Hybrid drive device and vehicle

Abstract

The invention provides a hybrid power driving device and a vehicle. The hybrid power driving device comprises an engine, an MG1 motor, an MG2 motor, a planetary gear mechanism, a B1 brake, a C1 clutch and a C2 clutch. The planetary gear mechanism is arranged between the engine and the MG1 motor, the engine is connected with a planet carrier of the planetary gear mechanism, and an MG1 motor shaft of the MG1 motor is connected with a sun gear of the planetary gear mechanism; the C2 clutch can control the connection relation between a gear ring of the planetary gear mechanism and a sun gear, the B1 brake can brake or release the gear ring, and the C1 clutch can control the connection relation between the gear ring and wheels. And an MG2 motor shaft of the MG2 motor is in driving connection with the wheels. Through the technical scheme provided by the invention, the problems of dragging noise and vibration generated by mechanical elements when a traditional planet row configuration in the related technology is in a non-working state can be solved, and the NVH problem is obviously reduced.

Description

Technical Field

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

[0002] With the global energy crisis and growing awareness of environmental protection, hybrid drive systems have been widely used and rapidly developed in the automotive industry. Compared to traditional fuel vehicles, hybrid vehicles, by combining an internal combustion engine (ICE) and an electric motor (MG) powertrain, can significantly improve fuel efficiency, reduce harmful emissions, and provide a smoother and quieter driving experience. The core of hybrid drive systems lies in the ability to flexibly switch between electric drive, internal combustion engine drive, or a combination of the two to adapt to different driving conditions, achieving the dual goals of energy conservation and emission reduction while maintaining high power performance. In this field, planetary gear mechanisms, due to their efficient energy conversion and distribution capabilities, have become a common key component in hybrid drive systems.

[0003] In the related art, a single planetary gear configuration is the most common power distribution and transmission device in traditional hybrid drive systems. Its design includes three main components: a sun gear, planetary gears (including planetary gears and a planetary carrier), and a ring gear. Power distribution and regulation are typically achieved through the speed and torque relationship between these three components. In a typical configuration, the sun gear is connected to the electric motor, the planetary carrier is connected to the internal combustion engine, and the ring gear is connected to the wheels or another electric motor. By controlling the connection and disconnection between these components, the system can achieve drive from the engine, the electric motor, or a combination of the two, as well as switch between different drive modes. The implementation of this configuration relies on the opening and closing states of specific brakes and clutches to regulate power flow and energy conversion efficiency.

[0004] However, when the vehicle is in pure electric mode, even some components that are not directly involved in power transmission, such as planetary gears, will rotate with the engine or other components, generating unnecessary NVH (Noise, Vibration, and Harshness), affecting the driver's comfort experience. Summary of the Invention

[0005] The present invention provides a hybrid drive device and a vehicle to solve the problem of drag noise and vibration generated by mechanical components of a conventional planetary gear configuration in a non-working state in the related art, thereby significantly reducing NVH.

[0006] According to one aspect of the present invention, a hybrid power drive device is provided, which includes an engine, an MG1 motor, an MG2 motor, a planetary gear mechanism, a B1 brake, a C1 clutch, and a C2 clutch; the planetary gear mechanism is arranged between the engine and the MG1 motor, the engine is connected to the planetary carrier of the planetary gear mechanism, and the MG1 motor shaft of the MG1 motor is connected to the sun gear of the planetary gear mechanism; the C2 clutch can control the connection relationship between the ring gear and the sun gear of the planetary gear mechanism, the B1 brake can brake or release the ring gear, and the C1 clutch can control the connection relationship between the ring gear and the wheel; the MG2 motor shaft of the MG2 motor is drivingly connected to the wheel.

[0007] Furthermore, the hybrid drive device also includes a control module, which can detect driving needs and distribute the output power of the engine to the MG1 motor and wheels through the planetary gear mechanism according to the detection result.

[0008] Furthermore, the control module adjusts operating parameters of the MG1 motor and / or the MG2 motor according to the detection result.

[0009] Furthermore, the hybrid drive device also includes an engine-driven intermediate shaft, the ring gear can be drivingly connected to the engine-driven intermediate shaft, the C1 clutch can control the connection relationship between the ring gear and the engine-driven intermediate shaft, and the engine-driven intermediate shaft is drivingly connected to the wheels.

[0010] Furthermore, the hybrid drive device also includes a ring gear output driving gear and a ring gear output driven gear, the ring gear output driving gear is arranged on the ring gear, and the ring gear output driving gear is meshed with the ring gear output driven gear; the C1 clutch includes a clutch hub and a clutch coupling gear sleeve, the clutch hub is arranged on the engine drive intermediate shaft, the ring gear output driven gear is provided with coupling teeth, and the clutch coupling gear sleeve can engage or disengage with the coupling teeth.

[0011] Furthermore, the hybrid drive device also includes an engine main reduction driving gear, a main reduction driven gear and a differential. The engine main reduction driving gear is arranged on the engine drive intermediate shaft, the engine main reduction driving gear is meshed with the main reduction driven gear, the main reduction driven gear is connected to the differential drive, and the differential is connected to the wheel drive.

[0012] Furthermore, the hybrid drive device further includes a motor intermediate shaft, and the MG2 motor shaft of the MG2 motor is drivingly connected to the wheels via the motor intermediate shaft.

[0013] Furthermore, the engine drive intermediate shaft and the motor intermediate shaft are separately arranged and parallel to each other; or, the engine drive intermediate shaft and the motor intermediate shaft are coaxially arranged and integrally formed.

