CN113119711B - Power system and control method of vehicle and vehicle - Google Patents

Power system and control method of vehicle and vehicle Download PDF

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Publication number
CN113119711B
CN113119711B CN201911367965.3A CN201911367965A CN113119711B CN 113119711 B CN113119711 B CN 113119711B CN 201911367965 A CN201911367965 A CN 201911367965A CN 113119711 B CN113119711 B CN 113119711B
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vehicle
planetary gear
motor
mode
speed
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CN113119711A (en
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陈小江
姜佳佳
余雷
刘洪杰
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Baoding R&D Branch of Honeycomb Transmission System Jiangsu Co Ltd
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Baoding R&D Branch of Honeycomb Transmission System Jiangsu Co Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—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

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

Abstract

The application provides a power system and a control method of a vehicle and the vehicle. Wherein, the driving system includes: an engine, a first and a second electric machine; the gear ring of the first planetary gear is connected with the engine, the sun gear is connected with the output shaft of the first motor, the planet carrier is connected with the gear ring of the second planetary gear, the gear ring of the second planetary gear is connected with the gear ring of the third planetary gear, and the sun gear is connected with the output shaft of the second motor; the gear ring of the first planetary gear is connected with the planet carrier of the second planetary gear through the first split-combination component, and the sun gear of the first planetary gear is connected with the sun gear of the third planetary gear through the second split-combination component; and first and second lock mechanisms that lock power input to the carrier of the second planetary gear and power input to the sun gear of the third planetary gear, respectively. The power system can meet various different driving function requirements of the vehicle under different driving working conditions.

Description

Power system and control method of vehicle and vehicle
Technical Field
The application relates to the technical field of automobiles, in particular to a power system of a vehicle, a control method and the vehicle.
Background
In the related art, a hybrid electric vehicle usually employs a power system composed of an engine and a driving motor, and the engine and the driving motor can drive the vehicle independently or jointly, such that: an electric only drive mode and a hybrid drive mode. The following technical problems exist:
the driving mode type is less, and the vehicle is in the engineering of actually traveling, and the operating mode variety that meets is various, and the load condition is also different, consequently, can generally be under some operating modes, no matter what kind of driving mode is adopted, all have the problem that the oil consumption is high, the emission is poor or power is not enough, and then, influence the use of vehicle and experience.
Disclosure of Invention
In view of the above, the present application is directed to a powertrain system of a vehicle. The system can meet various different driving function requirements of the vehicle under different driving working conditions, reduces energy consumption and emission of the vehicle, and improves driving experience.
In order to achieve the purpose, the technical scheme of the application is realized as follows:
a powertrain system for a vehicle, comprising: an engine, a first electric machine and a second electric machine; first to third planetary gears, a ring gear of the first planetary gear being connected to an output shaft of the engine, a sun gear of the first planetary gear being connected to an output shaft of the first motor, a carrier of the first planetary gear being connected to a ring gear of a second planetary gear, a ring gear of the second planetary gear being connected to a ring gear of the third planetary gear, a sun gear of the second planetary gear being connected to an output shaft of the second motor, a carrier of the third planetary gear being connected to a difference subtraction assembly; a first split component through which the ring gear of the first planetary gear is selectively connected to the carrier of the second planetary gear, and a second split component through which the sun gear of the first planetary gear is selectively connected to the sun gear of the third planetary gear; the first locking mechanism is used for selectively locking the power input of the planet carrier of the second planetary gear, and the second locking mechanism is used for selectively locking the power input of the sun gear of the third planetary gear.
Further, the method also comprises the following steps: and the controller is used for controlling the opening and closing of the first split component, the second split component, the first locking mechanism and the second locking mechanism so as to switch the power system to the corresponding working mode.
Furthermore, the first locking mechanism and the second locking mechanism are closed simultaneously, the first split component and the second split component are opened, and the power system is switched to a first pure electric driving mode.
Furthermore, the first locking mechanism, the first engaging and disengaging assembly and the second locking mechanism are closed simultaneously, the second engaging and disengaging assembly is opened, and the power system is switched to a second pure electric driving mode.
Furthermore, the first locking mechanism, the first split component and the second split component are closed simultaneously, the second locking mechanism is opened, and the power system is switched to a third pure electric driving mode.
Further, the first locking mechanism and the second locking mechanism are closed simultaneously, the first split component and the second split component are opened, and the power system is switched to a first stepless speed regulation hybrid driving mode.
Further, after the power system is switched to a first stepless speed regulation hybrid driving mode, when the first motor is regulated to zero speed and the first motor is locked, the power system enters a first fixed speed ratio parallel hybrid driving mode or an engine direct driving mode from the first stepless speed regulation hybrid driving mode.
Further, the first split assembly and the second locking mechanism are closed simultaneously, the first locking mechanism and the second split assembly are opened, and the power system is switched to a second stepless speed regulation hybrid driving mode.
Further, after the power system is switched to a second stepless speed regulation hybrid driving mode, when the speed of the second motor is regulated to zero speed to lock the second motor, the power system enters a second fixed speed ratio parallel hybrid or engine direct driving mode from the second stepless speed regulation hybrid driving mode.
Further, the first split component and the second split component are closed simultaneously, the first locking mechanism and the second locking mechanism are opened, and the power system is switched to a third stepless speed regulation hybrid driving mode.
Further, after the power system is switched to a third stepless speed regulation hybrid driving mode, when the speed of the second motor is regulated to zero speed to lock the second motor, the power system enters a third fixed speed ratio parallel hybrid or engine direct driving mode from the third stepless speed regulation hybrid driving mode.
