CN216101513U - Two-gear hybrid power coupling mechanism and control system - Google Patents

Abstract

The utility model relates to the technical field of automobile power, and discloses a two-gear hybrid power coupling mechanism and a control system, wherein the mechanism comprises an engine, a generator, a driving motor, an intermediate shaft, a shock absorber, a differential and a gear assembly; the driving motor and the generator are coaxially sleeved; the first gear set comprises a first gear fixedly connected with the input shaft of the engine, a third gear and a second gear sleeved on the input shaft of the engine; the second gear set comprises a fourth gear fixedly connected with the input shaft of the generator and a fifth gear fixedly connected with the input shaft of the driving motor; the third gear set comprises a sixth gear fixedly connected to the intermediate shaft, a seventh gear and an eighth gear sleeved on the intermediate shaft; the first clutch is used for controlling the second gear to be fixedly connected with the input shaft of the engine or to be sleeved with the input shaft of the engine; the second clutch is used for controlling the eighth gear to be fixedly connected with the intermediate shaft or to be free. The two-gear hybrid power coupling mechanism provided by the utility model can realize multiple driving modes, and effectively improves the dynamic property and the economical efficiency.

Description

Two-gear hybrid power coupling mechanism and control system

Technical Field

The utility model relates to the technical field of automobile power, in particular to a two-gear hybrid power coupling mechanism and a control system.

Background

In the prior art, the powertrain includes an engine (internal combustion engine) and a drive train consisting of a transmission, a differential and a propeller shaft. Its function is to provide the vehicle with the driving power required for the driving wheels. Internal combustion engines have a range of speeds and torques and achieve optimum operation within a small range, with minimum fuel consumption, minimum harmful emissions, or both. However, the actual road conditions vary greatly, and they are reflected not only in the speed of the driving wheels, but also in the torque required by the driving wheels. Therefore, it is the primary task of the transmission to achieve the optimum speed and torque of the internal combustion engine, i.e., the optimum power state, and match the power state of the driving wheels well.

In recent years, the emergence of motor hybrid technology has opened up a new approach for achieving complete matching of power between an internal combustion engine and a power wheel. Among the many designs of powertrain, the most representative are the series hybrid system and the parallel hybrid system. In the series hybrid system of the electric motor, a generator of the internal combustion engine, a motor, a shafting and a driving wheel form a series power chain, and the structure of the power assembly is extremely simple. Wherein the generator-motor combination can be considered as a transmission in the conventional sense. When used in combination with an energy storage device, such as a battery, capacitor, etc., the transmission may also function as an energy modulation device to accomplish independent speed and torque modulation.

The motor parallel system is provided with two parallel independent power chains. One consisting of a conventional mechanical transmission and the other consisting of an electric motor-battery system. The mechanical transmission is responsible for speed regulation, while the electric machine-battery system regulates power or torque. In order to fully develop the potential of the whole system, the mechanical transmission also needs to adopt a stepless speed change mode.

The serial hybrid system has the advantages of simple structure and flexible layout. However, since all power passes through the generator and the motor, the power requirement of the motor is high, the volume is large, and the weight is heavy. Meanwhile, the energy transmission process is converted by two machines, namely electricity and machine, so that the efficiency of the whole system is low. In a parallel hybrid system, only a portion of the power passes through the electric machine system, and therefore, the power requirements on the electric machine are relatively low. The efficiency of the whole system is high. However, the system needs two sets of independent subsystems and is high in manufacturing cost. Typically only for weak mixing systems.

According to the above description, most of the existing electromechanical coupling systems only have one gear, and the dynamic property and the economical efficiency are limited.

Accordingly, there is a need in the art for improvements.

SUMMERY OF THE UTILITY MODEL

The purpose of the utility model is: the utility model provides a two-gear hybrid power coupling mechanism and a control system, which aim to solve the technical problems that most of electromechanical coupling systems in the prior art only have one gear, and the dynamic property and the economical efficiency are limited.

In order to achieve the above object, the present invention provides a two-gear hybrid coupling mechanism, comprising:

an engine having an engine input shaft;

a generator having a generator input shaft;

the driving motor is provided with a driving motor input shaft and is coaxially sleeved with the generator;

an intermediate shaft;

a damper provided on the engine input shaft;

a differential connected to a wheel axle;

the first gear set comprises a first gear fixedly connected to the engine input shaft, a third gear and a second gear sleeved on the engine input shaft;

the second gear set comprises a fourth gear and a fifth gear, the fourth gear is fixedly connected with the input shaft of the generator and is in meshed connection with the first gear, and the fifth gear is fixedly connected with the input shaft of the driving motor;

the third gear set comprises a sixth gear, a seventh gear and an eighth gear, wherein the sixth gear and the seventh gear are fixedly connected to the intermediate shaft, and the eighth gear is sleeved on the intermediate shaft; the sixth gear is in meshed connection with the differential, the seventh gear is in meshed connection with the fifth gear and the second gear respectively, and the eighth gear is in meshed connection with the third gear;

the first clutch is arranged on the engine input shaft and used for controlling the second gear to be fixedly connected with or sleeved on the engine input shaft;

and the second clutch is arranged on the intermediate shaft and is used for controlling the eighth gear to be fixedly connected with or sleeved on the intermediate shaft in an empty mode.

