CN112277619A - Two grades of hybrid coupling systems and vehicle - Google Patents

Two grades of hybrid coupling systems and vehicle Download PDF

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Publication number
CN112277619A
CN112277619A CN201910670792.6A CN201910670792A CN112277619A CN 112277619 A CN112277619 A CN 112277619A CN 201910670792 A CN201910670792 A CN 201910670792A CN 112277619 A CN112277619 A CN 112277619A
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CN
China
Prior art keywords
clutch
engine
gear
driving
generator
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Pending
Application number
CN201910670792.6A
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Chinese (zh)
Inventor
祁宏钟
李罡
张安伟
赵江灵
吴为理
王川
朱永明
周文太
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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 CN201910670792.6A priority Critical patent/CN112277619A/en
Publication of CN112277619A publication Critical patent/CN112277619A/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
    • 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
    • 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
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/15—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with additional electric power supply
    • 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
    • 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
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Power Engineering (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The invention discloses a two-gear hybrid power coupling system and a vehicle, which comprise an engine, a generator, a driving motor, a first clutch, a second clutch, an input shaft, an intermediate shaft, a first reduction gear pair and a second reduction gear pair; the engine and the generator are respectively connected to two ends of the input shaft; the first clutch and the second clutch are arranged on the input shaft at the same time, or on the intermediate shaft at the same time, or one clutch is arranged on the input shaft and the other clutch is arranged on the intermediate shaft; the input shaft is connected with the intermediate shaft in a speed reducing way through a first clutch and a first reduction gear pair; the input shaft is connected with the intermediate shaft in a speed reducing way through a second clutch and a second reduction gear pair; the driving motor is connected with the intermediate shaft; the intermediate shaft outputs power to the wheels. The clutch has the advantages that the clutch is simple and compact in structure, the working states of the first clutch and the second clutch are switched, whether the engine and the generator are connected into a driving line or a generating line or not and two gears connected into the driving line can be controlled, higher transmission efficiency is obtained, and the power performance of the whole vehicle is obviously improved.

Description

Two grades of hybrid coupling systems and vehicle
Technical Field
The invention belongs to the field of new energy automobiles, and particularly relates to a two-gear hybrid power coupling system and a vehicle.
Background
The power system comprises an engine (internal combustion engine) and a transmission system consisting of a transmission, a differential and a transmission shaft; its function is to provide the vehicle with the driving power required for the driving wheels. Internal combustion engines have a range of speeds and torques and achieve optimum operation within a small range, with minimum fuel consumption, minimum harmful emissions, or both. However, the actual road conditions vary greatly, and they are reflected not only in the speed of the driving wheels, but also in the torque required by the driving wheels. Therefore, it is the primary task of the transmission to achieve the optimum speed and torque of the internal combustion engine, i.e., the optimum power state, and match the power state of the driving wheels well.
In recent years, the emergence of motor hybrid technology has opened up a new approach for achieving complete matching of power between an internal combustion engine and a power wheel. Among the many designs of powertrain, the most representative are the series hybrid system and the parallel hybrid system. In the series hybrid system of the electric motor, a generator of the internal combustion engine, a motor, a shafting and a driving wheel form a series power chain, and the structure of the power assembly is extremely simple. Wherein the generator-motor combination can be considered as a transmission in the conventional sense. When used in combination with an energy storage device, such as a battery, capacitor, etc., the transmission may also function as an energy modulation device to accomplish independent speed and torque modulation.
The motor parallel system is provided with two parallel independent power chains. One consisting of a conventional mechanical transmission and the other consisting of an electric motor-battery system. The mechanical transmission is responsible for speed regulation, while the electric machine-battery system regulates power or torque. In order to fully develop the potential of the whole system, the mechanical transmission also needs to adopt a stepless speed change mode.
The serial hybrid system has the advantages of simple structure and flexible layout. However, since all power passes through the generator and the motor, the power requirement of the motor is high, the volume is large, and the weight is heavy. Meanwhile, the energy transmission process is converted by two machines, namely electricity and machine, so that the efficiency of the whole system is low. In a parallel hybrid system, only a portion of the power passes through the electric machine system, and therefore, the power requirements on the electric machine are relatively low. The efficiency of the whole system is high. However, the system needs two sets of independent subsystems and is high in manufacturing cost. Typically only for weak mixing systems.
The existing power coupling system comprises an engine, a generator, a clutch and a driving motor, wherein the generator is coaxially connected with the engine, the clutch is arranged between the engine and the generator, and the driving motor is respectively connected with the clutch and a differential mechanism through a transmission device. When the engine is directly driven, only one gear is required, which is not beneficial to the working efficiency of the engine. The motor drive only has one gear, so that a pure electric mode of double motors cannot be realized, the power performance is limited, and the economy also has a further improved space.
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, a two-gear hybrid power coupling system and a vehicle are provided.
