Hybrid power device and electric control integrated hybrid power transmission mechanism thereof

Abstract

The utility model relates to a hybrid power device and an electric control integrated hybrid power transmission mechanism thereof, the hybrid power device comprises the electric control integrated hybrid power transmission mechanism, the mechanism comprises a P1 configuration motor, the P1 configuration motor comprises a shell, a stator, a rotor, a rotating shaft and a front end cover, and the stator is installed in the shell; the rotor is mounted on a rotating shaft, two ends of the rotating shaft are supported and mounted on the front end cover and the flywheel casing through bearings, the front end of the rotating shaft is connected with an engine crankshaft through a spline, and the rear end of the rotating shaft is connected with an input shaft of a gearbox; the front end cover is installed at one end of the shell and connected with an engine. The flywheel shell is installed at the other end of the shell and connected with the gearbox. The electric control unit is integrally mounted on the shell and is used for controlling the motor to generate power and drive; the flywheel is installed in the flywheel shell and connected with the rotating shaft through an output flange, and the rotating shaft is connected with the output flange through a spline; and the clutch is integrally mounted on the flywheel and is connected with the gearbox.

Description

Technical Field

[0001] This utility model relates to hybrid technology for commercial vehicles, and in particular to a hybrid power device and its electronically controlled integrated hybrid power transmission mechanism based on a P1 configuration motor. Background Technology

[0002] The existing P1 motor is independently located at the crankshaft output end, requiring an additional electronic control unit (MCU) and wiring harness, which occupies engine compartment space and has low space utilization. It has poor compatibility with fuel vehicles. Existing fuel or gas commercial vehicles such as heavy trucks and buses use manual and automatic transmissions, which are difficult to convert into new energy hybrid vehicles and are basically incompatible with vehicles with manual transmissions. The flywheel and clutch are separate designs, which makes the system complex, the assembly process cumbersome, and the maintenance cost high. Utility Model Content

[0003] The technical problem to be solved by this utility model is to provide a hybrid power device and its electronically integrated hybrid power transmission mechanism, which addresses the above-mentioned deficiencies of the prior art.

[0004] To achieve the above objectives, this utility model provides an electronically controlled integrated hybrid power transmission mechanism, comprising:

[0005] A P1 configuration motor includes a housing, a stator, a rotor, a shaft, and a front end cover. The stator is installed inside the housing. The rotor is mounted on the shaft, and both ends of the shaft are supported by bearings on the front end cover and a flywheel housing. The front end of the shaft is connected to the engine crankshaft via a spline, and the rear end of the shaft is connected to the input shaft of the gearbox. The front end cover is installed at one end of the housing and connected to the engine. The flywheel housing is installed at the other end of the housing and connected to the gearbox.

[0006] An electronic control unit, integrated and mounted on the housing, is used to control the motor's power generation and drive.

[0007] A flywheel, installed within the flywheel housing, is connected to the shaft via an output flange; the shaft and the output flange are connected via a spline.

[0008] The clutch is integrated and mounted on the flywheel and connected to the gearbox.

[0009] The aforementioned electronically controlled integrated hybrid power transmission mechanism further includes an integrated circulating cooling structure, which comprises a motor cooling section and an electronic control cooling section. The motor cooling section is disposed within the housing, and the electronic control cooling section is disposed within the housing of the electronic control unit. The motor cooling section and the electronic control cooling section are connected to a water circuit via a transition joint. The motor cooling section and the electronic control cooling section are each provided with multiple heat dissipation columns.

[0010] In the aforementioned electronically controlled integrated hybrid power transmission mechanism, the output flange includes a shaft portion and a disc portion connected to each other. The shaft portion of the output flange is connected to the output external spline of the rotating shaft and is fixed to the rotating shaft by a large round nut. The disc portion of the output flange is connected to the flywheel by multiple fastening bolts to transmit power.

[0011] In the aforementioned electronically controlled integrated hybrid power transmission mechanism, the clutch is fixed to the flywheel by bolts.

[0012] In the aforementioned electronically integrated hybrid power transmission mechanism, a three-phase copper busbar and a low-voltage wiring harness junction box are provided between the flywheel and the flywheel housing for high- and low-voltage signal exchange between the motor and the electronic control unit.

