A power-split hybrid system

Abstract

The application discloses a power split type hybrid power system, which comprises an engine, a generator, a driving motor, a clutch, a planetary gear mechanism, a reduction gear mechanism and a differential assembly. The clutch is matched with the planetary gear mechanism. The planetary gear mechanism comprises a ring gear, a sun gear and a planet carrier. The generator is connected with the sun gear through a transmission gear, and the driving motor is connected with the ring gear through a transmission gear. Through the coordination of the engine and the two sets of motors, various working modes such as pure electricity, hybrid power, pure engine and parking power generation are realized, the efficiency of the system is improved, and the fuel economy of the vehicle is improved.

Description

Technical Field

[0001] This invention belongs to the field of automotive powertrain technology, specifically relating to a power-split hybrid powertrain system. Background Technology

[0002] A typical power-split hybrid system consists of two electric motors and a transmission mechanism composed of one or two planetary gear trains. Generally, the engine is connected to the planetary carrier, the drive motor is connected to the ring gear, and the generator is connected to the sun gear. The drive motor is connected to the wheel ends through the ring gear, gear set, and differential. The engagement and disengagement of the clutch are achieved by building up pressure through an oil pump and a hydraulic system. Through the lever principle and stepless speed regulation of the planetary gear train, multiple operating modes such as pure electric, hybrid, and parking generator can be realized.

[0003] Current typical power-split systems are mainly based on planetary gear trains and power-split hybrid transmissions using planetary gear trains. For example, invention application WO2020186399A1 provides a power-split hybrid system that can ensure the vehicle reaches high speeds in pure electric motor drive mode, thereby meeting the requirements of the New European Driving Cycle and the Global Light Vehicle Test Cycle; it also allows the engine to be shut off at high speeds and improves power performance at low speeds. Invention application WO2022120642A1 provides a hybrid drive system and vehicle that achieves engine power splitting, enabling the engine to always operate in its high-efficiency range, meeting the vehicle's power and economy requirements, and greatly saving space in the drive system layout.

[0004] Due to the leverage principle of planetary gear trains, in hybrid mode, to ensure the required power output, two power sources must work together in coordination. However, in hybrid systems, all power sources often come from the engine. The coordinating power source often doesn't contribute to normal vehicle operation under many conditions, causing the entire system to fail to achieve optimal fuel economy in certain situations. This is especially true during high-speed cruising, where the engine lacks a direct-drive mode, resulting in suboptimal fuel efficiency at high speeds. For example, Toyota's fourth-generation THS hybrid system, which uses a power-split hybrid system consisting of a planetary gear train, an engine, and two electric motors, suffers from this problem. In low-to-medium speed steady-state driving, the engine's power is sufficient to drive the vehicle normally, but a portion of the engine's power must be allocated to the generator for charging and discharging to ensure normal system power output. When the vehicle's power demand is low and the state of charge (SOC) is full, the generator's charging and discharging is merely a means to maintain system balance, resulting in excess power consumption. Furthermore, during high-speed cruising, the engine cannot directly drive the vehicle, similarly leading to poor fuel economy at high speeds.

[0005] A new hybrid power system is needed to minimize excessive energy loss while ensuring optimal fuel economy at high speeds. Summary of the Invention

[0006] The purpose of this invention is to provide a power-split hybrid power system. This system utilizes a transmission mechanism comprised of two electric motors, a planetary gear mechanism, a clutch coupling mechanism, a reduction gear, and a differential assembly. Through the coordinated action of the engine and the two electric motors, it can achieve multiple operating modes, including pure electric, hybrid, pure engine, and parking-based power generation. In the engine direct-drive mode, the planetary gear mechanism is locked in place by the clutch coupling, allowing for a unified output. This system can achieve pure engine drive, improving system efficiency and vehicle fuel economy.

[0007] The technical solution adopted by the present invention to achieve the above objectives is as follows:

[0008] A power-split hybrid system, including:

[0009] Engine, generator, drive motor, clutch, planetary gear mechanism, reduction gear mechanism, differential assembly;

[0010] The clutch engages with the planetary gear mechanism; the engine and generator are coaxially connected via the planetary gear mechanism; the planetary gear mechanism includes a ring gear, a sun gear, and a planet carrier, with planet gears arranged inside the planet carrier;

[0011] The generator's shaft is connected to the sun gear via a transmission gear, and the drive motor's shaft is connected to the gear ring via a transmission gear.

