Hybrid drive device and vehicle

Abstract

The application provides a hybrid power driving device and a vehicle, the hybrid power driving device comprising 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 planetary 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 relationship between a ring gear of the planetary gear mechanism and the sun gear, the B1 brake can brake or release the ring gear, and the C1 clutch can control the connection relationship between the ring gear and a wheel; an MG2 motor shaft of the MG2 motor is drivingly connected with the wheel. Through the technical scheme provided in the application, the drag noise and vibration generated by mechanical elements when the conventional planetary gear mechanism in the related art is in a non-working state can be solved, and the problem of NVH is significantly reduced.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicles, in particular to a hybrid power driving device and a vehicle. BACKGROUND

[0002] With the continuous enhancement of global energy crisis and environmental protection awareness, hybrid power driving devices have been widely applied and rapidly developed in the automobile industry. Compared with traditional fuel vehicles, hybrid vehicles can significantly improve fuel efficiency, reduce harmful emissions, and provide a smoother and quieter driving experience by combining the power systems of internal combustion engines (ICE) and electric motors (MG). The core of the hybrid power driving device is to flexibly switch between electric driving, internal combustion engine driving, or combined driving to adapt to different driving conditions, achieving the dual goals of energy saving and emission reduction and power performance. In this field, planetary gear mechanisms are common key components in hybrid power driving devices due to their high energy conversion and distribution capabilities.

[0003] In related technologies, the single planetary row configuration is the most common power distribution and transmission device in traditional hybrid power driving devices. Its design includes three main components: the sun gear, the planetary gear (including the planetary gear and the planet carrier), and the ring gear, which usually realize power distribution and adjustment through the speed and torque relationship between the three. In a typical configuration, the sun gear is connected to the electric motor, the planet 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 components, the system can realize engine, motor, or combined driving, and switching between different driving modes. The realization of this configuration relies on the opening and closing states of specific brakes and clutches to adjust power flow and energy conversion efficiency.

[0004] However, when the vehicle is in pure electric mode, even if the part of the element such as the planetary gear that is not directly involved in power transmission rotates with the engine or other components, unnecessary NVH (Noise, Vibration, and Harshness) is generated, affecting the comfort experience of the driver. SUMMARY

[0005] The present application provides a hybrid power driving device and a vehicle to solve the problem of drag noise and vibration generated by mechanical elements in the non-working state of the traditional planetary row configuration in related technologies, significantly reducing NVH.

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

[0007] Further, the hybrid drive device further comprises a control module, which can detect a driving demand; the control module can distribute the output power of the engine to the MG1 motor and the wheel through the planetary gear mechanism according to the detection result.

[0008] Further, the control module can adjust the working parameters of the MG1 motor and / or the MG2 motor according to the detection result.

[0009] Further, the hybrid drive device further comprises an engine driving intermediate shaft, the ring gear can be drivingly connected with the engine driving intermediate shaft, the C1 clutch can control the connection relationship between the ring gear and the engine driving intermediate shaft, and the engine driving intermediate shaft is drivingly connected with the wheel.

[0010] Further, the hybrid drive device further comprises 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 is engaged with the ring gear output driven gear; the C1 clutch comprises a clutch gear hub and a clutch engaging gear sleeve, the clutch gear hub is arranged on the engine driving intermediate shaft, the ring gear output driven gear is provided with an engaging tooth, and the clutch engaging gear sleeve can be engaged with or separated from the engaging tooth.

[0011] Further, the hybrid drive device further comprises 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 driving intermediate shaft, the engine main reduction driving gear is engaged with the main reduction driven gear, the main reduction driven gear is drivingly connected with the differential, and the differential is drivingly connected with the wheel.

[0012] Further, the hybrid drive device further comprises a motor intermediate shaft, the MG2 motor shaft of the MG2 motor is drivingly connected with the wheel through the motor intermediate shaft.

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

[0014] Further, the hybrid power driving device further comprises 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 engaged with the output driven gear, the main reduction driving gear is engaged with the main reduction driven gear, the main reduction driven gear is drivingly connected with the differential, and the differential is drivingly connected with the wheels.

[0015] Further, the hybrid power driving device further comprises a torsional damper and an engine input shaft, the engine is connected with the engine input shaft through the torsional damper, the engine input shaft is connected with the planet carrier, the MG1 motor shaft is coaxially arranged with the engine input shaft, and the MG1 motor shaft is arranged in parallel with the MG2 motor shaft of the MG2 motor.

[0016] According to another aspect of the present application, a vehicle is provided, and the vehicle comprises the hybrid power driving device provided above.

