CN111055672A - Two keep off hybrid coupling system and vehicle - Google Patents

Two keep off hybrid coupling system and vehicle Download PDF

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Publication number
CN111055672A
CN111055672A CN201811201564.6A CN201811201564A CN111055672A CN 111055672 A CN111055672 A CN 111055672A CN 201811201564 A CN201811201564 A CN 201811201564A CN 111055672 A CN111055672 A CN 111055672A
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China
Prior art keywords
clutch
engine
gear
input shaft
driving
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Granted
Application number
CN201811201564.6A
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Chinese (zh)
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CN111055672B (en
Inventor
祁宏钟
黄向东
李罡
张安伟
黄河
杨勇
赵江灵
尚阳
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GAC Aion New Energy Automobile Co Ltd
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Guangzhou Automobile Group Co Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/445—Differential gearing distribution type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Abstract

The invention belongs to the field of new energy automobiles, and relates to a two-gear hybrid power coupling system and a vehicle, which comprise an engine, a generator, a driving motor, a first clutch, a second clutch, a third clutch, a main power transmission part, an intermediate shaft for outputting power to wheels, a first reduction gear pair and a second reduction gear pair with different speed ratios, wherein the intermediate shaft is connected with the first clutch and the second clutch; the engine is connected with the main force transmission piece through a first clutch; the generator is connected with the main force transmission piece; the main force transmission part is connected with the intermediate shaft through a second clutch and a first reduction gear pair or a third clutch and a second reduction gear pair; the driving motor is connected with the intermediate shaft. The structure is simple and compact, the working states of the first clutch, the second clutch and the third clutch are switched, whether the engine and the generator are connected to a driving or generating circuit line or not and a gear when the engine and the generator are connected to a driving line can be controlled, various driving modes are realized, and higher transmission efficiency is obtained; particularly, the direct drive mode of the engine and the pure electric mode of the double motors are realized, and the power performance of the whole vehicle is obviously improved.

Description

Two keep off hybrid coupling system and vehicle
Technical Field
The invention belongs to the field of new energy automobiles, and particularly relates to a two-gear hybrid power coupling system and a vehicle.
Background
The power system comprises an engine (internal combustion engine) and a transmission system consisting of a transmission, a differential and a transmission 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.
The existing power coupling system comprises an engine, a generator, a clutch and a driving motor, wherein the generator is coaxially connected with the engine, the clutch is arranged between the engine and the generator, and the driving motor is respectively connected with the clutch and a differential mechanism through a transmission device. Only one gear is arranged during motor driving, a pure electric mode of double motors cannot be realized, power performance is limited, and economy has further improved space. The system is only suitable for urban working conditions and medium and small vehicle types, and is not ideal in dynamic property and economical efficiency for non-urban working conditions and large vehicle types.
Disclosure of Invention
One of the technical problems to be solved by the invention is as follows: aiming at the problem that the dynamic property and the economical efficiency of the power coupling system in the existing scheme are insufficient, a two-gear hybrid power coupling system is provided.
In order to solve the technical problem, an embodiment of the invention provides a two-gear hybrid power coupling system, which comprises an engine, a generator and a driving motor; the transmission device further comprises a first clutch, a second clutch, a third clutch, a main force transmission piece, a first reduction gear pair, a second reduction gear pair and an intermediate shaft, wherein the speed ratio of the first reduction gear pair is different from that of the second reduction gear pair;
the engine is connected with the main force transmission piece through the first clutch;
the generator is connected with the main force transmission piece;
the main force transmission piece is connected with the intermediate shaft in a speed reducing way through the second clutch and the first reduction gear pair;
the main force transmission piece is also connected with the intermediate shaft in a speed reduction way through the third clutch and the second reduction gear pair;
the driving motor is connected with the intermediate shaft;
the intermediate shaft outputs power to the wheels.
Optionally, the main force transmission member is a first input shaft, and the first input shaft is arranged coaxially with an output shaft of the engine; or
The first clutch and the third clutch are integrated into a double clutch sharing the same clutch shell, and the main force transmission piece comprises a first input shaft and the clutch shell; the first input shaft is connected with the first clutch and is in deceleration connection with the intermediate shaft through the second clutch and the first reduction gear pair.
Optionally, when the main force transmission member comprises the first input shaft and the clutch housing, the two-gear hybrid coupling system further comprises a second input shaft;
the second input shaft is rotatably sleeved on the first input shaft and is connected with the third clutch;
the second reduction gear pair is connected between the second input shaft and the intermediate shaft.
Optionally, the hybrid power generation device further comprises a first input shaft and a second input shaft, wherein the second input shaft is rotatably sleeved on the first input shaft, and an output shaft of the engine, the first input shaft and the second input shaft are coaxially arranged; the first clutch, the second clutch and the third clutch are integrated into a three-clutch sharing the same clutch shell, and the clutch shell is the main force transmission piece;
the first input shaft is connected with the second clutch;
the second input shaft is connected with the third clutch;
the first reduction gear pair is connected between the first input shaft and the intermediate shaft;
the second reduction gear pair is connected between the second input shaft and the intermediate shaft.
Optionally, the first reduction gear pair comprises a first gear provided on the first input shaft and a second gear provided on the intermediate shaft, the first gear meshing with the second gear; the second reduction gear pair comprises a third gear arranged on the second input shaft and a fourth gear arranged on the intermediate shaft, and the third gear is meshed with the fourth gear;
when the primary force transfer member comprises the first input shaft and the clutch housing: the first gear is operatively connected to the first input shaft via the second clutch, or the second gear is operatively connected to the intermediate shaft via the second clutch.