In order to solve the technical problem, an embodiment of the present invention provides a two-gear hybrid coupling system, including an engine, a generator, a driving motor, a first clutch, a second clutch, an input shaft, an intermediate shaft, a first reduction gear pair and a second reduction gear pair, wherein a speed ratio of the first reduction gear pair is different from a speed ratio of the second reduction gear pair;
the engine is connected to one end of the input shaft, and the generator is connected to the other end of the input shaft;
the first clutch and the second clutch are arranged on the input shaft at the same time, or on the intermediate shaft at the same time, or one clutch is arranged on the input shaft, and the other clutch is arranged on the intermediate shaft; the first clutch and the second clutch are distributed at intervals;
the input shaft is in deceleration connection with the intermediate shaft through the first clutch and the first reduction gear pair;
the input shaft is in deceleration connection with the intermediate shaft through the second clutch and the second reduction gear pair;
the driving motor is connected with the intermediate shaft;
the intermediate shaft outputs power to the wheels.
Optionally, the engine is connected to the input shaft through a third clutch.
Optionally, the electric vehicle further comprises a third reduction gear pair, and the driving motor is in reduction connection with the intermediate shaft through the third reduction gear pair.
Optionally, the first reduction gear pair comprises a first gear provided on the input shaft and a second gear provided on the intermediate shaft, the first gear is engaged with the second gear, and the first clutch is connected with the first gear or the second gear;
the second reduction gear pair comprises a third gear arranged on the input shaft and a fourth gear arranged on the intermediate shaft, the third gear is meshed with the fourth gear, and the second clutch is connected with the third gear or the fourth gear;
the third reduction gear pair comprises a fifth gear arranged on an output shaft of the driving motor and a sixth gear arranged on the intermediate shaft, and the fifth gear is meshed with the sixth gear; or the third reduction gear pair comprises the second gear and a fifth gear arranged on an output shaft of the driving motor, and the second gear is meshed with the fifth gear.
Optionally, the third reduction gear pair and the first reduction gear pair are coplanar gear pairs, or the third reduction gear pair is disposed on one side of the second reduction gear pair departing from the first reduction gear pair.
Optionally, the wind power generator further comprises a speed-increasing gear pair, and the input shaft is connected with the generator through the speed-increasing gear pair;
the speed-increasing gear pair comprises a seventh gear arranged on an output shaft of the generator and an eighth gear arranged on the input shaft, and the seventh gear is meshed with the eighth gear.
Alternatively, the output shaft of the engine and the input shaft are coaxially disposed, and the input shaft, the output shaft of the generator, the intermediate shaft, and the output shaft of the drive motor are disposed in parallel.
Optionally, the two-gear hybrid power coupling system has a single-motor pure electric mode, a first engine direct drive mode, a second engine direct drive mode, a first hybrid drive mode, a second hybrid drive mode and a range extending mode;
disconnecting the first clutch, disconnecting the second clutch, and not operating the engine and the generator, wherein the driving motor is driven to establish the single-motor electric-only mode;
the first clutch is combined, the second clutch is disconnected, the engine is driven, and the generator and the driving motor do not work so as to establish the first engine direct-drive mode;
disconnecting the first clutch, combining the second clutch, 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;
engaging the first clutch, disengaging the second clutch, the engine driving, the generator generating electricity under the driving of the engine, the driving motor driving, to establish the first hybrid driving mode;
disconnecting the first clutch, combining the second clutch, driving the engine, generating power by the generator under the driving of the engine, and driving the motor to establish the second hybrid driving mode;
and disconnecting the first clutch and the second clutch, driving the generator to generate power by the engine, and driving the motor to establish the range extending mode.
Optionally, the two-gear hybrid power coupling system has a single-motor pure electric mode, a first double-motor pure electric mode, a second double-motor pure electric mode, a first engine direct drive mode, a second engine direct drive mode, a first hybrid drive mode, a second hybrid drive mode and a range extending mode;
disconnecting the first clutch, disconnecting the second clutch, disconnecting the third clutch, and not operating the engine and the generator, wherein the driving motor is driven to establish the single-motor electric-only mode;
engaging said first clutch, disengaging said second clutch, disengaging said third clutch, deactivating said engine, driving said generator and said drive motor to establish said first dual-motor electric-only mode;
disconnecting the first clutch, engaging the second clutch, disconnecting the third clutch, deactivating the engine, and driving the generator and the drive motor to establish the second dual-motor electric-only mode;
the first clutch is combined, the second clutch is disconnected, the third clutch is combined, the engine is driven, and the generator and the driving motor do not work to establish the first engine direct-drive mode;
disconnecting the first clutch, combining the second clutch, combining the third clutch, driving the engine, and enabling the generator and the driving motor to not work so as to establish a second engine direct-drive mode;
engaging the first clutch, disengaging the second clutch, engaging the third clutch, the engine driving, the generator generating electricity under the drive of the engine, the drive motor driving to establish the first hybrid drive mode;
disconnecting the first clutch, engaging the second clutch, engaging the third clutch, the engine driving, the generator generating electricity under the driving of the engine, the driving motor driving to establish the second hybrid driving mode;
and disconnecting the first clutch, disconnecting the second clutch, combining the third clutch, driving the generator to generate power by the engine, and driving the motor to establish the range extending mode.
The embodiment of the invention also provides a vehicle which comprises a controller, a battery connected to the controller and the two-gear hybrid power coupling system, wherein the engine, the generator, the driving motor, the first clutch and the second clutch are connected to and controlled by the controller.