In some embodiments of the present application, the first clutch is disposed on the intermediate shaft, the second gear is fixedly connected to the engine input shaft, the seventh gear is sleeved on the intermediate shaft, and the first clutch is used for controlling the seventh gear to be fixedly connected to or sleeved on the intermediate shaft.

In some embodiments of the present application, the second clutch is disposed on the engine input shaft, the eighth gear is fixedly connected to the intermediate shaft, the third gear is sleeved on the engine input shaft, and the second clutch is used for controlling the third gear to be fixedly connected to or sleeved on the engine input shaft.

In some embodiments of the present application, the first clutch is disposed on the intermediate shaft, the second gear is fixedly connected to the engine input shaft, the seventh gear is sleeved on the intermediate shaft, and the first clutch is used for controlling the seventh gear to be fixedly connected to or free from the intermediate shaft;

the second clutch is arranged on the engine input shaft, the eighth gear is fixedly connected to the intermediate shaft, the third gear is sleeved on the engine input shaft, and the second clutch is used for controlling the third gear to be fixedly connected with or sleeved on the engine input shaft in an empty mode.

In some embodiments of the present application, a third clutch is further included, which is provided on the input shaft of the engine to control whether the engine outputs power.

In some embodiments of the present application, the intermediate shaft further comprises a ninth gear fixedly connected to the intermediate shaft and in meshed connection with the fifth gear, such that the seventh gear is in meshed connection with only the second gear.

In some embodiments of the present application, the damper is a torsional damper or a dual mass flywheel

The utility model also provides a two-gear hybrid power coupling control system, which is used for driving the hybrid electric vehicle and comprises a two-gear hybrid power coupling mechanism and a mode control device;

the two-gear hybrid coupling mechanism comprises:

an engine having an engine input shaft;

a generator having a generator input shaft;

the driving motor is provided with a driving motor input shaft and is coaxially sleeved with the generator;

an intermediate shaft;

a damper provided on the engine input shaft;

a differential connected to a wheel axle;

the first gear set comprises a first gear fixedly connected to the engine input shaft, a third gear and a second gear sleeved on the engine input shaft;

the second gear set comprises a fourth gear and a fifth gear, the fourth gear is fixedly connected with the input shaft of the generator and is in meshed connection with the first gear, and the fifth gear is fixedly connected with the input shaft of the driving motor;

the third gear set comprises a sixth gear, a seventh gear and an eighth gear, wherein the sixth gear and the seventh gear are fixedly connected to the intermediate shaft, and the eighth gear is sleeved on the intermediate shaft; the sixth gear is in meshed connection with the differential, the seventh gear is in meshed connection with the fifth gear and the second gear respectively, and the eighth gear is in meshed connection with the third gear;

the first clutch is arranged on the engine input shaft and used for controlling the second gear to be fixedly connected with or sleeved on the engine input shaft;

the second clutch is arranged on the intermediate shaft and used for controlling the eighth gear to be fixedly connected with or sleeved on the intermediate shaft in an empty mode;

a third clutch provided on the engine input shaft to control whether the engine outputs power;

the mode control device is used for determining the working mode of the two-gear hybrid coupling mechanism according to the current battery SOC value or/and the automobile speed requirement, and switching the two-gear hybrid coupling mechanism to the determined working mode, wherein the working mode comprises a single-motor pure electric driving mode, a double-motor pure electric two-gear driving mode, a hybrid two-gear driving mode and an extended range driving mode.

In some embodiments of the present application, the mode control means comprises:

the comparison module is used for comparing the current battery SOC value with a first threshold value, or/and comparing the current speed of the automobile with a second threshold value;

the working mode determining module is used for determining the working mode of the two-gear hybrid power coupling mechanism according to the comparison result; the working modes comprise a single-motor pure electric driving mode, a double-motor pure electric two-gear driving mode, a hybrid power two-gear driving mode and an extended range driving mode;

and the working mode switching module is used for controlling the closing or the position of each element in the two-gear hybrid power coupling mechanism according to the determined working mode so as to switch the two-gear hybrid power coupling mechanism to the working mode.

In some embodiments of the present application, the working mode switching module specifically performs the switching of the working mode by using the following method:

when the determined working mode is a single-motor pure electric driving mode, controlling the engine and the generator to be closed, controlling the driving motor to work, controlling the third clutch, the first clutch and the second clutch to be in an uncombined state, and outputting driving force to wheels;

when the determined working mode is a double-motor pure electric 1-gear driving mode, controlling the engine to be closed, controlling the generator and the driving motor to work, controlling the first clutch to be combined, and controlling the third clutch and the second clutch to be not combined to output driving force to wheels together;

when the determined working mode is a double-motor pure electric 2-gear driving mode, controlling the engine to be closed, controlling the generator and the driving motor to work, controlling the second clutch to be combined, and controlling the first clutch and the third clutch to be not combined to output driving force to wheels together;

when the determined working mode is a hybrid power 1-gear driving mode, controlling the engine to work, controlling the generator and the driving motor to work, controlling the first clutch and the third clutch to be combined, controlling the second clutch to be not combined, and outputting driving force to wheels together;

when the determined working mode is a hybrid 2-gear driving mode, controlling the engine to work, controlling the generator and the driving motor to work, controlling the second clutch and the third clutch to be combined, controlling the first clutch to be not combined, and outputting driving force to wheels together;

and when the determined working mode is a range-extended driving mode, controlling the engine, the generator and the driving motor to work, controlling the third clutch to be combined, and controlling the first clutch and the second clutch to be not combined to output driving force to wheels together.

