Hybrid electric drive system and hybrid vehicle

Abstract

The present application discloses a hybrid electric drive system and a hybrid vehicle. The hybrid electric drive system includes a housing assembly, a motor assembly, a speed change mechanism assembly and a controller assembly. A shaft gear cavity, a motor cavity and an oil storage cavity are provided inside the housing assembly, which are used to install the speed change mechanism assembly, install the motor assembly and store lubricating oil respectively. By integrating the motor assembly and the speed change mechanism assembly into the housing assembly, the internal structure of the housing assembly is made compact and small in size. The controller assembly is also installed on the housing, and the outer shell of the controller assembly is connected to the housing assembly, so that the distance between the controller assembly and the motor can be shortened, so that the length of the three-phase output copper busbar in the control component and the three-phase input copper busbar of the motor is shortened, and the wiring length between the control component and the low-voltage electronic devices in the hybrid electric drive system is shortened, which facilitates pipeline layout. Thereby, the vehicle-mountability of the hybrid electric drive system is improved.

Description

Technical Field

[0001] The present application belongs to the technical field of hybrid electric drive systems, and specifically relates to a hybrid electric drive system and a hybrid vehicle. Background Art

[0002] As awareness of energy conservation and environmental protection grows, new energy vehicle technology is rapidly developing. Hybrid vehicle drive technology is at the core of this development. Improving fuel economy and reducing emissions are key challenges facing hybrid technology.

[0003] Currently, the mainstream hybrid electric drive products on the market are still of assembled structure. The motor, gearbox, and motor controller are designed separately and then assembled. As a result, the current hybrid electric drive product structure becomes bulky, with many pipelines and poor loadability. Summary of the Invention

[0004] In order to solve the above technical problems, the present application provides a hybrid electric drive system and a hybrid vehicle with high integration, small overall size and good carrying capacity.

[0005] The technical solution adopted to achieve the purpose of this application is a hybrid electric drive system, comprising:

[0006] The housing assembly is provided with a shaft gear cavity, a motor cavity and an oil storage cavity, wherein the oil storage cavity is connected to the shaft gear cavity and / or the motor cavity;

[0007] a motor assembly, disposed in the motor cavity, comprising one or more motors;

[0008] A speed change mechanism assembly is provided in the shaft gear cavity, and is used for transmission connection with both the engine and the motor, and outputting power;

[0009] A controller assembly includes a housing having a control cavity and a control assembly mounted in the control cavity, the housing being connected to the casing assembly, the housing having a cooling channel for cooling the control assembly, and the control assembly having a three-phase output copper busbar electrically connected to the three-phase input copper busbar of the motor;

[0010] Among them; a lubrication power device is installed on the housing assembly; the housing assembly, the motor assembly and the speed change mechanism assembly are all provided with a lubrication oil circuit, and the lubrication power device is connected to the oil storage chamber through the lubrication oil circuit.

[0011] In some embodiments, the housing assembly includes a right housing, a left housing, and an end cover connected in sequence, the right housing and the left housing together form the shaft gear cavity, and the left housing and the end cover together form the motor cavity.

[0012] In some embodiments, an installation area is provided on the left shell body, and the controller assembly is installed in the installation area; a positioning structure is provided between the installation area and the outer shell; and a drainage hole is provided on the side wall of the installation area.

[0013] In some embodiments, the transmission assembly includes an engine input shaft assembly, a differential shaft assembly, and at least one intermediate shaft assembly that are drivingly connected; the bottom of the shaft gear cavity constitutes the oil storage cavity, and the differential shaft assembly is at least partially located in the oil storage cavity;

[0014] The shaft of the engine input shaft assembly is provided with a through first hollow cavity; the rotor of the motor is provided with a through second hollow cavity; the end cover is provided with an oil inlet channel, and the first hollow cavity, the second hollow cavity and the oil inlet channel are connected in sequence.

[0015] In some embodiments, the motor assembly includes two motors, namely a generator and a drive motor, wherein the rotor of the generator is drivingly connected to the shaft of the engine input shaft assembly; the rotors of the generator and the drive motor are each provided with a through second hollow cavity, and the first hollow cavity, the second hollow cavity of the rotor of the generator, and the oil inlet passage are sequentially connected;

[0016] There are two intermediate shaft assemblies, namely an EV intermediate shaft assembly and an ICE intermediate shaft assembly. The speed change mechanism assembly also includes a drive motor input shaft assembly that is drivingly connected to the rotor of the drive motor.

[0017] In some embodiments, the engine input shaft assembly is coaxially arranged with the generator, and the drive motor input shaft assembly is coaxially arranged with the drive motor; the generator and the drive motor are located on the same side; the installation height of the engine input shaft assembly is located between the drive motor and the differential shaft assembly, and the projection of the engine input shaft assembly on the vertical plane has an overlapping portion with the projection of the drive motor and the differential shaft assembly on the vertical plane;

[0018] The axis of the EV intermediate shaft assembly is located in a triangular area surrounded by the axis centers of the engine input shaft assembly, the drive motor, and the differential shaft assembly; the axis of the ICE intermediate shaft assembly is at the lowest height.

[0019] In some embodiments, the EV intermediate shaft assembly includes an EV intermediate shaft and a first EV intermediate gear and a second EV intermediate gear mounted on the EV intermediate shaft, the EV intermediate shaft assembly being transmission-connected to the engine input shaft assembly and the drive motor input shaft assembly via the first EV intermediate gear, and the EV intermediate shaft assembly being transmission-connected to the differential shaft assembly via the second EV intermediate gear;

[0020] The ICE intermediate shaft assembly includes an ICE intermediate shaft and a first ICE intermediate gear and a second ICE intermediate gear mounted on the ICE intermediate shaft; the ICE intermediate shaft assembly is transmission-connected to the engine input shaft assembly via the first ICE intermediate gear; and the ICE intermediate shaft assembly is transmission-connected to the differential shaft assembly via the second ICE intermediate gear.

[0021] In some embodiments, the hybrid electric drive system further includes a cooling spray line, which is connected to the oil inlet channel and is used to spray oil for cooling the stators of the generator and the drive motor; an electromagnetic valve is connected between the cooling spray line and the oil inlet channel.

[0022] In some embodiments, an oil baffle is provided on the left housing, and the oil baffle and the left housing together form an oil guide area, and at least one oil hole of the cooling spray pipeline is connected to the oil guide area; a through drainage hole is provided on the left housing, and the oil guide area is connected to the shaft gear cavity through the drainage hole.

[0023] In some embodiments, the inner side walls of the right housing and the left housing are provided with two or more bearing mounting holes and two or more oil collecting grooves connected to the shaft gear cavity; the drainage hole and the two or more oil collecting grooves are connected in sequence, and at least one of the oil collecting grooves is connected to the bearing mounting hole.

[0024] In some embodiments, the engine input shaft assembly includes a planetary gear, at least one actuator, at least one support bearing, at least one gear gear and an inner ring gear shaft; the inner ring gear shaft is sleeved outside the planetary gear, and the inner ring gear shaft is transmission-connected to the inner ring gear of the planetary gear; the at least one actuator, the at least one support bearing, and the at least one gear gear are all arranged on the inner ring gear shaft; the shaft of the planetary gear for connecting to the engine is provided with the first hollow cavity.

[0025] In some embodiments, the inner gear ring shaft is mounted via a support bearing; the inner gear ring shaft comprises:

[0026] A shaft sleeve portion, used for being sleeved on the sun gear shaft or the planetary carrier shaft of the planetary gear, and the shaft sleeve portion is provided with at least one first mounting position for mounting the actuator;

[0027] a cover portion, connected to the shaft sleeve portion and configured to be drivingly connected to the inner gear ring of the planetary gear set;

[0028] The cover portion and / or the shaft sleeve portion is provided with at least one assembly position for arranging the support bearing; the cover portion and / or the shaft sleeve portion is provided with at least one second installation position for arranging the gear gear.

[0029] In some embodiments, the cover portion includes a gear sleeve portion and a baffle portion, the inner ring of the baffle portion is connected to the shaft sleeve portion, and the outer ring is connected to the gear sleeve portion; the gear sleeve portion and the inner gear ring are an integral structure or a key connection; the shaft sleeve portion, the baffle portion, and the gear sleeve portion are an integral structure.

[0030] In some embodiments, both the gear sleeve portion and the shaft sleeve portion are provided with the assembly position; the assembly position of the gear sleeve portion is the inner hole wall, and the assembly position of the shaft sleeve portion is provided with a shaft sleeve for mounting the support bearing;

[0031] A limiting structure for axially limiting the support bearing is provided between the assembly position of the gear sleeve portion and the installation position of the inner gear ring;

[0032] At least one through oil guide hole is provided on the shaft sleeve portion and / or the cover portion; and an outer surface of the shaft sleeve portion is provided with an oil guide groove connected to the oil guide hole.

[0033] In some embodiments, the at least one actuator includes a first actuator and a second actuator distributed at both ends of the sleeve portion; the at least one support bearing includes a first support bearing and a second support bearing, the first support bearing is disposed in the inner hole of the cover portion, and the second support bearing is disposed between the first actuator and the second actuator via a sleeve; the at least one gear includes a first gear gear and a second gear gear, the first gear gear is loosely sleeved on the cover portion via a bearing, and the second gear gear is loosely sleeved on the sleeve portion via a bearing and is located between the first actuator and the second support bearing;

[0034] There are two of each of the first mounting position, the assembly position, and the second mounting position; the two first mounting positions are distributed at both ends of the shaft sleeve portion; the two assembly positions and the two second mounting positions are respectively arranged on the shaft sleeve portion and the cover portion.

[0035] In some embodiments, the first gear gear includes a ring gear portion and a connecting portion, the ring gear portion is loosely mounted on the cover portion via a bearing, the connecting portion is fixedly connected to the coupling tooth on one side of the first actuator; the gear hub of the first actuator is transmission-connected to the first mounting position; and the coupling tooth on the other side of the first actuator is fixedly connected to the second gear gear.

[0036] In some embodiments, the planetary gear train is provided with a lubrication channel, the outlet of the lubrication channel is directed toward the planetary gear bearing of the planetary gear train; the sun gear shaft of the planetary gear train is provided with the first hollow cavity extending axially therethrough, the planetary carrier of the planetary gear train is provided with an oil collecting cavity, and the first hollow cavity, the oil collecting cavity and the lubrication channel are connected in sequence.

[0037] In some embodiments, the planet carrier includes a planet carrier shaft, a connecting plate, and a planetary gear shaft connected in sequence, the planet carrier shaft is provided with the oil collecting chamber and the first oil guide hole in communication, and the planetary gear shaft is provided with a second oil guide hole;

[0038] An oil guide piece is provided on the outer side of the connecting plate; the first oil guide hole, the gap between the oil guide piece and the connecting plate, and the second oil guide hole are connected in sequence to form the lubrication channel.

[0039] In some embodiments, the engine input shaft assembly further includes an oil guide pipe installed in the second hollow cavity and the first hollow cavity, and an end of the oil guide pipe near the planetary gear array extends into the oil collecting chamber.

[0040] In some embodiments, the hybrid electric drive system further includes a shift mechanism assembly, which is installed in the shaft gear cavity; the shift mechanism assembly includes a shift motor, a shift reduction mechanism, a shift hub and a shift fork, the shift motor, the shift reduction mechanism and the shift hub are sequentially connected in transmission, one end of the shift fork is slidably engaged with the shift hub, and the other end acts on the actuator.

[0041] In some embodiments, the left housing is provided with an intermediate plate, the intermediate plate being a cover shell, and the intermediate plate is provided with a bearing mounting hole and an avoidance area for avoiding the shift fork;

[0042] One side of the intermediate plate is provided with a mounting position for mounting one of the coupling teeth of the actuator; or one of the coupling teeth of the actuator is integrally formed with one side of the intermediate plate.

[0043] In some embodiments, the housing assembly is provided with a rib, a sensor interface for mounting a temperature sensor, a lubrication power interface for mounting the lubrication power device, and a thermostat interface for mounting a thermostat on a side close to the engine;

[0044] The housing assembly is equipped with a radiator, which is connected in parallel with the thermostat and both are connected between the lubrication power device and the lubrication oil circuit of the housing assembly;

[0045] The housing assembly is equipped with a vent plug and a baffle. The vent passage of the vent plug is connected to the motor cavity and / or the shaft gear cavity. The baffle is arranged in the motor cavity and / or the shaft gear cavity and is close to the entrance of the vent passage.

[0046] In some embodiments, the radiator is an oil-water heat exchanger, and the oil-water heat exchanger is connected to the cooling channel of the housing.

[0047] In some embodiments, the housing includes an upper shell and a water-cooling plate, the upper shell and the water-cooling plate together form the control cavity, and the water-cooling plate is provided with a cooling groove;

[0048] The control assembly includes an electrically connected control board, a drive board, an IGBT, the three-phase output copper bus and a high-voltage capacitor. The drive board, the IGBT and the high-voltage capacitor are all installed on the water-cooled plate. The control board is installed on the upper shell. The control board and the drive board are electrically connected through a connecting cable. The IGBT covers the notch of the cooling groove to enclose the cooling channel with the cooling groove.

[0049] In some embodiments, the water-cooled plate includes a connected base plate and a cover shell, the base plate is provided with the cooling groove and a first through hole for the three-phase output copper busbar to pass through; the inner cavity of the cover shell is connected to the control cavity through the first through hole; the shell also includes a lower shell for closing the inner cavity of the cover shell, the lower shell is provided with a second through hole for the three-phase input copper busbar of the power supply machine to pass through.

[0050] In some embodiments, the upper shell and the water-cooling plate are both provided with operation windows; the upper shell or the water-cooling plate is provided with a waterproof breathable valve, or a waterproof breathable valve is installed in at least one of the operation windows.

[0051] In some embodiments, the controller assembly further includes a high-voltage adapter box, which includes a box body, and an electrically connected high-voltage connection component, a power connector and at least one high-voltage connector. The box body is disposed in the shell and is provided with a connected high-voltage cavity and at least one assembly port. The high-voltage connection component is disposed in the high-voltage cavity, and the high-voltage connector is installed in the assembly port; the power connector is installed on the shell or the box body; the control cavity is connected to the high-voltage cavity so that the copper busbar of the high-voltage capacitor extends into the high-voltage cavity and is electrically connected to the high-voltage connector.

[0052] In some embodiments, the box body includes a top cover and a box wall integrally formed with the upper shell, the assembly port is provided on the box wall, and the upper shell is provided with an installation port for installing the power connector;

[0053] Two assembly ports are provided on the box wall, and the two assembly ports and the installation port are located on different sides; there are two high-voltage connectors, namely a first high-voltage connector for electrically connecting to the air-conditioning compressor and a second high-voltage connector for electrically connecting to the DCDC.

[0054] In some embodiments, the high-voltage connection assembly includes a positive copper busbar, a negative copper busbar, and several connecting wire harnesses; the positive copper busbar and the negative copper busbar are both electrically connected to the power connector and the copper busbar of the high-voltage capacitor, and the first high-voltage connector and the second high-voltage connector are connected in parallel between the positive copper busbar and the negative copper busbar through the several connecting wire harnesses; the control assembly also includes a fuse electrically connected to the high-voltage connection assembly.