[0014] Furthermore, the hybrid drive device also includes an output driving gear, an output driven gear, a main reduction driving gear, a main reduction driven gear and a differential. The output driving gear is arranged on the MG2 motor shaft of the MG2 motor, the output driven gear and the main reduction driving gear are arranged on the motor intermediate shaft, the output driving gear is meshed with the output driven gear, the main reduction driving gear is meshed with the main reduction driven gear, the main reduction driven gear is drive-connected to the differential, and the differential is drive-connected to the wheels.

[0015] Furthermore, the hybrid drive device also includes a torsional vibration damper and an engine input shaft, the engine is connected to the engine input shaft through the torsional vibration damper, and the engine input shaft is connected to the planetary carrier; the MG1 motor shaft is coaxially arranged with the engine input shaft, and the MG1 motor shaft is arranged parallel to the MG2 motor shaft of the MG2 motor.

[0016] According to another aspect of the present invention, a vehicle is provided. The vehicle includes a hybrid power drive device, and the hybrid power drive device is the hybrid power drive device provided above.

[0017] The technical solution of this invention addresses the problem of significantly reducing NVH (Non-Volatile Heating) caused by the drag noise and vibration generated by mechanical components in the non-operating state of conventional single planetary gear sets. The coordination of the C1 clutch, C2 clutch, and B1 brake effectively isolates the non-operating components of the planetary gear mechanism, significantly improving the vehicle's NVH performance in pure electric mode. A detailed analysis is as follows:

[0018] 1) In pure electric mode, the C1 clutch disengages, effectively isolating the direct mechanical connection between the ring gear and the wheels. This disconnected state reduces drag noise and vibration caused by the passive rotation of the ring gear and other non-working components directly or indirectly connected to the engine. Since the engine is not operating in pure electric mode, the disconnection of the C1 clutch avoids unnecessary NVH issues caused by the planetary gear set as part of the overall powertrain, significantly improving driving smoothness and quietness. At the same time, because the C1 clutch is disconnected, the planetary gear mechanism will not rotate, effectively reducing drag torque, improving system efficiency, and increasing the product's pure electric range.

[0019] 2) The C2 clutch controls the connection between the planetary gear mechanism's ring gear and the sun gear (i.e., the MG1 motor shaft of the MG1 motor). The B1 brake applies a brake to the ring gear in pure electric mode, physically preventing its rotation. In extended-range operation, the C1 clutch disengages. Different power generation modes are achieved by engaging the B1 brake and C2 clutch, enabling two different speed ratio extended-range modes to meet the diverse needs of the vehicle.

[0020] 3) Further, through the coordinated operation of the C1 clutch, C2 clutch, and B1 brake, power splitting and constant-speed direct drive are achieved. This control strategy not only improves NVH performance but also optimizes overall energy conversion efficiency, extending the vehicle's range and enhancing its power performance.

[0021] In summary, by optimizing the connection and disconnection mechanisms within the hybrid drive unit, especially through the coordinated action of the C1 clutch, C2 clutch, and B1 brake, the NVH problem caused by non-working components in the traditional single planetary gear configuration in pure electric mode is effectively resolved, providing drivers with a smoother and quieter driving experience, optimizing energy utilization efficiency in pure electric mode, and increasing product range, reducing fuel consumption, and improving product power performance. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] The accompanying drawings, which constitute part of this application, are intended to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are intended to explain the present invention and do not constitute an undue limitation of the present invention. In the accompanying drawings:

[0023] Figure 1 A schematic diagram of a hybrid driving device provided according to an embodiment of the present invention is shown;

[0024] Figure 2 An exploded view of a hybrid driving device according to an embodiment of the present invention is shown;

[0025] Figure 3 A schematic diagram of a pure electric driving mode of a hybrid driving device provided in an embodiment of the present invention is shown;

[0026] Figure 4 A schematic diagram of a low speed ratio range extension mode of a hybrid drive device provided in an embodiment of the present invention is shown;

[0027] Figure 5 A schematic diagram of a high-speed ratio range-extending mode of a hybrid drive device provided in an embodiment of the present invention is shown;

[0028] Figure 6 A schematic diagram of a constant speed ratio direct drive mode of a hybrid drive device provided by an embodiment of the present invention is shown;

[0029] Figure 7 A schematic diagram of a continuously variable speed driving mode of a hybrid driving device provided in an embodiment of the present invention is shown;

[0030] Figure 8 A schematic diagram showing a hybrid drive device according to an embodiment of the present invention in which an engine drive intermediate shaft and a motor intermediate shaft are coaxially arranged and integrally formed;

[0031] Figure 9 A schematic diagram showing replacement of other types of clutches in a hybrid drive device provided by an embodiment of the present invention is shown;

[0032] Figure 10 Another schematic diagram showing replacement of other types of clutches in a hybrid drive device provided by an embodiment of the present invention is shown;

[0033] Figure 11 A schematic diagram of a longitudinal front-wheel drive of a hybrid drive device provided in an embodiment of the present invention is shown;

[0034] Figure 12 A schematic diagram of a longitudinal rear-wheel drive hybrid drive device provided according to an embodiment of the present invention is shown.