[0017] By applying the technical scheme of the present application, the problem of significant reduction of NVH caused by drag noise and vibration of mechanical elements in the traditional single-planet row configuration in a non-working state can be solved. Through cooperation of the C1 clutch, the C2 clutch and the B1 brake, effective isolation of non-working elements in the planetary gear mechanism is realized, and the NVH performance of the vehicle in the pure electric mode is significantly improved. The specific analysis is as follows:

[0018] 1) In the pure electric mode, the C1 clutch is disconnected, and the direct mechanical connection between the ring gear and the wheels is effectively isolated. This disconnected state reduces the drag noise and vibration caused by the passive rotation of the ring gear and other non-working elements directly or indirectly connected with the engine. Since the engine does not work in the pure electric mode, the disconnection of the C1 clutch avoids unnecessary NVH problems caused by the planetary row as part of the entire power chain, thereby significantly improving the smoothness and quietness of driving. At the same time, due to the disconnection of the C1 clutch, the planetary gear mechanism will not rotate, thereby effectively reducing the drag torque, improving system efficiency and improving the pure electric cruising range of the product.

[0019] 2) The C2 clutch can control the connection relationship between the ring gear of the planetary gear mechanism and the sun gear (i.e. the MG1 motor shaft of the MG1 motor). The B1 brake brakes the ring gear in the pure electric mode, thereby physically preventing its rotation. In the range extending working condition, the C1 clutch is disconnected, and at this time, through different modes of the B1 brake and the C2 clutch, different power generation modes can be realized, thereby meeting the requirements of two different speed ratios of the range extending mode and meeting the different requirements of the whole vehicle.

[0020] 3) further through the cooperation of C1 clutch, C2 clutch and B1 brake, power split, constant speed ratio direct drive is realized. This control strategy not only improves the NVH performance, but also optimizes the overall energy conversion efficiency, prolongs the endurance of the automobile, and further improves the dynamic performance of the product.

[0021] In summary, by optimizing the connection and disconnection mechanism inside the hybrid drive device, especially by the synergistic effect of C1 clutch, C2 clutch and B1 brake, the NVH problem caused by non-working elements in the traditional single planetary gear set configuration in pure electric mode is effectively solved, providing a smoother and quieter driving experience for the driver, optimizing the energy utilization efficiency in pure electric mode, and improving the product endurance, reducing fuel consumption, and improving the dynamic performance of the product. BRIEF DESCRIPTION OF DRAWINGS

[0022] The drawings accompanying the specification of this application form a part thereof, serve to provide further understanding of the application, and together with the description, explain the application. The specific embodiments of the application and its description are used to explain the application without imposing undue limitations on the application. In the drawings:

[0023] Figure 1 A schematic diagram of a hybrid drive device according to an embodiment of the application is shown;

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

[0025] Figure 3 A schematic diagram of a hybrid drive device in pure electric drive mode according to an embodiment of the application is shown;

[0026] Figure 4 A schematic diagram of a hybrid drive device in low speed ratio range extending mode according to an embodiment of the application is shown;

[0027] Figure 5 A schematic diagram of a hybrid drive device in high speed ratio range extending mode according to an embodiment of the application is shown;

[0028] Figure 6 A schematic diagram of a hybrid drive device in constant speed ratio direct drive mode according to an embodiment of the application is shown;

[0029] Figure 7 A schematic diagram of a hybrid drive device in stepless variable speed drive mode according to an embodiment of the application is shown;

[0030] Figure 8 A schematic diagram of a hybrid drive device in which the engine drive intermediate shaft and the motor intermediate shaft are coaxial and integrally formed according to an embodiment of the application is shown;

[0031] Figure 9 Fig. 3 shows a schematic diagram of a hybrid drive device provided by an embodiment of the present application, which replaces other types of clutches;

[0032] Figure 10 Fig. 4 shows another schematic diagram of a hybrid drive device provided by an embodiment of the present application, which replaces other types of clutches;

[0033] Figure 11 Fig. 5 shows a schematic diagram of a hybrid drive device provided by an embodiment of the present application, which is a front longitudinal drive;

[0034] Figure 12 Fig. 6 shows a schematic diagram of a hybrid drive device provided by an embodiment of the present application, which is a rear longitudinal drive.

[0035] In the above drawings, the following reference signs are used:

[0036] 1, engine; 2, torsional damper; 3, engine input shaft; 4, 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 sheet; 52, clutch plate;

[0041] 61, ring gear; 62, planetary gear; 63, sun gear;

[0042] 81, MG1 motor shaft;

[0043] 92, coupling teeth. DETAILED DESCRIPTION

[0044] The technical solutions in the embodiments of the present application will be described clearly and completely below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments of the present application. The following description of at least one exemplary embodiment is actually only illustrative, but not as any limitation on the present application and its application or use. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without any creative work, are within the scope of protection of the present application.

