Hybrid power assembly and vehicle

Abstract

The utility model discloses a hybrid power assembly and a vehicle, the hybrid power assembly comprises a motor, a generator and a clutch, the motor is in transmission connection with an output shaft, the generator is in transmission connection with an engine, and the clutch comprises a first transmission part in transmission connection with the motor and a second transmission part in transmission connection with the engine; the first transmission part and the second transmission part are coaxially arranged, the second transmission part can move relative to the first transmission part, the first transmission part is connected with an electromagnetic coil, and the hybrid power assembly further comprises a control device electrically connected with the electromagnetic coil and used for controlling the first transmission part to move in the axial direction so that the first transmission part and the second transmission part can be combined or separated. Therefore, the hybrid power assembly at least comprises a first working mode and a second working mode. The mode that the clutch is controlled to be combined or separated through electromagnetism has the advantages of being high in response speed and high in control precision, the sensitivity of the hybrid power assembly can be improved, and therefore the combination or separation process of the clutch and the hybrid power assembly is more stable.

Description

Technical Field

[0001] The present application relates to the field of hybrid power technology, and in particular to a hybrid powertrain and a vehicle. Background Art

[0002] As a core component of a hybrid vehicle's powertrain, the hybrid transmission improves fuel economy and optimizes vehicle dynamics across multiple operating conditions by real-time controlling the power coupling between the engine and electric motor. However, existing hybrid transmissions mostly utilize hydraulic clutches and require a corresponding hydraulic system. This hydraulic system is heavy and expensive to produce, impacting both vehicle weight and production costs. Utility Model Content

[0003] In view of this, the present application provides a hybrid powertrain and vehicle to solve the technical problem in the prior art that the hybrid power transmission adopts a hydraulic clutch, which leads to a large weight and production cost of the entire vehicle.

[0004] The present application provides a hybrid powertrain, which includes an electric motor, a generator and a clutch. The electric motor is connected to the output shaft, the generator is connected to the engine, and the clutch includes a first transmission part and a second transmission part. The first transmission part and the second transmission part are coaxially arranged, and the second transmission part can move relative to the first transmission part.

[0005] Among them, the first transmission part is transmission-connected to the electric motor, the second transmission part is transmission-connected to the engine, the first transmission part is connected to an electromagnetic coil, and the hybrid powertrain also includes a control device electrically connected to the electromagnetic coil, which is used to control the axial movement of the first transmission part to combine or separate the first transmission part with the second transmission part, so that the hybrid powertrain includes at least a first operating mode and a second operating mode.

[0006] In the first working mode, the first transmission part is separated from the second transmission part, the engine is in an off state, and the electric motor is used to drive the output shaft.

[0007] In the second working mode, the first transmission part is combined with the second transmission part, the electric motor is in an off state, and the engine is used to drive the output shaft.

[0008] In the embodiment of the present application, the hybrid powertrain controls the first transmission part to move axially relative to the second transmission part through the electromagnetic coil, thereby realizing the engagement or disengagement state of the clutch, and further realizing the switching of the working mode of the hybrid powertrain.

[0009] The electromagnetically controlled clutch engagement and disengagement method features a fast response speed, enabling rapid coupling of the first and second transmission components, thereby improving the hybrid powertrain's agility. Furthermore, the electromagnetic control method offers high control precision, ensuring smoother engagement and disengagement of the first and second transmission components. Furthermore, compared to hydraulically driven transmissions, the clutch in this embodiment does not require a corresponding hydraulic system, thus reducing vehicle weight, lowering production costs, and improving vehicle economics. Furthermore, the clutch is less susceptible to ambient temperature, thereby enhancing the hybrid powertrain's operational reliability and enabling the vehicle to operate in more complex environments.

[0010] In the first operating mode, the first transmission part is separated from the second transmission part, the engine can be in the off state, and the electric motor is used to drive the output shaft to put the hybrid powertrain into a pure electric drive mode, making the vehicle suitable for low-speed driving, which is beneficial to saving energy and extending the vehicle's cruising range.

[0011] In the second working mode, the first transmission part is combined with the second transmission part, the electric motor can be in the off state, and the engine is used to drive the output shaft, so that the hybrid powertrain is in the fuel drive mode, making the vehicle suitable for medium and high speed driving, which is beneficial to improving the overall working efficiency of the hybrid powertrain 1 and improving the driving force of the vehicle.