The power system of the vehicle can realize pure electric drive, stepless speed regulation hybrid, direct drive of the engine and/or the power of the first motor MG1 and/or the second motor according to three different speed ratio gear transmission, and parallel linkage, thereby realizing various different drive function requirements of the vehicle under different driving conditions, reducing vehicle energy consumption and emission, and improving driving experience.
A second object of the present application is to propose a control method of a powertrain of a vehicle. The method can meet various different driving function requirements of the vehicle under different driving conditions, reduce energy consumption and emission of the vehicle, and improve driving experience.
In order to achieve the purpose, the technical scheme of the application is realized as follows:
a control method of a powertrain system of a vehicle, comprising: receiving a mode switching instruction; and controlling the opening and closing of the first split component, the second split component, the first locking mechanism and the second locking mechanism according to the mode switching instruction so as to switch the power system to the corresponding working mode.
The control method of the power system of the vehicle has the same advantages as the power system of the vehicle relative to the prior art, and is not repeated herein.
The third aim at of this application provides a vehicle, and this vehicle can realize the vehicle and drive various different driving function demands under the operating mode at the difference, reduces vehicle energy consumption, emission, promotes and drives experience.
In order to achieve the purpose, the technical scheme of the application is realized as follows:
a vehicle provided with a powertrain of the vehicle as described in any one of the above embodiments.
The vehicle and the power system of the vehicle have the same advantages compared with the prior art, and are not described in detail herein.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this application, illustrate embodiments of the application and, together with the description, serve to explain the application and are not intended to limit the application. In the drawings:
FIG. 1 is a schematic illustration of a powertrain of a vehicle according to an embodiment of the present application;
FIG. 2 is a schematic illustration of a plurality of operating modes of a powertrain of a vehicle according to an embodiment of the present application;
3-5 are state diagrams of three electric only drive modes of a powertrain of a vehicle according to an embodiment of the present application;
FIG. 6 is a state diagram of a first infinitely variable speed hybrid drive mode of a powertrain of a vehicle according to an embodiment of the present application;
FIG. 7 is a schematic illustration of the operating range of a first infinitely variable speed parallel hybrid drive mode and a first fixed speed ratio parallel hybrid or direct drive mode of a powertrain of a vehicle according to an embodiment of the present application;
FIG. 8 is a state diagram of a second infinitely variable speed hybrid drive mode of a powertrain of a vehicle according to an embodiment of the present application;
FIG. 9 is a schematic illustration of an operating range of a second infinitely variable speed ratio parallel hybrid drive mode and a second fixed speed ratio parallel hybrid or direct drive mode of a powertrain of a vehicle according to an embodiment of the present application;
FIG. 10 is a state diagram of a third infinitely variable speed hybrid drive mode of a powertrain of a vehicle according to an embodiment of the present application;
FIG. 11 is a schematic illustration of an operating range of a third infinitely variable speed ratio parallel hybrid drive mode and a third fixed speed ratio parallel hybrid or direct drive mode of a powertrain of a vehicle according to an embodiment of the present application;
FIGS. 12-14 are schematic diagrams of three vehicular applications of a powertrain of a vehicle according to an embodiment of the present application;
FIG. 15 is a flow chart illustrating a method of controlling a powertrain according to an embodiment of the present application.
Detailed Description
It should be noted that the embodiments and features of the embodiments in the present application may be combined with each other without conflict.
The present application will be described in detail below with reference to the embodiments with reference to the attached drawings.
FIG. 1 is a block diagram of a powertrain of a vehicle according to one embodiment of the present application.
As shown in fig. 1, a power system of a vehicle according to an embodiment of the present application includes: the hybrid vehicle further includes an engine ICE, a first motor MG1, a second motor MG2, a first planetary gear PG1, a second planetary gear PG2, a third planetary gear PG3, a first split component CL1, a second split component CL2, a first lock mechanism BK1, and a second lock mechanism BK 2.
Wherein, the ring gear R1 of the first planetary gear is connected with the output shaft of the engine ICE, the sun gear S1 of the first planetary gear is connected with the output shaft of the first motor MG1, the carrier C1 of the first planetary gear is connected with the ring gear R2 of the second planetary gear, the ring gear R2 of the second planetary gear is connected with the ring gear R3 of the third planetary gear, the sun gear S2 of the second planetary gear is connected with the output shaft of the second motor MG2, and the carrier C3 of the third planetary gear is connected with the difference reduction assembly (namely, the wheels of the vehicle are powered by a differential and a speed reducer). The ring gear R1 of the first planetary gear is selectively connected with the carrier C2 of the second planetary gear through a first dividing and closing assembly CL1, and the sun gear S1 of the first planetary gear is selectively connected with the sun gear S3 of the third planetary gear through a second dividing and closing assembly CL 2. The first lock mechanism BK1 is used to selectively lock the power input of the carrier C2 of the second planetary gear, and the second lock mechanism BK2 is used to selectively lock the power input of the sun gear S3 of the third planetary gear.
In a specific example, the opening and closing of the first dividing unit CL1, the second dividing unit CL2, the first locking mechanism BK1 and the second locking mechanism BK2 can be controlled by a controller, for example: the powertrain of a vehicle, further comprising: and a controller (not shown in fig. 1) for controlling the opening and closing of the first switching sub-assembly CL1, the second switching sub-assembly CL2, the first locking mechanism BK1 and the second locking mechanism BK2 so as to switch the power system to the corresponding working mode.