[0012] The power from the engine and the power from the drive motor are combined in the reduction gear mechanism to drive the vehicle.

[0013] The power-split hybrid system also includes a flywheel, which works in conjunction with the engine's shaft to connect the engine to the input of the hybrid system.

[0014] According to one embodiment of the present invention, a working method for a power-split hybrid power system is provided using the above-described hybrid power system, which adopts a pure electric drive mode: the engine is off, the clutch is disengaged, the generator is idle, and the power of the drive motor is transmitted to the reduction gear mechanism and the differential assembly through the transmission gear, and finally to the wheel end.

[0015] According to one embodiment of the present invention, a method for operating a power-split hybrid system is provided using the above-described hybrid system, which adopts a hybrid mode in which the clutch is disengaged: the generator transmits the driving force to the wheel ends through the transmission gear, gear ring, reduction gear mechanism and differential assembly, and the power of the drive motor is coupled with the power of the engine in the reduction gear mechanism.

[0016] According to one embodiment of the present invention, a method for operating a power-split hybrid power system is provided using the above-described hybrid system, which adopts a hybrid mode in which the clutch is engaged: the power of the engine is directly transmitted to the wheel ends through the planetary gear mechanism, the reduction gear mechanism, and the differential assembly; the power of the drive motor is coupled with the power of the engine on the reduction gear mechanism, and the generator is in the power generation or working state.

[0017] According to one embodiment of the present invention, a method for operating a power-split hybrid power system is provided using the above-described hybrid power system, which adopts a pure engine mode: the clutch is engaged, the power of the engine is directly transmitted to the wheel ends through the planetary gear mechanism, the reduction gear mechanism and the differential assembly, the generator is in an idling state and its speed is synchronized with the engine.

[0018] According to one embodiment of the present invention, a method for operating a power-split hybrid power system is provided using the above-described hybrid power system, which adopts a parking power generation mode: when the vehicle is stationary and the clutch is disengaged, the engine drives the generator to generate electricity through a planetary gear mechanism and stores the electrical energy in the battery.

[0019] According to one embodiment of the present invention, the transmission gear is equipped with an auxiliary limiting member; the auxiliary limiting member is disposed on the side of the transmission gear and sleeved on the corresponding rotating shaft.

[0020] The transmission gear, in conjunction with the auxiliary limiting component, can prevent the gear from slipping relative to the shaft. The auxiliary limiting component can also absorb the vibration energy generated during the operation of the transmission gear, reducing internal interference within the system. Furthermore, the auxiliary limiting component can absorb the heat generated during the operation of the transmission gear, improving heat dissipation efficiency and providing a good internal environment for system operation.

[0021] According to one embodiment of the present invention, in a power-split hybrid power system, the auxiliary limiting member includes an inner curved surface that mates with a rotating shaft and a first side surface that mates with a transmission gear; the inner curved surface is provided with a mounting groove, the rotating shaft is provided with a mounting key, and the mounting groove can mate with the mounting key; a connecting base is provided on the first side surface, and a connecting hole is provided on the side surface of the transmission gear, and the connecting base can mate with the connecting hole.

[0022] Specifically, the auxiliary limiting component is horseshoe-shaped, U-shaped, C-shaped, or similar in structure, with an open end that can mate with the cylindrical structure. The inner surface includes at least a portion of an arc-shaped curved surface for fitting against the outer surface of the rotating shaft.

[0023] Specifically, the mounting key block can be fitted into the mounting slot, and the connecting base can be fitted into the connecting hole. The mounting slot is located on the inner curved surface away from the first side. Thus, the auxiliary limiting components can position the transmission gear and the generator shaft or engine shaft, preventing slippage of the transmission gear relative to the shaft. The auxiliary limiting components on both sides of the transmission gear ensure its coaxiality with the connected shaft, guaranteeing the effectiveness of power transmission and distribution.

[0024] Furthermore, auxiliary limiting components are applied to the connection between each gear and the rotating shaft in the system.