According to the two-gear hybrid power coupling system and the vehicle provided by the embodiment of the invention, the first reduction gear pair and the second reduction gear pair play roles in reducing speed and increasing torque, the two-gear speed reduction between the main force transmission part and the intermediate shaft is realized through the first reduction gear pair and the second reduction gear pair, the working states (combination or disconnection) of the first clutch and the second clutch are switched, the engine or the generator can be controlled to drive the wheels by adopting any one of two gears, the driving motor can drive the wheels, various driving modes can be realized, and higher transmission efficiency can be obtained; the engine and the generator are driven by two gears, so that the power performance of the whole vehicle is obviously improved; the engine and the generator share two-gear speed reduction assemblies (the first speed reduction gear pair and the second speed reduction gear pair), the structure is simple and compact, the number of parts is reduced, the system load is reduced, the size is reduced, the space is saved, and the cost is further reduced.
Drawings
FIG. 1 is a schematic diagram of a two-gear hybrid coupling system according to an embodiment of the present invention;
FIG. 2 is a schematic diagram of a two-gear hybrid coupling system according to an embodiment of the present invention;
FIG. 3 is a schematic diagram of a two-gear hybrid coupling system according to an embodiment of the present invention;
FIG. 4 is a block diagram of a two-speed hybrid coupling system according to an embodiment of the present invention;
FIG. 5 is a schematic structural diagram of a two-gear hybrid coupling system according to an embodiment of the present invention;
FIG. 6 is a schematic diagram illustrating a sixth configuration of a two-speed hybrid coupling system according to an embodiment of the present invention;
FIG. 7 is a power transmission route diagram of the two-gear hybrid coupling system shown in FIG. 1 in a single-motor electric-only mode;
FIG. 8 is a power transmission route diagram of the two-gear hybrid coupling system shown in FIG. 1 in the first engine direct drive mode;
FIG. 9 is a power transmission route diagram of the two-speed hybrid coupling system shown in FIG. 1 in a second engine direct drive mode;
FIG. 10 is a power transmission route diagram of the two-speed hybrid coupling system of FIG. 1 in a first hybrid driving mode;
FIG. 11 is a power transmission route diagram of the two-speed hybrid coupling system of FIG. 1 in a second hybrid driving mode;
FIG. 12 is a power transmission route diagram of the two-speed 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 clutch; 5. a second clutch; 6. a third clutch;
7. an input shaft; 8. an intermediate shaft;
11. a first reduction gear pair; 111. a first gear; 112. a second gear;
12. a second reduction gear pair; 121. a third gear; 122. a fourth gear;
13. a third reduction gear pair; 131. a fifth gear; 132. a sixth gear;
14. a speed increasing gear pair; 141. a seventh gear; 142. an eighth gear;
15. a fourth reduction gear pair; 151. a ninth gear; 152. a tenth gear;
16. a differential mechanism; 17. and (7) wheels.
Detailed Description
In order to make the technical problems, technical solutions and advantageous effects solved by the present invention more clearly apparent, the present invention is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.
As shown in fig. 1 to 6, the two-gear hybrid coupling system according to the embodiment of the present invention includes an engine 1, a generator 2, a driving motor 3, a first clutch 4, a second clutch 5, an input shaft 7, a first reduction gear pair 11, a second reduction gear pair 12, and an intermediate shaft 8, wherein a speed ratio of the first reduction gear pair 11 is different from a speed ratio of the second reduction gear pair 12;
the engine 1 is connected to one end of the input shaft 7, and the generator 2 is connected to the other end of the input shaft 7;
the first clutch 4 and the second clutch 5 are arranged on the input shaft 7 at the same time, or on the intermediate shaft 8 at the same time, or one of the clutches is arranged on the input shaft 7 and the other clutch is arranged on the intermediate shaft 8; the first clutch 4 and the second clutch 5 are distributed at intervals;
the input shaft 7 is connected with the intermediate shaft 8 in a speed reducing way through the first clutch 4 and the first reduction gear pair 11;
the input shaft 7 is connected with the intermediate shaft 8 in a speed reducing way through the second clutch 5 and the second reduction gear pair 12;
the driving motor 3 is connected with the intermediate shaft 8;
the intermediate shaft 8 outputs power to the wheels 17.
When the transmission device is used, the power of the engine 1 can be transmitted to the input shaft 7, when the first clutch 4 or the second clutch 5 is selectively combined, the power of the input shaft 7 can be transmitted to the intermediate shaft 8 through the first reduction gear pair 11 or the second reduction gear pair 12 correspondingly, the intermediate shaft 8 outputs power to the wheels 17, and therefore the engine 1 directly drives the two gears of the wheels 17; similarly, by selectively combining the first clutch 4 or the second clutch 5, two gears of the generator 2 for driving the wheels 17 can be realized;
the power of the driving motor 3 can be output to the wheels 17 through the intermediate shaft 8, so that the driving motor 3 drives the wheels 17;
the intermediate shaft 8 functions as a coupling power when one of the engine 1 and the generator 2 and the drive motor 3 participate in driving together, and the intermediate shaft 8 transmits the coupled power to the wheels 17.
