CN111376699A - Hybrid power coupling system and vehicle - Google Patents

Hybrid power coupling system and vehicle Download PDF

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Publication number
CN111376699A
CN111376699A CN201811619690.3A CN201811619690A CN111376699A CN 111376699 A CN111376699 A CN 111376699A CN 201811619690 A CN201811619690 A CN 201811619690A CN 111376699 A CN111376699 A CN 111376699A
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China
Prior art keywords
clutch
driving
engine
mode
generator
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CN201811619690.3A
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Chinese (zh)
Inventor
祁宏钟
张安伟
赵江灵
祖国强
尚阳
任晓华
杨洋
施国飞
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Guangzhou Automobile Group Co Ltd
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Guangzhou Automobile Group Co Ltd
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Application filed by Guangzhou Automobile Group Co Ltd filed Critical Guangzhou Automobile Group Co Ltd
Priority to CN201811619690.3A priority Critical patent/CN111376699A/en
Publication of CN111376699A publication Critical patent/CN111376699A/en
Pending legal-status Critical Current

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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
    • B60K6/36—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
    • B60K6/365—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 with the gears having orbital motion
    • 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
    • B60K6/42—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 discloses a hybrid power coupling system and a vehicle, which comprise an engine, a generator, a driving motor, a first planet row, a second planet row, a brake, a first clutch, a second clutch, an input shaft and an intermediate shaft for outputting power to wheels, wherein the first planet row comprises a first sun gear, a first planet carrier and a first gear ring, and the second planet row comprises a second sun gear, a second planet carrier connected with the first gear ring and a second gear ring connected with the first planet carrier; the engine is connected with the input shaft; the input shaft is respectively connected with the first sun gear and the second planet carrier through a first clutch and a second clutch; the brake is used for braking the first sun gear, and the first planet carrier is meshed with a first gear arranged on the intermediate shaft; the generator is connected with the second sun gear or the input shaft; the driving motor is connected with the intermediate shaft; the system load is reduced, multiple driving modes can be realized, the transmission efficiency is higher, and the power performance and the economy of the whole vehicle are improved.

Description

Hybrid power coupling system and vehicle
Technical Field
The invention belongs to the field of new energy automobiles, and particularly relates to a 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.
The transmissions on the market at present mainly comprise a step transmission and a continuously variable transmission. Step-variable transmissions are subdivided into manual and automatic. They most provide a limited number of discrete output-to-input speed ratios through different meshing arrangements of gear trains or planetary gear trains. The speed of the drive wheels between two adjacent speed ratios is adjusted by means of the speed variation of the internal combustion engine. Continuously variable transmissions, whether mechanical, hydraulic, or electro-mechanical, provide an infinite number of continuously selectable speed ratios over a range of speeds, and theoretically, the speed change of the drive wheels can be accomplished entirely through the transmission. In this way, the internal combustion engine can be operated in the optimum speed range as much as possible. Meanwhile, compared with a stepped transmission, the stepless transmission has the advantages of stable speed regulation, full utilization of the maximum power of an internal combustion engine and the like, so that the stepless transmission is a subject of research of engineers in various countries for many years.
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 two motors, a compound planet row consisting of a first planet row and a second planet row, wherein the first planet row comprises a first sun gear and a first planet carrier, the second planet row comprises a second sun gear and a second planet carrier, the first planet row and the second planet row share a gear ring, the first sun gear is connected with a generator, the first planet carrier is connected with an engine, the gear ring is connected with a difference reducer, the second sun gear is connected with a driving motor, and the second planet carrier is connected with a brake; although the scheme can realize the working modes of pure electric drive, hybrid drive and the like by reasonably controlling the related power sources, the direct drive mode of the engine cannot be realized. For a power splitting system, the E-CVT mode is only at medium and low speed, the system efficiency is high, and the economy is good; the system which is in a medium-high speed mode and an engine direct-drive mode is high in efficiency and good in economy, so that the existing scheme of the engine direct-drive mode cannot be realized, and the power performance and the economy are inevitably insufficient.
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 hybrid power coupling system and the vehicle are provided.
In order to solve the technical problem, an embodiment of the present invention provides a hybrid coupling system, including an engine, a generator, a driving motor, a first planetary gear set, a second planetary gear set, a brake, a first clutch, a second clutch, an input shaft, and an intermediate shaft; the first planet row comprises a first sun gear, a first planet carrier and a first gear ring, the second planet row comprises a second sun gear, a second planet carrier and a second gear ring, the first planet carrier is connected with the second gear ring, and the first gear ring is connected with the second planet carrier;
the engine is connected with the input shaft;
the input shaft is connected with the first sun gear through the first clutch, and the input shaft is connected with the second planet carrier through the second clutch;
the brake is used for braking the first sun gear, and the first planet carrier is meshed with a first gear fixedly arranged on the intermediate shaft;
the generator is connected with the second sun gear and/or the input shaft;
the driving motor is connected with the intermediate shaft;
the intermediate shaft outputs power to the wheels.
Optionally, the electric generator is connected with the input shaft through a third clutch.
Optionally, the housing of the third clutch connects the rotating shaft of the generator and the second sun gear.
Optionally, the first sun gear and the second sun gear are rotatably disposed on the input shaft.
Optionally, the first clutch and the second clutch are integrated into a dual clutch of a common clutch housing, the dual clutch being located between the first sun gear and the second sun gear, the clutch housing being provided on the input shaft.
Optionally, the electric vehicle further comprises a first reduction gear pair, and the driving motor is connected with the intermediate shaft through the first reduction gear pair.
Optionally, the engine and the generator are coaxially arranged and respectively located at two ends of the input shaft;
the first reduction gear pair comprises a third gear and a fourth gear which are meshed with each other, the third gear is fixedly arranged on a rotating shaft of the driving motor, the fourth gear is fixedly arranged on one end of the intermediate shaft, and the first gear is fixedly arranged on the other end of the intermediate shaft; or
The first reduction gear pair comprises the first gear and a third gear, and the third gear is fixedly arranged on a rotating shaft of the driving motor and is meshed with the first gear.
Optionally, when the generator is connected to the second sun gear: the hybrid power coupling system is provided with a single-motor pure electric mode, a double-motor pure electric mode, a second hybrid driving mode, a third hybrid driving mode, a second engine direct driving mode, a third engine direct driving mode, a first ECVT mode and a second ECVT mode;
disengaging the first clutch, disengaging the second clutch, disengaging the brake, the engine and the generator not operating, the drive motor driving to establish the single-motor electric-only mode;
the first clutch is separated, the second clutch is separated, the brake is combined, the engine does not work, and the generator and the driving motor are driven together to establish the double-motor pure electric mode;
disengaging the first clutch, engaging the second clutch, engaging the brake, the engine driving, the generator driving or generating electricity under the driving of the engine, the driving motor assisting the driving to establish the second hybrid driving mode;
engaging the first clutch, engaging the second clutch, disengaging the brake, driving the engine, driving the generator or generating electricity under the driving of the engine, and assisting the driving of the driving motor to establish the third hybrid driving mode;
the first clutch is separated, the second clutch is combined, the brake is combined, the engine is driven, and the generator and the driving motor do not work so as to establish the second engine direct drive mode;
the first clutch is combined, the second clutch is combined, the brake is separated, the engine is driven, and the generator and the driving motor do not work so as to establish a third engine direct drive mode;
disengaging the first clutch, engaging the second clutch, disengaging the brake, the engine driving, the generator driving or generating electricity under the driving of the engine, the driving motor assisting the driving to establish the first ECVT mode;
engaging the first clutch, disengaging the second clutch, disengaging the brake, the engine driving, the generator driving or generating electricity under the driving of the engine, the driving motor assisting the driving to establish the second ECVT mode.
