Integrated hybrid system and vehicle

Abstract

The application provides an integrated hybrid power system and a vehicle, the integrated hybrid power system comprising a range extender assembly, a distributed dual electric drive assembly, a first coupling structure and a second coupling structure, the range extender assembly comprising an engine and a generator, the output end of the engine being connected to the generator, the distributed dual electric drive assembly comprising a first drive motor, a second drive motor and a differential lock, the first drive motor and the second drive motor being used for connecting different wheel half shafts respectively, the differential lock being arranged between the two wheel half shafts, the range extender assembly and the distributed dual electric drive assembly being physically connected through the first coupling structure, the range extender assembly and the distributed dual electric drive assembly being electrically connected through the second coupling structure, through the integrated arrangement of the engine, the generator, the first drive motor and the second drive motor, the distributed driving purpose of the vehicle can be realized, and the volume of the whole power assembly can be optimized through the integrated arrangement.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to an integrated hybrid power system and a vehicle. Background Technology

[0002] Faced with the global energy crisis and environmental protection pressures, developing new energy vehicles has become a strategic direction for the automotive industry. Among them, hybrid vehicles, while retaining the long driving range advantage of traditional gasoline vehicles, effectively improve fuel economy and reduce emissions, making them a mature and widely used technology. The key to hybrid technology lies in the coordinated work of the engine and electric motor, allowing the engine to operate within its most efficient range and fully utilizing regenerative braking to achieve overall efficiency improvements.

[0003] In existing technologies, typical hybrid power systems usually employ a combination of an engine, a generator, and a drive motor, such as series, parallel, and series-parallel configurations. In a series configuration, the engine and generator are connected, and the generated electricity drives the motor or charges the battery through an inverter. This configuration is simple, but the energy conversion path is long, resulting in lower efficiency at high speeds. In a parallel configuration, both the engine and the drive motor can directly output power to drive the wheels. Although the transmission efficiency is higher, the motor mainly plays an auxiliary role, limiting pure electric driving capability, and the engine's operating point adjustment range is relatively small.

[0004] More advanced hybrid structures (such as power-split types) can combine the advantages of series and parallel connections, but they generally use complex mechanical coupling devices such as planetary gear mechanisms to achieve power distribution and coupling. These systems have the following inherent drawbacks: First, their structure is complex, manufacturing costs are high, and mechanical losses occur during transmission; second, the system's control strategy is complex, requiring highly sophisticated software algorithms; third, due to the limitations of the mechanical structure, the engine, generator, and drive motor are usually connected as separate units via housings, mechanical connectors, and wiring harnesses, resulting in an excessively long axial dimension and large volume of the entire powertrain, making it difficult to lay out on the vehicle chassis and severely restricting the flexibility and space utilization of the overall vehicle design. Utility Model Content

[0005] This application provides an integrated hybrid power system and vehicle to solve the problem that the independent setting of components in existing hybrid power systems results in an excessively long axial dimension and large volume of the entire powertrain, making it difficult to lay out on the vehicle chassis and severely restricting the flexibility and space utilization of the overall vehicle design.

[0006] In a first aspect, embodiments of this application provide an integrated hybrid power system, comprising: A range extender assembly includes an engine and a generator, with the output of the engine connected to the generator; A distributed dual-electric drive assembly includes a first drive motor, a second drive motor, and a differential lock. The first drive motor and the second drive motor are respectively used to connect to different wheel half-shafts. The differential lock is disposed between the two wheel half-shafts and is used to limit the speed difference between the different wheels. A first coupling structure and a second coupling structure are provided, wherein the range extender assembly and the distributed dual electric drive assembly are physically connected through the first coupling structure, and the range extender assembly and the distributed dual electric drive assembly are electrically connected through the second coupling structure.

[0007] In one embodiment, the engine is located on one side of the integrated hybrid power system in the height direction; the distributed dual electric drive assembly is located on the other side of the integrated hybrid power system in the height direction; and the generator is located on one side of the integrated hybrid power system in the width direction.