[0035] The above drawings include the following reference numerals:

[0036] 1. Engine; 2. Torsional vibration damper; 3. Engine input shaft; 4. Planetary carrier; 5. B1 brake; 6. Planetary gear mechanism; 7. C2 clutch; 8. MG1 motor; 9. Ring gear output driven gear; 10. MG2 motor;

[0037] 11. Output driving gear; 12. Output driven gear; 13. Motor intermediate shaft; 14. Differential; 15. Main reduction driven gear; 16. Engine main reduction driving gear; 17. Engine drive intermediate shaft; 18. Clutch hub; 19. Clutch coupling sleeve;

[0038] 20. Main reduction driving gear;

[0039] 30. C1 clutch;

[0040] 51. Steel plate; 52. Clutch plate;

[0041] 61. Ring gear; 62. Planetary gear; 63. Sun gear;

[0042] 81, MG1 motor shaft;

[0043] 92. Combined teeth. DETAILED DESCRIPTION

[0044] The following will be combined with the accompanying drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the embodiments described are only part of the embodiments of the present invention, not all of the embodiments. The following description of at least one exemplary embodiment is actually only illustrative and is in no way intended to limit the present invention and its application or use. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0045] like Figures 1 to 7 As shown, an embodiment of the present invention provides a hybrid drive device, which includes an engine 1, an MG1 motor 8, an MG2 motor 10, a planetary gear mechanism 6, a B1 brake 5, a C1 clutch 30, and a C2 clutch 7. The planetary gear mechanism 6 is arranged between the engine 1 and the MG1 motor 8. The engine 1 is connected to the planetary carrier 4 of the planetary gear mechanism 6, and the MG1 motor shaft 81 of the MG1 motor is connected to the sun gear 63 of the planetary gear mechanism 6. The C2 clutch 7 can control the connection between the ring gear 61 and the sun gear 63 of the planetary gear mechanism 6. The B1 brake 5 can brake or release the ring gear 61. The C1 clutch 30 can control the connection between the ring gear 61 and the wheels. The MG2 motor shaft of the MG2 motor 10 is drivingly connected to the wheels.

[0046] The hybrid drive system provided in this embodiment addresses the related art issue of significantly reducing NVH, caused by the drag noise and vibration generated by mechanical components in the non-operating state of conventional single planetary gear sets. The coordination of the C1 clutch 30, C2 clutch 7, and B1 brake 5 effectively isolates the non-operating components of the planetary gear mechanism 6, significantly improving the vehicle's NVH performance in pure electric mode. A detailed analysis is as follows:

[0047] 1) In pure electric mode, the C1 clutch 30 is disengaged, effectively isolating the direct mechanical connection between the ring gear 61 and the wheels. This disconnected state reduces drag noise and vibration caused by the passive rotation of the ring gear and other non-operating components directly or indirectly connected to the engine. Since the engine is not operating in pure electric mode, the disconnection of the C1 clutch 30 avoids unnecessary NVH issues caused by the planetary gear set as part of the overall powertrain, significantly improving driving smoothness and quietness. At the same time, because the C1 clutch is disconnected, the planetary gear mechanism does not rotate, effectively reducing drag torque, improving system efficiency, and increasing the product's pure electric range.

[0048] 2) C2 clutch 7 controls the connection between the ring gear 61 of the planetary gear mechanism 6 and the sun gear 63 (i.e., the MG1 motor shaft 81 of the MG1 motor). In pure electric mode, B1 brake 5 brakes the ring gear 61, physically preventing its rotation. In range-extended operation, the C1 clutch is disengaged. Different power generation modes are achieved by using the B1 brake and C2 clutch in different modes, thereby enabling two different range-extended modes with different speed ratios to meet the diverse needs of the vehicle.

[0049] 3) Further, through the coordinated operation of the C1 clutch 30, C2 clutch 7, and B1 brake, power splitting and constant-speed direct drive are achieved. This control strategy not only improves NVH performance but also optimizes overall energy conversion efficiency, extending the vehicle's range and enhancing its power performance.

[0050] In summary, by optimizing the connection and disconnection mechanism within the hybrid drive unit, and in particular through the coordinated action of the C1 clutch 30, the C2 clutch 7, and the B1 brake 5, the NVH problem caused by the non-working components of the traditional single planetary gear configuration in pure electric mode is effectively solved, providing the driver with a smoother and quieter driving experience, optimizing the energy utilization efficiency in pure electric mode, and improving the product's cruising range, reducing fuel consumption, and enhancing the product's power performance.

[0051] It should be noted that the hybrid drive device can realize the following working modes:

[0052] 1) Pure electric driving mode (EV Mode):

[0053] In this mode, the engine is not working, and the C1 clutch 30, C2 clutch 7 and B1 brake 5 are all in a disconnected state to reduce drag torque and NVH problems, ensuring that the MG2 motor 10 can independently drive the wheels and provide a quiet and smooth driving experience.

[0054] 2) Extended Range Mode (EREV Mode):

[0055] This mode operates in two speed ratios: high and low. When the engine is required to power the MG1 motor for series power generation, the C2 clutch 7 and B1 brake 5 can be controlled to selectively connect the engine and MG1 motor, achieving extended-range operation at a specific speed ratio to accommodate varying load requirements.

[0056] In high-speed range-extended mode, specific control is used to achieve a speed ratio of (a+1):1 between the MG1 motor and the engine, suitable for power generation under heavy loads. In low-speed range-extended mode, the speed ratio of the MG1 motor and the engine remains at 1:1, suitable for light-load power generation and engine starting.

[0057] In the high-speed range-extending mode, the C1 clutch 30 and the C2 clutch 7 are both in the disengaged state, and the B1 brake 5 is in the engaged state. In the low-speed range-extending mode, the C2 clutch 7 is in the engaged state, and the C1 clutch 30 and the B1 brake 5 are in the disengaged state.

[0058] 3) Direct Drive Mode:

[0059] When the vehicle needs to travel at high speed, the engine can be directly connected to the wheels to achieve efficient direct drive. At this time, the C1 clutch 30 and the C2 clutch 7 are both in the closed state, and the B1 brake is in the open state to ensure a direct power transmission path.