[0045] As Figures 1 to 7 shown, the embodiment of the present application provides a hybrid drive device, which 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 with the carrier 4 of the planetary gear mechanism 6, and the MG1 motor shaft 81 of the MG1 motor is connected with the sun gear 63 of the planetary gear mechanism 6. The C2 clutch 7 can control the connection relationship 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, and the C1 clutch 30 can control the connection relationship between the ring gear 61 and the wheel. The MG2 motor shaft of the MG2 motor 10 is drivingly connected with the wheel.

[0046] The hybrid drive device provided by the embodiment can solve the problem of significant reduction of NVH caused by drag noise and vibration of mechanical elements in the non-working state of the conventional single planetary row configuration in the related art. Through the cooperation of the C1 clutch 30, the C2 clutch 7 and the B1 brake 5, the non-working elements in the planetary gear mechanism 6 are effectively isolated, and the NVH performance of the vehicle in the pure electric mode is significantly improved. The specific analysis is as follows:

[0047] 1) In the pure electric mode, the C1 clutch 30 is disconnected, and the direct mechanical connection between the ring gear 61 and the wheel is effectively isolated. This disconnected state reduces the drag noise and vibration caused by the passive rotation of the ring gear and other non-working elements directly or indirectly connected with the engine. Since the engine does not work in the pure electric mode, the disconnection of the C1 clutch 30 avoids unnecessary NVH problems caused by the planetary row as part of the entire power chain, thereby significantly improving the smoothness and quietness of driving. At the same time, due to the disconnection of the C1 clutch, the planetary gear mechanism will not rotate, thereby effectively reducing the drag torque, improving the system efficiency and improving the pure electric cruising range of the product.

[0048] 2) The C2 clutch 7 can control the connection relationship between the ring gear 61 and the sun gear 63 (i.e. the MG1 motor shaft 81 of the MG1 motor) of the planetary gear mechanism 6. The B1 brake 5 brakes the ring gear 61 in the pure electric mode, and physically prevents it from rotating. In the range extending working condition, the C1 clutch is disconnected, and at this time, through different modes of the B1 brake and the C2 clutch, different power generation modes can be realized, thereby meeting the range extending mode of two different speed ratios and meeting the different needs of the whole vehicle.

[0049] 3) Further through the cooperation of C1 clutch 30, C2 clutch 7 and B1 brake, power split, constant speed ratio direct drive is realized. This control strategy not only improves the NVH performance, but also optimizes the overall energy conversion efficiency, prolongs the endurance of the vehicle, and improves the power performance of the product.

[0050] In summary, by optimizing the connection and disconnection mechanism inside the hybrid drive device, especially through the cooperation of C1 clutch 30, C2 clutch 7 and B1 brake 5, the NVH problem caused by non-working elements in the traditional single planetary gear configuration in pure electric mode is effectively solved, providing a smoother and quieter driving experience for the driver, optimizing the energy utilization efficiency in pure electric mode, and improving the product endurance, reducing fuel consumption, and improving the product power performance.

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

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

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

[0054] 2) Extended range mode (EREV Mode):

[0055] This mode is divided into high speed ratio and low speed ratio two working conditions. When the engine is needed to provide energy for MG1 motor to generate electricity in series, C2 clutch 7 and B1 brake 5 can be controlled to selectively connect the engine and MG1 motor, realizing extended range operation at a specific speed ratio to adapt to different load requirements.

[0056] In high speed ratio extended range mode, the speed ratio of MG1 motor and engine is (a+1):1 through specific control, which is suitable for power generation under heavy load. In low speed ratio extended range mode, the speed ratio of MG1 motor and engine is 1:1, which is suitable for small load power generation and engine starting.

[0057] Among them, in high speed ratio extended range mode, C1 clutch 30 and C2 clutch 7 are in the disconnected state, and B1 brake 5 is in the closed state. In low speed ratio extended range mode, C2 clutch 7 is in the closed state, and C1 clutch 30 and B1 brake 5 are in the disconnected state.

[0058] 3) Constant speed ratio direct drive mode (Direct Drive Mode):

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

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

[0061] 4) Continuously Variable Transmission (CVT) Mode:

[0062] In this mode, the power transmission between the engine and the MG1 motor can be steplessly adjusted to adapt to frequent changes in urban working conditions, especially when the battery SOC is low, providing better fuel economy and driving flexibility. At this time, C1 clutch 30 is in closed state, C2 clutch 7 and B1 brake 5 are in open state.

