Hybrid drive device and vehicle having the same

Abstract

This invention provides a hybrid power drive device and a vehicle having the same. The hybrid power drive device includes an engine, a first motor, a second motor, and a compound planetary gear set. The output end of the engine is driven to the motor shaft of the first motor. The motor shaft of the second motor drives the wheels to rotate. A first sun gear meshes with a first planetary gear, and both the second sun gear and the first planetary gear mesh with a second planetary gear. The second planetary gear meshes with a ring gear, and the ring gear is driven to the wheels. A brake controls the operating state of the second sun gear, a first clutch controls the engagement or disengagement of the engine output end with the first sun gear, and a second clutch controls the engagement or disengagement of the engine output end with the planetary carrier. The technical solution provided in this application solves the problem in related technologies where hybrid power drive devices struggle to simultaneously achieve efficiency and compactness across multiple operating modes, as well as flexible drive switching.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and more specifically, to a hybrid power drive system and a vehicle having the same. Background Technology

[0002] With the continued advancement of global energy conservation and emission reduction goals, hybrid vehicles, which combine the advantages of electric drive and traditional engine drive, have achieved a good balance between power and fuel economy, and have become an important development direction for the current automotive industry.

[0003] In related technologies, hybrid electric vehicles typically employ a single-stage planetary gear configuration or a P1, P2.5 layout, achieving the operation and mode switching of the power system through complex mechanical coupling.

[0004] However, traditional single-stage planetary gear structures struggle to balance efficiency and compactness across multiple operating modes. The P1, P2.5, and other layouts impose numerous limitations, making it difficult to flexibly achieve drive switching and energy management. Summary of the Invention

[0005] The main objective of this invention is to provide a hybrid drive device and a vehicle having the same, so as to solve the problem that hybrid drive devices in the related art are difficult to simultaneously achieve efficiency and compactness in multiple operating modes as well as flexible drive switching.

[0006] To achieve the above objectives, according to one aspect of the present invention, a hybrid power drive device is provided, comprising an engine, a first motor, a second motor, and a compound planetary gear set mechanism; the output end of the engine is drivenly connected to the motor shaft of the first motor to generate electricity using the first motor; the motor shaft of the second motor is used to drive the rotation of a wheel; the compound planetary gear set mechanism comprises a ring gear, a planet carrier, a first sun gear, a second sun gear, a first planet gear, and a second planet gear, both the first and second planet gears being mounted on the planet carrier, the first sun gear meshing with the first planet gear, the second sun gear and the first planet gear both meshing with the second planet gear, the second planet gear meshing with the ring gear, and the ring gear being drivenly connected to the wheel; wherein the hybrid power drive device further comprises a brake, a first clutch, and a second clutch, the brake being used to control the operating state of the second sun gear, the first clutch being used to control the engagement or disengagement of the engine output end with the first sun gear, and the second clutch being used to control the engagement or disengagement of the engine output end with the planet carrier.

[0007] Furthermore, the second clutch includes a first clutch unit and a second clutch unit. The output end of the engine is connected to the motor shaft of the first motor through the first clutch unit, which is used to control whether the output end of the engine is engaged or disengaged from the motor shaft of the first motor. The output end of the engine is connected to the planetary carrier through the second clutch unit, which is used to control whether the output end of the engine is engaged or disengaged from the planetary carrier.

[0008] Furthermore, the hybrid drive unit also includes a one-way clutch connected to the planetary carrier, which is used to limit the rotation direction of the planetary carrier.

[0009] Furthermore, the hybrid drive unit also includes a meshing first transmission gear and a second transmission gear, the first transmission gear being disposed on the motor shaft of the first motor, and the output end of the engine being used to drive the second transmission gear; and / or, the hybrid drive unit also includes a torsional damper, the output end of the engine being drivenly connected to the motor shaft of the first motor through the torsional damper.

[0010] Furthermore, the hybrid drive unit also includes a third transmission gear and a fourth transmission gear. The gear ring meshes with the third transmission gear, and the fourth transmission gear is mounted on the motor shaft of the second motor. The fourth transmission gear meshes with the third transmission gear, and the third transmission gear is used to drive the wheels.

[0011] Furthermore, the hybrid drive unit also includes a fifth transmission gear and a main reduction gear. The third transmission gear is driven to the main reduction gear through the fifth transmission gear, and the main reduction gear is driven to the wheels.

[0012] Furthermore, the motor shaft of the first motor is arranged parallel to the motor shaft of the second motor.

[0013] Furthermore, the hybrid drive unit also includes an integrated controller, which includes a base and an engine control module, an electric motor control module, and a transmission control module mounted on the base. The engine is signal-connected to the engine control module, the first electric motor and the second electric motor are signal-connected to the electric motor control module, and the brake, the first clutch, and the second clutch are signal-connected to the transmission control module.

[0014] Furthermore, the integrated controller also includes a thermal management control module, which is integrated with the transmission control module; and / or, the integrated controller also includes a vehicle control module, which is integrated with the transmission control module.

[0015] Furthermore, the motor control module includes a generator control module and a drive motor control module. The generator control module is connected to the first motor signal, and the drive motor control module is connected to the second motor signal.

[0016] According to another aspect of the present invention, a vehicle is provided, the vehicle including a hybrid drive unit, the hybrid drive unit being the hybrid drive unit provided above.

