Hybrid power assembly and vehicle

Abstract

The embodiment of the invention provides a hybrid power assembly and a vehicle, and the hybrid power assembly comprises a generator, a first driving motor and an oil supply device; the oil supply device comprises an oil supply way and a control valve assembly arranged on the oil supply way. The oil supply way comprises a lubricating oil way and a cooling oil way. When the hybrid power assembly is in a first working condition, at least one of the generator and the first driving motor is in a follow-up state, and the control valve assembly controls conduction of the lubricating oil way, so that the lubricating oil way at least supplies oil to the generator and / or the first driving motor in the follow-up state. And under the condition that the hybrid power assembly is in the second working condition, the control valve assembly controls conduction of the lubricating oil way and the cooling oil way, so that the lubricating oil way and the cooling oil way supply oil to the generator and / or the first driving motor in the working state correspondingly. According to the hybrid power assembly in the embodiment of the invention, partitioned oil supply can be achieved according to needs.

Description

Technical Field

[0001] This application relates to the field of hybrid powertrain technology, specifically to a hybrid powertrain and a vehicle. Background Technology

[0002] Some hybrid vehicles have a hybrid powertrain that includes an engine, a generator, and two drive motors. One type of hybrid powertrain has a configuration where the rear drive motor is the main drive source, and the front drive motor and generator are auxiliary drive sources. In order to cool and lubricate the auxiliary drive sources and ensure efficient switching and operation under various working conditions, the hybrid powertrain is usually also equipped with a fuel supply device.

[0003] However, the fuel supply device in the relevant technology cannot accurately adjust and manage the fuel supply according to the real-time operating conditions of the vehicle, resulting in high energy consumption of the hybrid powertrain. Summary of the Invention

[0004] In view of this, embodiments of this application aim to provide a hybrid powertrain and vehicle capable of on-demand, zoned fuel supply.

[0005] To achieve the above objectives, embodiments of this application provide a hybrid powertrain, including: dynamo; First drive motor; An oil supply device includes an oil supply line and a control valve assembly disposed in the oil supply line. The oil supply line includes a lubricating oil line and a cooling oil line. The lubricating oil line is connected to the generator and the first drive motor respectively, and the cooling oil line is connected to the generator and the first drive motor respectively. The hybrid powertrain has a first operating condition in which neither the generator nor the first drive motor is working, and a second operating condition in which at least one of the generator and the first drive motor is working. In the first operating condition, at least one of the generator and the first drive motor is in a follow-up state, and the control valve assembly controls the opening of the lubrication oil circuit to supply oil to at least the generator and / or the first drive motor in the follow-up state. In the second operating condition, the control valve assembly controls the opening of the lubrication oil circuit and the cooling oil circuit to supply oil to the generator and / or the first drive motor in the working state, respectively.

[0006] In one embodiment, when the hybrid powertrain is in the first operating condition, the control valve assembly cuts off the cooling oil circuit.

[0007] In one embodiment, the lubrication circuit includes a first lubrication branch connected to the generator and a second lubrication branch connected to the first drive motor; The hybrid powertrain includes an engine, and the first operating condition includes an engine direct drive mode. When the hybrid powertrain is in the engine direct drive mode, the generator is in the follow-up state, and the control valve assembly opens the first lubrication branch. And / or, the hybrid powertrain includes a second drive motor, the first operating condition includes a pure electric drive mode in which the second drive motor operates, and when the hybrid powertrain is in the pure electric drive mode, the first drive motor is in the follow-up state, the control valve assembly opens the second lubrication branch and cuts off the first lubrication branch.

[0008] In one embodiment, the generator includes a rotatable first rotor shaft, and the first lubrication branch is at least in communication with the first rotor shaft; And / or, the first drive motor includes a rotatable second rotor shaft, and the second lubrication branch is at least in communication with the second rotor shaft.

[0009] In one embodiment, the control valve assembly includes a first control valve having a first oil inlet, a first oil outlet, and a second oil outlet, wherein the first oil outlet is connected to the first lubrication branch, and the second oil outlet is connected to the second lubrication branch.

[0010] In one embodiment, the oil supply circuit includes a main oil circuit and a first pilot oil circuit, the first control valve further has a first pilot port, the cooling oil circuit, the lubrication oil circuit and the clutch pressure oil circuit are connected in parallel with respect to the main oil circuit, and the first pilot oil circuit is connected to the main oil circuit and the first pilot port respectively. And / or, the cooling oil circuit and the second lubrication branch are connected in parallel with respect to the second oil outlet, and the control valve assembly further includes a second control valve disposed in the cooling oil circuit, wherein when the hybrid powertrain is in the first operating condition, the second control valve cuts off the cooling oil circuit.

[0011] In one embodiment, the hybrid powertrain includes a differential and a clutch, wherein the input end of the clutch is drive-connected to the output end of the engine, and the output end of the clutch is drive-connected to the differential. The hybrid powertrain also includes a reduction gear assembly that is driven to the output ends of the differential and the clutch respectively. The lubrication oil circuit is connected to the reduction gear assembly. When the hybrid powertrain is in the first operating condition, the control valve assembly opens the lubrication oil circuit so that the lubrication oil circuit supplies oil to the reduction gear assembly. And / or, the lubrication circuit is connected to the differential, and when the hybrid powertrain is in the first operating condition, the control valve assembly enables the lubrication circuit to supply oil to the differential by opening the lubrication circuit; And / or, the lubrication passage is connected to the clutch, and when the hybrid powertrain is in the first operating condition, the control valve assembly enables the lubrication passage to supply oil to the clutch by opening the lubrication passage.

[0012] In one embodiment, the hybrid powertrain includes an engine and a second drive motor; The second operating condition includes a pure electric four-wheel drive mode in which both the first drive motor and the second drive motor are operating. When the hybrid powertrain is in the pure electric four-wheel drive mode, the control valve assembly opens the cooling oil circuit and the lubrication oil circuit so that the cooling oil circuit and the lubrication oil circuit supply oil to the first drive motor. And / or, the second operating condition includes a series operating mode in which the engine drives the generator to generate electricity and both the first drive motor and the second drive motor are operating. When the hybrid powertrain is in the series operating mode, the control valve assembly opens the cooling oil passage and the lubrication oil passage so that the cooling oil passage and the lubrication oil passage supply oil to the first drive motor and the generator. And / or, the second operating condition includes a parallel operating mode in which the engine, the first drive motor and the second drive motor all operate and participate in driving. When the hybrid powertrain is in the parallel operating mode, the control valve assembly opens the cooling oil circuit and the lubrication oil circuit so that the cooling oil circuit and the lubrication oil circuit supply oil to the first drive motor in the operating state. And / or, the second operating condition includes a parking power generation mode in which the engine drives the generator to generate electricity and neither the first drive motor nor the second drive motor operates. In the parking power generation mode, the control valve assembly opens the cooling oil passage and the lubrication oil passage to supply oil to the generator.

[0013] In one embodiment, the hybrid powertrain includes a differential and a clutch, wherein the input end of the clutch is drive-connected to the output end of the engine, and the output end of the clutch is drive-connected to the differential. The hybrid powertrain also includes a reduction assembly that is driven to the output ends of the differential and the clutch respectively. The lubricating oil circuit is connected to the reduction assembly. When the hybrid powertrain is in the pure electric four-wheel drive mode, the series working mode or the parallel working mode, the control valve assembly opens the lubricating oil circuit so that the lubricating oil circuit supplies oil to the reduction assembly. And / or, the lubrication circuit is connected to the differential, and when the hybrid powertrain is in the pure electric four-wheel drive mode, the series working mode or the parallel working mode, the control valve assembly opens the lubrication circuit so that the lubrication circuit supplies oil to the differential; And / or, the lubrication circuit is connected to the clutch, and when the hybrid powertrain is in the pure electric four-wheel drive mode, the series operating mode, or the parallel operating mode, the control valve assembly enables the lubrication circuit to supply oil to the clutch by opening the lubrication circuit.

[0014] In one embodiment, the hybrid powertrain includes a differential and a clutch, the input end of the clutch being drivenly connected to the output end of the engine, and the output end of the clutch being drivenly connected to the differential; the oil supply circuit includes a clutch pressure oil circuit, and the control valve assembly switches the clutch to an engaged state by opening the clutch pressure oil circuit and switches the clutch to an disengaged state by cutting off the clutch pressure oil circuit.

[0015] In one embodiment, the oil supply circuit includes a main oil circuit and a second pilot oil circuit. The cooling oil circuit, the lubrication oil circuit, and the clutch pressure oil circuit are connected in parallel with respect to the main oil circuit. The control valve assembly includes a fourth control valve having a third oil inlet, a fourth oil outlet, and a second pilot oil outlet. The third oil inlet of the fourth control valve is connected to the main oil circuit, and the fourth oil outlet of the fourth control valve is connected to the clutch pressure oil circuit. The second pilot oil circuit is connected to both the main oil circuit and the second pilot oil outlet.