[0063] Among them, the conversion between all working modes is intelligently managed by the advanced electronic control unit (ECU) according to the vehicle running state, battery power, real-time performance parameters of the engine and motor, etc. ECU controls the opening and closing of C1 clutch 30 and C2 clutch 7 and the working state of B1 brake, ensures that the power system can run efficiently in the most suitable mode, while maintaining the stability and quietness of the vehicle, achieving the best driving experience and energy saving and emission reduction effect.

[0064] By introducing additional control components and optimizing the working mode logic, the deficiency of traditional single planetary gear set configuration in generating drag noise and vibration in non-working state is made up, and the flexibility and NVH performance of hybrid electric vehicle in different driving conditions are enhanced.

[0065] Specifically, the hybrid drive device further comprises a control module, which can detect driving demand. The control module distributes the output power of the engine 1 to the MG1 motor 8 and the wheels through the planetary gear mechanism 6 according to the detection result. The hybrid drive device can monitor and analyze the driving demand of the driver in real time by setting the control module, including but not limited to the speed, acceleration, battery state (SOC) of the vehicle and the input of the driver to the throttle and brake. Based on these information, the control module can dynamically adjust the energy distribution between the engine 1, the MG1 motor 8 and the planetary gear mechanism 6, realizing efficient and flexible power management.

[0066] When driving requirements change, the control module calculates the most suitable power distribution scheme. For example, in pure electric mode, the control module will ensure that the engine 1 does not work, while reducing the drag torque and NVH by disconnecting the C1 clutch 30, the C2 clutch 7 and the brake B1, allowing the MG2 motor 10 to drive the vehicle independently. With the above structure, the control module can intelligently adjust the working mode of the engine and the motor according to the driving requirements and the battery state, ensuring optimal energy utilization efficiency in any working condition.

[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 sensors of the vehicle, such as pedal position sensors (monitoring the depth of the accelerator and brake), vehicle speed sensors, gyroscopes (monitoring vehicle turning and tilting), battery management systems (monitoring the SOC state of the battery), etc. Through these data, the control module can determine the current driving mode requirements (such as acceleration, deceleration, climbing, cruising or parking, etc.) and whether the battery power is sufficient to support pure electric driving.

[0069] When the driving requirements are identified, the control module begins to calculate the most suitable engine operating point and motor power requirements. For example, in the city's variable working conditions, if the battery power is low, the control module will choose the continuously variable transmission drive mode, adjusting the power distribution between the engine and the MG1 motor through the planetary gear set, achieving the best fuel economy and driving experience. Specifically, when the battery SOC is low and the driving conditions change frequently, the control module will command the C1 clutch 30 to close. On this basis, the control module dynamically adjusts the power generation of the MG1 motor and the output power of the MG2 motor according to the driving requirements, allowing the engine to operate at the highest efficiency, while meeting the vehicle's acceleration and speed requirements, achieving the best fuel economy and driving performance.

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

[0071] After introducing the engine driving intermediate shaft 17, when the vehicle needs the engine to directly provide high-efficiency power in high-speed cruising and other working conditions, the C1 clutch 30 can be closed to directly establish the driving connection between the engine and the wheels, avoiding the energy loss through multiple conversion links, and significantly improving the efficiency of power transmission.

[0072] And the setting of the engine driving intermediate shaft 17, plus the control of the C1 clutch 30, makes the hybrid power system able to switch flexibly between engine direct drive, pure electric drive, extended range mode and stepless variable speed drive and other modes, meets the needs of different driving scenarios, improves the adaptability and flexibility of the vehicle.

[0073] As shown in Figure 1 The hybrid power drive device further comprises 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 in meshing connection with the ring gear output driven gear 9; the C1 clutch 30 comprises a clutch hub 18 and a clutch engaging sleeve 19, the clutch hub 18 is arranged on the engine driving intermediate shaft 17, the ring gear output driven gear 9 is provided with an engaging tooth 92, and the clutch engaging sleeve 19 can be in meshing connection or disconnection with the engaging tooth 92.

[0074] The ring gear output driving gear is directly arranged on the ring gear 61 of the planetary gear mechanism, and the ring gear 61 transmits rotary power to the ring gear output driven gear 9 in meshing connection therewith. The ring gear output driven gear 9 is provided with an engaging tooth 92 for establishing or breaking mechanical connection with the clutch engaging sleeve 19 in the C1 clutch 30, and this design ensures that power can be directly and smoothly transmitted from the planetary gear mechanism to the engine driving intermediate shaft 17.