[0017] The composite planetary gear mechanism, employing the technical solution of this invention, comprises a gear ring, a planet carrier, a first sun gear, a second sun gear, a first planet gear, and a second planet gear. This composite planetary gear mechanism forms a Ravina planetary mechanism. Through the interaction of multiple gears, this mechanism diversifies the power transmission paths between the power source (engine), the first motor, and the second motor, solving the problem of a single power path in related technologies. The brake controls the working state of the second sun gear; when the second sun gear is not needed for power transmission, it can be fixed by the brake. The first clutch and the second clutch respectively control the engagement state between the engine and the first sun gear, and between the engine and the planet carrier. This structure can adjust the power coupling between the engine and the composite planetary gear mechanism, allowing the engine to intervene or withdraw from the power transmission process as needed, achieving efficient coordination between power sources. Furthermore, it can flexibly manage the power path between the engine and the two motors, and achieve seamless switching between multiple drive modes. Through the control of the aforementioned composite planetary gear mechanism, clutch, and brake, the technical solution of the present invention can adjust the power distribution, realize efficient power coupling and energy conversion between the engine and the motor, improve the coordination between power sources, and at the same time, the compact layout of the composite planetary gear mechanism can arrange the gear components in a limited space, making the hybrid drive device structure compact, which helps to reduce the overall weight of the vehicle and improve the vehicle's handling performance and fuel economy. Attached Figure Description

[0018] The accompanying drawings, which form part of this application, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

[0019] Figure 1 A schematic diagram of a hybrid drive device provided according to an embodiment of the present invention is shown;

[0020] Figure 2 A schematic diagram of the power transmission path of a hybrid drive device in pure electric mode according to an embodiment of the present invention is shown.

[0021] Figure 3 A schematic diagram of the power transmission path of a hybrid drive device in range-extending mode according to an embodiment of the present invention is shown.

[0022] Figure 4 A schematic diagram of the power transmission path of a hybrid drive device in hybrid second-gear mode according to an embodiment of the present invention is shown.

[0023] Figure 5 A schematic diagram of the power transmission path of a hybrid drive device in hybrid three-speed mode according to an embodiment of the present invention is shown.

[0024] Figure 6 A schematic diagram of the power transmission path of a hybrid drive device in hybrid fourth-gear mode according to an embodiment of the present invention is shown.

[0025] Figure 7 A schematic diagram of the topology of an integrated controller provided according to an embodiment of the present invention is shown.

[0026] The above figures include the following reference numerals:

[0027] 1. Brake; 2. One-way clutch; 3. Second planetary gear; 4. First motor; 5. Ring gear; 6. First transmission gear; 7. Electronic oil pump; 8. Second transmission gear; 9. Torsional damper; 10. Engine; 11. Second clutch; 12. Fifth transmission gear; 13. Main reduction gear; 14. Third transmission gear; 15. Fourth transmission gear; 16. First planetary gear; 17. Second motor; 18. First sun gear; 19. Second sun gear; 20. Planetary carrier; 21. First clutch; 22. Engine control module; 24. Transmission control module; 25. Thermal management control module; 26. Vehicle control module; 27. Generator control module; 28. Drive motor control module. Detailed Implementation

[0028] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. The following description of at least one exemplary embodiment is merely illustrative and is in no way intended to limit the present invention or its application or use. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0029] Research has revealed that single-stage planetary gear sets are a common power distribution and conversion mechanism in existing hybrid power systems. However, with the development of hybrid power systems, the power flow path of single-stage planetary gear set structures is limited when achieving various operating modes required by hybrid vehicles, such as pure electric drive, series range extender, parallel drive, and energy recovery. This often requires additional components (such as more gears and clutches) to compensate, increasing the weight, size, and complexity of the structure, and potentially causing additional energy losses. In a single-stage planetary gear set configuration, the power path from the engine to the wheels or from the motor to the wheels is relatively simple, making it difficult to flexibly manage and optimize power flow under different operating conditions. These shortcomings reduce the overall efficiency of the transmission structure and decrease the vehicle's dynamic performance and fuel economy.

[0030] Furthermore, hybrid structures in related technologies, such as P1 (motor located at the front of the engine) and P2.5 (motor placed between the gearbox input shaft and the engine), have significant layout limitations. These layouts often require the motor and engine to be physically tightly connected, limiting the installation location and type of the motor, making the system design inflexible and difficult to flexibly achieve drive switching and energy management.

[0031] Therefore, to address the challenge of simultaneously achieving efficiency, compactness, and flexible drive switching across multiple operating modes in hybrid drive systems, this invention provides a hybrid drive system. In terms of transmission structure, this invention employs a composite planetary gear configuration based on the Ravina principle. Through a combination of single and double planetary gear sets, multi-path power input and output control is achieved within a limited shaft space. This structure is more compact than traditional double planetary gear sets, supports multiple operating modes (such as pure electric mode, range-extended mode, and hybrid mode), and enhances the flexibility of transmission path design, contributing to platformization and vehicle adaptation capabilities.

[0032] The inventors discovered that the biggest challenge in integrating the Ravina planetary mechanism with a hybrid structure is achieving precise coordination of the motor and engine power in a multi-free mechanical system. The Ravina mechanism is originally a purely mechanical power flow, and the difficulties after adding the motor are as follows:

[0033] (1) The motor torque needs to be coupled with the engine torque through the planetary gear system. The mechanical power flow and the electric power flow must simultaneously satisfy the power conservation and torque balance. Any change in the clutch state may cause the power flow direction to switch or reverse, making the control strategy extremely complex.

[0034] (2) To avoid jerking, torque must be continuous during clutch switching, while coordinating engine speed, motor speed and clutch slip.

[0035] (3) At the same time, the hybrid controller needs to accurately predict the power demand and control the motor to make up for the torque instantaneously. If the clutch is not well controlled, there will be a drop in torque or a torque superposition shock.

[0036] (4) The Ravina planetary structure has a compact space. If a motor is to be embedded, the size of the motor, heat dissipation, axial dimensions, layout of components such as the main reducer and clutch must be taken into account. The coaxiality of the motor shaft and the gear system and the vibration control requirements are extremely high.

