Hybrid power system and hybrid power automobile

Abstract

The invention discloses a hybrid power system and a hybrid vehicle, relates to the technical field of vehicle control, and aims to improve the operation efficiency and reliability of the hybrid vehicle. The hybrid power system comprises an electronic oil pump; a mechanical oil pump connected to the engine and driven by the operation of the engine; the first end of the hydraulic module is connected with the electronic oil pump and the mechanical oil pump; the first cooling oil way corresponds to the driving motor and is connected with the second end of the hydraulic module; the second cooling oil way corresponds to the driving motor and the generator and is connected with the third end of the hydraulic module; when the vehicle is in a pure electric mode, the first cooling oil way is conducted and the second cooling oil way is closed through the hydraulic module, and the electronic oil pump is controlled to be in a working state, so that only the driving motor is cooled; and when the vehicle is in a hybrid mode, the second cooling oil way is conducted through the hydraulic module, and cooling of the driving motor and the generator is achieved based on the mechanical oil pump or the mechanical oil pump and the electronic oil pump.

Description

Technical Field

[0001] The present invention relates to the field of vehicle technology, and in particular to a hybrid power system and a hybrid vehicle. Background Art

[0002] With the transformation of the global energy structure and the popularization of new energy vehicles, hybrid vehicles, as transitional products between traditional fuel vehicles and pure electric vehicles, have an increasingly broad market prospect. Hybrid vehicles, also known as oil-electric hybrid vehicles, are a driving method that uses a mixture of fuel and electricity. They not only take advantage of the engine's long continuous working time and good power, but also take advantage of the electric motor's pollution-free and low noise. The two complement each other and make up for each other's shortcomings.

[0003] Since hybrid vehicles can achieve zero emissions when running in pure electric mode, improving driving efficiency can reduce vehicle emissions and play a positive role in environmental protection. In other words, improving the driving efficiency of hybrid vehicles can make them better adapt to future energy trends and meet consumers' demands for energy saving, environmental protection and high efficiency. Summary of the invention

[0004] The present application provides a hybrid power system and a hybrid vehicle, which are used to improve the driving efficiency of the hybrid vehicle, so that the hybrid vehicle can better meet the requirements of energy conservation and emission reduction.

[0005] In order to achieve the above objectives, this application adopts the following technical solutions:

[0006] In a first aspect, an embodiment of the present application provides a hybrid power system, comprising: an electronic oil pump; a mechanical oil pump, the mechanical oil pump being connected to an engine and being driven by the operation of the engine; a hydraulic module, a first end of the hydraulic module being respectively connected to the electronic oil pump and the mechanical oil pump; a first cooling oil circuit corresponding to a drive motor, the first cooling oil circuit being connected to a second end of the hydraulic module; a second cooling oil circuit corresponding to a drive motor and a generator, the second cooling oil circuit being connected to a third end of the hydraulic module; when the vehicle is in pure electric mode, the first cooling oil circuit is turned on and the second cooling oil circuit is closed through the hydraulic module, and the electronic oil pump is controlled to be in a working state to achieve cooling of the drive motor only; when the vehicle is in hybrid mode, the second cooling oil circuit is turned on through the hydraulic module, and cooling of the drive motor and the generator is achieved based on the mechanical oil pump, or the mechanical oil pump and the electronic oil pump.

[0007] It can be seen that the hybrid system provided by the embodiment of the present application controls different pipeline conduction based on different modes of vehicle operation to achieve different cooling strategies, and can cool the components that need to be cooled in the mode in a targeted manner, which not only avoids unnecessary energy waste, but also enables the hydraulic module to adapt to the cooling requirements of different components in the hybrid mode, ensuring the stable operation of the vehicle under various working conditions. In addition, different oil pump working strategies are adopted in different modes to provide different cooling capacities, which can not only ensure that the components operate within the optimal temperature range, but also avoid overcooling or insufficient cooling, thereby improving the cooling efficiency, and then ensuring the high-efficiency operation of components such as drive motors and generators, thereby improving the overall driving efficiency.

[0008] In some embodiments, when the vehicle is in pure electric mode, a first pumping oil volume of the electronic oil pump is regulated according to a medium demand of a first component to be lubricated / cooled, wherein the first component to be lubricated / cooled includes a drive motor.

[0009] In some embodiments, the first component to be lubricated / cooled further includes: a clutch and / or a transmission device.

[0010] In some embodiments, the medium demand of the first component to be lubricated / cooled is positively correlated with the temperature or the temperature change rate of the first component to be lubricated / cooled.

[0011] In some embodiments, the first cooling oil circuit includes: a first stator oil circuit, the first stator oil circuit is connected to the second end of the hydraulic module, and the first stator oil circuit is used to cool the stator assembly of the drive motor; a first rotor oil circuit, the first rotor oil circuit is connected to the second end of the hydraulic module, and the first rotor oil circuit is used to cool the rotor assembly of the drive motor; a rotor flow valve, the rotor flow valve is arranged in the first rotor oil circuit, and the rotor flow valve is used to open or close the first rotor oil circuit.

[0012] In some embodiments, when a preset cooling condition is met, the rotor flow valve is controlled to open the first rotor oil circuit.

[0013] In some embodiments, the preset cooling condition is related to at least one of a drive motor temperature, a drive motor power, a drive motor torque, and an oil temperature.

[0014] In some embodiments, when the vehicle is in hybrid mode, the second pumping oil volume of the electronic oil pump is regulated according to the medium demand of the second component to be lubricated / cooled and the third pumping oil volume of the mechanical oil pump, wherein the second component to be lubricated / cooled includes: a drive motor, and / or a generator, and / or a clutch.

[0015] In some embodiments, the third pump oil quantity is positively correlated with the engine speed.

[0016] In some embodiments, the medium demand of the second component to be lubricated / cooled is positively correlated with the temperature or the temperature change rate of the second component to be lubricated / cooled.

[0017] In some embodiments, when the medium demand is less than or equal to the third pump oil volume, the electronic oil pump is kept in a non-working state; when the medium demand is greater than the third pump oil volume, the electronic oil pump is controlled to be in a working state, and the second pump oil volume of the electronic oil pump is the difference between the medium demand and the third pump oil volume.

[0018] In some embodiments, the hybrid power system also includes: a clutch and a third cooling oil circuit corresponding to the clutch, the third cooling oil circuit is connected to the fourth end of the hydraulic module; when the vehicle is in a working state, the third cooling oil circuit is connected through the hydraulic module to achieve cooling of the clutch.

[0019] In some embodiments, the hybrid power system further includes: a gear shaft and a lubricating oil circuit corresponding to the gear shaft, the lubricating oil circuit being connected to the fifth end of the hydraulic module; when the vehicle is in working state, the lubricating oil circuit is connected through the hydraulic module to achieve lubrication of the gear shaft.

[0020] In some embodiments, the drive motor and / or generator includes a rotor punching sheet, and at least one magnetic steel slot is provided along the circumference of the rotor punching sheet, and at least two magnets are segmentedly arranged in each magnetic steel slot.

[0021] In some embodiments, the rotor punchings are silicon steel sheets having a thickness greater than or equal to 0.1 mm; and / or, the rotor punchings are silicon steel sheets having a thickness less than or equal to 0.3 mm.

[0022] In some embodiments, at least one magnetic steel groove includes: a first magnetic steel groove and a second magnetic steel groove arranged in a V shape, and a third magnetic steel groove and a fourth magnetic steel groove arranged in a V shape; the third magnetic steel groove and the fourth magnetic steel groove are located within the angle area between the first magnetic steel groove and the second magnetic steel groove.

[0023] In some embodiments, the length of the third magnetic steel slot and the length of the fourth magnetic steel slot are both smaller than the length of the first magnetic steel slot and the length of the second magnetic steel slot.

[0024] In some embodiments, the included angle between the third magnetic steel slot and the fourth magnetic steel slot is greater than the included angle between the first magnetic steel slot and the second magnetic steel slot.

[0025] In some embodiments, the number of segmented magnets in the first magnetic steel slot and the second magnetic steel slot is greater than the number of segmented magnets in the third magnetic steel slot and the fourth magnetic steel slot.

[0026] In some embodiments, the hybrid power system also includes: an input shaft, a first end of the input shaft is connected to the engine, and the engine and the generator are connected through the input shaft; a clutch, a first end of the clutch is connected to the second end of the input shaft; an output shaft, a first end of the output shaft is respectively connected to the second end of the clutch and the drive motor, and the second end of the output shaft is connected to the wheel end of the vehicle.

[0027] In some embodiments, the clutch includes a first engagement portion, a resilient member, and a second engagement portion;

[0028] The elastic member is arranged between the first joint part and the second joint part, the first joint part is connected to the second end of the input shaft, and the second joint part is connected to the output shaft. The elastic member is used to provide a force to one of the first joint part and the second joint part so that the first joint part and the second joint part remain in a separated state.

[0029] In some embodiments, the resilient member comprises a corrugated spring.

[0030] In some embodiments, the inner diameter parameter range of the corrugated spring is: 130-135mm, and the outer diameter parameter range is: 135-140mm.

[0031] In some embodiments, the wave number parameter range of the corrugated spring is: 5-9, and the parameter range of the crest and trough of each wave is: 0.9-1.2mm.

[0032] In some embodiments, the hybrid system further includes: bearings, bearings are arranged at the ends of the input shaft and / or the output shaft; the helix angle of the gears on the input shaft and / or the output shaft is set to: 21°-28° to reduce the axial load.

[0033] In some embodiments, the bearing comprises a ball bearing or a cylindrical bearing.

[0034] In some embodiments, the hybrid power system further includes: a cooling / lubricating medium, wherein the cooling / lubricating medium has a kinematic viscosity in the range of 4-2100 mm2 / s at a temperature of -40-90°C.