[0025] According to one embodiment of the present invention, in a power split hybrid power system, an auxiliary limiting member is provided with a lubrication chamber inside. The lubrication chamber has an opening on a first side. A sliding block that can slide relative to the opening is provided inside the opening. The sliding block has a coaxial through hole inside, which communicates with the interior of the lubrication chamber.

[0026] The lubrication chamber is filled with lubricating oil. As the auxiliary limiting component rotates with the transmission gear and shaft, the lubricating oil sloshes and is discharged through a through-hole inside the sliding block and an opening on the first side of the auxiliary limiting component to the surface of the transmission gear for lubrication. This ensures smooth rotation of the transmission gear, prevents jamming, and guarantees effective power transmission. The rotation of the transmission gear allows for synchronous rotation of the auxiliary limiting component. During this process, the lubricating oil inside the lubrication chamber shifts and may even agitate, facilitating its discharge.

[0027] According to one embodiment of the present invention, in a power split hybrid power system, a sphere is disposed in a through hole, a spring is connected to one side of the sphere, the spring is disposed inside a lubrication chamber, the end of the spring away from the sphere abuts against an elastic member, a connecting shaft is provided inside the elastic member, and the end of the connecting shaft away from the spring is rotatably connected to the inner wall of the lubrication chamber.

[0028] Thus, by setting the ball and the sliding block to cooperate, the collision between the ball and the sliding block is promoted during the rotation of the auxiliary limiting block, which discharges lubricating oil to the surface of the transmission gear. In addition, the interaction between the ball and the sliding block helps to limit the amount of lubricating oil entering the gap between them, preventing excessive lubricating oil discharge and waste. The collision between the ball and the sliding block also helps to increase the energy of the lubricating oil in the gap between them, which helps the discharged lubricating oil to flow and spread quickly to the surface of the transmission gear, improving the lubrication effect.

[0029] Furthermore, during the vibration of the transmission gear, the movement of the sliding block can compress the ball and the spring connected to it, thereby transferring the vibration energy of the transmission gear to its lateral auxiliary limiting component. At the same time, the spring and elastic component inside the auxiliary limiting component, which are connected to the sliding block through the ball, undergo elastic deformation under its influence. Since the spring and elastic component are immersed in lubricating oil, the vibration energy can be reduced, and the release of lubricating oil can be promoted in the process of consuming energy.

[0030] The beneficial effects of this invention are as follows:

[0031] (1) Introduce a clutch coupling mechanism into the power split hybrid system based on planetary gear mechanism, and the fixed speed ratio output of planetary gear mechanism can be realized through the clutch;

[0032] (2) Ensure the system has pure engine drive function to improve fuel economy during high-speed cruising;

[0033] (3) By engaging the clutch to lock the planetary gear mechanism, the generator does not need to generate electricity or do work in hybrid mode, thereby further improving the fuel economy of the vehicle.

[0034] (4) By setting auxiliary limiting parts, the slippage of the transmission gear relative to the rotating shaft can be avoided, ensuring smooth power output; the auxiliary limiting parts can also absorb the vibration energy of the transmission gear; the auxiliary limiting parts on both sides of the gear ensure the coaxiality of the gear and the rotating shaft connected to it.

[0035] (5) The rotation of the transmission gear can cause the lubricating oil inside the lubrication chamber to be displaced, which helps to discharge the lubricating oil to the gear surface.

[0036] Therefore, the present invention is a high-efficiency power-split hybrid power system that can switch between multiple operating modes and improve the fuel economy of the vehicle. Attached Figure Description

[0037] Figure 1 This is a schematic diagram of the power split hybrid power system according to Embodiment 1 of the present invention;

[0038] Figure 2 This is another structural schematic diagram of the power split hybrid power system according to Embodiment 1 of the present invention;

[0039] Figure 3 This is a schematic diagram of the assembly of the auxiliary limiting component of the power split hybrid power system according to Embodiment 2 of the present invention;

[0040] Figure 4 for Figure 3 The diagram shows the structure of the auxiliary limiting component.

[0041] Figure 5 for Figure 4 The diagram shows the internal structure of the auxiliary limiting component.