[0013] The aforementioned electronically integrated hybrid power transmission mechanism includes a three-phase copper busbar and low-voltage wiring harness junction box comprising a mounting base, a three-phase copper busbar, and a low-voltage signal harness. The three-phase copper busbar is mounted on the mounting base, and the low-voltage signal harness passes through the flywheel housing and connects to the electronic control unit and the P1 configuration motor.

[0014] In the aforementioned electronically controlled integrated hybrid power transmission mechanism, the rotating shaft is directly connected to the internal spline of the engine crankshaft via an external spline.

[0015] In the aforementioned electronically controlled integrated hybrid power transmission mechanism, the clutch has a built-in damping spring to reduce engine torsional vibration.

[0016] In the aforementioned electronically controlled integrated hybrid power transmission mechanism, the gearbox is either an automatic gearbox or a manual gearbox.

[0017] To better achieve the above objectives, this utility model also provides a hybrid power device, including an engine, a hybrid power transmission mechanism, and a gearbox connected in sequence, wherein the hybrid power transmission mechanism is the aforementioned electronically controlled integrated hybrid power transmission mechanism.

[0018] The technical advantages of this utility model are as follows:

[0019] This utility model relates to an integrated electric hybrid power transmission mechanism that combines a motor and an electronic control unit into one compact transmission device. It is directly connected to the engine crankshaft via an external spline and integrates a flywheel and clutch. Its front end connects to the engine, and its rear end connects to the gearbox. The direct spline connection to the engine crankshaft eliminates the need for an intermediate transmission flywheel or speed-increasing mechanism, reducing mechanical transmission losses. The structure is compact, with good axial distance control. The integrated motor and electronic control system forms a compact modular design, resulting in lightweight and miniaturized design. The optimized heat pipe management system improves heat dissipation. The integrated flywheel and clutch are housed within the P1 configuration motor. This integrated structure reduces mechanical failure points and extends system lifespan. It is compatible with both manual and automatic gearboxes, and its modular structure allows for compatibility with various gearbox types, enabling platform expansion and reducing development costs. Except for minor adjustments to necessary interfaces, the rest of the power transmission mechanism requires minimal modification.

[0020] The present invention will be described in detail below with reference to the accompanying drawings and specific embodiments, but this is not intended to limit the present invention. Attached Figure Description

[0021] Figure 1 This is a schematic diagram of a hybrid power device according to an embodiment of the present invention;

[0022] Figure 2 This is an exploded view of a hybrid power transmission mechanism according to an embodiment of the present invention;

[0023] Figure 3 This is a schematic diagram of a hybrid power transmission mechanism according to an embodiment of the present invention;

[0024] Figure 4 This is a schematic diagram of the hybrid power transmission mechanism of one embodiment of the present invention from another direction;

[0025] Figure 5 This is a front view of a hybrid power transmission mechanism according to an embodiment of the present invention;

[0026] Figure 6 for Figure 5 The left view;

[0027] Figure 7 for Figure 6 AA section view;

[0028] Figure 8 This is a schematic diagram of the flywheel housing end according to an embodiment of the present invention;

[0029] Figure 9 This is a schematic diagram of a three-phase copper busbar and low-voltage wiring harness junction box according to an embodiment of the present invention;

[0030] Figure 10This is a schematic diagram of the output flange structure according to an embodiment of the present invention;

[0031] Figure 11 This is a cross-sectional view of an integrated circulating cooling structure according to an embodiment of the present invention.