[0037] (5) Hybrid systems need to switch between multiple operating modes, determine the optimal operating points of the engine and motor in real time, maximize the overall efficiency of the system, and take into account the battery SOC (State of Charge) maintenance strategy and driving smoothness, which places greater demands on algorithms and energy management strategies.

[0038] In order to solve the above-mentioned technical problems and difficulties, the inventors, such as Figures 1 to 6 As shown, this embodiment of the invention provides a hybrid power drive device, which includes an engine 10, a first motor 4, a second motor 17, and a compound planetary gear mechanism. The output end of the engine 10 is driven to the motor shaft of the first motor 4 to generate electricity using the first motor 4. The motor shaft of the second motor 17 is used to drive the wheels to rotate. The compound planetary gear mechanism includes a ring gear 5, a planet carrier 20, a first sun gear 18, a second sun gear 19, a first planet gear 16, and a second planet gear 3. The first planet gear 16 and the second planet gear 3 are both mounted on the planet carrier 20. The first sun gear 18 meshes with the first planet gear 16. The second sun gear 19 and the first planet gear 16 both mesh with the second planet gear 3. The second planet gear 3 meshes with the ring gear 5, and the ring gear 5 is driven to the wheels. The hybrid drive unit also includes a brake 1, a first clutch 21 and a second clutch 11. The brake 1 is used to control the working state of the second sun gear 19, the first clutch 21 is used to control the output end of the engine 10 to engage or disengage with the first sun gear 18, and the second clutch 11 is used to control the output end of the engine 10 to engage or disengage with the planetary carrier 20.

[0039] The hybrid drive device provided in this embodiment consists of a ring gear 5, a planet carrier 20, a first sun gear 18, a second sun gear 19, a first planet gear 16, and a second planet gear 3. The aforementioned composite planet gear mechanism forms a Ravina planetary mechanism. The working state of multiple transmission components in the mechanism is controlled by a brake 1, a first clutch 21, and a second clutch 11, which diversifies the power transmission path between the power source, namely the engine 10, the first motor 4, and the second motor 17. This allows for both efficiency and compactness in multiple working modes, as well as flexible drive switching.

[0040] In this embodiment, the brake 1 controls the working state of the second sun gear 19. When the second sun gear 19 does not need to rotate, it can be fixed by the brake. The first clutch 21 and the second clutch 11 control the engagement state between the engine and the first sun gear 18 and between the engine and the planetary carrier 20, respectively. The above structure can adjust the power coupling between the engine 10 and the compound planetary gear mechanism, thereby adjusting the transmission ratio, achieving efficient coordination between power sources, flexibly managing the power path between the engine 10 and the two motors, and achieving seamless switching between multiple drive modes.

[0041] Through the control of the aforementioned composite planetary gear mechanism, clutch, and brake, the technical solution of this invention can adjust the power distribution, achieve efficient power coupling and energy conversion between the engine 10 and the electric motor, improve the coordination between power sources, and thus flexibly realize drive switching and energy management. At the same time, the compact layout of the composite planetary gear mechanism allows for the arrangement of gear components within a limited space, enabling the hybrid drive system to achieve both efficiency and compactness across multiple operating modes, helping to reduce the overall weight of the vehicle and improve its handling performance and fuel economy.

[0042] It should be noted that the operating modes of the dual-motor hybrid transmission mechanism can be switched using brake 1, first clutch 21, and second clutch 11: pure electric mode, range-extending mode, and hybrid mode. In this embodiment, the hybrid mode includes three gears: hybrid second gear, hybrid third gear, and hybrid fourth gear. This design allows the powertrain to efficiently switch between different power sources, improving the vehicle's flexibility and energy efficiency.

[0043] To facilitate understanding of the hybrid drive device provided in this embodiment, the following description is provided in conjunction with a specific implementation of the hybrid drive device:

[0044] (1) Pure electric mode: that is, the second motor 17 is in the driving or generating state. In this mode, the brake 1 is in the engaged state, the first clutch 21 and the second clutch 11 are both in the disengaged state, and the power of the second motor 17 is transmitted to the wheels.

[0045] (2) Range-extending mode: that is, the engine 10 is in driving mode, the second motor 17 is in driving mode, the brake 1 is in engaged mode, the first clutch 21 and the second clutch 11 are in disengaged mode, the engine 10 is in driving mode, the first motor 4 is in generator mode, the power of the second motor 17 is transmitted to the wheels, and the power of the engine 10 is transmitted to the first motor 4.

[0046] (3) Hybrid two-speed mode: that is, the engine 10 is in driving state, the second motor 17 is in driving state, the first motor 4 is not working. In this mode, the brake 1 is in the engaged state, the first clutch 21 is in the engaged state, the second clutch 11 is in the disengaged state, and the power of the engine 10 and the second motor 17 is transmitted to the wheels.

[0047] (4) Hybrid three-speed mode: that is, the engine 10 is in driving state, the second motor 17 is in driving state, the first motor 4 is not working. In this mode, the brake 1 is in disengaged state, the first clutch 21 is in engaged state, the second clutch 11 is in engaged state, the power of the engine 10 is transmitted to the wheels along different paths, and the power of the second motor 17 is also transmitted to the wheels.

[0048] (5) Hybrid four-speed mode: that is, the engine 10 is in driving state, the second motor 17 is in driving state, the first motor 4 is not working. In this mode, the brake 1 is in the engaged state, the first clutch 21 is in the disengaged state, the second clutch 11 is in the engaged state, and the power of the engine 10 and the power of the second motor 17 are transmitted to the wheels.

[0049] The execution elements for each working mode are shown in the table below:

[0050]

[0051] Through the working states of the aforementioned actuators and the coordination between the gears, the hybrid drive system can achieve the technical goals of simultaneously maintaining efficiency and compactness in multiple working modes, as well as flexibly switching between drive modes.

