CN111114284A

CN111114284A - Power split hybrid power coupling system and vehicle

Info

Publication number: CN111114284A
Application number: CN201811273923.9A
Authority: CN
Inventors: 张安伟; 祁宏钟; 李罡; 赵江灵; 吴为理; 张良; 王川
Original assignee: Guangzhou Automobile Group Co Ltd
Current assignee: GAC Aion New Energy Automobile Co Ltd
Priority date: 2018-10-30
Filing date: 2018-10-30
Publication date: 2020-05-08
Anticipated expiration: 2038-10-30
Also published as: CN111114284B

Abstract

The invention belongs to the field of new energy automobiles, and relates to a power split hybrid power coupling system and a vehicle, wherein an engine, a generator, a driving motor, a second clutch, a third clutch, a gear shifter, a planetary gear set, a first input shaft, an intermediate shaft, a first reduction gear pair and a second reduction gear pair with different speed ratios are arranged on the engine; the engine is connected with a first input shaft, the first input shaft is connected with a middle shaft through a gear shifter and a second reduction gear pair, an output shaft of the generator is rotatably sleeved on the first input shaft, a sun gear of the planet row is arranged on the output shaft of the generator, the planet carrier is connected with the first input shaft, and the inner gear ring is connected with the generator through a second clutch; the inner gear ring is also connected with an intermediate shaft through a third clutch and a first reduction gear pair; the driving motor is connected with the intermediate shaft, and the intermediate shaft outputs power to the wheels; the transmission mechanism is beneficial to reducing system load, can realize multiple driving modes, has adjustable speed ratio and higher transmission efficiency, and improves the power performance and the economical efficiency of the whole vehicle.

Description

Power split hybrid power coupling system and vehicle

Technical Field

The invention belongs to the field of new energy automobiles, and particularly relates to a power split 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

The 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, the power-split hybrid power coupling system and the vehicle are provided.

In order to solve the technical problem, an embodiment of the present invention provides a power split hybrid coupling system, including an engine, a generator, a driving motor, a second clutch, a third clutch, a gear shifter, a planetary gear set, a first input shaft, an intermediate shaft, a first reduction gear pair, and a second reduction gear pair having a different speed ratio from that of the first reduction gear pair;

an output shaft of the engine is connected with the first input shaft;

the first input shaft is in deceleration connection with the intermediate shaft through the shifter and the second reduction gear pair, and the shifter is used for combining or disconnecting the effective connection of the second reduction gear pair to the first input shaft and the intermediate shaft;

an output shaft of the generator is rotatably sleeved on the first input shaft;

the planet row comprises a sun gear, a planet carrier and an inner gear ring; the sun gear is arranged on an output shaft of the generator, the planet carrier is connected with the first input shaft, the inner gear ring is connected with the output shaft of the generator through the second clutch, and the inner gear ring is connected with the intermediate shaft through the third clutch and the first reduction gear pair in a speed reduction manner;

the driving motor is connected with the intermediate shaft;

the intermediate shaft outputs power to the wheels.

The embodiment of the invention provides a vehicle, which comprises a controller and a battery connected to the controller; the power split hybrid coupling system is characterized by further comprising the power split hybrid coupling system, wherein the engine, the generator and the driving motor are connected to and controlled by the controller.

According to the power-split hybrid power coupling system and the vehicle provided by the embodiment of the invention, when the second clutch is combined, the planet row rotates integrally, and when the third clutch is combined, the torque of the inner gear ring is transmitted to the first reduction gear pair; the first reduction gear pair and the second reduction gear pair play roles in reducing speed and increasing flow, two-gear speed reduction of an engine or a generator is realized through the first reduction gear pair and the second reduction gear pair, the engine and the generator are both provided with two gears when being driven, and the power performance of the whole vehicle is obviously improved; by switching the working state of the third clutch and the working state of the gear shifter, the engine or the generator can be controlled to drive the wheels by adopting any one of the two gears, the driving motor can drive the wheels, various driving modes can be realized, higher transmission efficiency is obtained, and the vehicle economy is improved; the engine and the generator share the two-gear speed reduction assembly, the structure is simple and compact, the number of parts is reduced, the system load is reduced, the volume is reduced, and the cost of the two-gear speed reduction assembly is reduced;

the engine and the generator are connected through the planetary row, the speed ratio is adjustable, the speed ratio range is large, and the size of the generator can be reduced, so that the power performance of the whole vehicle can be improved, and the cost of the generator can be reduced; because the pure electric mode of the double motors is realized, the power requirement can be met under the condition of reducing the driving motors properly, so that the power performance of the whole vehicle can be further improved, and the cost of the driving motors of the generators can be reduced;

in a hybrid power mode, the speed can be regulated through the planet row, the working interval of the engine is optimized, and the economic performance of the engine is improved; under the pure electric mode of two motors and the hybrid drive mode, driving motor all participates in the drive, avoids power interruption.

Drawings

FIG. 1 is a schematic diagram of a power splitting hybrid coupling system according to an embodiment of the present invention;

FIG. 2 is a power transmission route diagram of the power-split hybrid power coupling system shown in FIG. 1 in a single-motor electric-only mode;

FIG. 3 is a power transfer scheme of the power-split hybrid coupling system of FIG. 1 in a first two-motor electric-only mode;

FIG. 4 is a power transfer scheme of the power-split hybrid power coupling system of FIG. 1 in a second two-motor electric-only mode;

FIG. 5 is a power transfer route diagram of the power-split hybrid power coupling system shown in FIG. 1 in a third dual-motor electric-only mode;

FIG. 6 is a power transfer route diagram of the power-split hybrid coupling system of FIG. 1 in a first hybrid drive mode;

FIG. 7 is a power transfer route diagram of the power-split hybrid coupling system of FIG. 1 in a second hybrid drive mode;

FIG. 8 is a power transfer route diagram of the power-split hybrid coupling system of FIG. 1 in a third hybrid drive mode;

FIG. 9 is a power transfer route diagram of the power-split hybrid coupling system of FIG. 1 in a fourth hybrid drive mode;

FIG. 10 is a power transfer route diagram of the power splitting hybrid coupling system shown in FIG. 1 in a first engine direct drive mode;

FIG. 11 is a power transfer route diagram of the power splitting hybrid coupling system shown in FIG. 1 in a second engine direct drive mode;

FIG. 12 is a power transfer route diagram of the power splitting hybrid coupling system shown in FIG. 1 in a third engine direct drive mode;

FIG. 13 is a power transfer route diagram of the power-split hybrid coupling system of FIG. 1 in a range extended mode;

FIG. 14 is a schematic diagram of a power splitting hybrid coupling system according to an embodiment of the present invention;

FIG. 15 is a power transfer scheme of the power-split hybrid coupling system of FIG. 14 in a single-motor electric-only mode;

FIG. 16 is a power transfer scheme of the power-split hybrid coupling system of FIG. 14 in a first two-motor electric-only mode;

FIG. 17 is a power transfer scheme of the power-split hybrid coupling system of FIG. 14 in a second two-motor electric-only mode;

FIG. 18 is a power transfer route diagram of the power-split hybrid coupling system of FIG. 14 in a third dual-motor electric-only mode;

FIG. 19 is a power transfer route diagram of the power-split hybrid coupling system of FIG. 14 in the first hybrid drive mode;

FIG. 20 is a power transfer route diagram of the power-split hybrid coupling system of FIG. 14 in a second hybrid drive mode;

FIG. 21 is a power transfer route diagram of the power-split hybrid coupling system of FIG. 14 in a third hybrid drive mode;

FIG. 22 is a power transfer route diagram of the power-split hybrid coupling system of FIG. 14 in a fourth hybrid drive mode;