Optionally, when the generator is connected to the input shaft: the hybrid power coupling system is provided with a single-motor pure electric mode, a first double-motor pure electric mode, a second hybrid driving mode, a third hybrid driving mode, a second engine direct driving mode, a third engine direct driving mode and a range extending mode;
disengaging the first clutch, disengaging the second clutch, disengaging the brake, the engine and the generator not operating, the drive motor driving to establish the single-motor electric-only mode;
disengaging the first clutch, engaging the second clutch, engaging the brake, the engine is not operating, and the generator and the drive motor drive jointly to establish the first dual-motor electric-only mode;
engaging the first clutch, engaging the second clutch, disengaging the brake, deactivating the engine, and driving the generator and the drive motor together to establish the second dual-motor electric-only mode;
disengaging the first clutch, engaging the second clutch, engaging the brake, the engine driving, the generator driving or generating electricity under the driving of the engine, the driving motor assisting the driving to establish the second hybrid driving mode;
engaging the first clutch, engaging the second clutch, disengaging the brake, driving the engine, driving the generator or generating electricity under the driving of the engine, and assisting the driving of the driving motor to establish the third hybrid driving mode;
the first clutch is separated, the second clutch is combined, the brake is combined, the engine is driven, and the generator and the driving motor do not work so as to establish the second engine direct drive mode;
the first clutch is combined, the second clutch is combined, the brake is separated, 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 separating the first clutch, the second clutch and the brake, driving the generator to generate power by the engine, and driving the motor to establish the range extending mode.
Optionally, when the generator is connected to the input shaft through the third clutch, and a housing of the third clutch connects the rotating shaft of the generator and the second sun gear, the hybrid coupling system has a single-motor pure electric mode, a dual-motor pure electric mode, a first hybrid driving mode, a second hybrid driving mode, a third hybrid driving mode, a first engine direct driving mode, a second engine direct driving mode, a third engine direct driving mode, a first ECVT mode, a second ECVT mode, and a range extending mode;
disengaging the first clutch, disengaging the second clutch, disengaging the third clutch, disengaging the brake, the engine and the generator are not operated, and the driving motor is driven to establish the single-motor electric-only mode;
the first clutch is separated, the second clutch is separated, the third clutch is separated, the brake is combined, the engine does not work, and the generator and the driving motor are driven together to establish the double-motor pure electric mode;
disengaging the first clutch, disengaging the second clutch, engaging the third clutch, engaging the brake, the engine driving, the generator driving or generating electricity under the driving of the engine, the driving motor assisting the driving to establish the first hybrid driving mode;
disengaging the first clutch, engaging the second clutch, disengaging the third clutch, engaging the brake, the engine driving, the generator driving or generating electricity under the driving of the engine, the driving motor assisting the driving to establish the second hybrid driving mode;
engaging the first clutch, engaging the second clutch, disengaging the third clutch, disengaging the brake, the engine driving, the generator driving or generating power under the driving of the engine, the driving motor assisting the driving to establish the third hybrid driving mode;
disengaging the first clutch, disengaging the second clutch, engaging the third clutch, engaging the brake, the engine being driven, the generator and the drive motor not being operated to establish the first engine direct drive mode;
disengaging the first clutch, engaging the second clutch, disengaging the third clutch, engaging the brake, the engine driving, the generator and the drive motor not operating to establish the second engine direct drive mode;
engaging the first clutch, engaging the second clutch, disengaging the third clutch, disengaging the brake, the engine is driven, the generator and the drive motor are not operated to establish the third engine direct drive mode;
disengaging the first clutch, engaging the second clutch, disengaging the third clutch, disengaging the brake, the engine driving, the generator driving or generating electricity under the driving of the engine, the driving motor assisting the driving to establish the first ECVT mode;
engaging the first clutch, disengaging the second clutch, disengaging the third clutch, disengaging the brake, the engine driving, the generator driving or generating power under the driving of the engine, the driving motor assisting the driving to establish the second ECVT mode;
and separating the first clutch, separating the second clutch, combining the third clutch and separating the brake, wherein the engine drives the generator to generate power, and the driving motor drives to establish the range extending mode.
The embodiment of the invention provides a vehicle, which comprises a controller and a battery connected to the controller; the hybrid power coupling system is characterized in that the engine, the generator and the driving motor are connected to and controlled by the controller.
According to the hybrid power coupling system and the vehicle provided by the embodiment of the invention, the CR-CR compound planetary line (namely the first planetary line and the second planetary line) is arranged, and the two-gear speed ratio switching of the compound planetary line can be realized by controlling the working states (combination or separation) of the brake, the first clutch and the second clutch, so that the engine has two gears when driving the wheels, the generator has one gear when driving the wheels, the engine and the generator have two gears when driving the wheels together, the engine can also drive the generator to generate electricity, the wheels can also be driven by the driving motor, various driving modes can be realized, the power performance of the whole vehicle is obviously improved, and the economy of the vehicle is improved;
the engine and the generator share the CR-CR compound planet row for speed change, the structure is simple and compact, the number of parts is reduced, the system load is reduced, the power performance of the whole vehicle is improved, the volume is reduced, and the cost of the speed reduction assembly is reduced;
when the engine is connected with the second sun gear, the engine is connected with the generator through the CR-CR compound planet row, the speed ratio range is large and adjustable, and the reduction of the volume of the generator is facilitated;
in a hybrid driving mode, the speed can be regulated through a CR-CR composite planetary row, the working interval of an engine is optimized, and the vehicle economy is improved;
in a hybrid driving mode, a double-motor pure electric mode, a single-motor pure electric mode and an extended range mode, driving motors are all involved in driving, so that power interruption is avoided;
the dual-motor pure electric mode can be realized, the size of the generator and the driving motor is reduced, and the cost is reduced;
the hybrid power coupling system effectively supplements the driving power required by the wheels through the power battery so as to more reasonably allocate the power of the internal combustion engine and keep the working state of the internal combustion engine free from or less influenced by road conditions. The internal combustion engine can always work in a set optimal state so as to improve the fuel efficiency of the whole vehicle.