[0016] In one embodiment, the control valve assembly includes a third control valve, and the second pilot oil circuit is connected to the main oil circuit through the third control valve.

[0017] In one embodiment, the oil supply circuit includes a first pilot oil circuit, the lubrication circuit includes a first lubrication branch connected to the generator and a second lubrication branch connected to the first drive motor, and the control valve assembly further includes a first control valve having a first oil inlet, a first oil outlet, a second oil outlet and a first pilot oil outlet, the first oil outlet being connected to the first lubrication branch, the second oil outlet being connected to the second lubrication branch, and the first pilot oil circuit and the second pilot oil circuit being respectively connected to the same oil outlet of the third control valve.

[0018] In one embodiment, the first control valve further has a third pilot port, and the oil supply circuit further includes a third pilot circuit, which is connected to the main oil circuit and the third pilot port respectively; when the oil pressure at the first pilot port is greater than the oil pressure at the third pilot port, both the first outlet and the second outlet are in a conducting state, and the valve core of the first control valve moves to reduce the opening of the second outlet.

[0019] In one embodiment, the control valve assembly further includes a fifth control valve having a fourth pilot port, a fourth inlet port, and a fifth outlet port. The fourth inlet port of the fifth control valve is connected to the main oil circuit, and the fifth outlet port of the fifth control valve is connected to the second lubrication branch. The oil supply circuit further includes a fourth pilot oil circuit, which is connected to both the main oil circuit and the fourth pilot oil circuit. When the oil pressure in the main oil circuit is greater than a set value, the fifth control valve opens the fifth outlet port of the fifth control valve.

[0020] In one embodiment, the generator includes a first stator, the drive motor includes a second stator, and the cooling oil circuit includes a first cooling branch connected to the first stator and a second cooling branch connected to the second stator.

[0021] Another embodiment of this application provides a vehicle including the hybrid powertrain described above.

[0022] This application provides a hybrid powertrain and a vehicle. In the hybrid powertrain, the oil supply circuit includes a lubrication circuit and a cooling circuit. The lubrication circuit is connected to both the generator and the first drive motor, and the cooling circuit is also connected to both the generator and the first drive motor. This means that cooling and lubrication of the generator and the first drive motor can be achieved independently through the two oil circuits. Furthermore, the lubrication circuit can supply oil to only one of the generator and the drive motor, or to both simultaneously. Similarly, the cooling circuit can supply oil to only one of the generator and the drive motor, or to both simultaneously. In other words, both the lubrication circuit and the cooling circuit can achieve zoned oil supply. The hybrid powertrain has a first operating condition where neither the generator nor the first drive motor is operating, and a second operating condition where at least one of the generator and the first drive motor is operating. In the first operating condition, if both the generator and the first drive motor are in a follow-up state, the control valve assembly opens the lubrication oil circuit to lubricate both the generator and the first drive motor simultaneously. If only one of the generator and the first drive motor is in a follow-up state, the control valve assembly controls the opening of the lubrication oil circuit to supply oil to either the generator or the first drive motor in the follow-up state. Since the generator and the first drive motor in the follow-up state only require lubrication and not cooling, the control valve assembly only needs to open the lubrication oil circuit and not the cooling oil circuit, thus achieving better on-demand oil supply and reducing energy consumption. In the second operating condition, if both the generator and the first drive motor are in operation, the control valve assembly controls the opening of the lubrication oil circuit and the cooling oil circuit to supply oil to the generator and the first drive motor in operation, respectively. If only one of the generator and the first drive motor is in operation, the control valve assembly controls the opening of the lubrication oil circuit to supply oil to either the generator or the first drive motor in operation. In summary, the hybrid powertrain of this application embodiment can achieve on-demand, zoned oil supply according to the lubrication and cooling needs of the generator and the first drive motor under different conditions. Attached Figure Description

[0023] Figure 1 This is a schematic diagram of the oil circuit of the hybrid powertrain according to an embodiment of this application; Figure 2 This is a schematic diagram of a hybrid powertrain according to an embodiment of this application; Figure 3 for Figure 2 The diagram shows the structure of the hybrid powertrain, omitting the second housing. Figure 4 for Figure 2 The diagram shows the structure of the hybrid powertrain, omitting the supporting housing. Figure 5 for Figure 2 The diagram shows the structure of the second box. Figure 6 for Figure 2 The diagram shows a partial structural schematic of the hybrid powertrain.

[0024] Explanation of reference numerals in the attached figures: 10. Generator; 11. First rotor shaft; 20. First drive motor; 21. Second rotor shaft; 30. Oil supply device; 31. Oil supply circuit; 311. Lubrication circuit; 3111. First lubrication branch; 3112. Second lubrication branch; 3113. Direct drive gear oil injection pipe; 3114. Main lubrication pipe; 3114a. Injection hole; 3115. Clutch lubrication pipe; 3116. Intermediate shaft bearing lubrication circuit; 31 17. Direct-drive lubricating oil pipe; 312. Cooling oil passage; 3121. First cooling branch; 3122. Second cooling branch; 3123. Third cooling branch; 313. Main oil passage; 314. First pilot oil passage; 315. Second pilot oil passage; 316. Third pilot oil passage; 317. Fourth pilot oil passage; 318. Clutch pressure oil passage; 32. Control valve assembly; 321. First control valve; 321a. First oil inlet; 321b, First oil outlet; 321c, Second oil outlet; 321d, First pilot oil port; 321e, Third pilot oil port; 322, Second control valve; 322a, Second oil inlet; 322b, Third oil outlet; 323, Third control valve; 324, Fourth control valve; 324a, Third oil inlet; 324b, Fourth oil outlet; 324c, Second pilot oil port; 325, Fifth control valve; 325a, Fourth... Oil inlet; 325b, fifth oil outlet; 325c, fourth pilot oil port; 326, one-way valve; 33, oil pump; 34, oil cooler; 35, temperature sensor; 36, suction filter; 40, differential; 50, clutch; 60, reduction assembly; 61, intermediate shaft; 62, reduction gear; 70, support housing; 70a, suction chamber; 71, first housing; 72, second housing; 72a, oil guide port; 73, housing cover. Detailed Implementation

[0025] This application provides a hybrid powertrain; please refer to [link / reference]. Figures 1 to 6 The hybrid powertrain includes a generator 10, a first drive motor 20, and a fuel supply device 30.

[0026] The generator 10 converts mechanical energy into electrical energy, which can be directly transmitted to the first drive motor 20 or stored in the power battery. The first drive motor 20 outputs drive torque to rotate the wheels. Figures 2 to 6 The generator 10 and the first drive motor 20 in the middle form an integrated power system for power generation and drive.

[0027] The hybrid powertrain also includes a second drive motor. In some embodiments, the second drive motor serves as the primary drive of the hybrid powertrain, directly driving the rear wheels of the vehicle, while the first drive motor 20 serves as the auxiliary drive of the hybrid powertrain, connected to the front wheels of the vehicle. In other embodiments, the second drive motor can directly drive the front wheels, while the first drive motor 20 drives the rear wheels.

[0028] Please see Figure 3 and Figure 4 The hybrid powertrain also includes an engine and a clutch 50. The engine is driven by the generator 10 and is also connected to the front wheels via the clutch 50. In other words, the engine can not only drive the generator 10 to generate electricity, but also participate in the front wheel drive.

[0029] Please continue reading. Figures 1 to 6 The oil supply device 30 includes an oil supply passage 31 and a control valve assembly 32 disposed in the oil supply passage 31. The oil supply passage 31 includes a lubricating oil passage 311 and a cooling oil passage 312. The lubricating oil passage 311 is connected to the generator 10 and the first drive motor 20, respectively, and the cooling oil passage 312 is connected to the generator 10 and the first drive motor 20, respectively. That is to say, the lubricating oil passage 311 can supply oil to the generator 10 and the first drive motor 20, and the cooling oil passage 312 can supply oil to the generator 10 and the first drive motor 20.

[0030] Please continue reading. Figures 1 to 6 The oil supply device 30 includes a main oil passage 313 and an oil pump 33 installed in the main oil passage 313. The lubricating oil passage 311 and the cooling oil passage 312 are respectively connected to the main oil passage 313.

[0031] The oil pump 33 is used to compress and transport the oil to establish and maintain a certain oil pressure in the oil supply circuit 31. That is, the oil pump 33 can pump the oil to the lubrication circuit 311 and the cooling circuit 312.

[0032] The type of oil pump 33 is not limited. Preferably, the oil pump 33 can be an electronic oil pump, that is, the oil pump 33 is driven by an oil pump 33 motor and independently controlled by the vehicle controller through commands, which can achieve precise flow and pressure control. In other embodiments, the oil pump 33 can also be a mechanical oil pump.