FIG. 23 is a power transfer route diagram of the power splitting hybrid coupling system of FIG. 14 in the first engine direct drive mode;

FIG. 24 is a power transfer route diagram of the power-split hybrid coupling system of FIG. 14 in the second engine direct drive mode;

FIG. 25 is a power transfer route diagram of the power-split hybrid coupling system of FIG. 14 in the third engine direct drive mode;

FIG. 26 is a power transfer route diagram of the power-split hybrid coupling system of FIG. 14 in a range extended mode;

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 fourth clutch; 8. a fifth clutch; 9. a clutch housing; 10. a synchronizer;

11. a planet row; 111. a sun gear; 112. a planet carrier; 113. an inner gear ring;

12. a first input shaft; 13. a second input shaft;

14. an intermediate shaft;

15. a first reduction gear pair; 151. a first gear; 152. a second gear;

16. a second reduction gear pair; 161. a third gear; 162. a fourth gear;

17. a third reduction gear pair; 171. a fifth gear; 172. a sixth gear;

18. a fourth reduction gear pair; 181. a seventh gear;

19. a fifth reduction gear pair; 191. an eighth gear;

20. a differential mechanism; 21. 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 and 14, the power split hybrid coupling system provided by the embodiment of the invention includes an engine 1, a generator 2, a driving motor 3, a second clutch 5, a third clutch 6, a gear shifter, a planetary gear set 11, a first input shaft 12, an intermediate shaft 14, a first reduction gear pair 15 and a second reduction gear pair 16 with a different speed ratio from the first reduction gear pair 15;

an output shaft of the engine 1 is connected to a first input shaft 12;

the first input shaft 12 is connected with the intermediate shaft 14 in a speed reducing way through a gear shifter and a second reduction gear pair 16, and the gear shifter is used for combining or disconnecting the effective connection of the second reduction gear pair 16 to the first input shaft 12 and the intermediate shaft 14 (in the application, the effective connection refers to the connection capable of realizing power transmission);

the output shaft of the generator 2 is rotatably sleeved on the first input shaft 12;

the planetary row 11 includes a sun gear 111, a planet carrier 112, and a ring gear 113; the sun gear 111 is arranged on an output shaft of the generator 2, the planet carrier 112 is connected with the first input shaft 12, the ring gear 113 is connected with the output shaft of the generator 2 through the second clutch 5, and the ring gear 113 is also connected with the intermediate shaft 14 in a speed reducing way through the third clutch 6 and the first reduction gear pair 15;

the driving motor 3 is connected with the intermediate shaft 14;

the intermediate shaft 14 outputs power to the wheels 21.

When the transmission device is used, the power of the engine 1 can be transmitted to the first input shaft 12 by combining the second clutch 5 and the third clutch 6, or combining the gear shifter, the power of the first input shaft 12 is transmitted to the intermediate shaft 14 through the planetary gear set 11, the third clutch 6 and the first reduction gear pair 15, or is transmitted to the intermediate shaft 14 through the gear shifter and the second reduction gear pair 16, and the intermediate shaft 14 outputs power to the wheels 21, so that the wheels 21 are directly driven by the engine 1;

the power of the generator 2 can be transmitted to the planetary gear set 11 by combining the second clutch 5 and the third clutch 6 or the gear shifter, the power of the planetary gear set 11 is transmitted to the intermediate shaft 14 through the third clutch 6 and the first reduction gear pair 15 or through the first input shaft 12, the gear shifter and the second reduction gear pair 16, and the intermediate shaft 14 outputs power to the wheels 21, so that the generator 2 drives the wheels 21;

the power of the driving motor 3 can be output to the wheels 21 through the intermediate shaft 14, so that the driving motor 3 can directly drive the wheels 21;

the power of the engine 1 can be transmitted to the first input shaft 12, and the power of the first input shaft 12 can be transmitted to the generator 2 through the planetary row 11, so that the generator 2 is driven to generate electricity;

when the engine 1 or the generator 2 and the driving motor 3 participate in driving together, the intermediate shaft 14 plays a role of coupling power and transmits the coupled power to the wheels 21;

when the engine 1 and the generator 2 participate in driving together, the planetary row 11 (when outputting power through the first reduction gear pair 15) or the first input shaft 12 (when outputting power through the second reduction gear pair 16) functions as a coupling power, and transmits the coupled power to the wheels 21.

According to the power-split hybrid power coupling system provided by the embodiment of the invention, when the second clutch 5 is combined, the planet row 11 integrally rotates, and when the third clutch 6 is combined, the torque of the inner gear ring 113 is transmitted to the first reduction gear pair 15; the first reduction gear pair 15 and the second reduction gear pair 16 play roles in reducing speed and increasing flow, two-gear speed reduction of the engine 1 or the generator 2 is realized through the first reduction gear pair 15 and the second reduction gear pair 16, the engine 1 and the generator 2 both have two gears when being driven, and the power performance of the whole vehicle is remarkably improved; by switching the working state (connection or disconnection) of the third clutch 6 and the working state (connection or disconnection) of the shifter, the engine 1 or the generator 2 can be controlled to drive the wheels 21 by adopting any one of the two gears, the driving motor 3 can drive the wheels 21, various driving modes can be realized, higher transmission efficiency is obtained, and the vehicle economy is improved; the engine 1 and the generator 2 share the two-gear speed reduction assembly (the first speed reduction gear pair 15 and the second speed reduction gear pair 16), the structure is simple and compact, the number of parts is reduced, the system load is reduced, the volume is reduced, and the cost of the two-gear speed reduction assembly is reduced;

the engine 1 and the generator 2 are connected through the planet row 11, the speed ratio is adjustable, the speed ratio range is large, and the size of the generator 2 can be reduced, so that the power performance of the whole vehicle can be improved, and the cost of the generator 2 can be reduced; 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 of the generator 2 can be reduced;

in a hybrid power mode, the speed can be regulated through the planet row 11, the working interval of the engine 1 is optimized, and the economic performance of the engine 1 is improved; under the pure electric mode of two motors and the hybrid drive mode, driving motor 3 all participates in the drive, avoids the power to break.

Because the direct drive mode of the engine is realized, the energy conversion of machine-electricity and electricity-machine is avoided, and the transmission efficiency is improved;

among them, the generator 2 is a motor/generator (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.

Specifically, the gear shifter may be the fourth clutch 7 or the synchronizer 10, and both of them can realize the effective connection or disconnection of the second reduction gear pair 16 to the first input shaft 12 and the intermediate shaft 14, so as to enable the power of the first input shaft 12 to be transmitted to the intermediate shaft 14 through the second reduction gear pair 16 or to avoid the power of the first input shaft 12 from being transmitted to the intermediate shaft 14 through the second reduction gear pair 16.

In one embodiment, as shown in fig. 1 and 14, a first clutch 4 is further included, and the output shaft of the engine 1 is connected to the first input shaft 12 through the first clutch 4. Whether the engine 1 participates in the driving is controlled by controlling the on-off of the first clutch 4; when the engine 1 is required to drive the wheels 21 or the generator 2 to generate power, the first clutch 4 is combined, and when the engine 1 is not required to work, the first clutch 4 is disconnected to reduce the system load and protect the engine 1.

In one embodiment, as shown in fig. 1 and 14, the power split hybrid coupling system may be provided with a third reduction gear pair 17, and the first input shaft 12 may be selectively connected to the intermediate shaft 14 through the third reduction gear pair 17, regardless of whether the first clutch 4 is provided, so that a gear for driving the engine 1 or the generator 2 may be increased.