Drawings
FIG. 1 is a schematic diagram of a hybrid coupling system according to an embodiment of the present invention;
FIG. 2 is a power transmission scheme of the hybrid coupling system of FIG. 1 in a single-motor electric-only mode;
FIG. 3 is a power transmission route diagram of the hybrid coupling system of FIG. 1 in a dual-motor electric-only mode;
FIG. 4 is a power transmission route diagram of the hybrid coupling system of FIG. 1 in a first hybrid drive mode;
FIG. 5 is an alignment chart of the hybrid coupling system of FIG. 1 in a first hybrid drive mode;
FIG. 6 is a power transmission route diagram of the hybrid coupling system of FIG. 1 in a second hybrid drive mode;
FIG. 7 is an alignment chart of the hybrid coupling system of FIG. 1 in a second hybrid driving mode;
FIG. 8 is a power transmission route diagram of the hybrid coupling system of FIG. 1 in a third hybrid drive mode;
FIG. 9 is an alignment chart of the hybrid coupling system of FIG. 1 in a third hybrid driving mode;
FIG. 10 is a power transfer scheme of the hybrid coupling system of FIG. 1 in a first ECVT mode;
FIG. 11 is an alignment chart of the hybrid coupling system of FIG. 1 in a first ECVT mode;
FIG. 12 is a power transfer route diagram of the hybrid coupling system of FIG. 1 in a second ECVT mode;
FIG. 13 is an alignment chart of the hybrid coupling system of FIG. 1 in a second ECVT mode;
FIG. 14 is a power transmission route diagram of the hybrid coupling system of FIG. 1 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 planet row; 41. a first sun gear; 43. a first carrier; 44. a first ring gear;
5. a second planet row; 51. a second sun gear; 53. a second planet carrier; 54. a second ring gear;
6. a first clutch; 7. a second clutch; 8. a third clutch; 9. a brake;
10. an input shaft; 11. an intermediate shaft;
12. a main reduction gear pair; 121. a first gear; 122. a second gear;
13. a first reduction gear pair; 131. a third gear; 132. a fourth gear;
14. a differential mechanism; 15. 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, a hybrid coupling system according to an embodiment of the present invention includes an engine 1, a generator 2, a driving motor 3, a first planetary gear set 4, a second planetary gear set 5, a brake 9, a first clutch 6, a second clutch 7, an input shaft 10, and an intermediate shaft 11; the first planetary row 4 comprises a first sun gear 41, a first planet carrier 43 and a first ring gear 44, the second planetary row 5 comprises a second sun gear 51, a second planet carrier 53 and a second ring gear 54, the first planet carrier 43 is connected with the second ring gear 54, and the first ring gear 44 is connected with the second planet carrier 53;
the engine 1 is connected with an input shaft 10;
the input shaft 10 is connected with the first sun gear 41 through the first clutch 6, and the input shaft 10 is connected with the second planet carrier 53 through the second clutch 7;
the brake 9 is used for braking the first sun gear 41, and the first planet carrier 43 is meshed with a first gear 121 fixedly arranged on the intermediate shaft 11;
the generator 2 is connected to the second sun gear 51 and/or the input shaft 10;
the driving motor 3 is connected with the intermediate shaft 11;
the intermediate shaft 11 outputs power to the wheels 15.
The first planet row 4 and the second planet row 5 are connected to form an integral structure, namely a CR-CR composite planet row.
First, when the generator 2 is connected to the second sun gear 51:
when in use, the first clutch 6 is separated, the second clutch 7 is combined, the brake 9 is combined, the power of the engine 1 is transmitted to the input shaft 10, then is input into the CR-CR compound planet row through the second planet carrier 53, is decelerated through the CR-CR compound planet row, and then is output from the first planet carrier 43; or the first clutch 6 is combined, the second clutch 7 is combined, the brake 9 is separated, the CR-CR compound planetary row is locked on the input shaft 10, the speed ratio of the whole CR-CR compound planetary row is 1, the power of the engine 1 is transmitted to the input shaft 10, then the power is input into the CR-CR compound planetary row, and then the compound planetary row integrally rotates to output the power; the power of the engine 1 is transmitted to the wheels 15 through either of the two paths, thereby realizing two gears in which the engine 1 directly drives the wheels 15.
When the first clutch 6 is separated, the second clutch 7 is separated, the brake 9 is separated, or the first clutch 6 is separated, the second clutch 7 is combined, the brake 9 is combined, or the first clutch 6 is combined, the second clutch 7 is combined and the brake 9 is separated, the power of the generator 2 is input into the CR-CR compound planetary line through the second sun gear 51, is decelerated or not decelerated through the CR-CR compound planetary line, and is output from the first planet carrier 43, so that the generator 2 drives the wheels 15;
the power of the driving motor 3 can be output to the wheels 15 through the intermediate shaft 11, so that the driving motor 3 can directly drive the wheels 15;
the power of the engine 1 can be transmitted to the input shaft 10, and the power of the input shaft 10 can be transmitted to the generator 2 through the CR-CR compound planetary row, 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 11 plays a role of coupling power and transmits the coupled power to the wheels 15;
when the engine 1 and the generator 2 participate in driving together, the CR-CR compound planetary line functions to couple power and transmit the coupled power to the wheels 15.
Secondly, when the generator 2 is connected with the input shaft 10:
when in use, the first clutch 6 is separated, the second clutch 7 is combined, the brake 9 is combined, the power of the engine 1 (or the generator 2) is transmitted to the input shaft 10, then the power is input into the CR-CR compound planet row through the second planet carrier 53, and then the power is output from the first planet carrier 43 after being decelerated by the CR-CR compound planet row; or the first clutch 6 is combined, the second clutch 7 is combined, the brake 9 is separated, the CR-CR compound planetary row is locked on the input shaft 10, the speed ratio of the whole CR-CR compound planetary row is 1, the power of the engine 1 (or the generator 2) is transmitted to the input shaft 10, then the power is input into the CR-CR compound planetary row, and then the compound planetary row integrally rotates to output the power; the power of the engine 1 (or the generator 2) is transmitted to the wheels 15 through either of the two paths, so that two gears are realized in which the engine 1 (or the generator 2) directly drives the wheels 15.
The power of the driving motor 3 can be output to the wheels 15 through the intermediate shaft 11, so that the driving motor 3 can directly drive the wheels 15;
the power of the engine 1 can be transmitted to the input shaft 10, and the power of the input shaft 10 is transmitted to the generator 2, 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 11 plays a role of coupling power and transmits the coupled power to the wheels 15;
the input shaft 10 functions to couple power when the engine 1 and the generator 2 participate in driving together, and transmits the coupled power to the wheels 15.
The hybrid power coupling system provided by the embodiment of the invention is provided with the CR-CR compound planetary gear, and the two-gear speed ratio switching of the compound planetary gear can be realized by controlling the working states (combination or separation) of the brake 9, the first clutch 6 and the second clutch 7, so that the engine 1 has two gears when driving the wheel 15, the generator 2 has one gear when driving the wheel 15, the engine 1 and the generator 2 have two gears when driving the wheel 15 together, the engine 1 can also drive the generator 2 to generate electricity, the wheel 15 can also be driven by the driving motor 3, various driving modes can be realized, the power performance of the whole vehicle is obviously improved, and the economy of the vehicle is improved;
the engine 1 and the generator 2 share the CR-CR compound planet row for speed change, the structure is simple and compact, the number of parts is reduced, the system load is reduced, the power performance of the whole vehicle is improved, the volume is reduced, and the cost of the speed reduction assembly is reduced;
when the engine 1 is connected with the second sun gear 51, the engine 1 and the generator 2 are connected through the CR-CR compound planet row, so that the speed ratio range is large and adjustable, and the reduction of the volume of the generator 2 is facilitated;
in a hybrid driving mode, the working interval of the engine 1 can be optimized by the speed regulation of the CR-CR composite planet row, and the vehicle economy is improved;
in the hybrid driving mode, the dual-motor pure electric mode, the single-motor pure electric mode and the range extending mode, the driving motor 3 participates in driving, so that power interruption is avoided;
the pure electric mode of the double motors can be realized, the size of the generator 2 and the size of the driving motor 3 can be reduced, and the cost is reduced.