As shown in table 1, the operation modes of the power system of the embodiment of the present application include at least the operation modes in 9 shown in table 1, that is: the hybrid electric vehicle comprises a first pure electric drive mode EV1, a second pure electric drive mode EV2, a third pure electric mode EV3, a first stepless speed regulation hybrid drive mode eCCT 1, a second stepless speed regulation hybrid drive mode eCCT 2, a third stepless speed regulation hybrid drive mode eCCT 3, a first fixed speed ratio parallel hybrid or engine ICE direct drive mode FG1, a second fixed speed ratio parallel hybrid or engine ICE direct drive mode FG2, and a third fixed speed ratio parallel hybrid or engine direct drive mode FG 3.
As can be seen from table 1, the operation conditions of the engine ICE, the first electric motor MG1, and the second electric motor MG2 are different depending on the opening/closing conditions of the corresponding first split unit CL1, second split unit CL2, first lock mechanism BK1, and second lock mechanism BK2 in different operation modes, and table 1 also includes an analysis of each operation mode.
TABLE 1
Figure GDA0002423877290000061
Referring to FIG. 2, different operation modes are shown in different zones. For the application of a Hybrid Electric Vehicle (HEV), the power battery is small, and the power output of the power battery is limited, so that the range of pure electric drive power and vehicle speed is narrow; for the application of the PHEV, a high-power battery is matched, so that the speed and the power range of the pure electric EV are wider.
In a specific example, the first and second split assemblies CL1 and CL2 are, for example, a first clutch CL1 and a second clutch CL2, and the first and second lock mechanisms BK1 and BK2 are, for example, a first brake BK1 and a second brake BK 2.
Each operation mode will be described in detail below by taking the first and second clutches CL1 and CL2, and the first and second brakes BK1 and BK2 as examples, respectively.
A first pure electric drive mode: as shown in fig. 3, the first and second lock mechanisms BK1 and BK2 are simultaneously closed, the first and second split assemblies CL1 and CL2 are opened, and the powertrain is switched to the first electric-only drive mode.
Specifically, the first brake BK1 and the second brake BK2 are off, the first clutch CL1 and the second clutch C12 are in an open state, and the engine ICE is kept in a stop and rest state by its own damping torque; the second electric machine MG2 independently provides electric only drive and the first electric machine MG1 does not provide effective drive torque, but is in a follow-up state. Due to the sun gear lock of the third planetary gear PG3, the input power of the ring gear R3 of the third planetary gear PG3 is output through the carrier C3 at a fixed speed ratio. The torques of the engine ICE, the first electric machine MG1 and the second electric machine MG2 to the final output are expressed as:
TR1-ICE＝0，
TS1-MG1＝0，
Figure GDA0002423877290000071
according to the formula, the second motor MG2 works in a reverse rotation speed region in the forward direction of the vehicle, negative torque is provided to meet the requirement of pure electric drive of the vehicle on forward acceleration, and the first motor MG1 outputs zero torque to rotate along with the vehicle in a forward rotation region; the second motor MG2 outputs a positive torque in the reverse rotation speed region to perform a vehicle forward direction regenerative braking function. When the vehicle is in a reverse direction, the second motor MG2 works in a positive rotating speed area, positive torque is provided to meet the requirement of pure electric drive of the vehicle for reverse acceleration, negative torque is provided to realize a reverse feedback braking function, and the first motor MG1 outputs zero torque in a negative steering area to rotate along with the rotation.
The EV1 mode is suitable for pure electric driving conditions with medium and low vehicle speed.
The second pure electric drive mode: as shown in fig. 4, first latch mechanism BK1, first split assembly CL1, and second latch mechanism BK2 are simultaneously closed, second split assembly CL2 is opened, and the powertrain switches to the second electric-only drive mode.
Namely: first clutch CL1, first brake BK1 and second brake BK2 are simultaneously closed, second clutch CL2 is opened, and engine ICE is stopped and stationary; the first electric machine MG1 and the second electric machine MG2 individually or jointly provide electric only drive. Pure electric drive torques of the engine ICE, the first electric machine MG1 and the second electric machine MG2 to the final output are expressed as:
TR1C2-ICE＝0，
Figure GDA0002423877290000081
in this mode, the engine ICE is locked-up and stopped by the first brake BK1 without providing any torque output, and the torque of the first electric motor MG1 and/or the second electric motor MG2 is output to the carrier output terminal of the third planetary gear PG3 through respective independent fixed speed ratio gains. Because the first motor MG1 and the second motor MG2 can provide drive simultaneously, the matching requirement of the double motors for meeting the traction torque of the whole vehicle is reduced, which is beneficial to reducing the volume and the weight of the motors, thereby improving the cost of the double-motor system. Besides, the heat loss of the electric drive system under the severe continuous large-torque working condition required by the requirements of slope parking or low-speed climbing can be effectively improved in the double-motor common drive mode.
According to the above formula, in the forward direction of the vehicle, the first electric machine MG1 operates in the forward speed region to output positive torque to provide part of the torque required for vehicle electric only drive forward acceleration, whereas the second electric machine MG2 operates in the reverse speed region to output negative torque to provide part or all of the torque required for vehicle electric only drive forward acceleration. The first motor MG1 operates in the positive speed region to output negative torque to provide some of the torque required for vehicle electric only propulsion retard-regenerative braking, whereas the second motor MG2 operates in the negative speed region to output positive torque to provide some or all of the regenerative braking torque required for vehicle electric only propulsion retard-regenerative braking.
When the vehicle is in a reverse direction, the first motor MG1 works in a negative rotating speed region to output negative torque to provide part of torque required by pure electric drive and reverse acceleration of the vehicle, and the second motor MG2 works in a positive rotating speed region to output positive torque to provide part or all of torque required by pure electric drive and reverse acceleration of the vehicle; the first motor MG1 works in a negative rotating speed region to output positive torque to provide part of feedback braking torque required by vehicle pure electric drive reversing deceleration, and the second motor MG2 works in a positive rotating speed region to output negative torque to provide part or all of feedback braking torque required by vehicle pure electric drive reversing deceleration.