Specifically, as shown in fig. 14, the gear shifter may be the fourth clutch 7, and the first input shaft 12 is also connected to the intermediate shaft 14 via the fifth clutch 8 and the third reduction gear pair 17 with a reduction. The working state (combination or disconnection) of the fourth clutch 7 and the fifth clutch 8 is controlled, one of the second reduction gear pair 16 and the third reduction gear pair 17 can be selectively connected between the first input shaft 12 and the intermediate shaft 14, so that one gear is increased, the engine 1 and the generator 2 can realize three-gear speed change, and the fourth clutch 7 and the fifth clutch 8 can be disconnected when the engine 1 and the generator 2 do not need to output power through the second reduction gear pair 16 or the third reduction gear pair 17, so that the use is convenient, the structure is simple, and the system load can be reduced;

as shown in fig. 1, the shifter may be a synchronizer 10, and the first input shaft 12 is also connected to the intermediate shaft 14 via the synchronizer 10 and a third reduction gear pair 17 for reduction. By controlling the working state of the synchronizer 10 (in combination with the second reduction gear pair 16 or the third reduction gear pair 17), one of the second reduction gear pair 16 and the third reduction gear pair 17 can be selectively connected between the first input shaft 12 and the intermediate shaft 14, so that one gear is added, the engine 1 and the generator 2 can realize three-gear speed change, and certainly, when the engine 1 and the generator 2 do not need to output power through the second reduction gear pair 16 or the third reduction gear pair 17, the synchronizer 10 simultaneously disconnects the effective connection of the second reduction gear pair 16 or the third reduction gear pair 17 to the first input shaft 12 and the intermediate shaft 14, so that the synchronizer is convenient to use, simple in structure and beneficial to reducing system load.

Of course, when the shift device is the fourth clutch 7, the first input shaft 12 may be connected to the intermediate shaft 14 through the synchronizer and the third reduction gear pair 17; if the gear shift device is a synchronizer 10, the first input shaft 12 may also be connected to the intermediate shaft 14 in a speed-reducing manner via a fifth clutch and a third reduction gear pair 17. It is possible to selectively connect one of the second reduction gear pair 16 and the third reduction gear pair 17 between the first input shaft 12 and the intermediate shaft 14 or to simultaneously disconnect the effective connection of the second reduction gear pair 16 and the third reduction gear pair 17 to the first input shaft 12 and the intermediate shaft 14.

In an embodiment, as shown in fig. 14, when the shifter is the fourth clutch 7, the power split hybrid coupling system further includes a second input shaft 13; the fourth clutch 7 and the fifth clutch 8 are integrated into a double clutch sharing the same clutch housing 9, the first input shaft 12 is connected with the clutch housing 9, the second input shaft 13 is connected with the fifth clutch 8, the third reduction gear pair 17 is connected with the second input shaft 13 and the intermediate shaft 14 in a reduction way, and the second reduction gear pair 16 is rotatably arranged on the second input shaft 13 and is connected with the fourth clutch 7.

The structure and the assembly are simplified, the cost is reduced, the system load is reduced, the power of the engine 1 and the generator 2 is transmitted to the first input shaft 12 firstly, the power on the first input shaft 12 is divided by the clutch shell 9 of the double clutches, if the fourth clutch 7 is combined, the power is transmitted to the intermediate shaft 14 through the second reduction gear pair 16, if the fifth clutch 8 is combined, the power is transmitted to the intermediate shaft 14 through the third reduction gear pair 17, and if the fourth clutch 7 and the fifth clutch 8 are both disconnected, the power is not transmitted through the second reduction gear pair 16 or the third reduction gear pair 17.

Of course, the fourth clutch and the fifth clutch may be two independent single clutches provided on the first input shaft 12, or other configurations that can selectively and effectively connect one of the second reduction gear pair 16 and the third reduction gear pair 17 to the first input shaft 12 and the intermediate shaft 14, or simultaneously disconnect the effective connections of the second reduction gear pair 16 and the third reduction gear pair 17 to the first input shaft 12 and the intermediate shaft 14.

In an embodiment, as shown in fig. 1 and 14, the first reduction gear pair 15 comprises a first gear 151 and a second gear 152 meshing with each other; the first gear 151 is rotatably disposed on the first input shaft 12, the second gear 152 is fixedly disposed on the intermediate shaft 14, and the ring gear 113 is connected to the first gear 151 through the third clutch 6. The structure is simpler and more compact, the system load is favorably reduced, and the transmission stability is improved.

In one embodiment, as shown in fig. 1, the second reduction gear pair 16 includes a third gear 161 and a fourth gear 162 that mesh with each other; wherein:

the third gear 161 is rotatably arranged on the first input shaft 12, the shifter is arranged on the first input shaft 12 and is used for combining the third gear 161, and the fourth gear 162 is fixedly arranged on the intermediate shaft 14; alternatively, the first and second electrodes may be,

the third gear 161 is fixed to the first input shaft 12, the fourth gear 162 is rotatably provided on the intermediate shaft 14, and the shifter is provided on the intermediate shaft 14 and is coupled to the fourth gear 162.

The structure is simpler and more compact, the system load is favorably reduced, and the transmission stability is improved.

In one embodiment, the third reduction gear pair 17 includes a fifth gear 171 and a sixth gear 172 that mesh with each other;

with the fifth clutch 8: the fifth gear 171 is rotatably disposed on the first input shaft 12, the fifth clutch 8 is connected between the fifth gear 171 and the first input shaft 12, and the sixth gear 172 is fixedly disposed on the intermediate shaft 14 (as shown in fig. 14); alternatively, the fifth gear 171 is fixed to the first input shaft 12, the sixth gear 172 is rotatably provided on the intermediate shaft 14, and the fifth clutch 8 is connected between the sixth gear 172 and the intermediate shaft 14 (not shown).

The gear shifter is a synchronizer 10, and when arranged on the first input shaft 12: the fifth gear 171 is rotatably disposed on the first input shaft 12, the synchronizer 10 is further configured to engage the fifth gear 171, and the sixth gear 172 is fixedly disposed on the intermediate shaft 14 (as shown in fig. 1);

the gear shifter is a synchronizer 10 and is arranged on an intermediate shaft 14: the fifth gear 171 is fixedly mounted on the first input shaft 12, the sixth gear 172 is rotatably mounted on the intermediate shaft 14, and the synchronizer 10 is further configured to engage the sixth gear 172 (not shown).

Preferably, as shown in fig. 1, when the shifter is the synchronizer 10, the third gear 161 and the fifth gear 171 are sleeved on the first input shaft 12.

Preferably, as shown in fig. 14, when the second input shaft 13 is provided, the third gear 161 is rotatably sleeved on the second input shaft 13 (the third gear 161 is indirectly rotatably provided on the first input shaft 12 through the fourth clutch 7), the fourth gear 162 is fixedly provided on the intermediate shaft 14, the fifth gear 171 is fixedly provided on the second input shaft 13 (the fifth gear 171 is indirectly rotatably provided on the first input shaft 12 through the second input shaft 13 and the fifth clutch 8), and the sixth gear 172 is fixedly provided on the intermediate shaft 14.

In one embodiment, as shown in fig. 1 and 14, the electric motor further comprises a fourth reduction gear pair 18, and the driving motor 3 is connected with the intermediate shaft 14 in a reduction way through the fourth reduction gear pair 18; the fourth reduction gear pair 18 plays a role in reducing speed and increasing flow.

In one embodiment, as shown in fig. 1 and 14, the fourth reduction gear pair 18 includes a seventh gear 181 provided on the output shaft of the drive motor 3 and a fourth driven gear provided on the intermediate shaft 14 and meshing with the seventh gear 181.