[0012] In one possible embodiment, the hybrid powertrain further includes a third operating mode. In the third operating mode, the first transmission part is separated from the second transmission part, the engine is in an on state, the electric motor is used to drive the output shaft, and the engine is used to drive the generator.

[0013] In one possible embodiment, the hybrid powertrain further includes a fourth operating mode. In the fourth operating mode, the first transmission part is combined with the second transmission part, the electric motor is in an on state, the electric motor drives the output shaft, and the engine drives the output shaft and the generator.

[0014] In a possible implementation, the hybrid powertrain further includes a gear transmission mechanism, and the electric motor, the generator, the output shaft, the engine, and the clutch are all connected through the gear transmission mechanism.

[0015] In a possible implementation, the hybrid powertrain further includes a base, and the motor, the generator, and the gear transmission mechanism are installed on both sides of the base along a thickness direction of the base, and the motor and the generator are arranged adjacent to each other.

[0016] In one possible embodiment, the hybrid powertrain further includes an electronic oil pump, which is electrically or signal-connected to the control device. The electronic oil pump is connected to the electric motor through a first oil circuit and to the generator through a second oil circuit, and is used to cool and lubricate the electric motor and the generator.

[0017] In one possible embodiment, the hybrid powertrain further includes a detection component, which is electrically or signal-connected to the control device. The detection component is used to detect the temperature of the electric motor and the generator, and the control device controls the start or stop of the electronic oil pump through the detection signal of the detection component.

[0018] In a possible implementation, the hybrid powertrain further includes a three-phase copper busbar, the control device is mounted on the base, and is respectively connected to the electric motor and the generator via the three-phase copper busbar.

[0019] In a possible implementation, both the electric motor and the generator are high-speed flat-wire oil-cooled motors.

[0020] An embodiment of the present application further provides a vehicle, comprising a vehicle body and a hybrid powertrain, wherein the hybrid powertrain is as described above, wherein the hybrid powertrain is installed on the vehicle body.

[0021] In the embodiment of the present application, the hybrid powertrain adopts an integrated design, so that the motor, generator, control device, gear transmission mechanism and electronic oil pump are all installed in the box, which is conducive to reducing the weight of the hybrid powertrain and reducing production costs, thereby reducing the overall weight and production costs of the vehicle. Among them, the integrated design can effectively improve the mode of the hybrid powertrain, thereby optimizing the NVH performance of the vehicle, so that during the driving of the vehicle, the vibration and noise transmitted to the passenger area can be reduced, so that the vehicle as a whole has good working performance, thereby improving the passenger experience of riding the vehicle. At the same time, the use of a high-speed flat wire oil-cooled motor can improve the power density and working efficiency of the motor and generator, so that the hybrid powertrain has good working performance to ensure the stability and reliability of the vehicle. In addition, the use of a three-phase copper busbar in the connection between the control device and the motor and generator can reduce the possibility of three-phase line swinging and further reduce the overall production cost.

[0022] It should be understood that the foregoing general description and the following detailed description are merely illustrative and are not restrictive of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following is a brief introduction to the drawings required for use in the embodiments. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0024] Figure 1 is an exploded diagram of the hybrid powertrain provided in this application;

[0025] Figure 2 is a system diagram of the hybrid powertrain provided in this application;

[0026] Figure 3 is an exploded view of the clutch provided in this application;

[0027] Figure 4 This is a schematic structural diagram of the clutch provided in the present application in a disengaged state;

[0028] Figure 5 It is a structural schematic diagram of the clutch provided in this application in the engaged state.

[0029] Description of reference numerals:

[0030] 1- Hybrid powertrain;

[0031] 11- box body;

[0032] 111-first housing;

[0033] 112- second housing;

[0034] 113-base;

[0035] 12-electric motor;

[0036] 13- generator;

[0037] 14-clutch;

[0038] 141-first transmission unit;

[0039] 142-second transmission unit;

[0040] 142a-second gear;

[0041] 143- electromagnetic coil;

[0042] 144-first gear;

[0043] 145- driving member;

[0044] 146- elastic member;

[0045] 15-control device;

[0046] 16-gear transmission mechanism;

[0047] 161-first axis;

[0048] 162-second axis;

[0049] 163-third axis;

[0050] 164-fourth axis;

[0051] 165-fifth axis;

[0052] 17-Electronic oil pump;

[0053] 18-Testing parts;

[0054] 2- output shaft;

[0055] 3-Engine.