[0060] The engine transmits power directly to the wheels through planetary carrier 4, while the MG1 motor and MG2 motor participate in auxiliary drive or energy recovery as needed, providing additional torque support or optimizing energy utilization efficiency.

[0061] 4) Continuously Variable Speed ​​Drive Mode (CVT Mode):

[0062] In this mode, power transmission between the engine and MG1 motor is continuously adjustable to accommodate changing urban driving conditions, providing improved fuel economy and drivability, particularly at low battery SOC. In this mode, C1 clutch 30 is engaged, while C2 clutch 7 and B1 brake 5 are disengaged.

[0063] Transitions between all operating modes are intelligently managed by an advanced electronic control unit (ECU), based on information such as vehicle driving status, battery charge, and real-time engine and motor performance. The ECU controls the opening and closing of the C1 clutch 30 and C2 clutch 7, as well as the operation of the B1 brake, ensuring efficient powertrain operation in the most appropriate mode while maintaining vehicle stability and quietness, resulting in an optimal driving experience and fuel-saving emissions reductions.

[0064] By introducing additional control components and optimizing the operating mode logic, the shortcomings of the traditional single planetary gear configuration in generating drag noise and vibration when the components are not in operation are compensated, and the flexibility and NVH performance of hybrid vehicles under different driving conditions are enhanced.

[0065] Specifically, the hybrid drive system also includes a control module that detects driving demand and, based on the detection results, distributes the output power of engine 1 to MG1 motor 8 and the wheels via planetary gear mechanism 6. This control module enables real-time monitoring and analysis of the driver's driving demands, including but not limited to vehicle speed, acceleration, battery state of charge (SOC), and driver input to the accelerator and brake pedals. Based on this information, the control module dynamically adjusts energy distribution between engine 1, MG1 motor 8, and planetary gear mechanism 6, achieving efficient and flexible power management.

[0066] As driving demands change, the control module calculates the most appropriate power distribution scheme. For example, in pure electric mode, the control module disables engine 1 and disengages C1 clutch 30, C2 clutch 7, and brake B1 to reduce drag torque and NVH, allowing MG2 motor 10 to independently drive the vehicle. This structure enables the control module to intelligently adjust the operating modes of the engine and motor based on driving demands and battery status, ensuring optimal energy efficiency under all operating conditions.

[0067] Specifically, the control module adjusts the operating parameters of the MG1 motor 8 and / or the MG2 motor 10 according to the detection results. The control module can accurately adjust the operating parameters of the MG1 motor 8 and the MG2 motor 10, such as speed, torque, current, etc.

[0068] The control module receives data from various vehicle sensors, such as the pedal position sensor (which monitors accelerator and brake application), vehicle speed sensor, gyroscope (which monitors vehicle cornering and tilt), and battery management system (which monitors the battery's state of charge). Using this data, the control module determines the current driving mode requirements (such as acceleration, deceleration, climbing, cruising, or parking) and whether the battery charge is sufficient to support pure electric drive.

[0069] Once driving demand is identified, the control module calculates the most appropriate engine operating point and motor power requirements. For example, in variable urban driving conditions, if the battery charge is low, the control module selects continuously variable transmission (CVT) mode, adjusting power distribution between the engine and MG1 motor via the planetary gearshift to achieve optimal fuel economy and driving experience. Specifically, when the battery SOC is low and driving conditions fluctuate frequently, the control module directs the C1 clutch 30 to close. Based on this, the control module dynamically adjusts the power generation of the MG1 motor and the output power of the MG2 motor according to driving demand, ensuring the engine operates at its most efficient state while meeting the vehicle's acceleration and speed requirements, achieving optimal fuel economy and driving performance.

[0070] In this embodiment, the hybrid drive device further includes an engine driven intermediate shaft 17, the ring gear 61 can be driven and connected to the engine driven intermediate shaft 17, the C1 clutch 30 can control the connection relationship between the ring gear 61 and the engine driven intermediate shaft 17, and the engine driven intermediate shaft 17 is driven and connected to the wheels.

[0071] After the engine-driven intermediate shaft 17 is introduced, when the vehicle needs the engine to directly provide high-efficiency power under conditions such as high-speed cruising, the C1 clutch 30 can be closed to directly establish a drive connection between the engine and the wheels, avoiding energy loss through multiple conversion links and significantly improving the efficiency of power transmission.

[0072] In addition, the setting of the engine-driven intermediate shaft 17, combined with the control of the C1 clutch 30, enables the hybrid system to flexibly switch between engine direct drive, pure electric drive, extended-range mode and continuously variable drive modes, meeting the needs of different driving scenarios and improving the adaptability and flexibility of the vehicle.

[0073] like Figure 1 As shown, the hybrid drive device also includes a ring gear output driving gear and a ring gear output driven gear 9. The ring gear output driving gear is arranged on the ring gear 61, and the ring gear output driving gear is engaged with the ring gear output driven gear 9; the C1 clutch 30 includes a clutch hub 18 and a clutch coupling gear sleeve 19. The clutch hub 18 is arranged on the engine drive intermediate shaft 17, and the ring gear output driven gear 9 is provided with a coupling tooth 92. The clutch coupling gear sleeve 19 can engage or disengage with the coupling tooth 92.

[0074] The ring gear output driving gear is mounted directly on the planetary gear mechanism's ring gear 61. Ring gear 61 transmits rotational power to its meshing ring gear output driven gear 9. Ring gear output driven gear 9 is equipped with coupling teeth 92 for establishing and disconnecting mechanical connection with the clutch coupling sleeve 19 in the C1 clutch 30. This design ensures direct and smooth power transmission from the planetary gear mechanism to the engine drive intermediate shaft 17.