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.
For the sake of simplicity and stability, it is preferable that the first carrier 43 and the second ring gear 54 are integrally formed, and the first ring gear 44 and the second carrier 53 are integrally formed.
Preferably, the rotation speed of the first planet carrier 43 is greater than that of the first gear 121, which is equivalent to that the first planet carrier 43 and the first gear 121 form a primary reduction gear pair, so that the power generation or the reduction output of the generator 2 is realized, and the structure is simplified.
In addition, as shown in fig. 1, the hybrid coupling system further includes a differential 14, the first gear 121 is connected to the differential 14 (or the intermediate shaft 11 is connected to the differential 14, the first gear 121 transmits power to the intermediate shaft 11 and then to the differential 14 through the intermediate shaft 11, which is not shown), and the differential 14 drives the wheels 15. Preferably, the hybrid coupling system further comprises a final reduction gear pair 12, the intermediate shaft 11 being connected in reduction to the differential 14 via the final reduction gear pair 12, the first gear 121 being an integral part of the final reduction gear pair 12.
In one embodiment, as shown in fig. 1, a third clutch 8 is further included, and the generator 2 is connected to the input shaft 10 through the third clutch 8 (the scheme that the generator 2 is connected to only the second sun gear 51 or only the input shaft 10 is not shown). Whether the generator 2 works or not is controlled by controlling the on-off of the third clutch 8; when the generator 2 is required to drive the wheels 15 or the engine 1 is driven to generate electricity, the third clutch 8 is combined, and when the generator 2 is not required to work, the third clutch 8 is disconnected to reduce the system load and protect the generator 2.
Preferably, as shown in fig. 1, the housing of the third clutch 8 connects the second sun gear 51 and the rotating shaft of the generator 2.
Thus, the third clutch 8 has the functions of connecting the input shaft 10 with the generator 2 and connecting the input shaft 10 with the second sun gear 51, and a gear is added for driving the wheels 15 of the engine 1, so that the hybrid driving mode and the direct driving mode of the engine have three gears, and simultaneously have an ECVT (enhanced variable speed) mode and an extended range mode, and the modes are multiple, the gears are multiple, the system efficiency is higher, and the economical efficiency is good.
In one embodiment, as shown in fig. 1, the first sun gear 41 and the second sun gear 51 are rotatably disposed on the input shaft 10, which is beneficial to improving the structural stability and the transmission smoothness of the compound planetary row.
In one embodiment, as shown in fig. 1, the first clutch 6 and the second clutch 7 are integrated into a dual clutch that shares a clutch housing, which is provided on the input shaft 10, between the first sun gear 41 and the second sun gear 51. The structure is simpler and more compact, and the miniaturization of the hybrid power coupling system and the reduction of the system load are facilitated.
In one embodiment, as shown in fig. 1, the power transmission device further includes a first reduction gear pair 13, the driving motor 3 is connected to the intermediate shaft 11 through the first reduction gear pair 13, and the driving motor 3 is decelerated by the first reduction gear pair 13 and then transmits power to the differential 14, so as to achieve better power matching.
In one embodiment, as shown in fig. 1, the first reduction gear pair 13 includes a third gear 131 and a fourth gear 132 engaged with each other, the third gear 131 is fixed on the rotating shaft of the driving motor 3, the fourth gear 132 is fixed on one end of the intermediate shaft 11, and the first gear 121 is fixed on the other end of the intermediate shaft 11;
simple structure, first gear 121 is as output member this moment, to wheel 15 output power, specific first gear 121 can mesh with second gear 122 of locating on differential 14, first gear 121 and second gear 122 constitute main reduction gear pair 12 (as shown in fig. 1) from this, guarantee that driving motor 3 passes through two-stage reduction (realize through first reduction gear pair 13 and main reduction gear pair 12) and again to differential 14 output power, engine 1 or generator 2 pass through one-stage reduction (realize through main reduction gear pair 12) at least, realize better power matching.
In another embodiment, not shown, the first reduction gear pair comprises a first gear and a third gear engaged with each other, the third gear is fixed on the rotating shaft of the driving motor 3;
simple structure, the jackshaft is as output member this moment, to 15 output power of wheel, specifically can set firmly in jackshaft 11 with a gear of main reduction gear pair, differential 14 is located to another gear, guarantees that driving motor 3 through the two-stage reduction (realize through first reduction gear pair and main reduction gear pair) to differential 14 output power again, and engine 1 or generator 2 are through the one-level reduction (realize through main reduction gear pair) at least, realize better power matching.
In one embodiment, as shown in fig. 1, the engine 1 and the generator 2 are coaxially disposed and respectively located at two ends of the input shaft 10; the structure is simpler and more compact, the system load is reduced, and the transmission stability of the CR-CR composite planetary row is improved.
In an embodiment, not shown, when the generator 2 is connected to the input shaft 10 and not connected to the second sun gear 51, the input shaft 10 is connected to the generator 2 through the speed increasing gear pair, and the speed is increased and the torque is decreased through the first gear (speed increasing gear pair) from the input shaft 10 to the generator 2, so that the volume of the generator 2 can be effectively reduced, and when the generator 2 is driven, the speed is decreased and the torque is increased through the speed increasing gear pair from the generator 2 to the input shaft 10.
Preferably, the speed-increasing gear pair comprises a fifth gear arranged on the input shaft 10 and a sixth gear arranged on a rotating shaft of the generator 2, and the fifth gear is meshed with the sixth gear; the structure is simple and compact, the system load is reduced, and the transmission stability is ensured.
The following description is made of a preferred embodiment relating to control of the brake 9 and the clutches (broadly, the first clutch 6, the second clutch 7, and the third clutch 8):
example one
As shown in fig. 1 to 14, when the generator 2 is connected to the input shaft 10 through the third clutch 8, and the housing of the third clutch 8 connects the rotating shaft of the generator 2 and the second sun gear 51, the hybrid coupling system has six operating modes, such as a single-motor pure electric mode, a dual-motor pure electric drive mode, a hybrid drive mode (having three gears: a first hybrid drive mode, a second hybrid drive mode, and a third hybrid drive mode), an engine direct drive mode (having three gears: a first engine direct drive mode, a second engine direct drive mode, and a third engine direct drive mode), an ECVT mode (having two gears: a first ECVT mode, a second ECVT mode), and an extended range mode;
the six operating modes are shown in table 1.
