Hybrid drive device and vehicle

Abstract

The utility model provides a kind of hybrid power drive device and vehicle, the hybrid power drive device includes engine, MG1 motor, MG2 motor, planetary gear mechanism, C1 clutch, B0 brake and B1 brake;Planetary gear mechanism is arranged between engine and MG1 motor, engine is connected with the planet carrier of planetary gear mechanism, the sun gear of planetary gear mechanism is connected with the MG1 motor shaft of MG1 motor, the MG2 motor shaft of MG2 motor is connected with wheel drive;C1 clutch can control the connection relationship of ring gear of planetary gear mechanism and wheel, B0 brake can brake or release ring gear, B1 brake can brake or release MG1 motor shaft.Through the technical scheme provided in the present application, the drag noise and vibration generated by mechanical elements when the conventional planetary row configuration in the related art is in a non-working state can be solved, and the NVH problem is significantly reduced.

Description

Technical Field

[0001] This utility model relates to the field of vehicle technology, and more specifically, to a hybrid power drive device and a vehicle. Background Technology

[0002] In the current field of hybrid vehicle technology, with increasing environmental awareness and higher energy efficiency requirements, the design of hybrid systems is facing growing challenges. Compared to traditional gasoline vehicles, hybrid vehicles, by combining an internal combustion engine (ICE) and an electric motor (MG), can significantly improve fuel efficiency, reduce harmful emissions, and provide a smoother and quieter driving experience. The core of a hybrid drive system lies in its ability to flexibly switch between electric drive, internal combustion engine drive, or a combination of both to adapt to different driving conditions and achieve the dual goals of energy conservation, emission reduction, and power performance. In this field, planetary gear mechanisms, due to their highly efficient energy conversion and distribution capabilities, have become a common key component in hybrid drive systems.

[0003] In related technologies, the single planetary gear configuration is the most common power distribution and transmission device in traditional hybrid drive systems. Its design includes three main components: the sun gear, planetary gears (including planetary gears and planet carriers), and the ring gear. Power distribution and regulation are typically achieved through the speed and torque relationship between these three components. In a typical configuration, the sun gear is connected to the electric motor, the planet carrier to the internal combustion engine, and the ring gear to the wheels or another electric motor. By controlling the connection and disconnection between these components, the system can achieve engine, electric motor, or a combination of both drive, as well as switching between different drive modes. The implementation of this configuration relies on the opening and closing states of specific brakes and clutches to regulate power flow and energy conversion efficiency.

[0004] However, when a vehicle is in pure electric mode, even components not directly involved in power transmission, such as planetary gears, will rotate with the engine or other components, generating unnecessary NVH (noise, vibration, and harshness) and affecting the driver's comfort. For example, the Toyota Hybrid System (THS), while capable of converting and distributing energy between the engine and electric motor to a certain extent, experiences shocks and vibrations during energy transmission under certain conditions, such as during engine start-up. This is because the engine power transmission path and the electric motor path share the same pivot point—the ring gear—affecting the vehicle's smoothness and driving experience. Utility Model Content

[0005] This invention provides a hybrid power drive device and vehicle to solve the drag noise and vibration generated by mechanical components in the non-working state of traditional planetary gear configurations in related technologies, and significantly reduces NVH problems.

[0006] According to one aspect of the present invention, a hybrid power drive device is provided, comprising an engine, an MG1 motor, an MG2 motor, a planetary gear mechanism, a C1 clutch, a B0 brake, and a B1 brake; the planetary gear mechanism is disposed between the engine and the MG1 motor, the engine is connected to the planet carrier of the planetary gear mechanism, the MG1 motor shaft of the MG1 motor is connected to the sun gear of the planetary gear mechanism, and the MG2 motor shaft of the MG2 motor is connected to the wheel drive; the C1 clutch can control the connection relationship between the ring gear of the planetary gear mechanism and the wheel, the B0 brake can brake or release the ring gear, and the B1 brake can brake or release the MG1 motor shaft.

[0007] Furthermore, the hybrid drive unit also includes an intermediate shaft, a gear ring that can be driven to the intermediate shaft, a C1 clutch that can control the connection between the gear ring and the intermediate shaft, and the intermediate shaft that is driven to the wheels.

