Helical gear coupling assembly and hybrid power system

Abstract

The invention belongs to the technical field of power transmission, and particularly relates to a helical-tooth coupling assembly and a hybrid power system.The helical-tooth coupling assembly comprises a helical-tooth spline connecting shaft, helical-tooth outer splines are arranged on the outer circle of the helical-tooth spline connecting shaft, and one side of the helical-tooth spline connecting shaft is used for abutting against or being connected with a shaft sleeve arranged outside an output shaft of an engine in a sleeving mode; the inner circle of one side of the helical tooth spline hollow shaft is provided with a helical tooth internal spline, and the outer circle of the other side of the helical tooth spline hollow shaft is provided with first helical teeth meshed with the output end of the output motor; the helical tooth spline connecting shaft extends into one side of the helical tooth spline hollow shaft, and the helical tooth outer spline is connected with the helical tooth inner spline in a meshed mode. The engine and the output motor are connected through the helical gear coupling assembly, helical gear meshing is utilized, the engine, the output motor and the case jointly bear axial tension, dispersed transmission of force is achieved, the stress uniformity and structural reliability of a transmission system are improved, the axial load peak value of a bearing is reduced, and the service life of the transmission system is prolonged. Therefore, the service life of the bearing is prolonged.

Description

Technical Field

[0001] This invention belongs to the field of power transmission technology, specifically relating to a helical gear coupling assembly and a hybrid power system. Background Technology

[0002] In a hybrid power system, the power generated by the engine drives the electric motor to generate electricity and output electrical energy. Specifically, the mechanical output shaft of the power turbine can be connected to the input shaft of the motor so that the output shaft of the power turbine rotates and the output motor shaft rotates to output electrical energy.

[0003] However, the engine operation generates a very large axial tensile force, such as 603N, which is transmitted to the high-speed motor through the shaft. Therefore, a reasonable coupling scheme needs to be designed to mitigate this axial tensile force.

[0004] Furthermore, in hybrid power systems, a dedicated motor controller (or generator controller) is required to excite, rectify, invert, and manage the energy between the high-speed output motor and the DC bus and energy storage devices. In existing technologies, the high-speed output motor and its controller are typically arranged separately. For example, the high-speed output motor is mounted on the engine block or accessory gearbox near the engine, while the motor controller is installed as a separate unit in another location within the engine compartment. Electrical connection between the two is achieved through multiple high-current three-phase cables and connectors such as connector plugs and terminals. While this separate structure offers good versatility, it has significant shortcomings in practical applications of hybrid power systems:

[0005] 1. Long power loop path and large stray inductance, resulting in high electromagnetic compatibility pressure: The three-phase cables between the output motor and the controller are relatively long, with complex wiring harness paths. The closed loop area formed by the power loop is large, leading to high stray inductance in the three-phase circuit. In generator controllers using wide-bandgap power devices such as SiC and with high switching frequencies, large stray inductance can easily cause voltage spikes and oscillations, increasing the difficulty of electromagnetic interference (EMI) design and affecting system efficiency and stability.

[0006] 2. Reliability and quality penalties of connectors and wiring harnesses in engine environments: The environment around engines is characterized by strong vibrations, high temperatures, and significant thermal cycling. Multiple sets of high-current connectors and long cables not only increase the number of contact points and contact resistance but also make them prone to poor contact, loosening, or even breakage due to vibration and thermal expansion and contraction, reducing long-term reliability. Furthermore, the bulky three-phase cables and shielding components result in significant size and weight penalties, hindering overall lightweight and compact design.

[0007] 3. Limited space around the engine makes stacking multiple controllers difficult: In the area around the engine, in addition to the high-speed output motor and its controller, multiple control units such as the engine controller, starter / generator controller, and fuel pump controller also need to be arranged. Existing motor controllers are mostly independent cabinet structures, and the layout of internal power modules, DC bus capacitors, and control boards is mostly designed according to general controllers. This tends to occupy a large installation space in both the vertical and horizontal directions, restricting the arrangement of other controllers, resulting in complex wiring harnesses and inconvenient assembly and maintenance.

[0008] Therefore, it is necessary to provide an integrated structure that combines the motor and controller for the "engine + high-speed output motor" operating condition in a hybrid power system, so as to achieve compact integration of the high-speed output motor and controller within the limited space around the engine. Summary of the Invention

[0009] The present invention addresses the above-mentioned technical problems by providing a helical gear coupling assembly and a hybrid power system.

[0010] A helical gear coupling assembly, the helical gear coupling assembly comprising:

[0011] A helical spline connecting shaft, wherein the outer circle of the helical spline connecting shaft is provided with helical external splines; the end face of the helical spline connecting shaft near the engine is used to abut or connect with a bushing fitted around the engine output shaft.

[0012] A helical spline hollow shaft, wherein the inner circle of the helical spline hollow shaft near the engine is provided with helical internal splines, and the outer circle of the helical spline hollow shaft away from the engine is provided with a first helical tooth for meshing with the output end of the output motor.

[0013] The helical spline connecting shaft extends into the interior of the helical spline hollow shaft near the engine, and the external helical spline meshes with the internal helical spline to form a helical spline pair.

[0014] Optionally, the helical gear coupling assembly further includes:

[0015] A bearing assembly is disposed on the outer surface of the helical spline hollow shaft near the engine. The bearing assembly is used to fix the helical spline hollow shaft in a mounting housing. The housing is disposed between the engine and the output motor. One end of the housing is fixedly connected to the housing of the engine, and the other end of the housing is fixedly connected to the housing of the output motor.

[0016] Optionally, the helical internal spline has a helix angle of 8° and a module of 1.5 mm, the number of teeth of the helical internal spline is 20, and the tooth thickness of the helical internal spline is 2.36 mm.

[0017] Optionally, the first helical tooth has a helix angle of 8° and a module of 0.5 mm, the first helical tooth has 36 teeth, and the tooth thickness of the first helical tooth is 0.75 mm.

[0018] Optionally, the helical spline connecting shaft is provided with clearance through holes extending axially through both ends. The clearance through holes are coaxially arranged with the engine output shaft and are used for the engine output shaft to pass through. A locking nut is provided on the other end of the helical spline connecting shaft away from the engine. The locking nut is used to thread the external thread section of the engine output shaft. The locking nut is used to axially press the end face of the helical spline connecting shaft near the engine against the end face of the bushing.

[0019] Optionally, the outer diameter of the helical spline hollow shaft on the side closer to the engine is larger than the outer diameter on the side farther from the engine.

[0020] Optionally, the inner diameter of the helical spline hollow shaft on the side closer to the engine is larger than the inner diameter on the side farther from the engine.

[0021] A hybrid power system includes an engine and an output motor, wherein the engine and the output motor are connected via the helical gear coupling assembly;

[0022] The power turbine output shaft of the engine is connected to a bushing via a spur spline or interference fit, and the bushing abuts against or connects to the helical spline connecting shaft on the side near the engine.

[0023] The output end of the output motor is provided with a second helical tooth, which meshes with the first helical tooth of the helical spline hollow shaft to form a helical gear pair.

[0024] Optionally, the helical spline connecting shaft is provided with a clearance through hole extending axially through both ends of the shaft. The clearance through hole is coaxially arranged with the power turbine output shaft. A locking nut is provided on the other end of the helical spline connecting shaft away from the engine. The end of the power turbine output shaft away from the engine passes through the clearance through hole from the side of the helical spline connecting shaft near the engine. The external thread section on the power turbine output shaft is threaded to the locking nut to achieve a fixed connection between the power turbine output shaft and the helical spline connecting shaft. The locking nut axially presses the end face of the helical spline connecting shaft near the engine against the end face of the bushing.

[0025] Optionally, the shaft end of the output motor is connected to a motor spline, and the inner circle of the motor spline is provided with the second helical tooth.

[0026] Optionally, the hybrid power system further includes a casing disposed between the engine and the output motor, one end of the casing being fixedly connected to the housing of the engine, and the other end of the casing being fixedly connected to the housing of the output motor;

[0027] The helical gear coupling assembly is fixed to the casing by a bearing assembly located on the outer circumference of the helical spline hollow shaft near the engine.

[0028] Optionally, the casing is provided with a stepped mounting cavity extending along the axial direction, the mounting cavity including an open hole section for pressing in the bearing steel sleeve, and forming an annular stepped surface in the hole;

[0029] The bearing assembly includes a bearing body and a bearing sleeve. The outer ring of the bearing body is installed in the inner hole of the bearing sleeve. The inner ring of the bearing body is fitted onto the outer circumference of the helical spline hollow shaft near the engine. The outer circumference of the bearing sleeve is pressed into the mounting cavity. The side of the bearing sleeve near the engine abuts against the annular stepped surface. A limiting plate is detachably fixed to the outer end face of the mounting cavity opening on the other side of the bearing sleeve away from the engine. The limiting plate axially limits the bearing sleeve on the other side away from the engine. There is a gap between the limiting plate and the helical spline hollow shaft.

[0030] Optionally, the casing is a hollow structure, and the lower space of the casing forms a cooling oil chamber. The lower part of the casing is provided with an oil suction port that communicates with the cooling oil chamber. The oil suction port is connected to the suction port of an external cooling oil pump, and the oil outlet of the external cooling oil pump supplies oil to each target position of the engine and the output motor through an oil supply pipeline.

[0031] The helical spline hollow shaft is provided with a through hole along the axial direction. The helical spline hollow shaft is provided with an oil return opening on the side near the casing and communicates with the inside of the casing. The inside of the helical spline hollow shaft is connected to the oil passage of the output end of the output motor through the internal oil passage of the helical spline connecting shaft. The helical spline hollow shaft is connected to the internal oil passage of the engine output shaft through the other end.

[0032] Optionally, the helical spline hollow shaft or the helical spline connecting shaft is provided with an oil injection hole or an oil injection groove facing the helical gear spoke meshing area.

[0033] Optionally, the hybrid power system further includes a controller associated with its operation. The output motor is integrated with at least the motor controller assembly to form a motor-controller integrated system. The three-phase winding terminals of the output motor are located behind the output motor. The motor controller assembly is located below the output motor. The motor controller assembly includes a controller base plate and a power module assembly. The power module assembly includes a power module disposed on the controller base plate and several connecting conductors. Several AC terminals of the power module are arranged side by side in the mounting area. Each AC terminal is electrically connected to a connecting conductor. Each connecting conductor bends upward in the mounting area and is electrically connected to the corresponding three-phase winding terminals. The connecting conductors are used to transmit three-phase AC current between the power module and the output motor.

