High-integration hybrid distributed electric drive assembly and vehicle

Abstract

The invention relates to a high-integration hybrid distributed electric drive assembly and a vehicle, and belongs to the technical field of automobile manufacturing, the high-integration hybrid distributed electric drive assembly comprises an engine drive mechanism, the engine drive mechanism comprises an engine and a differential mechanism, and the engine is in transmission connection with the differential mechanism through a clutch; the two ends of the differential mechanism are connected with half shafts which are coaxially arranged and used for directly driving wheels. The motor driving mechanism comprises a first driving motor and a second driving motor which are used for directly driving wheels, and the first driving motor and the second driving motor are located on the two sides of the differential mechanism and arranged on the half shaft in an empty sleeving mode. The left wheel and the right wheel can be directly driven by the driving motor, dynamic coupling and decoupling of the engine and the driving motor are achieved by controlling the clutch working condition, the power performance and the energy efficiency are improved, the half shaft is sleeved with the driving motor in an idle mode, the driving motor is directly connected with the wheels, the engine is additionally arranged in a matched mode, space occupation can be reduced, and the integration level is improved. And high-power output and energy efficiency improvement in a compact space are realized.

Description

Technical Field

[0001] This application relates to the technical field of automobile manufacturing, and particularly relates to a highly integrated hybrid distributed electric drive assembly and a vehicle. Background Art

[0002] Currently, the technology of new energy vehicle distributed drive systems has become increasingly mature in the field of battery electric vehicles (BEVs). It can not only achieve precise control and distribution of torque and speed at the wheel ends of the whole vehicle, but also has other main advantages: shorter power transmission chain (lower loss), more compact structure (no differential structure, more compact), improved adhesion distribution (enhanced vehicle handling and stability), and improved drive efficiency (each motor matches the vehicle working conditions, high efficiency). However, for plug-in hybrid electric vehicles (PHEVs), there are the following problems:

[0003] 1. Although the distributed electric drive technology of existing BEV models (such as BYD E4 / E3, Xiaomi models) has high power transmission efficiency, it cannot meet the requirements of comprehensive long-range and fuel-electric synergy of PHEV models.

[0004] 2. Although BYD Yangwang U8 adopts an extended-range distributed architecture, its P1 range extender and drive motor are not deeply integrated, resulting in low space utilization and redundant energy transmission links. Moreover, this split configuration can only be applied to models with a larger engine compartment space and has no obvious constraint requirements for the X-direction space of the whole vehicle.

[0005] 3. For PHEV platforms with limited engine compartment space, the separate layout of traditional range extenders and distributed drive systems leads to high system complexity and poor NVH performance.

[0006] 4. The split drive structure of Yangwang U8 can only achieve an extended-range power generation configuration and cannot directly drive the engine. Therefore, there is a significant attenuation in the fuel consumption and power performance of the whole vehicle, especially the fuel consumption increases by about 5%-8% on average under high-speed cruising conditions.

[0007] In the related art, the invention with the publication number CN106560336A discloses a dual-motor multi-mode composite front-wheel drive plug-in hybrid power system. Its engine, elastic shock absorber, clutch, first motor, first planetary gear set, second planetary gear set, third planetary gear set, and second motor are coaxially installed in sequence; the first brake connection disk is connected to the output shaft of the first motor; the second brake connection disk is connected to the first planetary gear set; the third brake connection disk is connected to the third planetary gear set; the fourth brake connection disk is respectively connected to the first planetary gear set, the second planetary gear set, and the third planetary gear set; the fifth brake connection disk is connected to the output shaft of the second motor; the third planetary gear set is connected to the output gear set, and the output gear set is respectively connected to the left output half shaft and the right output half shaft. The system of the present invention has a more reasonable configuration, a more compact structure, low loss, and high reliability, and realizes working modes such as a single drive mode of the engine with multiple speed ratios, a multi-gradient combined ECVT drive mode of the engine and the motor, and a single-motor drive mode with multiple speed ratios.

[0008] It involves a large number of components and a relatively complex configuration. There are still NVH and transmission efficiency defects in the planetary gear multi-mode shifting scheme. Therefore, it is necessary to research and improve the above structure, and provide a highly integrated hybrid distributed electric drive assembly and a vehicle, in order to achieve a more practical value purpose. Summary of the Invention

[0009] In view of the deficiencies or one of the deficiencies proposed in the above background art, the embodiments of the present application provide a highly integrated hybrid distributed electric drive assembly and a vehicle, which can reduce the system complexity and improve the power performance and energy efficiency, and achieve high-power output and energy efficiency improvement in a compact space.

[0010] In a first aspect, the embodiments of the present application provide a highly integrated hybrid distributed electric drive assembly, including:

[0011] An engine drive mechanism, the engine drive mechanism includes an engine and a differential, the engine is drivingly connected to the differential through a clutch, and both ends of the differential are connected to half shafts that are coaxially arranged and used for directly driving the wheels.