Optionally, the electric vehicle further comprises a third reduction gear pair, and the driving motor is in reduction connection with the intermediate shaft through the third reduction gear pair;
the third reduction gear pair comprises the fourth gear and a fifth gear arranged on an output shaft of the driving motor, and the fourth gear is meshed with the fifth gear; or
The third reduction gear pair includes the second gear and a fifth gear provided on an output shaft of the drive motor, and the second gear is engaged with the fifth gear.
Optionally, the power generator further comprises a speed-increasing gear pair, and the main power transmission piece is connected with the power generator through the speed-increasing gear pair;
the speed-increasing gear pair comprises a sixth gear arranged on the main force transmission piece and a seventh gear arranged on an output shaft of the generator, and the sixth gear is meshed with the seventh gear.
Optionally, the seventh gear is rotatably disposed on the intermediate shaft.
Optionally, the two-gear hybrid power coupling system has a single-motor pure electric drive mode, a first double-motor pure electric mode, a second double-motor pure electric mode, a first engine direct drive mode, a second engine direct drive mode, a first hybrid drive mode, a second hybrid drive mode and a range extending mode;
disconnecting the first clutch, the second clutch and the third clutch, enabling the engine and the generator not to work, and driving the driving motor to establish the single-motor pure electric driving mode;
disconnecting the first clutch, disconnecting the second clutch, combining the third clutch, enabling the engine not to work, and enabling the generator and the driving motor to drive together so as to establish the first double-motor pure electric mode;
disconnecting the first clutch, connecting the second clutch, disconnecting the third clutch, not operating the engine, and driving the generator and the driving motor together to establish the second dual-motor electric-only mode;
the first clutch is combined, the second clutch is disconnected, the third clutch is combined, the engine is driven, and the generator and the driving motor do not work to establish the first engine direct-drive mode;
the first clutch is combined, the second clutch is combined, the third clutch is disconnected, the engine is driven, and the generator and the driving motor do not work so as to establish a direct drive mode of the second engine;
engaging the first clutch, disengaging the second clutch, engaging the third clutch, the engine driving, the generator generating electricity under the drive of the engine, the drive motor driving to establish the first hybrid drive mode;
engaging the first clutch, engaging the second clutch, disengaging the third clutch, the engine driving, the generator generating electricity under the driving of the engine, the driving motor driving to establish the second hybrid driving mode;
and combining the first clutch, disconnecting the second clutch, disconnecting the third clutch, driving the generator to generate power by the engine, and driving the motor to establish the range extending mode.
According to the two-gear hybrid power coupling system provided by the embodiment of the invention, the first reduction gear pair and the second reduction gear pair play roles in reducing speed and increasing flow, the two-gear speed reduction between the main force transmission part and the intermediate shaft is realized through the first reduction gear pair and the second reduction gear pair, the working state (combination or disconnection) of the first clutch is switched, whether the engine participates in driving or generating can be controlled, the working state (combination or disconnection) of the second clutch and the third clutch is switched, the engine or the generator can be controlled to drive wheels by adopting any one of the two gears, the driving motor can drive the wheels, various driving modes can be realized, and higher transmission efficiency can be obtained; the engine and the generator are driven by two gears, so that the power performance of the whole vehicle is obviously improved; the dual-motor pure electric mode is realized, so that the power requirement can be met under the condition of reducing the driving motor in a proper amount, the power performance of the whole vehicle can be further improved, and the cost of the driving motor can be reduced; the engine and the generator share the two-gear speed reduction assembly (the first speed reduction gear pair and the second speed reduction gear pair), the structure is simple and compact, the number of parts is reduced, the system load is reduced, the size is reduced, the space is saved, and the cost is further reduced.
The second technical problem to be solved by the invention is as follows: aiming at the problem that the dynamic property and the economical efficiency of the power coupling system in the existing scheme are insufficient, a vehicle is provided.
In order to solve the above technical problem, an embodiment of the present invention provides a vehicle, including a controller and a battery connected to the controller; the two-gear hybrid power coupling system is further included, and the engine, the generator and the driving motor are connected to and controlled by the controller.
According to the vehicle provided by the embodiment of the invention, by adopting the two-gear hybrid power coupling system, the engine can drive the generator to generate power for the battery, the battery can provide power for driving the wheels for the generator and the driving motor, the engine can directly drive the wheels, the first clutch, the second clutch and the third clutch are switched, and whether the engine participates in driving or power generation and whether the generator participates in driving or power generation can be controlled, so that multiple driving modes are realized, and higher transmission efficiency is obtained; the engine is in a direct drive mode, so that the energy conversion of machine-electricity and electricity-machine is avoided, and the transmission efficiency is improved; the dual-motor pure electric mode is realized, so that the power requirement can be met under the condition of reducing the driving motor in a proper amount, the power performance of the whole vehicle can be further improved, and the production cost of the whole vehicle is reduced; the engine and the generator share the two-gear speed reduction assembly, the structure is simple and compact, the number of parts is reduced, and the reduction of load is facilitated, so that the power performance of the whole vehicle can be further improved, and the production cost of the whole vehicle can be reduced.