[0034] The motor and controller integrated system more specifically includes:

[0035] The controller housing has the output motor mounted on it, and the three-phase winding terminals of the output motor are located at the rear of the output motor.

[0036] A motor controller assembly is disposed within a controller housing and located below the output motor. A mounting area for accommodating connecting conductors is provided between the rear of the motor controller assembly and the controller housing. The motor controller assembly includes a controller base plate and a power module assembly. The power module assembly includes a power module disposed on the controller base plate and several connecting conductors. Several AC terminals of the power module are arranged side-by-side in the mounting area. Each AC terminal is electrically connected to a connecting conductor. Each connecting conductor bends upwards in the mounting area and extends above the mounting area, respectively electrically connecting to the corresponding three-phase winding terminals. The connecting conductors are used to transmit three-phase AC current between the power module and the output motor.

[0037] Optionally, the connecting conductive bus is provided with a support structure, and the connecting conductive bus is fixed to the controller housing or the motor flange of the output motor through the support structure.

[0038] Optionally, the support structure is an insulating bracket.

[0039] Optionally, the controller housing includes a controller base plate, a front cover plate, a rear cover plate, a first side plate and a second side plate arranged axially, and a top cover. The controller base plate, the front cover plate, the rear cover plate, the first side plate, the second side plate, and the top cover plate form the controller housing. The front cover plate has a downwardly recessed opening, and the opening of the front cover plate is detachably fixed to the lower edge of the flange provided on the front end face of the output motor. The top cover plate and the front cover plate are at a preset distance, so that the front part of the top of the controller housing is an open structure with an opening. The open structure accommodates the output motor and allows the output motor to be exposed outside the controller housing from the front side to the front edge of the top cover plate. The top cover plate is an arc-shaped cover with an upward convex center. The top cover plate covers the rear part of the output motor and the mounting area. The front end of the top cover plate is detachably fixed to the motor housing of the output motor, and the rear end of the top cover plate is detachably fixed to the rear cover plate.

[0040] Optionally, the outer sides of the first side plate and the second side plate have reserved space for integrating other devices.

[0041] Optionally, the bottom of the controller base plate is provided with heat dissipation fins.

[0042] Optionally, a cooling fan is provided on the side of the heat dissipation fins.

[0043] Optionally, the controller housing has reserved spaces for integrating other devices arranged along the axial direction of the output motor. These reserved spaces are located above the motor controller assembly and on the left and right sides of the output motor.

[0044] Optionally, the reserved space integrates at least one of the following devices: a fuel pump controller, a lubricating oil pump controller, a starter / generator controller, and an engine controller.

[0045] Optionally, the front end face of the output motor is provided with a flange, and the middle of the front end of the output motor is provided with an internal spline for transmission. The flange and the internal spline are used to connect the output motor and the engine.

[0046] Optionally, the output motor has an internal lubricating oil cooling channel, and the controller housing is provided with an oil inlet and an oil outlet. The oil inlet and oil outlet are respectively connected to the inlet and outlet of the lubricating oil cooling channel of the output motor. The oil inlet is connected to an oil pump through a pipeline. The oil pump is also connected to a heat exchanger and an oil tank through pipelines. The oil outlet is connected to the oil tank. The oil pump sends lubricating oil from the oil tank into the heat exchanger. After heat exchange in the heat exchanger, the lubricating oil is further cooled. The oil pump then sends the lubricating oil through pipelines and the oil inlet into the lubricating oil cooling channel to cool and lubricate the relevant hot spots inside the output motor. Finally, the lubricating oil is sent back to the oil tank through the oil outlet.

[0047] Optionally, the oil pump controller of the oil pump is disposed in a reserved space on the controller housing.

[0048] Optionally, the power module assembly further includes a phase current sensor for detecting phase current, the phase current sensor being disposed on the AC terminal of the power module and the connection path of the connecting busbar.

[0049] Optionally, the length direction of the controller base plate is a left-right direction that is horizontally perpendicular to the axis of the output motor, and the power module assembly is disposed on the controller base plate, with the length direction of the power module assembly being a left-right direction;

[0050] The motor controller assembly also includes a DC bus capacitor assembly, which is disposed on the controller base plate in front of the power module assembly, and the length direction of the DC bus capacitor assembly is the left-right direction;

[0051] The output motor has a front-to-back axis. The controller housing has reserved spaces for integrating other devices arranged along the axis of the output motor. These reserved spaces are located above the motor controller assembly and on the left and right sides of the output motor.

[0052] Optionally, the length direction of the controller base plate is a left-right direction that is horizontally perpendicular to the axis of the output motor; the power module assembly includes a plurality of power modules, each of which is a left-right direction, and the plurality of power modules are arranged side by side on the controller base plate along the left-right direction.

[0053] The motor controller assembly also includes a DC bus capacitor assembly, which includes a plurality of DC capacitors and interconnecting busbars electrically connected to each of the DC capacitors. The length direction of the DC capacitors is the left-right direction, and the plurality of DC capacitors are arranged side by side along the left-right direction on the controller base plate in front of the plurality of power modules.

[0054] The interconnecting busbar is located behind the DC capacitor. The interconnecting busbar has several connection positions on the side facing the power module assembly. The DC terminal of the power module is located in front of the power module. The positive DC terminal and the negative DC terminal of the DC terminal are electrically connected to the corresponding connection positions of the interconnecting busbar through two DC busbars, one positive and one negative.

[0055] Optionally, the controller base plate adopts a U-shaped structure, and a DC power interface is provided on the side wall surface of the controller base plate. The DC power interface is connected to another connection position of the interconnecting busbar.

[0056] Optionally, the DC bus capacitor assembly further includes a bus current sensor for detecting the DC bus current, the bus current sensor being disposed on one of the DC busbars or the interconnecting busbars.

[0057] Optionally, the output motor has a front-to-back axis, and the controller housing has reserved spaces for integrating other devices arranged along the axis of the output motor. The reserved spaces are located above the motor controller assembly and on the left and right sides of the output motor.

[0058] Optionally, the motor controller assembly further includes a control board assembly, which includes a control board for driving the power modules and an outer shielding plate disposed on the outside of the control board. The control board is connected to several of the power modules respectively, and the control board assembly is disposed above or to the side of several of the power modules, or above or to the side of several of the DC capacitors.

[0059] Optionally, the controller base plate adopts a U-shaped structure, and a controller power supply interface is provided on the side wall surface of the controller base plate. The controller power supply interface is used to supply power to the control board assembly and can also serve as a debugging and calibration interface. Each pin of the controller power supply interface is electrically connected to the control board through a wire harness.

[0060] Optionally, the motor controller assembly further includes a shielding partition, and the control board assembly is disposed above the plurality of power modules, with the shielding partition disposed above the control board assembly.

[0061] Optionally, the length direction of the controller base plate is a left-right direction that is horizontally perpendicular to the axis of the output motor;

[0062] The power module assembly also includes a cold plate, which has a liquid cooling channel inside. The length direction of the cold plate is left-right. The cold plate is mounted on the controller base plate, and the power module is mounted on the cold plate. The length direction of the power module is left-right.

[0063] When the liquid cooling medium flows through the liquid cooling channel inside the cold plate, the liquid cooling medium exchanges heat with the power module to cool the power module.

[0064] Optionally, the liquid cooling medium is fuel oil.

[0065] Optionally, the motor housing of the output motor is provided with a fuel cooling channel, and the side wall of the controller base plate is provided with a fuel inlet and a fuel outlet. The fuel inlet and the fuel outlet are respectively connected to the liquid cooling channel inlet and liquid cooling channel outlet of the cold plate. The fuel inlet is connected to a fuel pump through a pipeline, the fuel outlet is connected to the fuel cooling channel inlet of the motor housing through a pipeline, and the fuel cooling channel outlet of the motor housing is connected to the fuel pump through a pipeline. The fuel pump delivers fuel through the pipeline and the fuel inlet into the liquid cooling channel of the cold plate to cool the power module. After cooling the power module, the fuel is delivered through the pipeline into the fuel cooling channel of the motor housing to cool the output motor. The fuel is then delivered from the fuel cooling channel to the engine for combustion by the fuel pump.

[0066] Optionally, the fuel pump controller of the fuel pump is disposed in a reserved space on the controller housing.

[0067] Beneficial effects: The present invention has at least one or more of the following advantages:

[0068] 1. In this invention, the engine and the output motor are connected by a helical gear coupling assembly. By utilizing the meshing of helical gears, the engine, the output motor and the casing jointly bear the axial tensile force, thereby achieving the distributed transmission of force.

[0069] Specifically, during engine operation, the torque output by the power turbine acts on the helical gear pair and the helical spline pair via the helical gear coupling assembly. During helical gear meshing, the tooth surface contact force acts along the tooth direction, which can be geometrically decomposed into circumferential and axial components. The circumferential component forms the driving torque, which drives the output motor rotor to rotate through the helical spline hollow shaft, realizing the power transmission from the engine to the output motor. The axial component is transmitted along the shaft system to the bearings at each stage, and then from the bearings to the casing and the overall frame, so that the axial load is dispersed and absorbed in the structure, avoiding concentrated action on a single component. Through helical gear meshing and reasonable support arrangement, not only is the stress uniformity and structural reliability of the transmission system improved, but the peak axial load of the bearings is also reduced, thereby extending the service life of the bearings.

[0070] 2. The helical gear coupling assembly of the present invention is supported in the housing by a bearing assembly arranged on the outside of the helical spline hollow shaft, so that the output shaft of the power turbine and the output motor shaft maintain good coaxiality and stable torque transmission during operation. Specifically, the bearing steel sleeve of the bearing assembly is limited on both sides of the axial direction by the steps and limiting plates of the housing, ensuring the radial support and axial positioning of the helical gear coupling assembly in the housing.

[0071] 3. This invention cools the helical gear coupling assembly by spraying cooling oil through the cooling oil passages within the engine and output motor shafts, effectively improving cooling efficiency and ensuring stable tooth surface temperature under high-speed conditions. Specifically, this invention sets the lower space of the casing as a cooling oil chamber, with the oil inlet located on the non-contact side of the helical gear coupling assembly and the outlet located at the corresponding tooth tip. Under gravity, the cooling oil flows back into the cooling oil chamber from one side opening of the helical spline hollow shaft, thus forming a convection circulation.