[0052] like Figure 1 As shown, the second clutch 11 includes a first clutch unit and a second clutch unit. The output end of the engine 10 is connected to the motor shaft of the first motor 4 through the first clutch unit, which controls whether the output end of the engine 10 is engaged or disengaged from the motor shaft of the first motor 4. The output end of the engine 10 is connected to the planetary carrier 20 through the second clutch unit, which controls whether the output end of the engine 10 is engaged or disengaged from the planetary carrier 20.

[0053] In this embodiment, the output end of the engine 10 is connected to the motor shaft of the first motor 4 via a first clutch unit. Its main function is to control the engagement or disengagement of the engine 10 and the first motor 4. In range-extending mode, the first clutch unit is engaged, allowing the engine 10's power to be transmitted to the first motor 4, enabling the first motor 4 to generate electricity, converting mechanical energy into electrical energy to charge the battery or provide power to the second motor 17. In pure electric or hybrid mode, when the first clutch unit is disengaged, the mechanical coupling between the engine 10 and the first motor 4 is released, effectively reducing unnecessary power transmission losses between them and improving the overall energy efficiency of the device. The second clutch unit controls the engagement or disengagement of the engine 10 and the planetary carrier 20. In hybrid mode, when the second clutch unit is engaged, the engine 10's power is transmitted through the planetary carrier 20 to the second planetary gear 3 and the ring gear 5, ultimately connecting to the wheels. The engagement or disengagement of the second clutch unit directly determines the power distribution path of the engine, thus affecting the power performance and energy efficiency of the hybrid drive system. Through the control of the first and second clutch units, the system can intelligently switch between range-extending mode, hybrid mode and pure electric mode according to the vehicle's operating conditions and energy demand, ensuring that the engine operates in the most efficient range and achieving efficient energy utilization.

[0054] like Figures 1 to 6 As shown, the hybrid drive unit also includes a one-way clutch 2, which is connected to the planetary carrier 20. The one-way clutch 2 is used to limit the rotation direction of the planetary carrier 20. The hybrid drive unit integrates the one-way clutch 2, which is connected to the universal planetary carrier 20, to limit the rotation direction of the planetary carrier 20, optimize power flow management, and the one-way clutch 2 enables unidirectional power transmission, preventing efficiency loss caused by reverse power flow in specific operating modes and ensuring transmission efficiency.

[0055] like Figures 1 to 6 As shown, the hybrid drive unit also includes a meshing first transmission gear 6 and a second transmission gear 8. The first transmission gear 6 is mounted on the motor shaft of the first motor 4, and the output end of the engine 10 drives the second transmission gear 8. In this embodiment, the hybrid drive unit integrates the meshing first transmission gear 6 and the second transmission gear 8. The first transmission gear 6 is fixed to the motor shaft of the first motor 4, while the second transmission gear 8 establishes a drive connection with the output end of the engine 10. This structure enables the mechanical energy of the engine 10 to be efficiently converted into the rotational motion of the motor shaft through the gear set, resulting in smooth power transmission between the engine 10 and the first motor 4, achieving efficient coordination of the power unit.

[0056] In addition, the hybrid drive unit also includes a torsional damper 9, through which the output of the engine 10 is driven to the motor shaft of the first motor 4. The torsional damper 9 is located in the transmission path between the output of the engine 10 and the motor shaft of the first motor 4. The torsional damper 9 effectively absorbs and mitigates the vibration, impact, and noise generated by the engine and motor during power transmission, providing a smoother power transmission, while also improving the stability of the drive unit and extending the service life of its components.

[0057] The output end of the engine 10 is connected to the torsional damper 9, and the torsional damper 9 is connected to the second transmission gear 8 through the first clutch unit.

[0058] In this embodiment, the hybrid drive unit also includes an electronic oil pump 7, which has lubrication lines and cooling lines. The outlet of the lubrication line is positioned corresponding to the first transmission gear 6 and the second transmission gear 8, while the outlet of the cooling line is positioned corresponding to the first motor 4 and the second motor 17. The positioning of the lubrication line outlets corresponding to the first transmission gear 6 and the second transmission gear 8 allows the electronic oil pump to adjust the oil supply in real time according to actual operating conditions, ensuring that these high-speed rotating gears are adequately lubricated, reducing wear, and improving the durability and reliability of the gearbox. The cooling line outlets corresponding to the first motor 4 and the second motor 17 provide targeted coolant flow, helping to promptly remove the heat generated by the motors under high load conditions, maintaining the motors and controller within a safe operating temperature range, avoiding performance degradation or damage caused by overheating, thereby ensuring the continuous and efficient operation of the motors and the stability of the system.

[0059] like Figures 1 to 6 As shown, the hybrid drive unit also includes a third transmission gear 14 and a fourth transmission gear 15. The gear ring 5 meshes with the third transmission gear 14, and the fourth transmission gear 15 is mounted on the motor shaft of the second motor 17. The fourth transmission gear 15 meshes with the third transmission gear 14, and the third transmission gear 14 is used to drive the wheels.

[0060] In this embodiment, the fourth transmission gear 15 is mounted on the motor shaft of the second motor 17 and meshes with the third transmission gear 14. This allows the electric driving force of the second motor 17 to be efficiently transmitted to the wheels via the fourth transmission gear 15 and the third transmission gear 14, reducing energy loss during power transmission and improving the economy and range of pure electric driving. The gear ring 5 meshes with the third transmission gear 14, enabling the transmission of power from the engine 10 to the wheels. Combined with the mechanical power generated by the second motor 17, this forms a multi-path power transmission structure, enhancing the system's power flexibility and efficiency. Especially in hybrid mode, the coordinated operation of the two power sources, through the reasonable matching of the gear sets, achieves smoother power output and improves the driving experience. Simultaneously, this design also helps optimize the spatial layout of the powertrain, reducing energy loss during power transmission and thus improving the overall energy efficiency of the vehicle.