Compared with the prior art, the two-gear hybrid power coupling mechanism and the control system provided by the embodiment of the utility model have the beneficial effects that:

the two-gear hybrid power coupling mechanism provided by the utility model is simple in structure and comprises an engine, a generator, two motors, two clutches and a shaft tooth system, wherein the engine can directly participate in driving, and two gears of the engine can be selected; the engine and the generator are connected through the pair of speed-increasing gear pairs to achieve speed-increasing processing, the size and the cost of the motor can be reduced while the generating efficiency is improved, the space is saved, a single-motor pure electric driving mode, a hybrid two-gear driving mode and a range-increasing driving mode can be achieved, and the dynamic performance and the economical efficiency are effectively improved.

Drawings

In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings needed to be used in the embodiments or the prior art descriptions will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without inventive exercise.

Fig. 1 is a schematic structural view of a two-speed hybrid coupling mechanism according to embodiment 1 of the present invention;

FIG. 2 is a schematic structural diagram of a two-speed hybrid coupling mechanism according to embodiment 5 of the present invention;

FIG. 3 is a schematic structural diagram of a two-speed hybrid coupling mechanism according to embodiment 6 of the present invention;

FIG. 4 is a schematic structural diagram of a two-speed hybrid coupling mechanism according to embodiment 7 of the present invention;

FIG. 5 is a schematic diagram of the two-speed hybrid coupling control system of the present invention.

FIG. 6 is a flow chart illustrating a two-speed hybrid coupling control method of the present invention.

FIG. 7 is a power transfer schematic of the two-speed hybrid coupling control system of the present invention in a single motor electric-only drive mode;

FIG. 8 is a schematic power transmission diagram of the two-speed hybrid coupling control system of the present invention in a dual-motor electric-only 1-speed driving mode;

FIG. 9 is a schematic power transmission diagram of the two-speed hybrid coupling control system of the present invention in a dual-motor electric-only 2-speed drive mode;

FIG. 10 is a power transfer schematic of the two-speed hybrid coupling control system of the present invention in a hybrid 1-speed drive mode;

FIG. 11 is a power transfer schematic of the two-speed hybrid coupling control system of the present invention in a hybrid 2-speed drive mode;

FIG. 12 is a power transfer schematic of the two-speed hybrid coupling control system of the present invention in a range extended drive mode;

FIG. 13 is a block diagram of the mode control apparatus;

in the figure, 1, an engine; 2. a shock absorber; 3. an engine input shaft; 4. a first gear; 5. a first clutch; 6. a second gear; 7. a third gear; 8. a generator input shaft; 9. a drive motor input shaft; 10. a fourth gear; 11. a fifth gear; 12. a drive motor; 13. a generator; 14. an intermediate shaft; 15. a sixth gear; 16. a seventh gear; 17. an eighth gear; 18. a second clutch; 19. a differential gear; 20. a differential mechanism; 21. a third clutch; 22. a ninth gear; 100. a two-gear hybrid coupling mechanism; 200. mode control means.

Detailed Description

The following detailed description of embodiments of the present invention is provided in connection with the accompanying drawings and examples. The following examples are intended to illustrate the utility model but are not intended to limit the scope of the utility model.

In the description of the present invention, it is to be understood that the terms "upper", "lower", "left", "right", "top", "bottom", and the like, indicate orientations or positional relationships based on those shown in the drawings, and are only for convenience in describing the present invention and simplifying the description, but do not indicate or imply that the device or element referred to must have a specific orientation, be constructed in a specific orientation, and be operated, and thus, should not be construed as limiting the present invention.

It will be understood that the terms "length," "width," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," and the like, as used herein, refer to an orientation or positional relationship indicated in the drawings, which is solely for the purpose of facilitating the description and simplifying the description, and do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and is therefore not to be construed as limiting the utility model.

Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the present invention, "a plurality" means two or more unless specifically defined otherwise.