[0072] 4. This invention integrates a motor controller assembly and an output motor on the controller housing. The output motor is fixed on top, and the motor controller assembly is installed below the output motor, forming a vertically stacked integrated structure. The AC terminals of the power module in the motor controller assembly are directly and rigidly connected to the three-phase winding terminals of the output motor using connecting busbars. There are no longer any connecting plugs, flexible cables, or intermediate terminals between them, which has the following significant advantages:

[0073] (1) The three-phase power circuit is extremely short and the stray inductance is small: the vertical connecting conductor is almost a direct "terminal to terminal" connection, the loop is extremely small, which is conducive to suppressing voltage spikes and oscillations under SiC high-frequency switching and is EMC friendly;

[0074] (2) Reduce high-current connectors and cables: Eliminate aviation connectors and long cables, reduce contact resistance and heat generation, and reduce contact failure points in vibration environment; reduce the resistance loss that may be generated in intermediate connection links, so that the power transmission efficiency is significantly improved, thereby improving the overall working efficiency of the motor. Under the same working conditions, it can output stronger power and meet more high-load and high-performance working needs.

[0075] (3) Highly integrated structure: The whole machine has changed from "motor + cable + controller" to "motor + controller vertical integrated module", which is convenient to be arranged as a standardized unit around the engine, making the entire electrical connection path clearer and more intuitive, greatly reducing the probability of failure caused by complex connection, and improving the stability and reliability of system operation;

[0076] (4) Maintenance and upkeep bring great convenience: When maintenance personnel conduct daily inspections and troubleshooting, they can locate the problem more quickly and accurately without having to search for the fault point among a large number of complicated cables and connectors. This greatly shortens the maintenance time, reduces maintenance costs, improves the maintainability of the equipment, and provides a strong guarantee for the long-term stable operation of the equipment.

[0077] 5. In this invention, inside the controller housing, several power modules and DC capacitors of the motor controller assembly are arranged along the length of the controller base plate, that is, in a left-right direction that is horizontally perpendicular to the output motor axis. The controller base plate is located below the output motor, so that the entire motor controller assembly is located in the central area below the output motor, which has the following significant advantages:

[0078] (1) Small longitudinal dimensions, compact in the middle, and empty on both sides: The power module and DC capacitor are arranged side by side in the left and right directions, and occupy very little space in the front and back directions. This makes the "thickness" of the motor controller assembly concentrated directly below the motor, and the upper left and right sides are naturally left empty as reserved space, which can be used to arrange other ECUs such as engine controller, starter / generator controller, etc.

[0079] (2) Provide a neat “landing edge” for connecting the conductive busbar: The three-phase output installation area is concentrated on the side near the motor. This edge is exactly the “landing point” of the connecting conductive busbar hanging down from the motor above. The connecting conductive busbar can be arranged in sequence in a plane and neatly connected to the three-phase output end of the power module.

[0080] (3) Convenient modular design and assembly: The power module, DC capacitor and control board are all arranged around the same controller base plate. The motor controller assembly can be pre-installed as an independent module and then connected to the output motor assembly above.

[0081] 6. In the motor controller assembly of the present invention, the DC capacitor and the power module are arranged front and rear, and are directly electrically connected through interconnecting busbars. This design offers advantages such as low DC bus inductance, compact loop, short path, and small area, which helps reduce bus peak voltage and losses. Furthermore, the power module is located at the rear, with a mounting area behind it. The AC terminals of the power module are uniformly arranged in this mounting area and then connected to the connecting busbars, providing a unified "external interface" for the power module. The internal wiring of the motor controller assembly is neat, and the external interface is clear, facilitating connection with the output motor above.

[0082] 7. This invention integrates a cold plate into the motor controller assembly. The power module assembly is uniformly mounted on the cold plate with a liquid cooling channel. The cold plate is fixed to the controller base plate and bears mechanical loads and vibrations together with the base plate. A liquid cooling medium, preferably an existing working fluid in a hybrid power system (such as fuel), is circulated inside the cold plate. The cold plate, controller base plate, and connecting busbar form a mutually supporting integrated frame, which has the following significant advantages:

[0083] (1) Reliable heat dissipation under high power density: The power module (SiC module) generates concentrated heat under high switching frequency and high power conditions. The junction temperature can be effectively controlled by cold plate liquid cooling, thereby improving power density and lifespan;

[0084] (2) The system is simple by using existing media: fuel oil (or the working medium already in the system) is used as the cooling medium, eliminating the need to set up a new cooling circuit, reducing system complexity and additional mass;

[0085] (3) The integrated thermo-mechanical-electric structure improves vibration resistance and reliability: The cold plate itself is a rigid component, which together with the controller base plate, the connecting busbar, and the motor housing form a closed mechanical circuit. The transmission path of vibration from the engine, motor housing, connecting busbar, cold plate to the controller base plate is clear. Through the integrated structural design, relative displacement can be controlled, reducing electrical connection fatigue and mechanical damage.

[0086] Furthermore, the cold plate is not merely a standalone "heat dissipation component," but also a "load-bearing platform":

[0087] (1) The lower end of the connecting busbar is fixed to the AC terminal of the power module. The power module is mounted on the cold plate, and the cold plate is mounted on the controller base plate. The relative position of the terminals is stable during thermal expansion and contraction and vibration through the rigid support of the cold plate and the controller base plate.

[0088] (2) The length direction of the power module assembly and the length direction of the cold plate are both arranged in a direction that is horizontal and perpendicular to the axis of the output motor. The power modules are concentrated near the cold plate, which is conducive to the efficient operation of the cold plate.

[0089] (3) The compact front-to-back arrangement of the DC bus capacitor assembly and power module assembly reduces the need for dispersed arrangement of power devices, making "centralized cooling of cold plate + overall support" possible.

[0090] 8. The present invention provides a support structure on the connecting conductive busbar for positioning support, so as to improve the mechanical strength under vibration environment and ensure the electrical clearance between phases and to ground. Attached Figure Description

[0091] Figure 1A This is a partial structural schematic diagram of the hybrid power system of the present invention;

[0092] Figure 1B for Figure 1A A magnified view of a portion of the image;

[0093] Figure 2 This is a partial perspective sectional view of the hybrid power system of the present invention;

[0094] Figure 3 This is a partial structural connection diagram of the hybrid power system of the present invention;

[0095] Figure 4 for Figure 3 Exploded view;

[0096] Figure 5 for Figure 4 A sectional view;

[0097] Figure 6 This is a schematic diagram of one structure of the helical spline connecting shaft of the present invention;

[0098] Figure 7 This is a schematic diagram of a helical spline hollow shaft according to the present invention;

[0099] Figures 8A to 8D This is a simulation diagram of the helical spline connection shaft under static stress according to the present invention;

[0100] Figures 9A to 9D This is a simulation diagram of the helical internal spline of the hollow shaft of the helical spline of the present invention under static stress.

[0101] Figures 10A to 10D This is a simulation diagram of the static stress of the first helical tooth of the hollow helical spline shaft of the present invention.

[0102] Figures 11A to 11D For the present invention Figure 3 Multibody dynamics simulation diagram of the structure excluding the output motor and bushing;

[0103] Figure 12 A cross-sectional view of a connection using a spur gear coupling assembly in a hybrid power system;

[0104] Figure 13 for Figure 12 A magnified view of a portion of the image;

[0105] Figures 14A to 14D This is a multibody dynamics simulation diagram of the spur gear coupling assembly used in this invention;

[0106] Figure 15 This is a schematic diagram of a motor and controller integrated system according to the present invention;

[0107] Figure 16 for Figure 15 Another perspective illustration;

[0108] Figure 17 for Figure 15 Partial exploded view;

[0109] Figure 18 This is a partial internal schematic diagram of the controller housing of the present invention;

[0110] Figure 19 for Figure 18 Another angle of the diagram;

[0111] Figure 20 This is a diagram showing the positional relationship between the motor controller assembly and the controller base plate of the present invention;

[0112] Figure 21 for Figure 20 Exploded view;

[0113] Figure 22 for Figure 20 Partial structural diagram;

[0114] Figure 23 This is a schematic diagram of a fuel line of the present invention;

[0115] Figure 24 This is a schematic diagram of the fuel system of the present invention;

[0116] Figure 25 This is a schematic diagram of a lubricating oil circuit according to the present invention;

[0117] Figure 26 This is a schematic diagram of the lubricating oil circuit of the present invention;

[0118] Figure 27 This is a schematic diagram of the controller housing of the present invention, excluding the controller base plate;

[0119] Figure 28 This is a simulation diagram of the cold plate of the present invention being cooled by fuel oil;

[0120] Figures 29A to 29C This is a simulation diagram of the output motor of the present invention using fuel cooling. Detailed Implementation

[0121] The preferred embodiments of the present invention will be described in detail below with reference to the accompanying drawings, so as to better understand the purpose, features and advantages of the present invention. It should be understood that the embodiments shown in the drawings are not intended to limit the scope of the present invention, but are only for illustrating the essential spirit of the technical solution of the present invention.

[0122] In the following description, certain specific details are set forth for the purpose of illustrating various disclosed embodiments in order to provide a thorough understanding of the various disclosed embodiments. However, those skilled in the art will recognize that the embodiments may be practiced without one or more of these specific details. In other instances, well-known apparatuses, structures, and techniques associated with this application may not have been shown or described in detail to avoid unnecessarily obscuring the description of the embodiments.

[0123] Throughout this specification, references to "an embodiment" or "an embodiment" indicate that a particular feature, structure, or characteristic described in connection with the embodiment is included in at least one embodiment. Therefore, the appearance of "in an embodiment" or "an embodiment" in various places throughout the specification does not necessarily refer to the same embodiment. Furthermore, a particular feature, structure, or characteristic may be combined in any manner in one or more embodiments.

[0124] In the following description, in order to clearly demonstrate the structure and operation of the present invention, a number of directional terms will be used. However, terms such as "front", "back", "left", "right", "outside", "inside", "outward", "inward", "up", and "down" should be understood as convenient terms and not as limiting terms.

[0125] Reference Figures 1A to 7 This invention provides a helical gear coupling assembly, which includes a helical spline connecting shaft 10 and a helical spline hollow shaft 20.

[0126] The outer circumference of the helical spline connecting shaft 10 is provided with helical external splines 11. The side of the helical spline connecting shaft 10 closest to the engine is used to abut against the bushing 40 that is fitted over the engine output shaft 30. It can be relatively fixed by any of the following methods: spline, key connection, threaded locking, interference fit, or bolt connection, thereby transmitting torque from the bushing 40 to the helical spline connecting shaft 10. That is, when the engine output shaft 30 rotates, the bushing 40 and the helical spline connecting shaft 10 that are fitted over it rotate with it, so that the torque is transmitted from the engine output shaft 30, such as the power turbine output shaft, to the helical spline connecting shaft 10 through the bushing 40.