Wherein the fourth driven gear may be a gear independent of the third reduction gear pair 17, the second reduction gear pair 16 and the first reduction gear pair 15; preferably, the fourth driven gear is any one of a sixth gear 172 (shown in fig. 1 and 14), a fourth gear 162 and a second gear 152 fixedly connected to the intermediate shaft 14, and the fourth reduction gear pair 18 shares one gear (the sixth gear 172, the fourth gear 162 or the second gear 152) with the third reduction gear pair 17, the second reduction gear pair 16 or the first reduction gear pair 15, so as to facilitate simplification of the structure and reduction of the system load on one hand, and coupling of the driving motor 3 and the power transmitted from the engine 1 or the generator 2 on the other hand.

In addition, as shown in fig. 1 and 14, the power split hybrid coupling system further includes a differential 20, the intermediate shaft 14 is connected to the differential 20, and the differential 20 drives wheels 21.

Preferably, as shown in fig. 1 and 14, the power split hybrid coupling system further includes a fifth reduction gear pair 19, and the intermediate shaft 14 is connected to the differential 20 through the fifth reduction gear pair 19 in a speed 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 15 and the fifth speed reduction gear pair 19, or the second speed reduction gear pair 16 and the fifth speed reduction gear pair 19, or the third speed reduction gear pair 17 and the fifth speed reduction gear pair 19) and then transmitted to the differential 20, and the power provided by the driving motor 3 is subjected to two-stage speed reduction (the fourth speed reduction gear pair 18 and the fifth speed reduction gear) and then transmitted to the differential 20, so that better power matching is realized.

More preferably, as shown in fig. 1 and 14, the fifth reduction gear pair 19 includes an eighth gear 191 and a fifth driven gear provided on the intermediate shaft 14 and meshing with the eighth gear 191;

wherein the fifth driven gear may be a gear independent of the third reduction gear pair 17, the second reduction gear pair 16 and the first reduction gear pair 15; preferably, the fifth driven gear is any one of the sixth gear 172, the fourth gear 162 and the second gear 152 (as shown in fig. 1 and 14) fixedly connected with the intermediate shaft 14, and the fifth driven gear and the fourth driven gear are independent from each other, and the fifth reduction gear pair 19 shares one gear (the sixth gear 172, the fourth gear 162 or the second gear 152) with the third reduction gear pair 17, the second reduction gear pair 16 or the first reduction gear pair 15, which is beneficial to simplifying the structure and reducing the system load.

Preferred operating mode embodiments relating to the control of clutches and gear shifters are described below:

example one

When the second clutch 5, the third clutch 6 and the gear shifter are arranged, the power split hybrid coupling system has five working modes, namely a single-motor pure electric mode, a double-motor pure electric driving mode (with two gears, namely a second double-motor pure electric mode and a third double-motor pure electric mode), a hybrid driving mode (with an E-CVT mode, a first hybrid driving mode, and two gears, namely a third hybrid driving mode and a fourth hybrid driving mode), an engine direct driving mode (with two gears, namely a second engine direct driving mode and a third engine direct driving mode), an extended range mode and the like;

the five operation modes are shown in table 1, and C1, C2, C3 and S in table 1 represent the first clutch 4, the second clutch 5, the third clutch 6 and the gear shift device, respectively.

TABLE 1

(1) Single motor pure electric mode

The second clutch 5 is disconnected, the third clutch 6 is disconnected, the gear shifter is disconnected, the engine 1 and the generator 2 do not work, and the driving motor 3 drives to establish a single-motor electric-only mode.

(2) Second double-motor pure electric drive mode

The second clutch 5 is combined, the third clutch 6 is disconnected, the gear shifter is combined, the engine 1 does not work, and the generator 2 and the driving motor 3 are driven together to establish a second double-motor pure electric mode.

(3) Third dual-motor pure electric drive mode

The second clutch 5 is combined, the third clutch 6 is combined, the gear shifter is disconnected, the engine 1 does not work, and the generator 2 and the driving motor 3 are driven together to establish a third double-motor pure electric mode.

(4) First hybrid drive mode

The second clutch 5 is disconnected, the third clutch 6 is combined, the gear shifter is disconnected, the engine 1 is driven, the generator 2 generates electricity under the driving of the engine 1, and the driving motor 3 is driven to assist in driving, so that the first hybrid driving mode is established.

(5) Third hybrid drive mode

The third clutch 6 is disconnected in conjunction with the second clutch 5, the gear shifter is combined, the engine 1 is driven, the generator 2 generates electricity under the drive of the engine 1, and the driving motor 3 is driven to assist in driving, so as to establish a third hybrid driving mode.

(6) Fourth hybrid drive mode

The gear shifter is disconnected in conjunction with the second clutch 5 and the third clutch 6, the engine 1 is driven, the generator 2 generates electricity under the drive of the engine 1, and the motor 3 is driven to establish a fourth hybrid driving mode.

(7) Second Engine direct drive mode

The second clutch 5 is disconnected, the third clutch 6 is disconnected, the gear shifter is combined, the engine 1 is driven, and the generator 2 and the driving motor 3 do not work to establish the second engine direct drive mode.

(8) Third Engine direct drive mode

The gear shifter is disconnected in combination with the second clutch 5 and the third clutch 6, the engine 1 is driven, and the generator 2 and the driving motor 3 are not operated to establish the third engine direct drive mode.

(9) Extended range mode

The third clutch 6 is disconnected and the gear shifter is disconnected in combination with the second clutch 5, the engine 1 drives the generator 2 to generate electricity, and the motor 3 is driven to establish the range extending mode.

(10) Parking power generation mode

Disconnecting the second clutch 5, the third clutch 6 and the gear shifter, enabling the engine 1 and the generator 2 not to work, and driving the motor 3 to generate braking torque and generate induced current in a winding thereof to charge the power storage battery to establish a parking power generation mode;

in the first embodiment, the power transmission route and the use condition of the power-split hybrid coupling system in each driving mode are the same as those of the power-split hybrid coupling system in the corresponding driving mode in the second embodiment, and thus are not described herein again.

In addition, when the first clutch 4 is provided, as shown in table 1, it is only necessary to engage the first clutch 4 when the engine 1 is involved in driving or generating electricity, and to disengage the first clutch 4 when the engine 1 is not required to operate.

The first embodiment can be configured as shown in fig. 1 without the third reduction gear pair 17, and fig. 14 without the fifth clutch 8 and the third reduction gear pair 17.

Example two

When the second clutch 5, the third clutch 6 and the synchronizer 10 are arranged, the power split hybrid coupling system has five working modes, such as a single-motor pure electric mode, a double-motor pure electric driving mode (with three gears, namely a first double-motor pure electric mode, a second double-motor pure electric mode and a third double-motor pure electric mode), a hybrid driving mode (with an E-CVT mode-a first hybrid driving mode, and three gears, namely a second hybrid driving mode, a third hybrid driving mode and a fourth hybrid driving mode), an engine direct driving mode (with three gears, namely a first engine direct driving mode, a second engine direct driving mode and a third engine direct driving mode), an extended range mode and the like;

wherein, the five operation modes are shown in table 2, and C1, C2, C3 and S (S2, S3) in table 2 and fig. 2 to 13 represent the first clutch 4, the second clutch 5, the third clutch 6 and the synchronizer 10, respectively; in combination S2, the synchronizer 10 operatively connects the second reduction gear set 16 between the first input shaft 12 and the countershaft 14, and in combination S3, the synchronizer 10 operatively connects the third reduction gear set 17 between the first input shaft 12 and the countershaft 14.