[0033] For example, please refer to Figure 1 and Figure 2 The oil supply device 30 also includes an oil cooler 34 disposed in the cooling oil circuit 312. The oil cooler 34 is used to reduce the temperature of the oil in the cooling oil circuit 312 in order to improve the cooling effect of the oil on the generator 10 and / or the first drive motor 20.

[0034] Please continue reading. Figures 1 to 5The oil supply device 30 also includes a temperature sensor 35 for detecting the oil temperature, which can be located downstream of the oil cooler 34 along the oil flow path.

[0035] Please see Figures 1 to 6 The hybrid powertrain includes a support housing 70, which includes a first housing 71, a second housing 72, and a housing cover 73. The generator 10 and the first drive motor 20 are arranged in parallel shafts within the motor mounting cavity formed by the cooperation of the first housing 71 and the housing cover 73.

[0036] After the first housing 71 and the second housing 72 are fitted together, an oil suction chamber 70a is formed at its bottom, which is used to store oil. The oil supply device 30 also includes an oil suction filter 36 disposed in the oil suction chamber 70a and connected to both the oil suction chamber 70a and the oil pump 33. The oil suction filter 36 is used to filter impurities in the oil to prevent impurities from damaging downstream components.

[0037] The oil pump 33, oil cooler 34, and temperature sensor 35 are all located in the lower part of the first housing 71 to improve the compactness of the oil circuit layout. Please continue reading. Figure 2 The cooling oil passage 312 can be arranged on the cover 73.

[0038] In the hybrid powertrain of this application embodiment, the hybrid powertrain has a first operating condition in which neither the generator 10 nor the first drive motor 20 is working, and a second operating condition in which at least one of the generator 10 and the first drive motor 20 is working.

[0039] When the hybrid powertrain is in the first operating condition, at least one of the generator 10 and the first drive motor 20 is in a follow-up state, and the control valve assembly 32 controls the opening of the lubrication oil passage 311 so that the lubrication oil passage 311 supplies oil to at least the generator 10 and / or the first drive motor 20 in the follow-up state.

[0040] Taking generator 10 as an example, generator 10 includes a first stator and a first rotor with a first rotor shaft 11. The follower state of generator 10 means that generator 10 is in a non-working state (not generating electricity), but the first rotor shaft 11 rotates passively relative to the first stator. Similarly, first drive motor 20 includes a second stator and a second rotor with a second rotor shaft 21. The follower state of first drive motor 20 means that first drive motor 20 is in a non-working state (not outputting drive torque), but the second rotor shaft 21 rotates passively relative to the second stator.

[0041] In the first operating condition, only the generator 10 may be in a follow-up state, while the first drive motor 20 may not be in a follow-up state. In this case, the control valve assembly 32 controls the opening of the lubrication oil passage 311 to ensure that the lubrication oil passage 311 supplies oil to at least the generator 10. Alternatively, only the first drive motor 20 may be in a follow-up state, while the generator 10 may not be in a follow-up state. In this case, the control valve assembly 32 controls the opening of the lubrication oil passage 311 to ensure that the lubrication oil passage 311 supplies oil to at least the first drive motor 20. Alternatively, both the generator 10 and the first drive motor 20 may be in a follow-up state. The control valve assembly 32 controls the opening of the lubrication oil passage 311 to ensure that the lubrication oil passage 311 supplies oil to both the generator 10 and the first drive motor 20 simultaneously. Thus, the hybrid powertrain can achieve zoned, on-demand oil supply based on the follow-up states of the generator 10 and the first drive motor 20, thereby reducing the energy consumption of the hybrid powertrain.

[0042] For example, the first operating condition may include an engine direct drive mode, where the engine is the main power source of the vehicle, outputting drive torque to directly drive the wheels. Since the first rotor of the generator 10 is connected to the output end (crankshaft) of the engine, the engine will drive the first rotor of the generator 10 to rotate synchronously, thus placing the generator 10 in a follower state. As for the first drive motor 20, in some embodiments of the hybrid powertrain, the rotation of the wheels is transmitted to the first drive motor 20 through an intermediate transmission assembly, so that the first drive motor 20 is also in a follower state. Therefore, when the hybrid powertrain is in engine direct drive mode, the lubrication circuit 311 can supply oil only to the generator 10, or it can supply oil to both the generator 10 and the first drive motor 20 simultaneously according to actual needs.

[0043] For example, the first operating condition may include a pure electric drive mode, where the second drive motor acts as the main power source for the vehicle, powered by the battery, and directly drives the wheels. When the hybrid powertrain is in pure electric drive mode, the first drive motor 20 is in a follow-up state, while the generator 10 is in a standby state (neither working nor following up). The control valve assembly 32 controls the opening of the lubrication oil circuit 311, which only needs to supply oil to the first drive motor 20.

[0044] The lubrication areas of the oil for the generator 10 and the first drive motor 20 are not limited; for example, please refer to [reference needed]. Figure 4 The hybrid powertrain also includes a first bearing mounted on the first rotor shaft 11. When the lubrication oil circuit 311 supplies oil to the generator 10, the oil lubricates at least the first rotor shaft 11 and the first bearing. The hybrid powertrain also includes a second bearing mounted on the second rotor shaft 21. When the lubrication oil circuit 311 supplies oil to the first drive motor 20, the oil lubricates at least the second rotor shaft 21 and the second bearing.

[0045] It is understood that the generator 10 and the first drive motor 20 in the follow-up state will not generate a lot of heat, so there is no need to cool the generator 10 and the first drive motor 20. More preferably, when the hybrid powertrain is in the first operating condition, the control valve assembly 32 can cut off the cooling oil circuit 312 to further realize on-demand oil supply and further reduce energy consumption.

[0046] Please continue reading. Figures 1 to 6 When the hybrid powertrain is in the second operating condition, the control valve assembly 32 controls the conduction of the lubrication oil passage 311 and the cooling oil passage 312 so that the lubrication oil passage 311 and the cooling oil passage 312 supply oil to the generator 10 and / or the first drive motor 20 in operation, respectively.

[0047] The generator 10 operates under at least one of the following conditions: First, an excitation current is applied to the first stator of the generator 10, and the first rotor rotates relative to the first stator under the drive of the engine, thereby converting the engine's mechanical energy into electrical energy to power the first drive motor 20 and / or the second drive motor, or to replenish the power battery. Second, the engine is prone to torque fluctuations and vibrations during idling, starting, and speed fluctuations. The generator 10 can output torque through the first rotor shaft 11, which is rigidly connected to the engine, to counteract the engine's torque fluctuations and stabilize the engine speed. Therefore, when the generator 10 is operating, it can convert mechanical energy into electrical energy and vice versa. During this process, the generator 10 generates a significant amount of heat, thus requiring both lubrication and cooling.

[0048] The operating state of the first drive motor 20 refers to the output of drive torque by the first drive motor 20, which participates in driving the vehicle. In other words, excitation current is applied to the second stator of the first drive motor 20, and the second rotor cuts magnetic field lines to output drive torque. During this process, a considerable amount of heat is generated inside the first drive motor 20; therefore, the first drive motor 20 requires not only lubrication but also cooling.

[0049] In the second operating condition, only the generator 10 may be in operation, while the first drive motor 20 may be in operation. In this case, the control valve assembly 32 controls the flow of lubrication oil passage 311 and cooling oil passage 312, allowing them to supply oil to the generator 10, thereby achieving lubrication and cooling of the generator 10. Alternatively, only the first drive motor 20 may be in operation, while the generator 10 may be in operation. In this case, the control valve assembly 32 controls the flow of lubrication oil passage 311 and cooling oil passage 312, allowing them to supply oil to the first drive motor 20, thereby achieving lubrication and cooling of the first drive motor 20. Alternatively, both the generator 10 and the first drive motor 20 may be in operation. The control valve assembly 32 controls the flow of lubrication oil passage 311, allowing both lubrication oil passage 311 and cooling oil passage 312 to supply oil to both the generator 10 and the first drive motor 20 simultaneously. Therefore, the hybrid powertrain can supply fuel on demand according to the operating status of the generator 10 and the first drive motor 20, thereby reducing the energy consumption of the hybrid powertrain.

[0050] The cooling area of ​​the oil for the generator 10 and the first drive motor 20 is not limited. For example, the generator 10 includes a first stator, the drive motor includes a second stator, and the cooling oil passage 312 includes a first cooling branch 3121 communicating with the first stator and a second cooling branch 3122 communicating with the second stator.

[0051] For example, the second operating condition may include a pure electric four-wheel drive mode in which both the first drive motor 20 and the second drive motor are operating. When the hybrid powertrain is in pure electric four-wheel drive mode, the control valve assembly 32 opens the cooling oil passage 312 and the lubrication oil passage 311 so that the cooling oil passage 312 and the lubrication oil passage 311 supply oil to the first drive motor 20.