[0055] In some embodiments, the high-voltage transfer box further includes a mounting base disposed within the box body, and the positive copper busbar, the negative copper busbar, and the fuse are all mounted on the mounting base; the mounting base has a sinking area, and the electrical connections of the positive copper busbar, the negative copper busbar, the power connector, and the copper busbar of the high-voltage capacitor are located in the sinking area; and a baffle is provided on the side wall of the sinking area.

[0056] In some embodiments, the control board is connected to the top plate of the shell; the top plate is provided with a heat dissipation structure, a low-voltage connector electrically connected to the control board, and a receiving portion for accommodating the capacitor of the control board, the heat dissipation structure is opposite to the position of the chip of the control board, and the low-voltage connector and the receiving portion both protrude from the upper surface of the top plate.

[0057] Based on the same inventive concept, the present application also provides a hybrid vehicle, comprising:

[0058] The hull is provided with a front engine room;

[0059] an engine, mounted in the forward nacelle;

[0060] The hybrid electric drive system is installed in the front engine compartment, and the speed change mechanism assembly is connected to the engine in a transmission manner.

[0061] In some embodiments, the left side of the hybrid electric drive system is fixed to the left longitudinal beam of the vehicle body, the right side of the hybrid electric drive system is fixedly connected to the left side of the engine, and the right side of the engine is fixed to the right longitudinal beam of the vehicle body; the lower part of the hybrid electric drive system is fixed to the lower bracket of the vehicle body.

[0062] It can be seen from the above technical solution that the hybrid electric drive system provided by the present application includes a housing assembly, a motor assembly, a speed change mechanism assembly and a controller assembly. A shaft gear cavity, a motor cavity and an oil storage cavity are provided inside the housing assembly, which are used to install the speed change mechanism assembly, install the motor assembly and store lubricating oil respectively. By integrating the motor assembly and the speed change mechanism assembly into the housing assembly, the internal structure of the housing assembly is made compact and small in size. The controller assembly is also installed on the housing, and the outer shell of the controller assembly is connected to the housing assembly, so that the distance between the controller assembly and the motor can be shortened, so that the length of the three-phase output copper busbar in the control component and the three-phase input copper busbar of the motor is shortened, and the wiring length between the control component and the low-voltage electronic devices (pumps, sensors, etc.) in the hybrid electric drive system is shortened, which is convenient for pipeline layout. Lubricating oil circuits are provided in the housing assembly, motor assembly and speed transmission assembly. A lubricating power device is installed on the housing assembly, which drives the lubricating oil to flow in the lubricating oil circuits, thereby realizing active lubrication of each bearing in the speed transmission assembly. Since the lubricating oil circuits are all provided in the housing assembly, motor assembly and speed transmission assembly, there is no need to set up a separate oil pipe in the inner cavity of the housing assembly, further reducing the volume of the hybrid electric drive system.

[0063] Compared to existing technologies, the hybrid electric drive system provided by this application features a motor assembly, a transmission assembly, and a controller assembly all mounted and fixed via a housing assembly, resulting in a high degree of integration and a compact size. Furthermore, the spacing between the controller assembly and the motor assembly, and between the controller assembly and the transmission assembly, is shortened, shortening the lengths of high-voltage copper plates, low-voltage wiring harnesses, fluid lines, and other structures, resulting in a streamlined structure and easier wiring. Lubrication oil circuits are integrated within the housing assembly, motor assembly, and transmission assembly, further reducing the size of the hybrid electric drive system. This improves the overall vehicle-carrying capability of the hybrid electric drive system. BRIEF DESCRIPTION OF THE DRAWINGS

[0064] Figure 1 Schematic diagram of the structure of the hybrid electric drive system in an embodiment of the present application at a certain viewing angle.

[0065] Figure 2 Schematic diagram of the structure of the hybrid electric drive system in an embodiment of the present application from another perspective.

[0066] Figure 3 for Figure 1 Schematic diagram of the structure of the hybrid electric drive system with the end cover removed.

[0067] Figure 4 for Figure 1 Schematic diagram of the structure of the hybrid electric drive system after removing the right housing.

[0068] Figure 5 for Figure 1Schematic diagram of the structure of the controller assembly in the hybrid electric drive system.

[0069] Figure 6 for Figure 5 Exploded view of the controller assembly.

[0070] Figure 7 for Figure 5 Front view of the controller assembly.

[0071] Figure 8 for Figure 7 AA cross-sectional view of the controller assembly.

[0072] Figure 9 for Figure 5 Rear view of the controller assembly.

[0073] Figure 10 for Figure 5 Diagram of the internal structure of the controller assembly after removing the shell.

[0074] Figure 11 for Figure 5 Schematic diagram of the structure of the upper shell of the controller assembly.

[0075] Figure 12 for Figure 7 A top view of the upper housing in the controller assembly.

[0076] Figure 13 for Figure 8 BB cross-sectional view of the upper housing in the controller assembly.

[0077] Figure 14 for Figure 5 Schematic diagram of the structure of the water cooling plate in the controller assembly.

[0078] Figure 15 for Figure 10 Front view of the water cooling plate in the controller assembly.

[0079] Figure 16 for Figure 10 A top view of the water cooling plate in the controller assembly.

[0080] Figure 17 for Figure 5 A top view of the structure of the high-voltage transfer box in the controller assembly after the top cover of the box body is removed.

[0081] Figure 18 for Figure 13 Schematic diagram of the internal structure of the high-voltage transfer box in the controller assembly.

[0082] Figure 19 for Figure 5 Wiring circuit diagram of the high-voltage transfer box in the controller assembly.

[0083] Figure 20 for Figure 1 Schematic diagram of the structure of the hybrid transmission mechanism assembly in the hybrid electric drive system.

[0084] Figure 21 for Figure 20 A schematic structural diagram of a hybrid transmission assembly at a certain perspective.

[0085] Figure 22 for Figure 20 A schematic structural diagram of the hybrid transmission mechanism assembly from another perspective.

[0086] Figure 23 for Figure 20 A full cross-sectional view of the engine input shaft assembly in the hybrid transmission assembly.

[0087] Figure 24 for Figure 23 Schematic diagram of the structure of the internal lubrication channel of the engine input shaft assembly.

[0088] Figure 25 for Figure 23 Schematic diagram of the structure of the inner ring gear shaft in the engine input shaft assembly.

[0089] Figure 26 for Figure 25 Full cross-section of the inner ring gear shaft.

[0090] Figure 27 for Figure 1 Schematic diagram of the structure of the shift mechanism assembly in the hybrid electric drive system.

[0091] Figure 28 for Figure 1 Schematic diagram of the structure of the installation area of ​​the left housing in the hybrid electric drive system.

[0092] Figure 29 for Figure 1 Schematic diagram of the structure of the middle plate of the hybrid electric drive system.

[0093] Figure 30 for Figure 1 Installation structure diagram of the cooling spray pipeline in the hybrid electric drive system.

[0094] Figure 31 for Figure 1 Schematic diagram of the structure of the oil collecting tank on the left housing in the hybrid electric drive system.

[0095] Figure 32 Schematic diagram of the structure of a hybrid vehicle in an embodiment of the present application.

[0096] Description of reference numerals:

[0097] 1000-Hybrid electric drive system; 2000-Vehicle body; 3000-Engine.

[0098] 300-housing assembly; 301-motor cavity; 302-shaft gear cavity; 303-oil inlet channel; 304-oil collecting tank; 305-bearing mounting hole, 3041-notch; 310-right housing; 320-left housing, 321-middle plate, 3211-bearing hole, 3212-avoidance area, 322-mounting area, 3221-drain hole, 3222-pin hole, 3223-oil baffle plate, 3224-oil guide area, 3225-drainage hole; 323-convex rib; 324-baffle; 325-cooling spray pipeline; 330-end cover; 340-lubricating power unit; 350-plug for covering the thermostat; 360-temperature sensor; 370-solenoid valve; 380-radiator; 390-vent plug.

[0099] 400 - Controller assembly, 401 - Control chamber, 402 - High-pressure chamber. 410 - Housing; 411 - Upper housing, 4111 - Top plate, 4112 - Heat dissipation structure, 4113 - Accommodation portion, 4114 - Through hole, 4115 - Third through hole, 4116 - Mounting port; 412 - Water-cooling plate, 4121 - Base plate, 4122 - Cover, 4123 - Cooling slot, 4124 - First through hole, 4125 - Capacitor mounting position, 4126 - Sealing groove; 413 - Lower housing, 4131 - Second through hole, 4132 - Positioning pin; 414 - Operation window; 415 - Waterproof vent valve; 416 - Cover plate; 417 - Inlet pipe; 418 - Outlet pipe; 419 - Sealing ring. 420 - Control assembly; 421 - Control board; 422 - Driver board; 423 - IGBT; 424 - Three-phase output busbar; 425 - High-voltage capacitor; 426 - Current sensor; 427 - Low-voltage connector, 428 - Connecting cable. 430 - High-voltage adapter box; 431 - Box body, 4311 - Box wall, 4312 - Top cover, 4313 - Assembly port; 432 - High-voltage connection assembly, 4321 - Positive busbar, 4322 - Negative busbar, 4323 - Connecting wiring harness; 433 - Power connector; 434 - High-voltage connector, 4341 - First high-voltage connector, 4342 - Second high-voltage connector; 435 - Fuse; 436 - Mounting base, 4361 - Sink area, 4362 - Baffle.

[0100] 500-shift mechanism assembly; 510-shift motor; 520-shift reduction mechanism; 530-shift hub; 540-shift fork.

[0101] 600-Hybrid power transmission mechanism assembly; 610-Engine input shaft assembly; 620-Generator, 621-Generator rotor, 622-Second hollow cavity; 630-ICE intermediate shaft assembly, 631-ICE intermediate shaft, 632-First ICE intermediate gear, 633-Second ICE intermediate gear; 640-Differential shaft assembly; 650-EV intermediate shaft assembly, 651-EV intermediate shaft, 652-First EV intermediate gear, 653-Second EV intermediate gear; 660-Drive motor input shaft assembly, 661-Input shaft, 662-Transmission gear; 670-Drive motor, 671-Drive motor rotor.

[0102] 200-inner gear ring shaft, 201-inner hole; 210-sleeve portion; 220-cover portion, 221-gear sleeve portion, 222-baffle portion, 223-inner spline; 230-first mounting position; 240-assembly position, 241-inner hole wall; 250-second mounting position; 260-limiting structure, 261-circlip groove, 262-end face, 263-convex edge, 264-hole shoulder; 270-oil guide hole; 280-oil guide groove.

[0103] 100-planetary gear; 110-sun gear shaft, 111-first hollow cavity, 1111-oil storage cavity, 1112-expanding hole section, 112-fourth oil guide hole, 113-bearing mounting groove; 120-planet carrier, 121-planet carrier shaft, 122-connecting plate, 123-planet gear shaft, 124-oil collecting cavity, 1241-large hole section, 1242-small hole section, 125-first oil guide hole, 126-second oil guide hole, 1261-axial oil guide hole, 1262-radial oil guide hole, 127-third oil guide hole ;130-sun gear;140-planet gear;150-inner ring gear;160-lubrication channel;171-planet gear bearing;172-first planet carrier bearing;173-second planet carrier bearing;174-intermediate bearing;175-first support bearing;176-second support bearing;177a-needle roller bearing for mounting the first gear gear,177b-needle roller bearing for mounting the inner ring gear shaft,177c-needle roller bearing for mounting the second gear gear;178-thrust bearing;179-ball bearing.

[0104] 10-oil guide pipe, 11-oil outlet hole, 12-oil outlet; 20-oil guide member; 30-bushing; 40-actuator, 41-gear hub, 42-coupling gear, S1-first actuator, S2-second actuator; 50-first gear, 51-gear ring, 52-connecting part; 60-second gear; 70-circlip; 80-sleeve. DETAILED DESCRIPTION

[0105] In order to enable those skilled in the art to which this application belongs to understand this application more clearly, the technical solution of this application is described in detail below through specific embodiments in conjunction with the accompanying drawings.

[0106] Example 1:

[0107] This embodiment provides a hybrid electric drive system 1000, see Figures 1 to 4 The hybrid electric drive system 1000 includes a housing assembly 100, a hybrid transmission mechanism assembly 600 and a controller assembly 400. The hybrid transmission mechanism assembly 600 is installed inside the housing assembly 100, and the controller assembly 400 is installed outside the housing assembly 100.

[0108] Specifically, the interior of the housing assembly 100 is provided with a shaft gear cavity 302, a motor cavity 301 and an oil storage cavity. The oil storage cavity is used to store the lubricating oil required by the hybrid electric drive system 1000, and the oil storage cavity is connected to the shaft gear cavity 302 and / or the motor cavity 301. The hybrid power transmission mechanism assembly 600 is composed of a motor assembly and a speed change mechanism assembly. The motor assembly includes more than one motor, that is, the hybrid power electric drive system 1000 can be a single-motor hybrid power electric drive system or a multi-motor hybrid power electric drive system. The motor assembly is installed in the motor cavity 301, and the speed change mechanism assembly is installed in the shaft gear cavity 302. The speed change mechanism assembly is connected to the engine and one or more motors in a transmission manner, and outputs power to the wheels. The speed transmission mechanism assembly can adopt any structure disclosed in the prior art, such as the hybrid speed transmission mechanism of the invention application with publication number CN111873780A "A single-motor single-planetary gear multi-speed hybrid power transmission, system and vehicle", or the hybrid speed transmission mechanism of the invention application with publication number CN111942138A "Hybrid power transmission system, method of use and hybrid power vehicle", which is not limited in this application.

[0109] The controller assembly 400 is used to control the motor assembly and the low-voltage electronic components of the hybrid electric drive system 1000, such as the oil pump, radiator, and temperature sensor 360. The controller assembly 400 includes a housing 410 and a control assembly 420. The housing 410 defines a control cavity 401, within which the control assembly 420 is mounted. The housing 410 is connected to the casing assembly 300 and includes cooling channels for cooling the control assembly 420. The control assembly is equipped with a three-phase output busbar 424, which is electrically connected to the three-phase input busbars of each motor.

[0110] A lubrication power unit 340, which can be an oil pump, is mounted on the exterior of the housing assembly 300. Lubrication power unit 340 is located within the housing assembly 100, the motor assembly, and the transmission assembly. These lubrication oil circuits can be created by removing material from the housing or shaft, or by combining multiple components. Lubrication power unit 340 provides the power to circulate the lubricating oil, allowing it to circulate between the circuits and the oil reservoir.

[0111] To facilitate the installation of the hybrid transmission mechanism assembly 600, the housing assembly 300 adopts a split structure. The specific division method is not limited in this application. For example, the housing assembly 300 can be divided horizontally to form two upper and lower housings, or divided vertically to form three left, middle and right housings. Figure 8 The housing assembly 300 includes a right housing 310, a left housing 320 and an end cover 330 connected in sequence. The right housing 310 and the left housing 320 together form a shaft gear cavity 302. The left housing 320 and the end cover 330 together form a motor cavity 303.