[0042] Figure 6 This is a schematic diagram of the power-split hybrid power system according to Embodiment 3 of the present invention;

[0043] Figure 7 for Figure 6 The diagram shows the structure of the heat pipe assembly.

[0044] Figure 8 for Figure 7 The front view of the heat pipe assembly shown;

[0045] Figure 9 for Figure 7 The diagram shows the structure of the heat dissipation substrate.

[0046] Figure 10 for Figure 9 A schematic diagram of the internal structure of the heat dissipation substrate is shown.

[0047] Figure 11 This is a partial structural diagram of the housing of the power split hybrid power system according to Embodiment 3 of the present invention;

[0048] Figure 12 for Figure 11 A magnified view of part A in the middle.

[0049] Reference numerals: Flywheel 1; Oil pump 2; Planetary carrier 3; Ring gear 4; Clutch 5; Sun gear 6; Generator 7; Drive motor 8; Differential assembly 9; Reduction gear mechanism 10; Housing 11; Transmission gear 12; Transmission gear 13; Shaft 20; Spring retainer 21; Auxiliary limiting component 30; Inner curved surface 31; First side surface 32; Mounting slot 33; Connecting base 34; Lubrication chamber 41; Sliding block 42; Through hole 43; Limiting flange 44; Ball 45; Spring 46; Elastic component 47; Connecting shaft 48; Heat dissipation pipe assembly 50; Heat dissipation base 51; Conducting rod 52; Inner heat dissipation cavity 53; Outer heat dissipation cavity 54; Connecting conduit 55; Heat dissipation grille 60; Support rod 61; Flexible expansion component 62. Detailed Implementation

[0050] The technical solution of the present invention will be further described in detail below with reference to specific embodiments and accompanying drawings. It should be understood that the specific embodiments described herein are only for explaining the present invention and are not intended to limit the present invention.

[0051] Example 1

[0052] Figure 1 and Figure 2A power-split hybrid power system according to an embodiment of the present invention is schematically shown. As shown, the device includes an engine, a generator 7, a drive motor 8, a clutch 5, a planetary gear mechanism, a reduction gear mechanism 10, and a differential assembly 9.

[0053] The planetary gear mechanism includes a ring gear 4, a sun gear 6, and a planet carrier 3, with planet gears housed within the planet carrier 3. A clutch 5 engages with the planetary gear mechanism, thereby enabling the engagement and disengagement of the sun gear 6 and the planet carrier 3 through the coupling mechanism formed by the clutch 5. The engine and generator 7 are coaxially connected via the planetary gear mechanism. Furthermore, the generator 7's shaft 20 is connected to the sun gear 6 via a transmission gear 13, and the drive motor 8's shaft 20 is connected to the reduction gear mechanism 10 via a transmission gear 12. The reduction gear is connected to the ring gear 4. Both transmission gears 12 and 13 are equipped with auxiliary limiting members 30; these auxiliary limiting members 30 are located to the side of the transmission gear 12 or 13 and are fitted onto the corresponding shaft 20.

[0054] The power from the engine and the power from the drive motor 8 are combined in the reduction gear mechanism 10 to jointly drive the vehicle. The power-split hybrid system in this embodiment also includes a flywheel 1, which cooperates with the engine's shaft 20 to connect the engine to the input of the hybrid system. Furthermore, this hybrid system also uses an oil pump 2 to pressurize the system and provide necessary cooling; the oil pump 2 is connected to the engine.

[0055] The power-split hybrid system provided in this embodiment uses a transmission mechanism consisting of two sets of motors, a planetary gear mechanism, a clutch 5 coupling mechanism, a reduction mechanism, and a differential assembly 9. Through the coordinated action of the engine and the two sets of motors, it can achieve multiple operating modes such as pure electric, hybrid, pure engine, and parking power generation. The introduction of the clutch coupling mechanism into the power-split hybrid system based on the planetary gear mechanism allows the planetary gear mechanism to achieve a fixed speed ratio output through the clutch 5, ensuring that the system has pure engine drive function and improving fuel economy under high-speed cruising. By locking the planetary gear mechanism through the engagement of the clutch 5, the generator 7 is guaranteed to generate electricity or perform work when not needed in hybrid mode, further improving the vehicle's fuel economy.

