Electromechanical integrated hybrid powertrain and vehicle

Abstract

This invention discloses an electromechanical integrated hybrid powertrain and vehicle, relating to the field of vehicle powertrain technology. The assembly includes: an engine input shaft assembly, a first motor, a planetary reducer assembly, a differential assembly, an intermediate shaft assembly, a drive bevel gear shaft assembly, and a second motor. The engine input shaft assembly and the planetary reducer assembly are coaxially arranged. The first motor and the second motor are symmetrically arranged in the same housing on both sides of the engine input shaft assembly. The differential assembly is located below the first motor and the second motor. The electromechanical integrated hybrid powertrain and vehicle provided by this invention can solve the problems of inflexible layout, low integration, and poor lubrication reliability in existing hybrid powertrains.

Description

Technical Field

[0001] This invention relates to the field of vehicle powertrain technology, and more particularly to electromechanical integrated hybrid powertrains and vehicles. Background Technology

[0002] In hybrid electric vehicles, the integration, layout flexibility, and lubrication and heat dissipation performance of the powertrain directly affect the vehicle's power, economy, and reliability. In existing dual-motor hybrid powertrains, the motors often employ a parallel, offset arrangement, resulting in large housing volumes and making it difficult to achieve a compact layout on a longitudinally mounted front-wheel-drive platform. Furthermore, the motors and differentials typically require independent chambers and housings, leading to a large number of parts, high costs, and complex oil circuits. In addition, metal shavings generated by the differential can easily enter the motor housing with the return oil, affecting the motor's insulation performance and lifespan. How to achieve longitudinal engine mounting, high power density integration of dual motors, and reliable shared-oil lubrication within limited space is a pressing issue that the industry needs to address. Summary of the Invention

[0003] The purpose of this invention is to provide an electromechanical integrated hybrid powertrain and vehicle to solve the problems of inflexible layout, low integration, and poor lubrication reliability of existing hybrid powertrains.

[0004] This invention provides the following solution:

[0005] According to one aspect of the present invention, an electromechanical integrated hybrid powertrain is provided, the electromechanical integrated hybrid powertrain comprising:

[0006] The transmission connection includes the engine input shaft assembly, the first motor, the planetary reducer assembly, the differential assembly, the intermediate shaft assembly, the merge shaft assembly, the drive bevel gear shaft assembly, and the second motor;

[0007] The engine input shaft assembly and the planetary reducer assembly are coaxially arranged. The first motor and the second motor are symmetrically arranged in the same housing on both sides of the engine input shaft assembly. The differential assembly is arranged below the first motor and the second motor.

[0008] The planetary reducer assembly includes a sun gear, a planet carrier, and a ring gear. The sun gear is connected to the output gear shaft of the first motor via the intermediate shaft assembly, and the planet carrier is connected to the engine input shaft assembly via a spline.

[0009] The gear ring and the output gear shaft of the second motor are both connected to the combiner shaft assembly. The combiner shaft assembly combines the power of the gear ring and the power of the second motor and outputs it. The power is then transmitted to the differential assembly through the drive bevel gear shaft assembly and then output to the wheel end.

[0010] Optionally, the intermediate shaft assembly includes an input gear shaft, and the motor is connected to the output gear shaft of the first motor via a spline, which is parallel to one side of the input gear shaft. One end of the intermediate shaft assembly is spline-connected to the sun gear, and the other end meshes with the output gear shaft of the first motor.

[0011] Optionally, the busbar assembly includes a busbar and a busbar gear fixed on the busbar. A gear ring gear is provided on the outer circle of the gear ring. The rotor shaft of the second motor is connected to the output gear shaft of the second motor through a spline. The busbar gear meshes with both the gear ring gear and the output gear of the second motor to combine the power of the gear ring and the power of the second motor onto the busbar.

[0012] Optionally, the busbar shaft is also a shift shaft, and a shift synchronizer is provided on the shaft to selectively engage gear pairs with different speed ratios.

[0013] Optionally, the drive bevel gear shaft assembly includes a drive bevel gear and a driven bevel gear meshing with it. The driven bevel gear is fixed to the housing of the differential assembly, and the axis of the drive bevel gear shaft is perpendicular to the axis of the differential half shaft.

