SEKCJA ZWŁOK: Przekładnia hybrydowa DHT z Jaecoo 7 / Omoda. Analiza techniczna napędu Super Hybrid

Overview

This video is a technical teardown/analysis of the “Super Hybrid” hybrid drive used in Jaecoo/Omoda vehicles (Chinese brands). The presenter (“Professor Chris”) reverse-engineers a gearbox/drive unit obtained from an accident car and compares the design decisions to Toyota’s hybrid approach.

The system is described as a “true hybrid” (not an EV), with enough capability to run on electric power alone, and—importantly—not presented as a straightforward ECVT copy.

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What the system is (high-level architecture)

• True hybrid layout: Internal combustion engine (ICE) + two 3-phase motor-generators + battery, enabling electric-only operation.

• Positioned as a potential competitor to Toyota hybrid systems, but the presenter emphasizes it is not an ECVT copy in principle.

• During disassembly, the unit is described as containing:
  • One motor-generator rigidly connected to the ICE (MG1-like function).
  • Another motor-generator rigidly connected to the wheel/axle side (MG2-like function).
  • A single wet clutch that mechanically couples/decouples the ICE-side to the wheel-side, while the electric machines manage torque blending.

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Key mechanical and electro-mechanical findings

Clutch concept vs. Toyota ECVT

• The gearbox uses permanent clutch engagement characteristics, which the presenter frames as improving driver feel by reducing typical CVT/ECVT noise concerns (e.g., “howling”).
• The presenter repeatedly contrasts this with Toyota-style ECVT mechanisms, arguing the architecture depends on:
  • a wet clutch, and
  • torque blending controlled via the motor-generators.

Torque management (control logic inferred)

The video suggests the clutch may allow partial slippage to enable:

• smooth blending,
• efficient coupling of ICE torque into the drive train.

It also indicates both electric machines can add or generate torque independently, depending on mode, such as:

• electric-only,
• ICE generator mode, or
• mechanically coupled ICE-to-wheels mode.

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Cooling, sensing, and electronics-related components

Three-phase motor hardware

• Large stator assemblies and high-current terminals/cables for the motor-generators.
• Resolvers on each motor-generator provide:
  • speed feedback, and
  • rotor position information to the controller.

Temperature sensing

• Winding temperature sensors are present.

Oil circulation / lubrication

Oil and cooling flow are described as varying by operating state:

• A pump driven by wheels rotation for electric driving scenarios.
• Additional pump operation when the ICE is running (since the ICE can also act as a generator).

The oil system includes:

• cooling circuits, and
• clutch pressure control.

Mechatronics

• A mechatronics section includes three valves/solenoids that control/redirect hydraulic oil for clutch operation.
• The presenter notes these were “designed this way,” but redundancy/purpose is not fully clarified in the video.

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Gear reduction and physical gearset observations

• The unit includes a differential/gear section with an observed ~10:1 overall differential-style ratio.
• The presenter also measures the ICE-to-drive rigid coupling ratio:
  • ~3.25:1 when mechanically coupled,
  • compared against an “efficient high-gear behavior” analogy (around 5th gear-like behavior for economical cruising).

Wear and maintenance notes

• Bearing wear marks are described as subtle; the presenter reports no concerning metal filings.
• The oil filter is not replaceable without major disassembly of the gearbox—meaning the unit must be split/removed.

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Quality assessment (review-style evaluation)

The presenter is unexpectedly positive about overall build quality:

• Claims no major workmanship defects.
• Notes good material thickness and no obvious shortcomings.
• Mentions gearbox casting stamps seen as “Chinese,” but still rates machining/assembly quality highly.
• Some bearings show wear, but the presenter frames it as normal, not alarming given the gearbox’s condition.

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Comparison and conclusions

Not an ECVT copy

• While there are superficial overlaps (hybrid-electric machines are common concepts), the presenter argues this drive is:
  • different overall, and
  • simpler than Toyota ECVT architecture.

“Smaller” complexity claim

• A key recurring point: the system has only one clutch, positioned as a simplification compared to what some expectations (e.g., from brochures) might imply.

Engineering philosophy

• The presenter concludes that the Chinese approach here “keeps things simple,” and argues Western/European suppliers often overcomplicate designs—raising cost and complexity.

Caveat on reliability

• Because the cars are new and this is an accident-unit teardown, long-term reliability conclusions are deferred to “time/practice.”

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Tutorials / guides / review content highlighted

No consumer step-by-step guide is provided. Instead, the video functions as a technical walkthrough through:

• reverse-engineering/autopsy of the hybrid drive gearbox,
• component identification (motor-generators, clutch, resolvers, oil pumps, mechatronics),
• measured physical gear ratios and hydraulic behavior descriptions,
• comparison against Toyota ECVT architecture.

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Main speakers and sources

• Speaker: “Professor Chris” (automotive workshop owner; does reverse-engineering/teardowns).
• Referenced comparators (not speaking):
  • Toyota hybrid ECVT
  • (as an analogy) Tesla EV drivetrains