[0127] The helical spline hollow shaft 20 has an internal helical spline 21 on its inner circumference near the engine, and a first helical tooth 22 on its outer circumference away from the engine for meshing with the output end 50 of the output motor. The helical spline connecting shaft 10 extends into the interior of the helical spline hollow shaft 20 on the engine side, and is connected to the helical spline 21 on the inner circumference of the helical spline hollow shaft 20 via the external helical spline 11 on the outer circumference of the connecting shaft 10 meshing with the internal helical spline 21 on the inner circumference of the helical spline hollow shaft 20.

[0128] When using this invention, the sleeve 40 of the engine output shaft 30, such as the power turbine output shaft, is abutted or connected to the side of the helical spline connecting shaft 10 near the engine, and the second helical tooth 51 provided on the output end 50 of the output motor is meshed with the first helical tooth 22.

[0129] The helical external spline 11 meshes with the helical internal spline 21 to form a helical spline pair; the first helical tooth 22 meshes with the second helical tooth 51 to form a helical gear pair. The helical spline pair and the helical gear pair together constitute the torque transmission path of the helical gear coupling assembly.

[0130] Typically, an engine includes an exhaust assembly, a compressor, a starter motor, a diffuser, guide vanes, a combustion chamber, a gas turbine, a power turbine, and an integrated intake shroud. The gas turbine is connected to the compressor via a shaft, and the power turbine output shaft (i.e., the engine output shaft 30) is connected to the output motor via the helical gear coupling assembly of this invention. When the engine is operating, the compressor compresses the air, which then enters the diffuser for further compression. The diffuser passes the further compressed gas to the guide vanes, which in turn pass the gas into the combustion chamber. The gas mixes with fuel and ignites, and the combustion of air in the combustion chamber forms high-temperature, high-pressure gas. The high-temperature, high-pressure gas generated by the rotation of the gas turbine drives the power turbine to rotate.

[0131] The torque generated by the power turbine is first transmitted through the power turbine output shaft. A bushing 40 is fitted over the power turbine output shaft, and the two are fixedly connected by a spur spline or an interference fit, so that the bushing 40 and the power turbine output shaft rotate synchronously, thereby transmitting the torque from the power turbine output shaft to the bushing 40. Since the bushing 40 abuts or connects with the helical spline connecting shaft 10, the torque continues to be transmitted to the helical spline connecting shaft 10.

[0132] The helical external spline 11 on the outer circle of the helical spline connecting shaft 10 meshes with the helical internal spline 21 on the inner circle of the helical internal spline hollow shaft 20 to form a helical spline pair, transmitting torque from the helical spline connecting shaft 10 to the helical internal spline hollow shaft 20 in a coaxial state. The first helical tooth 22 on the outer circle of the helical internal spline hollow shaft 20 away from the engine meshes with the second helical tooth 51 provided on the output end 50 of the output motor to form a helical gear pair, thereby further transmitting torque to the output motor shaft.

[0133] When the output motor works as a drive motor, the torque output by the motor shaft is transmitted in the reverse direction along the above path, through the helical gear pair, helical spline pair, bushing 40 and spur spline to the power turbine output shaft, thereby realizing the starting or power assist drive of the engine.

[0134] During engine operation, the torque output by the power turbine is transmitted through the helical gear coupling assembly of this invention, with torque coupling achieved by the helical spline pair and the helical gear pair. During the meshing of the helical gear pair and the helical spline pair, the tooth surface contact force acts along the tooth direction. This force can be geometrically decomposed into a circumferential component and an axial component. The circumferential component is used to transmit torque; the axial component is transmitted along the shaft system and borne by the corresponding support structure (e.g., bearing / thrust structure and its mounting housing), thereby avoiding the axial load from being concentrated on a single connection point. The circumferential component forms a driving torque, which drives the output motor rotor to rotate through the helical spline hollow shaft 20, realizing the power transmission from the engine to the output motor; the axial component is transmitted along the shaft system to the bearings at each stage, and then from the bearings to the casing and the overall frame, so that the axial load is dispersed and absorbed in the structure, avoiding the concentration of force on a single component. Through helical gear meshing and reasonable support arrangement, not only is the force uniformity and structural reliability of the transmission system improved, but the peak axial load of the bearings is also reduced, thereby extending the service life of the bearings.

[0135] Therefore, the present invention uses a helical gear coupling assembly to distribute axial tensile force to multiple support points, reducing stress concentration at a single point. Due to the distributed transmission of force, the force on each component of the system is more uniform, reducing fatigue damage caused by excessive local stress and improving the overall lifespan of the system. The helical gear design ensures smooth gear meshing and low noise, improving the overall operating comfort. The helical gear design also enhances the impact resistance of the structure, enabling it to better maintain stability and reliability under complex and changing working conditions.

[0136] In one embodiment, reference is made to Figures 1A to 2 The helical gear coupling assembly also includes a bearing assembly 60, which is disposed on the outer surface of the helical spline hollow shaft 20 near the engine. The bearing assembly 60 is used to fix the helical spline hollow shaft 20 within a mounting housing 70. In this embodiment, the housing 70 is disposed between the engine and the output motor. One end of the housing 70 is fixedly connected to the engine housing, and the other end of the housing is fixedly connected to the output motor housing.

[0137] In this embodiment, the entire helical gear coupling assembly is supported in the housing 70 by the bearing assembly 60 arranged on the outside of the helical spline hollow shaft 20, so that the power turbine output shaft and the output motor shaft maintain good coaxiality and stable torque transmission during operation.

[0138] In one embodiment, the helical internal spline 21 has a helix angle of 8° and a module of 1.5 mm, the number of teeth of the helical internal spline 21 is 20, and the tooth thickness of the helical internal spline 21 is 2.36 mm.

[0139] This embodiment describes one design parameter for the helical internal spline 21. Of course, other design parameters for the helical internal spline 21 can be selected according to the actual application scenario.

[0140] In one embodiment, the first helical tooth 22 has a helix angle of 8° and a module of 0.5 mm, the number of teeth of the first helical tooth 22 is 36, and the tooth thickness of the first helical tooth 22 is 0.75 mm.

[0141] This embodiment describes one design parameter for the first helical tooth 22. Of course, other design parameters for the first helical tooth 22 can be selected according to the actual application scenario.

[0142] In one embodiment, the helical spline connecting shaft 10 is provided with clearance through holes extending axially through both ends of the shaft. These clearance through holes are coaxially arranged with the engine output shaft 30, allowing the engine output shaft 30 to pass through to avoid assembly interference. A locking nut is provided on the end of the helical spline connecting shaft 10 away from the engine. The locking nut is threadedly engaged with the external thread section of the engine output shaft 30. When the locking nut is tightened, the helical spline connecting shaft 10 is pulled / pressed axially, causing the end face of the helical spline connecting shaft 10 closest to the engine to axially press against the end face of the bushing 40, thereby achieving axial clamping and reliable connection between the helical spline connecting shaft 10 and the bushing 40.

[0143] In this embodiment, a bushing 40 is fitted over the power turbine output shaft, and the two are connected by a spur spline or an interference fit, so that the torque is transmitted from the power turbine output shaft to the bushing 40. The end of the power turbine output shaft away from the engine passes through the other end of the bushing 40 and extends into the helical spline connecting shaft 10, and then passes through the other end of the helical spline connecting shaft 10. The threaded section at the end of the power turbine output shaft that passes through is fixedly connected to the helical spline connecting shaft 10 by a lock nut. At the same time, the end face of the helical spline connecting shaft 10 near the engine is pressed against the end face of the bushing 40, thereby clamping the power turbine output shaft, bushing 40 and helical spline connecting shaft 10 into a whole in the axial direction and achieving a rigid connection in the circumferential direction.

[0144] Of course, other contact or connection methods can be selected according to the actual application scenario to enable the bushing 40 to transmit torque to the helical spline connecting shaft 10.

[0145] In one embodiment, the outer diameter of the helical spline hollow shaft 20 on the side closer to the engine is larger than the outer diameter on the side farther from the engine.

[0146] In one embodiment, the inner diameter of the helical spline hollow shaft 20 on the side closer to the engine is larger than the inner diameter on the side farther from the engine.

[0147] Reference Figures 1A to 7The present invention also provides a hybrid power system, which includes an engine and an output motor, and the engine and the output motor are connected by a helical gear coupling assembly provided in the above embodiments of the present invention.

[0148] During connection, the engine's power turbine output shaft is connected to the bushing 40 via a spur spline or interference fit. The bushing 40 abuts against or connects to the helical spline connecting shaft 10 on the side closest to the engine. The output end 50 of the output motor is provided with a second helical tooth 51, which meshes with the first helical tooth 22 of the helical spline hollow shaft 20 to form a helical gear pair.

[0149] In one embodiment, the helical spline connecting shaft 10 is provided with clearance through holes extending axially through both ends. These clearance through holes are coaxially arranged with the power turbine output shaft, allowing the power turbine output shaft to pass through to avoid assembly interference. A lock nut is provided on the end of the helical spline connecting shaft 10 away from the engine. The lock nut is used to engage with the external threaded section of the power turbine output shaft. The end of the power turbine output shaft away from the engine passes through the clearance through holes from the side of the helical spline connecting shaft 10 closest to the engine and is threadedly connected to the lock nut, thus achieving a fixed connection between the power turbine output shaft and the helical spline connecting shaft 10. When the lock nut is tightened, the helical spline connecting shaft 10 is stretched / pressed axially, causing the end face of the helical spline connecting shaft 10 closest to the engine to axially press against the end face of the bushing 40, thereby achieving axial clamping and reliable connection between the helical spline connecting shaft 10 and the bushing 40.

[0150] In one embodiment, reference is made to Figures 1A to 5 The output motor shaft is connected to a motor spline, which serves as the output end 50 of the output motor. The inner circle of the motor spline is provided with a second helical tooth 51.

[0151] In one embodiment, reference is made to Figures 1A to 2 The hybrid power system also includes a housing 70, which is disposed between the engine and the output motor. One end of the housing 70 is fixedly connected to the engine housing, and the other end of the housing 70 is fixedly connected to the output motor housing. The helical gear coupling assembly is fixed to the housing 70 by a bearing assembly 60 disposed on the outer surface of the helical spline hollow shaft 20 near the engine.

[0152] The housing 70 is used for mounting and fixing, that is, mounting bracket. In this embodiment, the housing 70 integrates the various components of the hybrid power system together.