Drawings
FIG. 1 is a schematic diagram of a two-speed hybrid coupling system according to an embodiment of the present invention;
FIG. 2 is a power transmission route diagram of the two-gear hybrid power coupling system shown in FIG. 1 in a single-motor electric-only mode;
FIG. 3 is a power transmission scheme of the two-speed hybrid coupling system of FIG. 1 in a first two-motor electric-only mode;
FIG. 4 is a power transfer scheme of the two-speed hybrid power coupling system of FIG. 1 in a second two-motor electric-only mode;
FIG. 5 is a power transmission route diagram of the two-gear hybrid power coupling system shown in FIG. 1 in a first engine direct drive mode;
FIG. 6 is a power transfer route diagram of the two-speed hybrid power coupling system shown in FIG. 1 in a second engine direct drive mode;
FIG. 7 is a power transfer route diagram of the two-speed hybrid coupling system of FIG. 1 in a first hybrid drive mode;
FIG. 8 is a power transfer route diagram of the two-speed hybrid coupling system of FIG. 1 in a second hybrid drive mode;
FIG. 9 is a power transmission route diagram of the two-speed hybrid coupling system shown in FIG. 1 in a range extended mode;
FIG. 10 is a schematic diagram of a two-speed hybrid coupling system according to an embodiment of the present invention;
FIG. 11 is a schematic diagram of a two-speed hybrid coupling system according to an embodiment of the present invention;
the reference numerals in the specification are as follows:
1. an engine; 2. a generator; 3. a drive motor;
4. a first clutch; 5. a second clutch; 6. a third clutch; 7. a clutch housing;
8. a first input shaft; 9. a second input shaft; 10. an intermediate shaft;
11. a first reduction gear pair; 111. a first gear; 112. a second gear;
12. a second reduction gear pair; 121. a third gear; 122. a fourth gear;
13. a third reduction gear pair; 131. a fifth gear;
14. a speed increasing gear pair; 141. a sixth gear; 142. a seventh gear;
15. a fourth reduction gear pair; 151. an eighth gear; 152. a ninth gear;
16. a differential mechanism; 17. and (7) wheels.
Detailed Description
In order to make the technical problems, technical solutions and advantageous effects solved by the present invention more clearly apparent, the present invention is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.
As shown in fig. 1, 10 and 11, the two-gear hybrid coupling system according to the embodiment of the present invention includes an engine 1, a generator 2, a driving motor 3, a first clutch 4, a second clutch 5, a third clutch 6, a main transmission member, a first reduction gear pair 11, a second reduction gear pair 12 and an intermediate shaft 10, wherein a speed ratio of the first reduction gear pair 11 is different from a speed ratio of the second reduction gear pair 12;
the engine 1 is connected with the main force transmission piece through a first clutch 4;
the generator 2 is connected with the main force transmission piece;
the main force transmission part is connected with an intermediate shaft 10 in a speed reducing way through a second clutch 5 and a first reduction gear pair 11;
the main power transmission part is also connected with an intermediate shaft 10 in a speed reduction way through a third clutch 6 and a second reduction gear pair 12;
the driving motor 3 is connected with the intermediate shaft 10;
the intermediate shaft 10 outputs power to the wheels 17.
When the transmission device is used, the first clutch 4 is combined, and the second clutch 5 or the third clutch 6 is selectively combined, the power of the engine 1 can be transmitted to the main power transmission part, the power on the main power transmission part can be correspondingly transmitted to the intermediate shaft 10 through the first reduction gear pair 11 and the second reduction gear pair 12, and the intermediate shaft 10 outputs power to the wheels 17, so that the wheels 17 are directly driven by the engine 1;
the power of the generator 2 can be transmitted to the main power transmission part, when the second clutch 5 or the third clutch 6 is selectively combined, the power on the main power transmission part can be correspondingly transmitted to the intermediate shaft 10 through the first reduction gear pair 11 and the second reduction gear pair 12, the intermediate shaft 10 outputs the power to the wheels 17, and therefore the generator 2 drives the wheels 17;
the power of the driving motor 3 can be output to the wheels 17 through the intermediate shaft 10, so that the driving motor 3 drives the wheels 17;
when the first clutch 4 is combined, the power of the engine 1 can be transmitted to the main force transmission piece, and then the power is transmitted to the generator 2 through the main force transmission piece, so that the engine 1 drives the generator 2 to generate electricity;
the intermediate shaft 10 functions as a coupling power when one of the engine 1 and the generator 2 and the driving motor 3 participate in driving together, and the intermediate shaft 10 transmits the coupled power to the wheels 17.
In the two-gear hybrid power coupling system provided by the embodiment of the invention, the first reduction gear pair 11 and the second reduction gear pair 12 play a role in reducing speed and increasing flow, the two-gear speed reduction between the main force transmission part and the intermediate shaft 10 is realized through the first reduction gear pair 11 and the second reduction gear pair 12, the working state (combination or disconnection) of the first clutch 4 is switched, whether the engine 1 participates in driving or power generation can be controlled, the working state (combination or disconnection) of the second clutch 5 and the third clutch 6 is switched, the engine 1 or the generator 2 can be controlled to adopt any one of two gears to drive the wheels 17, the driving motor 3 can drive the wheels 17, various driving modes can be realized, and higher transmission efficiency can be obtained; the engine 1 and the generator 2 are driven by two gears, so that the power performance of the whole vehicle is obviously improved; because the dual-motor pure electric mode is realized, the power requirement can be met under the condition that the driving motor 3 is reduced properly, so that the power performance of the whole vehicle can be further improved, and the cost of the driving motor 3 can be reduced; the engine 1 and the generator 2 share the two-gear speed reduction assembly (the first speed reduction gear pair 11 and the second speed reduction gear pair 12), the structure is simple and compact, the number of parts is reduced, the system load is reduced, the size is reduced, the space is saved, and the cost is further reduced.