[0012] A motor drive mechanism, the motor drive mechanism includes a first drive motor and a second drive motor for directly driving the wheels, and the first drive motor and the second drive motor are located on both sides of the differential and are sleeved on the half shafts.

[0013] In some embodiments of the first aspect, a generator is connected to the output end of the engine through a transmission shaft, the transmission shaft is drivingly connected to the clutch through a first gear pair, and the clutch is drivingly connected to the differential through a second gear pair.

[0014] In a first aspect, in some embodiments, both the first gear pair and the second gear pair are reduction gear sets. The first gear pair includes a first pinion gear and a first large gear that mesh with each other, and the second gear pair includes a second pinion gear and a second large gear that mesh with each other.

[0015] The first pinion gear is fixedly sleeved on the transmission shaft. Both ends of the clutch are respectively connected to the axle shafts of the first large gear and the second pinion gear, and the second large gear is fixed on the differential.

[0016] In a first aspect, in some embodiments, it further includes a housing for integrating a first drive motor, a second drive motor, and a generator. The engine is installed on the housing. The generator and the motor shaft of the second drive motor are parallel to each other, and the generator and the second drive motor are arranged with an offset both vertically and horizontally.

[0017] In a first aspect, in some embodiments, a drive motor cooling oil circuit and a generator cooling oil circuit that are connected in parallel are provided inside the housing. Both the drive motor cooling oil circuit and the generator cooling oil circuit are supplied with oil by the same oil pump, and valves for controlling the opening and closing of the oil circuits are respectively provided on the drive motor cooling oil circuit and the generator cooling oil circuit.

[0018] In a first aspect, in some embodiments, when the drive motor is under high load and the engine is not started, the valve of the generator cooling oil circuit is closed, and the oil pump is used to supply oil to the drive motor cooling oil circuit alone.

[0019] When the remaining power of the whole vehicle is low and high-power power generation is required, the oil pump is kept running, and the opening degree of the valve of the drive motor cooling oil circuit is controlled to be greater than that of the valve of the generator cooling oil circuit.

[0020] In a first aspect, in some embodiments, the motor drive mechanism further includes two third drive motors, and the two third drive motors respectively drive the wheels through planetary gear mechanisms.

[0021] The planetary gear mechanism includes a sun gear, a planetary gear, a planetary carrier, and a ring gear. The ring gear is used to connect the wheels. The planetary carrier is connected with a fixed shaft, and the third drive motor is sleeved on the fixed shaft and connected to the sun gear.

[0022] In a first aspect, in some embodiments, an integrated motor controller for respectively controlling the first drive motor, the second drive motor, and the generator, and a controller cooling oil passage for cooling the integrated motor controller are provided on the housing.

[0023] In a first aspect, in some embodiments, the housing includes a drive motor housing for mounting a first drive motor and a second drive motor, and a generator housing for mounting a generator, the drive motor housing and the generator housing are integrally connected to form an L-shaped structure, and the engine is connected to the generator housing;

[0024] The engine is provided with an engine suspension point, the generator housing is provided with a generator suspension point, and the lower part of the drive motor housing is provided with three drive motor suspension points arranged in a triangle.

[0025] In a second aspect, an embodiment of the present application provides a vehicle, including:

[0026] A highly integrated hybrid distributed electric drive assembly as described in any of the above items.

[0027] The beneficial effects of the technical solution provided by this application include:

[0028] The embodiment of the present application provides a highly integrated hybrid distributed electric drive assembly and vehicle, including an engine drive mechanism and a motor drive mechanism. Since the engine drive mechanism includes an engine and a differential, the engine is connected to the differential through a clutch, and both ends of the differential are connected with coaxially arranged half-axles for directly driving wheels; the motor drive mechanism includes a first drive motor and a second drive motor for directly driving wheels, and the first drive motor and the second drive motor are located on both sides of the differential and are loosely mounted on the half-axles.

[0029] Therefore, the left and right wheels can be directly driven by the first drive motor and the second drive motor to realize the movement of the electric vehicle. At the same time, by controlling the clutch working condition, the dynamic coupling and decoupling of the engine and the drive motor can be realized. When the electric vehicle is moving, the clutch is combined to directly transmit the engine power to the wheels, avoiding the engine power to generate electricity for the generator, and then the generator supplies energy to the battery and the motor, reducing the energy transmission path, and improving the power performance and energy efficiency. The first drive motor and the second drive motor are mounted on the half-axle and directly connected to the wheels. With the addition of the engine, the space occupancy can be reduced, the integration can be improved, and high power output and energy efficiency can be achieved in a compact space. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0031] Figure 1 This is a schematic diagram of the principle of the drive assembly of an embodiment of the present application;

[0032] Figure 2 This is a schematic structural diagram of the drive assembly according to an embodiment of the present application;

[0033] Figure 3 This is a schematic structural diagram of another perspective of the drive assembly according to an embodiment of the present application;

[0034] Figure 4 This is a schematic structural diagram of the housing according to an embodiment of the present application;

[0035] Figure 5 This is a top view schematic diagram of the housing according to an embodiment of the present application;

[0036] Figure 6 This is a side view schematic diagram of the housing according to an embodiment of the present application;

[0037] Figure 7 This is a schematic structural diagram of the planetary gear mechanism according to an embodiment of the present application.