[0153] In one embodiment, reference is made to Figure 2 The casing 70 is provided with a stepped mounting cavity 73 extending axially. The mounting cavity 73 includes an open hole section for pressing in the bearing steel sleeve 62 and forms an annular stepped surface in the hole.

[0154] The bearing assembly 60 includes a bearing body 61 and a bearing sleeve 62. The outer ring of the bearing body 61 is installed in the inner hole of the bearing sleeve 62. The inner ring of the bearing body 61 is fitted onto the outer circle of the helical spline hollow shaft 20 near the engine. The outer circle of the bearing sleeve 62 is pressed into the mounting cavity. The side of the bearing sleeve 62 near the engine abuts against the annular stepped surface in the mounting cavity. A limiting plate 71 is detachably fixed to the outer end face of the mounting cavity opening on the other side of the bearing sleeve 62 away from the engine. The limiting plate 71 axially limits the bearing sleeve 62 on the other side away from the engine. There is a gap between the limiting plate 71 and the helical spline hollow shaft 20 so as not to affect the rotation of the helical spline hollow shaft 20.

[0155] In this embodiment, the bearing steel sleeve 62 of the bearing assembly 60 is limited on both sides of the axial direction by the annular stepped surface of the housing 70 and the limiting plate 71, so as to ensure the radial support and axial positioning of the helical gear coupling assembly in the housing 70.

[0156] In one embodiment, the casing 70 has a hollow structure, and its lower space forms a cooling oil chamber 72. The lower part of the casing 70 is provided with an oil suction port (oil extraction port) that communicates with the cooling oil chamber 72, for communicating with the suction port of an external cooling oil pump; the oil outlet of the external cooling oil pump supplies oil to the predetermined cooling / lubrication positions (e.g., the bearing positions) of the engine and output motor through an oil supply pipeline to achieve cooling and lubrication.

[0157] The helical spline hollow shaft 20 has a through hole along its axial direction, and an oil return opening on the side near the casing 70, which communicates with the interior of the casing 70. The interior of the helical spline hollow shaft 20 is connected to the oil passage of the output motor output end 50 via the internal oil passage of the helical spline connecting shaft 10, and also connected to the internal oil passage of the engine output shaft 30 via its other end. Cooling oil flowing into the helical spline hollow shaft 20 from the engine-side oil passage and the motor-side oil passage flows back to the cooling oil chamber 72 through the oil return opening under gravity, thus forming a circulation loop in conjunction with the external cooling oil pump.

[0158] In one embodiment, the helical spline hollow shaft 20 or the helical spline connecting shaft 10 is provided with an oil injection hole / oil outlet groove facing the meshing area, so that cooling oil can be sprayed onto the tooth surface / tooth tip area of ​​the helical gear pair.

[0159] In this embodiment, cooling oil is sprayed out through the cooling oil passage in the engine and output motor shaft to cool the helical gear coupling assembly, which can effectively improve the cooling efficiency and ensure that the tooth surface temperature remains stable under high speed conditions.

[0160] Reference Figure 12 and Figure 13The present invention provides a spur gear coupling assembly for use in a hybrid power system, wherein the engine and the output motor are connected by the spur gear coupling assembly, which includes a spur gear spline hollow shaft 91, a spur gear coupling 92, a spur gear bushing 93, and a spur gear bearing assembly 94.

[0161] In the comparative example, one side of the spur spline hollow shaft 91 abuts against or connects to the spur sleeve 93. The connection between the spur spline hollow shaft 91 and the spur sleeve 93 can be the same as the helical spline connection between the shaft 10 and the sleeve 40 in the helical gear coupling assembly of the present invention. The spur sleeve 93 is sleeved on the outside of the engine output shaft 30, and the spur sleeve 93 and the engine output shaft 30 are connected by a spur spline or an interference fit.

[0162] One side of the spur gear coupling 92 extends into the other side of the spur spline hollow shaft 91 and is connected to the spur gear hollow shaft 91 with straight teeth. The other side of the spur gear coupling 92 is splined to the output end 50 of the output motor and is not connected by a helical spline.

[0163] The spur gear bearing assembly 94 is disposed outside the spur gear sleeve 93, and the spur gear coupling assembly is fixed inside the housing 70 by the spur gear bearing assembly 94. The specific structure of the spur gear bearing assembly 94 can adopt the bearing assembly 60 in the helical gear coupling assembly of the present invention.

[0164] Because proportional spur gear couplings use spur gear meshing, the transmission structure is simpler, easier to process and assemble, and can effectively reduce manufacturing costs. At the same time, this design provides a clear force transmission path during operation, facilitating mechanical analysis and troubleshooting of the system. However, due to the use of spur gear meshing, the engine alone bears the axial tension, while the output motor and casing do not bear axial force. Under normal operating conditions, spur gear couplings can stably transmit power, meeting basic transmission requirements. However, because the engine alone bears the axial tension, after long-term operation, engine components may experience some wear, requiring regular maintenance and inspection. Therefore, spur gear couplings are suitable for applications where transmission accuracy requirements are not particularly high, operating conditions are relatively stable, and axial force variations are small.

[0165] After applying the helical gear coupling assembly of the present invention and the spur gear coupling assembly of the comparative example to the same hybrid power system, the parameters were compared, and the comparison results are shown in the table below:

[0166]

[0167] As can be seen, with the helical gear coupling assembly, the maximum stress in the casing (120 MPa) is lower than the material yield strength (250 MPa), meeting the design requirements. Although the helical gear coupling assembly slightly reduces the transmission efficiency, it can still achieve effective power transmission and effectively balance axial forces, thereby extending the service life of the bearings.

[0168] Reference Figures 14A to 14D This is a proportional multibody dynamics simulation diagram of a spur gear coupling assembly, in which... Figure 14A This is a diagram showing the stress and stress distribution. Figure 14B This is a diagram illustrating the strain. Figure 14C This is a diagram illustrating the displacement. Figure 14D This is a schematic diagram of the mesh quality. Because the spur gear coupling assembly uses spur gear meshing, the peak impact force of the gear meshing reaches 1200N, requiring optimization of the tooth surface profile. This demonstrates that the spur gear coupling assembly is relatively weak in axial force dissipation, affecting its service life.

[0169] Reference Figures 8A to 8D This is a simulation diagram of the helical spline connecting shaft 10 in the helical gear coupling assembly of the present invention under static stress. Figure 8A This is a diagram showing the stress and stress distribution. Figure 8B This is a diagram illustrating the strain. Figure 8C This is a diagram illustrating the displacement. Figure 8D This is a schematic diagram of the grid quality.

[0170] Depend on Figures 8A to 8D It can be seen that the maximum stress on the helical external spline 11 of the helical spline connecting shaft 10 is 300 MPa, the yield strength is 885 MPa, and the safety factor is 2.85, which meets the design requirements.

[0171] Reference Figures 9A to 9D This is a simulation diagram of the helical internal spline 21 of the helical spline hollow shaft 20 in the helical gear coupling assembly of the present invention under static stress. Figure 9A This is a diagram showing the stress and stress distribution. Figure 9B This is a diagram illustrating the strain. Figure 9C This is a diagram illustrating the displacement. Figure 9D This is a schematic diagram of the grid quality.

[0172] Depend on Figures 9A to 9D It can be seen that the maximum stress on the helical internal spline 21 of the helical spline hollow shaft 20 is 142.3 MPa, the yield strength is 885 MPa, and the safety factor is 6.2, which meets the design requirements.

[0173] Reference Figures 10A to 10D This is a simulation diagram of the first helical tooth 22 of the helical spline hollow shaft 20 in the helical gear coupling assembly of the present invention under static stress. Figure 10A This is a diagram showing the stress and stress distribution. Figure 10B This is a diagram illustrating the strain. Figure 10C This is a diagram illustrating the displacement. Figure 10D This is a schematic diagram of the grid quality.

[0174] Depend on Figures 10A to 10D It can be seen that the maximum stress on the first helical tooth 22 of the helical spline hollow shaft 20 is 276.2 MPa, the yield strength is 885 MPa, and the safety factor is 3.2, which meets the design requirements.

[0175] Reference Figures 11A to 11D This is a multibody dynamics simulation diagram of a helical gear coupling assembly, in which... Figure 11A This is a diagram showing the stress and stress distribution. Figure 11B This is a diagram illustrating the strain. Figure 11C This is a diagram illustrating the displacement. Figure 11D This is a schematic diagram of the mesh quality. Because the helical gear coupling assembly uses helical gear meshing, the axial force fluctuation amplitude is reduced by 40% compared with the spur gear coupling assembly, achieving a dynamic balance between torque and axial force. However, the tooth surface hardness needs to be optimized.

[0176] The hybrid power system also includes controllers associated with its operation, such as a fuel pump controller for controlling the fuel pump, a lubricating oil pump controller for controlling the lubricating oil pump, a starter generator controller for controlling the starter generator, an engine controller for controlling the engine, and a motor controller assembly for controlling the output motor.

[0177] Among them, the fuel pump controller and the lubricating oil pump controller are used to monitor the supply status of fuel and lubricating oil, ensuring that the engine can obtain stable and appropriate lubrication and cooling under different operating conditions, which is crucial for extending engine life and improving operating efficiency.

[0178] The starter generator controller serves a dual role: starting the engine and, when necessary, acting as a generator to supply power to the system. By precisely controlling the speed and torque of the starter motor, the controller ensures a smooth engine start; simultaneously, during flight or when stationary on the ground, it switches to generator mode as needed to provide stable power support to onboard equipment.

[0179] The engine controller receives data from various sensors, including but not limited to key parameters such as temperature, pressure, and speed. After analysis by a preset algorithm, it makes precise adjustments to fuel injection quantity, intake air quantity, and ignition timing to ensure that the engine always operates in the best condition and achieves efficient and low-emission power output.

[0180] The motor controller assembly is used to control the operation of the output motor.

[0181] To achieve greater modularity and integration, and to improve efficiency, the output motor is integrated with at least the motor controller assembly to form a motor-controller integrated system.

[0182] Reference Figures 15 to 27 The following is a detailed description of the motor and controller integrated system.

[0183] In describing a motor and controller integrated system, the rotation axis of the output motor is defined as the forward and backward direction (i.e.,...). Figure 15 In the X-axis direction, where the end where the motor is connected to the engine is the front and the end of the three-phase winding terminals is the rear, the direction perpendicular to the horizontal axis is defined as the left-right direction (i.e., Figure 15 In the Y-axis direction, where, Figure 15 The arrow pointing to the left on the Y-axis and to the right away from the arrow (directions perpendicular to the front-back and left-right directions, respectively) are defined as the up-down direction (i.e., ... Figure 15 (Z-axis direction in the middle).