[0032] Among them, the attached reference numerals

[0033] 1. Hybrid powertrain

[0034] 11P1 configuration motor

[0035] 111 housing

[0036] 112 stator

[0037] 113 rotor

[0038] 114 spindles

[0039] 115 front cover

[0040] 116 Output Flange

[0041] 1161 shaft

[0042] 1162 Disc Section

[0043] 117 large round nut

[0044] 12 electronic control units

[0045] 121 High Voltage Positive Port

[0046] 122 High Voltage Negative Port

[0047] 13 flywheels

[0048] 131 flywheel housing

[0049] 14 Clutch

[0050] 15 Integrated circulating cooling structure

[0051] 151 Motor Cooling Section

[0052] 152 Electronic Control Cooling Section

[0053] 153 transition joint

[0054] 154 heat dissipation pillars

[0055] 16-phase copper busbars and low-voltage wiring harness junction boxes

[0056] 161 Three-phase Copper Busbar

[0057] 162 Fixture

[0058] 163 Low-voltage signal harness

[0059] 2 engines

[0060] 3 manual transmission Detailed Implementation

[0061] The structural and working principles of this utility model will be described in detail below with reference to the accompanying drawings:

[0062] See Figure 1 , Figure 1 This is a schematic diagram of a hybrid power device according to an embodiment of the present invention. The hybrid power device of the present invention includes an engine 2, a hybrid power transmission mechanism 1, and a gearbox connected in sequence. The hybrid power transmission mechanism 1 is an electronically controlled integrated hybrid power transmission mechanism 1 based on a P1 configuration motor 11. Since the composition, structure, relative positions, connection relationships, and functions of other parts of the hybrid power device are all mature existing technologies, they will not be described in detail here. The following is a detailed description of the electronically controlled integrated hybrid power transmission mechanism 1 of the present invention.

[0063] See Figures 2-7 , Figure 2 This is an exploded view of a hybrid power transmission mechanism 1 according to an embodiment of the present invention. Figure 3 This is a schematic diagram of the hybrid power transmission mechanism 1 according to an embodiment of the present invention. Figure 4 This is a schematic diagram of the hybrid power transmission mechanism 1 according to an embodiment of the present invention from another direction. Figure 5 This is a front view of a hybrid power transmission mechanism 1 according to an embodiment of the present invention. Figure 6 for Figure 5 Left view, Figure 7 for Figure 6A sectional view of section AA. The electronically controlled integrated hybrid power transmission mechanism 1 of this utility model is applicable to hybrid vehicles driven by an automatic or manual transmission 3, comprising: a P1 configuration motor 11, including a housing 111, a stator 112, a rotor 113, a rotating shaft 114, and a front end cover 115. The stator 112 is installed inside the housing 111; the rotor 113 is installed on the rotating shaft 114, and both ends of the rotating shaft 114 are supported by bearings on the front end cover 115 and a flywheel housing 131. The front end of the rotating shaft 114 is connected to the crankshaft of the engine 2 via a spline, and the rear end of the rotating shaft 114 is connected to the input shaft of the transmission. Preferably, the rotating shaft 114 is directly connected to the internal spline of the crankshaft of the engine 2 via an external spline; the front end cover 115 is installed at one end of the housing 111 and connected to the engine 2; the flywheel housing 131 is installed at the other end of the housing 111 and connected to the automatic or manual transmission. 3. Connections: An electronic control unit 12, integrated on the housing 111 and flywheel housing 131, is used to control the motor for power generation and drive; a flywheel 13, installed inside the flywheel housing 131, is connected to the rotating shaft 114 via an output flange 116, and the rotating shaft 114 is connected to the output flange 116 via a spline; and a clutch 14, integrated on the flywheel 13, preferably fixed to the flywheel 13 by bolts, the clutch 14 has a built-in damping spring to reduce the torsional vibration of the engine 2, and the clutch 14 can be connected to an automatic transmission or a manual transmission 3; wherein, when stopped, the electronic control unit 12 controls the motor to drive the engine 2 with pure electric power; when running at full power, the electronic control unit 12 controls the motor to transmit power to the engine 2 to achieve a hybrid mode; when generating power while stopped, the engine 2 starts and transmits power to the motor, entering a stop-and-generate-power mode.