TABLE 2

The following modes are described in conjunction with fig. 2 to 13 to describe a power transmission route of the power splitting hybrid coupling system;

(1) single motor pure electric mode

The second clutch 5 is disconnected, the third clutch 6 is disconnected, the synchronizer 10 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 mode;

specifically, as shown in fig. 2, the power transmission route in this drive mode is: the driving motor 3- > the fourth reduction gear pair 18- > the intermediate shaft 14- > the fifth reduction gear pair 19- > the differential 20- > the wheels 21.

When the electric quantity of the power storage battery is sufficient, the power-split hybrid power coupling system can enter a single-motor pure electric mode and is suitable for the full speed.

(2) First two-motor pure electric drive mode

The second clutch 5 is combined, the third clutch 6 is disconnected, the synchronizer 10 is combined with the third reduction gear pair 17, the engine 1 does not work, and the generator 2 and the driving motor 3 are driven together 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 planet row 11- > the first input shaft 12- > the synchronizer 10, the third reduction gear pair 17- > the intermediate shaft 14- > the fifth reduction gear pair 19- > the differential 20- > the wheel 21,

the power transmission route 2 is: the driving motor 3- > the fourth reduction gear pair 18- > the intermediate shaft 14- > the fifth reduction gear pair 19- > the differential 20- > the wheels 21.

When the electric quantity of the power storage battery is sufficient, the power-split hybrid power coupling system can enter a first double-motor pure electric driving mode and is suitable for the full speed.

(3) Second double-motor pure electric drive mode

The second clutch 5 is combined, the third clutch 6 is disconnected, the synchronizer 10 is combined with the second reduction gear pair 16, the engine 1 does not work, and the generator 2 and the driving motor 3 are driven together 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 planet row 11- > the first input shaft 12- > the synchronizer 10, the second reduction gear pair 16- > the intermediate shaft 14- > the fifth reduction gear pair 19- > the differential 20- > the wheel 21,

When the electric quantity of the power storage battery is sufficient, the power-split hybrid power coupling system can enter a second double-motor pure electric drive mode, and is suitable for full vehicle speed.

(4) Third dual-motor pure electric drive mode

The second clutch 5 is combined, the third clutch 6 is combined, the synchronizer 10 is disconnected, the engine 1 does not work, and the generator 2 and the driving motor 3 are driven together to establish a third double-motor pure electric mode;

specifically, as shown in fig. 5, the power transmission route 1 in this drive mode is: the generator 2- > the planet row 11- > the third clutch 6, the first reduction gear pair 15- > the intermediate shaft 14- > the fifth reduction gear pair 19- > the differential 20- > the wheels 21,

When the electric quantity of the power storage battery is sufficient, the power distribution hybrid power coupling system can enter a third double-motor pure electric driving mode and is suitable for the full speed.

(6) First hybrid drive mode (E-CVT mode)

Disconnecting the second clutch 5, combining the third clutch 6, disconnecting the synchronizer 10, driving the engine 1, generating power by the generator 2 under the driving of the engine 1, and driving the motor 3 for auxiliary driving to establish a first hybrid driving mode;

specifically, as shown in fig. 6, the power transmission route 1 in this drive mode is: the engine 1- > the first input shaft 12- > the planet row 11- > the third clutch 6, the first reduction gear pair 15- > the intermediate shaft 14- > the fifth reduction gear pair 19- > the differential 20- > the wheel 21,

the power transmission route 2 is: the engine 1 > the first input shaft 12 > the planet row 11 > the generator 2,

the power transmission line 3 is: the driving motor 3- > the fourth reduction gear pair 18- > the intermediate shaft 14- > the fifth reduction gear pair 19- > the differential 20- > the wheels 21.

When the vehicle speed is required to be at a medium-low speed, the power-split hybrid coupling system can enter a first hybrid driving mode, and the engine 1 and the driving motor 3 drive the wheels 21 together. Meanwhile, when the power storage battery is low in electric quantity, the engine 1 can be used for driving the generator 2 to generate electricity for the power storage battery.

(7) Second hybrid drive mode

The second clutch 5 is combined, the third clutch 6 is disconnected, the synchronizer 10 is combined with the third reduction gear pair 17, the engine 1 is driven, the generator 2 is driven by the engine 1 to generate electricity, and the motor 3 is driven to assist in driving so as to establish a second hybrid driving mode;

specifically, as shown in fig. 7, the power transmission route 1 in this drive mode is: the engine 1- > the first input shaft 12- > the synchronizer 10, the third reduction gear pair 17- > the intermediate shaft 14- > the fifth reduction gear pair 19- > the differential 20- > the wheels 21,

When the vehicle speed is required to be at medium-high speed, the power-split hybrid coupling system can enter a second hybrid driving mode, and the engine 1 and the driving motor 3 drive the wheels 21 together. Meanwhile, when the power storage battery is low in electric quantity, the engine 1 can be used for driving the generator 2 to generate electricity for the power storage battery.

(8) Third hybrid drive mode

The second clutch 5 is combined, the third clutch 6 is disconnected, the synchronizer 10 is combined with the second reduction gear pair 16, the engine 1 is driven, the generator 2 is driven by the engine 1 to generate electricity, and the motor 3 is driven to assist in driving so as to establish a third hybrid driving mode;

specifically, as shown in fig. 8, the power transmission route 1 in this drive mode is: the engine 1- > the first input shaft 12- > the synchronizer 10, the second reduction gear pair 16- > the intermediate shaft 14- > the fifth reduction gear pair 19- > the differential 20- > the wheels 21,

When the vehicle speed is required to be high, the power-split hybrid coupling system can enter a third hybrid driving mode, and the engine 1 and the driving motor 3 drive the wheels 21 together. Meanwhile, when the power storage battery is low in electric quantity, the engine 1 can be used for driving the generator 2 to generate electricity for the power storage battery.

(9) Fourth hybrid drive mode

Combining the second clutch 5 and the third clutch 6, disconnecting the synchronizer 10, 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 fourth hybrid driving mode;

specifically, as shown in fig. 9, the power transmission route 1 in this drive mode is: the engine 1- > the first input shaft 12- > the planet row 11- > the third clutch 6, the first reduction gear pair 15- > the intermediate shaft 14- > the fifth reduction gear pair 19- > the differential 20- > the wheel 21,

When the vehicle speed is required to be high, the power-split hybrid coupling system can enter a fourth hybrid driving mode, and the engine 1 and the driving motor 3 drive the wheels 21 together. Meanwhile, when the power storage battery is low in electric quantity, the engine 1 can be used for driving the generator 2 to generate electricity for the power storage battery.

(10) First engine direct drive mode

Disconnecting the second clutch 5, disconnecting the third clutch 6, combining the synchronizer 10 with the third reduction gear pair 17, driving the engine 1, and not operating the generator 2 and the driving motor 3 to establish a first engine direct-drive mode;

specifically, as shown in fig. 10, the power transmission route in this drive mode is: the engine 1- > the first input shaft 12- > the synchronizer 10, the third reduction gear pair 17- > the intermediate shaft 14- > the fifth reduction gear pair 19- > the differential 20- > the wheels 21.

When the vehicle speed requires medium and high speed, the power-split hybrid power coupling system can enter a first engine direct-drive mode, and the engine 1 works in a high-efficiency interval, especially when the power storage battery is insufficient in electric quantity.

(11) Second Engine direct drive mode

Disconnecting the second clutch 5, disconnecting the third clutch 6, combining the synchronizer 10 with the second reduction gear pair 16, driving the engine 1, and not operating the generator 2 and the driving motor 3 to establish a second engine direct-drive mode;

specifically, as shown in fig. 11, the power transmission route in this drive mode is: the engine 1- > the first input shaft 12- > the synchronizer 10, the second reduction gear pair 16- > the intermediate shaft 14- > the fifth reduction gear pair 19- > the differential 20- > the wheels 21.