Example 1

Referring to fig. 1, a two-gear Hybrid coupling mechanism according to a preferred embodiment of the present invention is used for driving a Hybrid Vehicle, and particularly, may be applied to a plug in Hybrid Electric Vehicle (PHEV) or a Hybrid Electric Vehicle (HEV), and includes:

an engine 1 having an engine input shaft 3;

a generator 13 having a generator input shaft 8;

a driving motor 12 having a driving motor input shaft 9 and coaxially sleeved with the generator 13;

an intermediate shaft 14;

a damper 2 provided on an engine input shaft 3;

a differential 20 connected to wheel axles, the differential 20 having a differential gear 19;

the first gear set comprises a first gear 4, a third gear 7 and a second gear 6, wherein the first gear 4 and the third gear 7 are fixedly connected to the engine input shaft 3, and the second gear 6 is sleeved on the engine input shaft 3, and the first gear 4, the second gear 6 and the third gear 7 are sequentially arranged;

the second gear set comprises a fourth gear 10 and a fifth gear 11, the fourth gear 10 is fixedly connected to the generator input shaft 8 and is meshed with the first gear 4, and the fifth gear 11 is fixedly connected to the driving motor input shaft 9;

a third gear set, which includes a sixth gear 15 and a seventh gear 16 fixedly connected to the intermediate shaft 14, and an eighth gear 17 sleeved on the intermediate shaft 14, wherein the sixth gear 15 is meshed with a differential gear 19 of a differential 20, the seventh gear 16 is respectively meshed with the fifth gear 11 and the second gear 6, the eighth gear 17 is meshed with the third gear 7, and the sixth gear 15, the seventh gear 16 and the eighth gear 17 are sequentially arranged;

the first clutch 5 is arranged on the engine input shaft 3 and is used for controlling the second gear 6 to be fixedly connected with or sleeved on the engine input shaft 3;

the second clutch 18 is arranged on the intermediate shaft 14 and is used for controlling the eighth gear 17 to be fixedly connected with or sleeved on the intermediate shaft 14;

in the above arrangement, the connection relationship is that the gear rotates with the shaft when the gear is "fixed" and the gear does not rotate with the shaft when the gear is "free".

Example 2

This example differs from example 1 in that: the first clutch 5 is disposed at a different position, and in embodiment 1, the first clutch 5 is disposed on the engine input shaft 3, whereas in this embodiment, the first clutch 5 is disposed on the intermediate shaft 14, and in this embodiment, the second clutch 18 is disposed at the same position as in embodiment 1.

Specifically, when the first clutch 5 is disposed on the intermediate shaft 14, the second gear 6 is fixedly connected to the engine input shaft 3, the seventh gear 16 is sleeved on the intermediate shaft 14, and the first clutch 5 is used for controlling the seventh gear 16 to be fixedly connected with or free from the intermediate shaft 14.

Example 3

This example differs from example 1 in that: the second clutch 18 is disposed at a different position, and the second clutch 18 is disposed on the intermediate shaft 14 in embodiment 1, whereas the second clutch 18 is disposed on the engine input shaft 3 in this embodiment, and the position of the first clutch 5 in this embodiment is the same as that in embodiment 1.

Specifically, when the second clutch 18 is disposed on the engine input shaft 3, the eighth gear 17 is fixedly connected to the intermediate shaft 14, the third gear 7 is sleeved on the engine input shaft 3, and the second clutch 18 is used for controlling the third gear 7 to be fixedly connected with or sleeved on the engine input shaft 3.

Example 4

This example differs from example 1 in that: the arrangement positions of the first clutch 5 and the second clutch 18 are reversed from embodiment 1, that is:

the first clutch 5 is arranged on the intermediate shaft 14, the second gear 6 is fixedly connected to the engine input shaft 3, the seventh gear 16 is sleeved on the intermediate shaft 14, and the first clutch 5 is used for controlling the seventh gear 16 to be fixedly connected with or sleeved on the intermediate shaft 14 in an empty mode.

The second clutch 18 is arranged on the engine input shaft 3, the eighth gear 17 is fixedly connected to the intermediate shaft 14, the third gear 7 is sleeved on the engine input shaft 3, and the second clutch 18 is used for controlling the third gear 7 to be fixedly connected with or sleeved on the engine input shaft 3.

The above embodiments 1 to 4 show that the positions of the first clutch 5 and the second clutch 18 have various arrangements, and the connection relationship between the controlled gear and the shaft is changed slightly according to the arrangement, so that the flexibility is high.

Example 5

Referring to fig. 2, the present embodiment is different from embodiment 1 in that: in addition to the embodiment 1, the present invention further includes a ninth gear 22 fixed to the intermediate shaft 14, and meshed with the fifth gear 11, so that the seventh gear 16 is meshed with only the second gear 6.

Any of embodiments 2-4 may be similarly provided with the ninth gear 22 described above.

In the solutions of embodiments 1 to 4, the seventh gear 16 is meshed with the fifth gear 11 and the second gear 6, that is, a connection relationship of 3 gears meshing is formed, so that the two-gear hybrid coupling mechanism has a more compact overall structure, a short axial dimension, and a small mechanism volume.

In the scheme of the embodiment 5, the ninth gear 22 is additionally meshed with the fifth gear 11, so that the seventh gear 16 is only meshed with the second gear 6 to form a 2-gear meshed connection relationship, the axial size is increased, the transmission is more stable, and when a fault occurs inside the mechanism (such as obviously overlarge noise), the troubleshooting and the maintenance are easier.