[0035] In a second aspect, an embodiment of the present application provides a hybrid vehicle, including a hybrid power system provided by the first aspect and possible implementations thereof.

[0036] The technical effects brought about by the above-mentioned second aspect can be found in the description of the beneficial effects in the first aspect, and will not be repeated here. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] Figure 1 A schematic diagram of the structure of a hybrid power system provided in an embodiment of the present application;

[0038] Figure 2A schematic diagram of a second cooling oil circuit provided in an embodiment of the present application;

[0039] Figure 3 A schematic diagram of a first stator oil circuit provided in an embodiment of the present application;

[0040] Figure 4 A schematic diagram of a first rotor oil circuit provided in an embodiment of the present application;

[0041] Figure 5 A schematic diagram of a third cooling oil circuit provided in an embodiment of the present application;

[0042] Figure 6 A schematic diagram of a lubricating oil circuit provided in an embodiment of the present application;

[0043] Figure 7 A schematic diagram of a control process of a pure electric mode provided in an embodiment of the present application;

[0044] Figure 8 A schematic diagram of a control process of a series hybrid mode provided in an embodiment of the present application;

[0045] Fig. 9 A schematic diagram of a control process of a series hybrid mode provided in an embodiment of the present application;

[0046] Fig.10 A schematic diagram of a rotor punching provided in an embodiment of the present application;

[0047] Fig.11 A schematic diagram of the structure of another hybrid power system provided in an embodiment of the present application;

[0048] Fig.12 A schematic diagram of the structure of a clutch provided in an embodiment of the present application;

[0049] Fig.13 A schematic diagram of a bearing provided in an embodiment of the present application;

[0050] Fig.14 A schematic diagram of the viscosity of a cooling / lubricating medium provided in an embodiment of the present application. DETAILED DESCRIPTION

[0051] The embodiments of the present invention are described in detail below with reference to the accompanying drawings.

[0052] In the description of the present invention, it should be understood that the terms "center", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", etc., indicating the orientation or position relationship are based on the orientation or position relationship shown in the drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present invention.

[0053] The terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features. In the description of the present invention, unless otherwise specified, "plurality" means two or more.

[0054] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be directly connected, or indirectly connected through an intermediate medium, or it can be internal communication between two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances. In addition, when describing pipelines or channels, the "connected" and "connected" used in this application have the meaning of conduction. The specific meaning needs to be understood in conjunction with the context.

[0055] In the embodiments of the present application, the words "exemplarily" or "for example" are used to indicate examples, illustrations or explanations. Any embodiment or design described as "exemplarily" or "for example" in the embodiments of the present application should not be interpreted as being more preferred or more advantageous than other embodiments or designs. Specifically, the use of words such as "exemplarily" or "for example" is intended to present related concepts in a specific way.

[0056] The hybrid power system is one of the core components of hybrid vehicles, which determines the power performance of the vehicle. The hybrid power system usually includes generators, drive motors, transmission devices and control systems, which are responsible for converting electrical energy into mechanical energy to drive the vehicle. It not only realizes the basic function of driving the vehicle, but also ensures efficient and stable operation under various working conditions to meet the power and economy requirements of the vehicle.

[0057] It should be understood that the efficiency of the electric drive system refers to the ratio between the mechanical power output of the motor and the electrical power input under ideal conditions. This ratio is usually expressed as a percentage, such as 90% efficiency means that 90% of the electrical energy is effectively used, and the remaining 10% is converted into losses. The efficiency of the electric drive system directly affects the power consumption and fuel consumption of the hybrid vehicle, because higher efficiency means less power and fuel are consumed at the same power output.

[0058] On August 21, 2024, the Ministry of Industry and Information Technology officially released the draft "Evaluation Methods and Indicators for Passenger Vehicle Fuel Consumption" for comments. The most important information is that the Ministry of Industry and Information Technology has given a new fuel consumption standard: from January 1, 2026, the fuel consumption of lightweight vehicles (less than 1.09 tons) per 100 kilometers cannot exceed 2.57 liters, medium-weight vehicles (1.09-2.51 tons) cannot exceed 3.3 liters, and heavy vehicles (greater than 2.51 tons) cannot exceed 4.7 liters. In addition, new energy car companies are not sitting back and relaxing. The power consumption of medium-weight vehicles per 100 kilometers must be controlled within 13.92 kWh, and those backward electric vehicles will also be eliminated.

[0059] It can be seen that improving the driving efficiency of hybrid vehicles and reducing the emission level of vehicles can make them better adapt to future energy trends and meet consumers' needs for energy saving, environmental protection and high efficiency. In addition, improving the driving efficiency of hybrid vehicles means that the vehicle consumes less fuel at the same driving distance, thereby reducing fuel consumption. This not only helps to reduce personal fuel expenses, but also has positive significance for energy conservation and emission reduction in the entire society. At the same time, since hybrid vehicles can achieve zero emissions when running in pure electric mode, improving driving efficiency can also help further reduce the emission level of vehicles and play a positive role in environmental protection.

[0060] The following methods are usually used in related technologies to improve the operating efficiency of hybrid power systems: optimizing the design of the electric drive system architecture, reducing the gearbox to save space occupied by the hybrid power system, and thus improving the coordination efficiency of the engine and motor. Optimizing the layout of the drive motor, generator and transmission system to solve the problem of low transmission efficiency in the hybrid mode of the vehicle.

[0061] It can be seen that the relevant technologies all start from the main structure of the hybrid system to optimize the layout, thereby improving the operating efficiency of the hybrid system. However, the layout optimization of the hybrid system often involves multiple complex technical fields, such as mechanical design, electronic control, thermal management, etc., and the hybrid system after layout optimization may be incompatible with the existing vehicle platform or components, requiring additional adaptation work.

[0062] The solution of this application takes into account that the generator, drive motor and other components of hybrid vehicles will generate a lot of heat during operation. If this heat cannot be dissipated in time, it will cause the component temperature to be too high, thereby affecting its performance and life, such as component aging, short circuit, etc. Effective cooling can prevent these overheating phenomena, ensure stable operation of the system, and thus improve efficiency.

[0063] Specifically, an embodiment of the present application provides a hybrid power system, including: an electronic oil pump; a mechanical oil pump, the mechanical oil pump is connected to the engine, and the mechanical oil pump is driven by the operation of the engine; a hydraulic module, the first end of the hydraulic module is respectively connected to the electronic oil pump and the mechanical oil pump; a first cooling oil circuit corresponding to the drive motor, the first cooling oil circuit is connected to the second end of the hydraulic module; a second cooling oil circuit corresponding to the drive motor and the generator, the second cooling oil circuit is connected to the third end of the hydraulic module.

[0064] The hybrid system provided in the embodiment of the present application, when the vehicle is in pure electric mode, conducts the first cooling oil circuit and closes the second cooling oil circuit through the hydraulic module, so that the cooling system can only cool the drive motor, simplify the cooling process, and reduce the circulation resistance and energy consumption of the coolant. In addition, the electronic oil pump is controlled to be in a working state in the pure electric mode, and its energy consumption is relatively low, and the flow of the coolant can be accurately controlled, thereby achieving energy-saving and efficient cooling effects.

[0065] The hybrid system provided in the embodiment of the present application can realize synchronous cooling of the drive motor and the generator by conducting the second cooling oil circuit through the hydraulic module when the vehicle switches to the hybrid mode, so that the hydraulic module can adapt to the cooling requirements of different components in the hybrid mode and ensure the stable operation of the vehicle under various working conditions. In addition, in the hybrid mode, based on the joint operation of the mechanical oil pump and the electronic oil pump or the single operation of the mechanical oil pump, a stronger cooling capacity can be provided. This helps to quickly reduce the temperature of the drive motor and the generator, prevent overheating, and thus extend the service life of the components.

[0066] It can be seen that the hybrid system provided by the embodiment of the present application controls different pipeline conduction based on different modes of vehicle operation to achieve different cooling strategies, and can cool the components that need to be cooled in the mode in a targeted manner, which not only avoids unnecessary energy waste, but also enables the hydraulic module to adapt to the cooling requirements of different components in the hybrid mode, ensuring the stable operation of the vehicle under various working conditions. In addition, different oil pump working strategies are adopted in different modes to provide different cooling capacities, which can not only ensure that the components operate within the optimal temperature range, but also avoid overcooling or insufficient cooling, thereby improving the cooling efficiency, and then ensuring the high-efficiency operation of components such as drive motors and generators, thereby improving the overall driving efficiency.

[0067] For example, see Figure 1 The hybrid power system 100 provided in the embodiment of the present application includes: an engine 11, a drive motor 12, an electronic oil pump 13, a mechanical oil pump 14, a hydraulic module 15, a first cooling oil circuit 16, a second cooling oil circuit 17 and a generator 18.

[0068] The mechanical oil pump 14 is connected to the engine 11, and the mechanical oil pump 14 is driven by the operation of the engine 11. The first end of the hydraulic module 15 is connected to the electronic oil pump 13 and the mechanical oil pump 14 respectively.

[0069] It is understandable that the power of the mechanical oil pump 14 mainly comes from the engine 11. During the driving process of the vehicle, as long as the engine is running, the mechanical oil pump will work accordingly to provide power for the flow of the cooling / lubricating medium in the hydraulic module so that it can flow out through the cooling oil circuit. The electronic oil pump is an oil pump driven by electricity, driven by an electric motor and operated through a control system. It can adjust the output pressure according to system requirements to ensure the proper supply of cooling / lubricating medium.

[0070] In the embodiment of the present application, the first cooling oil circuit 16 corresponds to the drive motor 12 , and the first cooling oil circuit 16 is connected to the second end of the hydraulic module 15 .

