a first motor input shaft-62, a first motor driving gear-63, a first motor driven gear-64, an input shaft-70, an input shaft driving gear-71, an output shaft driven gear-72, an output shaft-73, a second-gear driving gear-74, a first-gear driving gear-75, a first-gear driven gear-76, a second-gear dog tooth combination mechanism-77, a second-gear driven gear-78, a second motor input shaft-81, a second motor first-gear driving gear-82, a second motor second-gear driven gear-84, a second motor second-gear dog tooth combination mechanism-85, a second motor second-gear driven gear-86, a second output shaft-90, a second driving gear-91, a third output shaft driven gear-92, a third output shaft-93, a double-gear driving gear-94, a double-curved surface driving gear-95, a differential 110 and a differential mechanism-120.

The utility model will be further described in the following detailed description in conjunction with the above-described figures.

Detailed Description

In order that the utility model may be readily understood, a more complete description of the utility model will be rendered by reference to the appended drawings. Several embodiments of the utility model are presented in the figures. This utility model may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete.

It will be understood that when an element is referred to as being "mounted" on another element, it can be directly on the other element or intervening elements may also be present. When an element is referred to as being "connected" to another element, it can be directly connected to the other element or intervening elements may also be present. The terms "vertical," "horizontal," "left," "right," and the like are used herein for illustrative purposes only.

Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this utility model belongs. The terminology used herein in the description of the utility model is for the purpose of describing particular embodiments only and is not intended to be limiting of the utility model. The term "and/or" as used herein includes any and all combinations of one or more of the associated listed items.

Most of the existing hybrid power driving systems comprise an engine, a driving motor, a longitudinal multi-gear transmission, a transmission shaft, a driving axle and a half axle. However, most of the hybrid power driving systems in the prior art transmit the driving force to the front wheels of the automobile through the longitudinal engine, the hybrid power transmission, the driving motor, the transmission shaft and the axle half shaft, so that the power transmission link of the existing hybrid power driving system is long, the integration level is low, and the production cost of the hybrid power driving system is correspondingly increased.

Referring to fig. 1 to 17, a precursor hybrid power driving system provided by an embodiment of the present utility model is shown, and the precursor hybrid power driving system provided by the embodiment has the characteristics of high integration level, small volume and low cost, and is beneficial to the popularization and use of the hybrid power driving system in a large range.

Specifically, the precursor hybrid power driving system provided in this embodiment includes an engine 10, a power battery 30 and a dual-motor controller 50, the power battery 30 is electrically connected with an input end of the dual-motor controller 50, an output end of the dual-motor controller 50 is respectively connected with a first motor driving component and a second motor driving component, the engine 10 is in transmission connection with the first motor driving component, the first motor driving component and the second motor driving component are in transmission connection with a driving axle through a multi-gear automatic transmission, the driving axle is externally connected with wheels 120, and the engine 10 is in transmission connection with the first motor driving component and the second motor 61 driving component to drive the wheels 120 to rotate.

Further, as shown in fig. 2, it should be noted that the first motor driving assembly includes a first motor 60, a first motor input shaft 62 connected to the first motor 60, a first motor driving gear 63 disposed on the first motor input shaft 62, and a first motor driven gear 64 meshed with the first motor driving gear 63, the first motor driven gear 64 is disposed on an input shaft 70, the input shaft 70 is connected to the engine 10, and the first motor 60 is electrically connected to the dual-motor controller 50 through a first motor high voltage connection member 51.

The input shaft 70 of the present embodiment is further provided with an input shaft driving gear 71, the multi-gear automatic transmission includes a first output shaft 73, the first output shaft 73 passes through the first motor 60, one end of the first output shaft 73 is provided with an output shaft driven gear 72, and the input shaft driving gear 71 is meshed with the output shaft driven gear 72.

In addition, in this embodiment, as shown in fig. 2, it should be noted that the second motor driving assembly includes a second motor 61, a second motor input shaft 81 connected to the second motor 61, a second motor first gear driving gear 82 disposed in the middle of the second motor input shaft 81, and a second motor second gear driving gear 83 disposed at an end of the second motor input shaft 81, the multi-gear automatic transmission includes a second output shaft 90, on the second output shaft 90, a second gear driven gear 78, a first gear dog tooth coupling mechanism 77, a first gear driven gear 76, a second motor second gear driven gear 86, a second motor first gear dog tooth coupling mechanism 85, and a second motor first gear driven gear 84 are sequentially disposed at intervals, the second motor first gear driving gear 82 is meshed with the second motor first gear driven gear 84, the second motor second gear driving gear 83 is meshed with the second motor second gear driven gear 86, the first gear dog tooth coupling mechanism 77 is disposed between the second motor second gear driven gear 86 and the first gear driven gear 76, the second motor first gear driven gear 86 is electrically connected to the second motor input shaft 50 through the second controller 52.