[0038] In the drawings, the list of components represented by each reference numeral is as follows:

[0039] 1. Engine; 2. Differential; 3. Clutch; 4. Half shaft; 5. First drive motor; 6. Second drive motor; 7. Generator; 8. Drive shaft; 9. First pinion gear; 10. First large gear; 11. Second pinion gear; 12. Second large gear; 13. Housing; 131. Drive motor housing; 132. Generator housing; 14. Third drive motor; 15. Sun gear; 16. Planet gear; 17. Planet carrier; 18. Ring gear; 19. Fixed shaft; 20. Integrated motor controller. Detailed implementation manners

[0040] To make the objectives, technical solutions, and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present application. Apparently, the described embodiments are some, but not all, of the embodiments of the present application. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present application without creative efforts shall fall within the protection scope of the present application.

[0041] In response to the deficiencies or one of the deficiencies proposed in the above background art, the embodiments of the present application provide a highly integrated hybrid distributed electric drive assembly and a vehicle, which can reduce system complexity and improve power performance and energy efficiency, and achieve high-power output and energy efficiency improvement in a compact space.

[0042] See Figures 1 to 7 As shown, in a first aspect, the embodiments of the present application provide a highly integrated hybrid distributed electric drive assembly, including:

[0043] Engine drive mechanism. The engine drive mechanism includes an engine 1 and a differential 2. The engine 1 is drivingly connected to the differential 2 through a clutch 3. Both ends of the differential 2 are connected with half shafts 4 which are coaxially arranged and used for directly driving the wheels.

[0044] Motor drive mechanism. The motor drive mechanism includes a first drive motor 5 and a second drive motor 6 for directly driving the wheels. The first drive motor 5 and the second drive motor 6 are located on both sides of the differential 2 and are sleeved on the half shaft 4 loosely.

[0045] In the high-integration hybrid distributed electric drive assembly according to the embodiment of the present application, an engine drive mechanism and a motor drive mechanism are provided. The engine 1 of the engine drive mechanism is drivingly connected to the differential 2 through a clutch 3. The differential 2 directly drives the left and right wheels through the half shaft 4. The first drive motor 5 and the second drive motor 6 of the motor drive mechanism are directly sleeved on the half shaft 4 loosely and directly drive the left and right wheels. Therefore, based on the clutch working conditions, the dynamic coupling and decoupling between the engine 1 and the drive motor can be realized, effectively reducing the system complexity and improving the power performance and energy efficiency.

[0046] Specifically, the first drive motor 5 and the second drive motor 6 can be used to directly drive the left and right wheels to realize the movement of the electric drive vehicle. At the same time, by controlling the clutch working conditions, the dynamic coupling and decoupling between the engine 1 and the drive motor can be realized. When the electric drive vehicle is moving, combined with the clutch 3, the power of the engine 1 is directly transmitted to the wheels, avoiding all the power of the engine 1 being used to generate electricity by the generator 7 and then the generator 7 supplying energy to the battery and the motor. Reducing the energy transfer path can improve the power performance and energy efficiency. Moreover, the first drive motor 5 and the second drive motor 6 are sleeved on the half shaft 4 loosely and are directly connected to the wheels. Cooperating with the added engine 1 can reduce the space occupation, improve the integration degree, and realize high-power output and energy efficiency improvement in a compact space.

[0047] In a first aspect, in some alternative embodiments: Refer to Figures 1 to 7 As shown, the embodiment of the present application provides a high-integration hybrid distributed electric drive assembly. The output end of the engine 1 of the high-integration hybrid distributed electric drive assembly is connected with a generator 7 through a transmission shaft 8. The transmission shaft 8 is drivingly connected with the clutch 3 through a first gear pair, and the clutch 3 is drivingly connected with the differential 2 through a second gear pair.

[0048] The output end of the engine 1 of the high-integration hybrid distributed electric drive assembly according to the embodiment of the present application is connected with a generator 7 through a transmission shaft 8. By controlling the clutch 3 to engage or disengage, not only can the dynamic coupling or decoupling between the engine 1 and the drive motor be realized, but also the engine 1 can directly drive the generator 7 to generate electricity and supply energy to the battery and the drive motor, effectively improving the fuel economy and power performance of the whole vehicle.