[0075] The clutch hub 18 is fixed to the engine-driven intermediate shaft 17, and the clutch coupling gear sleeve 19 can engage or disengage with the coupling gear 92 on the ring gear output driven gear 9. When the C1 clutch 30 is closed (the clutch coupling gear sleeve 19 engages with the coupling gear 92), a rigid connection is established between the engine-driven intermediate shaft 17 and the ring gear output driven gear 9, allowing engine power to be transmitted directly through the engine-driven intermediate shaft 17 to the final reduction gear and wheels. When the C1 clutch 30 is open (the clutch coupling gear sleeve 19 disengages from the coupling gear 92), the connection between the engine power and the engine-driven intermediate shaft 17 is severed. At this point, the MG2 motor can independently drive the wheels, or the engine can indirectly participate in the drive through the generator, achieving pure electric or extended-range mode.

[0076] like Figure 1 As shown, the hybrid drive device also includes an engine main reduction driving gear 16, a main reduction driven gear 15 and a differential 14. The engine main reduction driving gear 16 is arranged on an engine drive intermediate shaft 17. The engine main reduction driving gear 16 is meshed with the main reduction driven gear 15. The main reduction driven gear 15 is driven and connected to the differential 14, and the differential 14 is driven and connected to the wheels.

[0077] The hybrid drive system integrates the engine's main reduction driving gear 16, the main reduction driven gear 15, the differential 14, and the engine-driven intermediate shaft 17, together creating a direct and efficient drive path from the engine to the wheels. The specific transmission process and mechanism are as follows:

[0078] Engine 1 transmits power to planetary carrier 4 via its output shaft, marking the initial stage of power transmission. Planetary gears 62 in planetary gear mechanism 6 act as a power distributor, transferring part of the power transmitted by the engine to sun gear 63 for driving MG1 motor; at the same time, the remaining power is transmitted to ring gear 61, preparing to enter the direct drive path. When the C1 clutch 30 is closed, the clutch coupling gear sleeve 19 engages with the coupling teeth 92 on the ring gear output driven gear 9, establishing a mechanical connection between the ring gear 61 and the engine drive intermediate shaft 17. The engine main reduction driving gear 16 on the engine drive intermediate shaft 17 is then activated and engages with the main reduction driven gear 15, beginning the initial power reduction and torque increase process. The main reduction driven gear 15 receives the power transmitted by the intermediate shaft and engages with it, performing the first power reduction to adapt to the torque and speed range required by the wheels. After being decelerated by the final drive driven gear 15, the power is transferred to the differential 14. Based on the real-time speed difference between the left and right wheels, the differential 14 intelligently distributes torque to both wheels, ensuring vehicle stability and safety during cornering and other non-straight driving conditions. Ultimately, the power is transmitted to the wheels through the differential 14, completing the complete power transmission process from engine to wheel and achieving efficient power transfer in direct drive mode.

[0079] In this embodiment, the hybrid drive apparatus further includes a motor intermediate shaft 13, through which the MG2 motor shaft of the MG2 motor 10 is drivingly connected to the wheels. The motor intermediate shaft 13 provides an independent power transmission path from the MG2 motor 10 to the wheels. This means that even when the engine is not operating or disconnected from the powertrain, the vehicle can still be driven by the MG2 motor, increasing the vehicle's driving flexibility and reliability.

[0080] Furthermore, through the motor intermediate shaft 13, the MG2 motor can independently manage energy according to driving needs and battery status, such as providing drive in pure electric mode, assisting the engine in extended-range mode, or acting as a generator during energy recovery, thereby improving the energy efficiency and economy of the entire power system.

[0081] In this embodiment, the engine driving intermediate shaft 17 and the motor intermediate shaft 13 are separately provided and parallel to each other.

[0082] The advantages of having the engine-driven intermediate shaft 17 and the electric motor intermediate shaft 13 arranged separately and in parallel are as follows: 1. The separate, parallel arrangement allows for independent operation of the engine-driven and electric motor-driven paths. This means the vehicle can more flexibly switch between pure electric, direct engine drive, and a combination of both modes to meet diverse driving needs and operating conditions. 2. When the shafts are separated, starting and stopping the electric motor does not directly affect the engine and its drive circuit. Similarly, the engine's operating status does not interfere with the operation of the electric motor, which improves the vehicle's ride comfort and stability in hybrid drive mode. 3. The separate shaft design reduces vibration propagation within the powertrain, especially in low-load or pure electric mode, effectively reducing noise, vibration, and harshness, providing a more comfortable driving experience. 4. If the intermediate shafts are separated, if one shaft or related component fails, repair or replacement will not affect the function of the other shaft, improving maintenance efficiency and reducing repair costs. 5. The parallel, split design facilitates future technology upgrades or the addition of additional modules, such as additional electric motors or battery packs, without requiring major modifications to the existing transmission structure.

[0083] like Figure 8 As shown, in other embodiments, the engine drive intermediate shaft 17 and the motor intermediate shaft 13 can be coaxially arranged and integrally formed.

[0084] Advantages of the coaxial, integrated molding of the engine drive intermediate shaft 17 and the motor intermediate shaft 13: 1. When the two intermediate shafts are designed as one, the power transmission path is direct and short, which reduces the power loss during transmission and improves the efficiency of the overall transmission system. 2. The coaxial design reduces the number of transmission parts, helps reduce the weight of the vehicle, and also saves space in the engine compartment, which is especially important for modern vehicles that pursue lightweight and compact designs. 3. The minimization of parts reduces production costs and assembly complexity, while reducing potential manufacturing defects and improving the cost-effectiveness of the entire vehicle. 4. Coaxial, integrated molding makes the entire power system more compact and easy to install and adapt in various models, especially for small vehicles with limited space.