[0112] Since the left housing 320 is located in the middle of the housing assembly 300 and is used to install the motor assembly and the speed change mechanism assembly, the overall volume of the left housing 320 is the largest compared to the right housing 310 and the end cover 330. Figure 28 In some embodiments, the controller assembly 400 is mounted on the left housing 320. Figure 28 The left housing 320 is provided with a mounting area 322, in which the controller assembly 400 is mounted. The mounting area 322 is a slot structure integrally formed on the left housing 320. The sidewalls of the mounting area 322 can wrap around the controller assembly 400 to a certain extent, improving the installation stability of the controller assembly 400. In some embodiments, the sidewalls of the mounting area 322 are provided with drainage holes 3221 to facilitate the drainage of water accumulated in the mounting area 322, thereby improving electrical safety.

[0113] In order to ensure that the three-phase output copper busbar 424 of the controller assembly 400 is accurately aligned with the three-phase input copper busbars of each motor, in some embodiments, a positioning structure is provided between the mounting area 322 and the housing 410. The positioning structure can be a positioning pin 4132 and a pin hole, or a step surface matching structure, which is not limited in this application. Figure 28 A positioning pin 4132 is provided at the bottom of the housing 410, and a pin hole 3222 is provided in the installation area 322. During installation, the positioning pin 4132 is inserted into the pin hole 3222 to ensure that the three-phase output copper busbar 424 is opposite to the three-phase input copper busbar of each motor, which is convenient for installing high-voltage bolts.

[0114] See also Figures 6 to 9To facilitate the installation of the control assembly 420, the housing 410 is a split structure. The specific division method is not limited in this application. For example, the housing 410 can be divided horizontally to form two upper and lower shells, or divided vertically to form three left, middle, and right shells. In general, unlike existing motor controllers, the housing 410 of this application does not have a water-cooling plate that is relatively independent of the housing 410. Instead, a cooling groove 4123 is directly provided on the housing 410 for the circulation of coolant. It can also be understood that this application regards the water-cooling plate as part of the housing 410.

[0115] The outer shell 410 includes an upper shell 411 and a water-cooled plate 412. The upper shell 411 and the water-cooled plate 412 together form a control chamber 401. Bolt holes are provided on the upper shell 411 and the water-cooled plate 412. The two are sealed by a sealing ring 419 and then fixed by bolts. A cooling groove 4123 is provided on the water-cooled plate 412. The cooling groove 4123 is formed by a downward depression on the top surface of the water-cooled plate 412. In some embodiments, the number of cooling grooves 4123 is the same as the number of motors. For ease of arrangement, each cooling groove 4123 is evenly distributed in the horizontal direction and connected in sequence. In other embodiments, the cooling groove 4123 can also be a full-length groove. By welding or gluing a sealing plate on the groove, an open cooling position the same as the number of motors is formed.

[0116] See also Figure 6 and Figure 10 The control assembly 420 includes an electrically connected control board 421, a driver board 422, an IGBT 423, a three-phase output copper bus 424, and a high-voltage capacitor 425. The control board 421, the driver board 422, the IGBT 423, and the three-phase output copper bus 424 are electrically connected in sequence, and the high-voltage capacitor 425 is electrically connected to the IGBT 423. In the control assembly 420, the driver board 422, the IGBT 423, and the high-voltage capacitor 425 are all installed on the water-cooled plate 412. To make full use of the installation space, the IGBT 423 and the high-voltage capacitor 425 are arranged side by side in the horizontal direction. The driver board 422 is located above the IGBT 423 and is fixed to the water-cooled plate 412 by screws. The IGBT 423 covers the notch of the cooling groove 4123 to enclose the cooling groove 4123 to form a cooling channel.

[0117] See Figures 14 to 16The water-cooled plate 412 includes a connected base plate 4121 and a cover 4122. The base plate 4121 is generally plate-shaped and is provided with a cooling groove 4123 and a first through-hole 4124 for the three-phase output copper busbar 424 to pass through. A flow channel is provided inside the base plate 4121, and the flow channel is an open structure, forming the cooling groove 4123. The cover 4122 is generally sleeve-shaped and has an inner cavity. The inner cavity of the cover 4122 is connected to the control cavity 401 of the housing 410 through the first through-hole 4124, so that after the three-phase output copper busbar 424 is electrically connected to the IGBT 423 located in the control cavity 401, it can extend into the inner cavity of the cover 4122 through the first through-hole 4124 to electrically connect to the three-phase input copper busbar of the motor extending into the inner cavity of the cover 4122. The base plate 4121 and the cover shell 4122 can be integrally formed by injection molding or metal casting, or fixedly connected by welding, bonding, bolt connection, etc. In this embodiment, the base plate 4121 and the cover shell 4122 are both made of aluminum alloy and are directly cast.

[0118] Since the cooling groove 4123 has an open notch, in order to ensure sealing, the substrate 4121 is provided with a sealing groove 4126 on the outer periphery of the notch of the cooling groove 4123, and a sealing ring 419 is provided in the sealing groove 4126. The IGBT 423 has a mounting edge extending horizontally outward, and the mounting edge presses the sealing ring 419 to achieve sealing of the cooling channel. Figure 8 shown.

[0119] The high voltage capacitor 425 is installed next to the IGBT 423. Figure 16 The substrate 4121 is provided with a capacitor mounting position 4125. The capacitor mounting position 4125 can be a boss protruding from the surface of the substrate 4121, or a recessed groove that matches the high-voltage capacitor 425. In order to increase the contact area between the high-voltage capacitor 425 and the substrate 4121, in this embodiment, the capacitor mounting position 4125 is a recessed groove. To further improve the heat dissipation performance, in this embodiment, a heat conductive member, such as a thermal pad or thermal conductive adhesive, is provided in the capacitor mounting position 4125. The heat conductive member can quickly transfer the heat from the high-voltage capacitor 425 to the water cooling plate 412.

[0120] See also Figure 6 and Figure 7 In some embodiments, the housing 410 further includes a lower housing 413 for sealing the inner cavity of the cover 4122. The lower housing 413 is provided with a second through-hole 4131 through which the three-phase input copper busbar of the power supply passes. A sealing ring 419 is provided between the lower housing 413 and the cover 4122 of the water-cooling plate 412, and the two are then fixedly connected by bolts. In some embodiments, a positioning structure is provided on the lower housing 413 and / or the water-cooling plate 412. The positioning structure can be a positioning pin or a pin hole. A matching pin hole or positioning pin is provided in the installation area of ​​the controller assembly 400, thereby enabling the installation and positioning of the controller assembly 400. See Figure 6 A positioning pin 4132 is provided on the bottom surface of the lower shell 413, and the positioning pin 4132 is detachably connected to the lower shell 413 or formed integrally.

[0121] An inlet pipe 417 and an outlet pipe 418 are mounted at the ends of base plate 4121 and communicate with cooling tank 4123. Since hybrid electric drive system 1000 is drivingly connected to the engine, which has an independent cooling system, inlet pipe 417 and outlet pipe 418 can be connected to the engine's cooling system. Specifically, inlet pipe 417 and outlet pipe 418 are connected to the engine's cooling system pipelines. The cooling water circulation power is provided by the engine's cooling system water pump, and the cooling water is dissipated by a low-temperature radiator installed in the front engine compartment.

[0122] See also Figure 8 In the control assembly 420, a control board 421 is connected to the top plate 4111 of the housing 410. Specifically, the control board 421 is mounted on the upper housing 411. The inner surface of the upper housing 411 is provided with a plurality of posts with threaded holes. The control board 421 is mounted on the posts using screws. The control board 421 is electrically connected to the driver board 422 via a connecting cable 428. In some embodiments, the control assembly 420 further includes a current sensor 426, which is electrically connected to the control board 421 and is disposed within the inner cavity of the housing 4122.

[0123] In certain embodiments, both the upper housing 411 and the water-cooling plate 412 are provided with an operation window 414. The operation window 414 of the upper housing 411 is used for connecting and plugging the connecting cable 428, while the operation window 414 of the water-cooling plate 412 is used for electrically connecting the three-phase output copper busbar 424 to the three-phase input copper busbar of the motor. A cover 416 is provided on the operation window 414. The cover 416 can be a metal cover 416 or a plastic cover 416. The cover 416 can be connected to the upper housing 411 / water-cooling plate 412 using a removable method such as a screw connection, a threaded connection, or a snap connection.

[0124] Since the control assembly 420 generates heat during operation, the pressure in the control chamber 401 will change. In order to reduce the impact of the pressure change, in some embodiments, a waterproof breathable valve 415 is installed in at least one operating window 414. The waterproof breathable valve 415 can prevent water from entering the control chamber 401 and the inner cavity of the cover 4122, but air can pass through the waterproof breathable valve 415 smoothly to adapt to the pressure change in the control chamber 401. In other embodiments, a cover plate 416 can be installed on each operating window 414, and a waterproof breathable valve 415 can be installed on other parts of the upper shell 411 or the water-cooling plate 412, such as Figure 9 shown.

[0125] In control assembly 420, the number of drive boards 422, IGBTs 423, and three-phase output busbars 424 is the same as the number of motors. For a dual-motor electric drive system, two drive boards 422, two IGBTs 423, and two sets of three-phase output busbars 424 are required. Control board 421 is an integrated PCB board, on which the control chips for each motor are mounted. When controller assembly 400 is applied to a hybrid electric drive system, particularly one with gears, the various sensors and shift mechanisms in the hybrid electric drive system are also electrically connected to control board 421, which directly collects sensor signals and issues shift control commands.

[0126] Therefore, to ensure the normal operation of the control board 421, it is also necessary to cool the control board 421. This can be achieved by installing a cooling fan on the chip of the control board 421. The specific structure can refer to the heat dissipation structure of the CPU in a desktop computer. In some embodiments, the control board 421 is cooled by installing a heat dissipation structure on the top plate 4111 of the housing 410 (i.e., the upper plate of the upper shell 411).

[0127] See Figure 11 Top plate 4111 is provided with a heat dissipation structure 4112, which is positioned opposite the chip on control board 421. Heat dissipation structure 4112 can be implemented as a heat dissipation fin, heat dissipation pin, or other structure, and this application does not impose any limitations thereon. In one embodiment, the outer surface of top plate 4111 is provided with a groove, within which a plurality of pin-bar structures are spaced apart to form heat dissipation structure 4112. If upper housing 411 is a casting, the pin-bar structure can be integrally cast.

[0128] In order to improve the heat dissipation effect, in some embodiments, a thermal pad (not shown in the figure) is provided in the housing 410, and the two sides of the thermal pad are in contact with the chip and the heat dissipation structure 4112 respectively. The thermal pad can be a thermal adhesive coating or a gasket with good thermal conductivity. By providing the thermal pad, the chip is in full contact with the heat dissipation structure 4112.

[0129] If a large-capacity capacitor is installed on the control board 421, the heat dissipation of the capacitor must also be considered. Figure 11 In some embodiments, the top plate 4111 of the housing 410 (i.e., the upper plate of the upper shell 411) is provided with a receiving portion 4113 for accommodating the capacitor of the control board 421. The receiving portion 4113 protrudes from the upper surface of the top plate 4111. By providing the receiving portion 4113 to accommodate the capacitor, the top plate 4111 is avoided from being raised as a whole, thereby reducing the volume of the controller assembly 400.

[0130] The size of the accommodating portion 4113 can be larger than the size of the capacitor or adapted to the shape of the capacitor. At least one of the length and width of the accommodating portion 4113 matches the size of the capacitor to provide a certain limit, so that the inner surface of the accommodating portion 4113 can directly constitute a limit structure to prevent the capacitor from failing due to vibration. The inner cavity of the accommodating portion 4113 is provided with a thermally conductive curing adhesive that wraps around the capacitor, so that the capacitor is in full contact with the inner surface of the accommodating portion 4113, meeting the heat dissipation requirements of the capacitor. The thermally conductive curing adhesive wrapping around the capacitor can further stabilize the capacitor, ensuring a stable electrical connection between the capacitor and the control board 421.

[0131] In some embodiments, the top plate 4111 is further provided with a low-voltage connector 427 electrically connected to the control board 421. The low-voltage connector 427 is used to plug in a low-voltage wiring harness plug to meet the communication requirements between the controller assembly 400 and the vehicle ECU. Figure 12 A through hole 4114 is defined in the top plate 4111. A low-voltage connector 427 is mounted in this through hole 4114 and also protrudes from the top surface of the top plate 4111. The low-voltage connector 427 and the receiving portion 4113 are arranged side by side, utilizing the height space created by each other. This does not increase the overall height of the external surface of the controller assembly 400, nor does it affect the normal use and installation of other structural components. In certain embodiments, the low-voltage connector 427, the receiving portion 4113, and the high-voltage adapter box 430 are arranged sequentially along the flow direction of the fluid in the cooling tank 4123, fully utilizing the space on the top surface of the top plate 4111.

[0132] Referring to the figure, in some embodiments, the controller assembly 400 also includes a high-voltage adapter box 430, which can realize the electrical connection between the high-voltage DC power supply and the high-voltage equipment (high-voltage capacitor 425, DCDC, air-conditioning compressor, etc.), and realize the electrical conduction between the power connector 433 and the high-voltage connector 434 through the high-voltage connection component 432 inside the high-voltage adapter box 430. The corresponding number of high-voltage connectors 434 can be set according to the number of high-voltage equipment in the vehicle, so that the high-voltage adapter box 430 acts as a multi-pass electrical connector.

[0133] See Figure 6 and Figure 17 The high-voltage transfer box 430 includes a box body 431, as well as an electrically connected high-voltage connection assembly 432, a power connector 433, and at least one high-voltage connector 434. The box body 431 is connected to the housing 410. The box body 431 defines a high-voltage cavity 402 for accommodating the high-voltage connection assembly 432. The box body 431 defines at least one assembly opening 4313 for mounting the power connector 433 and / or at least one high-voltage connector 434. Specifically, in this embodiment, the high-voltage connector 434 is mounted in the assembly opening 4313, and the power connector 433 is mounted on the housing 410 or the box body 431.

[0134] High-voltage connector 434 is used to connect to the connectors of high-voltage equipment in the vehicle, such as DC / DC (voltage converter), air conditioning compressor, PDU (high-voltage distribution unit), PTC (car heater), high-voltage cable, etc. The number of high-voltage connectors 434 depends on actual needs. Power connector 433 is used to connect to a high-voltage DC power plug to obtain electrical energy from a power source (power battery, fuel cell, etc.). During use, the positive and negative copper busbars of the high-voltage DC power plug (not shown) extend into the high-voltage cavity 402. The main body of the high-voltage DC power plug is fixed to the housing 410 or the box body 431 with screws to prevent the high-voltage DC power plug from loosening. High-voltage capacitor 425 draws power from the high-voltage DC power plug. Since high-voltage capacitor 425 is installed in control cavity 401, control cavity 401 and high-voltage cavity 402 should be arranged to communicate with each other so that the copper busbars of high-voltage capacitor 425 extend into the high-voltage cavity 402 and are electrically connected to high-voltage connector 434.