[0071] That is to say, the circulating cooling / lubricating medium outputted into the first cooling oil circuit 16 through the second end of the hydraulic module 15 can take away the heat generated by the drive motor and dissipate it into the air or use other heat dissipation methods to achieve cooling / lubricating the drive motor 12.

[0072] In the embodiment of the present application, the second cooling oil circuit 17 corresponds to the drive motor 12 and the generator 18 , and the second cooling oil circuit 17 is connected to the third end of the hydraulic module 15 .

[0073] That is, the circulating cooling / lubricating medium is output to the second cooling oil circuit 17 through the third end of the hydraulic module 15 to cool / lubricate the drive motor 12 and the generator 18 .

[0074] As a possible implementation, see Figure 2 The second cooling oil circuit 17 may include a generator cooling oil circuit 121 - 1 , a generator cooling oil circuit 121 - 2 , a generator cooling oil circuit 121 - 3 and a generator cooling oil circuit 121 - 4 , so that the cooling / lubricating medium may flow evenly to the generator to cool the generator 18 .

[0075] For example, after the cooling / lubricating medium is pumped out from the hydraulic module 15, the generator bearings can be cooled through the generator cooling oil circuit 121-1 and the generator cooling oil circuit 121-2, and then the generator stator can be cooled through the generator cooling oil circuit 121-3 and the generator cooling oil circuit 121-4.

[0076] It should be noted that multiple small holes can be set in each oil circuit in the embodiment of the present application to enable the cooling / lubricating medium to flow out from the small holes to cool and lubricate the components corresponding to the oil circuit. The embodiment of the present application does not specifically limit the setting position and number of the small holes.

[0077] It should be understood that Figure 1 The structure of the hybrid power system 100 shown does not constitute a limitation. In actual application, the hybrid power system 100 may also include other more or fewer components, and the embodiment of the present application does not limit this.

[0078] For example, in some embodiments, see Figure 1 The hybrid system 100 may further include an oil tank 19 for storing cooling / lubricating medium. The electronic oil pump 13 and the mechanical oil pump 14 may be disposed at the bottom of the oil tank 19 to draw the oil at the bottom of the oil tank 19 into the hydraulic module 15 .

[0079] In some embodiments, since the temperature of the cooling / lubricating medium may be high after cooling the driving components, the temperature of the cooling / lubricating medium is too high to achieve a good cooling effect during cyclic use. The hybrid system 100 may also include an oil cooling plate. The oil cooling plate transfers the heat in the cooling / lubricating medium to the cooling medium (usually water or air) through a heat exchange process, thereby reducing the temperature of the cooling / lubricating medium and ensuring the cooling effect of the cooling / lubricating medium on the driving components.

[0080] In some embodiments, the cooling / lubricating medium may be affected by various factors during the circulation process, such as equipment wear, sediment accumulation, and intrusion of pollutants from the external environment. These factors may cause various impurities such as metal chips, dust, and oil sludge to be mixed into the cooling / lubricating medium. If these impurities are not removed in time, the cleanliness of the oil will be seriously affected.

[0081] The hybrid power system 100 may also include a fine filter. The fine filter is used to filter the cooling / lubricating medium, remove oxidation products and corrosive substances in the cooling / lubricating medium, delay the aging process of the oil, thereby extending the service life of the hydraulic oil, and protecting the hybrid power system from impurities, thereby extending its service life and reducing maintenance costs.

[0082] In some embodiments, the hybrid power system 100 may further include a controller, which may be connected to components such as the electronic oil pump, the generator, and the drive motor, respectively, to control the operation of the components.

[0083] In the embodiment of the present application, when the vehicle is in the pure electric mode, the first cooling oil circuit is opened and the second cooling oil circuit is closed through the hydraulic module. In addition, the electronic oil pump is controlled to be in a working state in the pure electric mode.

[0084] When the vehicle is in pure electric mode, the drive motor needs to work continuously to provide power. The drive motor is the core power component of a hybrid vehicle, and it drives the vehicle by converting electrical energy into mechanical energy. During the energy conversion process, due to the resistance, hysteresis, eddy current and other losses inside the motor, these losses will be dissipated outward in the form of heat. As the working time increases and the load increases, the heat generated inside the motor will continue to increase. When the drive motor works in a high temperature environment, its performance will be affected, and it may even cause damage to the insulation material, affecting the life and reliability of the motor. Therefore, when the vehicle is in pure electric mode, the drive motor needs to be cooled.

[0085] It is understandable that the hydraulic module is a component that integrates multiple hydraulic functions, usually including a hydraulic pump, a hydraulic valve, a pressure sensor, etc. The hydraulic module is often used to implement complex hydraulic control functions, such as pressure regulation, flow control, direction control, etc. When the vehicle is in pure electric mode, the hydraulic module connects the inlet and outlet of the first cooling oil circuit through the internal hydraulic valve or other control mechanism, so that the cooling / lubricating medium can circulate in the oil circuit to cool the drive motor.

[0086] At the same time, since the second cooling oil circuit is designed to cool / lubricate the drive motor and generator, but the generator is in standby mode in pure electric mode and does not need to be cooled, in order to avoid energy waste, the inlet or outlet of the second cooling oil circuit can be closed by the hydraulic module, or the flow of the cooling / lubricating medium in the second cooling oil circuit can be blocked by adjusting the hydraulic valve. This ensures that the cooling system only cools the drive motor, simplifies the cooling process, and reduces the circulation resistance and energy consumption of the cooling / lubricating medium.

[0087] Furthermore, since the electronic oil pump uses electronic control technology, the speed of the oil pump motor is precisely adjusted through the electronic control unit (ECU). Therefore, in pure electric mode, the electronic oil pump is controlled to be in working state, and the ECU can adjust the speed of the oil pump motor in real time according to the operating state of the drive motor detected by the sensor and the preset control strategy, thereby realizing the precise supply and control of the cooling / lubricating medium, thereby achieving energy-saving and efficient cooling effect.

[0088] In some embodiments, when the vehicle is in pure electric mode, a first pumping oil volume of the electronic oil pump is regulated according to a medium demand of a first component to be lubricated / cooled.

[0089] When the vehicle is in pure electric mode, the drive motor is the main power source, which converts electrical energy into mechanical energy to drive the vehicle. In this process, due to the resistance, hysteresis, eddy current and other losses inside the motor, these losses will be dissipated outward in the form of heat. The drive motor in the hybrid system is working and the engine is not working. At this time, the main heat-generating component in the hybrid system is the drive motor. Therefore, the first component to be lubricated / cooled can include the drive motor.

[0090] Furthermore, when the clutch is in a semi-connected state or is frequently engaged and disengaged, a large amount of friction heat will be generated between the friction plates. In addition, when the transmission device transmits power and torque, a certain amount of heat will be generated due to the friction and wear of components such as gears and bearings. In particular, when the transmission device is running at high speed and under high load, the heat generated by the transmission device will be more significant. Therefore, as a feasible implementation method, the first component to be lubricated / cooled may also include: a clutch and / or a transmission device.

[0091] The first pump oil volume of the electronic oil pump is regulated according to the medium demand of the first component to be lubricated / cooled. This regulation mechanism ensures that the electronic oil pump can efficiently meet the lubrication and cooling requirements of the first component to be lubricated / cooled, thereby improving the performance and reliability of the entire system.

[0092] Specifically, the control system of the electronic oil pump will accurately control the first pump oil volume by adjusting the oil pump speed, pressure or flow rate and other parameters according to the actual needs of the first lubricated / cooled component. For example, when the oil output needs to be increased, the motor speed can be increased to make the rotor or impeller inside the oil pump rotate faster, thereby increasing the oil compression and pushing capacity and increasing the oil output. Conversely, when the oil output needs to be reduced, the controller can reduce the motor speed to achieve accurate control of the oil volume.

[0093] Therefore, the above manner can also be understood as: regulating the motor speed of the electronic oil pump according to the medium demand of the first component to be lubricated / cooled.

[0094] As a feasible implementation manner, the medium demand of the first component to be lubricated / cooled is positively correlated with the temperature or the temperature change rate of the first component to be lubricated / cooled.

[0095] It should be understood that the temperature of the first component to be lubricated / cooled includes, but is not limited to, the temperature of the motor winding, the temperature of the housing, and the temperature of the coolant inlet and outlet, etc. These temperature parameters can be obtained by real-time monitoring by sensors, or estimated by thermal simulation analysis or empirical formulas, and the embodiments of the present application do not limit this.

[0096] When the temperature of a component increases, the friction and wear inside it will increase, so more lubricating medium is needed to reduce friction and wear. At the same time, high temperature will also accelerate the aging and damage of the component, so more cooling medium is needed to reduce the temperature and extend the service life of the component. Therefore, the medium demand of the first component to be lubricated / cooled can be positively correlated with the temperature of the first component to be lubricated / cooled.

[0097] A fast temperature change rate means that the component experiences a large temperature change in a short period of time, which may lead to an increase in the thermal stress of the component, thereby increasing the demand for lubrication and cooling. For example, during the rapid heating or cooling of the component, more cooling medium is needed to quickly remove the heat to prevent the component from overheating or thermal cracking. Therefore, the medium demand of the first component to be lubricated / cooled can be positively correlated with the temperature change rate of the first component to be lubricated / cooled.

[0098] It should be understood that, based on the calculated medium demand, a certain safety margin needs to be considered to cope with possible abnormal situations. For example, environmental factors may also affect the medium demand, so in practical applications, comprehensive consideration can be made, and the embodiments of the present application do not limit this.

[0099] It can be seen that in pure electric mode, the first pump oil volume of the electronic oil pump is precisely controlled according to the real-time medium demand of the first lubricated / cooled component. This strategy shows a high degree of flexibility and intelligence. It can not only closely follow the working status and load changes of the first lubricated / cooled component, and make instant oil volume adjustments to ensure that the component always obtains just the right lubrication and cooling effect, thereby maintaining its optimal operating state; moreover, this control method can effectively avoid potential problems caused by improper oil supply, and avoid energy waste and component damage caused by too much or too little oil. For vehicles in pure electric mode, optimizing energy utilization is of great significance to improving the vehicle's endurance and overall performance.