Example 6

Referring to fig. 3, the present embodiment is different from embodiment 1 in that: in addition to embodiment 1, the present invention further includes a third clutch 21, which is disposed on the engine input shaft 3, specifically, between the damper 2 and the first gear 4, and is used to control whether the engine 1 outputs power.

Any of embodiments 2-4 may be similarly provided with the third clutch 21 described above.

Example 7

Referring to fig. 4, embodiment 7 is a version in which a third clutch 21 is provided in addition to embodiment 5.

In any of the above embodiments, the damper 2 may be a torsional damper or a dual mass flywheel.

Accordingly, referring to fig. 5, the present invention also provides a two-gear hybrid coupling control system for driving a hybrid vehicle, comprising a two-gear hybrid coupling mechanism 100 and a mode control device 200, wherein:

the two-speed hybrid coupling mechanism 100 (same as embodiment 6) includes:

an engine 1 having an engine input shaft 3;

a generator 13 having a generator input shaft 8;

a driving motor 12 having a driving motor input shaft 9 and coaxially sleeved with the generator 13;

an intermediate shaft 14;

a damper 2 provided on an engine input shaft 3;

a differential 20 connected to wheel axles, the differential 20 having a differential gear 19;

the first gear set comprises a first gear 4, a third gear 7 and a second gear 6, wherein the first gear 4 and the third gear 7 are fixedly connected to the engine input shaft 3, and the second gear 6 is sleeved on the engine input shaft 3, and the first gear 4, the second gear 6 and the third gear 7 are sequentially arranged;

the second gear set comprises a fourth gear 10 and a fifth gear 11, the fourth gear 10 is fixedly connected to the generator input shaft 8 and is meshed with the first gear 4, and the fifth gear 11 is fixedly connected to the driving motor input shaft 9;

a third gear set, which includes a sixth gear 15 and a seventh gear 16 fixedly connected to the intermediate shaft 14, and an eighth gear 17 sleeved on the intermediate shaft 14, wherein the sixth gear 15 is meshed with a differential gear 19 of a differential 20, the seventh gear 16 is respectively meshed with the fifth gear 11 and the second gear 6, the eighth gear 17 is meshed with the third gear 7, and the sixth gear 15, the seventh gear 16 and the eighth gear 17 are sequentially arranged;

the first clutch 5 is arranged on the engine input shaft 3 and is used for controlling the second gear 6 to be fixedly connected with or sleeved on the engine input shaft 3;

the second clutch 18 is arranged on the intermediate shaft 14 and is used for controlling the eighth gear 17 to be fixedly connected with or sleeved on the intermediate shaft 14;

and a third clutch 21 provided on the engine input shaft 3, specifically between the damper 2 and the first gear 4, for controlling whether the engine 1 outputs power.

The mode control device 200 is configured to determine a working mode of the two-gear hybrid coupling mechanism according to a current battery SOC value or/and a vehicle speed requirement of the vehicle, and switch the two-gear hybrid coupling mechanism to the determined working mode, where the working mode includes a single-motor pure electric driving mode, a dual-motor pure electric two-gear driving mode, a hybrid two-gear driving mode, and an extended range driving mode.

Referring to fig. 13, the mode control apparatus 200 further includes:

the comparison module 201 is configured to compare the current battery SOC value with a first threshold, or/and compare the current vehicle speed of the vehicle with a second threshold;

the working mode determining module 202 is configured to determine a working mode of the two-gear hybrid coupling mechanism according to a comparison result; the working modes comprise a single-motor pure electric driving mode, a double-motor pure electric two-gear driving mode, a hybrid power two-gear driving mode and an extended range driving mode;

the working mode switching module 203 is configured to control the closing or the positions of the elements in the two-gear hybrid coupling mechanism according to the determined working mode, so that the two-gear hybrid coupling mechanism is switched to the working mode;

and the braking mode processing module 204 is used for controlling the driving motor 12 to generate braking torque and generate induction current in a motor winding of the driving motor 12 to charge the power battery when the automobile is braked.

Referring to fig. 6, the present invention further provides a two-gear hybrid coupling control method, which is applied to the two-gear hybrid coupling control system, and the method includes the following steps:

step S1, comparing the current SOC value of the battery with a first threshold value, or/and comparing the current speed of the automobile with a second threshold value;

step S2, determining the working mode of the two-gear hybrid power coupling control system according to the comparison result; the working modes comprise a single-motor pure electric driving mode, a double-motor pure electric two-gear driving mode, a hybrid power two-gear driving mode and an extended range driving mode;

and step S3, controlling the closing or the position of each element in the two-gear hybrid coupling control system according to the determined working mode, and switching the two-gear hybrid coupling mechanism to the working mode.

In some embodiments of the present application, the method further includes step S4, when the automobile is braked, the driving motor 12 is controlled to generate braking torque to brake the wheel, and at the same time, induced current is generated in the motor winding of the driving motor to charge the power battery, so as to recover braking energy.

In some embodiments of the present application, the step S3 includes:

when the determined operation mode is the single-motor electric-only driving mode, the engine 1 and the generator 13 are controlled to be turned off, the driving motor 12 is controlled to operate, and the third clutch 21, the first clutch 5, and the second clutch 18 are controlled to be in a non-engagement state, so that driving force is output to the wheels.