[0052] In other words, in pure electric four-wheel drive mode, the first drive motor 20 is in working state, driving the wheels to rotate together with the second drive motor, while the engine and generator 10 are in non-working state, and the generator 10 is in non-follow-up state. Therefore, the control valve assembly 32 can open the lubricating oil passage 311 and the cooling oil passage 312 so that the oil in the lubricating oil passage 311 and the cooling oil passage 312 lubricates and cools the first drive motor 20 without needing to lubricate and cool the generator 10.

[0053] The second operating condition may include a series operating mode in which the engine drives the generator 10 to generate electricity, and both the first drive motor 20 and the second drive motor are working. When the hybrid powertrain is in the series operating mode, the control valve assembly 32 opens the cooling oil passage 312 and the lubrication oil passage 311 so that the cooling oil passage 312 and the lubrication oil passage 311 supply oil to the first drive motor 20 and the generator 10.

[0054] In series operation mode, generator 10 is in the working state of converting the mechanical energy of the engine into electrical energy. The electrical energy generated by generator 10 is directly delivered to the first drive motor 20 and the second drive motor, so that the first drive motor 20 and the second drive motor jointly drive the wheels to rotate. That is to say, both generator 10 and the first drive motor 20 are in the working state. Control valve assembly 32 can open the lubricating oil passage 311 and the cooling oil passage 312, so that the oil in the lubricating oil passage 311 and the cooling oil passage 312 simultaneously lubricates and cools generator 10 and the first drive motor 20.

[0055] The second operating condition may include a parallel operating mode in which the engine, the first drive motor 20 and the second drive motor are both working and participating in the drive. When the hybrid powertrain is in the parallel operating mode, the control valve assembly 32 opens the cooling oil passage 312 and the lubrication oil passage 311 so that the cooling oil passage 312 and the lubrication oil passage 311 supply oil to the first drive motor 20 which is in operation.

[0056] In other words, when the first drive motor 20 is in operation, the control valve assembly 32 can connect the lubrication oil passage 311 and the cooling oil passage 312, so that the oil in the lubrication oil passage 311 and the cooling oil passage 312 lubricates and cools the first drive motor 20. It should be noted that in parallel operation mode, the generator 10 can generate electricity at low power under the drive of the engine, or it can simply be in a follow-up state. The control valve assembly 32 can control the lubrication oil passage 311 and the cooling oil passage 312 to supply oil to the generator 10 according to the actual operating conditions of the generator 10.

[0057] The second operating condition may include a parking power generation mode in which the engine drives the generator 10 to generate electricity and the first drive motor 20 and the second drive motor are not working. When the hybrid powertrain is in the parking power generation mode, the control valve assembly 32 opens the cooling oil passage 312 and the lubrication oil passage 311 so that the cooling oil passage 312 and the lubrication oil passage 311 supply oil to the generator 10.

[0058] In the parking generator mode, the generator 10 is in the working state of converting the mechanical energy of the engine into electrical energy. The electrical energy generated by the generator 10 is stored in the power battery, while the first drive motor 20 is in a non-working state and a non-follow-up state. Therefore, the control valve assembly 32 can open the lubricating oil passage 311 and the cooling oil passage 312 so that the oil in the lubricating oil passage 311 and the cooling oil passage 312 lubricates and cools the generator 10 without needing to lubricate and cool the first drive motor 20.

[0059] This application also provides a vehicle including a hybrid powertrain provided in any embodiment of this application.

[0060] Taking a hybrid powertrain with the first drive motor 20 as the auxiliary drive and the second drive motor as the main drive as an example, the pure electric drive mode is the core mode in which the vehicle operates most frequently. The second most common mode is the series operation mode. The pure electric four-wheel drive mode, parallel operation mode, engine direct drive mode and parking generator mode are operated less frequently. Therefore, the generator 10 and the first drive motor 20 are in a follow-up or standby state for a long time. The hybrid powertrain in the relevant technology does not provide fuel to the generator 10 and the first drive motor 20 on demand and in different zones according to different drive modes, resulting in high energy consumption of the hybrid powertrain.

[0061] In the hybrid powertrain of this embodiment, the oil supply circuit 31 includes a lubrication circuit 311 and a cooling circuit 312. The lubrication circuit 311 is connected to both the generator 10 and the first drive motor 20, and the cooling circuit 312 is connected to both the generator 10 and the first drive motor 20. This means that cooling and lubrication of the generator 10 and the first drive motor 20 can be achieved independently through two oil circuits. Furthermore, the lubrication circuit 311 can supply oil to only one of the generator 10 and the drive motor, or it can supply oil to both simultaneously. Similarly, the cooling circuit 312 can supply oil to only one of the generator 10 and the drive motor, or it can supply oil to both simultaneously. In other words, both the lubrication circuit 311 and the cooling circuit 312 can achieve zoned oil supply. The hybrid powertrain has a first operating condition where neither the generator 10 nor the first drive motor 20 is operating, and a second operating condition where at least one of the generator 10 and the first drive motor 20 is operating. In the first operating condition, if both the generator 10 and the first drive motor 20 are in a follow-up state, the control valve assembly 32 opens the lubrication oil circuit 311 to lubricate both the generator 10 and the first drive motor 20. If either the generator 10 or the first drive motor 20 is in a follow-up state, the control valve assembly 32 controls the opening of the lubrication oil circuit 311 to supply oil to either the generator 10 or the first drive motor 20 in the follow-up state. Since the generator 10 and the first drive motor 20 in the follow-up state only need lubrication and not cooling, the control valve assembly 32 only needs to open the lubrication oil circuit 311 and does not need to open the cooling oil circuit 312. This can better achieve on-demand oil supply and reduce energy consumption. In the second operating condition, if both the generator 10 and the first drive motor 20 are operating, the control valve assembly 32 controls the flow of the lubrication oil passage 311 and the cooling oil passage 312, so that the lubrication oil passage 311 and the cooling oil passage 312 supply oil to the generator 10 and the first drive motor 20 respectively. If only one of the generator 10 and the first drive motor 20 is operating, the control valve assembly 32 controls the flow of the lubrication oil passage 311, so that the lubrication oil passage 311 supplies oil to either the generator 10 or the first drive motor 20. In summary, the hybrid powertrain of this embodiment can achieve on-demand, zoned oil supply according to the lubrication and cooling needs of the generator 10 and the first drive motor 20 under different states.

[0062] In some embodiments, please refer to Figures 1 to 6 The lubrication circuit 311 includes a first lubrication branch 3111 connected to the generator 10 and a second lubrication branch 3112 connected to the first drive motor 20. That is, the generator 10 and the first drive motor 20 are lubricated through two lubrication branches respectively, so as to achieve zoned and on-demand lubrication.

[0063] For example, when the hybrid powertrain is in engine direct drive mode, the generator 10 is in a follow-up state, and the control valve assembly 32 opens the first lubrication branch 3111 to lubricate the first rotor shaft 11 of the generator 10.

[0064] Furthermore, when the first drive motor 20 is in a follow-up state, the control valve assembly 32 can simultaneously open the first lubrication branch 3111 to supply oil to the generator 10 and the second lubrication branch 3112 to lubricate the first drive motor 20.

[0065] In some embodiments, please refer to Figure 1 When the hybrid powertrain is in pure electric drive mode, the first drive motor 20 is in a follow-up state, and the control valve assembly 32 opens the second lubrication branch 3112 and cuts off the first lubrication branch 3111. That is to say, only the first drive motor 20 needs to be lubricated, and the generator 10 does not need to be lubricated, thereby reducing energy consumption.

[0066] For example, the first lubrication branch 3111 may be in communication with at least the first rotor shaft 11, that is, the oil lubricates at least the first rotor shaft 11 to reduce journal and bearing wear and high-temperature seizing caused by friction during rotation. In other embodiments, the first lubrication branch 3111 may also be in communication with other components of the generator 10.

[0067] More preferably, please refer to Figures 3 to 5 The lubrication circuit 311 also includes a direct-drive lubrication pipe 3117 disposed in the first housing 71. Part of the structure of the first lubrication branch 3111 is composed of the direct-drive lubrication pipe 3117, so as to guide the oil to the end of the first rotor shaft 11.

[0068] For example, the second lubrication branch 3112 may be connected to at least the second rotor shaft 21 to reduce journal and bearing wear and high-temperature adhesion caused by friction during rotation. In other embodiments, the first lubrication branch 3111 may also be connected to other components of the first drive motor 20.

[0069] More preferably, please refer to Figure 5 The second housing 72 is provided with an oil guide port 72a for the first drive motor 20. The second lubrication branch 3112 can be connected to the oil guide port 72a so as to introduce oil into the end of the second rotor shaft 21.

[0070] For example, please refer to Figure 1The control valve assembly 32 may include a first control valve 321 having a first oil inlet 321a, a first oil outlet 321b, and a second oil outlet 321c. The first oil outlet 321b is connected to the first lubrication branch 3111, and the second oil outlet 321c is connected to the second lubrication branch 3112.