[0135] See also Figure 11 and Figure 17 The box body 431 of the high-voltage transfer box 430 is a bottomless structure, including a top cover 4312 and a box wall 4311. The box wall 4311 is integrally formed with the upper shell 411, or fixedly connected and sealed by welding, bonding, etc. In this embodiment, the box wall 4311 is integrally formed with the upper shell 411, and the assembly port 4313 is provided on the box wall 4311. The portion of the upper shell 411 located in the area surrounded by the box wall 4311 is provided with a third through hole 4115. The third through hole 4115 connects the high-voltage chamber 402 with the control chamber 401, so that the copper busbar of the high-voltage capacitor 425 can extend into the high-voltage chamber 402. Considering that the installation position of the high-voltage capacitor 425 is lower than that of the high-voltage transfer box 430, in order to facilitate the connection of the copper busbar of the high-voltage capacitor 425, an installation port 4116 for installing the power connector 433 is provided on the upper shell 411, and the overall height is lower than the assembly port 4313. Figure 11 shown.

[0136] In this embodiment, two assembly ports 4313 are provided on the box wall 4311, and the number of corresponding high-voltage connectors 434 is two, namely a first high-voltage connector 4341 for electrically connecting to the air-conditioning compressor and a second high-voltage connector 4342 for electrically connecting to the DCDC. Figure 15 The two assembly ports 4313 and the installation port 4116 are located on different sides to avoid interference between the first high-voltage connector 4341 , the second high-voltage connector 4342 and the power connector 433 .

[0137] In some embodiments, the axes of the first high-voltage connector 4341 and the power connector 433 are along the width direction and the length direction of the vehicle body, respectively, and the axis of the second high-voltage connector 4342 is set at an angle relative to the length direction and the width direction of the vehicle body, that is, relative to the length direction and the width direction of the vehicle body, the high-voltage connector of the air-conditioning compressor connected to the second high-voltage connector 4342 is tilted to avoid interference with structural equipment such as the intake manifold of the engine compartment.

[0138] In order to ensure that each high-voltage device works relatively independently, in this embodiment, each high-voltage connector 434 is connected in parallel with the power connector 433. Figure 17 and Figure 18 The high-voltage connection assembly 432 includes a positive copper busbar 4321, a negative copper busbar 4322 and a plurality of connecting wire harnesses 4323; the positive copper busbar 4321 and the negative copper busbar 4322 are both electrically connected to the power connector 433 and the copper busbar of the high-voltage capacitor 425. That is, the positive copper busbar 4321 and the negative copper busbar 4322 serve as the positive access port and the negative access port of the high-voltage connection assembly 432, respectively, and are electrically connected to the positive and negative poles of the power connector 433. The copper busbar of the high-voltage capacitor 425 is also electrically connected to the positive and negative poles of the power connector 433. In this embodiment, the positive copper busbar 4321 / negative copper busbar 4322, the copper busbar of the high-voltage capacitor 425, and the positive / negative copper busbar 4322 of the power connector 433 are electrically conductive through a high-voltage bolt. The first high-voltage connector 4341 and the second high-voltage connector 4342 are connected in parallel between the positive copper bus 4321 and the negative copper bus 4322 via a plurality of connecting harnesses 4323 . The connecting harnesses 4323 can be copper bus bars or wires.

[0139] In order to improve the safety of electricity use, in some embodiments, see Figure 18 and Figure 9 The control component 420 also includes a fuse 435, which is electrically connected to the high-voltage connection component 432. The fuse 435 can be specifically set on the connection branch of the first high-voltage connector 4341 or the second high-voltage connector 4342, and this application does not impose any restrictions.

[0140] To facilitate installation of the high voltage connection assembly 432, see Figure 17 and Figure 18 In some embodiments, the high-voltage transfer box 430 further includes a mounting base 426 disposed within the box body 431. The mounting base 426 is fixedly connected to the box wall 4311 or the upper shell 411. The positive copper busbar 4321, the negative copper busbar 4322, and the fuse 435 are all mounted on the mounting base 426. The connecting harness 4323 specifically uses a wire, which has a certain degree of flexibility to facilitate the connection between the copper busbar and the connector.

[0141] Considering that the power connector 433 needs to be electrically connected to the positive copper bus 4321 / the negative copper bus 4322 and the copper bus of the high-voltage capacitor 425 at the same time, in order to reduce the length of the copper bus, see Figure 18 Mounting base 426 has a sunken area 4361, which is opposite the position of third through hole 4115. The electrical connection points of positive copper busbar 4321, negative copper busbar 4322, power connector 433, and the copper busbar of high-voltage capacitor 425 are located in sunken area 4361. This allows the copper busbars of power connector 433 and / or high-voltage capacitor 425 to be straight copper busbars, which can be purchased directly without the need for separate design. Positive copper busbar 4321 and negative copper busbar 4322 are correspondingly designed as bent structures, bending downward from the upper surface of mounting base 426 and extending to sunken area 4361.

[0142] Since the position of the sunken area 4361 is opposite to the third through hole 4115, in order to prevent the bolts connecting the positive copper busbar 4321, the negative copper busbar 4322, the power connector 433 and the copper busbar of the high-voltage capacitor 425 from falling and entering the control cavity 401 during installation, see Figure 14 The side wall of the sinking area 4361 is provided with a baffle 4362 to completely block the gap, or reduce the gap to the point where the bolt cannot pass through, thereby avoiding the risk of the bolt accidentally falling.

[0143] In certain embodiments, see Figure 20 The transmission assembly includes a transmission-connected engine input shaft assembly 610, a differential shaft assembly 640, and at least one intermediate shaft assembly. The transmission assembly's power is output to the wheels via the differential shaft assembly 640. Within the transmission assembly, the differential shaft assembly 640 has the lowest outer circumference, allowing it to directly contact the lubricating oil in the oil reservoir. This allows the differential shaft assembly 640 to churn the oil during rotation, creating splash lubrication for the transmission assembly's gears. To simplify the structure, in some embodiments, the housing assembly 300 does not include a separate oil pan. Instead, the bottom space of the shaft gear cavity 302 is increased to serve as an oil reservoir. The differential shaft assembly is at least partially located within the oil reservoir, churning the oil and creating splash lubrication within the shaft gear cavity 302. The lubrication power unit 340 can also be located within the oil reservoir, directly immersed in the oil. To ensure oil cleanliness, a filter is installed in communication with the lubrication power unit 340.

[0144] Specifically, in the speed change mechanism assembly, the engine input shaft assembly 610 is simultaneously connected to the engine and one of the motors in a transmission manner. In order to simplify the lubrication structure, in some embodiments, the shaft of the engine input shaft assembly 610 is provided with a through first hollow cavity 111, and the rotor of the motor connected to the engine input shaft assembly 610 is provided with a through second hollow cavity 622. The end cover 330 is provided with an oil inlet channel 303. The first hollow cavity 111, the second hollow cavity 622 and the oil inlet channel 303 are connected in sequence, so that the lubricating oil flowing into the oil inlet channel 303 flows into the engine input shaft assembly 610 through the rotor of the motor to lubricate the various bearings in the engine input shaft assembly 610.

[0145] In certain embodiments, the hybrid transmission assembly 600 is a dual-motor hybrid transmission. Specifically, referring to the figure, the hybrid transmission assembly 600 includes a transmission-connected engine input shaft assembly 610, a generator 620, an ICE intermediate shaft assembly 630, a differential shaft assembly 640, an EV intermediate shaft assembly 650, a drive motor input shaft assembly 660, and a drive motor 670. The engine input shaft assembly 610 is transmission-connected to the engine and equipped with a planetary gear 100, an actuator, and a gear shift mechanism, thereby enabling gear shifting. In other words, the hybrid transmission assembly 600 of this embodiment can achieve hybrid power input from the engine and the electric motor, as well as multiple gears for the hybrid engine.

[0146] See also Figure 21 and Figure 22 Regarding the positional arrangement of each of the above assemblies, the engine input shaft assembly 610 is coaxially arranged with the generator 620. That is, the rotor 621 of the generator 620 is directly connected to the input shaft (sun gear shaft 110, planetary carrier 120, or ring gear shaft 200) of the engine input shaft assembly 610, for example, by a key connection, gear connection, etc. The drive motor input shaft assembly 660 is coaxially arranged with the drive motor 670. That is, the rotor 671 of the drive motor 670 is directly connected to the input shaft 661 of the drive motor input shaft assembly 660, for example, by a key connection, gear connection, etc. A transmission gear 662 is integrally formed on the input shaft 661 of the drive motor input shaft assembly 660. The generator 620 and the drive motor 670 are located on the same side. Taking the example of the axis of the engine input shaft assembly 610 being parallel to the vehicle width direction, the side of the engine input shaft assembly 610 close to the driver's seat is the left side (denoted as L), and the side of the engine input shaft assembly 610 close to the co-driver's seat is the right side (denoted as R), then the generator 620 and the drive motor 670 are located on the left side of the engine input shaft assembly 610 or on the right side of the engine input shaft assembly 610. Figure 21 and Figure 22The structure of the hybrid transmission mechanism assembly 600 is shown when the generator 620 and the drive motor 670 are both located on the left side of the engine input shaft assembly 610 .

[0147] By locating the generator 620 and drive motor 670 on the same side of the engine input shaft assembly 610, the motor assembly (generator 620 and drive motor 670) and the gear assembly (engine input shaft assembly 610, ICE intermediate shaft assembly 630, differential shaft assembly 640, EV intermediate shaft assembly 650, drive motor input shaft assembly 660) can be separated during layout. This facilitates the design of the cooling and lubrication system and the division of high and low voltages. The motor typically uses oil injection cooling and operates at a higher voltage; the bearings of the gear assembly typically use active lubrication, and the voltage of electronic components such as the shift motor and sensors is lower. Furthermore, the coaxial arrangement of the motor and input shaft can reduce the one-way dimensions of the hybrid transmission assembly 600.

[0148] Among the above assemblies, the axis of the drive motor 670 is the highest, the ICE intermediate shaft assembly 630 and the differential shaft assembly 640 are the lowest, and the installation height of the engine input shaft assembly 610 is located between the drive motor 670 and the differential shaft assembly 640. The projection of the engine input shaft assembly 610 on the vertical plane overlaps with the projections of the drive motor 670 and the differential shaft assembly 640 on the vertical plane. Therefore, the axis of the engine input shaft assembly 610, the axis of the drive motor 670, and the axis of the differential shaft assembly 640 are distributed in a triangular shape, as shown in FIG. Figure 20 As shown. The triangular distribution structure can not only reduce the one-way size of the hybrid transmission mechanism assembly 600, but also provide a stable structure. In addition, the triangular distribution can provide installation space for the ICE intermediate shaft assembly 630 and the EV intermediate shaft assembly 650, which can further reduce the size of the hybrid transmission mechanism assembly 600 on a plane perpendicular to the engine input shaft axis. For details, please refer to Figure 20 In certain embodiments, the axis of the EV intermediate shaft assembly 650 is located within the triangular region enclosed by the axis centers of the engine input shaft assembly 610, the drive motor 670, and the differential shaft assembly 640. The axis of the ICE intermediate shaft assembly 630 is located below the axis connecting the axis centers of the engine input shaft assembly 610 and the differential shaft assembly 640, and the axis of the ICE intermediate shaft assembly 630 is at the lowest height.

[0149] The engine input shaft assembly 610 is used to connect the engine, and the gear change of the engine is also achieved through the engine input shaft assembly 610. Figure 23The engine input shaft assembly 610 includes a planetary gear set 100, at least one actuator, at least one support bearing, at least one gear shift gear, and an inner ring gear shaft 200. The inner ring gear shaft 200 is sleeved around the planetary gear set 100 and is in driving connection with the inner ring gear 150 of the planetary gear set 100, serving as a portion of the planetary gear set 100. The at least one actuator, at least one support bearing, and at least one gear shift gear are all mounted on the inner ring gear shaft 200. The inclusion of the inner ring gear shaft 200 in the engine input shaft assembly 610 simultaneously integrates the transmission function of the planetary gear set 100, actuator mounting, gear shift gear mounting, and necessary axial limiting functions, thereby significantly improving the integration level of the hybrid transmission assembly 600 and reducing its functional volume in the axial direction, enabling more flexible layout and mounting capabilities.

[0150] When shifting gears, the shift mechanism acts on the actuator, which changes the torque transmission path so that gears of different diameters participate in the power transmission, thereby achieving gear shifting. The torque of the engine input shaft assembly 610 is transmitted to the EV intermediate shaft assembly 650 and the ICE intermediate shaft assembly 630 by the gear gears. Figure 21 and Figure 22 In certain embodiments, the EV intermediate shaft assembly 650 includes an EV intermediate shaft 651 and a first EV intermediate gear 652 and a second EV intermediate gear 653 mounted on the EV intermediate shaft 651. The first EV intermediate gear 652 has a larger diameter than the second EV intermediate gear 653. Since the second EV intermediate gear 653 is smaller, the second EV intermediate gear 653 can be integrally formed with the EV intermediate shaft 651. The first EV intermediate gear 652 is mounted on the EV intermediate shaft 651, and the two are connected by a key. The EV intermediate shaft assembly 650 is transmission-connected to the engine input shaft assembly 610 and the drive motor input shaft assembly 660 via the first EV intermediate gear 652. Specifically, the first EV intermediate gear 652 meshes with both the first gear 50 and the transmission gear 662 of the drive motor input shaft assembly 660. The EV intermediate shaft assembly 650 is transmission-connected to the differential shaft assembly 640 via the second EV intermediate gear 653.

[0151] See also Figure 2 and Figure 3In certain embodiments, the ICE intermediate shaft assembly 630 includes an ICE intermediate shaft 631 and a first ICE intermediate gear 632 and a second ICE intermediate gear 633 mounted on the ICE intermediate shaft 631. The first ICE intermediate gear 632 has a larger diameter than the second ICE intermediate gear 633. Since the second ICE intermediate gear 633 is smaller, the second ICE intermediate gear 633 can be integrally formed with the ICE intermediate shaft 631. The first ICE intermediate gear 632 is mounted on the ICE intermediate shaft 631, and the two are connected by a key. The ICE intermediate shaft assembly 630 is drivingly connected to the engine input shaft assembly 610 via the first ICE intermediate gear 632. Specifically, the first ICE intermediate gear 632 meshes with the second gear 60. The ICE intermediate shaft assembly 630 is drivingly connected to the differential shaft assembly 640 via the second ICE intermediate gear 633.

[0152] The engine input shaft assembly 610 is the most important shaft-gear assembly in the hybrid transmission assembly 600, implementing the functions of engine power input, energy recovery, and gear shifting. The inner ring gear shaft 200 in the engine input shaft assembly 610 serves as a supporting framework to achieve the installation and fixation of the planetary gear 100, at least one actuator, at least one support bearing, and at least one gear gear. In this embodiment, the engine input shaft assembly 610 is provided with only one planetary gear 100, see Figure 23 Planetary gear set 100 includes a sun gear shaft 110, a planet carrier 120, a sun gear 130, planetary gears 140, and an inner ring gear 150. Sun gear 130 is mounted on sun gear shaft 110 or integrally formed with sun gear shaft 110. Planetary gears 140 are mounted on planetary gear shaft 123 of planet carrier 120 via planetary gear bearings 40. Sun gear 130, planetary gears 140, and inner ring gear 150 are sequentially arranged from the inside to the outside and mesh with each other. The inner ring gear 150 is in driving connection with the inner ring gear shaft 200.