[0064] In this embodiment, the front cover 115 is bolted to the housing 111, the electronic control unit 12 is bolted to the housing 111, the flywheel housing 131 is bolted to the housing 111, the rotor 113 is supported inside the stator 112 by bearings at both ends, the clutch 14 is bolted to the flywheel 13, and the flywheel 13 is bolted to the output flange 116. The rotor 113 and the stator 112 form a complete motor, which is beneficial to ensuring the overall sealing of the motor. In contrast, the existing flange structure fixing method makes the rotor 113 and the stator 112 separate structures, which places overly complex requirements on the rotor 113. The electronic control unit 12 controls the motor to generate electricity and drive the motor. The front end of the rotor 113 is connected to the crankshaft of the engine 2, and the rear output flange 116 is connected to the input shaft of the gearbox. When the engine is stopped, the motor lifts the engine 2. When generating electricity, the motor takes power from the engine 2. When driving in combination, the engine 2 and the hybrid power unit output power simultaneously.

[0065] In this embodiment, both the front and rear ends of the shaft 114 are preferably external spline structures. The front end of the shaft 114 is connected to the internal spline of the engine 2 to transmit power. The rear end of the shaft 114 is engaged with the internal spline of the output flange 116 via an external spline, and the output flange 116 is locked and fixed with a large round nut 117. The shaft portion 1161 of the output flange 116 is connected to the output external spline of the shaft 114, and the disc portion 1162 is connected to the flywheel 13 via six fastening bolts to transmit power. The internal and external spline connection with the engine 2 facilitates assembly operations, and the external spline of the shaft 114 passes through the internal spline at the crankshaft end of the engine 2 to achieve power transmission. The external spline of the motor input shaft passes through the internal spline of the crankshaft output end and meshes with the engine 2. The main power transmission methods include: when the vehicle is stopped, the hybrid system is used to start the engine 2, and the engine 2 is towed by pure electric power; when the vehicle needs to enter the hybrid state and operate at full power, such as when climbing or accelerating, the engine 2 plays a role in transmitting power to the motor; when the vehicle's SOC is too low and it needs to stop to generate electricity, the engine 2 starts and transmits power to the motor, entering the stop-to-generate-power mode. When the vehicle is parked, clutch 14 is disengaged. The electronic control unit 12 draws power from the power battery through the high-voltage positive port 121 and the high-voltage negative port 122, and supplies a large current to the motor through DC-to-AC conversion to complete the execution of VCU torque commands. After the motor torque reaches the target value, the rotating shaft 114 engages with the crankshaft of the engine 2 through splines to transmit torque to the engine 2 to lift the engine 2 into idle mode. After the engine 2 enters the high-power working mode, the vehicle drives normally, clutch 14 is engaged. Part of the engine 2's power is supplied to the stator 112 through the rotating shaft 114 to generate electricity, and another part of the engine 2's power is supplied to the output flange 116 through the output end of the rotating shaft 114. The output flange 116 transmits power to the gearbox input shaft through the flywheel 13 and clutch 14 to drive the vehicle.

[0066] See Figure 8 and Figure 9 , Figure 8 This is a schematic diagram of the flywheel housing 131 end according to an embodiment of the present invention. Figure 9This is a schematic diagram of a three-phase copper busbar and low-voltage wiring harness junction box 16 according to an embodiment of the present invention. In this embodiment, a three-phase copper busbar and low-voltage wiring harness junction box 16 is provided between the flywheel 13 and the flywheel housing 131 for high- and low-voltage signal interaction between the motor and the electronic control unit 12. The three-phase copper busbar and low-voltage wiring harness junction box 16 includes a three-phase copper busbar 161, its mounting base 162, and a low-voltage signal harness. The three-phase copper busbar 161 is mounted on the mounting base 162, and the low-voltage signal harness 163 passes through the flywheel housing 131 to connect the electronic control unit 12 and the P1 configuration motor 11. The three-phase copper busbar 161 is directly connected to the three-phase terminals of the stator 112. Compared with the separate structure of the motor and the control unit 12, the external wiring harness and high-voltage connector are eliminated. The control unit 12 is fixed in five points. Two M8×25 hexagonal flange bolts are set on the motor housing 111 and three M8×25 hexagonal flange bolt fixing points are set on the flywheel housing 131. The transmission of drive and power generation current between the control unit 12 and the P1 configuration motor 11 is realized through the high-voltage three-phase copper busbar 161. The low-voltage signal harness 163 between the control unit 12 and the P1 configuration motor 11 passes through the flywheel housing 131 to ensure long-term reliability.