Specifically, when the battery is sufficient and the required vehicle speed is not limited (full vehicle speed), the whole vehicle can be operated in a single-motor pure electric driving mode. Referring to fig. 7, the power transmission paths (as shown by arrows in the figure) of the two-gear hybrid power coupling control system in the single-motor pure electric driving mode sequentially include: the drive motor 12, the drive motor input shaft 9, the fifth gear 11, the seventh gear 16, the intermediate shaft 14, the sixth gear 15 are transmitted to a differential gear 19 and a differential 20, and finally to the wheel ends.

When the determined working mode is the double-motor pure electric 1-gear driving mode, the engine 1 is controlled to be switched off, the generator 13 and the driving motor 12 are controlled to work, the first clutch 5 is controlled to be combined, and the third clutch 21 and the second clutch 18 are not combined to jointly output driving force to the wheels.

Specifically, when the battery is sufficient and the required vehicle speed is not limited (full vehicle speed), the whole vehicle can be operated in a dual-motor pure electric 1-gear driving mode. Referring to fig. 8, the power transmission path (as shown by the arrow in the figure) of the two-gear hybrid coupling control system in the two-motor pure electric 1-gear driving mode has two ends of the generator 13 and the driving motor 12.

The transmission path at the end of the generator 13 is as follows: generator 13, generator input shaft 8, fourth gear 10, first gear 4, second gear 6, seventh gear 16, intermediate shaft 14, sixth gear 15, differential gear 19 and differential 20, and finally to the wheel end.

The transmission path at the end of the driving motor 12 is as follows: a driving motor 12, a driving motor input shaft 9, a fifth gear 11, a seventh gear 16, an intermediate shaft 14, a sixth gear 15, a differential gear 19 and a differential 20, and finally to the wheel end.

When the determined working mode is the double-motor pure electric 2-gear driving mode, the engine 1 is controlled to be switched off, the generator 13 and the driving motor 12 are controlled to work, the second clutch 18 is controlled to be combined, and the first clutch 5 and the third clutch 21 are not combined to jointly output driving force to the wheels.

Specifically, when the battery is sufficient and the required vehicle speed is not limited (full vehicle speed), the whole vehicle can be operated in a dual-motor pure electric 2-gear driving mode. Referring to fig. 9, the power transmission path (as shown by the arrow in the figure) of the two-gear hybrid coupling control system in the two-motor pure electric 1-gear driving mode has two ends of the generator 13 and the driving motor 12.

The transmission path at the end of the generator 13 is as follows: generator 13, generator input shaft 8, fourth gear 10, first gear 4, third gear 7, eighth gear 17, intermediate shaft 14, sixth gear 15, differential gear 19 and differential 20, and finally to the wheel end.

The transmission path at the end of the driving motor 12 is as follows: a driving motor 12, a driving motor input shaft 9, a fifth gear 11, a seventh gear 16, an intermediate shaft 14, a sixth gear 15, a differential gear 19 and a differential 20, and finally to the wheel end.

When the determined operation mode is the hybrid 1-speed driving mode, the engine 1 is controlled to operate, the generator 13 and the driving motor 12 are controlled to operate, and the first clutch 5 and the third clutch 21 are both controlled to be engaged, and the second clutch 18 is not engaged, to output driving force to the wheels in common.

Specifically, when the battery power is insufficient and the required vehicle speed is medium, the whole vehicle can select a hybrid 1-gear driving mode to operate. Referring to fig. 10, the power transmission path (as indicated by the arrow in the figure) of the two-speed hybrid coupling control system in the hybrid 1-speed driving mode of the utility model has two ends, namely the engine 1 and the driving motor 12.

The power transmission path at the engine 1 end has two paths, and a part of the power of the engine 1 is transmitted to the second gear 6 through the engine input shaft 3, the shock absorber 2 and the third clutch 21, then is transmitted to the seventh gear 16, the intermediate shaft 14, the sixth gear 15, the differential gear 19 and the differential 20, and finally reaches the wheel end. Meanwhile, the other part of the power of the engine 1 is transmitted to the fourth gear 10 through the first gear 4, then to the generator input shaft 8, and finally to the generator 13, so as to drive the generator 13 to generate electricity.

The transmission path at the end of the drive motor 12 is: a driving motor 12, a driving motor input shaft 9, a fifth gear 11, a seventh gear 16, an intermediate shaft 14, a sixth gear 15, a differential gear 19 and a differential 20, and finally to the wheel end.

When the determined operation mode is the hybrid 2-speed driving mode, the engine 1 is controlled to operate, the generator 13 and the driving motor 12 are controlled to operate, and the second clutch 18 and the third clutch 21 are controlled to be engaged, and the first clutch 5 is controlled to be disengaged, so that the driving force is output to the wheels together.

Specifically, when the battery power is insufficient and the required vehicle speed is high, the whole vehicle can select a hybrid 2-gear driving mode to operate. Referring to fig. 11, the power transmission path (as indicated by the arrow in the figure) of the two-speed hybrid coupling control system in the hybrid 2-speed driving mode of the present invention has two ends, namely, the engine 1 and the driving motor 12.