In the two-gear hybrid power coupling system provided by the embodiment of the invention, the first reduction gear pair 11 and the second reduction gear pair 12 play roles in reducing speed and increasing torque, the two-gear speed reduction between the main force transmission part and the intermediate shaft 8 is realized through the first reduction gear pair 11 and the second reduction gear pair 12, the working states (combination or disconnection) of the first clutch 4 and the second clutch 5 are switched, the engine 1 or the generator 2 can be controlled to drive the wheels 17 by adopting any one of two gears, the driving motor 3 can drive the wheels 17, various driving modes can be realized, and higher transmission efficiency can be obtained; the engine 1 and the generator 2 are driven by two gears, so that the power performance of the whole vehicle is obviously improved; the engine 1 and the generator 2 share two-gear speed reduction assemblies (the first speed reduction gear pair 11 and the second speed reduction gear pair 12), the structure is simple and compact, the number of parts is reduced, the system load is reduced, the size is reduced, the space is saved, and the cost is further reduced.
Among them, the generator 2 is a motor/generator (M/G) that can be used for power generation and driving.
Specifically, the generator 2 also functions as a starter motor for starting the engine 1. If the generator 2 is not driven and does not generate power and the engine 1 is driven, the generator 2 starts the engine 1 and then stops working; when the generator 2 is driven or generates power and the engine 1 is driven, the generator 2 keeps the operating state after starting the engine 1.
In one embodiment, as shown in fig. 3 and 6, a third clutch 6 is further included, and the engine 1 is connected to the input shaft 7 through the third clutch 6. The working state (combination or disconnection) of the third clutch 6 is switched, whether the engine 1 participates in driving or power generation can be controlled, the third clutch 6 is combined when the engine 1 is required to output power, and the third clutch 6 is not required to be disconnected when the engine 1 outputs power, so that the engine 1 is protected, and the load is reduced. If the third clutch 6 is not arranged, the generator 2 can only be driven together with the engine 1 but cannot be driven independently, and when the third clutch 6 is arranged, the connection between the generator 2 and the engine 1 can be disconnected through the third clutch 6, so that the generator 2 can be driven independently of the engine 1, therefore, the generator 2 and the driving motor 3 can be driven together, a dual-motor pure electric mode is realized, and two gears are provided; due to the fact that the double-motor pure electric mode is achieved, the power requirement can be met under the condition that the driving motor 3 is reduced properly, and therefore the power performance of the whole vehicle can be further improved, and the cost of the driving motor 3 can be further reduced.
In one embodiment, as shown in fig. 1 to 6, the first reduction gear pair 11 includes a first gear 111 provided on the input shaft 7 and a second gear 112 provided on the intermediate shaft 8, the first gear 111 meshing with the second gear 112; the first clutch 4 is connected with the first gear 111 or the second gear 112, so that the first gear 111 is effectively connected with the input shaft 7 or the second gear 112 is effectively connected with the intermediate shaft 8 through the first clutch 4; the structure is simple and compact. In the present application, an effective connection means a connection that can achieve power transmission.
Specifically, the first clutch 4 connects one of the first gear 111 and the second gear 112, which is coaxial therewith, further simplifying the structure.
In an embodiment, as shown in fig. 1 to 6, the second reduction gear pair 12 comprises a third gear 121 provided on the input shaft 7 and a fourth gear 122 provided on the intermediate shaft 8, the third gear 121 meshing with the fourth gear 122; the second clutch 5 is connected with the third gear 121 or the fourth gear 122, so that the third gear 121 is effectively connected with the input shaft 7 or the fourth gear 122 is effectively connected with the intermediate shaft 8 through the second clutch 5; the structure is simple and compact.
Specifically, the second clutch 5 connects one of the third gear 121 and the fourth gear 122, which is coaxial therewith, further simplifying the structure.
In one embodiment, as shown in fig. 1 to 6, the electric vehicle further includes a third reduction gear pair 13, and the driving motor 3 is connected to the intermediate shaft 8 through the third reduction gear pair 13; the third reduction gear pair 13 plays a role in reducing speed and increasing torque.
Specifically, as shown in fig. 4 to 6, the third reduction gear pair 13 includes a fifth gear 131 provided on the output shaft of the drive motor 3 and a sixth gear 132 provided on the counter shaft 8, the fifth gear 131 meshing with the sixth gear 132; the structure is simple and compact.
Preferably, as shown in fig. 1 to 3, the third reduction gear pair 13 includes a second gear 112 and a fifth gear 131 provided on the output shaft of the drive motor 3, the second gear 112 being meshed with the fifth gear 131. The first reduction gear pair 11 and the third reduction gear pair 13 share the second gear 112, which is advantageous for simplifying the structure on one hand and for coupling the second gear 112 with the power transmitted by the first gear 111 and the fifth gear 131 on the other hand.
In an embodiment, the third reduction gear pair 13 is disposed on a side (not shown) of the first reduction gear pair 11 facing away from the second reduction gear pair 12, the third reduction gear pair 13 and the first reduction gear pair 11 are coplanar gear pairs (as shown in fig. 1 to 3), or the third reduction gear pair 13 is disposed on a side (as shown in fig. 4 to 6) of the second reduction gear pair 12 facing away from the first reduction gear pair 11.
