CN114953961A - Hybrid power coupling mechanism and vehicle - Google Patents

Hybrid power coupling mechanism and vehicle Download PDF

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Publication number
CN114953961A
CN114953961A CN202110206444.0A CN202110206444A CN114953961A CN 114953961 A CN114953961 A CN 114953961A CN 202110206444 A CN202110206444 A CN 202110206444A CN 114953961 A CN114953961 A CN 114953961A
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China
Prior art keywords
gear
motor
engine
clutch
mode
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Pending
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CN202110206444.0A
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Chinese (zh)
Inventor
赵江灵
朱永明
周文太
李瑶瑶
赵成飞
张安伟
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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 CN202110206444.0A priority Critical patent/CN114953961A/en
Publication of CN114953961A publication Critical patent/CN114953961A/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
    • B60K6/26—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 motors or the generators
    • 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
    • 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

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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 invention discloses a hybrid power coupling mechanism and a vehicle, wherein the hybrid power coupling mechanism comprises an engine, a first motor, a second motor, a first input shaft, a second input shaft, an intermediate shaft, an output shaft, a first clutch, a synchronizer, a first gear pair and a second gear pair; the first input shaft is connected to the intermediate shaft through a first clutch; the first gear pair and the second gear pair are respectively combined between the intermediate shaft and the output shaft through synchronizers; the second motor is connected to the output shaft in a transmission way; the output shaft outputs power to the differential. Effectively promote dynamic property and economic nature, accessible second motor output power is to the wheel end during shifting, realizes unpowered interruption and shifts.