[0049] Specifically, the drive assembly of this embodiment can achieve an extended-range power generation mode and a parallel direct drive mode. In the extended-range power generation mode, the engine 1 directly drives the generator 7 through the transmission shaft 8, enabling a continuous power generation of 80 kW, an oil-electric conversion rate > 3.66 kWh / L. Meanwhile, based on the clutch condition, the dynamic coupling and decoupling between the engine 1 and the drive motor can be achieved.

[0050] In the parallel direct drive mode, when the vehicle speed is above 80 km / h, the whole vehicle can automatically switch to the direct drive mode, that is, by controlling the engagement of the clutch 3, the power of the engine 1 is output to the left and right wheels respectively through the first gear pair and the second gear pair. On the one hand, it can greatly improve the high-speed power performance, and at the same time, it can also reduce the fuel consumption of the engine 1. That is, part of the kinetic energy of the engine 1 can be directly transmitted to the vehicle, without all the kinetic energy being used for the generator 7 to generate electricity and then the generator 7 supplying energy to the battery and the motor, reducing the energy transfer path and improving the power performance and energy efficiency.

[0051] It should be noted that this embodiment overcomes the problem that the existing BEV distributed electric drive cannot meet the requirements of comprehensive long-range and oil-electric synergy. Based on the existing distributed electric drive, a P1 high-efficiency range extender (generator + engine assembly) is integrated, which can not only achieve the pure electric mode, but also greatly improve the comprehensive driving range of oil and electricity (by more than 30%) through the series-parallel mode of the engine.

[0052] It also overcomes the problem that the existing PHEV with distributed drive can only perform series extended-range power generation and cannot achieve the engine direct drive function. For example, the range extender of this configuration is decoupled from the vehicle power, and can only perform series power generation and cannot achieve engine direct drive. Therefore, there is an obvious attenuation in the vehicle fuel consumption and power performance, especially in the high-speed cruising condition, the fuel consumption increases by about 5% - 8% on average.

[0053] First, in some alternative embodiments: Refer to Figures 1 to 7 As shown, the embodiment of the present application provides a highly integrated hybrid distributed electric drive assembly. Both the first gear pair and the second gear pair of the highly integrated hybrid distributed electric drive assembly are reduction gear sets. The first gear pair includes a meshing first pinion 9 and a first large gear 10, and the second gear pair includes a meshing second pinion 11 and a second large gear 12;

[0054] The first pinion 9 is fixedly sleeved on the transmission shaft 8. Both ends of the clutch 3 are respectively connected to the axle shafts of the first large gear 10 and the second pinion 11, and the second large gear 12 is fixed on the differential 2.

[0055] The first gear pair and the second gear pair of the highly integrated hybrid distributed electric drive assembly according to the embodiments of the present application are both reduction gear sets, which can achieve two-stage deceleration and torque increase to meet the driving requirements of the vehicle. Specifically, in the direct drive condition, the clutch 3 is engaged, and the engine 1 drives the transmission shaft 8 to rotate. After decelerating and increasing torque through the first gear pair and the second gear pair, the power is transmitted to the left and right wheels respectively through the differential 2 and the solid half shafts 4. At the same time, the left and right first drive motors 5 and second drive motors 6 provide power output to the left and right wheels through the hollow drive shafts dynamically. In the range extender condition, the clutch 3 is disengaged, and the engine 1 only drives the generator 7 to generate electricity.

[0056] It should be noted that the direct drive condition includes pure electric direct drive, engine direct drive, and parallel direct drive. In the case of pure electric direct drive, the first drive motor 5 and the second drive motor 6 are used to directly drive the left and right wheels, thereby driving the vehicle to move. In this case, the clutch 3 is in the disengaged state, and the engine 1 can either not work or drive the generator 7 to work.

[0057] In the case of engine direct drive, the clutch 3 is in the engaged state, and the engine 1 drives the transmission shaft 8 to rotate. Through the first pinion gear 9, the first large gear 10, the second pinion gear 11, the second large gear 12, the differential 2, and the half shafts 4, the left and right wheels are driven to rotate. This is applicable to the situation where the battery power of the whole vehicle is low or the drive motor cannot work properly.

[0058] In the case of parallel direct drive, the clutch 3 is in the engaged state, and the engine 1 drives the transmission shaft 8 to rotate. After decelerating and increasing torque through the first gear pair and the second gear pair, the power is transmitted to the left and right wheels respectively through the differential 2 and the half shafts 4. At the same time, the first drive motor 5 and the second drive motor 6 provide power output to the left and right wheels.

[0059] In a first aspect, in some alternative embodiments: Refer to Figures 1 to 7 As shown, the embodiments of the present application provide a highly integrated hybrid distributed electric drive assembly. The highly integrated hybrid distributed electric drive assembly further includes a housing 13 for integrating the first drive motor 5, the second drive motor 6, and the generator 7. The engine 1 is installed on the housing 13. The generator 7 and the motor shaft of the second drive motor 6 are parallel to each other, and the generator 7 and the second drive motor 6 are arranged with vertical and front-back displacements.