TABLE 1
Figure BDA0001926581460000121
The following modes, in conjunction with fig. 2 to 14, describe the power transmission route of the hybrid coupling system, where in fig. 5, 7, 9, 11 and 13, S1Denotes the first sun gear 41, S2Showing the second sun gear 51, C1Showing the first carrier 43, C2Denotes the second planet carrier 53, R1Denotes a first ring gear 44, R2Showing the second ring gear 54, E1Representing a generator 2, ICE representing an engine 1,OUT represents an output;
(1) single motor pure electric mode
The first clutch 6 is separated, the second clutch 7 is separated, the third clutch 8 is separated, the brake 9 is separated, 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 third gear 131- > the fourth gear 132, the intermediate shaft 11- > the second gear 122- > the differential 14- > the wheel 15.
When the electric quantity of the power battery is sufficient, the hybrid power coupling system can enter a single-motor pure electric mode and is suitable for the full speed.
(2) Dual-motor pure electric drive mode
The first clutch 6 is separated, the second clutch 7 is separated, the third clutch 8 is separated, the brake 9 is combined, the engine 1 does not work, and the generator 2 and the driving motor 3 are driven together to establish a 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 second sun gear 51- > the first planet carrier 43- > the first gear 121, the intermediate shaft 11- > the second gear 122- > the differential 14- > the wheel 15,
the power transmission route 2 is: the driving motor 3- > the third gear 131- > the fourth gear 132, the intermediate shaft 11- > the second gear 122- > the differential 14- > the wheel 15.
When the electric quantity of the power battery is sufficient, the hybrid power coupling system can enter a dual-motor pure electric driving mode and is suitable for the full speed.
(3) First hybrid drive mode
The first clutch 6 is separated, the second clutch 7 is separated, the third clutch 8 is combined, the brake 9 is combined, the engine 1 is driven, the generator 2 is driven or generates electricity under the drive of the engine 1, and the motor 3 is driven to assist in driving, so that a first hybrid driving mode is established;
specifically, as shown in fig. 4, the power transmission route 1 in this drive mode is: the engine 1- > the input shaft 10- > the third clutch 8- > the second sun gear 51- > the first planet carrier 43- > the first gear 121, the intermediate shaft 11- > the second gear 122- > the differential 14- > the wheel 15,
the power transmission route 2 is: the generator 2- > the second sun gear 51- > the first planet carrier 43- > the first gear 121, the intermediate shaft 11- > the second gear 122- > the differential 14- > the wheel 15,
the power transmission line 3 is: the engine 1- > the input shaft 10- > the third clutch 8- > the generator 2,
the power transmission line 4 is: the driving motor 3- > the third gear 131- > the fourth gear 132, the intermediate shaft 11- > the second gear 122- > the differential 14- > the wheel 15.
As shown in fig. 5, in the first hybrid driving mode, the generator 2 receives power from the engine 1 or outputs power to the second sun gear 51, the engine 1 outputs power to the second sun gear 51, the first sun gear 41 does not rotate under the action of the brake 9, the second carrier 53 has the same rotation speed as the first ring gear 44, the second ring gear 54 has the same rotation speed as the first carrier 43, the second carrier 53 has a rotation speed lower than that of the second sun gear 51, the first carrier 43 has a rotation speed lower than that of the second carrier 53, and the first carrier 43 outputs power to the wheels 15, so that two-stage speed reduction when the wheels 15 are driven by the engine 1 or the generator 2 is realized through the CR-CR composite planetary line, and better power matching is realized.
When the vehicle speed is required to be at a medium-low speed, the hybrid coupling system can enter a first hybrid driving mode, and the engine 1 and the driving motor 3 drive the wheels 15 together. Meanwhile, when the power battery is full, the generator 2 can be used for assisting to drive the wheels 15, and when the power battery is insufficient, the engine 1 can be used for driving the generator 2 to generate electricity for the power battery.
(4) Second hybrid drive mode
The first clutch 6 is separated, the second clutch 7 is combined, the third clutch 8 is separated, the brake 9 is combined, the engine 1 is driven, the generator 2 is driven or generates electricity under the drive 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. 6, the power transmission route 1 in this drive mode is: the engine 1- > input shaft 10- > second clutch 7- > second planet carrier 53, first ring gear 44- > first planet carrier 43- > first gear 121, intermediate shaft 11- > second gear 122- > differential 14- > wheel 15,
the power transmission route 2 is: the generator 2- > the second sun gear 51- > the first planet carrier 43- > the first gear 121, the intermediate shaft 11- > the second gear 122- > the differential 14- > the wheel 15,
the power transmission line 3 is: the engine 1- > the input shaft 10- > the second clutch 7- > the second planet carrier 53- > the generator 2,
the power transmission line 4 is: the driving motor 3- > the third gear 131- > the fourth gear 132, the intermediate shaft 11- > the second gear 122- > the differential 14- > the wheel 15.
As shown in fig. 7, in the second hybrid driving mode, the generator 2 receives power from the engine 1 through the CR-CR composite planetary row or outputs power to the second sun gear 51, the engine 1 outputs power to the second carrier 53, the first sun gear 41 does not rotate under the action of the brake 9, the second carrier 53 has the same rotation speed as the first ring gear 44, the second ring gear 54 has the same rotation speed as the first carrier 43, the second carrier 53 has a rotation speed lower than that of the second sun gear 51, the first carrier 43 has a rotation speed lower than that of the second carrier 53, and the first carrier 43 outputs power to the wheels 15, so that one-stage speed reduction when the wheels 15 are driven by the engine 1, or two-stage speed reduction when the wheels 15 are driven by the generator 2, or one-stage speed increase when the generator 2 is driven by the engine 1, better power matching is realized, and the power generation efficiency is improved.
When the vehicle speed is required to be at medium-high speed, the hybrid coupling system can enter a second hybrid driving mode, and the engine 1 and the driving motor 3 drive the wheels 15 together. Meanwhile, when the power battery is full, the generator 2 can be used for assisting to drive the wheels 15, and when the power battery is insufficient, the engine 1 can be used for driving the generator 2 to generate electricity for the power battery.
(5) Third hybrid drive mode
Combining the first clutch 6, the second clutch 7, the third clutch 8, the brake 9, the engine 1 for driving, the generator 2 for driving or generating power under the driving of the engine 1, and the driving motor 3 for auxiliary driving 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- > input shaft 10- > first clutch 6, second clutch 7- > first planet carrier 43- > first gear 121, intermediate shaft 11- > second gear 122- > differential 14- > wheel 15,
the power transmission route 2 is: the generator 2- > the second sun gear 51- > the first planet carrier 43- > the first gear 121, the intermediate shaft 11- > the second gear 122- > the differential 14- > the wheel 15,
the power transmission line 3 is: the engine 1- > the input shaft 10- > the first clutch 6, the second clutch 7- > the second sun gear 51- > the generator 2,
the power transmission line 4 is: the driving motor 3- > the third gear 131- > the fourth gear 132, the intermediate shaft 11- > the second gear 122- > the differential 14- > the wheel 15.