In one embodiment, as shown in fig. 1 to 6, the power generator further includes a speed increasing gear pair 14, and the input shaft 7 is connected to the power generator 2 through the speed increasing gear pair 14; the speed-increasing gear pair 14 plays a role in increasing speed and reducing torque, so that the speed increase from the engine 1 to the generator 2 is realized (namely the rotating speed of the generator is higher than that of the engine), the power generation efficiency is improved, and on the premise of realizing the same power generation efficiency, the size of the generator 2 can be reduced, the space is saved, and the cost is reduced.
Specifically, the speed increasing gear pair 14 includes a seventh gear 141 provided on the output shaft of the generator 2 and an eighth gear 142 provided on the input shaft 7, the seventh gear 141 meshing with the eighth gear 142; the structure is simple and compact.
In one embodiment, as shown in fig. 1 to 6, the output shaft of the engine 1 and the input shaft 7 are coaxially arranged, and the input shaft 7, the output shaft of the generator 2, the intermediate shaft 8, and the output shaft of the drive motor 3 are arranged in parallel. The structure is simple, the assembly is simplified, the transmission stability is improved, and the cost is reduced.
Preferably, as shown in fig. 1 and 4, when the first clutch 4 and the second clutch 5 are provided on the input shaft 7:
the first gear 111 and the third gear 121 are sleeved on the input shaft 7 in a hollow manner and are respectively and effectively connected to the input shaft 7 through the first clutch 4 and the second clutch 5, and the second gear 112, the fourth gear 122 and the sixth gear 132 are welded, splined, pressed in an interference manner or directly generated on the corresponding intermediate shaft 8, so that the connection and synchronous rotation of the corresponding gears and the intermediate shaft 8 are realized.
Preferably, as shown in fig. 2, 3, 5 and 6, when the first clutch 4 is provided on the input shaft 7 and the second clutch 5 is provided on the intermediate shaft 8:
the first gear 111 is freely sleeved on the input shaft 7 and is effectively connected to the input shaft 7 through the first clutch 4, the second gear 112 and the sixth gear 132 are welded, splined, and press-fitted or directly produced on the corresponding intermediate shaft 8, the third gear 121 is welded, splined, press-fitted or directly produced on the corresponding input shaft 7, and the fourth gear 122 is freely sleeved on the intermediate shaft 8 and is effectively connected to the intermediate shaft 8 through the second clutch 5.
Furthermore, as shown in fig. 1 to 6, the two-gear hybrid coupling system further comprises a differential 16, the intermediate shaft 8 is connected to the differential 16, and the differential 16 drives wheels 17.
Preferably, as shown in fig. 1 to 6, the two-gear hybrid coupling system further comprises a fourth reduction gear pair 15, and the intermediate shaft 8 is connected to the differential 16 through the fourth reduction gear pair 15 in a reduction manner; the power provided by the engine 1 and the generator 2 is subjected to two-stage speed reduction (the first speed reduction gear pair 11 and the fourth speed reduction gear pair 15, or the second speed reduction gear pair 12 and the fourth speed reduction gear pair 15) and then transmitted to the differential 16, and the power provided by the driving motor 3 is subjected to two-stage speed reduction (the third speed reduction gear pair 13 and the fourth speed reduction gear pair 15) and then transmitted to the differential 16, so that better power matching is realized.
In one embodiment, as shown in fig. 1 to 6, the fourth reduction gear pair 15 includes a ninth gear 151 provided on the intermediate shaft 8 and a tenth gear 152 provided on the differential 16, the ninth gear 151 meshing with the tenth gear 152.
Preferably, the reduction ratio of the first reduction gear pair 11 is smaller than the reduction ratio of the second reduction gear pair 12, and the second reduction gear pair 12 is located between the first reduction gear pair 11 and the fourth reduction gear pair 15, which is beneficial to increasing the structural stability and the transmission stability.
In an embodiment, as shown in fig. 7 to 12, the two-gear hybrid power coupling system has four operation modes, i.e., a single-motor pure electric mode, an engine direct-drive mode (having two gears: a first engine direct-drive mode and a second engine direct-drive mode), a hybrid drive mode (having two gears: a first hybrid drive mode and a second hybrid drive mode), and a range-extending mode;
the four operating modes are shown in table 1.
TABLE 1
Figure BDA0002141629250000121
In the following, referring to fig. 7 to 12, taking a preferred embodiment of the first clutch 4 disposed on the input shaft 7 and the second clutch 5 disposed on the intermediate shaft 8 as an example, the power transmission route of the two-gear hybrid coupling system in each mode, other arrangement positions of the first clutch 4 and the second clutch 5, and the power transmission route of the two-gear hybrid coupling system will be described similarly, and will not be described again.
(1) Single motor pure electric mode
Disconnecting the first clutch 4 and the second clutch 5, 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. 7, the power transmission route in this drive mode is: the driving motor 3- > the third reduction gear pair 13- > the intermediate shaft 8- > the fourth reduction gear pair 15- > the differential gear 16- > the wheels 17.
When the electric quantity of the battery is sufficient, the two-gear hybrid power coupling system can enter a single-motor pure electric mode and is suitable for the full speed.