Further, in the present embodiment, a second gear driving gear 74 and a first gear driving gear 75 are provided at the other end of the first output shaft 73 at intervals, the second gear driven gear 78 is meshed with the second gear driving gear 74, and the first gear driven gear 76 is meshed with the first gear driving gear 75.

In addition, in the present embodiment, a second output shaft driving gear 91 is provided at one end of the second output shaft 90, and the second output shaft driving gear 91 is in driving connection with the drive axle.

Further, in the present embodiment, the drive axle includes a third output shaft 93, a third output shaft driven gear 92 provided at one end of the third output shaft 93, a hypoid driving gear 94 provided at the other end of the third output shaft 93, a hypoid driven gear 95 engaged with the hypoid driving gear 94, and a differential assembly 96 connected to the hypoid driven gear 95, wherein the second output shaft driving gear 91 is engaged with the third output shaft driven gear 92, and the differential assembly 96 is connected to the wheels 120.

In addition, in the present embodiment, it should be noted that the precursor hybrid driving system provided in the present embodiment further includes a damper 20, where the damper 20 is disposed on the input shaft 70 and is located between the engine 10 and the input shaft driving gear 71. It should be further noted that, in this embodiment, a half shaft 110 is disposed on each side of the differential assembly 96, and the end of the half shaft 110 is connected to the wheels 120.

In the present embodiment, as shown in the starting engine power transmission path diagram of fig. 3: the electric power passes through the power battery 30, the whole vehicle high-voltage wire harness 40, the double-motor controller 50, the first motor high-voltage connecting piece 51 and the first motor 60. The first electric machine 60 converts the electric energy into mechanical energy for further transmission. The engine is started by the first motor 60, the first motor input shaft 62, the first motor driving gear 63, the input shaft driving gear 71, the input shaft 70, the damper 20 and the engine 10. The first motor 60 is often connected to the engine 10, and the engine 10 can be started at any time by controlling the first motor 60.

As shown in the parking charging power transmission path of fig. 4, if power is transmitted in the reverse direction of fig. 3, a parking charging function is realized.

As shown in fig. 5, a full-electric first-gear drive power transmission path diagram: the electric power is converted into mechanical energy through the power battery 30, the whole vehicle high-voltage wire harness 40, the double-motor controller 50, the second motor high-voltage connecting piece 52 and the second motor 61, and the electric energy of the second motor 61 is continuously transmitted. Second motor 61-second motor input shaft 81-second motor first gear driving gear 82-second motor first gear dog tooth combination mechanism 85-second output shaft 90-second output shaft driving gear 91-third output shaft driven gear 92-third output shaft 93-hypoid driving gear 94-hypoid driven gear 95-differential assembly 96-half shaft 110-wheels 120.

As shown in the fig. 6 power transmission path diagram for the pure two-stage drive: the pure electric two-gear driving is realized by controlling the second motor two-gear dog tooth combining mechanism 85 to combine with the second motor two-gear driven gear 86 on the basis of fig. 5.

Fig. 7 and 8 are reverse transfers of the energy of fig. 5 and 6, respectively, to achieve a braking energy recovery function.

As shown in the engine first-gear independent drive power transmission path diagram of fig. 9: the mechanical work passes through the engine 10, the damper 20, the input shaft 70, the input shaft driving gear 71, the output shaft driven gear 72, the output shaft 73, the first gear driving gear 75, the first gear driven gear 76, the first gear dog tooth combination mechanism 77, the second output shaft 90, the second output shaft driving gear 91, the third output shaft driven gear 92, the third output shaft 93, the hypoid driving gear 94, the hypoid driven gear 95, the differential assembly 96, the half shaft 110 and the wheels 120.

As shown in the engine two-stage independent drive power transmission path diagram of fig. 10: the two-gear independent driving of the engine is realized by controlling the two-gear dog tooth combining mechanism 77 to be combined with the two-gear driven gear 78 on the basis of fig. 9.