[0067] See Figure 10 , Figure 10 This is a schematic diagram of the output flange 116 according to an embodiment of the present invention. The output flange 116 of this embodiment includes a shaft portion 1161 and a disc portion 1162 connected to each other. The shaft portion 1161 of the output flange 116 is connected to the output external spline of the rotating shaft 114 and is fixed to the rotating shaft 114 by a large round nut 117. The disc portion 1162 of the output flange 116 is connected to the flywheel 13 by multiple fastening bolts to transmit power. The output flange 116 is used to fix the flywheel 13 and the clutch 14. The output flange 116 is fixed to the output end of the rotating shaft 114 by the large round nut 117, the flywheel 13 is mounted on the output flange 116 by fixing bolts, and the clutch 14 is fixed to the flywheel 13 by bolts. Compared to conventional integrated motor and electronic control solutions, the output end integrates a flywheel 13 and a clutch 14. Existing P1 configuration motors 11 face significant challenges in retrofitting traditional vehicles and are difficult to adapt to manual transmissions. There are currently no hybrid systems suitable for manual transmission vehicles. This approach is particularly suitable for medium and heavy-duty trucks or construction machinery. Furthermore, integrating the motor, electronic control, flywheel 13, and clutch 14 allows for easy retrofitting of traditional vehicles, perfectly adapting to manual or automatic transmission vehicles with requirements for reduced fuel consumption and increased power. Additionally, increasing the gap between the flywheel housing 131 and the flywheel 13, and installing a three-phase copper busbar and low-voltage wiring harness junction box 16 in between, facilitates high and low voltage signal exchange between the motor and the electronic control unit 12.

[0068] See Figure 11 , Figure 11This is a cross-sectional view of an integrated circulating cooling structure 15 according to an embodiment of the present invention. In this embodiment, the integrated circulating cooling structure 15 includes a motor cooling section 151 and an electronic control cooling section 152. The motor cooling section 151 is disposed within the housing 111, and the electronic control cooling section 152 is disposed within the electronic control unit 12. A water channel is connected between the motor cooling section 151 and the electronic control cooling section 152 via a transition joint 153. The motor cooling section 151 and the electronic control cooling section 152 are each provided with multiple heat dissipation columns 154. By integrating the P1 configuration motor 11 and the electronic control unit 12 using the integrated circulating cooling structure 15, and connecting the motor and the electronic control unit 12 via a transition joint 153, compared to a separate structure with a single electronic control unit 12 and a single motor, the number of cooling pipe connections in the middle section between the two is reduced, thus reducing weight. After integration, heat dissipation columns 154 are provided in the water channel to improve the cooling effect of the electronic control unit 12 and the motor.

[0069] Taking a manual transmission vehicle as an example, when the engine 2 is towed after parking, the clutch 14 is disengaged. The electronic control unit 12 draws power from the power battery through the high-voltage positive and negative terminals, and supplies a large current to the motor through DC-to-AC conversion, thereby executing the VCU torque command. After the motor torque reaches the target value, it transmits torque to the engine 2 through engagement with the external spline of the engine 2 shaft 114, thus towing the engine 2 into idle mode. When the engine 2 enters the high-power working mode, it enters the power split mode. At this time, the vehicle is in normal driving state, and the clutch 14 is in the closed working state. At this time, the connection end of the shaft 114 and the engine 2 is connected through internal and external splines to draw power from the engine 2. Part of the power of the engine 2 is used to provide torque to the rotor 113 for power generation, and the other part of the power is transmitted through the output end of the shaft 114, and after engagement of internal and external splines, it provides power to the output flange 116, which is transmitted to the flywheel 13 and the internal spline of the clutch 14 driven plate, and finally to the external spline of the gearbox input shaft to drive the vehicle.