[0071] The oil inlet of the first control valve 321 is connected to the main oil circuit 313. That is, the oil in the main oil circuit 313 flows to the first lubrication branch 3111 and the second lubrication branch 3112 respectively through the first control valve 321. Furthermore, the first control valve 321 opens or closes the first oil outlet 321b and the second oil outlet 321c respectively to achieve on-demand and zoned lubrication.

[0072] For example, Figure 1 The first control valve 321 is a two-position, two-way mechanical valve. When the first control valve 321 is in the first operating position, the first lubrication branch 3111 is disconnected from the main oil circuit 313, and the second lubrication branch 3112 is connected to the main oil circuit 313. When the first control valve 321 is in the second operating position, the first lubrication branch 3111 and the second lubrication branch 3112 are simultaneously connected. In some embodiments, the first control valve 321 may also be a solenoid valve.

[0073] Please continue reading. Figure 1 The oil supply circuit 31 includes a main oil circuit 313 and a first pilot oil circuit 314. The first control valve 321 also has a first pilot oil port 321d. The cooling oil circuit 312, the lubricating oil circuit 311 and the clutch pressure oil circuit 318 are connected in parallel with respect to the main oil circuit 313. The first pilot oil circuit 314 is connected to the main oil circuit 313 and the first pilot oil port 321d respectively.

[0074] The first pilot oil circuit 314 is an auxiliary hydraulic channel for transmitting control pressure signals. The oil in the main oil circuit 313 flows into the valve core end cavity of the first control valve 321 through the first pilot oil circuit 314 to drive the valve core of the first control valve 321 to switch between the first working position and the second working position, thereby controlling the connection between the main oil circuit 313 and the first lubrication branch 3111, or controlling the connection between the main oil circuit 313 and the second lubrication branch 3112. Thus, the generator 10 and / or the first drive motor 20 can be selectively lubricated according to the actual working conditions.

[0075] It is understandable that the parallel connection of cooling oil passage 312, lubricating oil passage 311, and clutch pressure oil passage 318 relative to the main oil passage 313 means that cooling oil passage 312, lubricating oil passage 311, and clutch pressure oil passage 318 are all connected to the main oil passage 313. Furthermore, cooling oil passage 312, lubricating oil passage 311, and clutch pressure oil passage 318 are arranged in parallel and independently. After the oil flows out of the main oil passage 313, it can simultaneously or selectively pass through one, several, or all of the cooling oil passage 312, lubricating oil passage 311, and clutch pressure oil passage 318.

[0076] The clutch pressure oil circuit 318 is used to supply oil to the clutch 50 so that the clutch 50 can be engaged or disengaged under the drive of hydraulic pressure (which will be described in detail later). In other words, the oil supply device 30 is not only used to lubricate and cool the generator 10 and the first drive motor 20, but also to control the engagement or disengagement of the clutch 50.

[0077] In some embodiments, please refer to Figure 1 The cooling oil passage 312 and the second lubrication branch 3112 can be connected in parallel relative to the second oil outlet 321c. The control valve assembly 32 also includes a second control valve 322 disposed in the cooling oil passage 312. When the hybrid powertrain is in the first operating condition, the second control valve 322 cuts off the cooling oil passage 312.

[0078] In other words, both the cooling oil passage 312 and the second lubrication branch 3112 are connected to the second oil outlet 321c. Furthermore, the cooling oil passage 312 and the second lubrication branch 3112 are arranged in parallel and independently. After the oil flows out from the second oil outlet 321c, it can pass through one or both of the cooling oil passage 312 and the second lubrication branch 3112 simultaneously or selectively.

[0079] By installing a second control valve 322 on the cooling oil circuit 312, the second control valve 322 controls the opening and closing of the cooling oil circuit 312, thereby controlling the cooling of the generator 10 and the first drive motor 20 according to the actual operating conditions. When the hybrid powertrain is in the first operating condition, both the generator 10 and the first drive motor 20 are in a non-operating state. Therefore, the generator 10 and the first drive motor 20 do not require cooling. By cutting off the cooling oil circuit 312 with the second control valve 322, energy consumption can be significantly reduced and system reliability can be improved.

[0080] For example, please refer to Figure 1The second control valve 322 has a second oil inlet 322a and a third oil outlet 322b. The second oil inlet 322a of the second control valve 322 is connected to the second oil outlet 321c of the first control valve 321, and the third oil outlet 322b of the second control valve 322 is connected to the first cooling branch 3121 and the second cooling branch 3122. That is to say, the second control valve 322 can simultaneously control the on / off state of the first cooling branch 3121 and the second cooling branch 3122. This is because in most driving modes, the generator 10 and the first drive motor 20 have cooling requirements at the same time. Therefore, by controlling the on / off state of the first cooling branch 3121 and the second cooling branch 3122 simultaneously by the second control valve 322, the structure of the oil supply device 30 can be simplified and the control can be made simpler and more reliable while meeting the cooling requirements of the generator 10 and the first drive motor 20.

[0081] The type of the second control valve 322 is not limited. More preferably, the second control valve 322 can be a solenoid valve to facilitate the control of the on / off state of the cooling branch.

[0082] Please see Figure 1 The cooling oil passage 312 also includes a third cooling branch 3123 connected to the first rotor shaft 11 of the generator 10. The third cooling branch 3123, the first cooling branch 3121, and the second cooling branch 3122 are connected in parallel with respect to the third oil outlet 322b. By providing the third cooling branch 3123, the first rotor shaft 11 of the generator 10 can be cooled to meet the cooling requirements of the first rotor shaft 11.

[0083] More preferably, please refer to Figure 1 The oil outlet of the first lubrication branch 3111 is connected to the third cooling branch 3123. In order to prevent the lubricating oil from flowing in the reverse direction along the third cooling branch 3123 when the first lubrication branch 3111 supplies oil to the first rotor shaft 11, a one-way valve 326 can be installed on the third cooling branch 3123.

[0084] In some embodiments, please refer to Figures 1 to 4 The hybrid powertrain includes a differential 40 and a clutch 50. The input end of the clutch 50 is connected to the output end of the engine, and the output end of the clutch 50 is connected to the differential 40.

[0085] The differential 40 is used for drive connection with the wheel drive shaft to drive the wheels to rotate. That is, when the clutch 50 is engaged, the engine's drive torque can be transmitted to the differential 40, thereby driving the wheels to rotate. When the clutch 50 is disengaged, the engine does not participate in wheel drive. The first drive motor 20 is also drive-connected to the differential 40 to transmit drive torque to the wheel drive shaft in pure electric four-wheel drive mode, series working mode, or parallel working mode.

[0086] Figures 1 to 4 The differential 40 and clutch 50 are disposed in the receiving cavity formed by the cooperation of the first housing 71 and the second housing 72.

[0087] For example, please refer to Figure 1 The lubrication line 311 can be connected to the differential 40. When the hybrid powertrain is in its first operating condition, the control valve assembly 32 opens the lubrication line 311 to supply oil to the differential 40. In other words, the oil can also lubricate the differential 40 through the lubrication line 311 to reduce friction of the internal components of the differential 40 and improve transmission efficiency.

[0088] Understandably, in the engine direct drive mode of the first operating condition, the differential 40 transmits the engine's drive torque to the wheels, thus requiring lubrication. In the pure electric drive mode of the first operating condition, the rotation of the wheels will drive the first drive motor 20 to rotate in the opposite direction through the differential 40, thus the differential 40 also requires lubrication.

[0089] For example, when the hybrid powertrain is in pure electric four-wheel drive mode, series operation mode or parallel operation mode, the control valve assembly 32 can open the lubrication oil passage 311 so that the lubrication oil passage 311 supplies oil to the differential 40 to meet the lubrication requirements of the differential 40.

[0090] For example, please refer to Figure 1 The lubrication oil passage 311 is connected to the clutch 50. When the hybrid powertrain is in its first operating condition, the control valve assembly 32 opens the lubrication oil passage 311 to supply oil to the clutch 50. In other words, the oil can also lubricate the clutch 50 through the lubrication oil passage 311 to reduce friction of the internal components of the clutch 50 and improve transmission efficiency.

[0091] Please see Figure 5 The lubrication circuit 311 includes a clutch lubrication oil pipe 3115 located downstream of the second lubrication branch 3112 along the oil flow path. The clutch lubrication oil pipe 3115 can be located in the second housing 72 and connected to the oil inlet of the clutch 50 to supply oil to the clutch.

[0092] For example, when the hybrid powertrain is in the pure electric four-wheel drive mode, the series operation mode, or the parallel operation mode, the control valve assembly 32 opens the lubrication oil passage 311 so that the lubrication oil passage 311 supplies oil to the clutch 50 to meet the lubrication requirements of the clutch 50.