As shown in the series one-drive power transmission path diagram of fig. 11: engine 10-shock absorber 20-input shaft 70-first motor driven gear 64-first motor driving gear 63-first motor input shaft 62-first motor 60, first motor 60 converts mechanical energy into electric energy to continue transmission, first motor 60-first motor high-voltage connector 51-double motor controller 50, double motor controller 50 determines whether energy is required to be obtained or supplemented from power battery 30 according to the rim power demand. The double-motor controller 50- > the second motor high-voltage connecting piece 52- > the second motor 61, and the electric energy of the second motor 61 is converted into mechanical energy to be continuously transmitted. The second motor 61, the second motor input shaft 81, the second motor first gear driving gear 82, the 84-motor first gear driven gear, the second motor first gear dog tooth combination mechanism 85, the second output shaft 90, the second output shaft driving gear 91, the third output shaft driven gear 92, the third output shaft 93, the hypoid driving gear 94, the hypoid driven gear 95, the differential assembly 96, the half shaft 110 and the wheels 120.

As shown in the series two-stage drive power transmission path diagram of fig. 12: the series second gear drive is realized by controlling the second motor first gear dog tooth coupling mechanism 85 to be coupled with the second motor second gear driven gear 86 on the basis of fig. 11.

As shown in fig. 13, which shows a first motor power generation transmission path diagram: mechanical work passes through engine 10→shock absorber 20→input shaft 70. Since the engine power is higher than the wheel end power demand, a portion of the power is split at the input shaft 70, forming two power transfer paths, one for wheel end drive: input shaft 70-input shaft driving gear 71-output shaft driven gear 72-output shaft 73-first gear driving gear 75-first gear driven gear 76-first gear dog tooth combination mechanism 77-second output shaft 90-second output shaft driving gear 91-third output shaft driven gear 92-third output shaft 93-hypoid driving gear 94-hypoid driven gear 95-differential assembly 96-half shaft 110-wheel 120. And charging the power battery in the second path: input shaft 70-first motor driven gear 64-first motor driving gear 63-first motor input shaft 62-first motor 60-first motor high-voltage connector 51-double motor controller 50-whole vehicle high-voltage wire harness 40-power battery 30.

As shown in fig. 14, the engine two-gear drive, the first motor power generation transmission path diagram is as follows: the second gear driving of the engine is realized by controlling the second gear dog tooth combining mechanism 77 to combine with the second gear driven gear 78 on the basis of fig. 13, and the first motor generates electricity.

As shown in the first gear and second electro-mechanical drive first gear parallel drive power transmission path diagram of fig. 15: at this time, there are two power transmission paths, namely, a mechanical power transmission path of the engine 10: engine 10 → damper 20 → input shaft 70 → input shaft driving gear 71 → output shaft driven gear 72 → output shaft 73 → first gear driving gear 75 → first gear driven gear 76 → first gear dog tooth coupling mechanism 77 → second output shaft 90. Path two power battery 30 power transfer path: the energy of the power battery 30, the whole vehicle high-voltage wire harness 40, the double-motor controller 50, the second motor high-voltage connecting piece 52 and the second motor 61, and the electric energy of the second motor 61 is converted into mechanical energy to be continuously transmitted. Second motor 61→second motor input shaft 81→second motor first gear driving gear 82→second motor first gear dog tooth combining mechanism 85→second output shaft 90. The power transferred by the engine path and the power cell path is coupled at the second output shaft 90 and transferred to the wheel end. Second output shaft 90-second output shaft driving gear 91-third output shaft driven gear 92-third output shaft 93-hypoid driving gear 94-hypoid driven gear 95-differential assembly 96-half shaft 110-wheels 120.

As shown in fig. 16, the engine two-speed drive, the second electro-mechanical drive, and the first-speed parallel drive power transmission path: the two-gear drive of the engine and the first-gear parallel drive of the second motor are realized by controlling the two-gear dog tooth combining mechanism 77 to combine with the two-gear driven gear 78 on the basis of fig. 15.

Fig. 17 shows a power transmission path of the engine two-stage drive and the second electro-mechanical drive two-stage parallel drive: the parallel second-gear drive is realized by controlling the second motor first-gear dog tooth coupling mechanism 85 to be coupled with the second motor second-gear driven gear 86 on the basis of fig. 16.

Meanwhile, to better illustrate the working principle of the present utility model under each main working condition, the working states of the engine 10, the first motor 60, the second motor 61, the first gear dog tooth combining mechanism 77 and the second motor first gear dog tooth combining mechanism 85 under different working conditions are shown in the following specific examples:

table one: different working conditions, system working state

Meanwhile, in order to better explain the working modes of the utility model under different vehicle states, the main working modes of the system under the working conditions of parking, reversing, low speed, medium speed and high speed are listed:

and (II) table: operating modes in different vehicle states

A second embodiment of the present utility model provides an automobile, including an engine compartment, where the precursor hybrid drive system provided in the first embodiment is provided in the engine compartment when in implementation.

It should be noted that the foregoing implementation is only for illustrating the feasibility of the present utility model, but this is not meant to represent only one implementation of the precursor hybrid drive system of the present utility model, and may be incorporated into the feasible implementation of the precursor hybrid drive system of the present utility model.