[0184] The integrated motor and controller system includes an output motor 810, a controller housing 820, and a motor controller assembly. The motor controller assembly is used to control the operation of the output motor 810. The motor controller assembly includes a power module assembly 830 and a controller base plate 880. The power module assembly 830 includes several SiC power semiconductor modules 831 and several connecting conductive bars 832, one end of which is electrically connected to the AC terminals of the SiC power semiconductor modules. The other end of the connecting conductive bars 832 is used for electrical connection to the three-phase winding terminals of the output motor 810. Figure 17 As shown, the three-phase winding terminals of the output motor 810 are also known as the winding lead-out terminals. These winding lead-out terminals include leads U, V, and W. Each phase winding lead-out terminal is connected to a corresponding connecting bus 832. The connecting bus 832 is used to transmit three-phase AC current between the power module 831 and the output motor 810. The power module 831 is integrated on the controller base plate 880.

[0185] The power module assembly 830 is the core power conversion unit in the motor controller assembly, used to convert electrical energy between the DC bus and the three-phase windings of the output motor under the drive of the control board assembly. Specifically, the DC terminal of the power module is electrically connected to the DC bus capacitor assembly and the external DC power supply. Under the action of the gate drive signal output by the control board, several SiC power switching devices inside the power module are turned on and off at a preset switching frequency and duty cycle, thereby inverting the DC bus electrical energy into three-phase AC current to supply the three-phase windings of the output motor, or rectifying the three-phase AC electrical energy output by the output motor into DC electrical energy and feeding it back to the DC bus under power generation conditions.

[0186] The motor controller assembly is housed within the controller housing 820, and a mounting area for accommodating the connecting conductive busbar 832 is provided between the rear of the motor controller assembly and the controller housing 820. An output motor 810 is fixedly mounted above the controller assembly via the controller housing 820, and the three-phase winding terminals of the output motor 810 are located at the rear of the output motor 810. In other words, the output motor 810 and the motor controller assembly are integrated together via the controller housing 820.

[0187] Several AC terminals of the power module 831 are arranged side by side in the installation area. Each AC terminal is electrically connected to a connecting conductive bar 832. Each connecting conductive bar 832 extends upward in the installation area and is electrically connected to each of the three-phase winding terminals of the output motor 810. Specifically, each connecting conductive bar 832 bends upward from the lower AC terminal and extends to the upper three-phase winding terminal for connection.

[0188] like Figures 18 to 22 As shown, the power module assembly 830 includes two power modules 831 and six connecting conductive bars 832. Each connecting conductive bar 832 extends from its upper and lower ends to the AC terminals and the three-phase winding terminals, respectively. A single AC terminal is electrically connected to a single three-phase winding terminal via a connecting conductive bar 832. In other words, for each phase, a directly electrically connected relationship is established between the AC terminal of the power module 831 and the corresponding three-phase winding terminal via an integrally formed connecting conductive bar 832, without the need for intermediate connectors, flexible cables, or intermediate terminals.

[0189] With the above structure, the power circuit between the output motor 810 and the motor controller assembly is entirely composed of the integrally formed connecting conductive bus 832. Compared with the traditional "airplane plug + cable" connection, it reduces the number of contact points and wiring length, reduces the circuit inductance and contact resistance, and at the same time reserves sufficient space for the subsequent addition of an integrated housing on the outside.

[0190] In practical implementation, both the AC terminals and the three-phase winding terminals can be provided with screw holes or welded end faces to reserve positions for rigid connection with the connecting busbar 832. Therefore, when the connecting busbar 832 is electrically connected to the AC terminals and the three-phase winding terminals, it is preferable to achieve the electrical connection by bolt crimping or welding.

[0191] In one embodiment, a support structure may be provided on the connecting conductive bus 832, and the connecting conductive bus 832 is fixed to a fixing member through the support structure. The fixing member is a relatively stationary device, such as the controller housing 820 or the motor flange of the output motor 810. Therefore, it is preferable that the connecting conductive bus 832 is fixed to the controller housing 820 or the motor flange of the output motor 810 through the support structure. By providing a support structure on the connecting conductive bus for positioning support, the mechanical strength under vibration environment is improved and the electrical clearance between phases and to ground is ensured.

[0192] In one embodiment, the support structure is an insulating bracket.

[0193] In one embodiment, reference is made to Figure 17 , Figure 21 and Figure 27 The controller housing 820 includes a front cover plate 822, a rear cover plate 823, a first side plate 824 and a second side plate 825 arranged along the axial direction, and a top cover 826. The front cover plate 822, the rear cover plate 823, the first side plate 824, the second side plate 825 and the top cover 826 form the controller housing 820.

[0194] The front and rear portions of the output motor 810 are fixedly connected to the front cover plate 822 and the top cover 826, respectively. Specifically, the front cover plate 822 has a downwardly recessed opening, which is detachably fixed to the lower edge of the flange on the front end face of the output motor 810. The top cover 826 is spaced at a predetermined distance from the front cover plate 822, so that the front top portion of the controller housing 820 is an open structure with an opening. This open structure accommodates the output motor 810 and allows the portion of the output motor from the front to the front edge of the top cover 826 to be exposed outside the controller housing 820. The top cover 826 is an arc-shaped cover with an upward convex center. The top cover 826 covers the rear of the output motor 810 and the mounting area. The front end of the top cover 826 is detachably fixed to the motor housing of the output motor 810, and the rear end of the top cover 826 is detachably fixed to the rear cover plate 823. The top cover 826 is designed primarily to seal the area from the three-phase winding terminals of the output motor 810 to the motor controller assembly, while leaving other parts of the output motor 810 exposed, thus reducing the overall weight.

[0195] When the output motor 810 is installed on the controller housing 820, the axis of the output motor 810 is in the front-to-back direction, and the reserved space 827 is located on the left and right sides of the output motor 810.

[0196] In other words, the controller housing 820 has a mounting space in the front-to-back direction in the middle, which is used to install the output motor 810. The left and right sides of the mounting space have reserved spaces 827 for integrating other devices, which are located above the motor controller assembly.

[0197] In one embodiment, reserved spaces 827 for integrating other devices are respectively arranged on the left and right sides of the controller housing 820 along the axial direction of the output motor. The reserved spaces 827 are located above the motor controller assembly and on the left and right sides of the output motor 810.

[0198] When the controller housing 820 has a first side plate 824 and a second side plate 825, a reserved space 827 is provided on the outside of the first side plate 824 and the second side plate 825.

[0199] In one embodiment, at least one of a fuel pump controller, an oil pump controller, a starter-generator controller, and an engine controller is integrated on the reserved space 827.

[0200] like Figures 15 to 17 As shown, in a specific example, a first controller module 891, which integrates the engine controller and the lubricating oil pump controller, is installed in a reserved space on one side of the controller housing 820 along the axial direction of the output motor 810. A second controller module 892, which integrates the starter generator controller and the fuel pump controller, is integrated in a reserved space on the other side of the controller housing 820 along the axial direction of the output motor 810.

[0201] In this example, the term "controller module" refers to a controller structure that integrates two or more control function units within the same sealed housing. These control function units can share the housing only in terms of mechanical structure, or they can share some hardware resources at the circuit level. Specifically, they can include the following two typical forms:

[0202] In the first configuration, multiple independent controllers share a single housing:

[0203] In this case, the controller module can adopt a structure where multiple independent controllers share the same housing. For example, one housing space can accommodate two independent control sub-modules: the first control sub-module serves as the starter-generator controller, and the second control sub-module serves as the fuel pump controller. The first and second control sub-modules are independent in both hardware and software, each consisting of its own printed circuit board, power management circuit, microcontroller, and communication interface. They are electrically connected to the starter-generator, fuel pump, and overall control network via their respective external connectors. They share the same aluminum alloy housing and mounting reference surface only in terms of mechanical structure, and can also share the housing's heat dissipation and electromagnetic shielding structures. This shared housing arrangement, compared to using two separate housings, reduces the number of housings and fasteners, saves installation space, and lowers processing and assembly costs, while maintaining the complete electrical independence of the starter-generator controller and the fuel pump controller.

[0204] The second type is a multi-functional controller integrating multiple control units:

[0205] At this point, the controller module can adopt a multi-functional controller structure with multiple control units arranged inside the housing. For example, a starter-generator control unit and a fuel pump control unit can be integrated in the same housing: they are independent in terms of the controlled objects and control algorithms, and are used to drive the starter-generator and fuel pump respectively for status monitoring, but share the same housing, printed circuit board, power filter, and communication interface hardware resources in terms of physical structure. By integrating the functions that could originally be achieved by two independent controllers into a single multi-functional controller module, the number of controllers and housings can be further reduced, the length of signal and power lines can be shortened, the overall wiring complexity and weight can be reduced, and centralized control of actuators such as the engine, starter-generator, and fuel / oil pump can be completed within the limited installation space of the intermediate fuel tank.

[0206] The layout design described in this embodiment not only improves the system's compactness but also effectively shortens the connection lines between components, saving cable costs and reducing signal transmission loss and energy loss.

[0207] The fuel pump controller, lubricating oil pump controller, starter generator controller, engine controller and related accessories can all be directly integrated into the controller housing 820 of this invention using existing technology, and will not be described in detail here.

[0208] In one embodiment, reference is made to Figure 18 , Figure 20 and Figure 21 The bottom of the controller base plate 880 is equipped with heat dissipation teeth 828 to achieve air cooling.

[0209] In one embodiment, a cooling fan is provided on the side of the heat dissipation fins 828 to further improve the heat dissipation effect. The controller base plate 880 adopts a U-shaped structure, and the cooling fan can be installed on the side wall of the controller base plate 880.

[0210] In one embodiment, reference is made to Figure 16 The output motor 810 has a flange 811 on its front end face and an internal spline 812 for transmission at the middle of its front end. The flange 811 and the internal spline 812 are used to connect the output motor 810 and the engine. The internal spline 812 is the output end 50 of the output motor, and the inner circle of the internal spline 812 is provided with a second helical tooth 51.

[0211] In this embodiment, the integrated system is positioned and installed using the flange stop and bolts of the output motor 810, and transmission is achieved through an internal spline connection. Depending on the actual engine interface, the flange size, bolt connection method, and spline adapter are adjusted to connect engines of different types and power. This allows for flexible assembly by setting different flange sizes and spline interfaces for the output motor 810 port, enabling connection to various engines.