[0056] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application. DETAILED DESCRIPTION

[0057] In order to better understand the technical solution of the present application, the embodiments of the present application are described in detail below with reference to the accompanying drawings.

[0058] It should be clear that the embodiments described are only part of the embodiments of this application, not all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of this application.

[0059] The terms used in the embodiments of the present application are for the purpose of describing specific embodiments only and are not intended to limit the present application. The singular forms "a", "an", "the" and "the" used in the embodiments of the present application and the appended claims are also intended to include plural forms unless the context clearly indicates otherwise.

[0060] It should be understood that the term "and / or" as used herein simply describes a relationship between associated objects, indicating that three possible relationships exist. For example, "A and / or B" can represent: A alone, A and B together, or B alone. Furthermore, the character " / " in this document generally indicates an "or" relationship between the associated objects.

[0061] The embodiment of the present application provides a hybrid powertrain, such as Figure 1 、 Figure 2 and Figure 3As shown, the hybrid powertrain 1 includes an electric motor 12, a generator 13 and a clutch 14. The electric motor 12 is transmission-connected to the output shaft 2, the generator 13 is transmission-connected to the engine 3, and the clutch 14 includes a first transmission part 141 and a second transmission part 142. The first transmission part 141 and the second transmission part 142 are coaxially arranged, and the second transmission part 142 can move relative to the first transmission part 141.

[0062] Among them, the first transmission part 141 is transmission-connected to the electric motor 12, the second transmission part 142 is transmission-connected to the engine 3, the first transmission part 141 is connected to the electromagnetic coil 143, and the hybrid powertrain 1 also includes a control device 15 electrically connected to the electromagnetic coil 143, which is used to control the axial movement of the first transmission part 141 to combine or separate the first transmission part 141 and the second transmission part 142, so that the hybrid powertrain 1 includes at least a first operating mode and a second operating mode.

[0063] In the embodiment of the present application, the hybrid powertrain 1 controls the first transmission part 141 to move axially relative to the second transmission part 142 through the electromagnetic coil 143, thereby realizing the engagement or disengagement state of the clutch 14, and further realizing the switching of the working mode of the hybrid powertrain 1.

[0064] The electromagnetically controlled engagement and disengagement of the clutch 14 offers a fast response, enabling rapid coupling of the first transmission component 141 and the second transmission component 142, thereby improving the sensitivity of the hybrid powertrain 1. Furthermore, the electromagnetic control approach offers high control precision, enabling a smoother engagement and disengagement of the first transmission component 141 and the second transmission component 142. Furthermore, compared to hydraulically driven transmissions, the clutch 14 in this embodiment does not require a corresponding hydraulic system, thus reducing vehicle weight, lowering production costs, and improving vehicle economics. Furthermore, the clutch 14 is less susceptible to the effects of ambient temperature, thereby improving the operational reliability of the hybrid powertrain 1 and enabling the vehicle to operate in more complex environments.

[0065] In addition, if Figure 2 and Figure 3 As shown, the electric motor 12 is connected to a second shaft 162 and is in transmission connection with the output shaft 2 via a third shaft 163. The output shaft 2 is also in transmission connection with the first transmission portion 141 of the clutch 14. The generator 13 is connected to a fourth shaft 164, and the engine 3 is connected to a fifth shaft 165. The generator 13, the engine 3, and the second transmission portion 142 of the clutch 14 are in transmission connection. Therefore, the hybrid powertrain 1 in this embodiment includes at least a first operating mode and a second operating mode by coupling or disengaging the first transmission portion 141 and the second transmission portion 142.

[0066] In the first working mode, the first transmission part 141 is separated from the second transmission part 142, the engine 3 can be in the off state, and the electric motor 12 is used to drive the output shaft 2 to put the hybrid powertrain 1 in a pure electric drive mode, making the vehicle suitable for low-speed driving, which is beneficial to saving energy and extending the vehicle's cruising range.

[0067] In the second working mode, the first transmission part 141 is combined with the second transmission part 142, the electric motor 12 can be in the off state, and the engine 3 is used to drive the output shaft 2, so that the hybrid powertrain 1 is in the fuel drive mode, making the vehicle suitable for medium and high speed driving, which is beneficial to improving the overall working efficiency of the hybrid powertrain 1 and improving the driving force of the vehicle.