[0060] The first drive motor 5, the second drive motor 6, and the generator 7 of the highly integrated hybrid distributed electric drive assembly according to the embodiments of the present application are all installed in the same housing 13, and the generator 7 and the second drive motor 6 are arranged with vertical and front-back displacements, which can compress the size of the vehicle in the X direction and adapt to the space limitation of the engine compartment of the PHEV model.

[0061] It should be noted that this embodiment overcomes the defects of the existing PHEV with distributed drive being a split structure. For example, most of the current PHEV distributed drive configurations are split layouts, that is, the P1 range extender is arranged at the front end of the engine compartment, and the distributed electric drive is arranged at the rear end of the engine compartment. The integration degree is low, and the requirement for the engine compartment space is high. Especially, the X forward overhang dimension is sacrificed, which is not conducive to expanding the passenger compartment space.

[0062] In this embodiment, the P1 range extender (generator 7 and engine 1) and the distributed motors (first drive motor 5 and second drive motor 6) adopt an up-and-down and front-and-back L-shaped staggered layout. By coaxial design, the X-direction dimension is compressed by 30%, which can adapt to the engine compartment space limitation of PHEV models.

[0063] Structurally, the outer diameter of the drive motor can be reduced by 15% and the axial length can be increased by 10%, so as to match the direct connection configuration of generator 7 and engine 1. The housing 13 adopts asymmetric topology optimization. The hybrid box assembly including the housing 13 is arranged in a triangular shape, and the flange of generator 7 is connected to the flange of engine 1. Generator 7 shares the housing 13 with the left and right drive motors, forming an up-and-down and front-and-back staggered layout design.

[0064] First aspect, in some alternative embodiments: Refer to Figures 1 to 7 As shown, the embodiment of the present application provides a highly integrated hybrid distributed electric drive assembly. In the housing 13 of the highly integrated hybrid distributed electric drive assembly, a drive motor cooling oil circuit and a generator cooling oil circuit are arranged in parallel with each other. The drive motor cooling oil circuit and the generator cooling oil circuit are both supplied with oil by the same oil pump, and valves for controlling the opening and closing of the oil circuits are respectively arranged on the drive motor cooling oil circuit and the generator cooling oil circuit.

[0065] The highly integrated hybrid distributed electric drive assembly of the embodiment of the present application adopts an independent dual-cycle oil cooling system, including a set of circulating oil cooling system for the engine 1 itself and another set of circulating oil cooling system composed of three motors, including a drive motor cooling oil circuit and a generator cooling oil circuit arranged in parallel with each other.

[0066] Exemplarily, the drive motor cooling oil circuit and the generator cooling oil circuit can be integrated on the housing 13. The drive motor cooling oil circuit sequentially surrounds the first drive motor 5 and the second drive motor 6, and the generator cooling oil circuit surrounds the generator 7. Based on the load of the drive motor and the state of the vehicle battery, the flow rate of the oil pump and the valve opening degrees of the drive motor cooling oil circuit and the generator cooling oil circuit can be dynamically adjusted, and the cooling oil flow rate is allocated to the drive motor cooling oil circuit and the generator cooling oil circuit according to the priority.

[0067] First aspect, in some alternative embodiments: Refer to Figures 1 to 7As shown in the figure, an embodiment of the present application provides a highly integrated hybrid distributed electric drive assembly. When the drive motor is under high load and the engine 1 does not start, the valve of the generator cooling oil circuit is closed, and the oil pump is used to supply oil to the drive motor cooling oil circuit alone.

[0068] When the remaining power of the vehicle is low and high-power power generation is required, the oil pump is kept on, and the valve opening of the drive motor cooling oil circuit is controlled to be greater than the valve opening of the generator cooling oil circuit.

[0069] The highly integrated hybrid distributed electric drive assembly of the embodiment of the present application can flexibly control the oil pump flow rate and the valve openings of the drive motor cooling oil circuit and the generator cooling oil circuit based on different loads of the motor system, and distribute the cooling oil flow rate to the drive motor cooling oil circuit and the generator cooling oil circuit according to the priority.

[0070] When the drive motor is under high load and the engine 1 does not start, the valve of the generator cooling oil circuit is closed, and the oil pump is used to supply oil to the drive motor cooling oil circuit alone. That is, by adjusting the flow direction and flow rate of the coolant in real time, the components with high load are preferentially cooled, while the cooling of low-load or idle components is reduced, thereby improving the overall cooling efficiency.