In addition, a single-motor pure electric mode can be realized through the generator 2, when the first clutch 4 is combined, a first driving gear of the generator 2 is realized, when the second clutch 5 is combined, a second driving gear of the generator 2 is realized, and a power path transmission route is similar to that of a first engine direct-drive mode and a second engine direct-drive mode.
(2) First engine direct drive mode
The first clutch 4 is combined, the second clutch 5 is disconnected, the engine 1 is driven, and the generator 2 and the driving motor 3 do not work so as to establish a first engine direct-drive mode;
specifically, as shown in fig. 8, the power transmission route in this drive mode is: the engine 1- > input shaft 7- > first clutch 4- > first reduction gear pair 11- > intermediate shaft 8- > fourth reduction gear pair 15- > differential 16- > wheels 17.
When the vehicle speed requires a medium speed, the two-gear hybrid power coupling system can enter a first engine direct-drive mode, and the engine 1 works in a high-efficiency region, especially when the battery power is insufficient.
(3) Second Engine direct drive mode
Disconnecting the first clutch 4, combining the second clutch 5, 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. 9, the power transmission route in this drive mode is: the engine 1- > input shaft 7- > second clutch 5- > second reduction gear pair 12- > intermediate shaft 8- > fourth reduction gear pair 15- > differential 16- > wheels 17.
When the vehicle speed requires high speed, the two-gear hybrid power coupling system can enter a second engine direct-drive mode, and the engine 1 works in a high-efficiency region, particularly when the battery power is insufficient.
(4) First hybrid drive mode
The second clutch 5 is disconnected in combination with the first clutch 4, the engine 1 is driven, the generator 2 generates electricity under the driving of the engine 1, and the motor 3 is driven to establish a first hybrid driving mode;
specifically, as shown in fig. 10, the power transmission route 1 in this drive mode is: the engine 1- > input shaft 7- > first clutch 4- > first reduction gear pair 11- > intermediate shaft 8- > fourth reduction gear pair 15- > differential 16- > wheels 17,
the power transmission route 2 is: the engine 1) the input shaft 7 a speed-increasing gear pair 14 a generator 2,
the power transmission line 3 is: the driving motor 3- > the third reduction gear pair 13- > the intermediate shaft 8- > the fourth reduction gear pair 15- > the differential gear 16- > the wheels 17.
When the vehicle speed is required to be at a medium speed, the two-gear hybrid coupling system can enter a first hybrid driving mode, and the engine 1 and the driving motor 3 drive the wheels 17 together. Meanwhile, when the battery is low, the engine 1 can be used to drive the generator 2 to generate power for the battery.
(5) Second hybrid drive mode
Disconnecting the first clutch 4, combining the second clutch 5, driving the engine 1, generating power by the generator 2 under the driving of the engine 1, and driving the motor 3 to establish a second hybrid driving mode;
specifically, as shown in fig. 11, the power transmission route 1 in this drive mode is: the engine 1- > the input shaft 7- > the second clutch 5- > the second reduction gear pair 12- > the intermediate shaft 8- > the fourth reduction gear pair 15- > the differential 16- > the wheels 17,
the power transmission route 2 is: the engine 1) the input shaft 7 a speed-increasing gear pair 14 a generator 2,
the power transmission line 3 is: the driving motor 3- > the third reduction gear pair 13- > the intermediate shaft 8- > the fourth reduction gear pair 15- > the differential gear 16- > the wheels 17.
When the vehicle speed is required to be high, the two-gear hybrid coupling system can enter a second hybrid driving mode, and the engine 1 and the driving motor 3 drive the wheels 17 together. Meanwhile, when the battery is low, the engine 1 can be used to drive the generator 2 to generate power for the battery.
(6) Extended range mode
Disconnecting the first clutch 4 and the second clutch 5, driving the generator 2 to generate power by the engine 1 and driving the motor 3 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 input shaft 7 a speed-increasing gear pair 14 a generator 2,
the power transmission route 2 is: the driving motor 3- > the third reduction gear pair 13- > the intermediate shaft 8- > the fourth reduction gear pair 15- > the differential gear 16- > the wheels 17.
When the electric quantity of the battery is insufficient, the two-gear hybrid power coupling system can enter a range extending mode and is suitable for the full speed.
In addition, the preferred two-gear hybrid coupling system also has a parking power generation mode.
(7) Parking power generation mode
Disconnecting the first clutch 4 and the second clutch 5, enabling the engine 1 and the generator 2 not to work, driving the motor 3 to generate braking torque and induced current in a winding of the motor to charge the electric quantity of the battery so as to establish a parking power generation mode;
when the vehicle is braked, the two-gear hybrid power coupling system can enter a parking power generation mode, the driving motor 3 generates braking torque to brake the wheels 17, and induced current generated in a winding of the driving motor 3 charges a battery, so that the recovery of braking energy is realized.