[0061] like Figures 1 to 6 As shown, the hybrid drive unit also includes a fifth transmission gear 12 and a main reduction gear 13. The third transmission gear 14 is driven to the main reduction gear 13 through the fifth transmission gear 12, and the main reduction gear 13 is driven to the wheels.

[0062] In this embodiment, the hybrid drive unit further improves the power transmission chain by setting a fifth transmission gear 12 and a main reduction gear 13. The fifth transmission gear 12, as an intermediate link, connects the third transmission gear 14 and the main reduction gear 13, allowing power to be smoothly transmitted to the output end, i.e., the wheels. The main reduction gear 13 is directly connected to the wheels, converting energy from the engine or motor into an effective driving force to propel the vehicle forward. This not only optimizes the overall layout of the power system but also achieves efficient and smooth power transmission through the coordination of multiple gears, enhancing the vehicle's driving performance in various operating modes. Especially when the system is in hybrid mode, with the engine 10 and the second motor 17 operating simultaneously, the fifth transmission gear 12 and the main reduction gear 13, as key transmission components, effectively collect and convert energy from the two power sources. Through refined gear matching and reasonable torque distribution, they ensure the continuity of power and driving comfort during multi-gear shifting.

[0063] like Figure 1As shown, the motor shaft of the first motor 4 is arranged parallel to the motor shaft of the second motor 17. In this embodiment, the parallel arrangement of the motor shafts of the first motor 4 and the second motor 17 is beneficial for the spatial optimization of the transmission system and the coordination between the power sources. The parallel shaft design not only simplifies the planning of the power transmission path but also promotes the compactness of the transmission system, enabling the entire powertrain to operate efficiently within a limited space. In addition, the parallel arrangement of the motor shafts also helps to balance the vibration and noise generated during motor operation, improving the overall NVH performance of the vehicle. While maintaining the efficient operation of the power system, it also allows the controller system to more accurately coordinate the power distribution between the engine and the two motors, ensuring smooth power transmission and supporting multi-mode operation, such as pure electric drive, range-extended drive, and hybrid drive, meeting the power requirements and energy efficiency optimization of hybrid vehicles under different operating conditions.

[0064] To facilitate understanding of the hybrid drive device provided in this embodiment, the following description is provided in conjunction with a specific implementation of the hybrid drive device:

[0065] (1) Pure electric mode: that is, the second motor 17 is in driving or generating state. In this mode, the brake 1 is engaged, and the first clutch 21 and the second clutch 11 are both disengaged. In this mode, the power of the second motor 17 is output to the wheels through the fourth transmission gear 15, the third transmission gear 14, the fifth transmission gear 12 and the main reduction gear 13. Figure 2 The dashed line in the diagram represents the power transmission path in pure electric mode.

[0066] (2) Range extender mode: that is, the engine 10 is in driving mode, that is, the second motor 17 is in driving mode, such as Figure 3 As shown, in this mode, brake 1 is engaged, first clutch 21 and second clutch 11 are disengaged, engine 10 is driven, and first motor 4 is in generator mode. In this mode, the transmission path of second motor 17 is the same as in pure electric mode. The power from engine 10 passes through torsional damper 9, second transmission gear 8, and first transmission gear 6 to first motor 4. First motor 4 is in generator mode, converting mechanical energy into electrical energy. Figure 3 The dashed line in the diagram represents the power transmission path in range-extended mode.

[0067] (3) Hybrid two-speed mode: that is, the engine 10 is in driving mode, the second motor 17 is in driving mode, the first motor 4 is not working, the brake 1 is engaged, the first clutch 21 is engaged, and the second clutch 11 is disengaged. In this mode, the power of the engine 10 is output to the wheels through the torsional damper 9, the first clutch 21, the first sun gear 18, the first planetary gear 16, the second planetary gear 3, the ring gear 5, the third transmission gear 14, the fifth transmission gear 12 and the main reduction gear 13; at the same time, the second motor 17 can also transmit power to the wheels through the power transmission path of pure electric mode, realizing the joint driving mode of the engine 10 and the second motor 17. Figure 4 The dotted line in the diagram represents the power transmission path in the second-gear hybrid mode.

[0068] (4) Hybrid three-speed mode: that is, the engine 10 is in driving mode, the second motor 17 is in driving mode, the first motor 4 is not working, the brake 1 is in disengaged mode, the first clutch 21 is in engaged mode, and the second clutch 11 is in engaged mode. In this mode, the power of the engine 10 can reach the gear ring and then the wheel through two paths. The first path passes through the torsional damper 9, the first clutch 21, the first sun gear 18, the first planetary gear 16, the second planetary gear 3, and the gear ring 5 in sequence; the second path passes through the torsional damper 9, the second clutch 11, the planet carrier 20, the second planetary gear 3, and the gear ring 5 in sequence; after the power of the engine 10 is coupled, it passes through the third transmission gear 14 and the fifth transmission gear 12 to the main reduction gear 13 and outputs to the wheel in sequence; at the same time, the second motor 17 can also transmit power to the wheel through the power transmission path of pure electric mode, realizing the joint driving mode of the engine 10 and the second motor 17. Figure 5 The dotted line in the diagram represents the power transmission path in the three-speed hybrid mode.

[0069] (5) Hybrid four-speed mode: that is, the engine 10 is in driving mode, the second motor 17 is in driving mode, the first motor 4 is not working, the brake 1 is engaged, the first clutch 21 is disengaged, and the second clutch 11 is engaged. In this mode, the power of the engine 10 is output to the wheels through the torsional damper 9, the second clutch 11, the planetary carrier 20, the second planetary gear 3, the ring gear 5, the third transmission gear 14, the fifth transmission gear 12 and the main reduction gear 13; at the same time, the second motor 17 can also transmit power to the wheels through the power transmission path of pure electric mode, realizing the joint driving mode of the engine 10 and the second motor 17. Figure 6 The dotted line in the diagram represents the power transmission path in the hybrid four-speed mode.