[0008] Furthermore, the hybrid drive unit also includes a gear ring output drive gear and a gear ring output driven gear. The gear ring output drive gear is mounted on the gear ring, and the gear ring output driven gear is mounted on the intermediate shaft. The gear ring output drive gear and the gear ring output driven gear mesh with each other. The C1 clutch can control the connection relationship between the gear ring output drive gear and the gear ring.

[0009] Furthermore, the MG2 motor shaft is equipped with an MG2 output drive gear, which meshes with the gear ring output driven gear.

[0010] Furthermore, the hybrid drive unit also includes an intermediate shaft main reduction drive gear, a main reduction driven gear, and a differential. The intermediate shaft main reduction drive gear is mounted on the intermediate shaft and meshes with the main reduction driven gear. The main reduction driven gear is driven to the differential, and the differential is driven to the wheels.

[0011] Furthermore, the hybrid drive unit also includes a torsional damper and an engine input shaft, with the engine connected to the engine input shaft via the torsional damper, and the engine input shaft connected to the planetary carrier.

[0012] Furthermore, the MG1 motor shaft is coaxial with the engine input shaft, and the MG1 motor shaft is parallel to the MG2 motor shaft.

[0013] Furthermore, the hybrid drive unit also includes a one-way clutch, which is located between the crankshaft and the cylinder block of the engine. The one-way clutch has a disengaged state when the engine is running and a locked state when the MG1 motor is driving. When the one-way clutch is in the disengaged state, the crankshaft can rotate relative to the cylinder block. When the one-way clutch is in the locked state, the crankshaft is fixed relative to the cylinder block.

[0014] Furthermore, the one-way clutch includes a first locking part and a second locking part capable of locking the engagement, the first locking part being connected to the planetary carrier and the second locking part being connected to the cylinder block.

[0015] According to another aspect of the present invention, a vehicle is provided, the vehicle including a hybrid drive unit, the hybrid drive unit being the hybrid drive unit provided above.

[0016] The technical solution of this utility model can solve the problem of significantly reduced NVH caused by drag noise and vibration generated by mechanical components in the traditional single planetary gear configuration when it is not in operation. Through the cooperation of the C1 clutch, B0 brake, and B1 brake, effective isolation of non-operating components in the planetary gear mechanism is achieved, significantly improving the NVH performance of the vehicle in pure electric mode. A detailed analysis follows:

[0017] 1) In pure electric (EV) mode or series range extender mode, the C1 clutch disconnects the ring gear of the planetary gear mechanism from the wheel. The ring gear does not participate in the power transmission path, thus avoiding NVH problems caused by the ring gear rotating with the engine or other components. Furthermore, the disconnected ring gear does not become a fulcrum for energy transmission, thereby reducing mechanical shock and vibration during energy transmission and improving the smoothness and driving experience of the entire vehicle. Simultaneously, because the C1 clutch is disconnected, the planetary gear mechanism does not rotate, effectively reducing drag torque, improving system efficiency, and increasing the product's pure electric range.

[0018] 2) The B0 brake can brake or release the gear ring, and the B1 brake can brake or release the MG1 motor shaft (indirectly braking or releasing the sun gear). Through the coordination of the C1 clutch, the B0 brake, and the B1 brake, multiple driving modes can be achieved, including pure electric (EV) mode, series range-extended mode, engine parallel direct drive mode, and continuously variable transmission (CVT) direct drive mode. This multi-mode driving capability allows the system to flexibly select the power source and transmission path according to different driving conditions and battery status. This control strategy not only improves NVH performance but also optimizes overall energy conversion efficiency, extends the vehicle's range, and enhances the product's power performance.

[0019] In summary, by optimizing the connection and disconnection mechanism within the hybrid drive unit, particularly through the synergistic action of the C1 clutch, B0 brake, and B1 brake, the NVH problems caused by non-operating components in the traditional single planetary gear configuration during pure electric mode are effectively solved. This provides drivers with a smoother and quieter driving experience, optimizes energy utilization efficiency in pure electric mode, increases product range, reduces fuel consumption, and enhances product power performance. Attached Figure Description

[0020] The accompanying drawings, which form part of this application, are used to provide a further understanding of the present invention. The illustrative embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an undue limitation of the present invention. In the drawings:

[0021] Figure 1 A schematic diagram of the hybrid drive device provided in Embodiment 1 of this utility model is shown;

[0022] Figure 2 A schematic diagram of the hybrid drive device provided in Embodiment 1 of this utility model in pure electric (EV) mode is shown.