[0085] like Figure 1 As shown, in this embodiment, the hybrid drive device further includes an output driving gear 11, an output driven gear 12, a main reduction driving gear 20, a main reduction driven gear 15 and a differential 14. The output driving gear 11 is arranged on the MG2 motor shaft of the MG2 motor 10, the output driven gear 12 and the main reduction driving gear 20 are arranged on the motor intermediate shaft 13, the output driving gear 11 is meshed with the output driven gear 12, the main reduction driving gear 20 is meshed with the main reduction driven gear 15, the main reduction driven gear 15 is drivingly connected to the differential 14, and the differential 14 is drivingly connected to the wheels.

[0086] The MG2 motor shaft of the MG2 motor 10 is directly connected to the output drive gear 11. When the MG2 motor is in operation, its output power is first transmitted through the output drive gear 11. The output drive gear 11 meshes with the output driven gear 12, located on the motor intermediate shaft 13, forming a first-stage reduction transmission. This process converts the high-speed, low-torque output of the MG2 motor into low-speed, high-torque power suitable for driving the wheels. The main reduction drive gear 20, also located on the motor intermediate shaft 13, is coaxial with the output driven gear 12. The main reduction drive gear 20 further meshes with the main reduction driven gear 15 for a second stage of reduction, further increasing torque to meet the driving requirements of the wheels. After two stages of reduction, the power is ultimately transmitted to the differential 14. The differential 14 intelligently adjusts the torque distribution between the left and right wheels based on the vehicle's driving state and road conditions, ensuring excellent vehicle stability and handling during cornering and on various road conditions. The differential 14 is directly connected to the wheels, transmitting the reduced and torque-distributed power to the wheels, propelling the vehicle forward.

[0087] In this embodiment, the hybrid drive device further includes a torsional vibration damper 2 and an engine input shaft 3 . The engine 1 is connected to the engine input shaft 3 via the torsional vibration damper 2 , and the engine input shaft 3 is connected to the planet carrier 4 .

[0088] One of the primary functions of the torsional vibration damper 2 is to absorb and attenuate the vibrations and shocks generated by the combustion process during engine 1 operation. If untreated, these vibrations can be transmitted through the drivetrain to the vehicle body, causing increased noise, vibration, and ride discomfort. Through its internal spring and damping mechanism, the torsional vibration damper 2 balances fluctuations in power transmission, ensuring smooth power transfer from the engine to the drivetrain, particularly to the planetary carrier 4. This improves the smoothness of the entire powertrain and driving experience. This reduces the stress on internal components of the drivetrain caused by vibration, helping to extend the service life of the engine 1, the engine input shaft 3, the planetary carrier 4, and other related transmission components. Stable torque transmission reduces unnecessary power loss, thereby improving the vehicle's fuel economy and overall power performance.

[0089] The engine input shaft 3 serves as a bridging mechanism, receiving the power output from the engine 1 and, through the buffering and regulation of the torsional vibration damper 2, transmitting the power to the planetary carrier 4 for further distribution to different power paths. The engine input shaft 3 is a key component connecting the engine 1 and the planetary gear mechanism. Through its connection to the planetary carrier 4, the engine's power is distributed to various actuators in different drive modes, such as the MG1 motor and wheels. The design of the engine input shaft 3 makes it the core of power path conversion. In different operating modes, a smooth transition from engine drive to electric motor drive can be achieved by controlling the connection method with other components, such as the connection to the planetary carrier 4. Through precise design and configuration, the engine input shaft 3 can reduce friction and loss during power transmission, thereby improving the overall transmission efficiency and response speed of the power system.

[0090] The MG1 motor shaft 81 of the MG1 motor is coaxially arranged with the engine input shaft 3 , and the MG1 motor shaft 81 of the MG1 motor is arranged in parallel with the MG2 motor shaft of the MG2 motor 10 .

[0091] The coaxial arrangement reduces the physical distance between the MG1 motor and the engine, making the powertrain more compact and providing greater flexibility in vehicle design, especially in small and compact vehicles. This also potentially reduces the vehicle's overall weight and improves fuel efficiency. The parallel arrangement ensures that the MG1 and MG2 motors do not interfere with each other, enabling efficient layout even in a tight engine compartment, while retaining the ability to operate them independently.

[0092] Furthermore, the coaxial configuration eliminates an additional transmission link, reducing energy losses during power transmission and improving the efficiency of the MG1 motor's linkage with the engine when used as a generator or auxiliary drive. The parallel configuration reduces the complexity and losses of the MG2 motor when transmitting power to the wheels, enabling a more direct and efficient delivery of driving force, especially in pure electric or high-power demand modes.

[0093] In this embodiment, the clutch plate 52 of the B1 brake 5 is connected to the ring gear 61 of the planetary gear mechanism 6 , and the steel plate 51 of the B1 brake 5 is connected to the clutch hub and the housing.

[0094] To facilitate understanding of the continuously variable transmission drive mode (CVT Mode), the following is an explanation based on the specific drive mode:

[0095] In this mode, B1 brake 5 is disengaged, clutch sleeve 19 engages tooth 92 on output driven ring gear 9, and engine 1 outputs power, passing through torsional vibration damper 2 and input to planetary carrier 4. The power then passes through planetary gears 62, distributing it to two paths.

[0096] Path 1: The planetary gear 62 transmits power to the sun gear 63, which outputs it to the MG1 motor 8 and converts it into electrical energy.