[0075] The clutch hub 18 is fixedly arranged on the engine driving intermediate shaft 17, and the clutch engaging sleeve 19 can be in meshing connection or disconnection with the engaging tooth 92 on the ring gear output driven gear 9. When the C1 clutch 30 is closed (the clutch engaging sleeve 19 is in meshing connection with the engaging tooth 92), the engine driving intermediate shaft 17 is in rigid connection with the ring gear output driven gear 9, so that engine power can be directly transmitted to the main reduction gear and the wheels through the engine driving intermediate shaft 17. When the C1 clutch 30 is disconnected (the clutch engaging sleeve 19 is disconnected from the engaging tooth 92), the connection of engine power with the engine driving intermediate shaft 17 is cut off, at which time the MG2 motor can independently drive the wheels, or the engine indirectly participates in driving through the generator, realizing pure electric or extended range mode.

[0076] As shown in Figure 1 The hybrid power drive device further comprises 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 the engine driving intermediate shaft 17, the engine main reduction driving gear 16 is in meshing connection with the main reduction driven gear 15, the main reduction driven gear 15 is in driving connection with the differential 14, and the differential 14 is in driving connection with the wheels.

[0077] The hybrid drive device integrates the engine main reduction driver gear 16, the main reduction driven gear 15, the differential 14 and the engine drive intermediate shaft 17, which collectively build a direct and efficient drive path from the engine to the wheels. The following is the specific transmission process and mechanism:

[0078] The engine 1 transmits power to the carrier 4 through its output shaft, which is the initial stage of power transmission. The planet gears 62 in the planetary gear mechanism 6 act as power distributors, transmitting part of the power transmitted by the engine to the sun gear 63 for driving the MG1 motor; at the same time, the rest of the power is transmitted to the ring gear 61, ready to enter the direct drive path. When the CI clutch 30 is closed, the clutch combines the sleeve 19 with the combined teeth 92 on the ring gear output driven gear 9, so that the ring gear 61 and the engine drive intermediate shaft 17 are mechanically connected. The engine main reduction driver gear 16 on the engine drive intermediate shaft 17 is then started, engaging with the main reduction driven gear 15, and the initial power reduction and torque increase process begins. The main reduction driven gear 15 receives the power transmitted by the intermediate shaft and engages with it, reducing the power for the first time to adapt to the torque and speed range required by the wheels. After the power is reduced by the main reduction driven gear 15, it continues to be transmitted to the differential 14, which intelligently distributes torque to the left and right wheels according to the real-time speed difference between the two, ensuring the stability and safety of the vehicle during turning or other non-straight driving conditions. Finally, the power is transmitted to the wheels through the differential 14, completing the complete power transmission process from the engine to the wheels, realizing efficient power transmission in direct drive mode.

[0079] In this embodiment, the hybrid drive device also includes a motor intermediate shaft 13, through which the MG2 motor shaft of the MG2 motor 10 is connected to the wheel drive. The motor intermediate shaft 13 provides a separate power transmission path for the MG2 motor 10 to the wheels, which means that even if the engine is not working or disconnected from the power system, the vehicle can still rely on the MG2 motor to drive, increasing the driving flexibility and reliability of the vehicle.

[0080] In addition, 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 range extension 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 drive intermediate shaft 17 and the motor intermediate shaft 13 are separately arranged and parallel to each other.

[0082] Advantages of the separate and parallel arrangement of the engine drive intermediate shaft 17 and the motor intermediate shaft 13: 1. The separate and parallel arrangement allows the engine drive and electric motor drive paths to operate independently, meaning the vehicle can switch more flexibly between pure electric, engine direct drive, and a combination of both modes to meet different driving needs and operating conditions. 2. When the shafts are separated, the starting and stopping of the electric motor will not directly affect the engine and its drive circuit. Similarly, the engine's operating status will not interfere with the operation of the electric motor, which helps improve the smoothness and stability of the vehicle in hybrid drive mode. 3. The separate shaft design can reduce the transmission of vibration within the powertrain, especially in low-load or pure electric modes, effectively reducing noise, vibration, and roughness, providing a more comfortable driving experience. 4. If the intermediate shafts are separated, when one shaft or related component fails, repair or replacement work will not affect the function of the other shaft, improving maintenance efficiency and reducing repair costs. 5. The parallel and separate design facilitates future technology upgrades or the addition of additional modules, such as adding more 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 coaxially integrating the engine drive intermediate shaft 17 and the motor intermediate shaft 13: 1. When the two intermediate shafts are designed as one piece, the power transmission path is direct and short, reducing power loss during transmission and improving the efficiency of the overall transmission system. 2. The coaxial design reduces the number of transmission components, helping to reduce vehicle weight and saving space in the engine compartment, which is especially important for modern vehicles pursuing lightweight and compact designs. 3. Fewer parts reduce production costs and assembly complexity, while reducing potential manufacturing defects and improving the overall cost-effectiveness of the vehicle. 4. Coaxial integration makes the entire powertrain system more compact, easier to install and adapt in various vehicle models, especially advantageous for small vehicles with limited space.