[0023] Figure 3 A schematic diagram of the hybrid drive device provided in Embodiment 1 of this utility model in series range-extending mode is shown.

[0024] Figure 4 A schematic diagram of the hybrid drive device provided in Embodiment 1 of this utility model in the engine parallel direct drive mode is shown;

[0025] Figure 5 A schematic diagram of the hybrid drive device provided in Embodiment 1 of this utility model in continuously variable direct drive (PS) mode is shown.

[0026] Figure 6 This diagram illustrates the hybrid drive device provided in Embodiment 2 of the present invention in dual-motor parallel drive (E-BOOST) mode.

[0027] The above figures include the following reference numerals:

[0028] 1. Engine; 2. Torsional damper; 3. Engine input shaft; 4. Planetary carrier; 5. B0 brake; 6. Planetary gear mechanism; 7. C1 clutch; 8. MG1 motor; 9. B1 brake; 10. MG2 motor; 11. MG2 motor shaft; 12. MG2 output drive gear; 13. Ring gear output driven gear; 14. Differential; 15. Main reduction driven gear; 16. Intermediate shaft main reduction drive gear; 17. Intermediate shaft; 18. Ring gear output drive gear; 51. Steel plate; 52. Clutch plate; 61. Ring gear; 63. Sun gear; 81. MG1 motor shaft; 100. One-way clutch. Detailed Implementation

[0029] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. The following description of at least one exemplary embodiment is merely illustrative and is in no way intended to limit the present utility model or its application or use. All other embodiments obtained by those skilled in the art based on the embodiments of the present utility model without creative effort are within the scope of protection of the present utility model.

[0030] like Figures 1 to 5 As shown, Embodiment 1 of this utility model provides a hybrid power drive device, which includes an engine 1, an MG1 motor 8, an MG2 motor 10, a planetary gear mechanism 6, a C1 clutch 7, a B0 brake 5, and a B1 brake 9. The planetary gear mechanism 6 is disposed between the engine 1 and the MG1 motor 8. The engine 1 is connected to the planet carrier 4 of the planetary gear mechanism 6. The MG1 motor shaft 81 of the MG1 motor 8 is connected to the sun gear 63 of the planetary gear mechanism 6. The MG2 motor shaft 11 of the MG2 motor 10 is connected to the wheel drive. The C1 clutch 7 controls the connection between the ring gear 61 of the planetary gear mechanism 6 and the wheel. The B0 brake 5 brakes or releases the ring gear 61, and the B1 brake 9 brakes or releases the MG1 motor shaft 81.

[0031] The hybrid drive system provided in this embodiment solves the problem of significantly reduced NVH caused by drag noise and vibration generated by mechanical components in the traditional single planetary gear configuration when it is not in operation. Through the cooperation of clutch 7 (C1), brake 5 (B0), and brake 9 (B1), effective isolation of non-operating components in the planetary gear mechanism 6 is achieved, significantly improving the NVH performance of the vehicle in pure electric mode. A detailed analysis follows:

[0032] 1) In pure electric (EV) mode or series range extender mode, clutch C1 7 disconnects the ring gear 61 of the planetary gear mechanism 6 from the wheels. The ring gear 61 does not participate in the power transmission path, thus avoiding NVH problems caused by the ring gear 61 rotating with the engine or other components. Furthermore, the disconnected ring gear 61 does not become a fulcrum for energy transmission, thereby reducing mechanical shock and vibration during energy transmission and improving the smoothness and driving experience of the entire vehicle. Simultaneously, because clutch C1 7 is disconnected, the planetary gear mechanism 6 does not rotate, effectively reducing drag torque, improving system efficiency, and increasing the product's pure electric range.

[0033] 2) Brake 5 (B0) can brake or release gear ring 61, and brake 9 (B1) can brake or release MG1 motor shaft 81 (indirectly braking or releasing sun gear 63). Through the coordination of clutch 7 (C1), brake 5 (B0), and brake 9 (B1), multiple driving modes can be achieved, including pure electric (EV) mode, series range-extended mode, engine parallel direct drive mode, and continuously variable transmission (CVT) direct drive mode. This multi-mode driving capability allows the system to flexibly select the power source and transmission path according to different driving conditions and battery status. This control strategy not only improves NVH performance but also optimizes overall energy conversion efficiency, extends the vehicle's range, and enhances the product's power performance.