As shown in fig. 9, in the third hybrid driving mode, the generator 2 receives power from the engine 1 through the CR-CR compound planetary line or outputs power to the second sun gear 51, the engine 1 outputs power to the CR-CR compound planetary line through the first clutch 6 and the second clutch 7, the CR-CR compound planetary line integrally rotates, the first sun gear 41, the second carrier 53, the first ring gear 44, the second ring gear 54, the first carrier 43, and the second sun gear 51 have equal rotation speeds, and the first carrier 43 outputs power to the wheels 15, so that non-deceleration when the wheels 15 are driven by the engine 1 or the generator 2 is realized through the CR-CR compound planetary line (non-deceleration here means that the CR-CR compound planetary line does not decelerate, and does not mean that power is output from the engine 1 or the generator 2 to the wheels 15 without decelerating).
When the vehicle speed is required to be high, the hybrid coupling system can enter a third hybrid driving mode, and the engine 1 and the driving motor 3 drive the wheels 15 together. Meanwhile, when the power battery is full, the generator 2 can be used for assisting to drive the wheels 15, and when the power battery is insufficient, the engine 1 can be used for driving the generator 2 to generate electricity for the power battery.
(6) First engine direct drive mode
The first clutch 6 is separated, the second clutch 7 is separated, the third clutch 8 is combined, the brake 9 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, the power transmission route in this drive mode is: the engine 1- > the input shaft 10- > the third clutch 8- > the second sun gear 51- > the first planet carrier 43- > the first gear 121, the intermediate shaft 11- > the second gear 122- > the differential 14- > the wheel 15; the engine 1 in this drive mode drives the power transmission path of the wheels 15, see fig. 4.
When the vehicle speed is required to be at a medium-low speed, the hybrid power coupling system can enter a first engine direct-drive mode.
(7) Second Engine direct drive mode
The first clutch 6 is separated, the second clutch 7 is combined, the third clutch 8 is separated, the brake 9 is combined, the engine 1 is driven, and the generator 2 and the driving motor 3 do not work so as to establish a second engine direct-drive mode;
specifically, the power transmission route in this drive mode is: the engine 1- > input shaft 10- > second clutch 7- > second planet carrier 53, first ring gear 44- > first planet carrier 43- > first gear 121, intermediate shaft 11- > second gear 122- > differential 14- > wheel 15; the engine 1 in this drive mode drives the power transmission path of the wheels 15, see fig. 6.
When the vehicle speed is required to be at medium-high speed, the hybrid power coupling system can enter a second engine direct-drive mode.
(8) Third Engine direct drive mode
The first clutch 6 is combined, the second clutch 7 is combined, the third clutch 8 is separated, the brake 9 is separated, 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, the power transmission route in this drive mode is: the engine 1- > input shaft 10- > first clutch 6, second clutch 7- > first planet carrier 43- > first gear 121, intermediate shaft 11- > second gear 122- > differential 14- > wheel 15; the engine 1 in this drive mode drives the power transmission path of the wheels 15, see fig. 8.
When the vehicle speed is required to be high, the hybrid power coupling system can enter a third engine direct drive mode.
(9) First ECVT mode
The first clutch 6 is separated, the second clutch 7 is combined, the third clutch 8 is separated, the brake 9 is separated, the engine 1 is driven, the generator 2 is driven or generates electricity under the drive of the engine 1, and the motor 3 is driven to assist in driving so as to establish a first ECVT mode;
specifically, as shown in fig. 10, the power transmission route 1 in this drive mode is: the engine 1- > input shaft 10- > second clutch 7- > second planet carrier 53, first ring gear 44- > first planet carrier 43- > first gear 121, intermediate shaft 11- > second gear 122- > differential 14- > wheel 15,
the power transmission route 2 is: the generator 2- > the second sun gear 51- > the first planet carrier 43- > the first gear 121, the intermediate shaft 11- > the second gear 122- > the differential 14- > the wheel 15,
the power transmission line 3 is: the engine 1- > the input shaft 10- > the second clutch 7- > the second planet carrier 53- > the generator 2,
the power transmission line 4 is: the driving motor 3- > the third gear 131- > the fourth gear 132, the intermediate shaft 11- > the second gear 122- > the differential 14- > the wheel 15.
As shown in fig. 11, in the first ECVT mode, the generator 2 receives power from the engine 1 through the CR-CR composite planetary row, or outputs power to the second sun gear 51, the engine 1 outputs power to the second carrier 53, the second carrier 53 has the same rotation speed as the first ring gear 44, the second ring gear 54 has the same rotation speed as the first carrier 43, the second carrier 53 has a speed lower than that of the second sun gear 51, the first carrier 43 has a speed lower than that of the second carrier 53, the first sun gear 41 has a speed lower than that of the first carrier 43, and the first carrier 43 outputs power to the wheels 15, so that one-stage speed reduction when the wheels 15 are driven by the engine 1, two-stage speed reduction when the wheels 15 are driven by the generator 2, or one-stage speed increase when the wheels 15 are driven by the engine 1 is driven by the generator 2 through the CR-CR composite planetary row, and better power matching is achieved, the power generation efficiency is improved.
When the vehicle speed is required to be at the medium-low speed, the hybrid coupling system can enter a first ECVT mode, and the engine 1 and the driving motor 3 jointly drive the wheels 15. Meanwhile, when the power battery is full, the generator 2 can be used for assisting to drive the wheels 15, and when the power battery is insufficient, the engine 1 can be used for driving the generator 2 to generate electricity for the power battery.
(10) Second ECVT mode
Combining the first clutch 6, separating the second clutch 7, separating the third clutch 8, separating the brake 9, driving the engine 1, driving the generator 2 or generating power under the driving of the engine 1, and driving the motor 3 to assist in driving so as to establish a second ECVT mode;
specifically, as shown in fig. 12, the power transmission route 1 in this drive mode is: the engine 1- > the input shaft 10- > the first clutch 6- > the first planet carrier 43- > the first gear 121, the intermediate shaft 11- > the second gear 122- > the differential 14- > the wheel 15,
the power transmission route 2 is: the generator 2- > the second sun gear 51- > the first planet carrier 43- > the first gear 121, the intermediate shaft 11- > the second gear 122- > the differential 14- > the wheel 15,
the power transmission line 3 is: the engine 1- > the input shaft 10- > the first clutch 6- > the second sun gear 51- > the generator 2,
the power transmission line 4 is: the driving motor 3- > the third gear 131- > the fourth gear 132, the intermediate shaft 11- > the second gear 122- > the differential 14- > the wheel 15.
As shown in fig. 13, in the second ECVT mode, the generator 2 receives power from the engine 1 through the CR-CR composite planetary line or outputs power to the second sun gear 51, the engine 1 outputs power to the first sun gear 41 through the first clutch 6, the second carrier 53 has the same rotation speed as the first ring gear 44, the second ring gear 54 has the same rotation speed as the first carrier 43, the second carrier 53 has a rotation speed lower than that of the second sun gear 51, the first carrier 43 has a rotation speed lower than that of the second carrier 53, the first sun gear 41 has a rotation speed lower than that of the first carrier 43, and the first carrier 43 outputs power to the wheels 15, so that one-stage speed increase when the wheels 15 are driven by the engine 1 is realized through the CR-CR composite planetary line, or two-stage speed decrease when the wheels 15 are driven by the generator 2, or three-stage speed increase when the generators 2 are driven by the engine 1, better power matching is realized, and the power generation efficiency is improved.