When the third clutch 6 is provided, the aforementioned various drive modes may be combined with the third clutch 6 when the engine 1 needs to be operated. Compared with the scheme without the third clutch 6, the double-motor pure electric mode (with two gears: the first double-motor pure electric mode and the second double-motor pure electric mode) is added
(8) First dual-motor electric only mode
The first clutch 4 is combined, the second clutch 5 is disconnected, 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, the power transmission route 1 in this drive mode is: the generator 2- > speed-up gear pair 14- > input shaft 7- > first clutch 4- > first speed-down gear pair 11- > intermediate shaft 8- > fourth speed-down gear pair 15- > differential 16- > wheel 17,
the power transmission route 2 is: the driving motor 3- > the third reduction gear pair 13- > the intermediate shaft 8- > the fourth reduction gear pair 15- > the differential gear 16- > the wheels 17.
When the battery electric quantity is sufficient, the two-gear hybrid power coupling system can enter a first double-motor pure electric mode and is suitable for low-speed and rapid acceleration.
(9) Second dual-motor electric only mode
Disconnecting the first clutch 4, combining the second clutch 5, enabling the engine 1 to be out of operation, and enabling the generator 2 and the driving motor 3 to be driven together so as to establish a second double-motor pure electric mode;
specifically, the power transmission route 1 in this drive mode is: the generator 2- > speed-up gear pair 14- > input shaft 7- > second clutch 5- > second speed-down gear pair 12- > intermediate shaft 8- > fourth speed-down gear pair 15- > differential mechanism 16- > wheel 17,
the power transmission route 2 is: the driving motor 3- > the third reduction gear pair 13- > the intermediate shaft 8- > the fourth reduction gear pair 15- > the differential gear 16- > the wheels 17.
When the battery electric quantity is sufficient, the two-gear hybrid power coupling system can enter a second double-motor pure electric mode, and is suitable for high-speed and rapid acceleration.
The embodiment of the invention also provides a vehicle, which comprises a controller and a battery connected with the controller, and also comprises the two-gear hybrid power coupling system described in any one of the previous embodiments, wherein the engine 1, the generator 2, the driving motor 3, the first clutch 4, the second clutch 5 and the third clutch 6 are connected with the controller and controlled by the controller.
By adopting the two-gear hybrid power coupling system, the engine 1 can drive the generator 2 to generate power for the battery, the battery can provide power for driving the wheels 17 for the generator 2 and the driving motor 3, the engine 1 can directly drive the wheels 17, the first clutch 4, the second clutch 5 and the third clutch 6 are switched, and whether the engine 1 participates in driving or power generation and whether the generator 2 participates in driving or power generation can be controlled, so that multiple driving modes are realized, and higher transmission efficiency is obtained; the engine is in a direct drive mode, so that the energy conversion of machine-electricity and electricity-machine is avoided, and the transmission efficiency is improved; because the pure electric mode of the double motors is realized, the power requirement can be met under the condition that the driving motor 3 is reduced properly, the power performance of the whole vehicle can be further improved, and the production cost of the whole vehicle is reduced; the engine 1 and the generator 2 share two-gear speed reduction assemblies (the first speed reduction gear pair 11 and the second speed reduction gear pair 12), the structure is simple and compact, the number of parts is reduced, and the reduction of load is facilitated, so that the power performance of the whole vehicle can be further improved, and the production cost of the whole vehicle can be reduced.
In one embodiment, the driving mode of the two-gear hybrid power coupling system can be automatically switched according to the SOC value of the battery and the vehicle speed requirement, and the control flow of automatically switching the driving mode 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, the controller switches the working mode of the two-gear hybrid power coupling system according to the judgment result of the step S1;
s3, when braking, the controller controls the driving motor 3 to generate braking torque and induce current in its windings to charge the battery.
The first threshold is used for judging the SOC value of the battery, the second threshold is used for judging the vehicle speed, the present embodiment does not limit the value ranges of the first threshold and the second threshold, and can be freely set according to a specific control strategy, and the values of the first threshold and the second threshold are different under different control strategies. After the first threshold and the second threshold are set in the controller, the controller automatically performs the determination of step S1 and automatically switches between the five driving modes according to the determination result of step S1.
The present invention is not limited to the above preferred embodiments, and any modifications, equivalent substitutions and improvements made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims (10)

1. A two-gear hybrid power coupling system comprises an engine, a generator and a driving motor, and is characterized by further comprising a first clutch, a second clutch, an input shaft, an intermediate shaft, a first reduction gear pair and a second reduction gear pair, wherein the speed ratio of the first reduction gear pair is different from that of the second reduction gear pair;
the engine is connected to one end of the input shaft, and the generator is connected to the other end of the input shaft;
the first clutch and the second clutch are arranged on the input shaft at the same time, or on the intermediate shaft at the same time, or one clutch is arranged on the input shaft, and the other clutch is arranged on the intermediate shaft; the first clutch and the second clutch are distributed at intervals;
the input shaft is in deceleration connection with the intermediate shaft through the first clutch and the first reduction gear pair;
the input shaft is in deceleration connection with the intermediate shaft through the second clutch and the second reduction gear pair;
the driving motor is connected with the intermediate shaft;
the intermediate shaft outputs power to the wheels.
2. The two-speed hybrid coupling system according to claim 1, further comprising a third clutch, wherein the engine is coupled to the input shaft via the third clutch.