[0070] The electric integrated hybrid power transmission process of this utility model includes: When starting from a stop, the electronic control unit 12 controls the P1 configuration motor 11 to drive the engine 2 with pure electric power. The clutch 14 disengages, and the electronic control unit 12 draws power from the power battery through high-voltage positive and negative terminals, providing a large current to the P1 configuration motor 11 via DC-to-AC conversion to execute the VCU torque command; after the torque of the P1 configuration motor 11 reaches the target value, the rotating shaft 114 engages with the crankshaft of the engine 2 through splines to transmit torque to the engine 2, thus lifting the engine 2 into idle mode; when the vehicle starts and accelerates, it enters pure electric mode, the clutch 14 closes, the engine 2 cuts off fuel and does not participate in driving, and the P1 configuration motor 11 reduces speed and increases torque through the gearbox; when running at full power, the engine 2 enters power split mode, the clutch 14 closes, and a portion of the engine 2's power is supplied to the stator via the rotating shaft 114 to provide torque. The engine 2 generates electricity, and another portion of its power is supplied to the output flange 116 via the shaft 114. The output flange 116 then transmits power to the gearbox input shaft via the flywheel and clutch 14 to drive the vehicle. When the vehicle brakes, it enters the regenerative braking mode, where the P1 configuration motor 11 generates electricity and the vehicle regenerates braking energy. When the vehicle is stationary and generating electricity while parked, the clutch 14 is disengaged, and the engine 2 starts and transmits power to the P1 configuration motor 11 to generate electricity. When climbing hills or accelerating to overtake while fully loaded, the vehicle enters the dual-power hybrid mode, where the clutch 14 is engaged, and the P1 configuration motor 11 and the engine 2 output power simultaneously. The power is then reduced and increased by the gearbox to drive the vehicle. During medium- and high-speed cruising, the clutch 14 is engaged, and only the engine 2 outputs torque to provide driving power for the vehicle. The P1 configuration motor 11 follows suit, with no power input or output, and does not participate in the vehicle's movement.

[0071] The commercial vehicle transmission mainly includes an automatic transmission and a manual transmission 3. The clutch 14 and flywheel 13 are integrated at the motor output end. The entire hybrid power unit can be installed between the engine 2 and the manual transmission 3. The flywheel housing 131 is connected to the manual transmission 3's connecting end cover. Inside the flywheel housing 131 is a clutch 14 disengagement actuator, which is operated by the driver to open and close the clutch 14. The manual transmission 3's clutch 14 disengagement device can be directly applied to this invention, using the original manual transmission 3 and its clutch 14 disengagement mechanism to perform gear shifting, meeting the driver's needs for gear shifting during driving and power generation during parking. The motor's front end cover 115 is fixed to the engine 2. The rotating shaft 114 is directly connected to the crankshaft's internal spline using an external spline, eliminating the need for flange connections and bolt fixing structures, making installation convenient. The flywheel housing 131 is fixedly connected to the transmission, also transmitting power between the two via internal and external splines. The flywheel 13 is connected to the motor output end fixed flange. When transmitting power to the vehicle, the clutch 14's built-in damping spring reduces engine 2 torsional vibration, improving the vehicle's operating comfort.

[0072] This utility model integrates a motor and an electronic control unit. The electronic control unit 12 is integrated on the housing 111 and achieves integrated heat dissipation through a liquid cooling channel, while reducing the length of the three-phase wiring harness. The front cover 115 of the motor is adapted to the flywheel housing 131 of the engine 2, and the rotor 113 directly meshes with the crankshaft of the engine 2 through the external spline of the shaft 114. The flywheel 13 and the clutch 14 are integrated on the output flange 116, and the clutch 14 has a built-in damping spring to absorb the crankshaft torsional vibration. An automatic or manual transmission 3 adapter interface is provided, and the input shaft of the transmission is coupled to the internal spline of the clutch 14 through the external spline, supporting manual transmission shifting. In the parking-generating mode, with the vehicle stationary and clutch 14 disengaged, engine 2 drives the electric motor to generate electricity, replenishing the vehicle's power. In pure electric mode, when the vehicle starts and accelerates, clutch 14 engages, engine 2 cuts off fuel and does not participate in driving, and the electric motor reduces speed and increases torque through the transmission. In this mode, only the electric motor participates in driving, avoiding the disadvantage of poor starting efficiency of engine 2. In the hybrid mode's engine 2 direct drive mode, when the vehicle is cruising at medium to high speeds, clutch 14 engages, and only engine 2 outputs torque to drive the vehicle. The electric motor follows suit, with no power input or output, and does not participate in driving. In the hybrid mode's dual-power mode, when the vehicle is traveling at medium to high speeds, or when overtaking or climbing hills, the vehicle requires strong power. With clutch 14 engaged, both the electric motor and engine 2 output power, which is reduced speed and increased torque through the transmission to drive the vehicle. In the regenerative braking mode, when the vehicle brakes, the electric motor operates in generator mode, and the vehicle recovers braking energy to reduce overall energy consumption.