[0097] Path 2: The planetary gear 62 transmits power to the ring gear 61, which outputs torque and speed, and finally reaches the wheel end through transmission.

[0098] In this working mode, the torque / speed control module (control module) distributes the engine power through the planetary gearbox according to the user's driving needs to meet the speed and torque requirements of the vehicle.

[0099] Because the hybrid drive system has two degrees of freedom and three input / output nodes, the three input / output nodes are: the engine, MG2 motor 10, and ring gear 61 (the speeds of the ring gear, differential, and MG2 motor are in a fixed proportional relationship). The engine and MG2 motor (ring gear / rear axle) can be selected as two independent nodes. Based on the driver's speed and torque requirements, the engine is operated at the optimal operating point, achieving optimal engine and drivetrain efficiency. For details, refer to the following formula:

[0100]

[0101] Among them, N0 is the vehicle speed, which is a known quantity. By controlling the engine speed N I Variable, you can get N A and N B , expressed as the speed of the two motors.

[0102]

[0103] In the system, T0 is the target (intention) of vehicle driving acceleration, which is a known quantity. By controlling the engine torque T I Variable, N I , N0 is derived as a known quantity, and T is obtained A and T B , expressed as the torque of the two motors.

[0104] like Figures 9 to 12As shown, it should be noted that the clutch type can be replaced with: electromagnetic dog clutch, hydraulic dog clutch, mechanical dry clutch, hydraulically controlled shift fork clutch, motor-controlled shift fork clutch and other disconnection mechanisms according to the function and layout requirements to achieve equivalent disconnection and connection functions. The clutch layout position can be arranged inside the motor, outside the motor, or on the reduction mechanism path according to the layout structure to achieve equivalent transmission paths and system functions. The layout position of the motor and clutch can adjust the position of the drive motor, planetary gear structure, and generator according to the function and layout requirements to achieve equivalent system functions and principles. The torsional vibration damper can be replaced with a hydraulic vibration damper, dual-mass flywheel, torque limiter, driven plate vibration damper and other vibration damping mechanisms according to system requirements.

[0105] Another embodiment of the present invention provides a vehicle comprising a hybrid drive unit, wherein the hybrid drive unit is the hybrid drive unit described above. Therefore, this vehicle also addresses the related art issue of reducing NVH, caused by the drag noise and vibration generated by mechanical components in a conventional single planetary gear set configuration when not in operation. The coordination of the C1 clutch 30, the C2 clutch 7, and the B1 brake 5 effectively isolates the non-operating components of the planetary gear mechanism 6, significantly improving the vehicle's NVH performance in pure electric mode.

[0106] The device provided by the embodiment has the following beneficial effects:

[0107] 1) A planetary gear structure with a brake is combined with two clutches to achieve a variety of operating modes, including continuously variable speed drive mode, generator low speed ratio range extension mode, generator high speed ratio range extension mode, and fixed speed ratio engine direct drive. It is suitable for the powertrain system of passenger hybrid vehicles, especially plug-in hybrid systems.

[0108] 2) Compared to traditional single-planetary gearbox configurations, this system enables high-speed, pure electric drive operation, improving driving comfort when the battery is fully charged. (Clutch disengagement reduces the number of idling gears, improving NVH performance.)

[0109] 3) Compared with the traditional external meshing gear configuration, the engine and generator can be steplessly regulated in the continuously variable drive mode, achieving better vehicle fuel economy.

[0110] 4) Ease of system expansion and adaptability: The clutch type, layout, and motor and planetary gearbox layout can be adjusted to meet specific needs, enabling the realization of different powertrain configurations without changing the fundamental principles. This allows the system to better adapt to the needs of different vehicle models and markets, including but not limited to longitudinal front-wheel drive and longitudinal rear-wheel drive vehicles, as well as new powertrain architectures that may emerge in the future.

[0111] It should be noted that the terms used herein are only for describing specific embodiments and are not intended to limit the exemplary embodiments according to the present application. As used herein, unless the context clearly indicates otherwise, the singular form is also intended to include the plural form. In addition, it should be understood that when the terms "comprise" and / or "include" are used in this specification, they indicate the presence of features, steps, operations, devices, components and / or combinations thereof.

[0112] Unless otherwise specifically stated, the relative arrangement of the parts and steps, numerical expressions and numerical values ​​set forth in these embodiments do not limit the scope of the present invention. At the same time, it should be understood that, for ease of description, the sizes of the various parts shown in the accompanying drawings are not drawn according to actual proportional relationships. The technology, methods and equipment known to those of ordinary skill in the relevant art may not be discussed in detail, but in appropriate cases, the technology, methods and equipment should be considered as a part of the specification. In all examples shown and discussed here, any specific value should be interpreted as being merely exemplary, rather than as a limitation. Therefore, other examples of the exemplary embodiments may have different values. It should be noted that similar numbers and letters represent similar items in the following drawings, and therefore, once an item is defined in an accompanying drawing, it does not need to be further discussed in subsequent drawings.

[0113] In the description of the present invention, it is to be understood that "plurality" refers to a quantity of two or more than two. The directions or positional relationships indicated by directional words such as "front, back, up, down, left, right", "lateral, vertical, perpendicular, horizontal" and "top, bottom" are usually based on the directions or positional relationships shown in the accompanying drawings. They are only for the convenience of describing the present invention and simplifying the description. Unless otherwise stated, these directional words do not indicate or imply that the devices or elements referred to must have a specific direction or be constructed and operated in a specific direction. Therefore, they cannot be understood as limiting the scope of protection of the present invention. The directional words "inside" and "outside" refer to the inside and outside relative to the outline of each component itself.