When the vehicle speed requires high speed, the power-split hybrid power coupling system can enter a second engine direct-drive mode, and the engine 1 works in a high-efficiency interval, particularly when the power storage battery is insufficient in electric quantity.

(12) Third Engine direct drive mode

The second clutch 5 is combined, the third clutch 6 is combined, the synchronizer 10 is disconnected, the engine 1 is driven, and the generator 2 and the driving motor 3 do not work to establish a third engine direct-drive mode;

specifically, as shown in fig. 12, the power transmission route in this drive mode is: the engine 1- > the first input shaft 12- > the planet row 11- > the third clutch 6, the first reduction gear pair 15- > the intermediate shaft 14- > the fifth reduction gear pair 19- > the differential 20- > the wheel 21.

When the vehicle speed requires high speed, the power-split hybrid power coupling system can enter a third engine direct-drive mode, and the engine 1 works in a high-efficiency interval, especially when the power storage battery is insufficient in electric quantity.

(13) Extended range mode

The third clutch 6 is disconnected and the synchronizer 10 is disconnected by combining the second clutch 5, the generator 2 is driven by the engine 1 to generate power, and the motor 3 is driven to establish a range extending mode;

specifically, as shown in fig. 13, the power transmission route 1 in this drive mode is: the engine 1 > the first input shaft 12 > the planet row 11 > the generator 2,

When the electric quantity of the power storage battery is insufficient, the power division hybrid power coupling system can enter a range extending mode and is suitable for medium and low speeds.

(14) Parking power generation mode

Disconnecting the first clutch 4, the second clutch 5, the third clutch 6 and the synchronizer 10, enabling the engine 1 and the generator 2 not to work, and driving the motor 3 to generate braking torque and generate induced current in a winding thereof to charge power storage battery electric quantity so as to establish a parking power generation mode;

when the vehicle is braked, the power-split hybrid power coupling system can enter a parking power generation mode, the driving motor 3 generates braking torque to brake the wheels 21, and induced current generated in a winding of the driving motor 3 charges a power storage battery, so that the recovery of braking energy is realized.

In addition, when the first clutch 4 is provided, as shown in table 2, it is only necessary to engage the first clutch 4 when the engine 1 is involved in driving or generating electricity, and to disengage the first clutch 4 when the engine 1 is not required to operate.

EXAMPLE III

When the second clutch 5, the third clutch 6, the fourth clutch 7 and the fifth clutch 8 are arranged, the power-split hybrid coupling system has five working modes, such as a single-motor pure electric mode, a double-motor pure electric driving mode (with three gears, namely a first double-motor pure electric mode, a second double-motor pure electric mode and a third double-motor pure electric mode), a hybrid driving mode (with an E-CVT mode-a first hybrid driving mode, and three gears, namely a second hybrid driving mode, a third hybrid driving mode and a fourth hybrid driving mode), an engine direct driving mode (with three gears, namely a first engine direct driving mode, a second engine direct driving mode and a third engine direct driving mode), an extended range mode and the like;

the five operation modes are shown in table 3, and C1, C2, C3, C4 and C5 in table 3 and fig. 15 to fig. 26 represent the first clutch 4, the second clutch 5, the third clutch 6, the fourth clutch 7 and the fifth clutch 8, respectively.

TABLE 3

The following modes describe the power transmission route of the power split hybrid coupling system with reference to fig. 15 to 26.

(1) Single motor pure electric mode

Disconnecting the second clutch 5, the third clutch 6, the fourth clutch 7 and the fifth clutch 8, enabling the engine 1 and the generator 2 not to work, and driving the motor 3 to establish a single-motor pure electric mode;

specifically, as shown in fig. 15, the power transmission route in this drive mode is: the driving motor 3- > the fourth reduction gear pair 18- > the intermediate shaft 14- > the fifth reduction gear pair 19- > the differential 20- > the wheels 21.

(2) First two-motor pure electric drive mode

The second clutch 5 is combined, the third clutch 6 is disconnected, the fourth clutch 7 is disconnected, the fifth clutch 8 is combined, the engine 1 does not work, and the generator 2 and the driving motor 3 are driven together to establish a first double-motor pure electric mode;

specifically, as shown in fig. 16, the power transmission route 1 in this drive mode is: the generator 2- > the planet row 11- > the first input shaft 12- > the fifth clutch 8, the third reduction gear pair 17- > the intermediate shaft 14- > the fifth reduction gear pair 19- > the differential 20- > the wheel 21,

(3) Second double-motor pure electric drive mode

The second clutch 5 is combined, the third clutch 6 is disconnected, the fourth clutch 7 is combined, the fifth clutch 8 is disconnected, the engine 1 does not work, and the generator 2 and the driving motor 3 are driven together to establish a second double-motor pure electric mode;

specifically, as shown in fig. 17, the power transmission route 1 in this drive mode is: the generator 2- > the planet row 11- > the first input shaft 12- > the fourth clutch 7, the second reduction gear pair 16- > the intermediate shaft 14- > the fifth reduction gear pair 19- > the differential 20- > the wheel 21,

(4) Third dual-motor pure electric drive mode

The second clutch 5 is combined, the third clutch 6 is combined, the fourth clutch 7 is disconnected, the fifth clutch 8 is disconnected, the engine 1 does not work, and the generator 2 and the driving motor 3 are driven together to establish a third double-motor pure electric mode;

specifically, as shown in fig. 18, the power transmission route 1 in this drive mode is: the generator 2- > the planet row 11- > the third clutch 6, the first reduction gear pair 15- > the intermediate shaft 14- > the fifth reduction gear pair 19- > the differential 20- > the wheels 21,

(6) First hybrid drive mode (E-CVT mode)

Disconnecting the second clutch 5, combining the third clutch 6, disconnecting the fourth clutch 7, disconnecting the fifth clutch 8, driving the engine 1, generating power by the generator 2 under the driving of the engine 1, and driving the motor 3 for auxiliary driving to establish a first hybrid driving mode;

specifically, as shown in fig. 19, the power transmission route 1 in this drive mode is: the engine 1- > the first input shaft 12- > the planet row 11- > the third clutch 6, the first reduction gear pair 15- > the intermediate shaft 14- > the fifth reduction gear pair 19- > the differential 20- > the wheel 21,

(7) Second hybrid drive mode

The second clutch 5 is combined, the third clutch 6 is disconnected, the fourth clutch 7 is disconnected, the fifth clutch 8 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 assist in driving so as to establish a second hybrid driving mode;

specifically, as shown in fig. 20, the power transmission route 1 in this drive mode is: the engine 1- > the first input shaft 12- > the fifth clutch 8, the third reduction gear pair 17- > the intermediate shaft 14- > the fifth reduction gear pair 19- > the differential 20- > the wheels 21,

(8) Third hybrid drive mode

The second clutch 5 is combined, the third clutch 6 is disconnected, the fourth clutch 7 is combined, the fifth clutch 8 is disconnected, the engine 1 is driven, the generator 2 generates electricity under the driving of the engine 1, and the motor 3 is driven to assist in driving so as to establish a third hybrid driving mode;

specifically, as shown in fig. 21, the power transmission route 1 in this drive mode is: the engine 1- > the first input shaft 12- > the fourth clutch 7, the second reduction gear pair 16- > the intermediate shaft 14- > the fifth reduction gear pair 19- > the differential 20- > the wheels 21,

(9) Fourth hybrid drive mode

The second clutch 5 is combined, the third clutch 6 is combined, the fourth clutch 7 is disconnected, the fifth clutch 8 is disconnected, the engine 1 is driven, the generator 2 generates power under the driving of the engine 1, and the motor 3 is driven to establish a fourth hybrid driving mode;

specifically, as shown in fig. 22, the power transmission route 1 in this drive mode is: the engine 1- > the first input shaft 12- > the planet row 11- > the third clutch 6, the first reduction gear pair 15- > the intermediate shaft 14- > the fifth reduction gear pair 19- > the differential 20- > the wheel 21,

(10) First engine direct drive mode

Disconnecting the second clutch 5, disconnecting the third clutch 6, disconnecting the fourth clutch 7, combining the fifth clutch 8, driving the engine 1, and not operating the generator 2 and the driving motor 3 to establish a first engine direct-drive mode;

specifically, as shown in fig. 23, the power transmission route in this drive mode is: the engine 1- > the first input shaft 12- > the fifth clutch 8, the third reduction gear pair 17- > the intermediate shaft 14- > the fifth reduction gear pair 19- > the differential 20- > the wheels 21.