[0034] In summary, by optimizing the connection and disconnection mechanism within the hybrid drive unit, particularly through the synergistic action of the C1 clutch 7, B0 brake 5, and B1 brake 9, the NVH problems caused by non-operating components in the traditional single planetary gear configuration during pure electric mode are effectively solved. This provides drivers with a smoother and quieter driving experience, optimizes energy utilization efficiency in pure electric mode, increases product range, reduces fuel consumption, and enhances product power performance.

[0035] It should be noted that the hybrid drive system can achieve the following operating modes:

[0036] 1) Pure Electric (EV) Mode

[0037] In this mode, the engine is not running, and clutch 7 (C1), brake 5 (B0), and brake 9 (B1) are all disengaged.

[0038] 2) Series range extender mode

[0039] In this mode, the engine is running, clutch 7 (C1) and brake 9 (B1) are both disengaged, and brake 5 (B0) is engaged.

[0040] 3) Engine parallel direct drive mode

[0041] In this mode, the engine is running, clutch 7 (C1) and brake 9 (B1) are both closed, and brake 5 (B0) is open.

[0042] 4) Continuously Variable Transmission (CVT) Direct Drive (PS) Mode

[0043] In this mode, the engine is running, clutch 7 (C1) is closed, and brakes 9 (B1) and 5 (B0) are both open.

[0044] like Figure 1 As shown, the hybrid drive unit also includes an intermediate shaft 17, with a gear ring 61 capable of drivingly connecting to the intermediate shaft 17. A C1 clutch 7 controls the connection between the gear ring 61 and the intermediate shaft 17, which in turn drives the wheels. The introduction of the intermediate shaft 17 makes power transmission smoother and reduces energy loss during transmission. Through the control of the C1 clutch 7, the gear ring 61 can be directly driven or disconnected from the intermediate shaft 17, thus achieving different operating modes and improving the vehicle's smoothness and power responsiveness in different modes.

[0045] Specifically, the hybrid drive unit also includes a gear ring output drive gear 18 and a gear ring output driven gear 13. The gear ring output drive gear 18 is mounted on the gear ring 61, and the gear ring output driven gear 13 is mounted on the intermediate shaft 17. The gear ring output drive gear 18 and the gear ring output driven gear 13 mesh with each other. The C1 clutch 7 can control the connection relationship between the gear ring output drive gear 18 and the gear ring 61. The arrangement of the gear ring output drive gear 18 and the gear ring output driven gear 13 makes power transmission more efficient and can also achieve power decoupling between the gear ring 61 and the intermediate shaft 17. In principle, the control of the C1 clutch 7 can realize the direct driving or disconnection of the gear ring 61 and the gear ring output drive gear 18, thereby decoupling the working path of the engine and the MG1 motor 8 from the working path of the MG2 motor 10. This can improve the smoothness of the vehicle when starting the engine and avoid the problem of the gear ring 61 affecting the smoothness of the whole vehicle.

[0046] like Figure 1 As shown, an MG2 output drive gear 12 is mounted on the MG2 motor shaft 11, and the MG2 output drive gear 12 meshes with the gear ring output driven gear 13. The meshing of the MG2 output drive gear 12 and the gear ring output driven gear 13 enables a direct connection between the power of the MG2 motor 10 and the intermediate shaft 17, thereby improving the efficiency of power transmission.

[0047] Furthermore, the MG2 motor 10 can directly transmit power through gear meshing, eliminating the need for an additional transmission mechanism. This simplifies the powertrain structure, improves vehicle performance, and enhances driving comfort, especially when the battery is fully charged.

[0048] like Figure 1 As shown, the hybrid drive system also includes an intermediate shaft main reduction drive gear 16, a main reduction driven gear 15, and a differential 14. The intermediate shaft main reduction drive gear 16 is mounted on the intermediate shaft 17 and meshes with the main reduction driven gear 15. The main reduction driven gear 15 is driven by the differential 14, which is driven by the wheels. The arrangement of the intermediate shaft main reduction drive gear 16 and the main reduction driven gear 15 enables efficient power transmission from the intermediate shaft 17 to the wheels. Furthermore, the differential 14 can be adjusted to adapt to the vehicle's driving needs under different road conditions.