[0073] Of course, there may be other embodiments of this utility model. Without departing from the spirit and essence of this utility model, those skilled in the art can make various corresponding changes and modifications based on this utility model, but these corresponding changes and modifications should all fall within the protection scope of the appended claims of this utility model.

Claims

1. An electronically controlled integrated hybrid power transmission mechanism, characterized in that, include: A P1 configuration motor includes a housing, a stator, a rotor, a shaft, and a front end cover. The stator is installed inside the housing. The rotor is mounted on the shaft, and both ends of the shaft are supported by bearings on the front end cover and a flywheel housing. The front end of the shaft is connected to the engine crankshaft via a spline, and the rear end of the shaft is connected to the input shaft of the gearbox. The front end cover is installed at one end of the housing and connected to the engine. The flywheel housing is installed at the other end of the housing and connected to the gearbox. An electronic control unit, integrated and mounted on the housing, is used to control the motor's power generation and drive. A flywheel, installed within the flywheel housing, is connected to the shaft via an output flange; the shaft and the output flange are connected via a spline. The clutch is integrated and mounted on the flywheel and connected to the gearbox.

2. The electronically controlled integrated hybrid power transmission mechanism as described in claim 1, characterized in that, It also includes an integrated circulating cooling structure, which includes a motor cooling section and an electronic control cooling section. The motor cooling section is located inside the housing, and the electronic control cooling section is located inside the box of the electronic control unit. The motor cooling section and the electronic control cooling section are connected to a water circuit through a transition joint. The motor cooling section and the electronic control cooling section are each provided with multiple heat dissipation columns.

3. The electronically controlled integrated hybrid power transmission mechanism as described in claim 1, characterized in that, The output flange includes a shaft portion and a disc portion that are connected to each other. The shaft portion of the output flange is connected to the output external spline of the rotating shaft and is fixed to the rotating shaft by a large round nut. The disc portion of the output flange is connected to the flywheel by a plurality of fastening bolts to transmit power.

4. The electronically controlled integrated hybrid power transmission mechanism as described in claim 1, characterized in that, The clutch is fixed to the flywheel by bolts.

5. The electronically controlled integrated hybrid power transmission mechanism as described in claim 1, characterized in that, A three-phase copper busbar and a low-voltage wiring harness junction box are provided between the flywheel and the flywheel housing for high- and low-voltage signal exchange between the motor and the electronic control unit.

6. The electronically controlled integrated hybrid power transmission mechanism as described in claim 5, characterized in that, The three-phase copper busbar and low-voltage wiring harness junction box includes a mounting base, a three-phase copper busbar and a low-voltage signal wiring harness. The three-phase copper busbar is mounted on the mounting base, and the low-voltage signal wiring harness passes through the flywheel housing and is connected to the electronic control unit and the P1 configuration motor.

7. The electronically controlled integrated hybrid power transmission mechanism as described in claim 1, characterized in that, The rotating shaft is directly connected to the internal spline of the engine crankshaft via an external spline.

8. The electronically controlled integrated hybrid power transmission mechanism as described in claim 1, characterized in that, The clutch has built-in damping springs to reduce engine torsional vibration.

9. The electronically controlled integrated hybrid power transmission mechanism as described in claim 1, characterized in that, The transmission can be an automatic transmission or a manual transmission.

10. A hybrid power unit, comprising an engine, a hybrid power transmission mechanism, and a gearbox connected in sequence, characterized in that, The hybrid power transmission mechanism is the electronically controlled integrated hybrid power transmission mechanism as described in any one of claims 1-9.

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