[0153] See also Figure 23In the engine input shaft assembly 610, the sun gear shaft 110 or the planetary carrier shaft 121 of the planetary gear set 100 is connected to the engine to input engine power. The sun gear shaft 110 or the planetary carrier shaft 121 of the planetary gear set 100 is connected to the generator 620 to input motor power. The ring gear shaft 200 is mounted on the planetary carrier shaft 121 or the sun gear shaft 110 of the planetary gear set 100 for engine power input. For example, if the sun gear shaft 110 of the planetary gear set 100 is used for engine input, the ring gear shaft 200 and the planetary carrier shaft 121 are used as outputs. The ring gear shaft 200 is mounted on the planetary carrier shaft 121, and the ring gear shaft 200 or the planetary carrier shaft 121 is provided with a connection structure for transmission connection with the generator 620. If planetary gear set 100 uses carrier shaft 121 as input, ring gear shaft 200 and sun gear shaft 110 serve as outputs. Ring gear shaft 200 is sleeved onto sun gear shaft 110, and a connection structure for transmission connection to generator 620 is provided on sun gear shaft 110 or ring gear shaft 200. In this embodiment, planetary gear set 100 uses a technical solution in which carrier shaft 121 inputs engine power, while ring gear shaft 200 and sun gear shaft 110 output engine power. Ring gear shaft 200 is sleeved onto sun gear shaft 110.

[0154] See also Figures 23 to 26 The inner ring gear shaft 200 includes a sleeve portion 210 and a cover portion 220. The sleeve portion 210 is a sleeve structure that can be mounted on a shaft, such as the sun gear shaft 110 or the planetary carrier shaft 121 of the planetary gear set 100. The sleeve portion 210 has a long axial dimension and can be axially provided with a number of first mounting locations 230 for mounting the actuator 40, as well as assembly locations 240 for supporting bearings and second mounting locations 250 for shift gears. The cover portion 220 is drivingly connected to the inner ring gear 150 of the planetary gear set 100 and participates in the operation of the planetary gear set 100 as part of the planetary gear set 100. Both the inner and outer surfaces of the cover portion 220 can serve as the assembly locations 240 for supporting bearings or the second mounting locations 250 for gears. Therefore, by setting the inner ring gear shaft 200, the transmission function of the planetary gear 100, the installation of the actuator 40, the installation of the gear gear and the necessary axial limiting function can be integrated at the same time, thereby greatly improving the integration of the engine input shaft assembly 610, reducing the functional volume of the engine input shaft assembly 610, and making the electric drive system equipped with the engine input shaft assembly 610 have more flexible layout and mounting performance.

[0155] The cover portion 220 of the inner ring gear shaft 200 and the inner ring gear 150 of the planetary gear row 100 can be specifically formed as one piece, welded, or keyed. The inner ring gear shaft 200, the planetary carrier shaft 121, and the sun gear shaft 110 need to rotate during operation, and there is a speed difference under certain working conditions. Therefore, it is necessary to install bearings between the inner ring gear shaft 200 and the sun gear shaft 110 or the planetary carrier shaft 121. The inner ring of the bearing is sleeved on the sun gear shaft 110 or the planetary carrier shaft 121, and the inner ring gear shaft 200 is sleeved on the outer ring of the bearing. In this embodiment, the inner ring gear shaft 200 is sleeved on the sun gear shaft 110 through two needle roller bearings 177b, as shown in FIG. Figure 23 shown.

[0156] The inner gear shaft 200 can be a one-piece structure, where the sleeve portion 210 and the cover portion 220 are integrally formed by casting or machining. Alternatively, the inner gear shaft 200 can be a split structure, where the sleeve portion 210 and the cover portion 220 are fixedly connected by welding, bonding, screwing, or other methods. In this embodiment, the inner gear shaft 200 is a one-piece structure formed by casting, and then the inner and outer surfaces are machined. The inner gear shaft 200 can be made of metal materials such as stainless steel and cast aluminum.

[0157] The cover portion 220 of the inner ring gear shaft 200 is mounted on the main body of the planetary gear set 100. The sun gear 130, planetary gears 140, and inner ring gear 150 of the planetary gear set 100 are all located within the inner hole of the cover portion 220. Specifically, the cover portion 220 includes a gear sleeve portion 221 and a baffle portion 222. The inner ring of the baffle portion 222 is connected to the shaft sleeve portion 210, and the outer ring is connected to the gear sleeve portion 221. The structure of the gear sleeve portion 221 is similar to that of the shaft sleeve portion 210. Both are shaft sleeve structures. The gear sleeve portion 221 is in driving connection with the inner ring gear 150 of the planetary gear set 100. The baffle portion 222 can be an annular flat plate, an annular spherical shell, or a three-dimensional structure composed of multiple connecting rods. The specific structural form of the baffle portion 222 is not limited in this application. The shaft sleeve portion 210, baffle portion 222, and gear sleeve portion 221 can be a one-piece structure, or fixedly connected by welding, bonding, screwing, etc. The gear sleeve portion 221 and the inner ring gear 150 may be an integral structure or key-connected to achieve power transmission, so that the entire inner ring gear shaft 200 can rotate together with the inner ring gear 150 of the planetary gear set 100 .

[0158] See also Figure 23In this embodiment, the gear sleeve 221 and the inner ring gear 150 are connected via splines. The inner surface of the gear sleeve 221 is provided with internal splines 223. The inner surface of the inner ring gear 150 comprises teeth that mesh with the planetary gears 140, while the outer surface comprises external splines. The inner ring gear 150 axially engages the internal splines 223. One side of the inner ring gear 150 is axially restrained by the inner end surface 262 of the baffle 222. A retaining spring groove 261 is provided in the inner splines 223 of the gear sleeve 221. When a retaining spring 70 is installed in the retaining spring groove 261, the retaining spring 70 axially restrains the other side of the inner ring gear 150. This prevents axial relative movement between the gear sleeve 221 and the inner ring gear 150. Furthermore, the retaining spring 70 is removable and does not interfere with the installation and removal of the inner ring gear 150.

[0159] The multiple component mounting positions on the inner ring gear shaft 200 mainly include a first mounting position 230 for mounting the actuator 40, an assembly position 240 for setting the support bearing, and a second mounting position 250 for setting the gear. The actuator 40 can be a synchronizer or a clutch, and the actuator 40 can be loosely mounted on the inner ring gear shaft 200, or fixedly connected or transmission-connected to the inner ring gear shaft 200. The support bearing is used to mount the inner ring gear shaft 200 on the housing assembly 300. The gear can be a gear gear or a transmission gear that only plays a transmission role, and the gear can be loosely mounted on the inner ring gear shaft 200, or fixedly connected or transmission-connected to the inner ring gear shaft 200. In other embodiments, other component mounting positions can be set on the inner ring gear shaft 200 depending on the specific circumstances, such as a component mounting position for mounting an oil retaining member, a component mounting position for setting a sensor, etc.

[0160] Among the above-mentioned component installation positions, the first installation position 230 is only provided on the sleeve portion 210, mainly because the action of the actuator 40 requires a certain axial space, and the axial dimension of the sleeve portion 210 is larger than that of the cover portion 220, which can meet the axial space required for the action of the actuator 40; on the other hand, the sleeve portion 210 is sleeved on the sun gear shaft 110 or the planetary carrier shaft 121 of the planetary gear row 100, and the cover portion 220 is sleeved on the sun gear 130, the planetary gear 140, and the inner ring gear 150 of the planetary gear row 100. The radial dimension of the sleeve portion 210 is smaller than that of the cover portion 220, which is convenient for arranging the actuator 40.

[0161] In this embodiment, the actuator 40 functions to change the transmission ratio of the planetary gear set 100, such as by engaging the inner ring gear 150 of the planetary gear set 100 with the sun gear shaft 110 for joint rotation, engaging the inner ring gear 150 with the planet carrier for joint rotation, engaging the planet carrier with the sun gear shaft 110 for joint rotation, locking the inner ring gear 150, locking the sun gear 130, and locking the planet gears 140. In this embodiment, the first mounting position 230 is a keyed connection structure, which allows the actuator 40 to be transmission-connected to the inner ring gear shaft 200. Since the inner ring gear shaft 200 is transmission-connected to the inner ring gear 150 of the planetary gear set 100, the actuator 40 can change the movement of the inner ring gear 150, such as by engaging the inner ring gear 150 with the sun gear shaft 110 or the planet carrier, or by locking the inner ring gear 150.

[0162] The inner gear ring shaft 200 is provided with a plurality of limiting structures 260 for axial limiting. The limiting structures 260 can be limiting bosses, limiting steps, or grooves for installing retaining springs 70. If the limiting structures 260 are used to axially limit the bearing, limiting bosses, limiting steps, or structural end face limiting are usually selected; if the limiting structures 260 are used to axially limit the gear, and the gear is connected to the inner gear ring shaft 200 by transmission, such as a spline connection, then retaining springs 70 are usually selected for axial limiting. In the design of the limiting structure 260, in order to facilitate the installation of structural components such as the actuator 40, the gear, and the bearing, in this embodiment, the outer surface of the sleeve portion 210 is designed as a stepped shaft. Specifically, the outer diameter of the sleeve portion 210 increases from the far planetary gear end to the near planetary gear end, and each structural component is fitted onto the sleeve portion 210 one by one. The stepped shaft itself can form a number of limiting steps for axial positioning. In addition, a number of convex edges 263 are also provided on the stepped shaft for axially limiting the shaft sleeve 80, bearings, etc.

[0163] A limiting structure 260 is provided at the first mounting position 230 for axially limiting the actuator 40, preventing axial relative rotation between the actuator 40 and the inner gear ring shaft 200. Specifically, in this embodiment, the actuator 40 and the inner gear ring shaft 200 are splined. Specifically, the key connection structure at the first mounting position 230 utilizes an external spline, and the inner ring of the gear hub 41 and / or the coupling teeth 42 of the actuator 40 are provided with internal splines. To address this spline connection, the actuator 40 and the inner gear ring shaft 200 are limited by a retaining spring 70. The corresponding limiting structure 260 is a retaining spring groove 261 provided on the external spline. The retaining spring 70 engages in the retaining spring groove 261 after the gear hub 41 and / or the coupling teeth 42 of the actuator 40 are installed in place.

[0164] To ensure stable installation of the inner gear ring shaft 200, two support bearings are provided in this embodiment, namely the first support bearing 175 and the second support bearing 176. The first support bearing 175 and the second support bearing 176 can be ball bearings, needle bearings, thrust bearings, etc. In this embodiment, ball bearings are used. There are two assembly positions 240, and both the gear sleeve portion 221 and the shaft sleeve portion 210 are provided with assembly positions 240. Figure 23 The first support bearing 175 and the second support bearing 176 are mounted on the sleeve portion 210 and the cover portion 220, respectively. The first support bearing 175 is located in the inner hole of the cover portion 220, while the second support bearing 176 is located between the first actuator S1 and the second actuator S2 via the sleeve 80. Since the first and second support bearings 175, 176 primarily support the inner gear shaft 200, they can both be ball bearings. The first support bearing 175 is axially limited by the end face 262 of the first mounting position 230, i.e., the shoulder 264 formed between the first mounting position 230 and the support position of the cover portion 220; the second support bearing 176 is axially limited by a boss provided on the sleeve 80. The inner ring of the first support bearing 175 and the outer ring of the second support bearing 176 are interference fit with the bearing mounting holes of the housing assembly 300.

[0165] The support bearing assembly position 240 and the gear assembly position 250 are designed to rotate and do not require axial movement. Therefore, they can be installed on the cover portion 220 and / or the sleeve portion 210 as needed. The first support bearing 175 is installed on the assembly position 240 of the gear sleeve portion 221, and the second support bearing 176 is installed on the assembly position 240 of the sleeve portion 210.

[0166] See Figure 25 and Figure 26 The assembly position 240 of the cover 220 is the inner hole wall 241 of the gear sleeve 221, and the assembly position 240 of the shaft sleeve 210 is the polished rod segment. The first support bearing 175 has an interference fit with the inner hole wall 241, and the second support bearing 176 has an interference fit with the polished rod segment. A limiting structure 260 for axially limiting the first support bearing 175 is provided between the assembly position 240 of the gear sleeve 221 and the installation position of the inner gear ring 150. The limiting structure 260 can adopt end face limiting (such as shaft shoulder limiting, boss limiting) or retaining spring limiting. Figure 7 In this embodiment, a hole shoulder 264 is formed between the inner hole wall 241 of the gear sleeve portion 221 and the inner spline 223, and the hole shoulder 264 is used to axially limit the first support bearing 175 installed on the inner hole wall 241.

[0167] In certain embodiments, a sleeve 80 is provided on the assembly position 240 of the sleeve portion 210. This can compensate for the diameter difference between the second support bearing 176 and the polished rod segment, and can also serve as an axial limit for surrounding structural components. The sleeve 80 is press-fitted with the corresponding polished rod segment by interference fit, and the second support bearing 176 is interference-fitted onto the sleeve 80. When the sleeve 80 serves to axially limit the surrounding structural components, the surrounding structural components also serve to axially limit the sleeve 80.

[0168] In this embodiment, the engine input shaft assembly 610 is configured to achieve fourth engine gear. Specifically, this is achieved through two actuators 40 and two gears, which are designated as a first actuator S1, a second actuator S2, a first gear 50, and a second gear 60. Both the first actuator S1 and the second actuator S2 are synchronizers. The first gear 50 is a large ring gear, enabling third and fourth engine gears. The second gear 60 is a small ring gear, enabling first and second engine gears.

[0169] In order to adapt to the gear design of the engine input shaft assembly 610, the inner ring gear shaft 200 is provided with two first mounting positions 230, two assembly positions 240, and two second mounting positions 250. In order to ensure that the two actuators 40 installed on the two first mounting positions 230 have sufficient axial shifting space, the two first mounting positions 230 are distributed at both ends of the shaft sleeve portion 210. It should be noted that the first mounting position 230 can be used to install all components of the actuator 40, or it can be used to install only part of the components of the actuator 40, such as only installing the synchronizer hub 41 or the single-sided coupling gear 42. In order to reduce the axial size of the inner ring gear shaft 200 and improve the mounting performance of the hybrid transmission provided with the inner ring gear shaft 200, in this embodiment, the two assembly positions 240 and the two second mounting positions 250 are respectively provided on the shaft sleeve portion 210 and the cover portion 220, as shown in FIG. Figure 25 shown.

[0170] Specifically, the first actuator S1 and the second actuator S2 are located at both ends of the sleeve portion 210. The first actuator S1 and the second actuator S2 can utilize synchronizers (single or double) or clutches as needed. The first actuator S1 and the second actuator S2 can be configured to selectively connect the sun gear shaft 110 and the ring gear shaft 200, the planet carrier shaft 121 and the ring gear shaft 200, the ring gear shaft 200 and the first gear 50, or the ring gear shaft 200 and the second gear 60, as needed.