[0014] Optionally, the drive bevel gear shaft assembly may also include a first input gear and a second input gear.

[0015] Optionally, the lower part of the housing is provided with a common oil sump, the differential assembly is immersed in the oil sump, the first motor and the second motor are both located above the oil surface in the oil sump and above the differential assembly, and the housing is provided with an oil return channel, with the oil return port located in the area below the motor.

[0016] Optionally, both the first motor and the second motor are permanent magnet synchronous motors, and both are configured to operate in power generation and drive modes.

[0017] Optionally, in pure electric drive, the second motor can drive the vehicle alone, or the first and second motors can drive it together, and the engine does not work; in hybrid drive, the engine power is input through the planetary carrier, the first motor acts as a generator to balance the speed of the sun gear and achieve stepless speed change, and the power of the ring gear and the second motor is combined and output through the shift gear, resulting in high power density; both the first and second motors have the ability to generate electricity in reverse.

[0018] Optionally, the busbar assembly includes a busbar and a busbar gear, a first shift gear and a second shift gear fixed on the busbar. The gear ring is provided with a gear ring gear, and the rotor shaft of the second motor is provided with a second motor output gear. The busbar gear meshes with both the gear ring gear and the second motor output shaft gear.

[0019] According to two aspects of the present invention, a vehicle is provided, the vehicle comprising:

[0020] Based on the electromechanical integrated hybrid powertrain described above.

[0021] The above solution achieves the following beneficial technical effects:

[0022] By using an architecture where the engine input shaft assembly is coaxial with the planetary reducer and the drive bevel gear shaft assembly is perpendicular to the differential, a longitudinal engine layout is achieved. This makes the powertrain more adaptable to the overall vehicle space requirements of front-engine rear-wheel drive or longitudinal front-wheel drive platforms, which is beneficial for the overall vehicle layout.

[0023] The first and second motors are located above the differential and oil pan. They rely on gravity to separate iron filings, preventing iron filings generated by the differential from entering the motors through the oil return port. This allows the motors and differential to share a set of lubrication and cooling oil circuits and the same housing, eliminating the need for a separate motor housing, reducing the number of parts, and lowering costs.

[0024] The two motors are integrated into the same housing and are connected by a planetary reducer, an intermediate shaft and a merging shaft, which enable both motors to generate electricity and drive. The power of the gear ring and the second motor is combined and output through the shift shaft, which realizes power splitting and high torque output. This improves power density and makes the structure more compact, with a significant reduction in axial and radial dimensions. Attached Figure Description

[0025] Figure 1 This is a structural diagram of an electromechanical integrated hybrid powertrain provided in one or more embodiments of the present invention.

[0026] Explanation of reference numerals in the attached figures:

[0027] 10-Reducer housing; 11-Motor housing; 12-End cover; 20-Engine input shaft assembly; 30-First motor; 31-First motor output gear shaft; 40-Second motor; 41-Second motor output gear shaft; 50-Planetary reducer assembly; 51-Sun gear; 52-Planet carrier; 53-Ring gear; 531-Ring gear; 60-Differential assembly; 61-Driven bevel gear; 62-Output half shaft; 70-Intermediate shaft assembly; 80-Combiner shaft assembly; 81-Combiner shaft; 82-Combiner gear; 83-First shift gear; 84-Second shift gear; 90-Driving bevel gear assembly; 91-Driving bevel gear shaft; 92-Driving bevel gear; 93-First input gear; 94-Second input gear. Detailed Implementation

[0028] The technical solution of the present invention will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0029] The terms "first," "second," and "third" in this application are for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Therefore, a feature defined as "first," "second," or "third" may explicitly or implicitly include at least one of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified. All directional indications (such as up, down, left, right, front, back, etc.) in the embodiments of this application are only used to explain the relative positional relationships and movements between components in a specific orientation (as shown in the figures). If the specific orientation changes, the directional indications also change accordingly. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to imply non-exclusive inclusion. For example, a process, method, system, product, or device that includes a series of steps or units may not be defined in the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to these processes, methods, products, or devices.