[0049] Specifically, through gear transmission and adjustment of differential 14, efficient power transmission and vehicle driving stability can be achieved, thereby improving the overall performance of the vehicle.

[0050] like Figure 1 As shown, the hybrid drive system also includes a torsional damper 2 and an engine input shaft 3. The engine 1 is connected to the engine input shaft 3 via the torsional damper 2, and the engine input shaft 3 is connected to the planetary carrier 4. The introduction of the torsional damper 2 can effectively reduce the vibration generated by the engine 1 during operation, thereby improving vehicle comfort.

[0051] Specifically, the torsional damper 2 absorbs the vibration energy generated by the engine 1 during operation through its internal elastic element, thereby reducing the transmission of vibration to other parts of the vehicle, improving the comfort of the vehicle when the engine starts, and reducing vehicle vibration and noise.

[0052] In this embodiment, the MG1 motor shaft 81 is coaxially arranged with the engine input shaft 3, and the MG1 motor shaft 81 is parallel to the MG2 motor shaft 11. The coaxial arrangement of the MG1 motor shaft 81 with the engine input shaft 3 enables direct power coupling between the engine 1 and the MG1 motor 8, improving power transmission efficiency. The parallel arrangement of the MG1 motor shaft 81 with the MG2 motor shaft 11 ensures that the power transmission paths of the two motors are independent, improving the flexibility and reliability of the power system.

[0053] Specifically, the coaxial arrangement reduces the physical distance between the MG1 motor and the engine, making the powertrain more compact and providing greater flexibility in vehicle design, especially in small and compact vehicles. This may also reduce the overall weight of the vehicle and improve energy efficiency. The parallel arrangement ensures that there is no unnecessary interference between the MG1 motor and the MG2 motor, allowing for efficient layout even in a small engine compartment, while retaining the possibility of independent operation for both. Furthermore, the coaxial arrangement eliminates additional transmission links, reducing energy loss during power transmission and improving the linkage efficiency between the MG1 motor and the engine when the MG1 motor is used as a generator or auxiliary drive. The parallel arrangement reduces the complexity and losses when the MG2 motor transmits power to the wheels, especially in pure electric or high-power demand modes, enabling a more direct and efficient delivery of driving force.

[0054] Among them, the clutch plate 52 of the B0 brake 5 is connected to the gear ring 61 of the planetary gear mechanism 6, and the steel plate 51 of the B0 brake 5 is connected to the clutch hub.

[0055] like Figure 6 As shown, Embodiment 2 of this utility model provides a hybrid power drive device. The difference between Embodiment 2 and Embodiment 1 is that in Embodiment 2, the hybrid power drive device further includes a one-way clutch 100. The one-way clutch 100 is disposed between the crankshaft and the cylinder block of the engine 1. The one-way clutch 100 has a disengaged state when the engine 1 is working and a locked state when the MG1 motor 8 is driving. When the one-way clutch 100 is in the disengaged state, the crankshaft can rotate relative to the cylinder block. When the one-way clutch 100 is in the locked state, the crankshaft is fixed relative to the cylinder block.

[0056] The introduction of the one-way clutch 100 enables the MG1 motor 8 to input power through the sun gear 63 and output power through the ring gear 61 when driving in reverse. This power is then connected in parallel with the power output of the MG2 motor 10 and output to the main reduction driven gear 15 and the differential 14, thereby improving the flexibility and efficiency of the power system.

[0057] Specifically, the one-way clutch 100 enables control of the power transmission direction, allowing the power system to switch between engine-driven and MG1 motor 8 reverse-drive modes. This improves the vehicle's performance in dual-motor parallel drive (E-BOOST) mode, especially when high torque output is required, resulting in better vehicle power responsiveness and driving comfort.

[0058] In other words, the hybrid drive system provided in Embodiment 2, compared to the hybrid drive system provided in Embodiment 1, has an additional dual-motor parallel drive (E-BOOST) mode. In this mode, the engine operates, clutch 7 (C1) is closed, and brakes 9 (B1) and 5 (B0) are both open.