When the vehicle speed is required to be at the medium-high speed, the hybrid coupling system can enter a second ECVT mode, and the engine 1 and the driving motor 3 jointly drive the wheels 15. Meanwhile, when the power battery is full, the generator 2 can be used for assisting to drive the wheels 15, and when the power battery is insufficient, the engine 1 can be used for driving the generator 2 to generate electricity for the power battery.
(11) Extended range mode
The first clutch 6 is separated, the second clutch 7 is separated, the third clutch 8 is combined, the brake 9 is separated, the engine 1 drives the generator 2 to generate electricity, and the motor 3 is driven to establish a range extending mode;
specifically, as shown in fig. 12, the power transmission route 1 in this drive mode is: the engine 1- > the third clutch 8- > the generator 2,
the power transmission route 2 is: the driving motor 3- > the third gear 131- > the fourth gear 132, the intermediate shaft 11- > the second gear 122- > the differential 14- > the wheel 15.
When the electric quantity of the power battery is insufficient, the hybrid power coupling system can enter a range extending mode and is suitable for the full speed.
(12) Parking power generation mode
The first clutch 6 is separated, the second clutch 7 is separated, the third clutch 8 is separated, the brake 9 is separated, the engine 1 and the generator 2 do not work, the driving motor 3 generates braking torque and induced current is generated in a winding of the driving motor to charge power battery electric quantity, so that a parking power generation mode is established;
when the vehicle is braked, the hybrid power coupling system can enter a parking power generation mode, the driving motor 3 generates braking torque to brake the wheels 15, and meanwhile induced current generated in a winding of the driving motor 3 charges a power battery, so that the recovery of braking energy is realized.
Example two
When the generator 2 is connected with the second sun gear 51 through the third clutch 8 and is not connected with the input shaft 10, the hybrid coupling system reduces the first hybrid driving mode, the first engine direct driving mode and the range extending mode on the basis of the first embodiment, and is combined with the third clutch 8 only when the generator 2 participates in driving or power generation, the power of the generator 2 is input into the second sun gear 51 through the third clutch 8, or the power of the second sun gear 51 is input into the generator 2 through the third clutch 8;
if the third clutch 8 is cancelled based on the above-described scheme, the control of the third clutch 8 may be cancelled, and the power path of each operating mode does not need to pass through the third clutch 8 correspondingly. For avoiding repeated description, power routes of each working mode of the scheme are not listed one by one; the mode of operation is shown in table 2.
TABLE 2
Figure BDA0001926581460000181
EXAMPLE III
When the generator 2 is connected to the input shaft 10 through the third clutch 8 and is not connected to the second sun gear 51, the hybrid coupling system reduces the first hybrid driving mode, the first direct-drive engine mode, the first ECVT mode and the second ECVT mode, and increases one gear in the dual-motor electric-only mode (two gears are the first dual-motor electric-only mode and the second dual-motor electric-only mode, respectively) based on the first embodiment. The third clutch 8 is engaged when the generator 2 participates in driving or power generation, the power of the generator 2 is transmitted to the input shaft 10, and then is input to the CR-CR compound planet through the first clutch 6 or the second clutch 7 (the power transmission path of the power of the generator 2 from the input shaft 10 to the first planet carrier 43 in the third embodiment is the same as the power transmission path of the power of the engine 1 from the input shaft 10 to the first planet carrier 43 in the first embodiment, which is not described herein), or the power of the input shaft 10 is input to the generator 2 through the third clutch 8;
if the third clutch 8 is cancelled based on the above-described scheme, the control of the third clutch 8 may be cancelled, and the power path of each operating mode does not need to pass through the third clutch 8 correspondingly. For avoiding repeated description, power routes of each working mode of the scheme are not listed one by one; the mode of operation is shown in table 3.
TABLE 3
Figure BDA0001926581460000191
The embodiment of the invention also provides a vehicle, which comprises a controller and a power battery connected with the controller, and also comprises the 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 with and controlled by the controller.
By adopting the hybrid power coupling system, the engine 1 can drive the generator 2 to generate power for the power battery, the power battery can provide power for driving the wheels 15 for the generator 2 and the driving motor 3, the engine 1 can directly drive the wheels 15, the working states of the first clutch 6, the second clutch 7, the third clutch 8 (if any) and the brake 9 are switched, and the gears of the engine 1 and even the generator 2 for driving the wheels 15 can be controlled, so that various 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 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 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 is reduced; in the hybrid driving mode, the dual-motor pure electric mode, the single-motor pure electric mode and the range extending mode (if any), the driving motor 3 participates in driving, so that power interruption is avoided; the power battery effectively supplements the driving power required by the wheels 15, so that the power of the internal combustion engine is more reasonably allocated, and the working state of the internal combustion engine is kept free from or less influenced by road conditions. The internal combustion engine can always work in a set optimal state so as to improve the fuel efficiency of the whole vehicle.
In one embodiment, multiple driving modes (a single-motor pure electric mode, a dual-motor pure electric driving mode, a hybrid driving mode, an engine direct driving mode, an ECVT mode, and a range extending mode) of the hybrid power coupling system can be automatically switched according to the SOC value of the battery and the vehicle speed requirement, and a control process of the multiple driving modes is automatically switched, which includes 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 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 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 plurality of 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 hybrid power coupling system comprises an engine, a generator, a driving motor, a first planet row, a second planet row and a brake, wherein the first planet row comprises a first sun gear, a first planet carrier and a first gear ring;
the engine is connected with the input shaft;
the input shaft is connected with the first sun gear through the first clutch, and the input shaft is connected with the second planet carrier through the second clutch;
the brake is used for braking the first sun gear, and the first planet carrier is meshed with a first gear fixedly arranged on the intermediate shaft;
the generator is connected with the second sun gear and/or the input shaft;
the driving motor is connected with the intermediate shaft;
the intermediate shaft outputs power to the wheels.
2. The hybrid coupling system of claim 1, further comprising a third clutch, the generator being coupled to the input shaft via the third clutch.
3. The hybrid coupling system according to claim 2, wherein a housing of the third clutch connects a rotating shaft of the generator and the second sun gear.