[0171] In this embodiment, the first actuator S1 adopts a synchronizer, having a gear hub 41 and coupling teeth 42 on both sides. The gear hub 41 of the first actuator S1 is transmission-connected to the first mounting position 230; the coupling teeth 42 on one side of the first actuator S1 are fixedly connected to the first gear gear 50; the coupling teeth 42 on the other side of the first actuator S1 are fixedly connected to the second gear gear 60. The first actuator S1 is used to optionally connect the inner ring gear shaft 200 to the first gear gear 50 or the second gear gear 60. The second actuator S2 also utilizes a synchronizer, comprising a gear hub 41 and coupling teeth 42 on either side. The gear hub 41 of the second actuator S2 is drivingly connected to the sun gear shaft 110 of the planetary gear set 100. The coupling teeth 42 on one side of the second actuator S2 are drivingly connected to the sleeve portion 210, while the coupling teeth 42 on the other side of the second actuator S2 are fixedly connected to the housing assembly 300. The second actuator S2 is used to selectively connect the sun gear shaft 110 to either the ring gear shaft 200 or the housing assembly 300, achieving different speed ratio outputs for the planetary gear set 100. To improve the axial load-bearing capacity of the engine input shaft assembly 610, a thrust bearing is provided between the gear hub 41 of the second actuator S2 and the housing assembly 300. This thrust bearing is mounted on the sun gear shaft 110.

[0172] The first gear 50 and the second gear 60 are respectively mounted on the two second mounting positions 250. Since the first gear 50 and the second gear 60 are both loosely sleeved on the inner gear ring shaft 200, the inner holes of the first gear 50 and the second gear 60 are both equipped with bearings, such as ball bearings. Figure 23 In other embodiments, if the gears are in driving connection with the ring gear shaft 200, bearings are not required. To reduce the axial length of the ring gear shaft 200, both the gear sleeve 221 and the shaft sleeve 210 are provided with a second mounting position 250. Specifically, the first gear 50 is loosely mounted on the gear sleeve 221 via a bearing, and the second gear 60 is loosely mounted on the shaft sleeve 210 via a bearing.

[0173] For details, see Figure 23 The first gear 50 and the second gear 60 are both ring gears. The first gear 50 is loosely mounted on the cover portion 220 via a needle roller bearing 177a, while the second gear 60 is loosely mounted on the sleeve portion 210 via a needle roller bearing 177c. Both the first gear 50 and the second gear 60 are located between the first actuator S1 and the second support bearing 176. Both the first gear 50 and the second gear 60 are freely rotatable relative to the inner ring gear shaft 200. In this embodiment, the first gear 50 is a large ring gear, and its inner diameter is larger than that of the second gear 60.

[0174] The first gear 50 must meet the diameter requirements for fitting within the housing 220 and also be connected to the first actuator S1 mounted on the sleeve 210. Therefore, the first gear 50 specifically comprises a ring gear portion 51 and a connecting portion 52. The ring gear portion 51 is similar in structure to the sleeve 221 of the inner gear shaft 200, both being a sleeve structure. The connecting portion 52 is similar in structure to the baffle 222 of the inner gear shaft 200, both being an annular plate structure. The ring gear portion 51 and connecting portion 52 can be integrally formed or connected by welding or threaded fasteners. The ring gear portion 51 is loosely mounted within the housing 220 via a needle roller bearing 177a, which is axially limited by a flange 263 provided on the outer surface of the housing 220. The connecting portion 52 is fixedly connected to the coupling tooth 42 on one side of the first actuator S1. The connecting portion 52 and the coupling tooth 42 of the first actuator S1 can be integrally formed, welded, or drivenly connected. The second gear 60 is fixedly connected to the coupling tooth 42 on the other side of the first actuator S1. The second gear 60 and the coupling tooth 42 of the first actuator S1 can be integrally formed, welded, or transmission-connected. The second gear 60 is axially limited by the sleeve 80 of the second support bearing 176.

[0175] In order to further improve the axial load-bearing capacity of the engine input shaft assembly 610, as Figure 23 As shown, a thrust bearing 178 is disposed between the connecting portion 52 and the cover portion 220, specifically between the connecting portion 52 and the baffle portion 222. That is, the first gear 50 is mounted on the ring gear shaft 200 via a needle roller bearing 177a and the thrust bearing 178, and is axially limited by the thrust bearing 178 and the end surface 262 of the baffle portion 222. The cover portion 220 of the ring gear shaft 200 is provided with an oil guide hole 270 extending through the wall thickness. This allows lubricating oil splashed from the planetary gear set 100 to enter the gap between the first gear 50 and the cover portion 220 through the oil guide hole 270 in the cover portion 220, thereby lubricating the needle roller bearing 177a and the thrust bearing 178 therein.

[0176] In certain embodiments, the hybrid electric drive system 1000 further includes a shift mechanism assembly 500, and the shift mechanism assembly 500 and the hybrid transmission mechanism assembly 600 are both installed in the housing assembly 300. Figure 27The shift mechanism assembly 500 includes a shift motor 510, a shift reduction mechanism 520, a shift hub 530, and a shift fork 540. The shift motor 510, the shift reduction mechanism 520, and the shift hub 530 are sequentially connected in a transmission manner. One end of the shift fork 540 slides with the shift hub 530, and the other end acts on the actuator. The shift reduction mechanism 520-500 can adopt a planetary reduction mechanism or other reduction mechanism, and the specific structure is not limited in this application. Other structures of the shift mechanism assembly 500 not described in detail can refer to the relevant disclosures in the prior art, such as the invention application with publication number CN108131447A "A dual-clutch automatic transmission shift actuator."

[0177] Since the engine input shaft assembly 610 has many shafts, the rotor 621 of the generator 620, the sun gear shaft 110 of the planetary gear 100, and the inner ring gear shaft 200 all need bearings for installation support. Figure 23 In some embodiments, the left housing 320 is provided with an intermediate plate 321, which is a cover and is fixedly connected to the left housing 320 by threaded fasteners or welding. The intermediate plate 321 is installed with a ball bearing 179 for supporting the rotor 621 of the generator 620, as shown in FIG. Figure 29 To further improve integration, the coupling teeth 42 of the second actuator S2 are fixedly connected to the intermediate plate 321. Specifically, the coupling teeth 42 of the second actuator S2 can be directly machined on the intermediate plate 321. In some embodiments, the coupling teeth 42 of the second actuator S2 can also be welded or interference-pressed onto the intermediate plate 321.

[0178] See also Figure 29 The middle plate 321 is provided with a bearing hole 3211 for mounting a bearing and a clearance area 3212 for circumventing the shift fork 540 of the shift mechanism assembly 500. After the middle plate 321 is installed in the left housing 320, the middle plate 321 can accommodate the bearing while also creating a sufficient installation space between the middle plate 321 and the left housing 320. A mounting position for the shift fork 540 can be provided between the middle plate 321 and the left housing 320. Furthermore, the shift fork 540 can be inserted into the mounting position through the clearance area 3212 on the middle plate 321, making installation of the shift fork 540 more convenient. Furthermore, the middle plate 321 is provided with a bearing hole 3211 for mounting the bearing of the generator 620 rotor, thereby increasing the number of bearing mounting holes in the entire left housing 320. Specifically, the rotor 621 of the generator 620 is supported on the middle plate 321 and the end cover 330 through two bearings, and the planet carrier shaft 121 of the planetary gear 100 is supported on the right housing 310 through the first planet carrier bearing 172 and the second planet carrier bearing 173 .

[0179] Since multiple bearings and gears need to be installed on the inner ring gear shaft 200 of the engine input shaft assembly 610, the lubrication requirements of these multiple bearings and gears need to be guaranteed. Specifically, splash lubrication or active lubrication can be used. Since the bearings and gears of the inner ring gear shaft 200 are arranged compactly and form an axial limiting effect on each other, it may be difficult to achieve the expected lubrication effect only by external splashing lubricating oil. Therefore, this embodiment adopts an active lubrication solution.

[0180] For details, see Figure 25 and Figure 26 The sleeve portion 210 is provided with at least one oil guide hole 270 extending through the sleeve wall of the sleeve portion 210. Multiple oil guide holes 270 are typically provided along the circumference, with multiple oil guide holes 270 located in the same cross section forming a group. Thus, multiple groups of oil guide holes 270 can be provided along the axial direction of the sleeve portion 210. In this embodiment, the outer surface of the sleeve portion 210 is provided with oil guide grooves 280 connected to the oil guide holes 270. The oil guide grooves 280 are connected to each group of oil guide holes 270, and the specific number of oil guide grooves 280 is determined based on actual needs. The oil guide grooves 280 are concave grooves. By providing the oil guide grooves 280, the lubricating oil flowing out of the oil guide holes 270 can be evenly distributed along the circumference. In addition, since the oil guide grooves 280 are grooves, they can also serve as tool relief grooves when machining the outer surface of the inner gear ring shaft 200.

[0181] In addition, in some embodiments, the sleeve portion 220 may also be provided with an oil guide hole 270, which may be selectively provided on the gear sleeve portion 221 and / or the baffle portion 222 to facilitate the flow of lubricating oil into and out of the inner hole of the cover portion 220. Figure 2 In this embodiment, a plurality of oil guide holes 270 can be provided on the baffle portion 222. The oil guide holes 270 are arranged to be inclined outward along the splashing direction, so that the splashed lubricating oil when the planetary gear 100 rotates can be thrown out from the oil guide holes 270 to lubricate the external structural parts of the inner ring shaft 200.

[0182] In the engine input shaft assembly 610, the planetary gear 100 is the main component for power distribution. The lubrication of the planetary gear 100 is an important condition for ensuring the normal operation of the engine input shaft assembly 610. The main lubrication requirement of the planetary gear 100 is the planetary gear bearings 171. On the one hand, the planetary gear bearings 171 are numerous and widely distributed. On the other hand, since the installation position of the planetary gear bearings 171 is located in the area surrounded by the planet carrier 120 and between the planetary gears 140 and the planetary gear shafts 123, it is difficult for lubricating oil to enter the installation position of the planetary gear bearings 171 due to the obstruction of the planetary gears 140 and the planet carrier 120. Therefore, the planetary gear bearings 171 are prone to ablation, affecting the use of the entire planetary gear 100.

[0183] To improve the lubrication inside the planetary gear 100, refer to Figure 24In this embodiment, the planetary gear set 100 is provided with a lubrication passage 160. The sun gear shaft 110 of the planetary gear set 100 is provided with a first hollow cavity 111 extending axially therethrough. The sun gear shaft 110 may be integrally formed with the sun gear 130 of the planetary gear set 100, or keyed. In this embodiment, the sun gear shaft 110 and the sun gear 130 are integrally formed. The planetary carrier 120 of the planetary gear set 100 is provided with an oil collecting chamber 124. The first hollow cavity 111, the oil collecting chamber 124, and the lubrication passage 160 are sequentially connected, and the outlet of the lubrication passage 160 faces the planetary gear bearings 171 of the planetary gear set 100. To facilitate lubrication of the external structure of the sun gear shaft 110, the sun gear shaft 110 is provided with several fourth oil guide holes 112 connected to the first hollow cavity 111. The outlet of one of the fourth oil guide holes 112 faces the bearing between the sun gear shaft 110 and the ring gear shaft 200.

[0184] Specifically, the lubrication channel 160 of the planetary carrier 120 can be an oil channel formed in the carrier base 120 or formed by external components, as long as it can deliver lubricating oil to the mounting location of the planetary gear bearing 171. In this embodiment, the planetary gear bearing 171 is a needle roller bearing, specifically a full-fill needle roller bearing or a steel retainer needle roller bearing. The planetary gear bearing 171 utilizes a double-row needle roller bearing with a spacer positioned between them. The spacer should form a radial gap with the planetary gear shaft 123 to ensure that lubricating oil can enter the needle roller bearing and lubricate the roller surface.

[0185] See also Figure 24 In this embodiment, the planet carrier 120 includes a planet carrier shaft 121, a connecting plate 122, and a plurality of planetary gear shafts 123, which are connected in sequence. The planetary gears 140 are mounted on the planetary gear shafts 123. Planetary gear bearings 171 are installed between the planetary gears 140 and the planetary gear shafts 123. The two sides of the planetary gears 140 are respectively engaged with the gears of the sun gear 130 and the gears of the inner ring gear 150 through gears. The planetary carrier shaft 121 is located at the center of the connecting plate 122, and the planetary gear shafts 123 are evenly distributed along the circumference with the planetary carrier shaft 121 as the center. The planetary carrier shaft 121 and the connecting plate 122 can be detachably connected using threaded fasteners, a snap-fit ​​structure, etc., or fixed by welding, or the planetary carrier shaft 121 and the connecting plate 122 can be an integral structure. In this embodiment, the planetary carrier shaft 121 is press-fitted onto the connecting plate 122 by interference fit. The connecting plate 122 and the planetary gear shaft 123 can also be detachably connected by threaded fasteners, snap-fit ​​structures, etc., or welded, or the connecting plate 122 and the planetary gear shaft 123 can be an integral structure, which is not limited in this application. The overall external shape and profile of the planetary carrier 120 are also not limited in this application. For example, the planetary carrier 120 can adopt a cage structure.

[0186] For details, see Figure 24The planet carrier shaft 121 is provided with a connected oil collecting chamber 124 and a first oil guide hole 125. The oil collecting chamber 124 is located at the center of the planet carrier shaft 121, preferably coaxially with the planet carrier shaft 121. The planet gear shaft 123 is provided with a second oil guide hole 126, the outlet of which faces the planet gear bearing 171 of the planetary gear row 100. An oil guide member 20 is provided on the outer side of the connecting plate 122. The first oil guide hole 125, the gap between the oil guide member 20 and the connecting plate 122, and the second oil guide hole 126 are connected in sequence to form a lubrication channel 160. The oil guide member 20 is riveted to the planet carrier 120 and guides the lubricating oil in the oil collecting chamber 124, which is centrifugally ejected from the first oil guide hole 125, to the second oil guide hole 126.

[0187] In this embodiment, an intermediate bearing 174 is provided between the planet carrier shaft 121 and the sun gear shaft 110. Intermediate bearing 174 is a thrust bearing capable of withstanding large axial forces. One end of the sun gear shaft 110 rests against the planet carrier shaft 121 via this thrust bearing. This thrust bearing can meet the operating requirements of the planetary gear array 100 under certain operating conditions, such as a speed difference between the planet carrier 120 and the sun gear shaft 110. Intermediate bearing 174 is specifically located at the end of the sun gear shaft 110. In certain embodiments, a concave bearing mounting groove 113 may be provided at the end of the sun gear shaft 110. This bearing mounting groove 113 communicates with the first hollow cavity 111, thereby allowing the internal clearance of intermediate bearing 174 to communicate with the first hollow cavity 111, allowing lubricating oil in the first hollow cavity 111 to enter the intermediate bearing 174.

[0188] The second oil guide hole 126 can be a channel extending radially and / or axially along the planetary gear shaft 123, or a channel extending circumferentially along the planetary gear shaft 123. In other words, the second oil guide hole 126 can be an axial straight channel, a radial straight channel, an oblique straight channel, a curved channel, etc., which is not limited in this application. Figure 24In this embodiment, the second oil guide holes 126 include an axial oil guide hole 1261 extending axially along the planetary gear shaft 123 and at least one radial oil guide hole 1262 extending radially along the planetary gear shaft 123. The outlets of the radial oil guide holes 1262 constitute the outlets of the lubrication passage 160. The number of radial oil guide holes 1262 is determined by the size of the planetary gear bearings 171 and is typically provided at least two. The outlets of the two or more radial oil guide holes 1262 are spaced and evenly distributed along the circumferential surface of the planetary gear shaft 123. For example, the second oil guide holes 126 include the axial oil guide hole 1261 extending axially along the planetary gear shaft 123 and four radial oil guide holes 1262 extending radially along the planetary gear shaft 123. The four radial oil guide holes 1262 are arranged at 90° to each other, ensuring that oil reaches the planetary gear bearings 171 and preventing sintering of the entire planetary gear row 100 due to insufficient lubrication of the planetary gear bearings 171. In some embodiments, the inlet of the axial oil guide hole 1261 is configured as a flared opening, preferably a circular flared opening, to reduce flow resistance. Along the axial direction of the planetary gear shaft 123 , the diameter of the flared opening gradually increases from the middle to the end, facilitating the entry of lubricating oil into the axial oil guide hole 1261 .