[0008] In one embodiment, the first drive motor and the second drive motor are arranged symmetrically to each other.

[0009] In one embodiment, the integrated hybrid power system includes a first magnetic ring and a second magnetic ring, the first magnetic ring being connected to the first drive motor and the second magnetic ring being connected to the second drive motor.

[0010] In one embodiment, the first magnetic ring and the second magnetic ring are arranged symmetrically to each other.

[0011] In one embodiment, the engine includes a connecting crankshaft, the output end of which is directly connected to the generator.

[0012] In one embodiment, the integrated hybrid power system includes a first suspension assembly, a second suspension assembly, a third suspension assembly, and a fourth suspension assembly. The first suspension assembly and the second suspension assembly are located on one side of the integrated hybrid power system in the width direction and are spaced apart from each other. The third suspension assembly and the fourth suspension assembly are located on the other side of the hybrid power system in the width direction and are spaced apart from each other.

[0013] In one embodiment, in the width direction of the integrated hybrid power system, the first suspension assembly and the third suspension assembly are disposed opposite to each other, and the second suspension assembly and the fourth suspension assembly are disposed opposite to each other.

[0014] In one embodiment, the first suspension assembly / second suspension assembly / third suspension assembly / fourth suspension assembly is a hydraulic suspension assembly.

[0015] Secondly, embodiments of this application also provide a vehicle including the integrated hybrid power system mentioned in any of the above embodiments.

[0016] The integrated hybrid power system provided in this application includes a range extender assembly and a distributed dual electric drive assembly. The range extender assembly includes an engine and a generator. The output of the engine is connected to the generator, enabling the engine to drive the generator to generate electricity. The distributed dual electric drive assembly includes a first drive motor and a second drive motor. The first and second drive motors are respectively connected to different wheel axles, thereby achieving the distributed drive purpose of the vehicle directly through the first and second drive motors. The range extender assembly and the distributed dual electric drive assembly are physically connected through a first coupling structure and electrically connected through a second coupling structure. It should be noted that in this embodiment, by integrating the engine, generator, first drive motor, and second drive motor, the distributed drive purpose of the vehicle can be achieved. Furthermore, the integrated arrangement optimizes the overall powertrain volume, improving the flexibility and space utilization of the vehicle layout.

[0017] In the integrated hybrid system provided in this embodiment, the distributed dual electric drive component also includes a differential lock. The differential lock is set between the two wheel half-shafts. By setting the differential lock, when one wheel of the vehicle slips, the torque output of the drive motor on the slipping side can be reduced and the torque of the drive motor on the side with traction can be increased. In this way, by limiting the speed difference between different wheels, the anti-slip and off-road performance of the vehicle can be effectively improved. Attached Figure Description

[0018] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0019] Figure 1 This is a schematic diagram of the overall structure of the integrated hybrid power system provided in the embodiments of this application.

[0020] Figure 2 This is a schematic diagram of the overall structure of the integrated hybrid power system provided in an embodiment of this application, from another perspective.

[0021] Figure 3 A power transmission structure diagram of an integrated hybrid power system provided in an embodiment of this application.

[0022] Figure 4 A schematic diagram of the overall structure of the distributed dual electric drive assembly in the integrated hybrid power system provided in this application embodiment.

[0023] Figure 5This is a schematic diagram of the overall structure of the integrated hybrid power system provided in an embodiment of this application from another perspective.

[0024] Explanation of reference numerals in the attached figures: 100. Integrated hybrid power system; 110. Engine; 111. Crankshaft connection; 120. Generator; 130. Distributed dual electric drive assembly; 131. First drive motor; 132. Second drive motor; 133. Differential lock; 134. First magnetic ring; 135. Second magnetic ring; 141. First suspension assembly; 142. Second suspension assembly; 143. Third suspension assembly; 144. Fourth suspension assembly; 150. DC bus; 161. Third drive motor; 162. Fourth drive motor; 170. Battery. Detailed Implementation

[0025] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application.