[0056] Specifically, the operating state of this power-split hybrid power system is as follows:

[0057] In pure electric drive mode, the power of the drive motor 8 is transmitted to the wheel ends through the transmission gear 12, the reduction gear mechanism 10, and the differential assembly 9. At this time, the engine is not started, the clutch 5 is disengaged, and the generator 7 idles.

[0058] In hybrid mode with clutch 5 disengaged, generator 7 starts the engine via planetary gear mechanism. Engine power is transmitted to the wheel ends via the lever principle of planetary gear mechanism, passing through ring gear 4, reduction gear mechanism 10, and differential assembly 9. The power of drive motor 8 is coupled with engine power through transmission gear 12, reduction gear mechanism 10, and the transmission gear 10. Generator 7 can operate in either generator or drive mode depending on vehicle operating conditions; drive motor 8 can operate in drive, generator, or non-operational modes depending on vehicle operating conditions.

[0059] In the hybrid mode with clutch 5 engaged, the planetary gear mechanism consisting of sun gear 6, planet carrier 3, and ring gear 4 has no speed difference. The engine's power is directly transmitted to the wheel ends via the planetary gear mechanism, reduction gear mechanism 10, and differential assembly 9. The power of drive motor 8 is coupled to the engine power on the reduction gear mechanism 10. Generator 7 is in either power generation or operating state as needed. The engagement and disengagement of clutch 5 are achieved through pressure regulation via oil pump 2 and the hydraulic system.

[0060] In pure engine mode, clutch 5 is engaged. At this time, the planetary gear mechanism consisting of sun gear 6, planet carrier 3 and ring gear 4 has no speed difference relationship. The power of the engine is directly transmitted to the wheel ends through the planetary gear mechanism, reduction gear mechanism 10 and differential assembly 9. At this time, generator 7 is in idling state and its speed is synchronized with the engine.

[0061] When reversing, the reverse gear function of the vehicle is realized by reversing the drive motor 8. When the battery power is low, the generator 7 starts the engine and generates electricity.

[0062] When the vehicle is stationary, clutch 5 is disengaged, and the engine drives generator 7 to generate electricity through planetary gear mechanism, storing the electrical energy in the battery.

[0063] When coasting or braking, the engine stops, the generator 7 idles, and the drive motor 8 is dragged by the wheels to recover energy and store it in the battery.

[0064] Example 2

[0065] Figures 3-5 An auxiliary limiting member 30 of a power-split hybrid power system according to another embodiment of the present invention is schematically shown, such as... Figure 4 As shown, the auxiliary limiting member 30 is an open C-shaped structure with an open end for mating with a cylindrical structure. In other embodiments, the auxiliary limiting member 30 can also be designed as a horseshoe-shaped, U-shaped, semi-circular, or other structures as needed.

[0066] The auxiliary limiting member 30 includes an inner curved surface 31 that mates with the rotating shaft 20, and a first side surface 32 that mates with the transmission gear 12 or the transmission gear 13.

[0067] The inner surface includes at least a portion of a curved surface for fitting against the outer surface of the shaft 20. Specifically, the inner curved surface 31 is provided with a mounting groove 33, and the outer surface of the shaft 20 is provided with a matching mounting key. When the auxiliary limiting member 30 is fitted onto the shaft 20 of the generator 7 or engine, the mounting key on the shaft 20 can be engaged in the mounting groove 33, thereby limiting the position of the auxiliary limiting member 30.

[0068] In addition, a connecting base 34 protruding outward is provided on the first side 32, and a connecting hole body adapted to it is provided on the side of the transmission gear 12 and the transmission gear 13. When the auxiliary limiting member 30 is installed, the first side 32 is pressed against the side of the transmission gear 12 or the transmission gear 13, and the connecting base 34 can be fitted into the connecting hole body. The side of the auxiliary limiting member 30 away from the first side 32 is then fixed by the spring retainer 21, thereby limiting the sliding between the auxiliary limiting member 30 and the transmission gear 12 or the transmission gear 13, and improving its coaxiality with the connected rotating shaft 20.