[0189] In some embodiments, a first planet carrier bearing 172 is mounted on the planet carrier 120. The first planet carrier bearing 172 is disposed in the lubrication channel 160. The internal space of the first planet carrier bearing 172 is connected to the lubrication channel 160 for lubricating oil to flow. Figure 24 The first planetary carrier bearing 172 is mounted on the planetary carrier shaft 121 and is close to the connecting plate 122 of the planetary carrier 120. The first planetary carrier bearing 172 is a thrust bearing. The loose ring of the thrust bearing contacts the connecting plate 122, and the tight ring of the thrust bearing is connected to and / or contacts an external fixed component (such as the housing assembly 300 for mounting the planetary gear 100), thereby ensuring axial stability of the planetary gear. A channel for lubricating oil to flow can be formed between the loose ring and the tight ring. When the lubricating oil flows between the loose ring and the tight ring, it can also lubricate the rollers of the thrust bearing. Of course, in other embodiments, the first planetary carrier bearing 172 can also be set at other locations on the planetary carrier 120, completely separated from the lubrication channel 160, to avoid flow resistance caused by the internal structure of the first planetary carrier bearing 172.

[0190] In certain embodiments, to improve the rotational stability of planet carrier 120, a second planet carrier bearing 173 is mounted on planet carrier shaft 121. Second planet carrier bearing 173 utilizes a needle roller bearing. For example, planet carrier 120 is mounted in the housing via second planet carrier bearing 173. Second planet carrier bearing 173 also requires lubrication during operation. To this end, planet carrier shaft 121 is provided with a third oil guide hole 127 that communicates with oil collecting chamber 124. The outlet of third oil guide hole 127 faces second planet carrier bearing 173.

[0191] Due to axial manufacturing and processing errors in the planet carrier 120 and the sun gear shaft 110 of the planetary gear 100, there is usually a certain gap between the sun gear shaft 110 and the planet carrier 120. In some extreme cases, the lubricating oil flowing into this part will leak out through the gap. Figure 23 and Figure 24 To address the aforementioned issues, in this embodiment, an oil guide tube 10 is embedded within the sun gear shaft 110. The oil guide tube 10 is installed through the interior of the sun gear shaft 110 of the planetary gear set 100, specifically through the first hollow cavity 111. The end of the oil guide tube 10 proximal to the planetary gear set 100 extends into the oil collecting chamber 124, thereby directing the oil within the sun gear shaft 110 into the oil collecting chamber 124 of the planetary gear set 100. By providing the oil guide tube 10, when the axial oil guide passage is relatively long, the oil guide tube 10 is used to transfer lubricating oil from the lubricating oil inlet at the distal end of the planetary gear set 100 to the planetary gear set 100's carrier 120. This prevents the oil from being thrown out of the planetary gear set 100 due to the centrifugal force generated by the high-speed operation of the sun gear shaft 110. Furthermore, the extension of the oil guide tube 10 proximal to the planetary gear set 10 into the oil collecting chamber 124 reduces the amount of lubricating oil leaking from the gap between the sun gear shaft 110 and the planetary gear set 120. The lubricating oil circulates in the lubrication channel 160 and eventually flows to the planetary gear bearings 171 to lubricate the bearings of each planetary gear 140 , ensuring sufficient oil in the bearings and avoiding vehicle safety problems caused by erosion of the entire planetary gear 100 .

[0192] Specifically, the oil collecting chamber 124 is required to be able to accommodate the end of the oil guide tube 10 near the planetary gear 100 and store a certain amount of oil to be transported to the third oil guide hole 127. Considering that the second planetary carrier bearing 173 requires less lubricating oil than the planetary gear bearing 171, in order to ensure sufficient oil supply to the planetary gear bearing 171, in some embodiments, the oil collecting chamber 124 has a stepped hole structure, wherein the large hole section 1241 is used to accommodate the end of the oil guide tube 10 near the planetary gear 100, and the small hole section 1242 is connected to the third oil guide hole 127. Figure 24 shown.

[0193] The oil guide tube 10 is provided with a plurality of oil outlet holes 11 spaced axially and / or radially along the guide tube 10. Multiple oil outlet holes 11 are typically provided along the guide tube's axial direction, with each oil outlet hole 11 having the same diameter and spacing. Multiple oil outlet holes 11 may also be provided at the same axial position, spaced circumferentially to ensure uniform flow of oil into the first hollow cavity 111 of the sun gear shaft 110. Additional oil outlet holes 11 may also be provided at the axial position of the oil guide tube 10 corresponding to the bearing mounting location.

[0194] In certain embodiments, the distal planetary gearbox 100 end of the oil guide tube 10 is provided with one or more oil outlets 12. Because the oil outlets 12 are formed on the wall of the oil guide tube 10, oil can be discharged radially, reducing resistance and facilitating oil entry into the lubrication passage 160. The oil outlets 12 can be configured as slots with openings or as complete holes, for example, U-shaped slots or circular holes. The number of oil outlets 12 is not limited in this application. For example, if there are three oil outlets 12, the shapes of the three oil outlets 12 can be the same or different.

[0195] Because the inner diameter of first hollow cavity 111 is larger than the outer diameter of oil guiding tube 10, to ensure that oil guiding tube 10 is stably installed in first hollow cavity 111, in certain embodiments, at least one bushing 30 is provided on oil guiding tube 10. Bushing 30 fills the gap between oil guiding tube 10 and the wall of first hollow cavity 111. Bushing 30 supports oil guiding tube 10 and is made of copper or composite plastic.

[0196] The sun gear shaft 110 of the engine input shaft assembly 610 is rotatably connected to the rotor 621 of the generator 620, see Figure 23 In some embodiments, the rotor 621 of the generator 620 is provided with a second hollow cavity 622 extending axially therethrough, and the second hollow cavity 622 is connected to the first hollow cavity 111. The rotor of the motor assembly 400 is coaxially arranged with the planetary gear 100. The lubricating oil introduced into the oil inlet channel 303 of the housing assembly 300 is introduced into the first hollow cavity 111 of the planetary gear 100 through the second hollow cavity 622. The oil guide pipe 10 of the planetary gear lubrication structure is installed in the second hollow cavity 622 and the first hollow cavity 111. The end of the oil guide pipe 10 far from the planetary gear 100 is directly connected to the oil inlet channel 303 of the housing assembly 300, and the end of the oil guide pipe 10 near the planetary gear 100 is directly connected to the oil collecting chamber 124 of the planetary carrier 120. By connecting the rotor of the motor assembly 400 in series with the internal oil circuit of the planetary gear 100, the rotor of the motor acts as a pipeline for lubricating oil, simplifying the structure of the lubrication system and improving the integration and vehicle mountability of the hybrid electric drive system 1000.

[0197] The stator of the motor needs to be cooled during operation, and the commonly used cooling method is oil spray cooling. Figure 30 In some embodiments, the hybrid electric drive system further includes a cooling spray line 325, to which one of the oil inlet passages 303 of the housing assembly 300 is connected. For a dual-motor solution, two sets of cooling spray lines 325 are required. For example, the stators of the generator 620 and the drive motor 670 are each cooled by a set of cooling spray lines 325.

[0198] Specifically, a solenoid valve 370 is connected between the cooling spray line 325 and the oil inlet passage 303 connected thereto. This solenoid valve 370 is electrically connected to the control board 421 to open or close the stator cooling passage. When stator cooling is not required, the solenoid valve 370 is closed, preventing coolant from entering the stator cooling passage. By providing this solenoid valve 370, the coolant cools the stator and rotor of the motor separately, without affecting each other. This allows for cooling as needed, improves cooling efficiency, and avoids energy waste.

[0199] In certain embodiments, see Figure 30 The left housing 320 is provided with an oil baffle 3223. Together, the oil baffle 3223 and the left housing 320 form an oil guide area 3224. The oil baffle 3223 is positioned within the spray area of ​​the cooling spray line 325, ensuring that at least one oil hole in the cooling spray line 325 is connected to the oil guide area 3224. Oil sprayed from this oil hole is then directly collected in the oil guide area 3224. A drainage hole 3225 is provided on the left housing 320, extending through the inner wall of the left housing 320. The oil guide area 3224 is connected to the shaft gear cavity through the drainage hole 3225. This allows some of the oil in the motor cavity 301 to be directed into the shaft gear cavity 302 through the drainage hole 3225, thereby lubricating bearings that are difficult to fully lubricate using conventional splash lubrication or active lubrication.

[0200] See Figure 30 and Figure 31 The inner sidewalls of both the right and left housings 310 and 320 are provided with bearing mounting holes 305 and oil collecting grooves 304. The shafts of the speed change mechanism assembly are mounted via bearings in the corresponding bearing mounting holes 305 in the right and left housings 310 and 320. The oil collecting grooves 304 communicate with the bearing mounting holes 305 via oil guide channels provided in the right and / or left housings 310 and 320. Since both the right housing 310 and the left housing 320 are provided with oil collecting grooves 304, and the oil collecting grooves 304 on the right housing 310 and the left housing 320 are positioned relative to each other, the two relative oil collecting grooves 304 can be combined into a complete oil chamber, and each oil chamber is connected in sequence through the notch 3041 on the groove wall of the oil collecting groove 304, and the oil chamber close to the drainage hole 3225 is connected to the drainage hole 3225, and the oil in the drainage hole 3225 enters the oil chamber connected thereto and fills each oil chamber in sequence to lubricate bearings that are not easy to lubricate, such as the bearing of the drive motor input shaft assembly 660 installed on the right housing 301 and the bearing of the EV intermediate shaft installed on the right housing 301. These two bearings are far away from the differential shaft assembly 640, so the splashing oil is difficult to meet the lubrication needs of the two bearings, especially under the right tilt condition, the lubrication risk of the above two bearings is high.

[0201] The power required for lubricating oil is provided by the lubricating power device 340. In some embodiments, the lubricating power device 340 is an electronic oil pump, which includes a pump body and an oil pump motor. The oil pump motor drives the pump body to rotate and pumps oil into the oil inlet channel 303. Specifically, the pump body is immersed in the oil. The oil pump motor is installed on the housing assembly 300 and is partially exposed to the outside to facilitate wiring of the oil pump motor. In some embodiments, a thermostat (by Figure 1 The plug cover 350 shown is covered and not visible in the figure) and a radiator 380 for dissipating heat from the oil. The radiator 380 is connected in parallel with the thermostat. The thermostat can change the oil circuit to which the thermostat itself is connected according to the temperature of the oil, so that when the oil temperature is higher than the set threshold of the thermostat, the oil is dissipated through the radiator 380 to achieve a "large circulation". When the oil temperature is below the set threshold of the thermostat, the oil circulates directly without passing through the radiator 380, achieving a "small circulation".

[0202] Accordingly, the housing assembly 300 includes a lubrication power interface for mounting a lubrication power unit 340 and a thermostat interface for mounting a thermostat. In some embodiments, the housing assembly 300 also includes a sensor interface for mounting a temperature sensor 360 for detecting oil temperature. These interfaces are located on the engine-side of the housing assembly 300, effectively utilizing the space between the hybrid electric drive system 1000 and the engine. In some embodiments, a rib 323 is provided on the engine-side of the housing assembly 300 to prevent collisions with electronic components during vehicle operation, thereby improving the reliability of the hybrid electric drive system.

[0203] The radiator 380 can be an air-cooled radiator 380 or a water-cooled radiator 380. In some embodiments, the radiator 380 is an oil-water heat exchanger that is connected to the cooling channel of the housing 410. The oil-water heat exchanger utilizes the temperature difference between the cooling temperature of the control component 420 (60°C to 65°C) and the oil temperature of the hybrid transmission mechanism assembly 600 (usually above 80°C) to cool the lubricating oil with cooling water, thereby reducing energy consumption.

[0204] Since the temperature of the lubricating oil is high during operation, the pressure in the gear cavity 302 will increase. In order to balance the pressure difference between the inside and outside of the housing assembly 300, see Figure 3 and Figure 30 Housing assembly 300 is mounted with a vent plug 390 and a baffle 324. The vent passage of vent plug 390 communicates with the motor cavity and / or the shaft gear cavity. Baffle 324 is located within the motor cavity and / or the shaft gear cavity, near the entrance of the vent passage. Baffle 324 prevents splashing oil from entering the vent passage of vent plug 390, reducing oil loss and allowing gas to flow smoothly through the vent passage of vent plug 390 into the external environment.

[0205] Example 2:

[0206] Based on the same inventive concept, the present application also provides a hybrid vehicle, see Figure 32 The hybrid vehicle includes a vehicle body 2000, an engine 3000, and the hybrid electric drive system 1000 of Example 1. A front engine compartment is provided at the front end of the vehicle body 2000, and both the engine 3000 and the hybrid electric drive system 1000 are mounted in the front engine compartment. In the hybrid electric drive system 1000, a transmission assembly is drivingly connected to the engine, specifically, an engine input shaft assembly 610 is drivingly connected to the engine 3000. In some embodiments, a torque limiting damper is also provided between the engine input shaft assembly 610 and the engine.

[0207] The engine 3000 and the hybrid electric drive system 1000 are arranged side by side along the width direction of the hybrid vehicle, that is, the axial direction of the engine input shaft assembly 610 of the hybrid electric drive system 1000 is parallel to the vehicle width direction. Specifically, in some embodiments, the left side of the hybrid electric drive system 1000 is fixed to the left longitudinal beam of the vehicle body 2000, the right side of the hybrid electric drive system 1000 is fixedly connected to the left side of the engine 3000, and the right side of the engine 3000 is fixed to the right longitudinal beam of the vehicle body 2000. In order to prevent the hybrid electric drive system 1000 from rotating in the front cabin, the lower portion of the hybrid electric drive system 1000 is fixed to the lower bracket of the vehicle body 2000. Other structures of the hybrid electric drive system 1000 not described in detail can refer to the relevant disclosures in the prior art and will not be described in detail here.

[0208] Although the preferred embodiments of the present application have been described, those skilled in the art may make additional changes and modifications to these embodiments once they have learned the basic creative concept. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments and all changes and modifications that fall within the scope of the present application.

[0209] Obviously, those skilled in the art may make various changes and modifications to this application without departing from the spirit and scope of this application. Thus, if these modifications and variations of this application fall within the scope of the claims of this application and their equivalents, this application is intended to include these modifications and variations.