The EV2 mode is mainly suitable for pure electric driving conditions of medium-low vehicle speed and medium-heavy load.
In the third electric-only drive mode, as shown in fig. 5, the first lock mechanism BK1, the first engagement assembly CL1, and the second engagement assembly CL2 are simultaneously closed, the second lock mechanism BK2 is opened, and the powertrain is switched to the third electric-only drive mode.
Specifically, the first brake BK1, the first clutch CL1, and the second clutch CL2 are simultaneously closed, the second brake BK2 is opened, and the engine ICE is locked to be stationary; the first electric machine MG1 provides pure electric drive in conjunction with, or separate from, the second electric machine MG 2. The torques of the engine ICE, the first electric machine MG1 and the second electric machine MG2 to the final output are expressed as:
TR1C2-ICE＝0，
Figure GDA0002423877290000091
in this mode, the engine ICE lock-up stop does not provide any torque output, the torque of the first motor MG1 and/or the second motor MG2 is output to the output end of the carrier of the third planetary gear PG2 through independent fixed speed ratio gains, and the first motor MG1 and the second motor MG2 can provide pure electric drive separately or simultaneously.
According to the above formula, in the forward direction of the vehicle, the first electric machine MG1 operates in the forward speed region to output positive torque to provide part of the torque required for vehicle electric only drive forward acceleration, whereas the second electric machine MG2 operates in the reverse speed region to output negative torque to provide part or all of the torque required for vehicle electric only drive forward acceleration. The first motor MG1 operates in the positive speed region to output negative torque to provide some of the torque required for vehicle electric only propulsion retard-regenerative braking, whereas the second motor MG2 operates in the negative speed region to output positive torque to provide some or all of the regenerative braking torque required for vehicle electric only propulsion retard-regenerative braking.
When the vehicle is in a reverse direction, the first motor MG1 works in a negative rotating speed region to output negative torque to provide part of torque required by pure electric drive and reverse acceleration of the vehicle, and the second motor MG2 works in a positive rotating speed region to output positive torque to provide part or all of torque required by pure electric drive and reverse acceleration of the vehicle; the first motor MG1 works in a negative rotating speed region to output positive torque to provide part of feedback braking torque required by vehicle pure electric drive reversing deceleration, and the second motor MG2 works in a positive rotating speed region to output negative torque to provide part or all of feedback braking torque required by vehicle pure electric drive reversing deceleration.
The EV3 is mainly suitable for steady-state driving conditions in a medium-high speed region and in a power battery electric quantity sufficient state.
The first stepless speed regulation hybrid driving mode comprises the following steps: as shown in fig. 6, the first locking mechanism BK1 and the second locking mechanism BK2 are simultaneously closed, the first switching unit CL1 and the second switching unit CL2 are opened, and the power system is switched to the first infinitely variable speed hybrid drive mode.
Further, after the power system is switched to the first stepless speed regulation hybrid driving mode, when the first motor MG1 is regulated to zero speed to lock the first motor MG1, the power system enters a first fixed speed ratio parallel hybrid driving mode or an engine ICE direct driving mode from the first stepless speed regulation hybrid driving mode.
Specifically, the first brake BK1 and the second brake BK2 are off, the first clutch CL1 and the second clutch CL2 are in an open state, and the closed states of the clutches and brakes are completely the same as the full EV1 mode, that is, the EV1 mode and the eCVT1 mode can be completely switched smoothly.
The eCVT1 mode is an input type power split hybrid mode, an eCVT1 mode, an engine ICE provides power input, and a first motor MG1 regulates speed and power split; if the vehicle driving demand is lower than the efficient working area of the engine ICE, the engine ICE raises the working point to enter the efficient area, the power split power of the first motor MG1 is increased, part of the electric energy split by the first motor MG1 charges a power battery, and the other part of the electric energy is directly supplied to the second motor MG2 for driving; the second electric machine MG2 provides additional drive torque, balances battery power, or discharges power batteries, providing additional acceleration power at a fixed speed ratio. Part of power of an engine ICE is output to the output end of a ring gear R2 of a second planetary gear PG2 through a planet carrier C1 of a first planetary gear PG1, and is output through a fixed speed ratio of a third planetary gear PG3 after being linked with input power of a second motor MG2 in parallel, and steady-state torques of the three power sources can be expressed as follows:
Figure GDA0002423877290000111
Figure GDA0002423877290000112
in the evt 1 mode, the power output of the engine ICE is transmitted through two paths, and part of the power is directly output through the mechanical transmission path of the first planetary gear PG1 through the carrier C1 of PG1, and the mechanical power is defined as:
Figure GDA0002423877290000113
the rest mechanical output power of the engine ICE is converted into electric energy through power split of the first motor MG1, and the electric conversion power of the power split machine is defined as:
Figure GDA0002423877290000114
the engine ICE torque is amplified through a mechanical transmission gain and then output to the second planetary gear PG2 and the gear ring of the third planetary gear PG2, the torque of the second motor MG2 is amplified according to a fixed speed ratio and then output to the gear ring R2 of the second planetary gear PG2, and the torque is output through the fixed speed ratio of the third planetary gear PG3 after being linked with the mechanical power output of the engine ICE. The first motor MG1 is positive to the engine ICE power split torque, MG1 only has speed governing in the negative speed region, the first motor MG1 power split power is negative, convert part of engine ICE power into electric energy to generate electricity; otherwise, the MG1 regulates the speed in the positive rotation speed area, and the power of the first motor MG1 is positive through power split, thereby consuming the electric quantity of the power battery.