[0026] This application provides an integrated hybrid power system 100. Please refer to [link / reference]. Figure 1 and Figure 2 and Figure 3 , Figure 1 This is a schematic diagram of the overall structure of the integrated hybrid power system provided in the embodiments of this application. Figure 2 This is a schematic diagram of the overall structure of the integrated hybrid power system provided in an embodiment of this application, from another perspective. Figure 3This is a powertrain structure diagram of an integrated hybrid power system provided in an embodiment of this application. The integrated hybrid power system 100 provided in this embodiment includes a range extender assembly and a distributed dual electric drive assembly 130. The range extender assembly includes an engine 110 and a generator 120, wherein the output end of the engine 110 is connected to the generator 120, thereby enabling the engine 110 to drive the generator 120 to work and realize the power generation function. The distributed dual electric drive assembly 130 includes a first drive motor 131 and a second drive motor 132, which are respectively used to connect different wheel half-shafts, thereby enabling the distributed drive purpose of the vehicle to be directly realized through the first drive motor 131 and the second drive motor 132. The range extender assembly and the distributed dual electric drive assembly 130 are physically connected through a first coupling structure and electrically connected through a second coupling structure. It should be noted that, in this embodiment, by integrating the engine 110, generator 120, first drive motor 131 and second drive motor 132, the distributed drive purpose of the vehicle can be achieved, and the volume of the entire powertrain can be optimized through the integrated arrangement, thereby improving the flexibility and space utilization of the vehicle setup.

[0027] Furthermore, the distributed dual electric drive assembly 130 in the integrated hybrid power system 100 provided in this embodiment also includes a differential lock 133. The differential lock 133 is disposed between the two wheel half-shafts. By setting the differential lock 133, when one side of the vehicle's wheel slips, the torque output of the drive motor on the slipping side can be reduced and the torque of the drive motor on the side with traction can be increased. In this way, by limiting the speed difference between different wheels, the anti-slip and off-road performance of the vehicle can be effectively improved.

[0028] It should be noted that in this embodiment, the engine 110, generator 120, first drive motor 131 and second drive motor 132 can be integrated into the same housing, or the engine 110, generator 120, first drive motor 131 and second drive motor 132 can be disposed in different housings and integrated together, and no limitation is made here.

[0029] Furthermore, in the integrated hybrid power system 100 provided in this application, the engine 110 includes a crankshaft 111, the output end of which can be directly connected to the generator 120, to further optimize the overall volume of the integrated hybrid power system 100 and improve the power transmission efficiency of the integrated hybrid power system 100; in this embodiment, the first coupling structure can be a screwed structure for physically connecting the range extender assembly and the distributed dual electric drive assembly 130 through the first coupling structure, and the second coupling structure can be a DC bus 150, through which the generator 120, battery 170, and first... The electrical connection between drive motor 131 and second drive motor 132 enables the integrated hybrid power system 100 in this embodiment to support power generation mode (i.e., engine 110 drives generator 120 to generate electricity), pure electric mode (i.e., first drive motor 131 / second drive motor 132 directly drives the vehicle), and range-extending mode (i.e., engine 110 drives generator 120 to generate electricity, and first drive motor 131 / second drive motor 132 directly drives the vehicle). Furthermore, the connection via DC bus 150 significantly reduces the switching time between modes, making the switching time less than 200ms.

[0030] In other embodiments of this application, such as Figure 3 As shown, the electricity generated by the generator 120 can not only be transferred to the battery 170, but also directly drive the wheels. Simultaneously, the integrated hybrid system 100 also includes a third drive motor 161 and a fourth drive motor 162. When the vehicle is in kinetic energy recovery mode, the first drive motor 131, the second drive motor 132, the third drive motor 161, and the fourth drive motor 162 can feed the electricity generated by kinetic energy recovery back to the battery 170. It is understood that in this embodiment, the integrated hybrid system 100 may only integrate the first drive motor 131 and the second drive motor 132, forming a pure electric drive mode for the vehicle with the third drive motor 161 and the fourth drive motor 162; or in other embodiments of this application, the integrated hybrid system 100 may only integrate the engine 110 and the generator 120, forming a range-extending mode for the vehicle with the third drive motor 161 and the fourth drive motor 162.