In summary, the precursor hybrid power driving system and the automobile provided by the utility model have the characteristics of high integration level, small volume and low cost, and are beneficial to the popularization and the use of the hybrid power driving system in a large range.

In the description of the present specification, a description referring to terms "one embodiment," "some embodiments," "examples," "specific examples," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present utility model. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiments or examples. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

The foregoing examples illustrate only a few embodiments of the utility model and are described in detail herein without thereby limiting the scope of the utility model. It should be noted that it will be apparent to those skilled in the art that several variations and modifications can be made without departing from the spirit of the utility model, which are all within the scope of the utility model. Accordingly, the scope of protection of the present utility model is to be determined by the appended claims.

Claims (10)

1. A precursor hybrid drive system, characterized by: the motor driving device comprises an engine, a power battery and a double-motor controller, wherein the power battery is electrically connected with the input end of the double-motor controller, the output end of the double-motor controller is respectively connected with a first motor driving component and a second motor driving component, the engine is in transmission connection with the first motor driving component, the first motor driving component and the second motor driving component are in transmission connection with a driving axle through a multi-gear automatic transmission, the driving axle is externally connected with wheels, and the engine is in transmission connection with the first motor driving component and the second motor driving component.

2. The precursor hybrid drive system as recited in claim 1 wherein: the first motor driving assembly comprises a first motor, a first motor input shaft connected with the first motor, a first motor driving gear arranged on the first motor input shaft and a first motor driven gear meshed with the first motor driving gear, the first motor driven gear is arranged on the input shaft, the input shaft is connected with the engine, and the first motor is electrically connected with the double-motor controller through a first motor high-voltage connecting piece.

3. The precursor hybrid drive system as recited in claim 2 wherein: the multi-gear automatic transmission comprises a first motor, wherein the first motor is arranged on the first motor, an input shaft driving gear is arranged on the input shaft, the multi-gear automatic transmission comprises a first output shaft, an output shaft driven gear is arranged at one end of the first output shaft, and the input shaft driving gear is meshed with the output shaft driven gear.

4. A precursor hybrid drive system as defined in claim 3, wherein: the second motor driving assembly comprises a second motor, a second motor input shaft connected with the second motor, a second motor first gear driving gear arranged in the middle of the second motor input shaft, a second motor second gear driving gear arranged at the end of the second motor input shaft, and a second output shaft, wherein a second gear driven gear, a first gear dog tooth combining mechanism, a first gear driven gear, a second motor second gear dog tooth combining mechanism and a second motor first gear driven gear are sequentially arranged on the second output shaft at intervals, the second motor first gear driving gear is meshed with the second motor first gear driven gear, the second motor second gear driving gear is meshed with the second motor second gear driven gear, the second motor second gear dog tooth combining mechanism is arranged between the second gear driven gear and the first gear driven gear, the second motor second gear dog tooth combining mechanism is arranged between the second motor second gear driven gear and the second motor first gear driven gear, the second motor first motor input shaft is connected with the second motor through the second shaft, and the second motor driving gear is electrically connected with the second motor input shaft.

5. The precursor hybrid drive system as recited in claim 4 wherein: the other end of the first output shaft is provided with a second-gear driving gear and a first-gear driving gear at intervals, the second-gear driven gear is meshed with the second-gear driving gear, and the first-gear driven gear is meshed with the first-gear driving gear.

6. The precursor hybrid drive system as recited in claim 4 wherein: one end of the second output shaft is provided with a second output shaft driving gear, and the second output shaft driving gear is in transmission connection with the drive axle.

7. The precursor hybrid drive system as recited in claim 6 wherein: the drive axle comprises a third output shaft, a third output shaft driven gear arranged at one end of the third output shaft, a hypoid driving gear arranged at the other end of the third output shaft, a hypoid driven gear meshed with the hypoid driving gear and a differential mechanism assembly connected with the hypoid driven gear, wherein the second output shaft driving gear is meshed with the third output shaft driven gear, and the differential mechanism assembly is connected with wheels.

8. The precursor hybrid drive system as recited in claim 2 wherein: the precursor hybrid power driving system further comprises a shock absorber, wherein the shock absorber is arranged on the input shaft and is positioned between the engine and the input shaft driving gear.

9. The precursor hybrid drive system as recited in claim 7 wherein: two sides of the differential mechanism assembly are respectively provided with a half shaft, and the end parts of the half shafts are connected with the wheels.

10. An automobile comprising an engine compartment, wherein the engine compartment is provided with the precursor hybrid drive system according to any one of claims 1 to 9.