4. The hybrid coupling system of claim 3, wherein the hybrid coupling system has a single-motor electric-only mode, a dual-motor electric-only mode, a first hybrid drive mode, a second hybrid drive mode, a third hybrid drive mode, a first engine direct drive mode, a second engine direct drive mode, a third engine direct drive mode, a first ECVT mode, a second ECVT mode, and an extended range mode;
disengaging the first clutch, disengaging the second clutch, disengaging the third clutch, disengaging the brake, the engine and the generator are not operated, and the driving motor is driven to establish the single-motor electric-only mode;
the first clutch is separated, the second clutch is separated, the third clutch is separated, the brake is combined, the engine does not work, and the generator and the driving motor are driven together to establish the double-motor pure electric mode;
disengaging the first clutch, disengaging the second clutch, engaging the third clutch, engaging the brake, the engine driving, the generator driving or generating electricity under the driving of the engine, the driving motor assisting the driving to establish the first hybrid driving mode;
disengaging the first clutch, engaging the second clutch, disengaging the third clutch, engaging the brake, the engine driving, the generator driving or generating electricity under the driving of the engine, the driving motor assisting the driving to establish the second hybrid driving mode;
engaging the first clutch, engaging the second clutch, disengaging the third clutch, disengaging the brake, the engine driving, the generator driving or generating power under the driving of the engine, the driving motor assisting the driving to establish the third hybrid driving mode;
disengaging the first clutch, disengaging the second clutch, engaging the third clutch, engaging the brake, the engine being driven, the generator and the drive motor not being operated to establish the first engine direct drive mode;
disengaging the first clutch, engaging the second clutch, disengaging the third clutch, engaging the brake, the engine driving, the generator and the drive motor not operating to establish the second engine direct drive mode;
engaging the first clutch, engaging the second clutch, disengaging the third clutch, disengaging the brake, the engine is driven, the generator and the drive motor are not operated to establish the third engine direct drive mode;
disengaging the first clutch, engaging the second clutch, disengaging the third clutch, disengaging the brake, the engine driving, the generator driving or generating electricity under the driving of the engine, the driving motor assisting the driving to establish the first ECVT mode;
engaging the first clutch, disengaging the second clutch, disengaging the third clutch, disengaging the brake, the engine driving, the generator driving or generating power under the driving of the engine, the driving motor assisting the driving to establish the second ECVT mode;
and separating the first clutch, separating the second clutch, combining the third clutch and separating the brake, wherein the engine drives the generator to generate power, and the driving motor drives to establish the range extending mode.
5. The hybrid coupling system of claim 1, wherein the first sun gear and the second sun gear are rotatably disposed on the input shaft.
6. The hybrid coupling system according to claim 5, wherein the first clutch and the second clutch are integrated into a dual clutch that shares a clutch housing disposed on the input shaft between the first sun gear and the second sun gear.
7. The hybrid coupling system according to claim 1, further comprising a first reduction gear pair, the drive motor being connected to the intermediate shaft through the first reduction gear pair.
8. The hybrid coupling system according to claim 7, wherein the engine and the generator are coaxially disposed and respectively located at both ends of the input shaft;
the first reduction gear pair comprises a third gear and a fourth gear which are meshed with each other, the third gear is fixedly arranged on a rotating shaft of the driving motor, the fourth gear is fixedly arranged on one end of the intermediate shaft, and the first gear is fixedly arranged on the other end of the intermediate shaft; or
The first reduction gear pair comprises the first gear and a third gear, and the third gear is fixedly arranged on a rotating shaft of the driving motor and is meshed with the first gear.
9. The hybrid coupling system of claim 1, wherein when the generator is coupled to the second sun gear: the hybrid power coupling system is provided with a single-motor pure electric mode, a double-motor pure electric mode, a second hybrid driving mode, a third hybrid driving mode, a second engine direct driving mode, a third engine direct driving mode, a first ECVT mode and a second ECVT mode;
disengaging the first clutch, disengaging the second clutch, disengaging the brake, the engine and the generator not operating, the drive motor driving to establish the single-motor electric-only mode;
the first clutch is separated, the second clutch is separated, the brake is combined, the engine does not work, and the generator and the driving motor are driven together to establish the double-motor pure electric mode;
disengaging the first clutch, engaging the second clutch, engaging the brake, the engine driving, the generator driving or generating electricity under the driving of the engine, the driving motor assisting the driving to establish the second hybrid driving mode;
engaging the first clutch, engaging the second clutch, disengaging the brake, driving the engine, driving the generator or generating electricity under the driving of the engine, and assisting the driving of the driving motor to establish the third hybrid driving mode;
the first clutch is separated, the second clutch is combined, the brake is combined, the engine is driven, and the generator and the driving motor do not work so as to establish the second engine direct drive mode;
the first clutch is combined, the second clutch is combined, the brake is separated, the engine is driven, and the generator and the driving motor do not work so as to establish a third engine direct drive mode;
disengaging the first clutch, engaging the second clutch, disengaging the brake, the engine driving, the generator driving or generating electricity under the driving of the engine, the driving motor assisting the driving to establish the first ECVT mode;
engaging the first clutch, disengaging the second clutch, disengaging the brake, the engine driving, the generator driving or generating electricity under the driving of the engine, the driving motor assisting the driving to establish the second ECVT mode;
when the generator is connected with the input shaft: the hybrid power coupling system is provided with a single-motor pure electric mode, a first double-motor pure electric mode, a second hybrid driving mode, a third hybrid driving mode, a second engine direct driving mode, a third engine direct driving mode and a range extending mode;
disengaging the first clutch, disengaging the second clutch, disengaging the brake, the engine and the generator not operating, the drive motor driving to establish the single-motor electric-only mode;
disengaging the first clutch, engaging the second clutch, engaging the brake, the engine is not operating, and the generator and the drive motor are jointly driven to establish the first dual-motor electric-only mode;
engaging the first clutch, engaging the second clutch, disengaging the brake, deactivating the engine, and co-driving the generator and the drive motor to establish the second dual-motor electric-only mode;
disengaging the first clutch, engaging the second clutch, engaging the brake, the engine driving, the generator driving or generating electricity under the driving of the engine, the driving motor assisting the driving to establish the second hybrid driving mode;
engaging the first clutch, engaging the second clutch, disengaging the brake, driving the engine, driving the generator or generating electricity under the driving of the engine, and assisting the driving of the driving motor to establish the third hybrid driving mode;
the first clutch is separated, the second clutch is combined, the brake is combined, the engine is driven, and the generator and the driving motor do not work so as to establish the second engine direct drive mode;
the first clutch is combined, the second clutch is combined, the brake is separated, 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 separating the first clutch, the second clutch and the brake, 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 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.
CN201811619690.3A 2018-12-28 2018-12-28 Hybrid power coupling system and vehicle Pending CN111376699A (en)

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Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110303873A (en) * 2019-06-27 2019-10-08 江门宇度科技有限责任公司 A kind of power dividing type hybrid power coupling mechanism and its control method
CN112406507A (en) * 2020-10-29 2021-02-26 东风汽车集团有限公司 Hybrid power driving method and device, power system, vehicle and related equipment
US20220144072A1 (en) * 2020-11-11 2022-05-12 Dana Belgium N.V. Power system for a vehicle

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110303873A (en) * 2019-06-27 2019-10-08 江门宇度科技有限责任公司 A kind of power dividing type hybrid power coupling mechanism and its control method
CN112406507A (en) * 2020-10-29 2021-02-26 东风汽车集团有限公司 Hybrid power driving method and device, power system, vehicle and related equipment
US20220144072A1 (en) * 2020-11-11 2022-05-12 Dana Belgium N.V. Power system for a vehicle
US11639095B2 (en) * 2020-11-11 2023-05-02 Dana Belgium N.V. Power system for a vehicle

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