[0070] Furthermore, the inventors' research revealed that in terms of control systems, the industry currently widely adopts a distributed control approach, which involves establishing multiple control units such as a motor controller module (PEU, Power Electronics Unit), an engine control module (EMS, Engine Management System), and a transmission control unit (TCU). In recent years, some integrated controllers have also emerged, such as controllers that integrate engine control and thermal management modules, or dual-motor controllers that integrate motor controller modules with DC-DC converters. However, for hybrid vehicles, it is still unavoidable to rely on multiple ECUs (Electronic Control Units) or a single ECU with multiple MCUs (Micro Controller Units) for coordinated operation via external or internal network communication. This approach suffers from significant problems such as long control links, high data latency, high risk of command conflicts, poor system reliability, and high hardware and software integration costs. Especially in multi-source coupled power systems, it severely restricts the vehicle's response speed and the real-time execution of optimal energy efficiency strategies.

[0071] Furthermore, when integrating the Ravina planetary mechanism with the hybrid structure, the high precision required for torque and speed control of power sources such as clutches, motors, and engines during the control process leads to slow communication issues when using multiple separate controllers. For example, the hybrid controller needs to sample the motor's torque and speed signals at least every 5ms, while the CAN communication typically used by separate controllers only supports a maximum of 10ms sampling. Therefore, achieving a highly integrated controller with unified scheduling capabilities also presents a challenge.

[0072] In this embodiment, the hybrid drive unit also includes an integrated controller, which includes a base and an engine control module 22, a motor control module, and a gearbox control module 24 mounted on the base. The engine 10 is signal-connected to the engine control module 22, the first motor 4 and the second motor 17 are signal-connected to the motor control module, and the brake 1, the first clutch 21 and the second clutch 11 are signal-connected to the gearbox control module 24.

[0073] In this embodiment, the integrated controller integrates the engine control module 22, the motor control module, and the transmission control module 24 onto the same substrate, shortening the signal transmission distance between the modules and thus reducing the risk of control delay and command conflicts. The centralization of all key control modules results in faster system response and better adaptability to the frequent switching of power sources and precise torque adjustment requirements in hybrid systems. Furthermore, by adopting a unified scheduling architecture, unified coordination and management of the engine, motor, and transmission are integrated on a single ECU, avoiding the uncertainties caused by complex communication networks between multiple ECUs, improving overall system efficiency, enhancing the real-time execution capability of control strategies, and enabling the powertrain to switch to the optimal operating mode in the shortest possible time. Through its highly integrated design, unified scheduling architecture, and high-performance communication capabilities, the integrated controller effectively solves the technical problems existing in multi-ECU control schemes in related technologies.

[0074] In this embodiment, the integrated controller further includes a thermal management control module 25, which is integrated with the transmission control module 24. The integrated controller also includes a vehicle control module 26, which is integrated with the transmission control module 24.

[0075] The integrated configuration of the thermal management control module 25, the transmission control module 24, and the vehicle control module 26 enables faster and more direct information exchange between these modules, allowing for better coordinated operation. Control modules integrated within the same core can directly access shared resources, such as memory and the processor, significantly reducing data transmission latency and improving control response speed. This is crucial for scenarios requiring rapid response, such as emergency gear shifting control and thermal management strategies that allow for quick switching between different driving modes.

[0076] It should be noted that integrated settings refer to settings within the same core of the chip.

[0077] In this embodiment, the motor control module includes a generator control module 27 and a drive motor control module 28. The generator control module 27 is signal-connected to the first motor 4, and the drive motor control module 28 is signal-connected to the second motor 17. The independent control modules can optimize for the different characteristics of the first motor 4 and the second motor 17, finely controlling their respective energy conversion and torque output, thereby significantly improving the system's energy utilization efficiency and power performance. Simultaneously, the separate control mechanism ensures that each motor operates independently of the others; even if one fails, the other can still operate normally, guaranteeing the vehicle's basic driving capability and the generator's continuous power supply, thus enhancing the overall system's safety and robustness.

[0078] The integrated controller integrates multiple control function modules such as motor control, clutch control, engine management, energy distribution, and thermal management on a single MCU, and highly integrates the relevant component control units of the transmission configuration.

[0079] like Figure 7 As shown, in this embodiment, the MCU is a single-chip quad-core architecture, where core 0 integrates the engine control module 22. The engine control module 22 is connected to the engine 10 via signals. Its main functions include engine speed control, engine fuel injection control, engine intake-related control, engine ignition control, engine emission-related functions, and engine lubrication and thermal management. The control process requires the collection of a large amount of sensor information, including engine intake-related sensors, engine thermal management-related sensors, and engine control and emission-related sensors. Among them, the engine intake-related sensors include an air flow meter, an intake pressure / temperature sensor, and an electronic throttle position sensor. The engine thermal management-related sensors include an ambient temperature sensor, an engine main coolant temperature sensor, a cooling main circulation coolant temperature sensor, a low-temperature heat dissipation circuit coolant temperature sensor, and an oil pressure sensor. The engine control and emission-related sensors include a crankshaft speed sensor, an intake / exhaust camshaft speed sensor, an EGR position / differential pressure / temperature sensor, a front / rear oxygen sensor, and a fuel vapor pressure sensor.