Among them, the generator 2 is a motor/generator 2(M/G) that can be used for power generation and driving.
Specifically, the generator 2 also functions as a starter motor for starting the engine 1. If the generator 2 is not driven and does not generate power and the engine 1 is driven, the generator 2 starts the engine 1 and then stops working; when the generator 2 is driven or generates power and the engine 1 is driven, the generator 2 keeps the operating state after starting the engine 1.
In one embodiment, the main force transfer member is a first input shaft, which is arranged coaxially with the engine output shaft (not shown); the power of the engine is transmitted to the first input shaft, and then transmitted to the intermediate shaft through the second clutch and the first reduction gear pair or the third clutch and the second reduction gear pair.
In an embodiment, as shown in fig. 1 and 10, the first clutch 4 and the third clutch 6 are integrated into a dual clutch sharing the same clutch housing 7, and the main force transmission member includes a first input shaft 8 and the clutch housing 7; the first input shaft 8 is connected to the first clutch 4 and is connected to the intermediate shaft 10 via the second clutch 5 and a first reduction gear set 11 with a reduction in speed. The power of the engine 1 is transmitted to the second reduction gear pair 12 through the first clutch 4 and the third clutch 6, or transmitted to the first reduction gear pair 11 through the first clutch 4, the first input shaft 8 and the second clutch 5, the power of the generator 2 is transmitted to the first input shaft 8, and then transmitted to the first reduction gear pair 11 through the second clutch 5 or transmitted to the second reduction gear pair 12 through the third clutch 6, the structure and the assembly are simplified, and the cost is reduced.
In one embodiment, as shown in fig. 1 and 10, when the main force transfer element comprises the first input shaft 8 and the clutch housing 7, the two-gear hybrid coupling system further comprises the second input shaft 9;
the second input shaft 9 is rotatably sleeved on the first input shaft 8 and is connected with the third clutch 6;
the second reduction gear pair 12 is connected between the second input shaft 9 and the intermediate shaft 10.
Not only the structure is more compact, but also the transmission stability is increased.
Specifically, the second clutch 5 may be disposed on the first input shaft 8 (as shown in fig. 1 and 10), and the power of the first input shaft 8 is transmitted to the first reduction gear pair 11 and then to the intermediate shaft 10 through the second clutch 5; the second clutch 5 may be provided on the intermediate shaft 10 (not shown), and the power of the first input shaft 8 is transmitted to the second clutch 5 first and then to the intermediate shaft 10 through the first reduction gear pair 11; the second clutch 5 is arranged at the two positions, and the power transmission line of connecting or disconnecting the first input shaft 8 with the intermediate shaft 10 through the first reduction gear pair 11 can be realized.
In an embodiment, as shown in fig. 11, the hybrid power generation device further includes a first input shaft 8 and a second input shaft 9, the second input shaft 9 is rotatably sleeved on the first input shaft 8, and the output shaft of the engine 1, the first input shaft 8 and the second input shaft 9 are coaxially arranged; the first clutch 4, the second clutch 5 and the third clutch 6 are integrated into a three-clutch sharing the same clutch shell 7, and the clutch shell 7 is a main force transmission part;
the first input shaft 8 is connected with the second clutch 5;
the second input shaft 9 is connected with the third clutch 6;
the first reduction gear pair 11 is connected between the first input shaft 8 and the intermediate shaft 10;
the second reduction gear pair 12 is connected between the second input shaft 9 and the intermediate shaft 10.
The power of the engine 1 and the power of the generator 2 are transmitted to the clutch shell 7 of the three clutches firstly, and then transmitted to the intermediate shaft 10 through the second clutch 5, the first input shaft 8 and the first reduction gear pair 11, or the third clutch 6, the second input shaft 9 and the second reduction gear pair 12.
In one embodiment, as shown in fig. 1 and 11, the first reduction gear pair 11 includes a first gear 111 provided on the first input shaft 8 and a second gear 112 provided on the intermediate shaft 10, the first gear 111 meshing with the second gear 112.
In an embodiment, as shown in fig. 1 and 11, the second reduction gear pair 12 comprises a third gear 121 provided on the second input shaft 9 and a fourth gear 122 provided on the intermediate shaft 10, the third gear 121 meshing with the fourth gear 122.
Preferably, as shown in fig. 1, when the main force transfer member comprises the first input shaft 8 and the clutch housing 7: the first gear 111 is operatively connected to the first input shaft 8 via the second clutch 5, or the second gear 112 is operatively connected to the intermediate shaft 10 via the second clutch 5; the structure is simpler, and the transmission is steady.
In one embodiment, as shown in fig. 1 and 11, the electric motor further includes a third reduction gear pair 13, and the driving motor 3 is connected to the intermediate shaft 10 through the third reduction gear pair 13; the third reduction gear pair 13 functions to reduce the speed and increase the flow.
Preferably, the third reduction gear pair 13 comprises a fourth gear 122 and a fifth gear 131 provided on the output shaft of the drive motor 3, the fourth gear 122 being in mesh with the fifth gear 131 (as shown in fig. 1 and 11); the second reduction gear pair 12 and the third reduction gear pair 13 share the fourth gear 122, which is beneficial to simplifying the structure on one hand, and is beneficial to coupling the fourth gear 122 with the power transmitted by the third gear 121 and the fifth gear 131 on the other hand. Or
The third reduction gear pair 13 includes a second gear 112 and a fifth gear 131 provided on the output shaft of the drive motor 3, the second gear being engaged with the fifth gear (not shown); the first reduction gear pair 11 and the third reduction gear pair 13 share the second gear 112, which is beneficial to simplifying the structure on one hand and is beneficial to coupling the second gear with the power transmitted by the first gear and the fifth gear on the other hand.