[0068] It should be noted that the second shaft 162, the third shaft 163 and the output shaft 2 are all equipped with gears, and the three are connected through gear transmission. The fourth shaft 164 and the fifth shaft 165 are both equipped with gears, and the two are connected through gear transmission.

[0069] like Figure 3 、 Figure 4 and Figure 5 As shown, the first transmission part 141 and the second transmission part 142 are both installed on the first shaft 161, and the first transmission part 141 can rotate synchronously with the first shaft 161, and the second transmission part 142 can rotate relative to the first shaft 161, so that when the two are separated, there is relative movement between the first transmission part 141 and the second transmission part 142.

[0070] Specifically, the clutch 14 further includes a first gear 144 and a second gear 142a. Along the axial direction of the first shaft 161, the first transmission portion 141 and the first gear 144 are located on either side of the second transmission portion 142. The second gear 142a is located on a side of the second transmission portion 142 facing away from the first transmission portion 141 and is connected to the second transmission portion 142. The first gear 144 is configured to be in transmission connection with the gear of the output shaft 2, and the second gear 142a is configured to be in transmission connection with the gear of the fifth shaft 165. This allows the clutch 14 to operate in the first or second operating mode described above when in a disengaged or engaged state.

[0071] More specifically, the clutch 14 also includes a driving member 145 and an elastic member 146. The driving member 145 is installed between the first transmission part 141 and the electromagnetic coil 143, and is connected to the first transmission part 141, and is used to drive the first transmission part 141 to move along the axial direction of the first shaft 161 toward the second transmission part 142. The elastic member 146 is installed between the first transmission part 141 and the second transmission part 142, and along the axial direction of the first shaft 161, one end of the elastic member 146 abuts against the first transmission part 141, and the other end abuts against the second transmission part 142, and is used to drive the first transmission part 141 to move in a direction away from the second transmission part 142.

[0072] During the process of combining the first transmission part 141 and the second transmission part 142, the control device 15 controls the electromagnetic coil 143 to start, so that there is a repulsive force between the electromagnetic coil 143 and the driving member 145, thereby driving the first transmission part 141 to move toward the direction close to the second transmission part 142 through the driving member 145, and squeezing the elastic member 146, thereby making the first transmission part 141 and the second transmission part 142 cooperate and connect, and the clutch 14 is in a combined state.

[0073] During the process of separation of the first transmission part 141 and the second transmission part 142, the control device 15 controls the electromagnetic coil 143 to stop so that the repulsive force between the electromagnetic coil 143 and the driving member 145 disappears, and the elastic member 146 releases the elastic force, thereby driving the first transmission part 141 to move toward the direction of the second transmission part 142 through the elastic member 146, thereby releasing the engagement between the first transmission part 141 and the second transmission part 142, and the clutch 14 is in a separated state.

[0074] In a specific embodiment, Figure 2 and Figure 3 As shown, the hybrid powertrain 1 also includes a third operating mode. In the third operating mode, the first transmission part 141 is separated from the second transmission part 142, the engine 3 is in the on state, the electric motor 12 is used to drive the output shaft 2, and the engine 3 is used to drive the generator 13.

[0075] In the embodiment of the present application, the first transmission portion 141 is separated from the second transmission portion 142, allowing relative motion between the two without power transmission. At this time, the engine 3 drives the generator 13 via the fifth shaft 165 and the fourth shaft 164 to generate electricity for charging the battery. The motor 12 drives the output shaft 2 via the second shaft 162 and the third shaft 163 to enable normal vehicle operation. Therefore, in the third operating mode, the hybrid powertrain 1 charges the battery while driving the vehicle, which helps reduce fuel consumption and extend the vehicle's mileage. The engine can also always maintain a high-efficiency operating mode. Under the regulation of the control device 15, a portion of the electricity generated by the generator 13 is used by the motor 12, which then drives the output shaft 2 through the transmission connection between the shafts, and the remaining portion is used to charge the battery.

[0076] In a specific embodiment, Figure 2 and Figure 3 As shown, the hybrid powertrain 1 also includes a fourth operating mode. In the fourth operating mode, the first transmission part 141 is combined with the second transmission part 142, the motor 12 is in the on state, the motor 12 drives the output shaft 2, and the engine 3 drives the output shaft 2 and the generator 13.