In the eCTV 1 mode, when the first motor MG1 is adjusted to zero speed ωS1-MG1The effective power of the first motor MG1 for power splitting of the engine ICE is zero, the working point is called the first mechanical point of HEV1eCVT1, if the system mechanical loss and the copper loss caused by the torque of the power splitting of the first motor MG1 are neglected, the engine ICE torque is amplified by gain and then is output to the ring gears of the second planetary gear PG2 and the third planetary gear PG 2; the mechanical transmission efficiency of the power of the engine ICE in the state is optimal. And at the mechanical point, the power of the second motor MG2 and the power of the engine ICE are directly linked in parallel and then output, the parallel linkage torque output is equal to the formula, and the hybrid mode of the eCTT 1 at the mechanical point is also called as the parallel hybrid of the first gear fixed speed ratio and the engine ICE direct drive FG1 mode. The torque distribution of the engine ICE, the first electric machine MG1 and the second electric machine MG2 is as follows:
Figure GDA0002423877290000121
Figure GDA0002423877290000122
the speed regulation and shunt loss of the first motor MG1 at the zero speed depends on the magnitude of the shunt torque, and the larger the output of the engine ICE torque, the larger the loss of the power shunt torque of the first motor MG1 at the zero speed, and the larger the reduction ratio of the first planetary gear PG1, which is beneficial to reducing the shunt loss of the MG1 in the FG1 mode.
The optimal control coverage area of the eCVT1 and FG1 is shown as shaded in fig. 7. The fixed ratio gain of the engine ICE mechanical transmission path in eCVT1 and FG1 modes is defined as the first shift ratio, i.e.:
Figure GDA0002423877290000123
the eCTV 1 power-split hybrid mode may cover all vehicle speed ranges from low load to high load, from zero speed to a medium speed region, but based on efficiency optimization considerations, the eCTV 1 hybrid drive mode will primarily apply in the medium and high load region above gear 2.
Among them, FG1 is more suitable for the steady-state driving condition of medium and low speed and medium and high continuous load.
The second stepless speed regulation hybrid driving mode comprises the following steps: as shown in fig. 8, the first switching element CL1 and the second locking mechanism BK2 are closed simultaneously, the first locking mechanism BK1 and the second switching element CL2 are opened, and the power system is switched to the second stepless speed regulation hybrid driving mode.
Further, after the power system is switched to a second stepless speed regulation hybrid driving mode, when the speed of the second motor MG2 is regulated to zero speed to lock the second motor MG2, the power system enters a second fixed speed ratio parallel hybrid or engine ICE direct driving mode from the second stepless speed regulation hybrid driving mode.
Specifically, in the evt 2 mode, the first clutch CL1 and the second brake BK2 are closed, and the second clutch CL2 and the first brake BK1 are opened. The three power sources of the engine ICE, the first motor MG1 and the second motor MG2 are simultaneously linked through the first planetary gear PG1 and the second planetary gear PG2 to realize compound power division stepless speed regulation hybrid, and finally the compound power division stepless speed regulation hybrid is amplified through the fixed speed ratio of the third planetary gear PG3 and then is output through the planet carrier C3. Based on the rotation speed lever principle of the planetary gear, the rotation speed relation of the three power sources is expressed as follows:
ωS1-MG1+k1ωR1C2-ICE＝(k1+1)ωC1R2R3，
ωS2-MG2+k2ωC1R2R3＝(k2+1)ωR1C2-ICE，
k3ωC1R2R3＝(k3+1)ωC3-out，
ωS3＝0；
in thateIn the CVT2 mode, either the first motor MG1 or the second motor MG2 can act as a modulationThe first motor MG1 is more suitable for a low-speed area to serve as a speed-regulating power split motor, and the second motor MG2 is more suitable for the speed-regulating power split function from a low speed area to a medium-high speed area; however, the first motor MG1 and the second motor MG2 can never operate in the speed-adjusting power splitting mode at the same time, otherwise the lever balance mechanism formed by the combination of the two planetary gears is broken.
According to the above formula, by setting two power split motors to adjust the speed to zero, the compound power split eCVT2 mode can have two mechanical control points MP, i.e. gear shift points. Ideally, if the mechanical transmission and the speed regulation motor losses are neglected, when the engine ICE works at two mechanical shift points, the power output by the engine ICE is completely output to the carrier C3 of the third planetary gear PG3 through the mechanical transmission path of the double planetary gears. The engine ICE power can be independently driven directly at two mechanical points or mixed with the non-adjustable speed shunt motor in parallel.
The first motor MG1 acts as an eCVT2 mode speed-split motor and a first mechanical shift point. When the first motor MG1 is used as a speed-regulating power-split motor, the second motor MG2 is used as a driving motor and is linked with the engine ICE in parallel, and the torque output relations of the three power sources are expressed as follows:
Figure GDA0002423877290000131
Figure GDA0002423877290000132
the above equation represents that in the eCVT2 mode, if the first electric machine MG1 is operating as a speed-governing, power-split electric machine, the engine ICE and the second electric machine MG2 together produce a split resultant torque. In accordance with the above formula, the powertrain output is provided by both the engine ICE and the second electric machine MG 2. If transient power output needs to be improved, the second motor MG2 needs to provide positive power assistance, which causes the power split assistance of the first motor MG1 to increase, resulting in reduced system efficiency. The eCTT 2 is not suited to provide a large torque drive demand at low speed, and the eCTT 1 mode is more suited to provide an efficient large torque drive demand at low speed.