[0093] For example, please refer to Figures 3 to 6The hybrid powertrain also includes a reduction gear assembly 60 that is driven to the output ends of the differential 40 and the clutch 50 respectively. The lubrication oil passage 311 can be connected to the reduction gear assembly 60. When the hybrid powertrain is in the first operating condition, the control valve assembly 32 opens the lubrication oil passage 311 so that the lubrication oil passage 311 supplies oil to the reduction gear assembly 60.

[0094] The reduction gear 60 is used for speed reduction and torque increase; please refer to [link / reference]. Figures 2 to 4 The reduction gear assembly 60 is also connected to the first drive motor 20, meaning that the reduction gear assembly 60 is specifically used to reduce the speed and increase the torque of the engine and the first drive motor 20. By supplying oil to the reduction gear assembly 60 through the lubrication circuit 311, the friction of the reduction gear assembly 60 can be reduced, and the transmission efficiency can be improved.

[0095] For example, when the hybrid powertrain is in the pure electric four-wheel drive mode, the series operation mode, or the parallel operation mode, the control valve assembly 32 opens the lubrication oil passage 311 so that the lubrication oil passage 311 supplies oil to the reduction assembly 60 to meet the lubrication requirements of the reduction assembly 60.

[0096] The structure of the deceleration assembly 60 is not limited; for example, please refer to [link to relevant documentation]. Figure 3 The reduction assembly 60 includes an intermediate shaft 61 disposed in the receiving cavity and a plurality of reduction gears 62.

[0097] Intermediate shaft 61 includes a shaft body and intermediate shaft bearings; please refer to [link / reference]. Figure 1 and Figure 5 The lubrication circuit 311 includes an intermediate shaft bearing lubrication circuit 3116 located downstream of the second lubrication branch 3112 along the oil flow path. The intermediate shaft bearing lubrication circuit 3116 is connected to the intermediate shaft 61 bearing to achieve lubrication of the intermediate shaft 61 bearing. For example, the intermediate shaft bearing lubrication circuit 3116 may be located in the second housing 72.

[0098] Please see Figure 3 and Figure 4 The multiple reduction gears 62 include an engine direct drive gear connected to the engine drive and an intermediate shaft first gear meshing with the engine direct drive gear. The intermediate shaft first gear is sleeved on the intermediate shaft 61 and is connected to the differential 40. That is, the engine direct drive gear and the intermediate shaft first gear form a direct drive gear pair, and the driving torque of the generator 10 can be transmitted to the differential 40 through the engine direct drive gear and the intermediate shaft first gear. The lubrication oil circuit 311 includes a direct drive gear oil injection pipe 3113 located downstream of the second lubrication branch 3112 along the oil flow path. The direct drive gear oil injection pipe 3113 can guide the oil from the second lubrication branch 3112 to the meshing surface of the engine direct drive gear and the intermediate shaft 61 first gear to achieve meshing lubrication between the two, thereby improving transmission efficiency.

[0099] Figure 5 The direct drive gear oil injection pipe 3113 is disposed in the second housing 72, and the second lubrication branch 3112 is formed by a partial recess in the second housing 72.

[0100] Please see Figure 3 and Figure 4 The multiple reduction gears 62 also include a first input gear disposed on the first drive motor 20, a main reduction gear 62 disposed on the reducer, an intermediate shaft second gear disposed on the intermediate shaft 61, and a generator shaft gear disposed on the generator 10. The lubrication oil passage 311 includes a main lubrication oil pipe 3114 disposed downstream of the second lubrication branch 3112 along the oil flow path. The main lubrication oil pipe 3114 has multiple oil spray holes 3114a so that the oil can be sprayed onto the meshing surface of each gear, thereby improving the transmission efficiency.

[0101] More preferably, the reduction assembly 60 also includes various bearings disposed in the generator 10, the first drive motor 20 and the engine, and oil can also be used to lubricate the various bearings through multiple oil injection holes 3114a, which will not be described in detail here.

[0102] More preferably, please refer to Figure 5 The main lubricating oil pipe 3114 can also be installed in the second housing 72, and the second lubrication branch 3112 is formed by a recess in a part of the second housing 72.

[0103] In some embodiments, please refer to Figure 1 The oil supply circuit 31 includes a clutch pressure oil circuit 318. The control valve assembly 32 switches the clutch 50 to the engaged state by opening the clutch pressure oil circuit 318 and switches the clutch 50 to the disengaged state by cutting off the clutch pressure oil circuit 318. In other words, the oil in the clutch pressure oil circuit 318 can drive the clutch 50 to engage so that the engine's drive torque can be transmitted to the differential 40. When the engine does not need to participate in driving, it is only necessary to cut off the clutch pressure oil circuit 318. This not only facilitates the control of the engagement and disengagement of the clutch 50, but also improves the integration of the hybrid power system.

[0104] It should be noted that in the hybrid powertrain of this application embodiment, the lubricating oil circuit 311, the cooling oil circuit 312 and the clutch pressure oil circuit 318 share a common pressure oil source and a common oil pump 33, which simplifies the structure of the oil supply device 30 and reduces production costs.

[0105] For example, please refer to Figure 1The oil supply circuit 31 includes a main oil circuit 313 and a second pilot oil circuit 315. The cooling oil circuit 312, the lubrication oil circuit 311, and the clutch pressure oil circuit 318 are connected in parallel with respect to the main oil circuit 313. The control valve assembly 32 includes a fourth control valve 324 having a third oil inlet 324a, a fourth oil outlet 324b, and a second pilot oil outlet 324c. The third oil inlet 324a of the fourth control valve 324 is connected to the main oil circuit 313, and the fourth oil outlet 324b of the fourth control valve 324 is connected to the clutch pressure oil circuit 318. The second pilot oil circuit 315 is connected to the main oil circuit 313 and the second pilot oil outlet 324c, respectively.

[0106] The fourth control valve 324 is used to control the opening and closing of the clutch pressure oil circuit 318, thereby facilitating the control of the engagement and disengagement of the clutch 50.

[0107] Please see Figure 1 The control valve assembly 32 includes a third control valve 323, and the second pilot oil passage 315 can be connected to the main oil passage 313 through the third control valve 323.

[0108] The third control valve 323 is used to control the on / off state of the second pilot oil circuit 315. When the third control valve 323 cuts off the second pilot oil circuit 315, the fourth control valve 324 cuts off the clutch pressure oil circuit 318; when the third control valve 323 opens the second pilot oil circuit 315, the fourth control valve 324 opens the clutch pressure oil circuit 318. Therefore, by controlling the third control valve 323, the on / off state of the clutch pressure oil circuit 318 can be controlled by the fourth control valve 324. Preferably, the third control valve 323 can be a solenoid valve, and the fourth control valve 324 can be a mechanical valve.

[0109] Please continue reading. Figure 1 In the embodiment where the oil supply circuit 31 includes a first pilot oil circuit 314 and a first control valve 321, the first pilot oil circuit 314 and the second pilot oil circuit 315 can be connected to the same oil outlet of the third control valve 323 respectively. That is, the third control valve 323 can simultaneously control the opening and closing of the first pilot oil circuit 314 and the second pilot oil circuit 315, thereby simplifying the structure of the oil supply device 30.

[0110] For example, please refer to Figure 1 The first control valve 321 also has a third pilot port 321e, and the oil supply circuit 31 further includes a third pilot circuit 316, which is connected to the main oil circuit 313 and the third pilot port 321e respectively. When the oil pressure at the first pilot port 321d is greater than the oil pressure at the third pilot port 321e, both the first outlet port 321b and the second outlet port 321c are in a conducting state, and the valve core of the first control valve 321 moves to reduce the opening of the second outlet port 321c.

[0111] In other words, when the oil pump 33 is working, the oil can flow directly from the main oil passage 313 into the third pilot oil passage 316. If the first control valve 321 cuts off the first pilot oil passage 314, the oil pressure at the first pilot port 321d is less than the oil pressure at the third pilot port 321e, and the valve core remains in the first working position to cut off the first outlet 321b and open the second outlet 321c. If the first control valve 321 opens the first pilot oil passage 314, making the oil pressure in the first pilot oil passage 314 greater than the oil pressure in the third oil passage 316, the valve core switches to the second working position to open the first outlet 321b while reducing the opening of the second outlet 321c, thereby opening the main oil passage 313 and the first lubrication oil passage 311.

[0112] Therefore, by having the first control valve 321 simultaneously control the opening and closing of the first pilot oil passage 314 and the second pilot oil passage 315, the opening and closing of the cooling oil passage 312, the lubrication oil passage 311, and the clutch pressure oil passage 318 can be controlled simultaneously. This reduces the number of control valves, simplifies the structure of the hybrid powertrain, and lowers production costs.