[0100] In the hybrid power system provided in the embodiment of the present application, when the vehicle switches to the hybrid mode, the second cooling oil circuit is opened through the hydraulic module. In addition, in the hybrid mode, the drive motor and the generator are cooled based on the joint operation of the mechanical oil pump and the electronic oil pump or the single operation of the mechanical oil pump.

[0101] It should be understood that in hybrid mode, the drive motor and generator are the main heat-generating components, and their cooling requirements are particularly prominent. The second cooling oil circuit corresponds to the drive motor and generator. By connecting the second oil circuit and combining the operation of the oil pump, the drive motor and generator can be cooled.

[0102] In order to meet the cooling needs of the drive motor and generator, the mechanical oil pump and the electronic oil pump can work together or the mechanical oil pump can work alone. This flexible working mode enables the cooling system to be dynamically adjusted according to the actual cooling needs and the working status of the vehicle.

[0103] When the mechanical oil pump and the electronic oil pump work together, they can jointly provide sufficient cooling medium flow and pressure to ensure that the drive motor and generator are adequately cooled. This joint working mode is usually suitable for occasions where the vehicle is under high load or requires rapid cooling.

[0104] In some cases, such as when the vehicle load is low or to save energy, the cooling system may choose to rely solely on the mechanical oil pump. The mechanical oil pump is driven by the rotation of the engine, so no additional electrical energy is consumed. In this case, although the flow and pressure of the cooling medium may be relatively low, it can still meet the basic cooling needs of the drive motor and generator.

[0105] It should be noted that in hybrid mode, the vehicle's power system is composed of an engine and an electric motor, and the power switching and coordination between them needs to be adjusted according to actual driving needs and working conditions. Since the function of the first cooling oil circuit is to cool the drive motor, it can be determined whether the first cooling oil circuit needs to be opened based on the cooling needs of the drive motor. For example, in situations where a large power output is required, such as vehicle acceleration or climbing, the load on the drive motor will increase, and the heat generated will also increase accordingly, and the demand for cooling will also increase. In this case, the first cooling oil circuit can be opened to increase the flow and pressure of the cooling / lubricating medium flowing through the drive motor and improve the cooling efficiency.

[0106] It can be seen that when the vehicle switches to hybrid mode, through the precise control of the hydraulic module and the flexible coordination of the mechanical oil pump and the electronic oil pump, the cooling system can efficiently meet the cooling needs of the drive motor and generator, which helps to quickly reduce the temperature of the drive motor and generator and prevent overheating, thereby ensuring the stable operation of the hybrid system and improving the driving efficiency of the hybrid system.

[0107] In some embodiments, when the vehicle is in hybrid mode, the operation of the engine will drive the mechanical oil pump to move, and the operation of the mechanical oil pump will provide a certain amount of pumping oil. Therefore, when the vehicle is in hybrid mode, the second pumping oil amount of the electronic oil pump is regulated according to the medium demand of the second lubricated / cooled component and the third pumping oil amount of the mechanical oil pump.

[0108] It should be understood that when the vehicle is in hybrid mode, the drive motor is usually used to assist or replace the internal combustion engine to provide power. Since the motor generates heat and wear when working, the drive motor needs to be lubricated / cooled. That is, the second component to be lubricated / cooled may include: the drive motor.

[0109] The generator is responsible for charging the battery pack or providing additional power support in the hybrid system. The generator also needs to be properly lubricated and cooled to prevent overheating and wear. Therefore, the generator needs to be lubricated / cooled. That is, the second component to be lubricated / cooled may include: the generator.

[0110] In a hybrid system, the clutch is used to connect or disconnect the power transmission between the internal combustion engine and the transmission system. It allows the vehicle to smoothly switch between the internal combustion engine and the electric motor to achieve the best energy efficiency and driving experience. The clutch generates a lot of heat and friction when working, so the clutch needs to be lubricated / cooled. That is, the second component to be lubricated / cooled may include: the clutch.

[0111] Since the mechanical oil pump is driven based on the operation of the engine, when the engine is running, the mechanical oil pump will rotate with the rotation of the engine. When the engine speed increases, the speed of the mechanical oil pump will also increase accordingly. Therefore, the third pumping oil volume of the mechanical oil pump is positively correlated with the engine speed.

[0112] As a feasible implementation manner, the medium demand of the second component to be lubricated / cooled is positively correlated with the temperature or temperature change rate of the second component to be lubricated / cooled.

[0113] The analysis of the medium demand of the second component to be lubricated / cooled may refer to the above analysis of the medium demand of the first component to be lubricated / cooled, and the present application will not repeat them here.

[0114] As an implementation manner, when the medium demand is less than or equal to the oil volume of the third pump, the electronic oil pump is kept in a non-operating state.

[0115] It can be understood that the medium demand of the second lubricated / cooled component is the total cooling flow required to be output by the hydraulic module. When the medium demand is less than or equal to the third pump oil volume, that is, the pump oil volume output by the mechanical oil pump itself can meet the use requirements of the hybrid power system, and at this time, only the mechanical oil pump can provide power for the flow of cooling medium in the hydraulic module. That is, the electronic oil pump is controlled to be in a non-working state.

[0116] As another implementation, when the medium demand is greater than the third pump oil volume, the electronic oil pump is controlled to be in working state, and the second pump oil volume of the electronic oil pump is the difference between the medium demand and the third pump oil volume.

[0117] When the medium demand is greater than the third pump oil volume, the pump oil volume output by the coefficient mechanical oil pump cannot meet the use demand of the hybrid system, so it is necessary to control the electronic oil pump to be in a working state. In addition, the difference between the medium demand and the third pump oil volume needs to be used as the second pump oil volume of the electronic oil pump, so that the operation of the electronic oil pump can provide the second pump oil volume, and then the electronic oil pump and the mechanical oil pump can work together to meet the medium demand.

[0118] It can be seen that in the hybrid power system provided by this embodiment, in the hybrid mode, the medium demand of the second component to be lubricated / cooled (such as the drive motor, generator, clutch, etc.) will change with the working conditions. In order to meet the lubrication and cooling needs of these components and optimize energy consumption and driving performance at the same time, it is necessary to adjust the third pumping oil volume of the mechanical oil pump (which can be understood here as the actual pumping oil volume of the mechanical oil pump under the current working conditions) to determine the second pumping oil volume of the electronic oil pump. By accurately controlling the pumping oil volume of the electronic oil pump, the energy consumption of the hybrid system can be optimized and the fuel economy can be improved. At the same time, ensuring that the second component to be lubricated / cooled is adequately lubricated and cooled can improve the reliability and durability of the components, thereby improving the driving efficiency of the hybrid system.

[0119] In some embodiments, the drive motor mainly includes two parts: a stator and a rotor. The stator is usually the stationary part of the motor, mainly composed of an iron core and a winding. The iron core is made of thin silicon steel sheets stacked together to reduce eddy current loss and hysteresis loss. The winding is wound with insulated wires and arranged in the slots of the iron core according to a certain pattern. When current passes through the winding, a magnetic field is generated, which interacts with the magnetic field of the rotor to generate an electromagnetic torque and drive the motor to rotate.

[0120] The rotor is the rotating part of the motor, which also contains an iron core and windings (in some types of motors, such as permanent magnet synchronous motors, the rotor may not contain windings, but is composed of permanent magnets). The rotor's core is also made of laminated silicon steel sheets to reduce losses. Current is passed through the rotor windings (or in the case of permanent magnets, the magnetic field of the permanent magnets is used), which interacts with the magnetic field of the stator to generate electromagnetic torque, causing the rotor to rotate.

[0121] Since the motor generates a lot of heat during operation, the stator and rotor must be effectively cooled. In order to better cool the drive motor, the rotor and stator of the drive motor can be cooled separately.

[0122] As a feasible implementation method, the first cooling oil circuit includes: a first stator oil circuit, the first stator oil circuit is connected to the second end of the hydraulic module, and the first stator oil circuit is used to cool the stator assembly of the drive motor.

[0123] For example, see Figure 3 The first stator oil circuit is arranged at the drive motor 12, and is used to cool the stator assembly of the drive motor. It is understandable that since the bearing is a key component in the drive motor that bears load and rotational motion. Through lubrication, the friction and wear inside the bearing can be reduced, and the service life of the bearing can be extended. Therefore, the stator and / or bearing of the drive motor can also be cooled and / or lubricated through the first stator oil circuit.

[0124] Further, such as Figure 3 As shown, the first stator oil circuit may include: a drive motor cooling oil circuit 124-1, a drive motor cooling oil circuit 124-2, a drive motor cooling oil circuit 124-3, a drive motor cooling oil circuit 124-4, a drive motor cooling oil circuit 124-5, and a drive motor cooling oil circuit 124-6. After the cooling / lubricating medium is pumped out from the hydraulic module, the drive motor bearing may be first cooled and lubricated through the drive motor cooling oil circuit 124-1, the drive motor cooling oil circuit 124-2, the drive motor cooling oil circuit 124-3, and the drive motor cooling oil circuit 124-4, and then the drive motor stator may be cooled through the drive motor cooling oil circuit 124-5 and the drive motor cooling oil circuit 124-6.

[0125] As a feasible implementation method, the first cooling oil circuit also includes: a first rotor oil circuit, the first rotor oil circuit is connected to the second end of the hydraulic module, and the first rotor oil circuit is used to cool the rotor assembly of the drive motor; a rotor flow valve, the rotor flow valve is arranged in the first rotor oil circuit, and the rotor flow valve is used to open or close the first rotor oil circuit.