(11) Second Engine direct drive mode

Disconnecting the second clutch 5, disconnecting the third clutch 6, combining the fourth clutch 7, disconnecting the fifth clutch 8, driving the engine 1, and enabling the generator 2 and the driving motor 3 not to work so as to establish a second engine direct-drive mode;

specifically, as shown in fig. 24, the power transmission route in this drive mode is: the engine 1- > the first input shaft 12- > the fourth clutch 7, the second reduction gear pair 16- > the intermediate shaft 14- > the fifth reduction gear pair 19- > the differential 20- > the wheels 21.

(12) Third Engine direct drive mode

The second clutch 5 is combined, the third clutch 6 is combined, the fourth clutch 7 is disconnected, the fifth clutch 8 is disconnected, the engine 1 is driven, and the generator 2 and the driving motor 3 do not work to establish a third engine direct-drive mode;

specifically, as shown in fig. 25, the power transmission route in this drive mode is: the engine 1- > the first input shaft 12- > the planet row 11- > the third clutch 6, the first reduction gear pair 15- > the intermediate shaft 14- > the fifth reduction gear pair 19- > the differential 20- > the wheel 21.

(13) Extended range mode

The third clutch 6, the fourth clutch 7 and the fifth clutch 8 are disconnected after the second clutch 5 is combined, the engine 1 drives the generator 2 to generate power, and the motor 3 is driven to establish a range extending mode;

specifically, as shown in fig. 26, the power transmission route 1 in this drive mode is: the engine 1 > the first input shaft 12 > the planet row 11 > the generator 2,

(14) Parking power generation mode

Disconnecting the first clutch 4, the second clutch 5, the third clutch 6, the fourth clutch 7 and the fifth clutch 8, enabling the engine 1 and the generator 2 not to work, and driving the motor 3 to generate braking torque and generate induced current in a winding thereof to charge the power storage battery to establish a parking power generation mode;

In addition, when the first clutch 4 is provided, as shown in table 3, it is only necessary to engage the first clutch 4 when the engine 1 is involved in driving or generating electricity, and to disengage the first clutch 4 when the engine 1 is not required to operate.

The embodiment of the invention also provides a vehicle, which comprises a controller and a power storage battery connected to the controller, and further comprises the power division hybrid power coupling system mentioned in any one of the previous embodiments, wherein the engine 1, the generator 2 and the driving motor 3 are connected to the controller and controlled by the controller.

In one embodiment, five driving modes (a single-motor pure electric mode, a double-motor pure electric driving mode, a hybrid driving mode, an engine direct driving mode and a range extending mode) of the power-split hybrid 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 power splitting 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 power storage 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

1. A power-split hybrid power coupling system comprises an engine, a generator and a driving motor, and is characterized by further comprising a second clutch, a third clutch, a gear shifter, a planetary gear set, a first input shaft, an intermediate shaft, a first reduction gear pair and a second reduction gear pair with a speed ratio different from that of the first reduction gear pair;

an output shaft of the engine is connected with the first input shaft;

an output shaft of the generator is rotatably sleeved on the first input shaft;

the driving motor is connected with the intermediate shaft;

the intermediate shaft outputs power to the wheels.

2. The power-splitting hybrid coupling system according to claim 1, further comprising a first clutch through which an output shaft of the engine is connected to the first input shaft.

3. The power-splitting hybrid coupling system according to claim 1, further comprising a third reduction gear pair;

the gear shifter is a fourth clutch, and the first input shaft is also in speed reduction connection with the intermediate shaft through a fifth clutch and the third reduction gear pair, or

The gear shifter is a synchronizer, and the first input shaft is connected with the intermediate shaft in a speed reducing mode through the synchronizer and the third reduction gear pair.

4. The power-splitting hybrid coupling system according to claim 3, wherein when the shifter is a fourth clutch, the power-splitting hybrid coupling system further comprises a second input shaft; the fourth clutch with the fifth clutch is integrated into the double clutch of sharing same clutch housing, first input shaft with clutch housing links to each other, the second input shaft with the fifth clutch links to each other, the vice speed reduction of third reduction gear is connected the second input shaft with the jackshaft, the vice rotationally locate of second reduction gear on the second input shaft and with the fourth clutch links to each other.

5. The power-splitting hybrid coupling system according to any one of claim 3, wherein the first reduction gear pair includes a first gear and a second gear that mesh with each other;

the first gear is rotatably arranged on the first input shaft, the second gear is fixedly arranged on the intermediate shaft, and the inner gear ring is connected with the first gear through the third clutch;

the second reduction gear pair comprises a third gear and a fourth gear which are meshed with each other;

the third gear is rotatably arranged on the first input shaft, the shifter is arranged on the first input shaft and is used for combining with the third gear, and the fourth gear is fixedly arranged on the intermediate shaft; or the third gear is fixedly arranged on the first input shaft, the fourth gear is rotatably arranged on the intermediate shaft, and the shifter is arranged on the intermediate shaft and is used for combining with the fourth gear;

the third reduction gear pair comprises a fifth gear and a sixth gear which are meshed with each other;

when the fifth clutch is arranged: the fifth gear is rotatably arranged on the first input shaft, the fifth clutch is connected between the fifth gear and the first input shaft, and the sixth gear is fixedly arranged on the intermediate shaft; or, the fifth gear is fixedly arranged on the first input shaft, the sixth gear is rotatably arranged on the intermediate shaft, and the fifth clutch is connected between the sixth gear and the intermediate shaft;

the shifter is the synchronizer and is arranged on the first input shaft: the fifth gear is rotatably arranged on the first input shaft, the synchronizer is also used for combining the fifth gear, and the sixth gear is fixedly arranged on the intermediate shaft;

the shifter is the synchronizer, and is arranged on the intermediate shaft: the fifth gear is fixedly arranged on the first input shaft, the sixth gear is rotatably arranged on the intermediate shaft, and the synchronizer is also used for combining the sixth gear.

6. The power-splitting hybrid coupling system according to claim 4, wherein the first reduction gear pair comprises first and second gears that mesh with each other; the first gear is rotatably arranged on the first input shaft, the second gear is fixedly arranged on the intermediate shaft, and the inner gear ring is connected with the first gear through the third clutch;

the second reduction gear pair comprises a third gear and a fourth gear which are meshed with each other; the third gear is rotatably arranged on the second input shaft, and the fourth gear is fixedly arranged on the intermediate shaft;

the third reduction gear pair comprises a fifth gear and a sixth gear which are meshed with each other; the fifth gear is fixedly arranged on the second input shaft, and the sixth gear is fixedly arranged on the intermediate shaft.