[0212] This embodiment greatly expands the application range of the system due to its compatibility with different types and power engines. Whether it is a small single-shaft engine or a dual-shaft engine, stable and reliable connection and transmission can be achieved by adjusting the corresponding flange size, bolt connection method and spline adapter according to its interface characteristics. This not only reduces the cost and time of developing matching systems for different engines, but also improves the system's versatility and maintainability.

[0213] In one embodiment, reference is made to Figure 25 and Figure 26 The output motor 810 has an internal lubricating oil cooling channel. The controller housing 820 is equipped with an oil inlet 829 and an oil outlet, which are respectively connected to the inlet and outlet of the lubricating oil cooling channel of the output motor 810. The oil pump 893 is connected to the outlet of the oil tank through a pipeline, the inlet of the heat exchanger through a pipeline, the outlet of the heat exchanger through a pipeline, the oil inlet 829 through a pipeline, and the return port of the oil tank through a pipeline, thus realizing the lubricating oil circuit. The lubricating oil pump 893 sends lubricating oil from the lubricating oil tank into the heat exchanger. After heat exchange in the heat exchanger, the lubricating oil is further cooled. The lubricating oil pump 893 then sends the lubricating oil through the pipeline and the lubricating oil inlet 829 into the lubricating oil cooling channel. After cooling and lubricating the hot spots inside the output motor 810, such as bearings, the lubricating oil is sent back to the lubricating oil tank through the lubricating oil outlet.

[0214] In this embodiment, the lubricating oil is supplied by an external lubricating oil tank. After being cooled by a heat exchanger, the lubricating oil enters the output motor 810. This enables the lubricating oil and the lubricating oil pump 893 to directly cool the relevant hot spots (such as the bearings) inside the output motor 810, ensuring that each part can work efficiently and for a long time when running at high speed.

[0215] Specifically, the lubricating oil cooling channels of the output motor 810 can be connected to all relevant hot spots. During the continuous operation of the output motor 810, the lubricating oil circulates between these hot spots, precisely carrying away the heat generated by high-speed friction and current. This lubricating oil cooling method not only effectively reduces the temperature of the parts but also forms a stable and tough lubricating film on the surface of the parts, greatly reducing wear between them. The presence of this lubricating film allows the output motor 810 to maintain stable performance output even under long-term high-load operation, with minimal fluctuations in various parameters.

[0216] In one embodiment, reference is made to Figure 19 The power module assembly 830 also includes a phase current sensor 833 for detecting phase current. In this embodiment, by placing the phase current sensor 833 on the power path, the distance between the control board and the power module is short, the control loop delay is small, which is beneficial for high-frequency precise control.

[0217] In practical implementation, the phase current sensor 833 can be placed on the connection path between the AC terminals of the power module and the connecting busbar. For example, an AC busbar can be added between the AC terminals of the power module and the connecting busbar, with one end of the AC busbar electrically connected to the AC terminals and the other end electrically connected to the connecting busbar. The phase current sensor 833 is placed on the AC busbar to detect the phase current of the AC busbar. The signal output terminal of the phase current sensor 833 is connected to the control board of the control board assembly.

[0218] Of course, each AC terminal of the power module is equipped with a corresponding phase current sensor 833 to detect the phase current of each phase.

[0219] In one embodiment, reference is made to Figures 20 to 22 The length of the controller base plate 880 is horizontally perpendicular to the axis of the output motor 810, and the width is horizontally parallel to the axis of the output motor 810. A U-shaped structure is preferred. The controller base plate 880 is fixed below the output motor 810, so that the entire motor controller assembly is located in the lower central area of ​​the output motor 810, thus creating reserved spaces 827 on both sides of the output motor 810 for arranging other controllers or accessories.

[0220] The power module assembly 830 is located in the middle area of ​​the controller base plate 880. The length direction of each power module 831 of the power module assembly 830 is the left-right direction, and several power modules 831 are installed side by side on the controller base plate 880 along the left-right direction.

[0221] The DC bus capacitor assembly 840 includes several DC capacitors and interconnecting busbars electrically connected to each DC capacitor, and is equipped with a bus current sensor for detecting the DC bus current. Several DC capacitors are arranged side-by-side along the left-right direction on the front side of the controller base plate 880, i.e., in front of the power module assembly 830. An interconnecting busbar is arranged behind them. The interconnecting busbar has several connection points on the side facing the power module assembly 830, used to connect the positive and negative terminals of the several DC capacitors in parallel to form a DC bus capacitor group. The connection points on this side provide electrical connection interfaces with the DC busbar and external DC power supply interface. The DC terminals of the power modules 831 are located on the front side of each power module 831. The positive and negative DC terminals of the power modules 831 are electrically connected to the corresponding connection points of the interconnecting busbars through positive and negative DC busbars, respectively.

[0222] The arrangement and connection of the DC bus capacitor assembly 840 and the power module assembly 830 described above have the following beneficial effects:

[0223] First, since several DC capacitors are arranged side-by-side in the left-right direction, their interconnecting busbars and the connection points of the connected DC busbars are concentrated on one side near the rear end of the output motor 810. This allows the DC bus capacitor assembly 840 and the power module assembly 830 to form a power unit strip on the controller base plate 880 that extends in the left-right direction and converges towards the output motor 810. This reduces the space occupied by the controller in the front-back direction, allowing the motor controller assembly to be compactly arranged in the middle area below the output motor 810, facilitating the integrated installation of the output motor and the controller. On the other hand, the three-phase AC terminals of the power module 831 and the three-phase winding terminals of the output motor 810 are also concentrated on one side near the rear end of the output motor. The three-phase output busbars can extend directly upward from this side and rigidly connect to the output motor terminals without needing to cross the DC capacitor area for wiring. This further shortens the spatial distance between the output motor and the motor controller assembly, reduces the number and length of high-current connectors, and improves the overall space utilization and integration of the device.

[0224] Secondly, several DC capacitors are arranged side by side in the left-right direction, and an interconnecting bus is set behind them. The DC terminals of the power module 831 are directly connected to the interconnecting bus via a short-pitch DC bus. This forms a DC bus loop with a very short path and a small loop area between the DC capacitor bank and the DC terminals of the power module. This is beneficial to significantly reduce the equivalent inductance of the DC bus loop, reduce the voltage spikes and oscillations of the bus during switching, and improve the electromagnetic compatibility performance and reliability of the power module under high-frequency switching conditions.

[0225] The bus current sensor is preferably installed on one of the DC busbars or interconnecting busbars. It can directly collect the bus current in the main circuit of the DC busbar, realize accurate monitoring of the input current of the power module, and provide reliable detection signals for DC busbar overcurrent protection, power limiting and fault diagnosis, further improving the safety and intelligence level of the motor controller components.

[0226] The external DC power interface 8211 is connected to another connection point of the interconnecting bus via a short-circuit copper bus or wire, so that the external DC power supply, the DC bus capacitor bank, and the DC terminals of the power module assembly 830 together form a DC bus circuit. In this way, since the interconnecting bus is electrically connected to several DC capacitor terminals, the DC bus, and the external DC power interface 8211 through multiple connection points, the above components are electrically located at the same bus node. On the one hand, this facilitates current and voltage sharing among multiple DC capacitors, avoids excessive ripple current on a single capacitor, and extends the service life of the DC bus capacitor bank. On the other hand, it simplifies the wiring path between the external DC power supply and the power module, reduces the number of high-current wires and connectors, and helps to improve the compactness and assembly reliability of the overall structure.

[0227] In practical implementation, the positive and negative DC busbars are preferably plate-shaped copper strips, separated by an insulating component to ensure sufficient electrical clearance and reduce the equivalent inductance of the DC bus circuit. The DC capacitors in the DC bus capacitor assembly 840 are arranged close to the DC terminals of each power module 831, forming a short DC bus circuit. This circuit smooths the DC bus voltage, provides transient energy for power module switching, and suppresses DC bus voltage ripples and spikes. The power module assembly 830, driven by the control board, performs energy conversion between DC and three-phase AC. An AC busbar located on the controller base plate 880 near the output motor 810 transmits large three-phase current between the AC terminals of the power module assembly and the three-phase winding terminals of the output motor 810, achieving a rigid conductive connection.

[0228] A DC power interface 8211 is provided on the side wall (one side of the U-shaped structure) of the controller base plate 880. The DC power interface 8211 is electrically connected to the power input terminal of the DC bus capacitor assembly 840 and is used to introduce external DC power into the DC bus capacitor assembly 840.

[0229] In a preferred embodiment, the connecting busbar 832, the DC busbar, and the interconnecting busbar are all made of copper to reduce conductivity loss and improve mechanical rigidity. Of course, in another embodiment, the aforementioned busbars can also be made of aluminum or other conductive materials with good conductivity; this invention does not limit this.

[0230] like Figure 21As shown, the motor controller assembly also includes a control board assembly 850, which includes a control board for driving the power modules 831 and an outer shielding plate disposed on the outside of the control board. The control board is electrically connected to several power modules 831 and phase current sensors via wiring harnesses or board-to-board connectors. The control board assembly 850 can be disposed above or to the side of several power modules 831, or above or to the side of several DC capacitors; preferably, the control board assembly 850 is disposed above several power modules 831 to shorten the wiring length between the control board and the power modules, reduce control loop delay, and facilitate high-frequency precise control.

[0231] The controller base plate 880 also has a controller power supply interface 8210 on its side wall surface. The controller power supply interface 8210 provides low-voltage power to the control board assembly 850 and can also serve as a debugging and calibration interface. The pins of the controller power supply interface 8210 are electrically connected to the control board via wiring harnesses. In specific implementations, the low-voltage power supply interface and the debugging interface can be integrated into a single controller power supply interface 8210, thereby saving a separate aviation plug interface.

[0232] like Figure 21 As shown, the motor controller assembly may also include a shielding partition 860. When the control board assembly 850 is arranged above several power modules 831, the shielding partition 860 is arranged above the control board assembly 850 to shield the electromagnetic coupling between the control board assembly 850 and the external environment, thereby improving the electromagnetic compatibility performance of the controller assembly under high voltage and high current conditions.

[0233] In one embodiment, reference is made to Figure 21 The controller base plate 880 extends horizontally along its length and vertically along its width. The power module assembly 830 also includes a cold plate 870, which has internal liquid cooling channels. The cold plate 870 extends horizontally along its length and is mounted on the controller base plate 880. The power module 831 is mounted on the cold plate 870, and its length also extends horizontally. When the liquid cooling medium flows through the internal liquid cooling channels of the cold plate 870, heat exchange occurs between the liquid cooling medium and the power module 831, thus cooling the power module 831.