[0126] For example, see Figure 4, the first rotor oil circuit is arranged at the rotor assembly of the driving motor for cooling the rotor assembly of the driving motor. Figure 4 As shown, since the drive motor 12 and the generator 18 are arranged in one place, it is easier to achieve efficient energy conversion and transmission, and reduce energy loss during the conversion process. Figure 4 As shown, the drive motor 12 and the generator 18 can adopt a similar layout and integration method. In this way, the first rotor oil circuit can cool and lubricate the rotor of the drive motor 12 and / or the generator 18 at the same time.

[0127] Further, such as Figure 4 As shown, the first rotor oil circuit may include: a motor rotor cooling oil circuit 122-1, a generator rotor cooling oil circuit 122-2, a drive motor rotor cooling oil circuit 122-3 and a drive / generator motor stator cooling oil circuit 122-4.

[0128] Exemplarily, after the cooling / lubricating medium is pumped out from the hydraulic module, the generator rotor is cooled through the motor rotor cooling oil circuit 122-1, the generator rotor cooling oil circuit 122-2, the drive motor rotor is cooled through the drive motor rotor cooling oil circuit 122-3, and the drive motor and generator stator are cooled through the drive / generator motor stator cooling oil circuit 122-4.

[0129] When the motor is operating normally, the stator part will generate a certain amount of heat due to the current passing through the winding. If this heat is not dissipated in time, the stator temperature will rise, which will affect the performance and life of the motor. As the stationary part of the motor, the stator has relatively good heat dissipation conditions, so it is usually the first object to be cooled. That is, the first stator oil circuit is usually in a conducting state.

[0130] Under harsh working conditions, such as high temperature, high humidity, and high load, the temperature inside the motor will rise rapidly. At this time, the rotor part will also generate additional heat due to mechanical friction and electromagnetic induction. If the rotor is not effectively cooled, its temperature will rise sharply, causing thermal expansion of the material and increased mechanical stress, which will in turn affect the operating stability and life of the motor. Therefore, it is necessary to control the conduction of the first rotor oil circuit to cool the rotor assembly of the drive motor only when certain conditions are met.

[0131] Specifically, as a feasible implementation method, when the preset cooling conditions are met, the rotor flow valve is controlled to conduct the first rotor oil circuit.

[0132] As an implementation method, the preset cooling condition is related to at least one of the drive motor temperature, the drive motor power, the drive motor torque and the oil temperature.

[0133] It should be understood that the drive motor temperature can directly reflect the heat generated by the drive motor; the drive motor power and drive motor torque can characterize the working state of the drive motor; the oil temperature is the temperature of the cooling / lubricating medium, which can characterize the cooling effect of the hydraulic oil supply system on the drive motor. Through at least one of the drive motor temperature, drive motor power, drive motor torque and oil temperature, it can be reflected whether the drive motor is currently overloaded and whether more cooling / lubricating medium is needed for cooling.

[0134] For example, it can be determined that the preset cooling conditions are met when the drive motor temperature is greater than the corresponding operating temperature range, the drive motor power is higher than the rated operating power, the drive motor torque is higher than the rated operating torque, the oil temperature is higher than the preset temperature, or the motor load is higher than the preset value.

[0135] Furthermore, when the operating parameters of the drive assembly meet the preset cooling conditions, the rotor flow valve is controlled to open so that the first rotor oil circuit is in a conducting state, so that the hydraulic oil supply system can provide more cooling / lubricating medium for cooling the rotor assembly of the drive motor through the first rotor oil circuit. Cooling the rotor can maintain its geometric shape and dynamic balance and prevent vibration and noise caused by thermal deformation, thereby ensuring the smooth operation of the motor and the working efficiency of the drive motor.

[0136] In some embodiments, the hybrid system also includes a clutch. During the operation of the clutch, a large amount of friction heat is generated between the friction plates. If this heat is not dissipated in time, the temperature of the friction plates will increase, thereby accelerating their wear. Therefore, the clutch also needs to be cooled and / or lubricated. Through cooling, the temperature of the friction plates can be effectively reduced and their service life can be extended. At the same time, lubrication can reduce direct contact between the friction plates, thereby reducing the wear rate.

[0137] As a feasible implementation method, the hybrid power system further includes: a third cooling oil circuit corresponding to the clutch, and the third cooling oil circuit is connected to the fourth end of the hydraulic module.

[0138] For example, Figure 5 As shown, the third cooling oil circuit may include a clutch cooling oil pipe 123-1 and a clutch cooling oil pipe 123-2. After the cooling / lubricating medium is pumped out from the hydraulic module, it passes through the clutch cooling oil pipe 123-1 and the clutch cooling oil pipe 123-2 to cool and lubricate the clutch 20.

[0139] As the core component of the transmission, the working state of the clutch directly affects the performance and life of the transmission. During the operation of the vehicle, the clutch will generate a lot of heat due to friction and mechanical movement. If the heat cannot be dissipated in time, the clutch temperature will be too high, which will affect its normal operation. Therefore, it is very important to cool the clutch. Therefore, when the vehicle is in working state (including pure electric mode and hybrid mode), the third cooling oil circuit is connected through the hydraulic module to introduce the cooling / lubricating medium into the clutch to achieve cooling and lubrication of the clutch.

[0140] In some embodiments, the hybrid mode includes a parallel hybrid mode and a series hybrid mode. In the parallel hybrid mode, both the internal combustion engine and the electric motor can directly drive the wheels. The power between the two is coupled by mechanical means (such as gears or drive shafts). Depending on driving conditions and needs, the system can flexibly choose to use the internal combustion engine, the electric motor, or both to drive.

[0141] In series hybrid mode, the internal combustion engine does not drive the wheels directly, but instead acts as a generator, either charging the battery or providing power directly to the electric motor, which is the only source of power that directly drives the wheels.

[0142] In parallel hybrid mode, the engine and drive motor are the two main power sources, which need to be switched constantly. In order to achieve smooth switching between the two, the clutch engagement and disengagement process needs to be precisely controlled. Therefore, it is necessary to optimize the clutch engagement speed by adjusting the clutch pressure to ensure that the vehicle's impact and sliding work are kept at a low level when the power source is switched. This can not only improve the vehicle's smoothness, but also effectively reduce clutch wear and extend its service life.

[0143] Based on this, the hydraulic oil supply system provided in the embodiment of the present application adjusts the pressure in the clutch based on the output torque of the drive motor when in parallel hybrid mode.

[0144] Specifically, the hydraulic module can introduce the cooling / lubricating medium into the clutch through the third cooling oil circuit, and then adjust the pressure in the clutch by controlling the cooling / lubricating medium flow in the third cooling oil circuit. When the medium flow increases, the pressure inside the clutch will also increase accordingly; conversely, when the medium flow decreases, the pressure inside the clutch will also decrease.

[0145] As a feasible implementation method, a flow control valve can be set in the third cooling oil circuit. The working principle of the flow control valve is mainly to change the flow of the medium by changing the size of the throttle or adjusting the position of the valve core. Common flow control valves include needle valves, throttle valves, etc. Then, by adjusting the opening of the flow control valve, the pressure inside the clutch can be adjusted.

[0146] The output torque of the drive motor is one of the key indicators of its performance. The output torque of the motor determines the amount of power it can provide to the clutch. When the output torque of the drive motor changes, the pressure of the clutch needs to be adjusted accordingly to maintain the stability and efficiency of the power transmission.

[0147] In practical applications, the output torque of the drive motor can be monitored in real time through a torque sensor or related algorithms. Then, according to the change in torque, it is determined whether the clutch pressure needs to be adjusted. If the output torque of the drive motor increases, the clutch pressure needs to be increased to ensure that the power can be transmitted smoothly. If the output torque of the drive motor decreases, the clutch pressure needs to be appropriately reduced to avoid wear and energy loss caused by excessive compression. It can be seen that this adjustment mechanism enables the clutch to flexibly adjust its working state according to actual needs, ensuring the stability and reliability of the system.

[0148] In some embodiments, the hybrid power system further includes: a gear shaft. As a key transmission component, the performance of the gear shaft directly affects the operating efficiency and reliability of the entire system. In order to ensure the normal operation of the gear shaft, cooling and lubrication of the gear shaft is crucial.

[0149] Based on this, as a feasible implementation method, the hybrid power system also includes: a lubricating oil circuit corresponding to the gear shaft, the lubricating oil circuit is connected to the fifth end of the hydraulic module; when the vehicle is in a working state, the lubricating oil circuit is connected through the hydraulic module to achieve lubrication of the gear shaft.

[0150] For example, Figure 6 As shown, the lubricating oil circuit may include: a gear shaft lubricating oil circuit 125-1, a gear shaft lubricating oil circuit 125-2, a gear shaft lubricating oil circuit 125-3 and a gear shaft lubricating oil circuit 125-1. After the cooling / lubricating medium is pumped out from the hydraulic module, the main shaft and bearings of the generator 18 are lubricated through the gear shaft lubricating oil circuit 125-1 and the gear shaft lubricating oil circuit 125-2, the main shaft and bearings of the drive motor 12 are lubricated through the gear shaft lubricating oil circuit 125-3, and the secondary shaft is lubricated through the gear shaft lubricating oil circuit 125-4.

[0151] During the operation of the vehicle, the gear shaft, as a key transmission component, will run continuously, and lubrication plays a vital role in the operation of the bearing. Through lubrication, a thin oil film can be formed on the surface of the gear shaft, which can isolate the various contact surfaces inside the bearing and effectively reduce the direct friction between them. This friction reduction effect not only reduces the resistance of the bearing during operation, but also reduces the heat generated by friction, which helps to keep the bearing within a suitable operating temperature range. In addition, the flow and circulation of the cooling / lubricating medium can promptly remove the wear particles and impurities generated during the operation of the bearing, keeping the inside of the bearing clean.