[0077] In the embodiment of the present application, the first transmission portion 141 and the second transmission portion 142 are coupled to each other, enabling synchronous movement between them to transmit power. At this time, the engine 3 drives the generator 13 via the fifth shaft 165 and the fourth shaft 164, causing the generator 13 to generate electrical energy. Simultaneously, the engine 3 is connected to the output shaft 2 via the clutch 14, and the motor 12 is connected to the output shaft 2 via the second shaft 162 and the third shaft 163, so that the engine 3 and the motor 12 jointly drive the output shaft 2. Therefore, in the fourth operating mode, the hybrid powertrain 1 jointly drives the vehicle via the engine 3 and the motor 12, allowing the power generated by the engine 3 to directly drive the output shaft 2 without converting between mechanical energy and electrical energy. This improves the utilization rate of the energy output by the engine 3 and enables the vehicle to generate greater power output.

[0078] In a specific embodiment, Figure 1 As shown, the hybrid powertrain 1 further includes a gear transmission mechanism 16 , and the motor 12 , the generator 13 , the output shaft 2 , the engine 3 and the clutch 14 are all connected through the gear transmission mechanism 16 .

[0079] In the embodiment of the present application, the gear transmission mechanism 16 includes the aforementioned first shaft 161, second shaft 162, third shaft 163, fourth shaft 164, and fifth shaft 165, and the various components are connected through the gear transmission mechanism 16. This enables the hybrid powertrain 1 to have high transmission efficiency and flexibly adjust the speed and torque of the output shaft 2, thereby enabling the vehicle to switch to different operating modes under various operating conditions. Furthermore, the gear transmission mechanism 16 has a long service life and a compact overall structure, which helps to extend the service life of the hybrid powertrain 1, reduce the size of the hybrid powertrain 1, and thus reduce the production cost of the hybrid powertrain 1, improve the vehicle's noise, vibration, and harshness (NVH) performance, and enhance the vehicle's driving comfort.

[0080] In a specific embodiment, Figure 1 As shown, the hybrid powertrain 1 further includes a base 113 , and the motor 12 , the generator 13 and the gear transmission mechanism 16 are installed on both sides of the base 113 along the thickness direction of the base 113 , and the motor 12 and the generator 13 are arranged adjacent to each other.

[0081] In the embodiment of the present application, the hybrid powertrain 1 also includes a housing 11, which includes a first shell 111, a second shell 112 and a base 113. Along the thickness direction of the base 113, the first shell 111 and the second shell 112 are distributed on both sides of the base 113, and a first chamber can be enclosed between the first shell 111 and the base 113, and a second chamber can be enclosed between the second shell 112 and the base 113. The motor 12 and the generator 13 are located in the first chamber, and the gear transmission mechanism 16 is located in the second chamber.

[0082] The motor 12, generator 13, and gear transmission mechanism 16 are integrated into the base 113, which helps shorten the thickness of the hybrid powertrain 1 along the base 113, making the hybrid powertrain 1 smaller and more compact. This reduces the use of piping and wiring harnesses, improves the integration of the hybrid powertrain 1, and thus reduces the production cost of the hybrid powertrain 1 and improves the utilization of the vehicle's interior space. Furthermore, the motor 12 and generator 13 are both located within the first chamber, facilitating simultaneous cooling and lubrication of the hybrid powertrain 1, thereby improving the cooling effect on the motor 12 and generator 13.

[0083] In a specific embodiment, Figure 1As shown, the hybrid powertrain 1 further includes an electronic oil pump 17 , which is electrically or signal-connected to the control device 15 . The electronic oil pump 17 is connected to the motor 12 through a first oil circuit and to the generator 13 through a second oil circuit, and is used to cool and lubricate the motor 12 and the generator 13 .

[0084] In the embodiment of the present application, an electronic oil pump 17 is mounted on the housing 11, and a first oil circuit and a second oil circuit are provided within the housing 11. The electronic oil pump 17 is used to drive cooling oil along the first oil circuit and the second oil circuit to flow to the motor 12 and the generator 13, respectively, to cool and lubricate the motor 12 and the generator 13. The electronic oil pump 17 is electrically or signal-connected to the control device 15, so that the speed of the electronic oil pump 17 can be adjusted by the control device 15 to meet the cooling requirements of the motor 12 and the generator 13, ensuring that the motor 12 and the generator 13 are always in a suitable working environment.