[0080] It should be noted that the engine drive module control actuators include engine fuel injection and ignition related actuators, engine intake related actuators, engine emission related actuators, and engine thermal management and lubrication related actuators. Among them, the engine fuel injection and ignition related actuators include fuel pump, injectors, and ignition coils; the engine intake related actuators include throttle drive motor and intake / exhaust camshaft phasing valve; the engine emission related actuators include EGR motor, fuel tank isolation valve, carbon canister solenoid valve, and DMTL; and the engine thermal management and lubrication related actuators include engine water pump, cooling fan, low-temperature cooling circuit water pump, and oil pump.

[0081] In this embodiment, the thermal management control module 25, the vehicle control module 26, and the transmission control module 24 are simultaneously integrated into the kernel 1. The control process collects network information such as the accelerator pedal, brake, high-voltage battery SOC, and handle position. The relevant actuators include the high-voltage air conditioner, voltage compressor, high-voltage PTC, clutch pressure sensor, solenoid valve, and electronic oil pump. Among them, the transmission control module 24 is signal-connected to the brake 1, the first clutch 21, and the second clutch 11. The transmission control module 24 is signal-connected to the solenoid valve through the transmission drive module. Its main functions include hybrid transmission shift control, hybrid transmission cooling lubrication and thermal management, and hybrid transmission hydraulic control. The control process needs to collect transmission-related sensor information, including the clutch pressure sensor and the transmission oil temperature sensor. The main functions of the thermal management control module 25 include warm air conditioner control, high-voltage voltage compressor control, and high-voltage PTC control functions. The main functions of the vehicle control module 26 include hybrid vehicle drive torque distribution and hybrid mode management, hybrid driving energy management, energy recovery control, and hybrid high-voltage component management.

[0082] In this embodiment, the integrated controller is further provided with a motor control module. The motor control module includes a generator control module 27 and a drive motor control module 28. Among them, the generator control module 27 is integrated into the kernel 2, and the generator control module 27 is signal-connected to the first motor 4 through the generator drive module. The main functions of the generator control module 27 include engine torque control, generator current / voltage control, generator thermal management, and safety protection such as generator active discharge. The drive motor control module 28 is integrated into the kernel 3, and the drive motor control module 28 is signal-connected to the second motor 17 through the drive motor drive module. The main functions of the drive motor control module 28 include drive motor torque control, drive motor current / voltage control, drive motor thermal management, and safety protection such as drive motor active discharge. The control process needs to collect information of motor-related sensors, mainly including the motor resolver, three-phase current sensor, temperature sensor, and bus voltage sampling. Moreover, the drive boards supporting the kernel 2 and the kernel 3 are also configured with IGBT drives to achieve a high-low voltage integrated design. This architecture supports the unified management of high-voltage and low-voltage systems, reduces the configuration of traditional power management modules, realizes the reuse of high-low voltage harness resources, and further reduces the system complexity and the vehicle layout difficulty.

[0083] This invention innovatively integrates a controller using a single-chip multi-core MCU architecture, integrating multiple control function modules such as motor control, clutch control, engine management, energy distribution, and thermal management. This replaces the traditional multi-ECU architecture, resulting in faster control command transmission, reduced communication latency and conflict risks, optimized powertrain coordination, and real-time execution of the overall energy distribution strategy, significantly enhancing the comprehensive performance of hybrid vehicles. Simultaneously, it significantly reduces the number of hardware components, lowers wiring complexity and weight, and reduces system costs. The central scheduling module, as the core of the integrated controller, analyzes the vehicle's operating status in real time, identifies current operating conditions such as acceleration, deceleration, hill climbing, and cruising, and quickly determines the most suitable operating mode. This enables intelligent scheduling between the engine, motor, and other power sources. Based on the intelligent decision-making capabilities of the central scheduling module, the hybrid system can seamlessly switch between pure electric mode, range-extended mode, and hybrid mode. The structure and control system of this invention adopt a modular design approach, where each subsystem or control function can be considered an independent module. This not only facilitates standardized hardware production and replacement but also simplifies the software upgrade process. Modular design also makes the integration of new technologies and functions more flexible and convenient, supporting rapid iteration and technology upgrades. Modular controller systems can be easily adapted to different types of hybrid platforms, whether plug-in hybrid, mild hybrid, or conventional hybrid, and can be quickly integrated and customized by adjusting module parameters or function combinations.

[0084] Another embodiment of the present invention provides a vehicle, the vehicle including a hybrid drive unit, the hybrid drive unit being the hybrid drive unit provided above.

[0085] The apparatus provided by the embodiments has the following beneficial effects:

[0086] (1) By adopting a Ravina-type double planetary gear configuration, the present invention achieves significant optimization of the power transmission path, which can provide more diversified power flow paths, enabling the engine 10, the first motor 4 and the second motor 17 to perform efficient power coupling and distribution through a compound gear mechanism in different modes.

[0087] (2) The composite planetary gear mechanism of the present invention significantly reduces the space occupied by the vehicle powertrain. By setting up a single planetary gear and a double planetary gear, complex transmission functions are realized within a limited shaft space, making the overall structure more compact, which helps to reduce vehicle weight and energy consumption.

[0088] (3) The one-way clutch 2 ensures unidirectional power transmission, prevents power backflow, and improves the smoothness and energy efficiency of power transmission; the first clutch 21 and the second clutch 11 achieve intelligent coupling and disconnection between the power source and the transmission system through precise control, support multi-path power distribution, and enable the engine and motor to work together efficiently in different modes. The combination of the three not only optimizes the management of power flow, but also enables seamless switching between multiple operating modes, greatly improving the system's response speed and strategy switching efficiency, reducing energy loss, and ensuring driving comfort and overall vehicle performance.

[0089] (4) The integrated controller adopts a unified scheduling architecture, integrating multiple functional modules such as motor control, clutch control, engine control, and energy management that were originally scattered onto a single MCU main chip. This not only simplifies the system architecture and reduces hardware redundancy, but also greatly enhances data processing speed and control responsiveness, reduces the delay of the control link and the risk of instruction conflict, and improves the stability and security of the system.