[0152] In some embodiments, Figure 7 As shown, when the hybrid power system in the embodiment of the present application is in the pure electric mode, the operation process of the hybrid power system includes the following steps:

[0153] S101 , detecting the temperature of the drive motor by using a drive motor temperature sensor.

[0154] S102: Determine the required amount of medium according to the change rate of the temperature of the driving motor.

[0155] S103, adjusting the speed of the electronic oil pump according to the medium demand.

[0156] It should be understood that before controlling the operation of the electronic oil pump, it is necessary to control the third sub-pipeline, the fourth sub-pipeline and the fifth sub-pipeline to be in a conducting state so that the cooling / lubricating medium can lubricate and cool the gear shaft, the clutch, and the drive motor stator.

[0157] S104: Determine whether the rotor flow valve needs to be opened according to the drive motor power, the drive motor torque, and the oil temperature detected by the oil temperature sensor.

[0158] After the rotor flow valve is opened, the first rotor oil circuit is controlled to be open, so that the cooling / lubricating medium can cool the rotor of the drive motor.

[0159] In other embodiments, Figure 8 As shown, when the hybrid power system in the embodiment of the present application is in the series hybrid mode, the operation process of the hybrid power system includes the following steps:

[0160] S111 , detecting the temperature of the drive motor by a drive motor temperature sensor.

[0161] S112. Determine the total medium demand A according to the change rate of the drive motor temperature.

[0162] S113: Detect engine pressure and speed.

[0163] S114. Determine the cooling flow rate B of the mechanical oil pump according to the engine pressure and speed.

[0164] S115. Determine that C=AB, and judge whether C is greater than 0.

[0165] If so, execute S116; if not, cooling and lubrication can be performed according to the cooling / lubricating medium output by the mechanical oil pump.

[0166] S116. Adjust the speed of the electronic oil pump according to C.

[0167] It should be understood that in the series hybrid mode, it is necessary to control the first stator oil circuit, the second cooling oil circuit, the third cooling oil circuit and the lubricating oil circuit to be in a conducting state so that the cooling / lubricating medium can achieve gear shaft lubrication cooling, clutch lubrication cooling, and drive motor / generator stator cooling.

[0168] S117. Determine whether the rotor flow valve needs to be opened based on the drive motor power, the drive motor torque, and the oil temperature detected by the oil temperature sensor.

[0169] After the rotor flow valve is opened, the first rotor oil circuit is controlled to be open, so that the cooling / lubricating medium can cool the rotor assembly of the drive motor.

[0170] In other embodiments, Fig. 9 As shown, when the hybrid power system in the embodiment of the present application is in the parallel hybrid mode, the operation process of the hybrid power system includes the following steps:

[0171] S121. Detect the temperature of the drive motor through a drive motor temperature sensor.

[0172] S122. Determine the total medium demand A according to the change rate of the drive motor temperature.

[0173] S123: Detect engine pressure and speed.

[0174] S124. Determine the cooling flow rate B of the mechanical oil pump according to the engine pressure and speed.

[0175] S125. Determine that C=AB, and judge whether C is greater than 0.

[0176] If so, execute S126; if not, cooling and lubrication can be performed according to the cooling / lubricating medium output by the mechanical oil pump.

[0177] S126. Adjust the speed of the electronic oil pump according to C.

[0178] It should be understood that in the parallel hybrid mode, it is necessary to control the first stator oil circuit, the second cooling oil circuit, the third cooling oil circuit and the lubricating oil circuit to be in a conducting state so that the cooling / lubricating medium can achieve gear shaft lubrication cooling, clutch lubrication cooling, and drive motor / generator stator cooling.

[0179] S127. Determine whether the rotor flow valve needs to be opened based on the drive motor power, the drive motor torque, and the oil temperature detected by the oil temperature sensor.

[0180] After the rotor flow valve is opened, the second sub-pipeline will be controlled to be open, so that the cooling / lubricating medium can cool the stator / generator of the drive motor and the rotor of the drive motor / generator.

[0181] S128. Adjust the clutch pressure according to the drive motor torque.

[0182] The valve opening in the third cooling oil circuit is adjusted according to the drive motor torque to adjust the clutch pressure.

[0183] In some embodiments, in order to further improve the operating efficiency of the vehicle hybrid system, the eddy current loss can be reduced by segmenting the magnetic steel of the drive motor, thereby improving the efficiency and stability of the drive motor and improving the driving efficiency of the hybrid system.

[0184] Specifically, as a feasible implementation method, the drive motor and / or generator in the embodiment of the present application includes a rotor punching, and at least one magnetic steel slot is provided along the circumference of the rotor punching, and at least two magnets are segmented in each magnetic steel slot.

[0185] It should be understood that the rotor punching is a key component in the drive motor, which carries most of the structure and function of the motor rotor.

[0186] As a feasible implementation method, the rotor punching sheet is a silicon steel sheet with a thickness greater than or equal to 0.1 mm; and / or, the rotor punching sheet is a silicon steel sheet with a thickness less than or equal to 0.3 mm.

[0187] Silicon steel sheets have high magnetic permeability, which can effectively reduce magnetic flux dissipation and magnetic resistance loss, thereby improving the efficiency of the motor. In addition, silicon steel sheets have a certain degree of rigidity and strength, which can support the structure of the rotor and prevent deformation and damage.

[0188] In the thickness range of 0.1mm-0.3mm, the magnetic permeability of the silicon steel sheet can be well maintained, making the magnetic circuit characteristics of the motor more superior. In addition, the stiffness and strength of the silicon steel sheet can be well balanced, meeting the requirements of mechanical performance without being too thick to increase the weight and cost of the motor.

[0189] At least one magnetic steel slot is arranged along the circumference of the rotor sheet, and at least two magnets are arranged in each magnetic steel slot in sections. Magnets are key components for generating magnetic fields in permanent magnet synchronous motors. When the magnets are arranged along the circumference of the rotor sheet, they form a magnetic field with alternating N poles and S poles, which interacts with the windings in the stator to generate torque and drive the motor to rotate. Since the magnetic steel is arranged along the radial direction of the rotor, this motor is usually called a radial flux motor or a radial magnetic field motor.

[0190] The segmented arrangement of magnets can make the magnetic field more evenly distributed, avoiding the uneven magnetic field that may occur in the entire magnetic steel, thereby improving the efficiency of magnetic energy use. In addition, segmented magnets can block the eddy current path of the magnet, thereby reducing the eddy current loss of the magnet during the operation of the motor. Eddy current loss is a common energy loss in the motor, which will cause the motor efficiency to decrease and the temperature to rise.

[0191] By setting the magnets in magnetic segments, eddy current losses can be effectively reduced, and the efficiency and stability of the motor can be improved. In the solution provided in the embodiment of the present application, the segmented setting of magnets can reduce eddy current losses by 80%-90% compared with conventional magnetic steel, improve motor efficiency by 0.2-0.5%, and reduce motor volume by 35%-40%.

[0192] As a feasible implementation method, in the rotor or stator of the drive motor in this embodiment, the magnetic steel can be arranged in sections along the axial direction (i.e., in the direction parallel to the rotor axis), that is, the segmented magnetic steel is arranged in the axial direction of the drive motor. This arrangement allows the magnetic steel slot to be divided into multiple independent magnet segments in the axial direction, and each magnet segment can independently generate a magnetic field, thereby achieving more flexible and precise magnetic field control.

[0193] As a possible implementation, see Fig.10 The at least one magnetic steel slot includes: a first magnetic steel slot 111 and a second magnetic steel slot 112 arranged in a V shape, and a third magnetic steel slot 113 and a fourth magnetic steel slot 114 arranged in a V shape. The third magnetic steel slot 113 and the fourth magnetic steel slot 114 are located in the angle region between the first magnetic steel slot 111 and the second magnetic steel slot 112.

[0194] The V-shaped magnetic steel slots help guide the magnetic field lines to concentrate in a specific area, thereby improving the utilization efficiency of the magnetic field. By optimizing the magnetic field distribution, the magnetic flux dissipation and magnetic resistance loss can be reduced, thereby improving the operating efficiency of the motor. The third and fourth magnetic steel slots in the angle area can be used to further refine the magnetic field distribution to achieve more precise magnetic field control.

[0195] As an implementation manner, the length of the third magnetic steel slot and the length of the fourth magnetic steel slot are both smaller than the length of the first magnetic steel slot and the length of the second magnetic steel slot.

[0196] It is understandable that shorter magnetic steel slots help to arrange magnets more flexibly in a limited space, especially in the angle area, making the overall structure more compact. By adjusting the length of the magnetic steel slot, precise control of the magnetic field can be achieved. Shorter magnetic steel slots may be used to produce a more concentrated magnetic field, or to enhance or weaken the magnetic field in a specific area. Using shorter magnetic steel slots and fewer magnets helps to reduce material costs and manufacturing costs.

[0197] As an implementation manner, the angle between the third magnetic steel slot and the fourth magnetic steel slot is greater than the angle between the first magnetic steel slot and the second magnetic steel slot.

[0198] A larger angle might help direct magnetic field lines over a wider area, or strengthen the field in a specific direction.

[0199] As an implementation manner, the number of magnets arranged in segments in the first magnetic steel slot and the second magnetic steel slot is greater than the number of magnets in the third magnetic steel slot and the fourth magnetic steel slot.

[0200] More magnets usually mean a stronger magnetic field. Placing more magnets in the first and second magnetic steel slots can enhance the magnetic field strength in these areas to meet specific performance requirements. It can also further refine the magnetic field and reduce the negative effects of magnetic field inhomogeneity.