In one embodiment, as shown in fig. 1, 10 and 11, the power generator further comprises a speed-increasing gear pair 14, and the main power transmission member is connected with the power generator 2 through the speed-increasing gear pair; the speed-increasing gear pair 14 plays a role in increasing speed and reducing current, is beneficial to improving the generating efficiency, and can reduce the size of the generator 2, save space and reduce cost on the premise of realizing the same generating efficiency.
In one embodiment, as shown in fig. 1, 10 and 11, the speed-increasing gear pair 14 includes a sixth gear 141 provided on the main power transmission member and a seventh gear 142 provided on the output shaft of the generator 2, the sixth gear 141 meshing with the seventh gear 142; the structure is simple and compact.
Specifically, as shown in fig. 1 and 10, when the main force transmission member is the first input shaft 8 or the clutch housing 7 including the first input shaft 8 and the dual clutch, the sixth gear 141 may be fixedly connected to the first input shaft 8 by welding or the like; in order to increase the structural stability and the transmission smoothness, it is preferable that the sixth gear 141 is sleeved on the first input shaft 8.
Specifically, as shown in fig. 11, when the main force transmission member is the clutch housing 7 of the three-clutch, the sixth gear 141 may be fixedly connected with the clutch housing 7 by welding or the like; in order to increase structural stability and transmission smoothness, it is preferable that the sixth gear 141 is fitted around the outer circumference of the clutch housing 7.
In one embodiment, as shown in fig. 10, the seventh gear 142 is rotatably disposed on the intermediate shaft 10, which is advantageous for enhancing the transmission smoothness and compactness. Especially when the main force-transmitting member is the first input shaft 8 or the clutch housing 7 including the first input shaft 8 and the double clutch, and the engine 1 and the generator 2 are provided at both ends of the first input shaft 8, the seventh gear 142 is provided so that the speed-increasing gear pair 14 also functions to stabilize the first input shaft 8 and the intermediate shaft 10.
In one embodiment, as shown in fig. 1, the output shaft of the engine 1, the output shaft of the generator 2 and the output shaft of the driving motor 3 are arranged in parallel, so that the structure is more compact.
Furthermore, as shown in fig. 1, the two-gear hybrid coupling system further comprises a differential 16, the intermediate shaft 10 being connected to the differential 16, the differential 16 driving the wheels 17.
Preferably, as shown in fig. 1, the two-gear hybrid coupling system further comprises a fourth reduction gear pair 15, and the intermediate shaft 10 is connected to the differential 16 through the fourth reduction gear pair 15 in a reduction manner; the power provided by the engine 1 and the generator 2 is subjected to two-stage speed reduction (the first speed reduction gear pair 11 and the fourth speed reduction gear pair 15, or the second speed reduction gear pair 12 and the fourth speed reduction gear pair 15) and then transmitted to the differential 16, and the power provided by the driving motor 3 is subjected to two-stage speed reduction (the third speed reduction gear pair 13 and the fourth speed reduction gear pair 15) and then transmitted to the differential 16, so that better power matching is realized.
In one embodiment, as shown in fig. 1, the fourth reduction gear pair 15 includes an eighth gear 151 provided on the intermediate shaft 10 and a ninth gear 152 provided on the differential 16, the eighth gear 151 meshing with the ninth gear 152.
Preferably, the reduction ratio of the first reduction gear pair 11 is smaller than the reduction ratio of the second reduction gear pair 12, and the first reduction gear pair 11 is located between the second reduction gear pair 12 and the fourth reduction gear pair 15, which is beneficial to increasing the structural stability and the transmission stability.
In an embodiment, as shown in fig. 1 to 9, the two-gear hybrid power coupling system has five operation modes, i.e., a single-motor pure electric drive mode, a dual-motor pure electric drive mode (having two gears: a first dual-motor pure electric mode and a second dual-motor pure electric mode), an engine direct drive mode (having two gears: a first engine direct drive mode and a second engine direct drive mode), a hybrid drive mode (having two gears: a first hybrid drive mode and a second hybrid drive mode), and a range extension mode;
wherein, the five operation modes are shown in table 1, and C1, C2 and C3 in table 1 represent the first clutch 4, the second clutch 5 and the third clutch 6, respectively.
TABLE 1
Figure BDA0001830124240000131
In the following modes, referring to fig. 2 to 9, a power transmission route of the two-gear hybrid power coupling system is described by taking a preferred embodiment as an example when the main power transmission member includes the first input shaft 8 and the clutch housing 7 of the dual clutch, and when the main power transmission member is the clutch housing 7 of the three clutch and the main power transmission member is the first input shaft 8, the power transmission route of the two-gear hybrid power coupling system is similar to this, and the power transmission route when the main power transmission member is the clutch housing 7 of the three clutch will not be described again in detail later.
(1) Single-motor pure electric drive mode
The first clutch 4 is disconnected, the second clutch 5 is disconnected, the third clutch 6 is disconnected, the engine 1 and the generator 2 do not work, and the motor 3 is driven to establish a single-motor pure electric driving mode;
specifically, as shown in fig. 2, the power transmission route in this drive mode is: the driving motor 3- > the third reduction gear pair 13- > the intermediate shaft 10- > the fourth reduction gear pair 15- > the differential gear 16- > the wheels 17.