[0113] For example, please refer to Figure 1 The control valve assembly 32 also includes a fifth control valve 325 having a fourth oil inlet 325a, a fifth oil outlet 325b, and a fourth pilot oil outlet 325c. The fourth oil inlet 325a of the fifth control valve 325 is connected to the main oil circuit 313, and the fifth oil outlet 325b of the fifth control valve 325 is connected to the second lubrication branch 3112. The oil supply circuit 31 also includes a fourth pilot oil circuit 317, which is connected to both the main oil circuit 313 and the fourth pilot oil circuit 317. When the oil pressure in the main oil circuit 313 is greater than the set value, the fifth control valve 325 can open the fifth oil outlet 325b of the fifth control valve 325.

[0114] The fifth control valve 325 serves as a safety valve in the oil supply device 30. Since the oil pressure at the fourth pilot port 325c is approximately equal to the oil pressure in the main oil circuit 313, when the oil pressure in the main oil circuit 313 is too high, the oil can drive the valve core of the fifth control valve 325 to move, causing the fifth control valve 325 to open the fifth oil outlet 325b, introducing the oil into the lubrication oil circuit 311 and / or the cooling oil circuit 312, thereby reducing the oil pressure in the main oil circuit 313 and ensuring the safety of the oil circuit.

[0115] In one specific embodiment, please refer to Figure 1The first control valve 321, the fourth control valve 324, and the fifth control valve 325 are all mechanical valves, while the second control valve 322 and the third control valve 323 are both solenoid valves. The oil pump 33 is an electronic oil pump. The second control valve 322, the third control valve 323, the electronic oil pump 33, and the temperature sensor 35 are all connected to the vehicle control unit (VCU). The VCU can control the opening and closing of the second control valve 322 and the third control valve 323, and control the speed of the electronic oil pump 33, based on signals such as the hybrid powertrain's drive mode and oil temperature.

[0116] In pure electric drive mode, the vehicle has no power requirement for the first drive motor 20, no power generation requirement for the generator 10, and no engagement requirement for the clutch 50. Therefore, the cooling oil circuit 312 and the clutch pressure oil circuit 318 do not need to be connected. However, as the wheels rotate, the second rotor shaft 21 of the first drive motor 20, the rotor shaft bearing, the reduction assembly 60, the differential 40, and the clutch 50 will rotate with the operation of the vehicle, thus requiring lubrication. At this time, the vehicle control unit (VCU) controls the oil pump 33 to work, and the second control valve 322 and the third control valve 323 are closed to cut off the cooling oil circuit 312, the first pilot oil circuit 314 and the second pilot oil circuit 315 respectively. The first control valve 321 is in the first working position under the control of the third pilot oil circuit 316, opening the second lubrication branch 3112 and cutting off the first lubrication branch 3111. That is to say, the oil only enters the second lubrication branch 3112 to lubricate the second rotor shaft 21 of the first drive motor 20 and the rotor shaft bearing, the reduction assembly 60, the differential 40 and the clutch 50 and other follow-up components. At this time, the total oil volume requirement is small, which can meet the lubrication requirements of the hybrid powertrain and greatly reduce the energy consumption in pure electric drive mode.

[0117] In pure electric four-wheel drive mode, the generator 10 has no power generation requirement, the first drive motor 20 has a cooling requirement, and the clutch 50 has no engagement requirement. At this time, the vehicle controller (VCU) controls the oil pump 33 to work, the second control valve 322 to open, and the third control valve 323 to close, so as to open the cooling oil circuit 312 and cut off the first pilot oil circuit 314 and the second pilot oil circuit 315. The first control valve 321 is in the first working position under the control of the third pilot oil circuit 316. The oil in the main oil circuit 313 can then enter the cooling branch and the second lubrication branch 3112 through the second oil outlet 321c to cool and lubricate the first drive motor 20, and at the same time lubricate the reduction assembly 60, the differential 40, and the clutch 50. In pure electric four-wheel drive mode, the vehicle controller (VCU) adjusts the speed of the oil pump 33 according to the vehicle's operating status, speed, and oil temperature to ensure that the second lubrication branch 3112 supplies oil as needed. At the same time, it also adjusts the speed of the oil pump 33 according to the cooling needs of the first drive motor 20. In order to ensure better cooling and lubrication effects, the speed of the oil pump 33 will be increased according to the oil demand of both.

[0118] In series operation mode, generator 10 has a power generation requirement, first drive motor 20 has a cooling requirement, and clutch 50 has no engagement requirement. At this time, the vehicle controller (VCU) controls oil pump 33 to work, second control valve 322 to open, and third control valve 323 to close. Oil can be cooled by both generator 10 and first drive motor 20 through cooling oil circuit 312, and lubricated by second lubrication branch 3112 for components such as generator 10, first drive motor 20, reduction assembly 60, differential 40, and clutch 50.

[0119] In parallel operation mode, the first drive motor 20, the second drive motor, and the engine jointly drive the vehicle. At this time, the first drive motor 20 has cooling and lubrication requirements, the generator 10 has no cooling requirements but has lubrication requirements, and the clutch 50 has engagement requirements. At this time, the vehicle controller (VCU) controls the oil pump 33 to work, and the second control valve 322 and the third control valve 323 open to conduct the cooling oil circuit 312, the first pilot oil circuit 314, and the second pilot oil circuit 315. Under the control of the first pilot oil circuit 314, the first control valve 321 switches from the first working position to the second working position, thereby conducting the main oil circuit 313 and the first lubrication branch circuit 3111, and reducing the opening of the second oil outlet 321c (so as to increase the oil pressure of the main oil circuit 313 and the clutch pressure oil circuit 318). Under the control of the second pilot oil circuit 315, the fourth control valve 324 conducts the main oil circuit 313 and the clutch pressure oil circuit 318, so that the oil-driven clutch 50 engages. In parallel operation mode, to ensure a high oil pressure in the clutch pressure oil circuit 318, the vehicle control unit (VCU) first controls the oil pump 33 to increase its speed, and then controls the third control valve 323 to open. Preferably, to ensure better pressure build-up and lubrication, the speed of the oil pump 33 is adjusted according to the pressure requirements of the clutch 50.

[0120] In engine direct drive mode, the generator 10 and the first drive motor 20 have no cooling requirements but do require lubrication, and the clutch 50 requires engagement. At this time, the vehicle control unit (VCU) controls the oil pump 33 to operate, the second control valve 322 to close, and the third control valve 323 to open, thereby cutting off the cooling oil circuit 312 and connecting the first pilot oil circuit 314 and the second pilot oil circuit 315. Under the control of the first pilot oil circuit 314, the first control valve 321 switches from the first working position to the second working position, thereby connecting the main oil circuit 313 and the first lubrication branch circuit 3111, and reducing the opening of the second oil outlet 321c. Under the control of the second pilot oil circuit 315, the fourth control valve 324 connects the main oil circuit 313 and the clutch pressure oil circuit 318, causing the oil-driven clutch 50 to engage.

[0121] In the parking generator mode, the generator 10 has cooling and lubrication requirements, the first drive motor 20 has no cooling requirements, and the clutch 50 has no engagement requirements. At this time, the vehicle control unit (VCU) controls the oil pump 33 to work, the second control valve 322 opens, and the third control valve 323 opens to connect the cooling oil circuit 312, the first pilot oil circuit 314, and the second pilot oil circuit 315. Under the control of the first pilot oil circuit 314, the first control valve 321 switches from the first working position to the second working position, thereby connecting the main oil circuit 313 and the first lubrication branch circuit 3111, and reducing the opening of the second oil outlet 321c. Compared with the engine direct drive mode, in the parking generator mode, the speed of the oil pump 33 is reduced. It only needs to deliver oil to the cooling oil circuit 312 through the second oil outlet 321c and to the first lubrication branch circuit 3111 through the first oil outlet 321b, without driving the clutch 50 to engage. In other words, the speed of the oil pump 33 is adjusted according to the cooling requirements of the generator 10.

[0122] In the description of this application, the terms "in some embodiments," "in some embodiments," "in other embodiments," or "exemplary," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of the embodiments of this application. In this application, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Furthermore, without contradiction, those skilled in the art can combine the different embodiments or examples described in this application, as well as the features of the different embodiments or examples.

[0123] The above description is merely a preferred embodiment of this application and is not intended to limit the application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application are included within the scope of protection of this application.

Claims

1. A hybrid powertrain, characterized in that, include: dynamo; First drive motor; An oil supply device includes an oil supply line and a control valve assembly disposed in the oil supply line. The oil supply line includes a lubricating oil line and a cooling oil line. The lubricating oil line is connected to the generator and the first drive motor respectively, and the cooling oil line is connected to the generator and the first drive motor respectively. The hybrid powertrain has a first operating condition in which neither the generator nor the first drive motor is working, and a second operating condition in which at least one of the generator and the first drive motor is working. In the first operating condition, at least one of the generator and the first drive motor is in a follow-up state, and the control valve assembly controls the opening of the lubrication oil circuit to supply oil to at least the generator and / or the first drive motor in the follow-up state. In the second operating condition, the control valve assembly controls the opening of the lubrication oil circuit and the cooling oil circuit to supply oil to the generator and / or the first drive motor in the working state, respectively.