[0201] It is understandable that the number of magnetic poles (i.e., the number of magnetic poles) is an important parameter that affects the performance of the motor. Increasing the number of magnetic poles can improve the torque density and power factor of the motor, but it will also increase the complexity and manufacturing cost of the motor. Therefore, as a feasible implementation method, the rotor punching provided in this embodiment has a magnetic steel assembly with 8 magnetic poles.

[0202] It can be seen that the drive motor provided in the embodiment of the present application includes a rotor punching and a plurality of magnetic steel slots arranged on the rotor punching along the circumference of the rotor punching, that is, the eddy current loss is reduced by radial magnetic steel segmentation, thereby improving the efficiency and stability of the drive motor.

[0203] In some embodiments, in a hybrid power system, the coordinated work of various components is the key to achieving efficient and environmentally friendly power output. Fig.11 As shown, the hybrid power system further includes: an input shaft 21 , a clutch 20 and an output shaft 22 .

[0204] Among them, the first end of the input shaft 21 is connected to the engine 11, and the engine 11 and the generator 18 are connected through the input shaft 21; the input shaft 21 serves as a bridge for power transmission, connecting the engine 11 and the generator 18 to achieve power conversion and transmission.

[0205] The first end of the clutch 20 is connected to the second end of the input shaft 21 ; the power transmission path is controlled by the operation of the clutch 20 .

[0206] The first end of the output shaft 22 is connected to the second end of the clutch 20 and the drive motor respectively, and the second end of the output shaft 22 is connected to the wheel end of the vehicle, so as to smoothly and efficiently transmit the integrated power (from the engine and / or the drive motor) to the wheels, thereby driving the vehicle to travel.

[0207] That is to say, the engine is connected to the clutch through the input shaft, and the clutch is connected to the output shaft, forming a power transmission path from the engine to the wheels. When the clutch is engaged, the power of the engine can be transmitted to the wheels; when the clutch is disengaged, the gear shifting operation can be realized or the power transmission can be temporarily interrupted.

[0208] In some embodiments, in order to further improve the operating efficiency of the vehicle hybrid power system, the operating efficiency of the vehicle hybrid power system may be improved by reducing the drag torque in the clutch.

[0209] It is understandable that when the clutch is in the disengaged state, theoretically the power transmission should be completely disconnected. However, in actual applications, since there is a certain gap between the steel plate and the friction plate, and these gaps are filled with cooling / lubricating medium, the viscous shear force of the cooling / lubricating medium will be generated. This viscous shear force acts on the steel plate and the friction plate, causing the clutch to still generate a certain torque in the disengaged state, namely the drag torque. The drag torque consumes part of the power output by the engine. This part of the power is not used to drive the vehicle forward, but is converted into heat energy, resulting in energy loss. The existence of drag torque will reduce the efficiency of the transmission system, so that the power output of the engine cannot be fully utilized, affecting the acceleration performance and fuel economy of the vehicle.

[0210] Based on this, as a feasible implementation method, the clutch in the embodiment of the present application includes: a first engaging portion, a second engaging portion and an elastic member.

[0211] The first joint is connected to the second end of the input shaft through a mechanical connection (such as a key connection, a spline connection, etc.) to receive power from the input shaft to ensure effective power transmission. The second joint is connected to the output shaft to transmit power to the output shaft to achieve smooth power transmission, thereby driving the vehicle.

[0212] The elastic member is arranged between the first engaging portion and the second engaging portion, and is used for providing an acting force to one of the first engaging portion and the second engaging portion, so that the first engaging portion and the second engaging portion are kept in a separated state.

[0213] When the clutch needs to be engaged, the force of the elastic member is overcome through external operation (such as pressing the clutch pedal), so that the first engaging part and the second engaging part are in close contact and transmit power; when the clutch needs to be disengaged, the external operation is released, and the force of the elastic member separates the first engaging part and the second engaging part, interrupting the transmission of power.

[0214] For example, the relationship between the first engaging portion 201, the second engaging portion 202 and the elastic member 203 in the clutch 20 is as follows: Fig.12 shown.

[0215] It can be seen that in this embodiment, by arranging an elastic member between the first engaging portion and the second engaging portion, when the clutch is in a disengaged state, the elastic member uses its own elastic force to exert a certain separation force on the first engaging portion and the second engaging portion. This separation force ensures that a certain gap is maintained between the first engaging portion and the second engaging portion, thereby avoiding unnecessary friction and wear, and thus improving the working efficiency of the clutch.

[0216] As a feasible implementation, the elastic member includes a corrugated spring (or wave spring).

[0217] The corrugated spring has good shock and vibration resistance. During the operation of the clutch, due to the vibration and impact of the engine and transmission system, a certain relative movement may occur between the friction plate and the fixed plate. The corrugated spring, due to its unique wave structure, can effectively absorb and alleviate these vibrations and impacts, thereby protecting the clutch from damage.

[0218] Moreover, the elastic force of the corrugated spring can be adjusted by changing different combinations of its peak height, width and thickness. This adjustment method enables the corrugated spring to provide precise and controllable elastic force, thereby ensuring that the clutch can maintain stable and reliable performance when disengaging and engaging. In addition, the elastic force of the corrugated spring can also remain relatively stable in long-term use and is not prone to attenuation.

[0219] As a feasible implementation method, the inner diameter parameter range of the corrugated spring is: 130-135mm, and the outer diameter parameter range is: 135-140mm.

[0220] The inner diameter is the part of the corrugated spring that fits with the shaft or hole when it is installed. The inner diameter of the corrugated spring is between 130 mm and 135 mm to ensure that the corrugated spring can be installed on the shaft tightly and stably, while avoiding installation difficulties or damage caused by interference fit.

[0221] The outer diameter is the outer contour dimension of the corrugated spring, which determines the occupancy of the spring in the installation space. The outer diameter of the corrugated spring is between 135 mm and 140 mm. Make sure that the outer diameter of the corrugated spring does not exceed the range of the installation space, and avoid collision or interference with other components.

[0222] As a feasible implementation method, the wave number parameter range of the corrugated spring is: 5-9, and the parameter range of the crest and trough of each wave is: 0.9-1.2mm.

[0223] The number of waves refers to the number of alternating crests and troughs on a corrugated spring. The choice of the number of waves affects the stiffness, load capacity and stability of the spring. Generally speaking, the more waves there are, the stiffer the spring is and the stronger its load capacity is, but correspondingly, the difficulty and cost of manufacturing the spring will also increase. Therefore, a corrugated spring can have 5 to 9 complete waves.

[0224] The crest and trough parameter refers to the height of each wave on the corrugated spring, that is, the distance from the crest to the trough. The height of the crest and trough determines the elasticity and deformation capacity of the spring. The greater the height, the better the elasticity and deformation capacity of the spring, but correspondingly, the stiffness and load capacity of the spring may be reduced. Therefore, the height of each wave in the corrugated spring can be between 0.9 mm and 1.2 mm.

[0225] In some embodiments, in a hybrid system, the arrangement of bearings is crucial, as it is related to the operating efficiency, stability and durability of the system. Bearings are usually arranged at the ends of the input shaft and / or the output shaft, and their main functions include supporting rotating parts, reducing friction, ensuring rotation accuracy, and bearing axial and radial loads.

[0226] Since the life of the bearing is closely related to the load it bears, excessive axial load will accelerate the wear of the bearing and cause premature failure of the bearing. Therefore, it is necessary to reduce the axial load to extend the service life of the bearing and reduce the replacement frequency and maintenance cost.

[0227] As a feasible implementation, the helix angle of the gears on the input shaft and / or the output shaft is set to: 21°-28° to reduce the axial load.

[0228] The helix angle of a gear is the angle between the gear tooth surface and the gear axis. When the helix angle increases, the overlap of the gear tooth surfaces will increase accordingly. This means that more tooth surfaces will participate in the meshing in the same amount of time, thereby dispersing the load on each tooth surface. Due to the increase in overlap, the load on the gear tooth surface is better dispersed. This not only reduces the stress concentration on a single tooth surface, but also helps to reduce the axial load on the bearing. Because axial loads are often caused by unbalanced forces on the tooth surface, and the increase in overlap helps to balance these forces.

[0229] Setting the helix angle within the range of 21°-28° can significantly improve the overlap of the gears without causing excessive manufacturing difficulty and cost increase. At the same time, the helix angle within this range can also ensure that the strength and rigidity of the gears meet the use requirements.

[0230] In order to bear a large axial load, tapered bearings are usually selected in the related art. The friction loss of tapered bearings is large, resulting in lower transmission efficiency, and the energy consumption and heat generation of the transmission will also increase. However, the solution of the present application sets the helix angle within the range of 21°-28°, reducing the axial load of the bearing.

[0231] Further, as a feasible implementation, the bearing includes a ball bearing or a cylindrical bearing.

[0232] For example, see Fig.13 , Fig.13 Schematic diagram of ball bearings and cylindrical bearings.

[0233] The rolling element of a ball bearing is spherical, and the raceway is spherical. This structure makes the ball bearing have the advantages of flexible rotation, low friction resistance, and high limit speed. The rolling element of a cylindrical bearing is cylindrical, and the raceway is also cylindrical. Since the contact area between the rolling element and the raceway is large, the rolling friction resistance is relatively small.

[0234] Therefore, the bearings in the solution of this embodiment are ball bearings or cylindrical bearings. The friction loss of ball bearings or cylindrical bearings is 15-30% smaller than that of tapered bearings, so the driving efficiency of the hybrid power system can be further improved.

[0235] In some embodiments, in order to further improve the operating efficiency of the vehicle hybrid power system, the operating efficiency may be improved by reducing the viscosity of the cooling / lubricating medium in the oil pipeline.

[0236] As a feasible implementation method, the hybrid system also includes: a cooling / lubricating medium, the cooling / lubricating medium has a kinematic viscosity range of 4-2100mm at a temperature of -40-90°C. 2 / s.