[0234] In this embodiment, the power module components are uniformly mounted on a cold plate 870 with internal liquid cooling channels. The cold plate 870 is fixed to the controller base plate 880, and the cold plate 870 and the controller base plate 880 together bear mechanical loads and vibrations. Liquid cooling medium is circulated inside the cold plate 870 to cool the power module components. The cold plate 870, the controller base plate 880, and the vertical connecting conductive busbar 832 form a mutually supporting integrated frame.

[0235] In one embodiment, the liquid cooling medium is fuel oil, used to cool the power module components.

[0236] In this embodiment, the liquid cooling medium introduced into the cold plate is the fuel already present in the engine system, which can achieve liquid cooling by fuel cooling method without the need to set up a new cooling circuit, reducing system complexity and added mass.

[0237] In one embodiment, a fuel cooling channel is provided inside the motor housing of the output motor 810. The inlet of the liquid cooling channel of the cold plate 870 is connected to the fuel pump 894 via a pipe, and the outlet of the liquid cooling channel of the cold plate 870 is connected to the inlet of the fuel cooling channel of the output motor 810 via a pipe. The outlet of the fuel cooling channel of the output motor 810 is connected to the fuel pump 894 via a pipe. The fuel pump delivers fuel through the pipe into the liquid cooling channel to cool the power module 831. After cooling the power module 831, the fuel is delivered through the pipe into the fuel cooling channel to cool the output motor 810. The fuel is then delivered from the fuel cooling channel to the engine for combustion via the fuel pump 894.

[0238] In this embodiment, when the liquid cooling medium is fuel oil, the fuel oil first cools the motor controller components, especially the power module, and then is used to cool the motor housing of the output motor 810 before finally being delivered to the engine for combustion.

[0239] In specific implementation, refer to Figure 23 and Figure 24 The controller base plate 880 has a fuel inlet 8212 and a fuel outlet 8213 on its side wall. The controller base plate 880 preferably adopts a U-shaped structure. The fuel inlet 8212 and the fuel outlet 8213 are respectively connected to the liquid cooling channel inlet and liquid cooling channel outlet of the cold plate. The fuel inlet 8212 is connected to the fuel pump 894 through a pipeline. The fuel outlet 8213 is connected to the fuel cooling channel inlet of the motor housing of the output motor 810 through a pipeline. The fuel cooling channel outlet of the motor housing is connected to the fuel pump 894 through a pipeline. The fuel pump 894 sends fuel from the external fuel tank into the liquid cooling channel of the cold plate 870 through the pipeline and the fuel inlet 8212 to cool the power module. After cooling, the fuel is sent into the fuel cooling channel of the motor housing through the pipeline. The motor housing cools the motor windings and magnets in the output motor 810. Then, the fuel is sent out from the fuel cooling channel to the engine for combustion through the fuel pump 894.

[0240] In this embodiment, when the controller housing 820 has a reserved space 827, the fuel pump controller of the fuel pump 894 is preferably disposed in the reserved space 827 on the controller housing 820.

[0241] Reference Figure 28This is a simulation diagram showing the fuel flow to the cold plate 870 where the power module assembly 830 is located. The simulation temperature parameters are shown in the table below:

[0242]

[0243] Reference Figures 29A to 29C This is a simulation diagram showing the fuel flow to the output motor 810. Figure 29A This is a schematic diagram simulating the surface temperature of the motor housing. Figure 29B This is a simulation diagram of the surface temperature of the motor windings. Figure 29C This is a simulation diagram of the surface temperature of the magnet. The simulation temperature parameters are shown in the table below:

[0244]

[0245] In the table above, the fuel inlet refers to the fuel cooling channel inlet of the motor housing, and the fuel outlet refers to the fuel cooling channel outlet of the motor housing.

[0246] It is evident that when the fuel temperature at the inlet of the fuel cooling channel is 80°C, it can meet the heat dissipation requirements of the output motor 810 and the power module assembly 830, and can be used as a cooling liquid for the motor controller assembly of the present invention.

[0247] The preferred embodiments of the present invention have been described in detail above. However, it should be understood that after reading the above teachings, those skilled in the art can make various alterations or modifications to the present invention. These equivalent forms also fall within the scope defined by the appended claims.

Claims

1. A helically toothed shaft coupling assembly, comprising: The oblique tooth coupling assembly comprises: An oblique tooth spline connecting shaft, an outer circle of the oblique tooth spline connecting shaft is provided with an oblique tooth outer spline; the side of the oblique tooth spline connecting shaft close to the engine is used for abutting or connecting with the shaft sleeve provided on the engine output shaft; An oblique tooth spline hollow shaft, an inner circle of the side of the oblique tooth spline hollow shaft close to the engine is provided with an oblique tooth inner spline, and an outer circle of the other side of the oblique tooth spline hollow shaft away from the engine is provided with a first oblique tooth used for meshing and connecting with the output end of the output motor; The oblique tooth outer spline and the oblique tooth inner spline are meshed to form an oblique tooth spline pair.

2. The helically toothed coupling assembly as in claim 1, wherein, The oblique tooth coupling assembly further comprises: A bearing assembly provided on the outer surface of the side of the oblique tooth spline hollow shaft close to the engine, the bearing assembly is used for fixing the oblique tooth spline hollow shaft in the engine case for installation and fixation, the engine case is provided between the engine and the output motor, one end of the engine case is fixedly connected with the shell of the engine, and the other end of the engine case is fixedly connected with the shell of the output motor.

3. The helically toothed coupling assembly as in claim 1, wherein, The tooth shape of the oblique tooth inner spline is a helix angle of 8° and a module of 1.5 mm, the tooth number of the oblique tooth inner spline is 20 teeth, and the tooth thickness of the oblique tooth inner spline is 2.36 mm; And / or, The tooth shape of the first oblique tooth is a helix angle of 8° and a module of 0.5 mm, the tooth number of the first oblique tooth is 36 teeth, and the tooth thickness of the first oblique tooth is 0.75 mm.

4. The helically toothed coupling assembly of any one of claims 1 to 3, wherein, The oblique tooth spline connecting shaft is provided with an avoiding through hole penetrating through both ends of the oblique tooth spline connecting shaft in the axial direction, the avoiding through hole is coaxially provided with the engine output shaft and is used for the engine output shaft to pass through, and the other end of the oblique tooth spline connecting shaft away from the engine is provided with a locking nut, the locking nut is used for being threadedly connected with the outer threaded section of the engine output shaft, and the end face of the side of the oblique tooth spline connecting shaft close to the engine is axially pressed against the end face of the shaft sleeve through the locking nut; And / or, the outer diameter of the side of the oblique tooth spline hollow shaft close to the engine is greater than the outer diameter of the other side away from the engine; And / or, the inner diameter of the side of the oblique tooth spline hollow shaft close to the engine is greater than the inner diameter of the other side away from the engine.

5. A hybrid system comprising an engine and an output motor, characterized by The engine and the output motor are connected through the oblique tooth coupling assembly in any one of claims 1 to 4; The power turbine output shaft of the engine is connected through a straight tooth spline or an interference fit connecting shaft sleeve, the shaft sleeve abuts or connects with the side of the oblique tooth spline connecting shaft close to the engine; The output end of the output motor is provided with a second oblique tooth, the second oblique tooth is meshed with the first oblique tooth of the oblique tooth spline hollow shaft to form an oblique gear pair.

6. The hybrid system of claim 5, wherein, The oblique tooth spline connection shaft is provided with an avoiding through hole penetrating through both ends in the axial direction, the avoiding through hole is coaxially arranged with the power turbine output shaft, the oblique tooth spline connection shaft is provided with a locking nut at the other side end away from the engine, the power turbine output shaft penetrates through the avoiding through hole from the side of the oblique tooth spline connection shaft close to the engine, the external thread section on the power turbine output shaft is threadedly connected with the locking nut, so as to realize the fixed connection between the power turbine output shaft and the oblique tooth spline connection shaft, and the end surface of the oblique tooth spline connection shaft close to the engine is axially pressed against the end surface of the shaft sleeve through the locking nut.

7. The hybrid system of claim 5, wherein, The output motor is connected with a motor spline at the end of the rotating shaft, and the inner circle of the motor spline is provided with the second oblique tooth.

8. The hybrid system according to any one of claims 5 to 7, characterized by The hybrid power system further comprises a machine case, which is arranged between the engine and the output motor, one end of the machine case is fixedly connected with the shell of the engine, and the other end of the machine case is fixedly connected with the shell of the output motor. The oblique tooth coupling assembly is fixed on the machine case through the bearing assembly arranged on the outer circle of the oblique tooth spline hollow shaft close to the engine.

9. The hybrid system of claim 8, wherein, The machine case is provided with a stepped installation cavity extending in the axial direction, the installation cavity comprises an opening hole section for pressing the bearing steel sleeve, and an annular stepped surface is formed in the hole. The bearing assembly comprises a bearing body and a bearing steel sleeve, the outer ring of the bearing body is installed in the inner hole of the bearing steel sleeve, the inner ring of the bearing body is sleeved on the outer circle of the oblique tooth spline hollow shaft close to the engine, the outer circle of the bearing steel sleeve is pressed into the installation cavity, the side of the bearing steel sleeve close to the engine abuts against the annular stepped surface, and the open end surface of the installation cavity on the other side of the bearing steel sleeve away from the engine is detachably fixed with a limiting plate, the other side of the bearing steel sleeve away from the engine is axially limited by the limiting plate, and a gap is formed between the limiting plate and the oblique tooth spline hollow shaft.

10. The hybrid system of claim 8, wherein, The machine case is a hollow structure, the lower space of the machine case forms a cooling oil cavity, the machine case is provided with an oil extraction port communicated with the cooling oil cavity, the oil extraction port is communicated with the suction port of an external cooling oil pump, and the oil outlet of the external cooling oil pump supplies oil to each target position of the engine and the output motor through an oil supply pipeline. The oblique tooth spline hollow shaft is provided with a through hole in the axial direction, the oblique tooth spline hollow shaft is provided with an oil return opening on the side close to the machine case and is communicated with the inside of the machine case, the inside of the oblique tooth spline hollow shaft is communicated with the oil circuit of the output end of the output motor through the internal oil channel of the oblique tooth spline connection shaft, and the oblique tooth spline hollow shaft is communicated with the internal oil circuit of the engine output shaft through the other end. Preferably, the oblique tooth spline hollow shaft or the oblique tooth spline connection shaft is provided with an oil injection hole or an oil injection groove towards the engagement area of the oblique tooth gear spoke.

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