[0085] Specifically, when the operating temperature of the motor 12 and the generator 13 is high, the cooling demand is large, and the control device 15 controls the electronic oil pump 17 to adjust to a higher speed to meet the cooling demand of the motor 12 and the generator 13. When the operating temperature of the motor 12 and the generator 13 is low, the cooling demand is small, and the control device 15 controls the electronic oil pump 17 to adjust to a lower speed, thereby reducing losses, making the working environment of the motor 12 and the generator 13 more matched and the working efficiency higher, which is beneficial to improving the stability and reliability of the motor 12 and the generator 13 during operation, and thus enabling the hybrid powertrain 1 to output stably during operation.

[0086] In a specific embodiment, Figure 1 As shown, the hybrid powertrain 1 further includes a detection component 18 , which is electrically or signal-connected to the control device 15 . The detection component 18 is used to detect the temperature of the motor 12 and the generator 13 . The control device 15 controls the start or stop of the electronic oil pump 17 through the detection signal of the detection component 18 .

[0087] In the embodiment of the present application, the detection element 18 is used to detect the temperature of the motor 12 and the generator 13 and transmit the detection results to the control device 15 in real time, so that the control device 15 can determine whether the motor 12 or the generator 13 is in an overheating state based on the detection results of the detection element 18. When the control device 15 determines that the motor 12 or the generator 13 is in an overheating state, the control device 15 can control the electronic oil pump 17 to start, so that cooling oil flows to the motor 12 and the generator 13 along the first oil path and the second oil path respectively. When the control device 15 determines that the motor 12 or the generator 13 is not in an overheating state, the control device 15 can control the electronic oil pump 17 to stop. Therefore, the detection element 18 can enable the control device 15 to control the electronic oil pump 17 to drive the cooling oil to cool the motor 12 or the generator 13 in the early stage of overheating, thereby ensuring the operating temperature of the motor 12 and the generator 13, reducing the possibility of damage caused by overheating, and improving the stability and reliability of the hybrid powertrain 1 during operation.

[0088] Specifically, when there are multiple detection members 18 , they can be installed between the motor 12 and the first housing 111 and between the generator 13 and the first housing 111 , respectively, so that the detection results of each detection member 18 are more accurate, which is conducive to improving the detection accuracy.

[0089] In a specific embodiment, the hybrid powertrain 1 further includes a three-phase copper busbar. The control device 15 is mounted on the base 113 and is connected to the motor 12 and the generator 13 respectively through the three-phase copper busbar.

[0090] In the embodiment of the present application, the control device 15 is mounted on the base 113, which further improves the integration level of the hybrid powertrain 1. This shortens the distance between the control device 15 and various components, reduces the number and length of pipes and wiring harnesses, and reduces the production cost of the hybrid powertrain 1. Furthermore, the three-phase copper busbars achieve high-voltage connections with the motor 12 and the generator 13, facilitating assembly and improving the reliability and assembly efficiency of the connections between the three-phase copper busbars and the motor 12, and between the three-phase copper busbars and the generator 13. This improves the operating performance of the hybrid powertrain 1 and enhances the stability and reliability of the vehicle during driving.

[0091] In a specific embodiment, the motor 12 and the generator 13 are both high-speed flat wire oil-cooled motors.

[0092] In the embodiment of the present application, the use of a high-speed flat-wire oil-cooled motor can increase the slot fill rate, thereby improving the power density and efficiency of the motor 12 and generator 13. This, in turn, allows both to have advantages such as high integration, high lightness, and high quietness. This provides the vehicle with superior acceleration performance, lower energy consumption, and quieter noise performance, which is beneficial for improving the NVH performance of the entire vehicle, reducing production costs, and improving the economic efficiency of the entire vehicle. It also achieves efficient energy conversion and excellent system response speed, while having higher power density and lower noise levels, providing ultimate power, energy consumption, and quietness, thereby optimizing the overall operating performance of the hybrid powertrain 1.

[0093] An embodiment of the present application further provides a vehicle, comprising a vehicle body and a hybrid powertrain 1 , wherein the hybrid powertrain 1 is as described in any one of the above items, wherein the hybrid powertrain 1 is installed on the vehicle body.