7. The power-split hybrid coupling system according to claim 5 or 6, further comprising a fourth reduction gear pair, wherein the driving motor is connected with the intermediate shaft through the fourth reduction gear pair in a speed reduction manner;

the fourth reduction gear pair comprises a seventh gear arranged on an output shaft of the driving motor and a fourth driven gear arranged on the intermediate shaft and meshed with the seventh gear;

the fourth driven gear is any one of the sixth gear, the fourth gear and the second gear which is fixedly connected with the intermediate shaft.

8. The power-splitting hybrid coupling system according to claim 1, wherein the power-splitting hybrid coupling system has a single-motor electric-only mode, a second dual-motor electric-only mode, a third dual-motor electric-only mode, a first hybrid drive mode, a third hybrid drive mode, a fourth hybrid drive mode, a second engine direct drive mode, a third engine direct drive mode, and a range extension mode;

disconnecting the second clutch, disconnecting the third clutch, disconnecting the shifter, deactivating the engine and the generator, the drive motor driving to establish the single-motor electric-only mode;

engaging the second clutch, disengaging the third clutch, engaging the shifter, deactivating the engine, and driving the generator and the drive motor together to establish the second dual-motor electric-only mode;

engaging the second clutch, engaging the third clutch, disengaging the shifter, deactivating the engine, and driving the generator and the drive motor together to establish the third dual-motor electric-only mode;

disconnecting the second clutch, engaging the third clutch, disconnecting the shifter, the engine driving, the generator generating electricity under the driving of the engine, the driving motor assisting the driving to establish the first hybrid driving mode;

engaging the second clutch, disengaging the third clutch, engaging the gear shifter, the engine driving, the generator generating electricity under the driving of the engine, the driving motor assisting the driving to establish the third hybrid driving mode;

engaging the second clutch, engaging the third clutch, disengaging the shifter, the engine driving, the generator generating electricity under the drive of the engine, the drive motor driving to establish the fourth hybrid drive mode;

disconnecting the second clutch, disconnecting the third clutch, combining the gear shifter, driving the engine, and enabling the generator and the driving motor to be out of operation so as to establish the second engine direct drive mode;

the second clutch is combined, the third clutch is combined, the gear shifter is disconnected, the engine is driven, and the generator and the driving motor do not work so as to establish a third engine direct-drive mode;

and combining the second clutch, disconnecting the third clutch, disconnecting the gear shifter, driving the generator to generate power by the engine, and driving the motor to establish the range extending mode.

9. The power-splitting hybrid coupling system according to claim 3, wherein the power-splitting hybrid coupling system has a single-motor electric-only mode, a first dual-motor electric-only mode, a second dual-motor electric-only mode, a third dual-motor electric-only mode, a first hybrid drive mode, a second hybrid drive mode, a third hybrid drive mode, a fourth hybrid drive mode, a first engine direct drive mode, a second engine direct drive mode, a third engine direct drive mode, and a range extension mode;

when the shifter is a synchronizer:

disconnecting the second clutch, disconnecting the third clutch, disconnecting the synchronizer, not operating the engine and the generator, and driving the driving motor to establish the single-motor electric-only mode;

the second clutch is combined, the third clutch is disconnected, the synchronizer is combined with the third reduction gear pair, the engine does not work, and the generator and the driving motor are driven together to establish the first double-motor pure electric mode;

engaging the second clutch, disengaging the third clutch, engaging the synchronizer with the second reduction gear pair, deactivating the engine, and driving the generator and the driving motor together to establish the second dual-motor electric-only mode;

the second clutch is combined, the third clutch is combined, the synchronizer is disconnected, the engine does not work, and the generator and the driving motor are driven together to establish the third double-motor pure electric mode;

disconnecting the second clutch, connecting the third clutch, disconnecting the synchronizer, driving the engine, generating power by the generator under the driving of the engine, and assisting the driving of the driving motor to establish the first hybrid driving mode;

engaging the second clutch, disengaging the third clutch, engaging the synchronizer with the third reduction gear pair, driving the engine, generating power by the generator under the driving of the engine, and assisting the driving of the driving motor to establish the second hybrid driving mode;

engaging the second clutch, disengaging the third clutch, engaging the synchronizer with the second reduction gear pair, driving the engine, generating power by the generator under the driving of the engine, and assisting the driving of the driving motor to establish the third hybrid driving mode;

engaging the second clutch, engaging the third clutch, disengaging the synchronizer, the engine driving, the generator generating electricity under the driving of the engine, the driving motor driving to establish the fourth hybrid driving mode;

disconnecting the second clutch, disconnecting the third clutch, combining the synchronizer with the third reduction gear pair, driving the engine, and not operating the generator and the driving motor to establish the first engine direct-drive mode;

disconnecting the second clutch, disconnecting the third clutch, combining the synchronizer with the second reduction gear pair, driving the engine, and not operating the generator and the driving motor to establish the second engine direct drive mode;

the second clutch is combined, the third clutch is combined, the synchronizer 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 third engine;

the third clutch is disconnected and the synchronizer is disconnected in combination with the second clutch, the engine drives the generator to generate power, and the driving motor drives the generator to establish the range extending mode;

when the shifter is a fourth clutch:

disconnecting the second clutch, disconnecting the third clutch, disconnecting the fourth clutch, disconnecting the fifth clutch, and the engine and the generator do not work, and the driving motor is driven to establish the single-motor electric-only mode;

the second clutch is combined, the third clutch is disconnected, the fourth clutch is disconnected, the fifth clutch is combined, the engine does not work, and the generator and the driving motor are driven together to establish the first double-motor pure electric mode;

the second clutch is combined, the third clutch is disconnected, the fourth clutch is combined, the fifth clutch is disconnected, the engine does not work, and the generator and the driving motor are driven together to establish the second double-motor pure electric mode;

the second clutch is combined, the third clutch is combined, the fourth clutch is disconnected, the fifth clutch is disconnected, the engine does not work, and the generator and the driving motor are driven together to establish the third double-motor pure electric mode;

disconnecting the second clutch, combining the third clutch, disconnecting the fourth clutch, disconnecting the fifth clutch, driving the engine, generating power by the generator under the driving of the engine, and assisting the driving of the driving motor to establish the first hybrid driving mode;

the second clutch is combined, the third clutch is disconnected, the fourth clutch is disconnected, the fifth clutch is combined, the engine is driven, the generator generates electricity under the driving of the engine, and the driving motor is driven in an auxiliary mode to establish the second hybrid driving mode;

the second clutch is combined, the third clutch is disconnected, the fourth clutch is combined, the fifth clutch is disconnected, the engine is driven, the generator generates electricity under the driving of the engine, and the driving motor is driven in an auxiliary mode to establish the third hybrid driving mode;

the second clutch is combined, the third clutch is combined, the fourth clutch is disconnected, the fifth clutch is disconnected, the engine is driven, the generator generates electricity under the driving of the engine, and the driving motor is driven to establish the fourth hybrid driving mode;

disconnecting the second clutch, disconnecting the third clutch, disconnecting the fourth clutch, combining the fifth clutch, driving the engine, and enabling the generator and the driving motor to not work so as to establish the first engine direct-drive mode;

disconnecting the second clutch, disconnecting the third clutch, combining the fourth clutch, disconnecting the fifth clutch, driving the engine, and enabling the generator and the driving motor to not work so as to establish a direct drive mode of the second engine;

the second clutch is combined, the third clutch is combined, the fourth clutch is disconnected, the fifth clutch is disconnected, the engine is driven, and the generator and the driving motor do not work to establish a direct drive mode of the third engine;

and combining the second clutch, disconnecting the third clutch, disconnecting the fourth clutch and disconnecting the fifth 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 connected to the controller, characterized by further comprising the power-split hybrid coupling system of any one of claims 1-9, the engine, the generator, and the drive motor being connected to and controlled by the controller.