[0031] In some embodiments, such as Figure 1As shown, the engine 110 is located on one side of the integrated hybrid power system 100 in the height direction, the distributed dual electric drive assembly 130 is located on the other side of the integrated hybrid power system 100 in the height direction, and the generator 120 is located on one side of the integrated hybrid power system 100 in the width direction. In this embodiment, by separating the engine 110 and the distributed dual electric drive assembly 130 along the height direction of the integrated hybrid power system 100, the mutual interference between the engine 110 and the distributed dual electric drive assembly 130 during vehicle operation can be avoided. At the same time, by setting the generator 120 on one side of the integrated hybrid power system 100 in the width direction, the dimensions of the integrated hybrid power system 100 in the height direction can be further optimized, the volume of the entire powertrain can be further optimized, and the flexibility and space utilization of the vehicle layout can be improved.

[0032] Furthermore, such as Figure 2 and Figure 3 As shown, the first drive motor 131 and the second drive motor 132 are symmetrically arranged, thereby making the arrangement of internal components and the overall weight distribution of the integrated hybrid power system 100 more uniform through the symmetrical arrangement.

[0033] In some embodiments, please combine Figures 1-3 And see Figure 4 , Figure 4 This is a schematic diagram of the overall structure of the distributed dual electric drive assembly in the integrated hybrid power system provided in this application embodiment. The integrated hybrid power system 100 further includes a first magnetic ring 134 and a second magnetic ring 135. The first magnetic ring 134 is connected to the first drive motor 131, and the second magnetic ring 135 is connected to the second drive motor 132. By setting the first magnetic ring 134 and the second magnetic ring 135, common-mode current can be suppressed, thereby reducing electromagnetic interference and optimizing EMC (Electromagnetic compatibility) performance.

[0034] Furthermore, the first magnetic ring 134 and the second magnetic ring 135 are arranged symmetrically to ensure that the arrangement of internal components and the overall weight distribution of the integrated hybrid power system 100 are uniform.

[0035] In some embodiments, please combine Figures 1-3 And see Figure 5 , Figure 5This is a schematic diagram of the overall structure of the integrated hybrid power system provided in this application embodiment from another perspective. The integrated hybrid power system 100 includes a first suspension assembly 141, a second suspension assembly 142, a third suspension assembly 143, and a fourth suspension assembly 144. The first suspension assembly 141 and the second suspension assembly 142 are located on one side of the integrated hybrid power system 100 in the width direction and are spaced apart from each other. The third suspension assembly 143 and the fourth suspension assembly 144 are located on the other side of the integrated hybrid power system 100 in the width direction and are spaced apart from each other. By respectively setting the first suspension assembly 141, the second suspension assembly 142, the third suspension assembly 143, and the fourth suspension assembly 144, better load-bearing and limiting effects can be achieved for the integrated hybrid power system 100, and the vibration of the integrated hybrid power system 100 can be further reduced to achieve the purpose of noise reduction.

[0036] Furthermore, such as Figure 1 and Figure 4 As shown, in the width direction of the integrated hybrid power system 100, the first suspension assembly 141 and the third suspension assembly 143 are arranged opposite to each other, and the second suspension assembly 142 and the fourth suspension assembly 144 are arranged opposite to each other, thereby further improving the limiting and vibration reduction effect of the integrated hybrid power system 100.