[0059] The one-way clutch 100 includes a first locking part and a second locking part capable of locking engagement. The first locking part is connected to the planetary carrier 4, and the second locking part is connected to the cylinder block. The first and second locking parts enable the one-way clutch 100 to automatically switch between locked and disengaged states based on the operating states of the engine 1 and the MG1 motor 8, improving the flexibility and reliability of the powertrain. Through their internal locking mechanisms, the first and second locking parts achieve automatic control of the power transmission path, allowing the powertrain to automatically switch between engine-driven and MG1 motor 8 reverse-drive modes. This enhances the driving experience under different operating conditions, especially when frequent switching of operating modes is required, resulting in better power responsiveness and driving comfort.

[0060] Embodiment 3 of this utility model provides a vehicle including a hybrid power drive unit, which is the hybrid power drive unit provided above. Therefore, this vehicle can also solve the problem of significantly reduced NVH caused by drag noise and vibration generated by mechanical components in the non-operating state of a traditional single planetary gear configuration in the related art. Through the cooperation of clutch C1 7, brake B0 5, and brake B1 9, effective isolation of non-operating components in the planetary gear mechanism 6 is achieved, significantly improving the NVH performance of the vehicle in pure electric mode.

[0061] The apparatus provided by the embodiments has the following beneficial effects:

[0062] (1) In pure electric (EV) mode or series range extender mode, the C1 clutch 7 disconnects the gear ring 61 of the planetary gear mechanism 6 from the wheel. The gear ring 61 does not participate in the power transmission path, thus avoiding NVH problems caused by the rotation of the gear ring 61 with the engine or other components. Furthermore, the disconnected gear ring 61 does not become the fulcrum of energy transmission, thereby reducing mechanical shock and vibration during energy transmission and improving the smoothness and driving experience of the entire vehicle. At the same time, because the C1 clutch 7 is disconnected, the planetary gear mechanism 6 does not rotate, thereby effectively reducing drag torque, improving system efficiency, and increasing the pure electric range of the product;

[0063] (2) Brake 5 (B0) can brake or release gear ring 61, and brake 9 (B1) can brake or release MG1 motor shaft 81 (indirectly braking or releasing sun gear 63). Through the cooperation of clutch 7 (C1), brake 5 (B0), and brake 9 (B1), multiple driving modes can be achieved, including pure electric (EV) mode, series range-extended mode, engine parallel direct drive mode, and continuously variable transmission (CVT) direct drive mode. This multi-mode driving capability allows the system to flexibly select the power source and transmission path according to different driving conditions and battery status. This control strategy not only improves NVH performance but also optimizes the overall energy conversion efficiency, extends the vehicle's range, and enhances the product's power performance.

[0064] (3) The one-way clutch 100 realizes the control of the power transmission direction, which enables the power system to switch between two modes: engine drive and MG1 motor 8 reverse drive. This can improve the performance of the vehicle in the dual-motor parallel drive (E-BOOST) mode, especially when high torque output is required, the vehicle's power response and driving comfort are better.

[0065] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0066] Unless otherwise specifically stated, the relative arrangement, numerical expressions, and values ​​of the components and steps described in these embodiments do not limit the scope of this invention. It should also be understood that, for ease of description, the dimensions of the various parts shown in the drawings are not drawn to actual scale. Techniques, methods, and devices known to those skilled in the art may not be discussed in detail, but where appropriate, such techniques, methods, and devices should be considered part of the specification. In all examples shown and discussed herein, any specific values ​​should be interpreted as exemplary only and not as limitations. Therefore, other examples of exemplary embodiments may have different values. It should be noted that similar reference numerals and letters in the following drawings denote similar items; therefore, once an item is defined in one drawing, it need not be further discussed in subsequent drawings.

[0067] In the description of this utility model, it should be understood that "multiple" means two or more. Directional terms such as "front, back, up, down, left, right," "horizontal, vertical, perpendicular, horizontal," and "top, bottom" indicate directions or positional relationships based on the directions or positional relationships shown in the accompanying drawings. These terms are used solely for the convenience of describing this utility model and simplifying the description. Unless otherwise stated, these directional terms do not indicate or imply that the device or element referred to must have a specific orientation or be constructed and operated in a specific orientation, and therefore should not be construed as limiting the scope of protection of this utility model. The directional terms "inner" and "outer" refer to the inner or outer contours relative to the outline of each component itself.