When the electric quantity of the battery is sufficient, the two-gear hybrid power coupling system can enter a single-motor pure electric driving mode and is suitable for the full vehicle speed.
(2) First two-motor pure electric drive mode
Disconnecting the first clutch 4, disconnecting the second clutch 5, combining the third clutch 6, enabling the engine 1 not to work, and enabling the generator 2 and the driving motor 3 to drive together so as to establish a first double-motor pure electric mode;
specifically, as shown in fig. 3, the power transmission route 1 in this drive mode is: the generator 2- > the accelerating gear pair 14- > the first input shaft 8- > the third clutch 6- > the second input shaft 9- > the intermediate shaft 10- > the fourth reducing gear pair 15- > the differential 16- > the wheel 17,
the power transmission route 2 is: the driving motor 3- > the third reduction gear pair 13- > the intermediate shaft 10- > the fourth reduction gear pair 15- > the differential gear 16- > the wheels 17.
When the battery electric quantity is sufficient, the two-gear hybrid power coupling system can enter a first double-motor pure electric driving mode and is suitable for low-speed and rapid acceleration.
(3) Second double-motor pure electric drive mode
Disconnecting the first clutch 4, combining the second clutch 5 and disconnecting the third clutch 6, enabling the engine 1 not to work, and enabling the generator 2 and the driving motor 3 to drive together so as to establish a second double-motor pure electric mode;
specifically, as shown in fig. 4, the power transmission route 1 in this drive mode is: the generator 2- > the accelerating gear pair 14- > the first input shaft 8- > the second clutch 5, the first reducing gear pair 11- > the intermediate shaft 10- > the fourth reducing gear pair 15- > the differential 16- > the wheels 17,
the power transmission route 2 is: the driving motor 3- > the third reduction gear pair 13- > the intermediate shaft 10- > the fourth reduction gear pair 15- > the differential gear 16- > the wheels 17.
When the electric quantity of the battery is sufficient, the two-gear hybrid power coupling system can enter a second double-motor pure electric driving mode, and is suitable for high-speed and quick acceleration.
(4) First engine direct drive mode
The first clutch 4 is combined, the second clutch 5 is disconnected, the third clutch 6 is combined, the engine 1 is driven, and the generator 2 and the driving motor 3 do not work to establish a first engine direct-drive mode;
specifically, as shown in fig. 5, the power transmission route in this drive mode is: the engine 1- > the first clutch 4- > the third clutch 6- > the second input shaft 9- > the second reduction gear pair 12- > the intermediate shaft 10- > the fourth reduction gear pair 15- > the differential 16- > the wheels 17.
When the vehicle speed requires a medium speed, the two-gear hybrid power coupling system can enter a first engine direct-drive mode, and the engine 1 works in a high-efficiency region, particularly when the battery power is insufficient.
(5) Second Engine direct drive mode
The first clutch 4 is combined, the second clutch 5 is combined, the third clutch 6 is disconnected, the engine 1 is driven, and the generator 2 and the driving motor 3 do not work to establish a second engine direct-drive mode;
specifically, as shown in fig. 6, the power transmission route in this drive mode is: the engine 1- > the first clutch 4- > the first input shaft 8- > the second clutch 5, the first reduction gear pair 11- > the intermediate shaft 10- > the fourth reduction gear pair 15- > the differential 16- > the wheels 17.
When the vehicle speed requires high speed, the two-gear hybrid power coupling system can enter a second engine direct-drive mode, and the engine 1 works in a high-efficiency region, particularly when the battery power is insufficient.
(6) First hybrid drive mode
The first clutch 4 is combined, the second clutch 5 is disconnected, the third clutch 6 is combined, the engine 1 is driven, the generator 2 generates electricity under the driving of the engine 1, and the motor 3 is driven to establish a first hybrid driving mode;
specifically, as shown in fig. 7, the power transmission route 1 in this drive mode is: the engine 1- > the first clutch 4- > the third clutch 6- > the second input shaft 9- > the second reduction gear pair 12- > the intermediate shaft 10- > the fourth reduction gear pair 15- > the differential 16- > the wheels 17,
the power transmission route 2 is: the engine 1- > the first clutch 4- > the first input shaft 8- > the speed-increasing gear pair 14- > the generator 2,
the power transmission line 3 is: the driving motor 3- > the third reduction gear pair 13- > the intermediate shaft 10- > the fourth reduction gear pair 15- > the differential gear 16- > the wheels 17.
When the vehicle speed is required to be at a medium speed, the two-gear hybrid power coupling system can enter a first hybrid driving mode, and the engine 1 and the driving motor 3 drive the wheels 17 together. Meanwhile, when the battery is low, the engine 1 can be used to drive the generator 2 to generate power for the battery.
(7) Second hybrid drive mode
Combining the first clutch 4, combining the second clutch 5, disconnecting the third clutch 6, driving the engine 1, generating power by the generator 2 under the driving of the engine 1, and driving the motor 3 to establish a second hybrid driving mode;
specifically, as shown in fig. 8, the power transmission route 1 in this drive mode is: the engine 1- > the first clutch 4- > the first input shaft 8- > the second clutch 5, the first reduction gear pair 11- > the intermediate shaft 10- > the fourth reduction gear pair 15- > the differential 16- > the wheels 17,
the power transmission route 2 is: the engine 1- > the first clutch 4- > the first input shaft 8- > the speed-increasing gear pair 14- > the generator 2,
the power transmission line 3 is: the driving motor 3- > the third reduction gear pair 13- > the intermediate shaft 10- > the fourth reduction gear pair 15- > the differential gear 16- > the wheels 17.