The power transmission path at the engine 1 end has two paths, and a part of the power of the engine 1 is transmitted to the third gear 7 through the engine input shaft 3, the shock absorber 2 and the third clutch 21, then is transmitted to the eighth gear 17, the intermediate shaft 14, the sixth gear 15, the differential gear 19 and the differential 20, and finally reaches the wheel end. Meanwhile, the other part of the power of the engine 1 is transmitted to the fourth gear 10 through the first gear 4, then to the generator input shaft 8, and finally to the generator 13, so as to drive the generator 13 to generate electricity.

The transmission path at the end of the drive motor 12 is: a driving motor 12, a driving motor input shaft 9, a fifth gear 11, a seventh gear 16, an intermediate shaft 14, a sixth gear 15, a differential gear 19 and a differential 20, and finally to the wheel end.

When the determined working mode is the range-extended driving mode, the engine 1, the generator 13 and the driving motor 12 are controlled to work, the third clutch 21 is controlled to be combined, and the first clutch 5 and the second clutch 18 are not combined, so that the driving force is jointly output to the wheels.

Specifically, when the battery power is insufficient and the required vehicle speed is not limited (full vehicle speed), the whole vehicle can be operated in the range-extended driving mode. Referring to fig. 12, the power transmission path (as indicated by the arrow in the figure) of the two-gear hybrid coupling control system in the range-extended driving mode of the present invention has two ends, namely, the engine 1 and the driving motor 12.

The power transmission path at the engine 1 end is: the power of the engine 1 is transmitted to the fourth gear 10 through the first gear 4, then to the generator input shaft 8, and finally to the generator 13, so as to drive the generator to generate electricity.

The power transmission path of the drive motor 2 is: power is transmitted to the drive motor input shaft 9 by the drive motor 12, then to the fifth gear 11, then to the seventh gear 16, the intermediate shaft 14, the sixth gear 15, the differential gear 19, and the differential 20, and finally to the wheel end.

The operation mode switching module 203 specifically performs operation mode switching in the manner of step S3.

The steps of the two-speed hybrid coupling control method are described above by taking the two-speed hybrid coupling mechanism of embodiment 6 as an example, and actually, the steps of the two-speed hybrid coupling control method are applied to the two-speed hybrid coupling mechanism of any one of embodiments 1 to 7. When the third clutch 21 is not provided in the two-gear hybrid coupling mechanism, as in embodiments 1 to 5, the mechanism system reduces the two dual-motor pure electric modes (the dual-motor pure electric 1-gear driving mode and the dual-motor pure electric 2-gear driving mode).

Table 1 lists the actuators and operating conditions for the 6 drive modes described above, where C0 represents the third clutch 21, C1 represents the first clutch 5, and C2 represents the second clutch 18:

TABLE 1

In summary, aiming at the problem that most of the existing electromechanical coupling systems only have one gear and are limited in dynamic property and economical efficiency, the utility model provides a two-gear hybrid coupling mechanism, which has the following beneficial effects:

the engine is simple in structure and comprises two motors of the engine 1 and the generator 13, two or three clutches and a shaft tooth system.

Secondly, the engine 1 can directly participate in driving, and the engine 1 has two gears to be selected.

Thirdly, the engine 1 and the generator 13 are connected through a pair of speed-increasing gear pairs to realize speed-increasing treatment, so that the size and the cost of the motor can be reduced while the generating efficiency is improved, and the space is saved.

And fourthly, when three clutches are arranged, the generator 13 is also provided with two pure electric gears for selection by controlling the cooperation of the three clutches.

The two-gear hybrid power coupling mechanism provided by the utility model can realize a single-motor pure electric drive mode, a double-motor pure electric two-gear drive mode, a hybrid power two-gear drive mode and an extended range drive mode, and effectively improves the dynamic property and the economical efficiency.

It will be apparent to those skilled in the art that various modifications and substitutions can be made without departing from the technical spirit of the present invention, and these modifications and substitutions should also be construed as the scope of the present invention.

Claims (9)

1. A two-speed hybrid coupling mechanism, comprising:

an engine (1) having an engine input shaft (3);

a generator (13) having a generator input shaft (8);

a driving motor (12) which is provided with a driving motor input shaft (9) and is coaxially sleeved with the generator (13);

an intermediate shaft (14);

a damper (2) provided on the engine input shaft (3);

a differential (20) connected to a wheel axle;

the first gear set comprises a first gear (4) fixedly connected to the engine input shaft (3), a third gear (7) and a second gear (6) sleeved on the engine input shaft (3);

the second gear set comprises a fourth gear (10) and a fifth gear (11), the fourth gear (10) is fixedly connected with the generator input shaft (8) and is in meshed connection with the first gear (4), and the fifth gear (11) is fixedly connected with the driving motor input shaft (9);

a third gear set which comprises a sixth gear (15) and a seventh gear (16) which are fixedly connected with the intermediate shaft (14) and an eighth gear (17) which is sleeved on the intermediate shaft (14); the sixth gear (15) is in meshed connection with the differential (20), the seventh gear (16) is in meshed connection with the fifth gear (11) and the second gear (6) respectively, and the eighth gear (17) is in meshed connection with the third gear (7);

the first clutch (5) is arranged on the engine input shaft (3) and is used for controlling the second gear (6) to be fixedly connected with or sleeved on the engine input shaft (3);

and the second clutch (18) is arranged on the intermediate shaft (14) and is used for controlling the eighth gear (17) to be fixedly connected with or sleeved on the intermediate shaft (14).