In the evg 2 mode, the first electric machine MG1 acts as an adjustable speed power split electric machine, and the fixed ratio gain of the engine ICE mechanical transmission path is defined as the evt 2 first shift ratio, i.e.:
Figure GDA0002423877290000141
the first mechanical shift point of the eCVT2 mode coincides completely with the mechanical shift point gain of the eCVT1 mode, which is exactly the mechanical shift operating point at which the eCVT1 mode and the eCVT2 mode smoothly switch over to each other.
When the first electric machine MG1 is used as a power split variable speed machine in the eCVT2 mode, the first shift point is obtained by varying the speed of the first electric machine MG1 to zero speed, i.e., ω, andS1-MG1the split power of the first motor MG1 is caused to be zero at 0, and the power of the second motor MG2 is output to the ring gear C2 of the second planetary gear PG2 in parallel linkage with the power of the engine ICE.
The first electric machine MG1 is used as a power split electric machine in an eCVT2 mode for shift transition control between the eCVT2 mode and the eCVT1 mode, and the eCVT1 mode is used for a normal high-load condition.
When the second motor MG2 is used as an eCTV 2 mode speed-regulating power-dividing motor, the first motor MG1 is used as a driving motor and is jointly linked in parallel with the engine ICE,
Figure GDA0002423877290000142
Figure GDA0002423877290000143
in the eCVT2 mode, if the second motor MG2 is used as a speed-regulating power-split motor and the engine ICE is used as main driving power, the second motor MG2 positively rotates to output negative power, namely, power-split power generation; based on above formula, first motor MG1 positive helping hand has reduced the reposition of redundant personnel moment of torsion of second motor MG2 simultaneously, is favorable to the efficiency promotion of power reposition of redundant personnel. The engine ICE torque is output through the two-gear fixed speed ratio gain, and the engine ICE torque is suitable for the medium-load driving requirement from low speed to medium-high speed.
In the eCTV 2 mode, the second motor MG2 is used as a speed-regulating power-split motor, and the fixed speed ratio gain of the engine ICE mechanical transmission path is defined as the second gear-shifting speed ratio point of the eCTV 2 mode and is also the second gear-shifting speed ratio k of the hybrid transmission boxG2It can be expressed as:
Figure GDA0002423877290000144
when the second motor MG2 is functioning as a power split motor for the eCVT2 mode, this control mode will be the main efficient drive control mode for the eCVT 2.
In the eCTV 2 mode, when the second motor MG2 is used as a speed-regulating shunt motor, the speed is regulated to zero speed omegaS2-MG2When the torque of the engine ICE is output in the second gear, the system mechanical loss and the copper loss caused by the power splitting torque of the second motor MG2 are ignored, and if the system mechanical loss and the copper loss caused by the power splitting torque of the second motor MG2 are ignored; the mechanical transmission efficiency of the power of the engine ICE in the state is optimal. The hybrid mode of the eCVT2 mode at this mechanical point is also referred to as the 2-gear fixed ratio parallel hybrid mode and the engine ICE direct drive FG2 mode. The torque distribution of the engine ICE, the first electric machine MG1 and the second electric machine MG2 is as follows:
Figure GDA0002423877290000151
Figure GDA0002423877290000152
the speed governing shunt loss of the second electric machine MG2 at zero speed depends on the magnitude of its shunt torque. The larger the engine ICE torque output in the engine ICE direct-drive mode is, the second powerThe larger the loss of the power split torque of the machine MG2 at zero speed, the larger the reduction gear ratio k of the second planetary gear PG22The shunt loss of the MG2 in the FG2 mode is favorably reduced. And the forward power assisting of the first motor MG1 reduces the split torque of the second motor MG2 at the same time, which is beneficial to improving the power split efficiency.
Optimal control coverage area for eCVT2 mode and FG2 mode: the eCTV 2 mode can cover all vehicle speed ranges from low load to medium load and from zero speed to middle and high speed regions, but based on efficiency optimization considerations, the eCTV 2 driving mode will be mainly suitable for driving ranges between the first gear shifting line and the third gear shifting line, as shown by the shaded portion in FIG. 9, and the FG2 mode is more suitable for the middle and low to middle and high speed continuous middle-load steady-state driving condition.
The third stepless speed regulation hybrid drive mode: as shown in fig. 10, the first split assembly CL1 and the second split assembly CL2 are closed simultaneously, the first locking mechanism BK1 and the second locking mechanism BK2 are opened, and the power system is switched to the third stepless speed regulation hybrid driving mode.
Further, after the power system is switched to the third stepless speed regulation hybrid driving mode, when the second motor MG2 is regulated to zero speed and the second motor MG2 is locked, the power system enters the third fixed speed ratio parallel hybrid or engine ICE direct driving mode from the third stepless speed regulation hybrid driving mode.
For example: in the evt 3 mode, the first clutch CL1 and the second clutch CL2 are closed, and the first brake BK1 and the second brake BK2 are opened. The three power sources of the engine ICE, the first motor MG1 and the second motor MG2 are simultaneously linked through the first planetary gear PG1, the second planetary gear PG2 and the third planetary gear to realize compound power division stepless speed regulation hybrid, and finally output through the planet carrier C3 of the third planetary gear PG 3. Based on the rotation speed lever principle of the planetary gear, the rotation speed relation of the three power sources is expressed as follows:
ωS1S3-MG1+k1ωR1C2-ICE＝(k1+1)ωC1R2R3，
ωS2-MG2+k2ωC1R2R3＝(k2+1)ωR1C2-ICE，
ωs1S3-MG1+k3ωC1R2R3＝(k3+1)ωC3-out；
in the eCTV 3 mode, the first motor MG1 or the second motor MG2 can be used as the speed-regulating power-dividing motor independently, the first motor MG1 is more suitable for the speed-regulating power-dividing motor in the low-speed region, and the second motor MG2 is more suitable for the speed-regulating power-dividing function from the low-speed region to the high-speed region; however, the first motor MG1 and the second motor MG2 can never operate in the speed-adjusting power splitting mode at the same time, otherwise the lever balance mechanism formed by the combination of the two planetary gears is broken.