When the vehicle speed is required to be high, the two-gear hybrid power coupling system can enter a second hybrid driving mode, and the engine 1 and the driving motor 3 drive the wheels 17 together. Meanwhile, when the battery is low, the engine 1 can be used to drive the generator 2 to generate power for the battery.
(8) Extended range mode
The second clutch 5 is disconnected and the third clutch 6 is disconnected by combining the first clutch 4, the generator 2 is driven by the engine 1 to generate electricity, and the motor 3 is driven to establish a range extending mode;
specifically, as shown in fig. 9, the power transmission route 1 in this drive mode is: the engine 1- > the first clutch 4- > the first input shaft 8- > the speed-increasing gear pair 14- > the generator 2,
the power transmission route 2 is: the driving motor 3- > the third reduction gear pair 13- > the intermediate shaft 10- > the fourth reduction gear pair 15- > the differential gear 16- > the wheels 17.
When the electric quantity of the battery is insufficient, the two-gear hybrid power coupling system can enter a range extending mode and is suitable for the full speed.
(9) Parking power generation mode
Disconnecting the first clutch 4, the second clutch 5 and the third clutch 6, enabling the engine 1 and the generator 2 not to work, driving the motor 3 to generate braking torque and generating induced current in a winding thereof to charge the electric quantity of the battery so as to establish a parking power generation mode;
when the vehicle is braked, the two-gear hybrid power coupling system can enter a parking power generation mode, the driving motor 3 generates braking torque to brake the wheels 17, and induced current generated in a winding of the driving motor 3 charges a battery, so that the recovery of braking energy is realized.
The embodiment of the invention also provides a vehicle, which comprises a controller and a battery connected with the controller, and further comprises the two-gear hybrid power coupling system in any one of the embodiments, wherein the engine 1, the generator 2 and the driving motor 3 are connected with and controlled by the controller.
By adopting the two-gear hybrid power coupling system, the engine 1 can drive the generator 2 to generate power for the battery, the battery can provide power for driving the wheels 17 for the generator 2 and the driving motor 3, the engine 1 can directly drive the wheels 17, the first clutch 4, the second clutch 5 and the third clutch 6 are switched, and whether the engine 1 participates in driving or power generation and whether the generator 2 participates in driving or power generation can be controlled, so that multiple driving modes are realized, and higher transmission efficiency is obtained; the engine is in a direct drive mode, so that the energy conversion of machine-electricity and electricity-machine is avoided, and the transmission efficiency is improved; because the pure electric mode of the double motors is realized, the power requirement can be met under the condition that the driving motor 3 is reduced properly, the power performance of the whole vehicle can be further improved, and the production cost of the whole vehicle is reduced; the engine 1 and the generator 2 share the two-gear speed reduction assembly (the first speed reduction gear pair 11 and the second speed reduction gear pair 12), the structure is simple and compact, the number of parts is reduced, and the reduction of load is facilitated, so that the power performance of the whole vehicle can be further improved, and the production cost of the whole vehicle can be reduced.
In one embodiment, five driving modes (a single-motor pure electric driving mode, a double-motor pure electric driving mode, an engine direct driving mode, a hybrid driving mode and a range extending mode) of the two-gear hybrid power coupling system can be automatically switched according to the battery SOC value and the vehicle speed requirement, and a control process for automatically switching the five driving modes comprises the following steps:
s1, the controller judges the relation between the battery SOC value and the first threshold value, or simultaneously judges the relation between the battery SOC value and the first threshold value and the relation between the vehicle speed and the second threshold value;
s2, switching the working mode of the two-gear hybrid power coupling system by the controller according to the judgment result of the step S1;
s3, when braking, the controller controls the driving motor 3 to generate braking torque and induce current in its windings to charge the battery.
The first threshold is used for judging the SOC value of the battery, the second threshold is used for judging the vehicle speed, the present embodiment does not limit the value ranges of the first threshold and the second threshold, and can be freely set according to a specific control strategy, and the values of the first threshold and the second threshold are different under different control strategies. After the first threshold and the second threshold are set in the controller, the controller automatically performs the determination of step S1 and automatically switches between the five driving modes according to the determination result of step S1.
The present invention is not limited to the above preferred embodiments, and any modifications, equivalent substitutions and improvements made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims (10)

1. A two-gear hybrid power coupling system comprises an engine, a generator and a driving motor, and is characterized by further comprising a first clutch, a second clutch, a third clutch, a main force transmission part, a first reduction gear pair, a second reduction gear pair and an intermediate shaft, wherein the speed ratio of the first reduction gear pair is different from that of the second reduction gear pair;
the engine is connected with the main force transmission piece through the first clutch;
the generator is connected with the main force transmission piece;
the main force transmission piece is connected with the intermediate shaft in a speed reducing way through the second clutch and the first reduction gear pair;
the main force transmission piece is also connected with the intermediate shaft in a speed reduction way through the third clutch and the second reduction gear pair;
the driving motor is connected with the intermediate shaft;
the intermediate shaft outputs power to the wheels.
2. The two-speed hybrid coupling system according to claim 1, wherein the main force transmitting member is a first input shaft disposed coaxially with an output shaft of the engine; or
The first clutch and the third clutch are integrated into a double clutch sharing the same clutch shell, and the main force transmission piece comprises a first input shaft and the clutch shell; the first input shaft is connected with the first clutch and is in deceleration connection with the intermediate shaft through the second clutch and the first reduction gear pair.