[0085] like Figure 1 As shown, in this embodiment, the hybrid drive device further includes an output drive gear 11, an output driven gear 12, a main reduction drive gear 20, a main reduction driven gear 15, and a differential 14. The output drive gear 11 is mounted on the MG2 motor shaft of the MG2 motor 10, and the output driven gear 12 and the main reduction drive gear 20 are mounted on the intermediate shaft 13 of the motor. The output drive gear 11 meshes with the output driven gear 12, the main reduction drive gear 20 meshes with the main reduction driven gear 15, the main reduction driven gear 15 is driven by the differential 14, and the differential 14 is driven by 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, the power output by it is first transmitted through the output drive gear 11. The output drive gear 11 is meshed with the output driven gear 12 arranged on the motor intermediate shaft 13, forming the first stage of speed 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 continues to mesh with the main reduction driven gear 15, which performs the second stage of speed reduction, further increasing the torque to meet the driving requirements of the wheels. After two stages of speed reduction, the power is finally transmitted to the differential 14, which intelligently adjusts the torque distribution between the left and right wheels according to the vehicle driving state and road conditions, ensuring that the vehicle maintains good stability and maneuverability in turning or different road conditions. The differential 14 is directly driven by the wheels, transmitting the power after speed reduction and torque distribution to the wheels to propel the vehicle forward.

[0087] In this embodiment, the hybrid drive device further comprises a torsional damper 2 and an engine input shaft 3, the engine 1 is connected to the engine input shaft 3 through the torsional damper 2, and the engine input shaft 3 is connected to the planetary carrier 4.

[0088] One of the main functions of the torsional damper 2 is to absorb and dampen the vibrations and shocks generated during the combustion process when the engine 1 is running. If these vibrations are not treated, they will be transmitted along the transmission system to the vehicle body, resulting in increased noise, vibration and ride discomfort. It balances the fluctuations in the power transmission process through its internal spring and damping mechanism, ensuring that power is smoothly transmitted from the engine to the transmission system, especially to the planetary carrier 4, improving the smoothness of the entire power system and the driving experience. Reducing the stress on internal components of the transmission chain due to vibrations helps 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 can reduce unnecessary power loss, thereby improving the fuel economy and overall power performance of the vehicle.

[0089] The engine input shaft 3 plays a crucial role, receiving power from engine 1 and transmitting it to planetary carrier 4 via the damping and adjustment of torsional vibration damper 2. From there, the power is further distributed to different power paths. Engine input shaft 3 is a key component connecting engine 1 and the planetary gear mechanism. Through its connection to 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 engine input shaft 3 makes it the core of power path conversion. In different operating modes, by controlling the connection with other components, such as the planetary carrier 4, a smooth transition from engine-driven to electric motor-driven operation can be achieved. Through precise design and configuration, 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 parallel to 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 may also reduce the overall weight of the vehicle and improve fuel efficiency. The parallel arrangement ensures that there is no unnecessary interference between the MG1 motor and the MG2 motor, allowing for efficient layout even in a small engine compartment, while retaining the possibility of independent operation for both.

[0092] Furthermore, the coaxial configuration eliminates additional transmission links, reduces energy loss during power transmission, and improves the linkage efficiency between the MG1 motor and the engine when the MG2 motor is used as a generator or auxiliary drive. The parallel configuration reduces the complexity and loss when the MG2 motor transmits power to the wheels, especially in pure electric or high-power demand modes, enabling a more direct and efficient delivery of driving force.

[0093] In this embodiment, the clutch plate 52 of the B1 brake 5 is connected to the gear ring 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 (CVT) drive mode, the following explanation will focus on the specific drive method:

[0095] In this mode, brake 5 of B1 is open, and the clutch engagement sleeve 19 is in the engagement position with the engagement tooth 92 on the output driven gear 9 of the gear ring. Engine 1 outputs power, which passes through torsional damper 2 and is input to planetary carrier 4. The power is then distributed to the two paths via planetary gear 62.

[0096] Path one: the planetary gear 62 transmits power to the sun gear 63, and outputs to the MG1 motor 8, which is converted into electrical energy.

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

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

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

[0100]

[0101] Where N0 is the vehicle speed, which is a known quantity, and the engine speed N I is controlled, and N A and N B can be obtained, which represent the speeds of the two motors.

[0102]

[0103] T0 in the system is the target (intention) of the vehicle driving acceleration, which is a known quantity, and the engine torque T I is controlled, N I and N0 are known quantities, and T A and T B are obtained, which represent the torques of the two motors.