[0068] For ease of description, spatial relative terms such as "above," "on top of," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation beyond the orientation of the device as described in the figures. For example, if the device in the figures were inverted, a device described as "above" or "on top of" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0069] Furthermore, it should be noted that the use of terms such as "first" and "second" to define components is merely for the purpose of distinguishing the corresponding components. Unless otherwise stated, the above terms have no special meaning and therefore should not be construed as limiting the scope of protection of this utility model.

[0070] The above description is merely a preferred embodiment of this utility model and is not intended to limit the utility model. Various modifications and variations can be made to this utility model by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

Claims

1. A hybrid power drive device, characterized in that, The hybrid drive unit includes an engine (1), an MG1 motor (8), an MG2 motor (10), a planetary gear mechanism (6), a C1 clutch (7), a B0 brake (5), and a B1 brake (9); The planetary gear mechanism (6) is disposed between the engine (1) and the MG1 motor (8). The engine (1) is connected to the planet carrier (4) of the planetary gear mechanism (6). The MG1 motor shaft (81) of the MG1 motor (8) is connected to the sun gear (63) of the planetary gear mechanism (6). The MG2 motor shaft (11) of the MG2 motor (10) is connected to the wheel drive. The C1 clutch (7) can control the connection between the ring gear (61) of the planetary gear mechanism (6) and the wheel. The B0 brake (5) can brake or release the ring gear (61). The B1 brake (9) can brake or release the MG1 motor shaft (81).

2. The hybrid drive device according to claim 1, characterized in that, The hybrid drive unit also includes an intermediate shaft (17), the gear ring (61) is drivably connected to the intermediate shaft (17), the C1 clutch (7) is drivably connected to the intermediate shaft (17), and the intermediate shaft (17) is drivably connected to the wheel.

3. The hybrid drive device according to claim 2, characterized in that, The hybrid drive device further includes a gear ring output drive gear (18) and a gear ring output driven gear (13). The gear ring output drive gear (18) is disposed on the gear ring (61), and the gear ring output driven gear (13) is disposed on the intermediate shaft (17). The gear ring output drive gear (18) meshes with the gear ring output driven gear (13). The C1 clutch (7) can control the connection relationship between the gear ring output drive gear (18) and the gear ring (61).

4. The hybrid drive device according to claim 3, characterized in that, The MG2 motor shaft (11) is provided with an MG2 output drive gear (12), which meshes with the gear ring output driven gear (13).

5. The hybrid drive device according to claim 2, characterized in that, The hybrid drive unit further includes an intermediate shaft main reduction drive gear (16), a main reduction driven gear (15), and a differential (14). The intermediate shaft main reduction drive gear (16) is mounted on the intermediate shaft (17). The intermediate shaft main reduction drive gear (16) meshes with the main reduction driven gear (15). The main reduction driven gear (15) is driven connected to the differential (14). The differential (14) is driven connected to the wheels.

6. The hybrid drive device according to claim 1, characterized in that, The hybrid drive unit also includes a torsional damper (2) and an engine input shaft (3), wherein the engine (1) is connected to the engine input shaft (3) via the torsional damper (2), and the engine input shaft (3) is connected to the planetary carrier (4).

7. The hybrid drive device according to claim 6, characterized in that, The MG1 motor shaft (81) is coaxial with the engine input shaft (3), and the MG1 motor shaft (81) is parallel to the MG2 motor shaft (11).

8. The hybrid drive device according to any one of claims 1 to 7, characterized in that, The hybrid drive unit further includes a one-way clutch (100) disposed between the crankshaft and the cylinder block of the engine (1). The one-way clutch (100) has a disengaged state when the engine (1) is working and a locked state when the MG1 motor (8) is driving. When the one-way clutch (100) is in the disengaged state, the crankshaft can rotate relative to the cylinder block. When the one-way clutch (100) is in the locked state, the crankshaft is fixed relative to the cylinder block.

9. The hybrid drive device according to claim 8, characterized in that, The one-way clutch (100) includes a first locking part and a second locking part capable of locking engagement. The first locking part is connected to the planetary carrier (4), and the second locking part is connected to the cylinder block.

10. A vehicle, characterized in that, The vehicle includes a hybrid drive unit, which is the hybrid drive unit according to any one of claims 1 to 9.

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