2. The hybrid powertrain according to claim 1, characterized in that, When the hybrid powertrain is in the first operating condition, the control valve assembly cuts off the cooling oil circuit.

3. The hybrid powertrain according to claim 1 or 2, characterized in that, The lubrication circuit includes a first lubrication branch connected to the generator and a second lubrication branch connected to the first drive motor. The hybrid powertrain includes an engine, and the first operating condition includes an engine direct drive mode. When the hybrid powertrain is in the engine direct drive mode, the generator is in the follow-up state, and the control valve assembly opens the first lubrication branch. And / or, the hybrid powertrain includes a second drive motor, the first operating condition includes a pure electric drive mode in which the second drive motor operates, and when the hybrid powertrain is in the pure electric drive mode, the first drive motor is in the follow-up state, the control valve assembly opens the second lubrication branch and cuts off the first lubrication branch.

4. The hybrid powertrain according to claim 3, characterized in that, The generator includes a rotatable first rotor shaft, and the first lubrication branch is at least connected to the first rotor shaft; And / or, the first drive motor includes a rotatable second rotor shaft, and the second lubrication branch is at least in communication with the second rotor shaft.

5. The hybrid powertrain according to claim 3, characterized in that, The control valve assembly includes a first control valve having a first oil inlet, a first oil outlet, and a second oil outlet, wherein the first oil outlet is connected to the first lubrication branch and the second oil outlet is connected to the second lubrication branch.

6. The hybrid powertrain according to claim 5, characterized in that, The oil supply circuit includes a main oil circuit and a first pilot oil circuit. The first control valve also has a first pilot port. The cooling oil circuit, the lubrication oil circuit, and the clutch pressure oil circuit are connected in parallel with the main oil circuit. The first pilot oil circuit is connected to the main oil circuit and the first pilot port respectively. And / or, the cooling oil circuit and the second lubrication branch are connected in parallel with respect to the second oil outlet, and the control valve assembly further includes a second control valve disposed in the cooling oil circuit, wherein when the hybrid powertrain is in the first operating condition, the second control valve cuts off the cooling oil circuit.

7. The hybrid powertrain according to claim 1 or 2, characterized in that, The hybrid powertrain includes a differential and a clutch, wherein the input end of the clutch is drivenly connected to the output end of the engine, and the output end of the clutch is drivenly connected to the differential. The hybrid powertrain also includes a reduction gear assembly that is driven to the output ends of the differential and the clutch respectively. The lubrication oil circuit is connected to the reduction gear assembly. When the hybrid powertrain is in the first operating condition, the control valve assembly opens the lubrication oil circuit so that the lubrication oil circuit supplies oil to the reduction gear assembly. And / or, the lubrication circuit is connected to the differential, and when the hybrid powertrain is in the first operating condition, the control valve assembly enables the lubrication circuit to supply oil to the differential by opening the lubrication circuit; And / or, the lubrication passage is connected to the clutch, and when the hybrid powertrain is in the first operating condition, the control valve assembly enables the lubrication passage to supply oil to the clutch by opening the lubrication passage.

8. The hybrid powertrain according to claim 1 or 2, characterized in that, The hybrid powertrain includes an engine and a second drive motor; The second operating condition includes a pure electric four-wheel drive mode in which both the first drive motor and the second drive motor are operating. When the hybrid powertrain is in the pure electric four-wheel drive mode, the control valve assembly opens the cooling oil circuit and the lubrication oil circuit so that the cooling oil circuit and the lubrication oil circuit supply oil to the first drive motor. And / or, the second operating condition includes a series operating mode in which the engine drives the generator to generate electricity and both the first drive motor and the second drive motor are operating. When the hybrid powertrain is in the series operating mode, the control valve assembly opens the cooling oil passage and the lubrication oil passage so that the cooling oil passage and the lubrication oil passage supply oil to the first drive motor and the generator. And / or, the second operating condition includes a parallel operating mode in which the engine, the first drive motor and the second drive motor all operate and participate in driving. When the hybrid powertrain is in the parallel operating mode, the control valve assembly opens the cooling oil circuit and the lubrication oil circuit so that the cooling oil circuit and the lubrication oil circuit supply oil to the first drive motor in the operating state. And / or, the second operating condition includes a parking power generation mode in which the engine drives the generator to generate electricity and neither the first drive motor nor the second drive motor operates. In the parking power generation mode, the control valve assembly opens the cooling oil passage and the lubrication oil passage to supply oil to the generator.

9. The hybrid powertrain according to claim 8, characterized in that, The hybrid powertrain includes a differential and a clutch, wherein the input end of the clutch is drivenly connected to the output end of the engine, and the output end of the clutch is drivenly connected to the differential. The hybrid powertrain also includes a reduction assembly that is driven to the output ends of the differential and the clutch respectively. The lubricating oil circuit is connected to the reduction assembly. When the hybrid powertrain is in the pure electric four-wheel drive mode, the series working mode or the parallel working mode, the control valve assembly opens the lubricating oil circuit so that the lubricating oil circuit supplies oil to the reduction assembly. And / or, the lubrication circuit is connected to the differential, and when the hybrid powertrain is in the pure electric four-wheel drive mode, the series working mode or the parallel working mode, the control valve assembly opens the lubrication circuit so that the lubrication circuit supplies oil to the differential; And / or, the lubrication circuit is connected to the clutch, and when the hybrid powertrain is in the pure electric four-wheel drive mode, the series operating mode, or the parallel operating mode, the control valve assembly enables the lubrication circuit to supply oil to the clutch by opening the lubrication circuit.

10. The hybrid powertrain according to claim 1 or 2, characterized in that, The hybrid powertrain includes a differential and a clutch. The input end of the clutch is driven to the output end of the engine, and the output end of the clutch is driven to the differential. The oil supply circuit includes a clutch pressure oil circuit. The control valve assembly switches the clutch to an engaged state by opening the clutch pressure oil circuit and switches the clutch to an disengaged state by cutting off the clutch pressure oil circuit.

11. The hybrid powertrain according to claim 10, characterized in that, The oil supply circuit includes a main oil circuit and a second pilot oil circuit. The cooling oil circuit, the lubrication oil circuit, and the clutch pressure oil circuit are connected in parallel with respect to the main oil circuit. The control valve assembly includes a fourth control valve having a third oil inlet, a fourth oil outlet, and a second pilot oil outlet. The third oil inlet of the fourth control valve is connected to the main oil circuit, and the fourth oil outlet of the fourth control valve is connected to the clutch pressure oil circuit. The second pilot oil circuit is connected to both the main oil circuit and the second pilot oil outlet.

12. The hybrid powertrain according to claim 11, characterized in that, The control valve assembly includes a third control valve, and the second pilot oil circuit is connected to the main oil circuit through the third control valve.

13. The hybrid powertrain according to claim 12, characterized in that, The oil supply circuit includes a first pilot oil circuit, the lubrication circuit includes a first lubrication branch connected to the generator and a second lubrication branch connected to the first drive motor, and the control valve assembly further includes a first control valve having a first oil inlet, a first oil outlet, a second oil outlet and a first pilot oil outlet, the first oil outlet being connected to the first lubrication branch, the second oil outlet being connected to the second lubrication branch, and the first pilot oil circuit and the second pilot oil circuit being connected to the same oil outlet of the third control valve.

14. The hybrid powertrain according to claim 13, characterized in that, The first control valve also has a third pilot port, and the oil supply circuit further includes a third pilot circuit, which is connected to the main oil circuit and the third pilot port respectively. When the oil pressure at the first pilot port is greater than the oil pressure at the third pilot port, both the first outlet and the second outlet are in a conducting state, and the valve core of the first control valve moves to reduce the opening of the second outlet.

15. The hybrid powertrain according to claim 14, characterized in that, The control valve assembly further includes a fifth control valve having a fourth pilot port, a fourth inlet port, and a fifth outlet port. The fourth inlet port of the fifth control valve is connected to the main oil circuit, and the fifth outlet port of the fifth control valve is connected to the second lubrication branch. The oil supply circuit also includes a fourth pilot oil circuit, which is connected to both the main oil circuit and the fourth pilot oil circuit. When the oil pressure in the main oil circuit is greater than a set value, the fifth control valve opens the fifth outlet port of the fifth control valve.

16. The hybrid powertrain according to claim 1 or 2, characterized in that, The generator includes a first stator, the drive motor includes a second stator, and the cooling oil circuit includes a first cooling branch connected to the first stator and a second cooling branch connected to the second stator.

17. A vehicle, characterized in that, Includes the hybrid powertrain as described in any one of claims 1-16.

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