[0114] For ease of description, spatially relative terms such as "above", "above", "on the upper surface of", "above", etc. may be used herein to describe the spatial positional relationship of a device or feature to other devices or features as shown in the figures. It should be understood that spatially relative terms are intended to include different orientations of the device in use or operation in addition to the orientation described in the figures. For example, if the device in the drawings is inverted, the device described as "above other devices or structures" or "above other devices or structures" will be positioned as "below other devices or structures" or "below other devices or structures". Thus, the exemplary term "above" can include both "above" and "below". The device can also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatially relative descriptions used here are interpreted accordingly.

[0115] In addition, it should be noted that the use of terms such as "first" and "second" to limit components is only for the convenience of distinguishing the corresponding components. Unless otherwise stated, the above terms have no special meaning and therefore cannot be understood as limiting the scope of protection of the present invention.

[0116] The foregoing description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Those skilled in the art will readily appreciate that various modifications and variations of the present invention are possible. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present invention are intended to be within the scope of protection of the present invention.

Claims

1. A hybrid drive device, characterized in that: The hybrid drive device comprises an engine (1), an MG1 motor (8), an MG2 motor (10), a planetary gear mechanism (6), a B1 brake (5), a C1 clutch (30), and a C2 clutch (7); The planetary gear mechanism (6) is arranged between the engine (1) and the MG1 motor (8), the engine (1) is connected to the planet carrier (4) of the planetary gear mechanism (6), and the MG1 motor shaft (81) of the MG1 motor (8) is connected to the sun gear (63) of the planetary gear mechanism (6); The C2 clutch (7) is capable of controlling the connection between the ring gear (61) of the planetary gear mechanism (6) and the sun gear (63), the B1 brake (5) is capable of braking or releasing the ring gear (61), and the C1 clutch (30) is capable of controlling the connection between the ring gear (61) and the wheels; The MG2 motor shaft of the MG2 motor (10) is drivingly connected to the wheel.

2. The hybrid drive device according to claim 1, characterized in that: The hybrid drive device further comprises a control module, wherein the control module is capable of detecting driving demand and distributing the output power of the engine (1) to the MG1 motor (8) and the wheels via the planetary gear mechanism (6) according to the detection result.

3. The hybrid drive device according to claim 2, characterized in that: The control module adjusts the operating parameters of the MG1 motor (8) and / or the MG2 motor (10) according to the detection result.

4. The hybrid drive device according to claim 1, characterized in that: The hybrid drive device further includes an engine-driven intermediate shaft (17), the ring gear (61) can be drivingly connected to the engine-driven intermediate shaft (17), the C1 clutch (30) can control the connection relationship between the ring gear (61) and the engine-driven intermediate shaft (17), and the engine-driven intermediate shaft (17) is drivingly connected to the wheels.

5. The hybrid drive device according to claim 4, characterized in that: The hybrid drive device further comprises a ring gear output driving gear and a ring gear output driven gear (9), wherein the ring gear output driving gear is arranged on the ring gear (61), and the ring gear output driving gear is meshed with the ring gear output driven gear (9); The C1 clutch (30) includes a clutch hub (18) and a clutch coupling gear sleeve (19), wherein the clutch hub (18) is arranged on an engine drive intermediate shaft (17), the ring gear output driven gear (9) is provided with coupling teeth (92), and the clutch coupling gear sleeve (19) can be engaged with or disengaged from the coupling teeth (92).

6. The hybrid drive device according to claim 4, characterized in that: The hybrid drive device further comprises an engine main reduction driving gear (16), a main reduction driven gear (15) and a differential (14), wherein the engine main reduction driving gear (16) is arranged on the engine drive intermediate shaft (17), the engine main reduction driving gear (16) is meshed with the main reduction driven gear (15), the main reduction driven gear (15) is drivingly connected to the differential (14), and the differential (14) is drivingly connected to the wheels.

7. The hybrid drive device according to claim 4, characterized in that: The hybrid drive device further comprises a motor intermediate shaft (13), and the MG2 motor shaft of the MG2 motor (10) is drivingly connected to the wheels via the motor intermediate shaft (13).

8. The hybrid drive device according to claim 7, characterized in that: The engine drive intermediate shaft (17) and the motor intermediate shaft (13) are separately arranged and parallel to each other; or, The engine drive intermediate shaft (17) and the motor intermediate shaft (13) are coaxially arranged and integrally formed.

9. The hybrid drive device according to claim 7, characterized in that: The hybrid drive device further comprises an output driving gear (11), an output driven gear (12), a main reduction driving gear (20), a main reduction driven gear (15) and a differential (14), wherein the output driving gear (11) is arranged on the MG2 motor shaft of the MG2 motor (10), the output driven gear (12) and the main reduction driving gear (20) are arranged on the motor intermediate shaft (13), the output driving gear (11) is meshed with the output driven gear (12), the main reduction driving gear (20) is meshed with the main reduction driven gear (15), the main reduction driven gear (15) is drivingly connected to the differential (14), and the differential (14) is drivingly connected to the wheels.

10. The hybrid drive device according to any one of claims 1 to 9, characterized in that: The hybrid drive device further comprises a torsional vibration damper (2) and an engine input shaft (3), wherein the engine (1) is connected to the engine input shaft (3) via the torsional vibration damper (2), and the engine input shaft (3) is connected to the planet carrier (4); The MG1 motor shaft (81) is coaxially arranged with the engine input shaft (3), and the MG1 motor shaft (81) is arranged parallel to the MG2 motor shaft of the MG2 motor (10).

11. A vehicle, characterized in that: The vehicle includes a hybrid drive device, and the hybrid drive device is the hybrid drive device according to any one of claims 1 to 10.

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