[0071] When the vehicle power is low (low SOC) and high-power power generation is required, the oil circuit cooling amount of the drive motor is appropriately reduced, and the generator 7 is actively cooled with a large flow rate to replenish energy as soon as possible. At this time, the cooling priority of the generator 7 is higher because rapid power generation is required to supplement the power. Therefore, the cooling flow rate distribution is adjusted to ensure that the generator 7 does not overheat, and at the same time, the cooling amount of the drive motor is allowed to be temporarily reduced because the current load of the drive motor is not high when the power is low and it can withstand a slightly higher temperature.

[0072] Exemplarily, the oil passage valve body opening can be dynamically adjusted based on the motor thermal load. For example, when the drive motor is under high load and the generator 7 is not generating electricity, the generator cooling oil circuit can be closed, and the oil pump opening can be increased to more than 80% to increase the cooling efficiency of the drive motor to more than 25%. When the vehicle has a low SOC and high-power power generation is required, the flow rate of the drive motor cooling oil circuit is appropriately reduced, and the generator 7 is actively cooled with a large flow rate to replenish energy for the vehicle as soon as possible.

[0073] Exemplarily, the oil pump adopts a variable displacement electronic oil pump, and the valve adopts a solenoid valve. The vehicle controller is used to obtain the drive motor winding temperature, generator winding temperature, drive motor electric power, generator output power, and battery SOC in real time, and then judge the system working condition according to the preset rules, and dynamically adjust the cooling flow rate based on the working condition.

[0074] For example, when the temperature of the drive motor winding is greater than the temperature threshold, and the drive motor electric power is greater than the electric power threshold, it is determined to be in the drive motor high load mode; when the battery SOC is less than the power threshold, and the generator output power is greater than the output power threshold, it is determined to be in the generator priority energy replenishment mode;

[0075] In the high load mode of the drive motor, the main oil pump flow is increased to more than 80% of the total flow, and the valve opening of the drive motor cooling oil circuit is controlled to be larger than the valve opening of the generator cooling oil circuit; in the generator priority energy replenishment mode, the valve opening of the generator cooling oil circuit is controlled to be larger than the valve opening of the drive motor cooling oil circuit.

[0076] Among them, a sensor module can be set to obtain the temperature of the drive motor winding and the generator winding, such as installing temperature sensors on the drive motor winding and the generator winding respectively, using current sensors and voltage sensors to respectively detect the input current and voltage of the drive motor, and calculating the drive motor electric power in combination with the power factor; using torque sensors and speed sensors to respectively detect the torque and speed of the generator output shaft to calculate the generator output power.

[0077] In some optional embodiments, see Figures 1 to 7 As shown, the embodiment of the present application provides a highly integrated hybrid distributed electric drive assembly, the motor drive mechanism of the highly integrated hybrid distributed electric drive assembly further includes two third drive motors 14, and the two third drive motors 14 drive wheels respectively through a planetary gear mechanism;

[0078] The planetary gear mechanism includes a sun gear 15 , planetary gears 16 , a planet carrier 17 and a ring gear 18 . The ring gear 18 is used to connect the wheels. The planet carrier 17 is connected to a fixed shaft 19 . The third drive motor 14 is loosely mounted on the fixed shaft 19 and connected to the sun gear 15 .

[0079] The highly integrated hybrid distributed electric drive assembly of the embodiment of the present application is also provided with two third drive motors 14, which respectively drive the wheels through a planetary gear mechanism. The fixed shaft 19 of the planetary gear mechanism is fixedly connected to the frame, and the third drive motor 14 drives the wheels after reducing speed and increasing torque through the planetary gear mechanism.

[0080] It should be noted that this embodiment forms a five-motor four-wheel drive through the front generator 7, the first drive motor 5 and the second drive motor 6, and the two third drive motors 14 at the rear, with a peak power of up to 400kW. With the two third drive motors 14 at the rear, the vehicle can make a compass U-turn and a tank U-turn, and the vehicle turning radius can be reduced to 3.5 meters. The torque of each motor is adjusted in real time based on the wheel end adhesion coefficient, and the handling stability can be improved by 30%.

[0081] In some optional embodiments, seeFigures 1 to 7 As shown in the figure, an embodiment of the present application provides a highly integrated hybrid distributed electric drive assembly. An integrated motor controller 20 for separately controlling a first drive motor 5, a second drive motor 6, and a generator 7 is provided on a housing 13 of the highly integrated hybrid distributed electric drive assembly, and a controller cooling oil passage for cooling the integrated motor controller 20 is also provided.

[0082] An integrated motor controller 20 for separately controlling a first drive motor 5, a second drive motor 6, and a generator 7 is installed on the housing 13 of the highly integrated hybrid distributed electric drive assembly according to an embodiment of the present application. The integrated motor controller 20 includes a generator controller and drive motor controllers corresponding to each drive motor, and can achieve precise coordination through each controller, enabling precise matching of wheel-end torque and improving vehicle handling and driving safety.