[0037] It should be noted that in this embodiment, the first suspension assembly 141, the second suspension assembly 142, the third suspension assembly 143, and the fourth suspension assembly 144 can be hydraulic suspension assemblies. As an active damping unit, the hydraulic suspension assembly can dynamically adjust the stiffness of each support point (adjustment range ±30%) to compensate for the center of gravity shift caused by the compact space. The active anti-torsional vibration capability of the hydraulic suspension assembly can isolate and deal with the differentiated treatment of low-frequency vibration (5Hz-25Hz) of engine 110 and high-frequency electromagnetic vibration (200Hz-800Hz) of motor for multi-source vibration isolation.

[0038] This application also provides a vehicle including an integrated hybrid power system 100 comprising any of the above.

[0039] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0040] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, features defined with "first" and "second" may explicitly or implicitly include one or more features.

[0041] The integrated hybrid power system and vehicle provided in the embodiments of this application have been described in detail above. Specific examples have been used to illustrate the principles and implementation methods of this application. The description of the above embodiments is only for the purpose of helping to understand the method and core ideas of this application. At the same time, for those skilled in the art, there will be changes in the specific implementation methods and application scope based on the ideas of this application. Therefore, the content of this specification should not be construed as a limitation of this application.

Claims

1. An integrated hybrid power system (100), characterized in that, include: The range extender assembly includes an engine (110) and a generator (120), with the output of the engine (110) connected to the generator (120). The distributed dual electric drive assembly (130) includes a first drive motor (131), a second drive motor (132), and a differential lock (133). The first drive motor (131) and the second drive motor (132) are respectively used to connect different wheel half-shafts. The differential lock (133) is disposed between the two wheel half-shafts and is used to limit the speed difference between different wheels. The first coupling structure and the second coupling structure are used to physically connect the range extender assembly and the distributed dual electric drive assembly (130) through the first coupling structure and electrically connect the range extender assembly and the distributed dual electric drive assembly (130) through the second coupling structure.

2. The integrated hybrid power system (100) according to claim 1, characterized in that, The engine (110) is located on one side of the integrated hybrid power system (100) in the height direction; the distributed dual electric drive assembly (130) is located on the other side of the integrated hybrid power system (100) in the height direction; and the generator (120) is located on one side of the integrated hybrid power system (100) in the width direction.

3. The integrated hybrid power system (100) according to claim 1, characterized in that, The first drive motor (131) and the second drive motor (132) are arranged symmetrically to each other.

4. The integrated hybrid power system (100) according to claim 1, characterized in that, The integrated hybrid power system (100) includes a first magnetic ring (134) and a second magnetic ring (135), wherein the first magnetic ring (134) is connected to the first drive motor (131) and the second magnetic ring (135) is connected to the second drive motor (132).

5. The integrated hybrid power system (100) according to claim 4, characterized in that, The first magnetic ring (134) and the second magnetic ring (135) are arranged symmetrically to each other.

6. The integrated hybrid power system (100) according to claim 1, characterized in that, The engine (110) includes a connecting crankshaft (111), the output end of which is directly connected to the generator (120).

7. The integrated hybrid power system (100) according to claim 1, characterized in that, The integrated hybrid power system (100) includes a first suspension assembly (141), a second suspension assembly (142), a third suspension assembly (143), and a fourth suspension assembly (144). The first suspension assembly (141) and the second suspension assembly (142) are located on one side of the integrated hybrid power system (100) in the width direction and are spaced apart from each other. The third suspension assembly (143) and the fourth suspension assembly (144) are located on the other side of the hybrid power system (100) in the width direction and are spaced apart from each other.

8. The integrated hybrid power system (100) according to claim 7, characterized in that, In the width direction of the integrated hybrid power system (100), the first suspension assembly (141) and the third suspension assembly (143) are arranged opposite to each other, and the second suspension assembly (142) and the fourth suspension assembly (144) are arranged opposite to each other.

9. The integrated hybrid power system (100) according to claim 7, characterized in that, The first suspension assembly (141) / the second suspension assembly (142) / the third suspension assembly (143) / the fourth suspension assembly (144) are hydraulic suspension assemblies.

10. A vehicle, characterized in that, Includes the integrated hybrid power system (100) as described in any one of claims 1-9.

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