3. The two-speed hybrid coupling system according to claim 2, wherein when the main force transfer member comprises the first input shaft and the clutch housing, the two-speed hybrid coupling system further comprises a second input shaft;
the second input shaft is rotatably sleeved on the first input shaft and is connected with the third clutch;
the second reduction gear pair is connected between the second input shaft and the intermediate shaft.
4. The two-speed hybrid coupling system according to claim 1, further comprising a first input shaft and a second input shaft, wherein the second input shaft is rotatably sleeved on the first input shaft, and the output shaft of the engine, the first input shaft and the second input shaft are coaxially arranged; the first clutch, the second clutch and the third clutch are integrated into a three-clutch sharing the same clutch shell, and the clutch shell is the main force transmission piece;
the first input shaft is connected with the second clutch;
the second input shaft is connected with the third clutch;
the first reduction gear pair is connected between the first input shaft and the intermediate shaft;
the second reduction gear pair is connected between the second input shaft and the intermediate shaft.
5. The two-speed hybrid coupling system according to claim 3 or 4, wherein the first reduction gear pair comprises a first gear wheel provided on the first input shaft and a second gear wheel provided on the countershaft, the first gear wheel meshing with the second gear wheel; the second reduction gear pair comprises a third gear arranged on the second input shaft and a fourth gear arranged on the intermediate shaft, and the third gear is meshed with the fourth gear;
when the primary force transfer member comprises the first input shaft and the clutch housing: the first gear is operatively connected to the first input shaft via the second clutch, or the second gear is operatively connected to the intermediate shaft via the second clutch.
6. The two-speed hybrid coupling system according to claim 5, further comprising a third reduction gear set, wherein the drive motor is connected to the countershaft via the third reduction gear set;
the third reduction gear pair comprises the fourth gear and a fifth gear arranged on an output shaft of the driving motor, and the fourth gear is meshed with the fifth gear; or
The third reduction gear pair includes the second gear and a fifth gear provided on an output shaft of the drive motor, and the second gear is engaged with the fifth gear.
7. The two-speed hybrid coupling system according to any one of claims 1 to 4, further comprising a step-up gear pair, wherein the main force transfer member is connected to the generator through the step-up gear pair;
the speed-increasing gear pair comprises a sixth gear arranged on the main force transmission piece and a seventh gear arranged on an output shaft of the generator, and the sixth gear is meshed with the seventh gear.
8. The two-speed hybrid coupling system according to claim 7, wherein the seventh gear is rotatably disposed on the countershaft.
9. The two-gear hybrid coupling system according to any one of claims 1 to 4, wherein the two-gear hybrid coupling system has a single-motor electric-only driving mode, a first dual-motor electric-only mode, a second dual-motor electric-only mode, a first engine direct-drive mode, a second engine direct-drive mode, a first hybrid driving mode, a second hybrid driving mode, and a range-extending mode;
disconnecting the first clutch, the second clutch and the third clutch, enabling the engine and the generator not to work, and driving the driving motor to establish the single-motor pure electric driving mode;
disconnecting the first clutch, disconnecting the second clutch, combining the third clutch, enabling the engine not to work, and enabling the generator and the driving motor to drive together so as to establish the first double-motor pure electric mode;
disconnecting the first clutch, connecting the second clutch, disconnecting the third clutch, not operating the engine, and driving the generator and the driving motor together to establish the second dual-motor electric-only mode;
the first clutch is combined, the second clutch is disconnected, the third clutch is combined, the engine is driven, and the generator and the driving motor do not work to establish the first engine direct-drive mode;
the first clutch is combined, the second clutch is combined, the third clutch is disconnected, the engine is driven, and the generator and the driving motor do not work so as to establish a direct drive mode of the second engine;
engaging the first clutch, disengaging the second clutch, engaging the third clutch, the engine driving, the generator generating electricity under the drive of the engine, the drive motor driving to establish the first hybrid drive mode;
engaging the first clutch, engaging the second clutch, disengaging the third clutch, the engine driving, the generator generating electricity under the driving of the engine, the driving motor driving to establish the second hybrid driving mode;
and combining the first clutch, disconnecting the second clutch, disconnecting the third clutch, driving the generator to generate power by the engine, and driving the motor to establish the range extending mode.
10. A vehicle comprising a controller and a battery coupled to the controller, further comprising the two-speed hybrid coupling system of any of claims 1-9, the engine, the generator, and the drive motor being coupled to and controlled by the controller.
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CN208867853U (en) * 2018-10-16 2019-05-17 广州汽车集团股份有限公司 Two gear hybrid power coupled systems and vehicle

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CN114248616A (en) * 2020-09-25 2022-03-29 北京宝沃汽车股份有限公司 Hybrid power system, control method thereof and vehicle
CN112477579A (en) * 2020-11-30 2021-03-12 浙江吉利控股集团有限公司 Automobile driving device and automobile
CN114368275A (en) * 2021-11-08 2022-04-19 浙江零跑科技股份有限公司 Hybrid power assembly structure and working method thereof
CN114194020A (en) * 2021-12-15 2022-03-18 奇瑞汽车股份有限公司 Hybrid power system and vehicle
CN116331180A (en) * 2023-05-26 2023-06-27 中国第一汽车股份有限公司 Control method of vehicle transmission system and vehicle

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