[0083] It should be noted that the core of the present application lies in the three-dimensional spatial misalignment integration of the engine 1 and the drive motor. Through coaxial design, controller integration, and optimization of the housing 13, a modular range-extended electric drive unit is constructed. Combining a multi-motor coordinated control strategy, dual breakthroughs in power performance and energy efficiency are achieved.

[0084] In a first aspect, in some alternative embodiments: Refer to Figures 1 to 7 As shown in the figure, an embodiment of the present application provides a highly integrated hybrid distributed electric drive assembly. The housing 13 of the highly integrated hybrid distributed electric drive assembly includes a drive motor housing 131 for installing a first drive motor 5 and a second drive motor 6, and a generator housing 132 for installing a generator 7. The drive motor housing 131 and the generator housing 132 are integrally connected to form an L-shaped structure, and the engine 1 is connected to the generator housing 132;

[0085] Engine mounts are provided on the engine 1, generator mounts are provided on the generator housing 132, and three drive motor mounts arranged in a triangle are provided at the lower part of the drive motor housing 131.

[0086] A first drive motor 5 and a second drive motor 6 arranged coaxially are installed in the housing 13 of the highly integrated hybrid distributed electric drive assembly according to an embodiment of the present application. A generator 7, a differential 2, a clutch 3, a drive shaft 8, and a first gear pair and a second gear pair are also integrally installed in the housing 13. The housing 13 is L-shaped, including a drive motor housing 131 and a generator housing 132. The engine 1 flange is fixedly connected to the generator housing 132 flange, and the generator 7 shares the housing 13 with the left and right drive motors, forming a staggered layout design in the up-down, front-back directions.

[0087] Exemplarily, the drive assembly adopts a five-point suspension design, including the left upper engine suspension point, the right upper suspension point of the generator housing 132, the left and right lower suspension points of the drive motor housing 131, and the middle anti-torsion suspension point, thereby forming a triangular arrangement at the lower part of the housing 13 (the suspension points are not shown in the figure). Through the cooperation of the left and right upper suspension points and the suspension points arranged in a triangle at the lower part, the stiffness of the drive assembly can be increased by 40% after installation.

[0088] See Figures 1 to 7 As shown, the second aspect of the embodiment of the present application provides a vehicle, including:

[0089] The highly integrated hybrid distributed electric drive assembly of any one of the above embodiments.

[0090] The vehicle of the embodiment of the present application adopts the highly integrated hybrid distributed electric drive assembly of any one of the above embodiments. The engine 1 can be dynamically coupled with the vehicle power to achieve high-efficiency range-extending power generation, improve the oil-electric conversion rate, and can also achieve the parallel direct drive function, forming a five-motor four-wheel drive hybrid configuration with the rear-wheel distributed electric drive. Through the precise coordination of each controller, the wheel-end torque can be accurately matched, improving the vehicle handling and driving safety. The vehicle can perform tank turns and compass turns, and cooperate with the rear-wheel independent steering to greatly reduce the turning radius.

[0091] Exemplarily, the vehicle of this embodiment has a pure electric drive mode, parallel direct drive, idle power generation, and energy recovery.

[0092] In the pure electric drive mode, the engine 1 does not work, and the battery on the vehicle supplies power to the first drive motor 5, the second drive motor 6, and the third drive motor 14. The first drive motor 5 and the second drive motor 6 cooperate with the two third drive motors 14 to drive the four wheels to rotate respectively.

[0093] In the parallel direct drive mode, the clutch 3 is engaged. While the engine 1 drives the generator 7 to work through the transmission shaft 8, the transmission shaft 8 drives the differential 2 to work through the first gear pair and the second first gear pair, so that the kinetic energy of the engine 1 drives the left and right wheels to rotate through the half shafts 4.

[0094] In the idle power generation mode, the clutch 3 is disengaged. The engine 1 drives the generator 7 to work through the transmission shaft 8, and all the kinetic energy of the engine 1 is used to drive the generator 7 to charge the battery on the vehicle.

[0095] In the energy recovery mode, the wheels of the vehicle reverse-drive the first drive motor 5, the second drive motor 6, and the third drive motor 14 to rotate, and use the first drive motor 5, the second drive motor 6, and the third drive motor 14 to charge the battery on the vehicle.

[0096] In the description of the present application, it should be noted that the orientation or positional relationship indicated by terms such as "upper" and "lower" is based on the orientation or positional relationship shown in the drawings. It is only for the convenience of describing the present application 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. Therefore, it should not be construed as a limitation to the present application. Unless otherwise clearly specified and defined, the terms "mounted", "connected" and "coupled" should be understood in a broad sense. For example, it may be a fixed connection, a detachable connection or an integral connection; it may be a mechanical connection or an electrical connection; it may be directly connected or indirectly connected through an intermediate medium, and it may be the communication inside two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present application can be understood according to specific circumstances.