[0030] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0031] The present application will now be described in detail with reference to the accompanying drawings and embodiments.

[0032] like Figure 1As shown, this embodiment discloses an electromechanical integrated hybrid powertrain, which is integrally installed within a reducer housing 10, a motor housing 11, and an end cover 12. The motor housing 11 is an integrated, one-piece structure, internally forming two main motor cavities (left and right) and a lower oil sump. The rotor shafts of the engine input shaft assembly 20, the first motor 30, and the second motor 40 are arranged in parallel. The planetary reducer assembly 50 is coaxial with the engine input shaft assembly 20. The first motor 30 and the second motor 40 are symmetrically arranged on both sides of the engine input shaft assembly 20, i.e., on the left and right sides of the planetary reducer assembly, respectively. The differential assembly 60 is located below this main axis, in the area directly below the first motor 30 and the second motor 40.

[0033] The engine input shaft assembly 20 is supported on the motor housing 11 by bearings. Its core is an input shaft 21, the front end of which is connected to the engine flywheel via a flange. The sun gear 51, planet carrier 52, and ring gear 53 of the planetary reducer assembly 50 are all arranged around this coaxial axis. The planet carrier 52 is fixedly connected to the input shaft 21 by splines, and the planet gears are rotatably mounted on the planet carrier 52 and mesh with the sun gear 51 and ring gear 53.

[0034] The intermediate shaft assembly 70 is a gear shaft that is coaxially mounted between the bearing housing and the housing. The left end of the intermediate shaft assembly 70 meshes with the first motor output gear shaft 31 of the first motor 30, and the right end is fixedly connected to the sun gear 51 via a spline.

[0035] A gear 531 is machined on the left end of the gear ring 53. The second motor 40 is located on the right side of the planetary reducer assembly, and its rotor shaft end is fixedly connected to the output gear shaft 41 of the second motor via a spline.

[0036] The busbar assembly 80 includes a busbar 81 supported by bearings on the reducer housing 10, and a busbar gear 82 is fixedly mounted on the busbar 81. The busbar gear 82 meshes with both the ring gear 531 and the output gear shaft 41 of the second motor. Thus, the power from the ring gear 53 and the power from the second motor 40 converge on the busbar 81. Due to the constant meshing of the gears, the power convergence is smooth and continuous. A shift synchronizer 85 is also mounted on the busbar assembly 80, through which the first shift gear 83 and the second shift gear 84 can be selectively engaged with the busbar assembly 80. The output end of the busbar assembly 80 is connected to the drive bevel gear shaft assembly 90.

[0037] The drive bevel gear shaft assembly 90 includes a drive bevel gear shaft 91 and a driven gear 92, a first input gear 93, and a second input gear 94 mounted thereon. The drive bevel gear shaft 91 transmits power to the combiner shaft assembly 80 via a gear pair. The drive bevel gear shaft 91 meshes with a driven bevel gear 61, which is fixed to the differential housing of the differential assembly 60. The differential assembly 60 contains a differential gear set, with output half-shafts 62 on both sides connected to the drive wheels. When the engine is longitudinally mounted, the axis of the drive bevel gear shaft is along the longitudinal direction of the vehicle, while the axis of the differential half-shaft is along the transverse direction, thus achieving a change in the direction of power flow.

[0038] Regarding lubrication, lubricating oil is stored at the bottom of the motor housing 11, and some gears of the differential assembly 60 are immersed in the oil. The first motor 30 and the second motor 40 are mounted higher than the differential assembly 60 and the oil level in the oil pan. The oil return passage is located at the lowest point of the motor mounting cavity, and the oil return port faces the oil sump. When the vehicle is running, impurities such as iron filings generated by the differential sink to the bottom oil sump due to gravity. The arrangement of the oil return port prevents oil containing iron filings from flowing upward into the motor cavity, thereby protecting the motor windings and achieving safe oil sharing between the motor and the differential without the need for a separate housing.