According to the above formula, by setting two power split motors to adjust the speed to zero, the eCVT3 mode can have two mechanical shift control points MP, i.e. gear shift points. Ideally, if the mechanical transmission and the speed-regulating motor losses are neglected, when the engine ICE works at two mechanical shift points, the power output by the engine ICE is directly output through the mechanical transmission path of the planetary gears and is completely output through the carrier C3 of the third planetary gear PG 3. The engine ICE power can be independently driven directly at two mechanical points or mixed with the non-adjustable speed shunt motor in parallel.
The first motor MG1 acts as an eCVT3 mode speed-regulated split motor and a first mechanical shift point: when the first motor MG1 is used as a speed-regulating power-split motor, the second motor MG2 is used as a driving motor and is linked with the engine ICE in parallel, and the torque output relationship among the three power sources is expressed as follows:
Figure GDA0002423877290000161
Figure GDA0002423877290000171
the above equation represents that in the eCVT3 mode, if the first electric machine MG1 is used as a speed-governing, power-split electric machine, the powertrain output is commonly provided by the engine ICE and the second electric machine MG 2. The above formula indicates that the power split motor MG1 splits the common input power to the engine ICE and the second motor MG 2.
In the eCVT3 mode, the first electric machine MG1 acts as a speed-regulated power-split electric machine, and the fixed ratio gain of the engine ICE mechanical transmission path is defined as the eCVT3 first mechanical shift ratio, i.e.:
Figure GDA0002423877290000172
the first mechanical shift point of the eCVT3 is completely coincident with the mechanical shift point of the eCVT1 mode and the first mechanical shift point gain of the eCVT2 mode, which is exactly the mechanical shift operating point at which the eCVT3 and the eCVT1 or the eCVT2 mode smoothly shift with each other.
When the first electric machine MG1 is used as a power split variable speed machine in the eCVT3 mode, the first shift point is obtained by varying the speed of the first electric machine MG1 to zero, i.e., ω, speedS1-MG1When the engine ICE power is linked in parallel, the second motor MG2 outputs the power through the ring gear C3 of the third planetary gear PG 3.
The second motor MG2 acts as an eCVT3 mode speed-regulated split motor and a third mechanical shift point: when the second motor MG2 is used as a speed-regulating power-splitting motor, the first motor MG1 is used as a driving motor and is linked with the engine ICE in parallel, and the torque output relationship among the three power sources is expressed as follows:
Figure GDA0002423877290000173
Figure GDA0002423877290000174
the above formula shows that in the eCVT3 mode, if the second motor MG2 is used as a speed-regulating power-split motor, the engine ICE is used as main driving power, and the second motor MG2 positively rotates to output negative power, namely, power-split power generation; based on the torque splitting of the second motor MG2 of the above formula, the forward power assisting of the first motor MG1 can reduce the splitting torque of the second motor MG2 at the same time, which is beneficial to the efficiency improvement of power splitting. Based on the eCVT3 power output of the formula, the engine ICE torque is output through a third gear fixed speed ratio gain, and the engine ICE torque output method is suitable for low-speed to high-speed medium-low load driving requirements.
In the eCTV 3 mode, the second motor MG2 is used as a speed-regulating power-split motor, and the fixed speed ratio gain of the engine ICE mechanical transmission path is defined as the eCTV 3 second gear-shifting speed ratio and is also the third gear-shifting speed ratio k of the hybrid transmission caseG3It can be expressed as:
Figure GDA0002423877290000181
when the second motor MG2 is functioning as a power split motor for the eCVT3 mode, this control mode will be the main efficient drive control mode for the eCVT 3.
In the eCTV 3 mode, when the second motor MG2 is used as a power-split speed-regulating motor, the speed is regulated to zero speed omegaS2-MG2When the speed ratio is 0, namely the eCTT 3 works at the third mechanical gear shifting point, the effective power of the second motor MG2 for power splitting of the engine ICE is zero, and if the system mechanical loss and the copper loss caused by the power splitting torque of the second motor MG2 are neglected, the engine ICE torque is output through the third gear speed ratio; the mechanical transmission efficiency of the power of the engine ICE in the state is optimal. The hybrid mode of the eCVT3 at this mechanical point is also referred to as the 3-gear fixed ratio parallel hybrid mode and the engine ICE direct drive FG3 mode. The torque distribution of the engine ICE, the first electric machine MG1 and the second electric machine MG2 is as follows:
Figure GDA0002423877290000182
Figure GDA0002423877290000183
optimal control coverage area of eCVT3 and FG 3: the eCTV 3 power-split hybrid mode can cover all vehicle speed ranges from zero speed to middle and high speed regions under middle and low loads, the driving range mainly applicable to the interval below the second shift line is shown as a shaded part in fig. 11, and FG3 is more suitable for steady-state driving conditions of middle and low speed to high speed and continuous middle and low loads.
In addition, the arrangement of the power system on the vehicle of the embodiment can be in various forms. For example, the following three vertical mechanical structure layouts are shown in fig. 12 to 14. Of course, in other examples, there may be other structural layouts, which are not described herein.
According to the power system of the vehicle, pure electric drive, stepless speed regulation hybrid drive, direct drive of the engine and/or the first motor MG1 and/or the second motor power can be achieved according to transmission of three different speed ratio gears, and parallel linkage of the engine can be achieved, so that various different drive function requirements of the vehicle under different driving working conditions are achieved, vehicle energy consumption and emission are reduced, and driving experience is improved.