[0090] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0091] Unless otherwise specifically stated, the relative arrangement, numerical expressions, and values ​​of the components and steps set forth in these embodiments do not limit the scope of the invention. It should also be understood that, for ease of description, the dimensions of the various parts shown in the drawings are not drawn to actual scale. Techniques, methods, and devices known to those skilled in the art may not be discussed in detail, but where appropriate, such techniques, methods, and devices should be considered part of the specification. In all examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not as limitations. Therefore, other examples of exemplary embodiments may have different values. It should be noted that similar reference numerals and letters in the following figures denote similar items; therefore, once an item is defined in one figure, it need not be further discussed in subsequent figures.

[0092] In the description of this invention, it should be understood that "a plurality of" means two or more. Directional terms such as "front, back, up, down, left, right," "horizontal, vertical, perpendicular, horizontal," and "top, bottom" indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings. These terms are used solely for the convenience of describing the invention and simplifying the description. Unless otherwise stated, these directional terms do not indicate or imply that the device or element referred to must have a specific orientation or be constructed and operated in a specific orientation, and therefore should not be construed as limiting the scope of protection of this invention. The directional terms "inner" and "outer" refer to the inner or outer contours relative to the outline of each component itself.

[0093] For ease of description, spatial relative terms such as "above," "on top of," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation beyond the orientation of the device as described in the figures. For example, if the device in the figures were inverted, a device described as "above" or "on top of" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0094] Furthermore, it should be noted that the use of terms such as "first" and "second" to define components is merely for the purpose of distinguishing the corresponding components. Unless otherwise stated, the above terms have no special meaning and therefore should not be construed as limiting the scope of protection of this invention.

[0095] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A hybrid power drive device, characterized in that, The hybrid drive system includes an engine (10), a first motor (4), a second motor (17), and a compound planetary gear mechanism; The output end of the engine (10) is driven to the motor shaft of the first motor (4) to generate electricity using the first motor (4); The motor shaft of the second motor (17) is used to drive the wheels to rotate; The composite planetary gear mechanism includes a gear ring (5), a planet carrier (20), a first sun gear (18), a second sun gear (19), a first planet gear (16), and a second planet gear (3). The first planet gear (16) and the second planet gear (3) are both mounted on the planet carrier (20). The first sun gear (18) meshes with the first planet gear (16). The second sun gear (19) and the first planet gear (16) both mesh with the second planet gear (3). The second planet gear (3) meshes with the gear ring (5). The gear ring (5) is connected to the wheel drive. The hybrid drive device further includes a brake (1), a first clutch (21) and a second clutch (11). The brake (1) is used to control the working state of the second sun gear (19). The first clutch (21) is used to control the output end of the engine (10) to engage or disengage with the first sun gear (18). The second clutch (11) is used to control the output end of the engine (10) to engage or disengage with the planet carrier (20).

2. The hybrid drive device according to claim 1, characterized in that, The second clutch (11) includes: The first clutch unit is used to control the output end of the engine (10) to engage or disengage with the motor shaft of the first motor (4). The second clutch unit connects the output end of the engine (10) to the planetary carrier (20) via the second clutch unit. The second clutch unit is used to control the engagement or disengagement of the output end of the engine (10) with the planetary carrier (20).

3. The hybrid drive device according to claim 1, characterized in that, The hybrid drive unit also includes a one-way clutch (2) connected to the planetary carrier (20), which is used to limit the rotation direction of the planetary carrier (20).

4. The hybrid drive device according to claim 1, characterized in that, The hybrid drive unit further includes a meshing first transmission gear (6) and a second transmission gear (8), the first transmission gear (6) being mounted on the motor shaft of the first motor (4), and the output end of the engine (10) being used to drive the second transmission gear (8); and / or, The hybrid drive unit also includes a torsional damper (9), and the output end of the engine (10) is driven to the motor shaft of the first motor (4) through the torsional damper (9).

5. The hybrid drive device according to claim 1, characterized in that, The hybrid drive unit also includes a third transmission gear (14) and a fourth transmission gear (15). The gear ring (5) meshes with the third transmission gear (14). The fourth transmission gear (15) is mounted on the motor shaft of the second motor (17). The fourth transmission gear (15) meshes with the third transmission gear (14). The third transmission gear (14) is used to drive the wheels.

6. The hybrid drive device according to claim 5, characterized in that, The hybrid drive unit also includes a fifth transmission gear (12) and a main reduction gear (13). The third transmission gear (14) is driven to the main reduction gear (13) through the fifth transmission gear (12). The main reduction gear (13) is driven to the wheel.

7. The hybrid drive device according to claim 1, characterized in that, The motor shaft of the first motor (4) is arranged parallel to the motor shaft of the second motor (17).

8. The hybrid drive device according to any one of claims 1 to 7, characterized in that, The hybrid drive device further includes an integrated controller, which includes a base and an engine control module (22), a motor control module and a gearbox control module (24) disposed on the base. The engine (10) is signal-connected to the engine control module (22), the first motor (4) and the second motor (17) are signal-connected to the motor control module, and the brake (1), the first clutch (21) and the second clutch (11) are signal-connected to the gearbox control module (24).

9. The hybrid drive device according to claim 8, characterized in that, The integrated controller further includes a thermal management control module (25), which is integrated with the gearbox control module (24); and / or, The integrated controller also includes a vehicle control module (26), which is integrated with the transmission control module (24).

10. The hybrid drive device according to claim 8, characterized in that, The motor control module includes a generator control module (27) and a drive motor control module (28). The generator control module (27) is signal-connected to the first motor (4), and the drive motor control module (28) is signal-connected to the second motor (17).

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

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