[0094] In the embodiment of the present application, the hybrid powertrain 1 adopts an integrated design, so that the motor 12, the generator 13, the control device 15, the gear transmission mechanism 16 and the electronic oil pump 17 are all installed in the housing 11, which is conducive to reducing the weight of the hybrid powertrain 1 and reducing production costs, thereby reducing the overall weight and production costs of the vehicle. Among them, the integrated design can effectively improve the mode of the hybrid powertrain 1, thereby optimizing the NVH performance of the vehicle, so that during the vehicle's driving, the vibration and noise transmitted to the passenger area can be reduced, so that the vehicle as a whole has good working performance, thereby improving the passenger's experience of riding the vehicle. At the same time, the use of a high-speed flat wire oil-cooled motor can improve the power density and working efficiency of the motor 12 and the generator 13, so that the hybrid powertrain 1 has good working performance to ensure the stability and reliability of the vehicle's driving. In addition, the use of a three-phase copper busbar in the connection between the control device 15 and the motor 12 and the generator 13 can reduce the possibility of three-phase line swinging and further reduce the overall production cost.

[0095] The above describes in detail the structure, features and effects of the present application based on the embodiments shown in the drawings. The above is only a preferred embodiment of the present application, but the present application does not limit the scope of implementation to what is shown in the drawings. Any changes made in accordance with the concept of the present application, or modifications to equivalent embodiments with equivalent changes, which still do not exceed the spirit covered by the description and drawings, should be within the scope of protection of the present application.

Claims

1. A hybrid powertrain, characterized in that: The hybrid powertrain comprises: an electric motor, the electric motor being drivingly connected to the output shaft; A generator, the generator being transmission-connected to the engine; a clutch comprising a first transmission portion and a second transmission portion, wherein the first transmission portion and the second transmission portion are coaxially arranged, and the second transmission portion is movable relative to the first transmission portion; The first transmission part is in driving connection with the electric motor, the second transmission part is in driving connection with the engine, the first transmission part is connected to an electromagnetic coil, and the hybrid powertrain further comprises a control device electrically connected to the electromagnetic coil, for controlling the first transmission part to move axially so as to couple or disengage the first transmission part with the second transmission part, thereby enabling the hybrid powertrain to have at least a first operating mode and a second operating mode; In the first working mode, the first transmission part is separated from the second transmission part, the engine is in a shut-down state, and the electric motor is used to drive the output shaft; In the second working mode, the first transmission part is combined with the second transmission part, the electric motor is in an off state, and the engine is used to drive the output shaft.

2. The hybrid powertrain according to claim 1, characterized in that: The hybrid powertrain also includes a third operating mode, in which the first transmission part is separated from the second transmission part, the engine is in an on state, the electric motor is used to drive the output shaft, and the engine is used to drive the generator.

3. The hybrid powertrain according to claim 1, characterized in that The hybrid powertrain also includes a fourth operating mode, in which the first transmission part is combined with the second transmission part, the electric motor is in an on state, the electric motor drives the output shaft, and the engine drives the output shaft and the generator.

4. The hybrid powertrain according to any one of claims 1 to 3, characterized in that: The hybrid powertrain further includes a gear transmission mechanism, and the electric motor, the generator, the output shaft, the engine and the clutch are all connected through the gear transmission mechanism.

5. The hybrid powertrain according to claim 4, characterized in that: The hybrid powertrain further includes a base, the motor, the generator and the gear transmission mechanism are mounted on both sides of the base along a thickness direction of the base, and the motor and the generator are adjacently arranged.

6. The hybrid powertrain according to any one of claims 1 to 3, characterized in that: The hybrid powertrain also includes an electronic oil pump, which is electrically or signal-connected to the control device. The electronic oil pump is connected to the electric motor through a first oil circuit and to the generator through a second oil circuit, and is used to cool and lubricate the electric motor and the generator.

7. The hybrid powertrain according to claim 6, characterized in that: The hybrid powertrain also includes a detection component, which is electrically connected or signal-connected to the control device. The detection component is used to detect the temperature of the electric motor and the generator. The control device controls the start or stop of the electronic oil pump through the detection signal of the detection component.

8. The hybrid powertrain according to claim 5, characterized in that: The hybrid powertrain further includes a three-phase copper busbar. The control device is mounted on the base and is connected to the electric motor and the generator respectively through the three-phase copper busbar.

9. The hybrid powertrain according to any one of claims 1 to 3, characterized in that: The electric motor and the generator both adopt high-speed flat wire oil-cooled motors.

10. A vehicle, characterized in that: The vehicle comprises: body; A hybrid powertrain, the hybrid powertrain being the hybrid powertrain according to any one of claims 1 to 9; Wherein, the hybrid powertrain is installed on the vehicle body.

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