[0069] Therefore, the auxiliary limiting member 30 can be used to position and connect the transmission gear 13 to the rotating shaft 20 of the generator 7, or to position and connect the transmission gear 12 to the rotating shaft 20 of the engine, thereby preventing the transmission gear 12 or transmission gear 13 from slipping relative to the rotating shaft 20. By setting the auxiliary limiting member 30 on both sides of the transmission gear 12 or transmission gear 13, the coaxiality between it and the connected rotating shaft 20 can be ensured, guaranteeing the effect of power transmission and power splitting.

[0070] In the power-split hybrid power system, the auxiliary limiting member 30 has a lubrication chamber 41 inside, which is located in the middle of the auxiliary limiting member 30 and opposite to its open end. The lubrication chamber 41 has an opening on its first side 32, and a sliding block 42 that can slide relative to it is fitted inside the opening. The sliding block 42 has a coaxial through hole 43 inside, which communicates with the interior of the lubrication chamber 41. Both ends of the sliding block 42 can be provided with limiting flanges 44. The cooperation between the limiting flanges 44 and the opening can prevent the sliding block 42 from falling off during its reciprocating movement.

[0071] The lubrication chamber 41 is filled with lubricating oil. Therefore, during the rotation of the shaft 20, the lubricating oil can be discharged from the through-hole 43 inside the sliding block 42 through the opening on the first side 32 of the auxiliary limiting member 30 to the surface of the transmission gear 12 or transmission gear 13 for lubrication. This ensures smooth rotation of the transmission gear 12 or transmission gear 13, prevents jamming, and guarantees effective power transmission. The rotation of the transmission gear 12 or transmission gear 13 enables the synchronous rotation of the auxiliary limiting member 30. During this process, the lubricating oil inside the lubrication chamber 41 is displaced or even agitated, which facilitates the discharge of the lubricating oil.

[0072] In addition, a ball 45 is disposed inside the through hole 43, and a spring 46 is connected to one side of the ball 45. The spring 46 is located inside the lubrication chamber 41, and the end of the spring 46 away from the ball 45 abuts against an elastic element 47. A connecting shaft 48 is provided inside the elastic element 47, and the end of the connecting shaft 48 away from the spring 46 is rotatably connected to the inner wall of the lubrication chamber 41. The elastic element 47 can be made of rubber, silicone, or other materials.

[0073] Thus, by setting the ball 45 to cooperate with the sliding block 42, the collision between the ball 45 and the sliding block 42 is promoted during the rotation of the auxiliary limiting block, causing the lubricating oil to be discharged and flow to the surface of the transmission gear 12 or the transmission gear 13. In addition, the interaction between the ball 45 and the sliding block 42 helps to limit the amount of lubricating oil entering the gap between them, preventing excessive lubricating oil discharge and waste. The collision between the ball 45 and the sliding block 42 also helps to increase the energy of the lubricating oil in the gap between them, which helps the discharged lubricating oil to flow and spread quickly to the surface of the transmission gear 12 or the transmission gear 13, thereby improving the lubrication effect.

[0074] During the vibration of transmission gear 12 or transmission gear 13, the movement of sliding block 42 can compress ball 45 and spring 46 connected thereto, thereby transferring the vibration energy of transmission gear 12 or transmission gear 13 to its side auxiliary limiting member 30. At the same time, spring 46 and elastic member 47 connected to sliding block 42 through ball 45 inside auxiliary limiting member 30 undergo elastic deformation under its influence. Spring 46, elastic member 47, etc. are all immersed in lubricating oil, which can reduce vibration energy and promote the release of lubricating oil in the process of energy consumption.

[0075] In other embodiments, the auxiliary limiting member 30 can be used in the connection structure between the gear and the shaft, rather than being limited to the transmission gear 12 and the transmission gear 13.

[0076] Example 3

[0077] Figures 6-12 The illustration schematically shows a heat dissipation assembly for a power-split hybrid power system according to another embodiment of the present invention, used for heat dissipation of gear meshing. For example... Figure 6 As shown, the heat dissipation assembly includes a heat dissipation pipe assembly 50 disposed on the side of the meshing gears. During installation, attention should be paid to the gap between the heat dissipation pipe assembly 50 and other components inside the system to avoid interference. Figure 6 In this embodiment, only suitable mounting sites for two sets of heat pipe assemblies 50 are shown. In other embodiments, the heat pipe assemblies 50 can be arranged in different locations of the hybrid power system as needed.