3. The two-speed hybrid coupling system according to claim 1 or 2, further comprising a third reduction gear pair, wherein the drive motor is connected to the intermediate shaft via the third reduction gear pair at a reduced speed.
4. The two-speed hybrid coupling system according to claim 3, wherein the first reduction gear set comprises a first gear provided on the input shaft and a second gear provided on the countershaft, the first gear meshing with the second gear, the first clutch connecting the first gear or the second gear;
the second reduction gear pair comprises a third gear arranged on the input shaft and a fourth gear arranged on the intermediate shaft, the third gear is meshed with the fourth gear, and the second clutch is connected with the third gear or the fourth gear;
the third reduction gear pair comprises a fifth gear arranged on an output shaft of the driving motor and a sixth gear arranged on the intermediate shaft, and the fifth gear is meshed with the sixth gear; or the third reduction gear pair comprises the second gear and a fifth gear arranged on an output shaft of the driving motor, and the second gear is meshed with the fifth gear.
5. The two-speed hybrid coupling system according to claim 4, wherein the third reduction gear pair and the first reduction gear pair are coplanar gear pairs, or the third reduction gear pair is disposed on a side of the second reduction gear pair facing away from the first reduction gear pair.
6. The two-speed hybrid coupling system according to claim 1 or 2, further comprising a step-up gear pair, wherein the input shaft is connected with the generator through the step-up gear pair;
the speed-increasing gear pair comprises a seventh gear arranged on an output shaft of the generator and an eighth gear arranged on the input shaft, and the seventh gear is meshed with the eighth gear.
7. The two-speed hybrid coupling system according to claim 1 or 2, wherein the output shaft of the engine and the input shaft are coaxially disposed, and the input shaft, the output shaft of the generator, the intermediate shaft, and the output shaft of the drive motor are disposed in parallel.
8. The two-gear hybrid coupling system according to claim 1, wherein the two-gear hybrid coupling system has a single-motor electric-only mode, a first motor direct-drive mode, a second motor direct-drive mode, a first hybrid-drive mode, a second hybrid-drive mode, and a range-extending mode;
disconnecting the first clutch, disconnecting the second clutch, and not operating the engine and the generator, wherein the driving motor is driven to establish the single-motor electric-only mode;
the first clutch is combined, the second clutch is disconnected, the engine is driven, and the generator and the driving motor do not work so as to establish the first engine direct-drive mode;
disconnecting the first clutch, combining the second clutch, 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;
engaging the first clutch, disengaging the second clutch, the engine driving, the generator generating electricity under the driving of the engine, the driving motor driving, to establish the first hybrid driving mode;
disconnecting the first clutch, combining the second clutch, driving the engine, generating power by the generator under the driving of the engine, and driving the motor to establish the second hybrid driving mode;
and disconnecting the first clutch and the second clutch, driving the generator to generate power by the engine, and driving the motor to establish the range extending mode.
9. The two-speed hybrid coupling system according to claim 2, wherein the two-speed 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 first engine direct drive mode, a second engine direct drive mode, a first hybrid drive mode, a second hybrid drive mode, and a range-extended mode;
disconnecting the first clutch, disconnecting the second clutch, disconnecting the third clutch, and not operating the engine and the generator, wherein the driving motor is driven to establish the single-motor electric-only mode;
engaging said first clutch, disengaging said second clutch, disengaging said third clutch, deactivating said engine, driving said generator and said drive motor to establish said first dual-motor electric-only mode;
disconnecting the first clutch, engaging the second clutch, disconnecting the third clutch, deactivating the engine, and driving the generator and the drive motor to establish the second dual-motor electric-only mode;
the first clutch is combined, the second clutch is disconnected, the third clutch is combined, the engine is driven, and the generator and the driving motor do not work to establish the first engine direct-drive mode;
disconnecting the first clutch, combining the second clutch, combining the third clutch, driving the engine, and enabling the generator and the driving motor to not work so as to establish a second engine direct-drive mode;
engaging the first clutch, disengaging the second clutch, engaging the third clutch, the engine driving, the generator generating electricity under the drive of the engine, the drive motor driving to establish the first hybrid drive mode;
disconnecting the first clutch, engaging the second clutch, engaging the third clutch, the engine driving, the generator generating electricity under the driving of the engine, the driving motor driving to establish the second hybrid driving mode;
and disconnecting the first clutch, disconnecting the second clutch, combining the third clutch, driving the generator to generate power by the engine, and driving the motor to establish the range extending mode.
10. A vehicle comprising a controller and a battery coupled to the controller, further comprising the two-speed hybrid coupling system of any of claims 1-9, wherein the engine, the generator, the drive motor, the first clutch, and the second clutch are coupled to and controlled by the controller.
CN201910670792.6A 2019-07-24 2019-07-24 Two grades of hybrid coupling systems and vehicle Pending CN112277619A (en)

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN116238314A (en) * 2023-01-07 2023-06-09 中国农业大学 Distributed driving system of hybrid power tractor and control method thereof

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN116238314A (en) * 2023-01-07 2023-06-09 中国农业大学 Distributed driving system of hybrid power tractor and control method thereof
CN116238314B (en) * 2023-01-07 2024-03-15 中国农业大学 Distributed driving system of hybrid power tractor and control method thereof

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