[0039] This powertrain features multiple operating modes: in pure electric drive, it can be driven solely by the second motor 40, or jointly by the first motor 30 and the second motor 40, with the engine not operating; in hybrid drive, engine power is input via the planetary carrier, and the first motor 30 acts as a generator to balance the sun gear speed, achieving continuously variable transmission (CVT). The power from the ring gear and the second motor 40 is combined and output via the shift gears, resulting in high power density; both the first motor 30 and the second motor 40 have the ability to generate electricity in reverse, recovering energy during braking or coasting. Due to the symmetrical arrangement of the two motors in the same housing, coupled with the power splitting and converging of the planetary gear set, the powertrain achieves extremely high integration and compactness on the longitudinal platform, while fully meeting the overall vehicle layout requirements.

[0040] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. An electromechanical integrated hybrid powertrain, characterized in that, The electromechanical integrated hybrid powertrain includes: The transmission connection includes the engine input shaft assembly, the first motor, the planetary reducer assembly, the differential assembly, the intermediate shaft assembly, the merge shaft assembly, the drive bevel gear shaft assembly, and the second motor; The engine input shaft assembly and the planetary reducer assembly are coaxially arranged. The first motor and the second motor are symmetrically arranged in the same housing on both sides of the engine input shaft assembly. The differential assembly is arranged below the first motor and the second motor. The planetary reducer assembly includes a sun gear, a planet carrier, and a ring gear. The sun gear is connected to the output gear shaft of the first motor via the intermediate shaft assembly, and the planet carrier is connected to the engine input shaft assembly via a spline. The gear ring and the output gear shaft of the second motor are both connected to the combiner shaft assembly. The combiner shaft assembly combines the power of the gear ring and the power of the second motor and outputs it. The power is then transmitted to the differential assembly through the drive bevel gear shaft assembly and then output to the wheel end.

2. The assembly according to claim 1, characterized in that, The intermediate shaft assembly includes an input gear shaft. The motor is connected to the output gear shaft of the first motor via a spline and is parallel to one side of the input gear shaft. One end of the intermediate shaft assembly is splined to the sun gear, and the other end meshes with the output gear shaft of the first motor.

3. The assembly according to claim 1, characterized in that, The merging shaft is also a shift shaft, and a shift synchronizer is provided on the shaft. The synchronizer selectively engages gear pairs with different speed ratios.

4. The assembly according to claim 1, characterized in that, The drive bevel gear shaft assembly includes a drive bevel gear and a driven bevel gear meshing with it. The driven bevel gear is fixed to the housing of the differential assembly, and the axis of the drive bevel gear shaft is perpendicular to the axis of the differential half shaft.

5. The assembly according to claim 4, characterized in that, The drive bevel gear shaft assembly also includes a first input gear and a second input gear.

6. The assembly according to claim 1, characterized in that, The lower part of the housing is provided with a common oil sump, the differential assembly is immersed in the oil sump, the first motor and the second motor are both located above the oil level in the oil sump and above the differential assembly, the housing is provided with an oil return channel, and the oil return port is opened in the area below the motor.

7. The assembly according to claim 1, characterized in that, Both the first motor and the second motor are permanent magnet synchronous motors, and both are configured to operate in power generation and drive modes.

8. The assembly according to claim 1, characterized in that, In pure electric drive, the second motor can drive the vehicle alone, or the first and second motors can drive it together, and the engine does not work. In hybrid drive, the engine power is input through the planetary carrier, the first motor acts as a generator to balance the speed of the sun gear and achieve stepless speed change, and the power of the ring gear and the second motor is combined and output through the shift gear, resulting in high power density. Both the first and second motors have the ability to generate electricity in reverse.

9. The assembly according to claim 1, characterized in that, The busbar assembly includes a busbar and a busbar gear, a first shift gear and a second shift gear fixed on the busbar. The gear ring is provided with a gear ring gear, and the rotor shaft of the second motor is provided with a second motor output gear. The busbar gear meshes with both the gear ring gear and the second motor output shaft gear.

10. A vehicle, characterized in that, The vehicle includes the electromechanical integrated hybrid powertrain as described in any one of claims 1 to 9.

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