[0078] The heat sink assembly 50 includes multiple annular heat sinks 51 arranged in parallel at intervals. The heat sinks 51 are made of thermally conductive materials such as copper, aluminum, or metal alloys. The multiple heat sinks 51 are detachably connected by conductive rods 52. Specifically, the conductive rods 52 can be threaded, fitted, or tenoned to the outer wall of the heat sinks 51. In this way, the conductive rods 52 can create gaps between the multiple heat sinks 51, increasing the heat absorption surface area and improving the heat absorption efficiency of the heat sink assembly 50. They also facilitate heat conduction between different heat sinks 51, preventing localized overheating.

[0079] The heat dissipation base 51 has an inner heat dissipation cavity 53 and an outer heat dissipation cavity 54 coaxially arranged inside. Both the inlet and outlet ends of the inner heat dissipation cavity 53 and the outer heat dissipation cavity 54 are equipped with connecting conduits 55. Additionally, the heat dissipation pipe assembly 50 is equipped with a coolant connection section. The connecting conduits 55 connecting the inlet and outlet ends of the multiple parallel heat dissipation bases 51 are all connected to an external coolant circulation pipeline through the coolant connection section. Low-temperature water or other fluids can be used as the cooling medium in the coolant circulation pipeline. Furthermore, the coolant flow direction in the inner heat dissipation cavity 53 is opposite to the coolant flow direction in the outer heat dissipation cavity 54, such as... Figure 10 As indicated by the middle arrow. The flowing coolant can quickly absorb the heat generated during gear transmission, achieving a rapid cooling effect. The inner and outer heat dissipation chambers 53 and 54, which are connected internally and externally, can quickly absorb the heat inside and outside the heat dissipation base 51 and quickly equalize the local temperature, ensuring the stability of the internal environment during the operation of the hybrid power system.

[0080] In addition, the power-split hybrid power system of this embodiment has an external housing 11, on which a detachable heat dissipation grille 60 is disposed. The heat dissipation grille 60 includes a plurality of parallel and spaced-apart support rods 61 with a certain rigidity. Adjacent support rods 61 are connected by strip-shaped or band-shaped flexible expansion members 62, and the plurality of flexible expansion members 62 are arranged side by side with spacing. The support rods 61 may be made of plastic, and the flexible expansion members 62 may be made of rubber, processed into a band-shaped structure with a certain width and thickness, with both ends fixed to the outer frame of the heat dissipation grille 60. Compared with the support rods 61, the flexible expansion members 62 are located on the side of the heat dissipation grille 60 facing the inside of the housing 11.

[0081] Thus, when the high-temperature airflow inside the casing 11 is discharged outward through the grille, it blows the support rod 61 and the flexible expansion member 62. Under the combined action of heat and wind, the flexible expansion member 62 expands and deforms, protruding outward from the gaps in the heat dissipation grille 60. This reduces the flow rate of some airflow. In addition, after the strip-shaped flexible expansion member 62 deforms, the middle of the deformed part generally protrudes outward more than the edge part, which can change the direction of some airflow. As a result, the airflow discharged through the heat dissipation grille 60 flows in multiple directions, which can accelerate the mixing with the low-temperature airflow outside, improve heat dissipation efficiency, and reduce noise.

[0082] By setting the flexible expansion member 62, the heat dissipation grille 60 can be set as a fixed structure, that is, the exhaust airflow can be divided and remixed without setting a swingable grille. There is no need to set a rotating connecting part, the structure is simple, not easy to be damaged, and sturdy and durable.

[0083] In addition, the heat pipe assembly 50 can also be used in conjunction with a fan to form an airflow inside the housing 11. This airflow blows across the surface of the heat sink 51 and flows through the heat dissipation grille 60 on the housing 11 to the outside of the power split hybrid system, which helps to improve heat dissipation efficiency and prevents dust particles from accumulating inside the system.