[0097] It should be noted that in the present application, relative terms such as "first" and "second" are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the terms "comprising", "including" or any other variation thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device comprising a series of elements not only includes those elements, but also includes other elements not expressly listed, or also includes elements inherent to such process, method, article or device. Without further limitation, an element defined by the statement "comprising an..." does not exclude the presence of additional identical elements in the process, method, article or device comprising the element.

[0098] The above are only specific embodiments of the present application, enabling those skilled in the art to understand or implement the present application. Various modifications to these embodiments will be obvious to those skilled in the art, and the general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application will not be limited to these embodiments shown herein, but rather to the broadest scope consistent with the principles and novel features claimed herein.

Claims

1. A highly integrated hybrid distributed electric drive assembly, characterized in that, include: An engine drive mechanism, the engine drive mechanism comprising an engine (1) and a differential (2), the engine (1) being drivingly connected to the differential (2) via a clutch (3), and the two ends of the differential (2) being connected to coaxially arranged half shafts (4) for directly driving wheels; A motor drive mechanism, the motor drive mechanism comprising a first drive motor (5) and a second drive motor (6) for directly driving wheels, the first drive motor (5) and the second drive motor (6) being located on both sides of the differential (2) and being loosely mounted on the half shaft (4).

2. The highly integrated hybrid distributed electric drive assembly according to claim 1, characterized in that: The output end of the engine (1) is connected to a generator (7) via a transmission shaft (8); the transmission shaft (8) and the clutch (3) are connected via a first gear pair; and the clutch (3) and the differential (2) are connected via a second gear pair.

3. The highly integrated hybrid distributed electric drive assembly according to claim 2, characterized in that: The first gear pair and the second gear pair are both reduction gear sets, the first gear pair comprising a first small gear (9) and a first large gear (10) meshing with each other, and the second gear pair comprising a second small gear (11) and a second large gear (12) meshing with each other; The first small gear (9) is fixedly sleeved on the transmission shaft (8), the two ends of the clutch (3) are respectively connected to the axles of the first large gear (10) and the second small gear (11), and the second large gear (12) is fixed on the differential (2).

4. The highly integrated hybrid distributed electric drive assembly according to claim 2, characterized in that: The invention also comprises a housing (13) for integrating the first drive motor (5), the second drive motor (6) and the generator (7); the engine (1) is mounted on the housing (13); the motor shafts of the generator (7) and the second drive motor (6) are parallel to each other; the generator (7) and the second drive motor (6) are staggered up and down and front and back.

5. The highly integrated hybrid distributed electric drive assembly according to claim 4, characterized in that: The housing (13) is provided with a drive motor cooling oil circuit and a generator cooling oil circuit connected in parallel with each other. The drive motor cooling oil circuit and the generator cooling oil circuit are both supplied with oil by the same oil pump, and valves for controlling the opening and closing of the oil circuits are respectively provided on the drive motor cooling oil circuit and the generator cooling oil circuit.

6. The highly integrated hybrid distributed electric drive assembly according to claim 5, characterized in that: When the drive motor is under high load and the engine (1) is not started, the valve of the generator cooling oil circuit is closed, and the oil pump is used to supply oil to the drive motor cooling oil circuit alone; When the remaining power of the vehicle is low and high-power generation is required, the oil pump is kept on, and the valve opening of the drive motor cooling oil circuit is controlled to be larger than the valve opening of the generator cooling oil circuit.

7. The highly integrated hybrid distributed electric drive assembly according to claim 1, characterized in that: The motor driving mechanism further includes two third driving motors (14), and the two third driving motors (14) drive the wheels through planetary gear mechanisms respectively; The planetary gear mechanism includes a sun gear (15), planet gears (16), a planet carrier (17) and a ring gear (18). The ring gear (18) is used for connecting the wheels. The planet carrier (17) is connected with a fixed shaft (19). The third driving motor (14) is sleeved on the fixed shaft (19) and connected with the sun gear (15).

8. The highly integrated hybrid distributed electric drive assembly according to claim 4, characterized in that: An integrated motor controller (20) for respectively controlling the first driving motor (5), the second driving motor (6) and the generator (7), and a controller cooling oil passage for cooling the integrated motor controller (20) are provided on the housing (13).

9. The highly integrated hybrid distributed electric drive assembly according to claim 4, characterized in that: The housing (13) includes a driving motor housing (131) for installing the first driving motor (5) and the second driving motor (6), and a generator housing (132) for installing the generator (7). The driving motor housing (131) and the generator housing (132) are integrally connected to form an L-shaped structure. The engine (1) is connected with the generator housing (132); Engine mounting points are provided on the engine (1), generator mounting points are provided on the generator housing (132), and three driving motor mounting points arranged in a triangle are provided at the lower part of the driving motor housing (131).

10. A vehicle, characterized in that, Comprising: The highly integrated hybrid distributed electric drive assembly according to any one of claims 1 to 9.

Images