[0104] As Figures 9 to 12It is shown that the clutch can be replaced by an electromagnetic dog clutch, a hydraulic dog clutch, a mechanical dry clutch, a hydraulic control yoke clutch, a motor control yoke clutch, or other disconnecting mechanisms according to the function and arrangement requirements, to realize the equivalent disconnecting and combining functions. The clutch arrangement position can be arranged in the motor, outside the motor, or on the path of the reduction mechanism, to realize the equivalent transmission path and system function. The motor and clutch arrangement position can be adjusted according to the function and arrangement requirements, to realize the equivalent system function and principle. The torsional damper can be replaced by a hydraulic damper, a dual-mass flywheel, a torque limiter, a driven disc damper, or other damping mechanisms according to the system requirements.

[0105] A vehicle is also provided in another embodiment of the present application, which comprises the hybrid power driving device provided above. Therefore, the vehicle can also solve the problem of NVH reduction caused by the drag noise and vibration of mechanical elements in the non-working state of the conventional single planetary gear set configuration in the related art. Through the cooperation of the C1 clutch 30, the C2 clutch 7, and the B1 brake 5, the non-working elements in the planetary gear mechanism 6 are effectively isolated, and the NVH performance of the vehicle in the pure electric mode is significantly improved.

[0106] The device provided in the embodiments has the following beneficial effects:

[0107] 1) A planetary gear set with a brake is combined with two clutches to realize various working modes such as stepless variable speed driving mode, generator low-speed ratio range extension mode, generator high-speed ratio range extension mode, and constant-speed-ratio engine direct drive mode, which is suitable for the power transmission system of a passenger car hybrid power vehicle, especially a plug-in hybrid system.

[0108] 2) Compared with the conventional single planetary gear product configuration, the high-speed pure electric driving mode can be realized, and when the battery has high power, the driving comfort of the vehicle is better. (Through the disconnection of the clutch, the number of idle gears is reduced, and the NVH performance is better).

[0109] 3) Compared with the conventional external meshing gear configuration, the stepless speed regulation of the engine and the generator can be realized in the stepless variable speed driving mode, and better vehicle fuel economy can be realized.

[0110] 4) Easy system expansion and adaptability optimization: the clutch form, arrangement position, and motor and planetary gear layout can be adjusted according to actual requirements, and different forms of powertrains can be realized without changing the basic principle. The system can better adapt to the needs of different vehicle models and markets, including but not limited to longitudinally-mounted front-drive and longitudinally-mounted rear-drive vehicles, and future new power architectures.

[0111] It is to be understood that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of example embodiments in accordance with the present application. As used herein, the singular forms "a", "an" and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will be further understood that the terms "comprises" and / or "comprising," when used in this specification, specify the presence of stated features, steps, operations, devices, components and / or combinations thereof, but do not preclude the presence or addition of one or more other features, steps, operations, devices, components and / or combinations thereof.

[0112] The relative arrangement of components and steps, numerical expressions, and numerical values set forth in the examples are not intended to limit the scope of the application unless otherwise specifically stated. It is to be understood that the drawings are not necessarily to scale of the various parts shown in the drawings. Techniques, methods, and apparatus known to those of ordinary skill are not discussed in detail because they would be understood that such techniques, methods, and apparatus are considered part of the art. In all examples shown and discussed herein, any specific values are to be interpreted as being exemplary only and not as a limitation. Thus, other examples of the example embodiments can have different values. It is noted that like numbers and letters on the figures identify like parts throughout the several views, and thus, once an item is defined in one figure, it is not necessary to discuss it further in connection with other figures where it is understood that the item will be similarly constructed and function in the same manner.

[0113] In the description of the application, it is to be understood that "a plurality" means two or more. The relational terms, such as "front," "back," "upper," "lower," "left," "right," "horizontal," "vertical," "top," "bottom," and the like are used for description only and are not intended to limit the scope of the application to a particular orientation or configuration unless specifically stated otherwise. The terms "inner" and "outer" are used to indicate relative proximity to the center of the component itself.

[0114] For purposes of the description hereinafter, the terms "upper", "lower", "right", "left", "rear", "front", "vertical" and "horizontal" as can be perceived herein relative to the accompanying drawings refer to the orientation of the components being described. However, it is to be understood that the spatially relative terms are intended to encompass different orientations of the device in use or operation in addition to the orientation depicted in the figures. For example, if a device described herein relative to the other device or structure is inverted, then a spatially relative term such as "above" can be interpreted as meaning "below" or "below" can be interpreted as meaning "above". The device can also be oriented in other ways (rotated 90 degrees or at other orientations) and the spatially relative descriptors used herein interpreted accordingly. The devices can be otherwise oriented (rotated 90 degrees or at other orientations) and the spatially relative descriptors used herein interpreted accordingly.