[0237] Kinematic viscosity is an important indicator to measure the flow resistance or fluidity of a liquid. It reflects the internal friction of a liquid at a certain temperature. For cooling / lubricating media, appropriate kinematic viscosity can ensure good lubrication and cooling performance.

[0238] For example, see Fig.14 The viscosity of the cooling / lubricating medium in the present application is reduced by 20%-45% compared with the viscosity of the cooling / lubricating medium in the related art, and the oil stirring loss is reduced by 10-15% due to the reduction in viscosity.

[0239] It should be understood that churning losses, also known as no-load losses or idling power losses, refer to the energy loss caused by the churning of the cooling / lubricating medium. This loss is closely related to the viscosity of the cooling / lubricating medium. When the viscosity decreases, the energy required to churn the cooling / lubricating medium will also decrease accordingly, resulting in a reduction in churning losses. A reduction in churning losses means that the system consumes less energy during operation. This not only reduces the energy consumption of the system, but also improves the overall efficiency of the system.

[0240] An embodiment of the present application also provides a hybrid vehicle, comprising a hybrid power system provided by any of the above embodiments.

[0241] Although the present application has been described in conjunction with specific features and embodiments thereof, it is obvious that various modifications and combinations may be made thereto without departing from the spirit and scope of the present application. Accordingly, this specification and the drawings are merely exemplary illustrations of the present application as defined by the appended claims, and are deemed to have covered any and all modifications, variations, combinations or equivalents within the scope of the present application. Obviously, those skilled in the art may make various modifications and variations to the present application without departing from the spirit and scope of the present application. Thus, if these modifications and variations of the present application fall within the scope of the claims of the present application and their equivalents, the present application is also intended to include these modifications and variations.

[0242] The above are only specific embodiments of the present invention, but the protection scope of the present invention is not limited thereto. Any person skilled in the art who is familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed by the present invention, which should be included in the protection scope of the present invention. Therefore, the protection scope of the present invention should be based on the protection scope of the claims.

Claims

1. A hybrid power system, characterized in that: include: Electronic oil pump; A mechanical oil pump, the mechanical oil pump is connected to the engine and driven by the operation of the engine; A hydraulic module, wherein a first end of the hydraulic module is connected to the electronic oil pump and the mechanical oil pump respectively; a first cooling oil circuit corresponding to the drive motor, the first cooling oil circuit being connected to the second end of the hydraulic module; a second cooling oil circuit corresponding to the drive motor and the generator, the second cooling oil circuit being connected to a third end of the hydraulic module; When the vehicle is in pure electric mode, the first cooling oil circuit is opened and the second cooling oil circuit is closed through the hydraulic module, and the electronic oil pump is controlled to be in a working state, so as to achieve cooling of only the drive motor; When the vehicle is in the hybrid mode, the second cooling oil circuit is opened through the hydraulic module, and the drive motor and the generator are cooled based on the mechanical oil pump, or the mechanical oil pump and the electronic oil pump.

2. The hybrid power system according to claim 1, characterized in that: When the vehicle is in the pure electric mode, the first oil pumping amount of the electronic oil pump is regulated according to the medium demand of the first component to be lubricated / cooled, wherein the first component to be lubricated / cooled includes a drive motor.

3. The hybrid power system according to claim 2, characterized in that: The first components to be lubricated / cooled also include: a clutch and / or a transmission device.

4. The hybrid power system according to claim 2 or 3, characterized in that: The medium demand of the first component to be lubricated / cooled is positively correlated with the temperature or the temperature change rate of the first component to be lubricated / cooled.

5. The hybrid power system according to claim 1, characterized in that: The first cooling oil circuit comprises: a first stator oil circuit, the first stator oil circuit being connected to the second end of the hydraulic module, the first stator oil circuit being used for cooling a stator assembly of the drive motor; a first rotor oil circuit, the first rotor oil circuit being connected to the second end of the hydraulic module, the first rotor oil circuit being used for cooling the rotor assembly of the drive motor; A rotor flow valve, wherein the rotor flow valve is arranged in the first rotor oil circuit, and the rotor flow valve is used to open or close the first rotor oil circuit.

6. The hybrid power system according to claim 5, characterized in that: When the preset cooling condition is met, the rotor flow valve is controlled to open the first rotor oil circuit.

7. The hybrid power system according to claim 6, characterized in that: The preset cooling condition is related to at least one of a drive motor temperature, a drive motor power, a drive motor torque and an oil temperature.

8. The hybrid power system according to claim 1, characterized in that: When the vehicle is in hybrid mode, the second pumping oil volume of the electronic oil pump is regulated according to the medium demand of the second component to be lubricated / cooled and the third pumping oil volume of the mechanical oil pump, wherein the second component to be lubricated / cooled includes: a drive motor, and / or a generator, and / or a clutch.

9. The hybrid power system according to claim 8, characterized in that: The third pump oil quantity is positively correlated with the rotation speed of the engine.

10. The hybrid power system according to claim 8 or 9, characterized in that: The medium demand of the second component to be lubricated / cooled is positively correlated with the temperature or the temperature change rate of the second component to be lubricated / cooled.

11. The hybrid power system according to claim 8 or 9, characterized in that: When the medium demand is less than or equal to the third pump oil volume, keeping the electronic oil pump in a non-working state; When the medium demand is greater than the third pump oil quantity, the electronic oil pump is controlled to be in working state, and the second pump oil quantity of the electronic oil pump is the difference between the medium demand and the third pump oil quantity.

12. The hybrid power system according to claim 1, characterized in that: The hybrid power system further includes: a clutch and a third cooling oil circuit corresponding to the clutch, wherein the third cooling oil circuit is connected to the fourth end of the hydraulic module; When the vehicle is in a working state, the third cooling oil circuit is opened through the hydraulic module to achieve cooling of the clutch.

13. The hybrid power system according to claim 1, characterized in that: The hybrid power system further includes: a gear shaft and a lubricating oil circuit corresponding to the gear shaft, wherein the lubricating oil circuit is connected to the fifth end of the hydraulic module; When the vehicle is in working state, the lubrication oil circuit is opened through the hydraulic module to achieve lubrication of the gear shaft.

14. The hybrid power system according to claim 1, characterized in that: The drive motor and / or the generator comprises a rotor punching sheet, and at least one magnetic steel slot is arranged along the circumference of the rotor punching sheet, and at least two magnets are arranged in sections in each magnetic steel slot.

15. The hybrid power system according to claim 14, characterized in that: The rotor punching sheets are silicon steel sheets with a thickness greater than or equal to 0.1 mm; and / or, the rotor punching sheets are silicon steel sheets with a thickness less than or equal to 0.3 mm.

16. The hybrid power system according to claim 14, characterized in that: The at least one magnetic steel slot comprises: a first magnetic steel slot and a second magnetic steel slot arranged in a V shape, and a third magnetic steel slot and a fourth magnetic steel slot arranged in a V shape; The third magnetic steel slot and the fourth magnetic steel slot are located within an angle region between the first magnetic steel slot and the second magnetic steel slot.

17. The hybrid power system according to claim 16, characterized in that: The length of the third magnetic steel slot and the length of the fourth magnetic steel slot are both smaller than the length of the first magnetic steel slot and the length of the second magnetic steel slot.

18. The hybrid power system according to claim 16 or 17, characterized in that: The included angle between the third magnetic steel slot and the fourth magnetic steel slot is greater than the included angle between the first magnetic steel slot and the second magnetic steel slot.

19. The hybrid power system according to claim 16 or 17, characterized in that: The number of magnets arranged in sections in the first magnetic steel slot and the second magnetic steel slot is greater than the number of magnets in the third magnetic steel slot and the fourth magnetic steel slot.

20. The hybrid power system according to claim 1, characterized in that: The hybrid power system further comprises: An input shaft, a first end of which is connected to the engine, and the engine is connected to the generator through the input shaft; a clutch, a first end of the clutch being connected to the second end of the input shaft; An output shaft, wherein a first end of the output shaft is connected to a second end of the clutch and the drive motor respectively, and a second end of the output shaft is connected to a wheel end of the vehicle.

21. The hybrid power system according to claim 20, characterized in that: The clutch comprises a first engaging portion, an elastic member and a second engaging portion; The elastic member is arranged between the first joint portion and the second joint portion, the first joint portion is connected to the second end of the input shaft, and the second joint portion is connected to the output shaft. The elastic member is used to provide a force to one of the first joint portion and the second joint portion so that the first joint portion and the second joint portion remain in a separated state.

22. The hybrid power system according to claim 21, characterized in that: The elastic member includes a corrugated spring.

23. The hybrid power system according to claim 22, characterized in that: The inner diameter parameter range of the corrugated spring is: 130-135mm, and the outer diameter parameter range is: 135-140mm.

24. The hybrid power system according to claim 22 or 23, characterized in that: The wave number parameter range of the corrugated spring is: 5-9, and the parameter range of the crest and trough of each wave is: 0.9-1.2mm.

25. The hybrid power system according to claim 20, characterized in that: The hybrid power system further comprises: Bearings, the bearings are arranged at the ends of the input shaft and / or the output shaft; The helix angle of the gears on the input shaft and / or the output shaft is set to: 21°-28° to reduce the axial load.

26. The hybrid power system according to claim 25, characterized in that: The bearing includes a ball bearing or a cylindrical bearing.

27. The hybrid power system according to claim 1, characterized in that: The hybrid power system further comprises: Cooling / lubricating medium, wherein the cooling / lubricating medium has a kinematic viscosity in the range of 4-2100 mm at a temperature of -40-90°C 2 / s.

28. A hybrid vehicle, characterized in that: Comprising a hybrid power system as described in any one of claims 1-27.

Images