2. The two-speed hybrid coupling mechanism according to claim 1,

the first clutch (5) is arranged on the intermediate shaft (14), the second gear (6) is fixedly connected to the engine input shaft (3), the seventh gear (16) is sleeved on the intermediate shaft (14), and the first clutch (5) is used for controlling the seventh gear (16) to be fixedly connected with or sleeved on the intermediate shaft (14).

3. The two-speed hybrid coupling mechanism according to claim 1,

the second clutch (18) is arranged on the engine input shaft (3), the eighth gear (17) is fixedly connected to the intermediate shaft (14), the third gear (7) is sleeved on the engine input shaft (3), and the second clutch (18) is used for controlling the third gear (7) and the engine input shaft (3) to be fixedly connected or to be sleeved in an empty mode.

4. The two-speed hybrid coupling mechanism according to claim 1,

the first clutch (5) is arranged on the intermediate shaft (14), the second gear (6) is fixedly connected to the engine input shaft (3), the seventh gear (16) is sleeved on the intermediate shaft (14), and the first clutch (5) is used for controlling the seventh gear (16) to be fixedly connected with or sleeved on the intermediate shaft (14);

the second clutch (18) is arranged on the engine input shaft (3), the eighth gear (17) is fixedly connected to the intermediate shaft (14), the third gear (7) is sleeved on the engine input shaft (3), and the second clutch (18) is used for controlling the third gear (7) and the engine input shaft (3) to be fixedly connected or to be sleeved in an empty mode.

5. Two-speed hybrid coupling according to any of claims 1 to 4, characterized in that it further comprises a third clutch (21) provided on the engine input shaft (3) to control whether the engine (1) outputs power.

6. Two-speed hybrid coupling according to any one of claims 1 to 4, further comprising a ninth gear (22) fixed to the intermediate shaft (14) and in meshing connection with the fifth gear (11), so that the seventh gear (16) is in meshing connection only with the second gear (6).

7. Two-speed hybrid coupling according to any one of claims 1 to 4, characterized in that the damper (2) is a torsional damper or a dual mass flywheel.

8. A two-gear hybrid power coupling control system is used for driving a hybrid electric vehicle and is characterized by comprising a two-gear hybrid power coupling mechanism and a mode control device;

the two-gear hybrid coupling mechanism comprises:

an engine (1) having an engine input shaft (3);

a generator (13) having a generator input shaft (8);

a driving motor (12) which is provided with a driving motor input shaft (9) and is coaxially sleeved with the generator (13);

an intermediate shaft (14);

a damper (2) provided on the engine input shaft (3);

a differential (20) connected to a wheel axle;

the first gear set comprises a first gear (4) fixedly connected to the engine input shaft (3), a third gear (7) and a second gear (6) sleeved on the engine input shaft (3);

the second gear set comprises a fourth gear (10) and a fifth gear (11), the fourth gear (10) is fixedly connected with the generator input shaft (8) and is in meshed connection with the first gear (4), and the fifth gear (11) is fixedly connected with the driving motor input shaft (9);

a third gear set which comprises a sixth gear (15) and a seventh gear (16) which are fixedly connected with the intermediate shaft (14) and an eighth gear (17) which is sleeved on the intermediate shaft (14); the sixth gear (15) is in meshed connection with the differential (20), the seventh gear (16) is in meshed connection with the fifth gear (11) and the second gear (6) respectively, and the eighth gear (17) is in meshed connection with the third gear (7);

the first clutch (5) is arranged on the engine input shaft (3) and is used for controlling the second gear (6) to be fixedly connected with or sleeved on the engine input shaft (3);

the second clutch (18) is arranged on the intermediate shaft (14) and is used for controlling the eighth gear (17) to be fixedly connected with or sleeved on the intermediate shaft (14);

and a third clutch (21) provided on the engine input shaft (3) to control whether the engine (1) outputs power.

9. The two-speed hybrid coupling control system according to claim 8, wherein the mode control means comprises:

the comparison module is used for comparing the current battery SOC value with a first threshold value, or/and comparing the current speed of the automobile with a second threshold value;

the working mode determining module is used for determining the working mode of the two-gear hybrid power coupling mechanism according to the comparison result; the working modes comprise a single-motor pure electric driving mode, a double-motor pure electric two-gear driving mode, a hybrid power two-gear driving mode and an extended range driving mode;

and the working mode switching module is used for controlling the closing or the position of each element in the two-gear hybrid power coupling mechanism according to the determined working mode so as to switch the two-gear hybrid power coupling mechanism to the working mode.

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