[0084] The conventional operations in the operation steps of this invention are well known to those skilled in the art and will not be described in detail here.

[0085] The embodiments described above provide a detailed explanation of the technical solution of the present invention. It should be understood that the above descriptions are merely specific embodiments of the present invention and are not intended to limit the present invention. Any modifications, additions, or similar substitutions made within the scope of the principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A power-split hybrid power system, characterized in that, include: Engine, generator (7), drive motor (8), clutch (5), planetary gear mechanism, reduction gear mechanism (10), differential assembly (9); the clutch (5) cooperates with the planetary gear mechanism; the planetary gear mechanism includes a ring gear (4), a sun gear (6) and a planet carrier (3); the shaft (20) of the generator (7) is connected to the sun gear (6) through a transmission gear (13), and the shaft (20) of the drive motor (8) is connected to the ring gear (4) through a transmission gear (12); The transmission gears (12, 13) are equipped with auxiliary limiting members (30), which are located on the side of the transmission gears (12, 13) and sleeved on the corresponding rotating shafts (20). The auxiliary limiting member (30) includes an inner curved surface (31) that mates with the rotating shaft (20) and a first side surface (32) that mates with the transmission gears (12, 13); the inner curved surface (31) is provided with a mounting groove (33), the rotating shaft (20) is provided with a mounting key, and the mounting groove (33) can mate with the mounting key; the first side surface (32) is provided with a connecting base (34), and the side of the transmission gears (12, 13) is provided with a connecting hole, and the connecting base (34) can mate with the connecting hole; The auxiliary limiting member (30) is provided with a lubrication chamber (41) inside. The lubrication chamber (41) has an opening on the first side (32). A sliding block (42) that can slide relative to the opening is provided inside the opening. The sliding block (42) has a coaxial through hole (43) inside. The through hole (43) communicates with the inside of the lubrication chamber (41).

2. The power-split hybrid power system according to claim 1, characterized in that, A ball (45) is disposed inside the through hole (43). A spring (46) is connected to one side of the ball (45). The spring (46) is located inside the lubrication chamber (41). The end of the spring (46) away from the ball (45) abuts against an elastic element (47). A connecting shaft (48) is provided inside the elastic element (47). The end of the connecting shaft (48) away from the spring (46) is rotatably connected to the inner wall of the lubrication chamber (41).

3. A method for operating a power-split hybrid power system, characterized in that, The hybrid power system as described in claim 1 or 2 is used in pure electric drive mode. When the engine is shut down, the clutch (5) is disengaged, the generator (7) is idle, and the power of the drive motor (8) is transmitted through the transmission gear (12) to the reduction gear mechanism (10) and the differential assembly (9), and finally to the wheel end.

4. A method for operating a power-split hybrid power system, characterized in that, The hybrid system as described in claim 1 or 2 employs a hybrid mode with the clutch disengaged: The generator (7) transmits the driving force to the wheel end through the transmission gear (13), gear ring (4), reduction gear mechanism (10) and differential assembly (9), and the power of the drive motor (8) is coupled with the engine power in the reduction gear mechanism (10).

5. A method for operating a power-split hybrid power system, characterized in that, The hybrid system as described in claim 1 or 2 employs a hybrid mode with the clutch engaged. The engine's power is transmitted directly to the wheel ends through the planetary gear mechanism, the reduction gear mechanism (10), and the differential assembly (9); the power of the drive motor (8) is coupled with the engine power on the reduction gear mechanism (10), and the generator (7) is in the power generation or working state.

6. A method for operating a power-split hybrid power system, characterized in that, The hybrid power system as described in claim 1 or 2 is used in pure engine mode: When the clutch (5) is engaged, the engine power is transmitted directly to the wheel end through the planetary gear mechanism, the reduction gear mechanism (10), and the differential assembly (9). The generator (7) is in an idle state and its speed is synchronized with the engine.

7. A method for operating a power-split hybrid power system, characterized in that, The hybrid power system as described in claim 1 or 2 is used in a parking power generation mode: When the vehicle is stationary, the clutch (5) is disengaged, and the engine drives the generator (7) through the planetary gear mechanism to generate electricity and store the electrical energy in the battery.

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