Claims

1. A hybrid electric drive system, characterized in that: include: The housing assembly is provided with a shaft gear cavity, a motor cavity and an oil storage cavity, wherein the oil storage cavity is connected to the shaft gear cavity and / or the motor cavity; a motor assembly, disposed in the motor cavity, comprising one or more motors; The transmission assembly is provided in the shaft gear cavity and is used for transmission connection with the engine and the motor and outputting power; the transmission assembly includes a transmission-connected engine input shaft assembly, a differential shaft assembly and at least one intermediate shaft assembly; the engine input shaft assembly is transmission-connected with the engine and one of the motors at the same time and is coaxially arranged with the motor; the engine input shaft assembly includes a planetary gear, at least one actuator, at least one support bearing, at least one gear gear and an inner gear ring shaft; one of the sun gear shaft and the planet carrier shaft of the planetary gear is connected to the The at least one actuator, the at least one support bearing, and the at least one gear gear are all disposed on the at least one gear ring shaft, and the support bearing is used to mount the at least one gear ring shaft on the housing assembly; the gear change of the engine is achieved through the engine input shaft assembly, and the gear change is achieved by the planetary gear, the actuator, and the gear gear; A controller assembly includes a housing having a control cavity and a control assembly mounted in the control cavity, the housing being connected to the casing assembly, the housing having a cooling channel for cooling the control assembly, and the control assembly having a three-phase output copper busbar electrically connected to the three-phase input copper busbar of the motor; in ； A lubricating power device is installed on the housing assembly; a lubricating oil circuit is provided in the housing assembly, the motor assembly and the speed change mechanism assembly, and the lubricating power device is connected to the oil storage chamber through the lubricating oil circuit.

2. The hybrid electric drive system according to claim 1, wherein: The housing assembly includes a right housing, a left housing and an end cover that are connected in sequence. The right housing and the left housing together form the shaft gear cavity, and the left housing and the end cover together form the motor cavity.

3. The hybrid electric drive system according to claim 2, wherein: The left shell is provided with an installation area, and the controller assembly is installed in the installation area; a positioning structure is provided between the installation area and the shell; and a side wall of the installation area is provided with a drainage hole.

4. The hybrid electric drive system according to claim 2, wherein: The bottom of the shaft gear cavity constitutes the oil storage cavity, and the differential shaft assembly is at least partially located in the oil storage cavity; The shaft of the engine input shaft assembly is provided with a through first hollow cavity; the rotor of the motor is provided with a through second hollow cavity; the end cover is provided with an oil inlet channel, and the first hollow cavity, the second hollow cavity and the oil inlet channel are connected in sequence.

5. The hybrid electric drive system according to claim 4, wherein: The motor assembly includes two motors, namely a generator and a drive motor. The rotor of the generator is connected to the shaft of the engine input shaft assembly. The rotors of the generator and the drive motor are both provided with a through second hollow cavity. The first hollow cavity, the second hollow cavity of the generator rotor, and the oil inlet passage are sequentially connected. There are two intermediate shaft assemblies, namely an EV intermediate shaft assembly and an ICE intermediate shaft assembly. The speed change mechanism assembly also includes a drive motor input shaft assembly that is drivingly connected to the rotor of the drive motor.

6. The hybrid electric drive system according to claim 5, wherein: The engine input shaft assembly is coaxially arranged with the generator, and the drive motor input shaft assembly is coaxially arranged with the drive motor; the generator and the drive motor are located on the same side; the installation height of the engine input shaft assembly is located between the drive motor and the differential shaft assembly, and the projection of the engine input shaft assembly on the vertical plane has an overlapping portion with the projection of the drive motor and the differential shaft assembly on the vertical plane; The axis of the EV intermediate shaft assembly is located in a triangular area surrounded by the axis centers of the engine input shaft assembly, the drive motor, and the differential shaft assembly; the axis of the ICE intermediate shaft assembly is at the lowest height.

7. The hybrid electric drive system according to claim 6, wherein: The EV intermediate shaft assembly includes an EV intermediate shaft and a first EV intermediate gear and a second EV intermediate gear mounted on the EV intermediate shaft. The EV intermediate shaft assembly is transmission-connected to the engine input shaft assembly and the drive motor input shaft assembly via the first EV intermediate gear. The EV intermediate shaft assembly is transmission-connected to the differential shaft assembly via the second EV intermediate gear. The ICE intermediate shaft assembly includes an ICE intermediate shaft and a first ICE intermediate gear and a second ICE intermediate gear mounted on the ICE intermediate shaft; the ICE intermediate shaft assembly is transmission-connected to the engine input shaft assembly via the first ICE intermediate gear; and the ICE intermediate shaft assembly is transmission-connected to the differential shaft assembly via the second ICE intermediate gear.

8. The hybrid electric drive system according to claim 5, wherein: The hybrid electric drive system also includes a cooling spray pipeline, which is connected to the oil inlet channel and is used to spray oil for cooling the stators of the generator and the drive motor; an electromagnetic valve is connected between the cooling spray pipeline and the oil inlet channel.

9. The hybrid electric drive system according to claim 8, wherein: An oil baffle is provided on the left housing, and the oil baffle and the left housing together form an oil guide area. At least one oil hole of the cooling spray pipeline is connected to the oil guide area; a through drainage hole is provided on the left housing, and the oil guide area is connected to the shaft gear cavity through the drainage hole.

10. The hybrid electric drive system according to claim 9, wherein: The inner side walls of the right housing and the left housing are each provided with two or more bearing mounting holes and two or more oil collecting grooves connected to the shaft gear cavity; the drainage hole and the two or more oil collecting grooves are connected in sequence, and at least one of the oil collecting grooves is connected to the bearing mounting hole.

11. The hybrid electric drive system according to claim 4, wherein: The shaft of the planetary gear set for connecting with the engine is provided with the first hollow cavity.

12. The hybrid electric drive system according to claim 11, wherein: The inner gear ring shaft is installed through a support bearing; the inner gear ring shaft includes: A shaft sleeve portion, used for being sleeved on the sun gear shaft or the planetary carrier shaft of the planetary gear, and the shaft sleeve portion is provided with at least one first mounting position for mounting the actuator; a cover portion, connected to the shaft sleeve portion and configured to be drivingly connected to the inner gear ring of the planetary gear set; The cover portion and / or the shaft sleeve portion is provided with at least one assembly position for arranging the support bearing; the cover portion and / or the shaft sleeve portion is provided with at least one second installation position for arranging the gear gear.

13. The hybrid electric drive system according to claim 12, wherein: The cover part includes a gear sleeve part and a baffle part, the inner ring of the baffle part is connected to the shaft sleeve part, and the outer ring is connected to the gear sleeve part; the gear sleeve part and the inner gear ring are an integrated structure or key-connected; the shaft sleeve part, the baffle part, and the gear sleeve part are an integrated structure.

14. The hybrid electric drive system according to claim 13, wherein: The gear sleeve portion and the shaft sleeve portion are both provided with the assembly position; the assembly position of the gear sleeve portion is the inner hole wall, and the assembly position of the shaft sleeve portion is provided with a shaft sleeve for mounting the support bearing; A limiting structure for axially limiting the support bearing is provided between the assembly position of the gear sleeve portion and the installation position of the inner gear ring; At least one through oil guide hole is provided on the shaft sleeve portion and / or the cover portion; and an outer surface of the shaft sleeve portion is provided with an oil guide groove connected to the oil guide hole.

15. The hybrid electric drive system according to claim 12, wherein: The at least one actuator includes a first actuator and a second actuator distributed at both ends of the sleeve portion; the at least one support bearing includes a first support bearing and a second support bearing, the first support bearing is disposed in the inner hole of the cover portion, and the second support bearing is disposed between the first actuator and the second actuator via a sleeve; the at least one gear includes a first gear gear and a second gear gear, the first gear gear is loosely sleeved on the cover portion via a bearing, and the second gear gear is loosely sleeved on the sleeve portion via a bearing and is located between the first actuator and the second support bearing; There are two of each of the first mounting position, the assembly position, and the second mounting position; the two first mounting positions are distributed at both ends of the shaft sleeve portion; the two assembly positions and the two second mounting positions are respectively arranged on the shaft sleeve portion and the cover portion.

16. The hybrid electric drive system according to claim 15, wherein: The first gear gear includes a ring gear portion and a connecting portion, the ring gear portion is loosely sleeved on the cover portion through a bearing, and the connecting portion is fixedly connected to the coupling tooth on one side of the first actuator; the gear hub of the first actuator is transmission-connected to the first mounting position; the coupling tooth on the other side of the first actuator is fixedly connected to the second gear gear.

17. The hybrid electric drive system according to claim 11, wherein: The planetary gear train is provided with a lubrication channel, the outlet of the lubrication channel is directed toward the planetary gear bearing of the planetary gear train; the sun gear shaft of the planetary gear train is provided with the first hollow cavity which passes through in the axial direction, and the planetary carrier of the planetary gear train is provided with an oil collecting cavity, and the first hollow cavity, the oil collecting cavity and the lubrication channel are connected in sequence.

18. The hybrid electric drive system according to claim 17, wherein: The planet carrier comprises a planet carrier shaft, a connecting plate and a planetary gear shaft connected in sequence, the planet carrier shaft is provided with the oil collecting chamber and the first oil guide hole in communication, and the planetary gear shaft is provided with a second oil guide hole; An oil guide piece is provided on the outer side of the connecting plate; the first oil guide hole, the gap between the oil guide piece and the connecting plate, and the second oil guide hole are connected in sequence to form the lubrication channel.

19. The hybrid electric drive system according to claim 18, wherein: The engine input shaft assembly further includes an oil guide pipe installed in the second hollow cavity and the first hollow cavity, and an end of the oil guide pipe close to the planetary gear array extends into the oil collecting cavity.

20. The hybrid electric drive system according to claim 11, wherein: The hybrid electric drive system also includes a shift mechanism assembly, which is installed in the shaft gear cavity; the shift mechanism assembly includes a shift motor, a shift reduction mechanism, a shift hub and a shift fork, and the shift motor, the shift reduction mechanism and the shift hub are sequentially connected in a transmission manner, and one end of the shift fork is slidably engaged with the shift hub, and the other end acts on the actuator.

21. The hybrid electric drive system according to claim 20, wherein: The left housing is provided with an intermediate plate, the intermediate plate being a cover shell, and the intermediate plate is provided with a bearing mounting hole and an avoidance area for avoiding the shift fork; One side of the intermediate plate is provided with a mounting position for mounting one of the coupling teeth of the actuator; or one of the coupling teeth of the actuator is integrally formed with one side of the intermediate plate.

22. The hybrid electric drive system according to any one of claims 1 to 21, characterized in that: The housing assembly is provided with a rib, a sensor interface for installing a temperature sensor, a lubrication power interface for installing the lubrication power device, and a thermostat interface for installing a thermostat on a side close to the engine; The housing assembly is equipped with a radiator, which is connected in parallel with the thermostat and is connected between the lubrication power device and the lubrication oil circuit of the housing assembly; The housing assembly is equipped with a vent plug and a baffle. The vent passage of the vent plug is connected to the motor cavity and / or the shaft gear cavity. The baffle is arranged in the motor cavity and / or the shaft gear cavity and is close to the entrance of the vent passage.

23. The hybrid electric drive system according to claim 22, wherein: The radiator is an oil-water heat exchanger, and the oil-water heat exchanger is communicated with the cooling flow channel of the shell.

24. The hybrid electric drive system according to any one of claims 1 to 21, characterized in that: The housing comprises an upper shell and a water-cooling plate, the upper shell and the water-cooling plate together form the control cavity, and the water-cooling plate is provided with a cooling groove; The control assembly includes an electrically connected control board, a drive board, an IGBT, the three-phase output copper bus and a high-voltage capacitor. The drive board, the IGBT and the high-voltage capacitor are all installed on the water-cooled plate. The control board is installed on the upper shell. The control board and the drive board are electrically connected through a connecting cable. The IGBT covers the notch of the cooling groove to enclose the cooling channel with the cooling groove.

25. The hybrid electric drive system according to claim 24, wherein: The water-cooling plate includes a connected base plate and a cover shell, the base plate is provided with the cooling groove and a first through hole for the three-phase output copper busbar to pass through; the inner cavity of the cover shell is connected to the control cavity through the first through hole; the shell also includes a lower shell for closing the inner cavity of the cover shell, the lower shell is provided with a second through hole for the three-phase input copper busbar of the power supply machine to pass through.

26. The hybrid electric drive system according to claim 24, wherein: The upper shell and the water-cooling plate are both provided with operation windows; the upper shell or the water-cooling plate is provided with a waterproof breathable valve, or at least one of the operation windows is equipped with a waterproof breathable valve.

27. The hybrid electric drive system according to claim 24, wherein: The controller assembly also includes a high-voltage adapter box, which includes a box body, an electrically connected high-voltage connection component, a power connector and at least one high-voltage connector. The box body is arranged in the shell and is provided with a connected high-voltage cavity and at least one assembly port. The high-voltage connection component is arranged in the high-voltage cavity, and the high-voltage connector is installed in the assembly port; the power connector is installed on the shell or the box body; the control cavity is connected to the high-voltage cavity, so that the copper busbar of the high-voltage capacitor extends into the high-voltage cavity and is electrically connected to the high-voltage connector.

28. The hybrid electric drive system according to claim 27, wherein: The box body includes a top cover and a box wall integrally formed with the upper shell, the assembly port is provided on the box wall, and the upper shell is provided with an installation port for installing the power connector; Two assembly ports are provided on the box wall, and the two assembly ports and the installation port are located on different sides; there are two high-voltage connectors, namely a first high-voltage connector for electrically connecting to the air-conditioning compressor and a second high-voltage connector for electrically connecting to the DCDC.

29. The hybrid electric drive system according to claim 28, wherein: The high-voltage connection assembly includes a positive copper busbar, a negative copper busbar, and a plurality of connecting wire harnesses; the positive copper busbar and the negative copper busbar are both electrically connected to the power connector and the copper busbar of the high-voltage capacitor, and the first high-voltage connector and the second high-voltage connector are connected in parallel between the positive copper busbar and the negative copper busbar through the plurality of connecting wire harnesses; the control assembly also includes a fuse electrically connected to the high-voltage connection assembly.

30. The hybrid electric drive system according to claim 29, wherein: The high-voltage transfer box also includes a mounting base provided in the box body, and the positive copper busbar, the negative copper busbar and the fuse are all installed on the mounting base; the mounting base has a sinking area, and the electrical connection points of the positive copper busbar, the negative copper busbar, the power connector and the copper busbar of the high-voltage capacitor are located in the sinking area; the side walls of the sinking area are provided with baffles.

31. The hybrid electric drive system according to claim 24, wherein: The control board is connected to the top plate of the shell; the top plate is provided with a heat dissipation structure, a low-voltage connector electrically connected to the control board, and a receiving portion for accommodating the capacitor of the control board. The heat dissipation structure is opposite to the position of the chip of the control board, and the low-voltage connector and the receiving portion both protrude from the upper surface of the top plate.

32. A hybrid vehicle, characterized in that: include: The hull is provided with a front engine room; an engine, mounted in the forward nacelle; The hybrid electric drive system according to any one of claims 1 to 31 is installed in the front engine compartment, and the speed change mechanism assembly is transmission-connected to the engine.

33. The hybrid vehicle according to claim 32, wherein: The left side of the hybrid electric drive system is fixed to the left longitudinal beam of the vehicle body, the right side of the hybrid electric drive system is fixedly connected to the left side of the engine, and the right side of the engine is fixed to the right longitudinal beam of the vehicle body; the lower part of the hybrid electric drive system is fixed to the lower bracket of the vehicle body.

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