[0115] In addition, it should be pointed out that the use of the words "first", "second" and the like to describe various components is merely intended to differentiate one component from another, and does not imply a special order or sequence of the components, unless otherwise stated. Therefore, these words should not be interpreted as limiting the scope of the present application.

[0116] The preferred embodiments of the present application are described above in detail. The present application, however, is not limited to the embodiments, but can be modified in various ways by those skilled in the art without departing from the spirit and scope of the present application. Accordingly, the modifications based on the equivalent concepts should be interpreted as falling within the scope of the present application.

Claims

1. A hybrid drive apparatus characterized by comprising: 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 with a planet carrier (4) of the planetary gear mechanism (6), and an MG1 motor shaft (81) of the MG1 motor (8) is connected with a sun gear (63) of the planetary gear mechanism (6); The C2 clutch (7) can control the direct connection relationship between a ring gear (61) of the planetary gear mechanism (6) and the sun gear (63), the B1 brake (5) can brake or release the ring gear (61), and the C1 clutch (30) can control the connection relationship between the ring gear (61) and a wheel; An MG2 motor shaft of the MG2 motor (10) is drivingly connected with the wheel; The hybrid drive device further comprises an engine driving intermediate shaft (17), a ring gear output driving gear and a ring gear output driven gear (9), the engine driving intermediate shaft (17) is drivingly connected with the wheel, 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) comprises a clutch gear hub (18) and a clutch engaging gear sleeve (19), the clutch gear hub (18) is arranged on the engine driving intermediate shaft (17), the ring gear output driven gear (9) is provided with an engaging gear (92), and the clutch engaging gear sleeve (19) can be engaged with or separated from the engaging gear (92); The hybrid drive device further comprises a control module, the control module can detect a driving demand, and the control module can distribute the output power of the engine (1) to the MG1 motor (8) and the wheel through the planetary gear mechanism (6) according to the detection result; The control module is configured to enable the hybrid drive device to realize a pure electric driving mode, a range extending mode, a constant speed ratio direct driving mode and a stepless variable speed driving mode; When the hybrid drive device is in the stepless variable speed driving mode, the power transmission between the engine (1) and the MG1 motor (8) can be steplessly adjusted; The range extending mode comprises a high speed ratio range extending mode and a low speed ratio range extending mode; when the hybrid drive device is in the high speed ratio range extending mode, the speed ratio of the MG1 motor (8) and the engine (1) is (a+1):1, the C1 clutch (30) and the C2 clutch (7) are both in a disconnected state, and the B1 brake (5) is in a connected state; when the hybrid drive device is in the low speed ratio range extending mode, the speed ratio of the MG1 motor (8) and the engine (1) is 1:1, the C2 clutch (7) is in a connected state, and the C1 clutch (30) and the B1 brake (5) are in a disconnected state.

2. The hybrid drive apparatus according to claim 1, characterized by The control module adjusts the operating parameters of the MG1 motor (8) and / or the MG2 motor (10) according to the detection result.

3. The hybrid drive apparatus according to claim 1, characterized by The hybrid drive device further comprises 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 the engine driving intermediate shaft (17), the engine main reduction driving gear (16) is engaged with the main reduction driven gear (15), the main reduction driven gear (15) is drivingly connected with the differential (14), and the differential (14) is drivingly connected with the wheels.

4. The hybrid drive apparatus according to claim 1, characterized by The hybrid drive device further comprises a motor intermediate shaft (13), and the MG2 motor shaft of the MG2 motor (10) is drivingly connected with the wheels through the motor intermediate shaft (13).

5. The hybrid drive device according to claim 4, wherein, The engine driving intermediate shaft (17) and the motor intermediate shaft (13) are arranged separately and parallel to each other; or, The engine driving intermediate shaft (17) and the motor intermediate shaft (13) are coaxially arranged and integrally formed.

6. The hybrid drive apparatus according to claim 4, characterized by 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), 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 engaged with the output driven gear (12), the main reduction driving gear (20) is engaged with the main reduction driven gear (15), the main reduction driven gear (15) is drivingly connected with the differential (14), and the differential (14) is drivingly connected with the wheels.

7. The hybrid drive device according to any one of claims 1 to 6, wherein, The hybrid drive device further comprises a torsional damper (2) and an engine input shaft (3), the engine (1) is connected with the engine input shaft (3) through the torsional damper (2), and the engine input shaft (3) is connected with 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).

8. A vehicle characterized by comprising: The vehicle comprises a hybrid drive device, and the hybrid drive device is the hybrid drive device according to any one of claims 1 to 7.

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