FIG. 15 is a flow chart of a method of controlling a powertrain according to one embodiment of the present application. As shown in fig. 15, a control method of a power system according to an embodiment of the present application includes:
s101: and receiving a mode switching instruction.
S102: and controlling the opening and closing of the first split component, the second split component, the first locking mechanism and the second locking mechanism according to the mode switching instruction so as to switch the power system to the corresponding working mode.
According to the control method of the power system, pure electric driving, stepless speed regulation hybrid, direct driving and parallel linkage of the engine and/or the first motor MG1 and/or the second motor power transmitted according to three different speed ratio gears can be achieved, so that various different driving function requirements of the vehicle under different driving working conditions are met, the energy consumption and emission of the vehicle are reduced, and the driving experience is improved.
It should be noted that a specific implementation manner of the control method of the powertrain system of the embodiment of the present application is similar to a specific implementation manner of the powertrain system of the vehicle of the embodiment of the present application, and please refer to the description of the system portion specifically, and details are not repeated here in order to reduce redundancy.
Further, the embodiment of the application discloses a vehicle, and the power system of the vehicle is provided with the power system of any one embodiment. The vehicle can realize pure electric drive, stepless speed regulation hybrid drive, direct drive and parallel linkage of the engine and/or the first motor MG1 and/or the second motor power according to three different speed ratio gears, thereby realizing various different drive function requirements of the vehicle under different driving working conditions, reducing the energy consumption and emission of the vehicle and improving the driving experience.
In addition, other configurations and functions of the vehicle according to the embodiment of the present application are known to those skilled in the art, and are not described herein in detail in order to reduce redundancy.
The above description is only exemplary of the present application and should not be taken as limiting the present application, as any modification, equivalent replacement, or improvement made within the spirit and principle of the present application should be included in the protection scope of the present application.

Claims (13)

1. A powertrain system for a vehicle, comprising:
an engine, a first electric machine and a second electric machine;
first to third planetary gears, a ring gear of the first planetary gear being connected to an output shaft of the engine, a sun gear of the first planetary gear being connected to an output shaft of the first motor, a carrier of the first planetary gear being connected to a ring gear of a second planetary gear, a ring gear of the second planetary gear being connected to a ring gear of the third planetary gear, a sun gear of the second planetary gear being connected to an output shaft of the second motor, a carrier of the third planetary gear being connected to a difference subtraction assembly;
a first split component through which the ring gear of the first planetary gear is selectively connected to the carrier of the second planetary gear, and a second split component through which the sun gear of the first planetary gear is selectively connected to the sun gear of the third planetary gear;
the first locking mechanism is used for selectively locking the power input of the planet carrier of the second planetary gear, and the second locking mechanism is used for selectively locking the power input of the sun gear of the third planetary gear.
2. The power system of a vehicle according to claim 1, further comprising:
and the controller is used for controlling the opening and closing of the first split component, the second split component, the first locking mechanism and the second locking mechanism so as to switch the power system to the corresponding working mode.
3. The vehicle powertrain of claim 1 or 2, wherein the first and second locking mechanisms are closed simultaneously, the first and second split assemblies are open, and the powertrain switches to a first electric-only drive mode.
4. The vehicle powertrain of claim 1 or 2, wherein the first locking mechanism, the first split component and the second locking mechanism are closed simultaneously, the second split component is opened, and the powertrain switches to a second electric-only drive mode.
5. The vehicle powertrain of claim 1 or 2, wherein the first locking mechanism, the first split component and the second split component are closed simultaneously, the second locking mechanism is opened, and the powertrain switches to a third electric-only drive mode.
6. The vehicle powertrain according to claim 1 or 2, wherein the first and second lock mechanisms are closed at the same time, the first and second split assemblies are opened, and the powertrain switches to a first infinitely variable speed hybrid drive mode.
7. The vehicle powertrain system of claim 6, wherein the powertrain system enters a first fixed speed ratio parallel hybrid or engine direct drive mode from the first infinitely variable speed hybrid drive mode when the first motor is locked by adjusting the speed to zero after switching to the first infinitely variable speed hybrid drive mode.
8. The vehicle powertrain system according to claim 1 or 2, wherein the first and second engaging elements are closed simultaneously, the first and second locking elements are opened, and the powertrain system is switched to a second infinitely variable speed hybrid drive mode.
9. The vehicle powertrain system of claim 8, wherein the powertrain system enters a second fixed-speed-ratio parallel hybrid or direct engine drive mode from the second infinitely variable speed hybrid drive mode when the second electric machine is locked by adjusting the speed to zero after switching to the second infinitely variable speed hybrid drive mode.
10. The vehicle powertrain system according to claim 1 or 2, wherein the first and second switching elements are closed simultaneously, the first and second lock mechanisms are opened, and the powertrain system is switched to a third infinitely variable speed hybrid drive mode.
11. The vehicle powertrain system of claim 10, wherein the powertrain system enters a third fixed-speed-ratio parallel hybrid or direct engine drive mode from the third infinitely variable speed hybrid drive mode when the second motor is locked by adjusting the speed to zero after switching to the third infinitely variable speed hybrid drive mode.
12. A control method of a powertrain system, characterized in that the powertrain system is a powertrain system of a vehicle according to any one of claims 1 to 11, the control method comprising:
receiving a mode switching instruction;
and controlling the opening and closing of the first split component, the second split component, the first locking mechanism and the second locking mechanism according to the mode switching instruction so as to switch the power system to the corresponding working mode.
13. A vehicle characterized by being provided with a power system of the vehicle according to any one of claims 1-11.
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