Description

Hybrid power coupling mechanism and vehicle
Technical Field
The invention belongs to the field of transmissions, and particularly relates to a hybrid power coupling mechanism 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 widely, 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 powertrain designs, 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 hybrid power coupling mechanism 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, one end of the clutch is connected with the engine and the generator, the other end of the clutch is connected with a transmission device, and the driving motor is respectively connected with the clutch and a differential mechanism through the transmission device. When the engine is directly driven, only one gear is required, which is not beneficial to the working efficiency of the engine. Only one gear is arranged during motor driving, a pure electric mode of double motors cannot be realized, power performance is limited, and economy has further improved space. The system is only suitable for urban working conditions and medium and small vehicle types, and is not ideal in dynamic property and economical efficiency for non-urban working conditions and large vehicle types.
Disclosure of Invention
The technical problem to be solved by the invention is as follows: aiming at the problem that the dynamic property and the economical efficiency of the power coupling system in the existing scheme are insufficient, the hybrid power coupling mechanism and the vehicle are provided.
In order to solve the above technical problem, an embodiment of the present invention provides a hybrid coupling mechanism, including an engine, a first motor, a second motor, a first input shaft, a second input shaft, an output shaft, a first clutch, a synchronizer, a first gear pair, and a second gear pair;
the engine is connected with the first input shaft, and the first motor is connected with the second input shaft;
the hybrid power coupling mechanism further comprises an intermediate shaft, and the first input shaft is connected to the intermediate shaft through the first clutch;
the first gear pair and the second gear pair are respectively combined between the intermediate shaft and the output shaft through the synchronizer;
the second motor is in transmission connection with the output shaft;
the output shaft outputs power to a differential.
Optionally, the engine further comprises a second clutch, and the engine is connected to the first input shaft through the second clutch.
Optionally, the hybrid power generation device further comprises a third input shaft and a reduction gear pair, wherein the second motor is connected to the third input shaft, and the third input shaft is connected to the output shaft through the reduction gear pair.
Optionally, the third input shaft is hollow on the second input shaft.
Optionally, the input shaft further comprises a speed-increasing gear pair, and the first input shaft is connected to the second input shaft through the speed-increasing gear pair;
the speed-increasing gear pair, the speed-reducing gear pair, the second motor and the first motor are sequentially arranged along the direction away from the engine.
Optionally, the intermediate shaft is sleeved on the first input shaft, the engine is connected to one end of the first input shaft, and the first clutch is connected to the other end of the first input shaft.
Optionally, the first gear pair includes a first gear driving gear and a first gear driven gear, and the second gear pair includes a second gear driving gear and a second gear driven gear;
the first gear driving gear and the second gear driving gear are fixedly arranged on the intermediate shaft, the first gear driven gear and the second gear driven gear are sleeved on the output shaft in a hollow mode, and the synchronizer is arranged on the output shaft and is used for combining any one of the first gear driven gear and the second gear driven gear with the output shaft; or the like, or, alternatively,
the first gear driving gear and the second gear driving gear are sleeved on the intermediate shaft in a hollow mode, the first gear driven gear and the second gear driven gear are fixedly arranged on the output shaft, and the synchronizer is arranged on the intermediate shaft and is used for combining any one of the first gear driving gear and the second gear driving gear with the intermediate shaft.
Optionally, the hybrid coupling mechanism has a first single-motor electric-only mode, a hybrid driving mode, an engine direct-drive mode and a range extending mode;
disengaging the first clutch, disengaging the synchronizer, deactivating the engine and the first electric machine, and driving the second electric machine to establish a first single-motor electric-only mode;
engaging the first clutch, the synchronizer engaging either of the first and second gear pairs between the countershaft and the output shaft, the engine driving, at least one of the first and second electric machines driving to establish the hybrid drive mode;
the first clutch is combined, the synchronizer combines any one of the first gear pair and the second gear pair between the intermediate shaft and the output shaft, the engine is driven, and the first motor and the second motor do not work so as to establish the engine direct drive mode;
and separating the first clutch and the synchronizer, wherein the first motor is driven by the engine to generate power, and the second motor is driven to establish the range extending mode.
Optionally, the hybrid power coupling mechanism has a first single-motor pure electric mode, a second single-motor pure electric mode, a dual-motor pure electric mode, a hybrid driving mode, an engine direct drive mode and a range extending mode;
disengaging the first clutch and the second clutch, disengaging the synchronizer, deactivating the engine and the first electric machine, and driving the second electric machine to establish a first single-motor electric-only mode;
engaging the first clutch, disengaging the second clutch, engaging either of the first and second gear pairs with the synchronizer between the countershaft and the output shaft, the engine and the second electric machine not operating, the first electric machine driving to establish a second single-motor electric-only mode;
the first clutch is combined, the second clutch is separated, the synchronizer combines any one of the first gear pair and the second gear pair between the intermediate shaft and the output shaft, the engine does not work, and the first motor and the second motor are driven to establish a double-motor pure electric mode;
engaging the first clutch and the second clutch, the synchronizer engaging either of the first gear set and the second gear set between the countershaft and the output shaft, the engine driving, at least one of the first electric machine and the second electric machine driving to establish the hybrid drive mode;
the first clutch and the second clutch are combined, the synchronizer combines any one gear pair of the first gear pair and the second gear pair between the intermediate shaft and the output shaft, the engine is driven, and the first motor and the second motor do not work so as to establish the direct drive mode of the engine;
and separating the first clutch, combining the second clutch and separating the synchronizer, wherein the first motor generates electricity under the driving of the engine, and the second motor drives to establish the range extending mode.
The embodiment of the invention also provides a vehicle which comprises the hybrid power coupling mechanism.
According to the hybrid power coupling mechanism and the vehicle provided by the embodiment of the invention, the engine, the first motor and the second motor are used as power sources, the first clutch controls the power output of the engine and the first motor, the synchronizer controls the gears output by the engine and the first motor, and multiple driving modes such as a direct drive mode, a pure electric mode, a hybrid drive mode and a range-extending mode of the engine and multiple gears under the direct drive mode and the hybrid drive mode of the engine can be realized by controlling the working states of the first clutch and the synchronizer;
in the braking energy recovery mode and the pure electric mode of the second motor for driving the wheel end independently, the engine can be disconnected due to the existence of the first clutch, so that extra energy loss caused by back dragging of the engine is avoided, and the service life of the engine is prolonged;
when the gear is shifted, the second motor can output power to the wheel end, so that the gear shifting without power interruption is realized.
Drawings
FIG. 1 is a schematic diagram of a hybrid coupling mechanism according to an embodiment of the present invention;
FIG. 2 is a power transmission scheme of the hybrid coupling system of FIG. 1 in a first single-motor electric-only mode;
FIG. 3 is a diagram of a 1-gear power transmission route of the hybrid power coupling system shown in FIG. 1 in a two-motor electric-only mode;
FIG. 4 is a 2-gear power transfer route diagram of the hybrid power coupling system shown in FIG. 1 in a dual motor-only electric mode;
FIG. 5 is a 1-speed power transfer route diagram of the hybrid coupling system of FIG. 1 in a hybrid drive mode;
FIG. 6 is a 2-gear power transmission route diagram of the hybrid coupling system shown in FIG. 1 in a hybrid driving mode;
FIG. 7 is a power transmission route diagram of the hybrid coupling system of FIG. 1 in a range extended mode;
FIG. 8 is a schematic diagram of a hybrid coupling mechanism according to an embodiment of the present invention;
the reference numerals in the specification are as follows:
1. an engine; 2. a first motor; 3. a second motor; 4. a first input shaft; 5. a second input shaft; 6. a third input shaft; 7. an intermediate shaft; 8. an output shaft; 9. a first clutch; 10. a second clutch; 11. a synchronizer; 12. a torsional damper or dual mass flywheel;
13. a main reduction gear; 14. a differential mechanism; 141. a ring gear;
211. a first gear driving gear; 212. a first gear driven gear;
221. a second stop driving gear; 222. a second-gear driven gear;
231. a first speed increasing gear; 232. a second speed increasing gear;
241. a first reduction gear; 242. a second reduction gear.
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. 8, the hybrid coupling mechanism according to the embodiment of the present invention includes an engine 1, a first motor 2, a second motor 3, a first input shaft 4, a second input shaft 5, an output shaft 8, a first clutch 9, a synchronizer 11, a first gear pair and a second gear pair;
the engine 1 is connected with a first input shaft 4, and the first motor 2 is connected with a second input shaft 5;
the hybrid power coupling mechanism further comprises an intermediate shaft 7, and the first input shaft 4 is connected to the intermediate shaft 7 through a first clutch 9;
the first gear pair and the second gear pair are respectively combined between the intermediate shaft 7 and the output shaft 8 through a synchronizer 11;
the second motor 3 is connected with the output shaft 8 in a transmission way;
the output shaft 8 outputs power to a differential 14.
Specifically, any one of the first gear pair and the second gear pair is a first gear pair, and the other gear pair is a second gear pair, and fig. 1 to 8 show that the first gear pair is the first gear pair, and the second gear pair is the second gear pair.
Preferably, the first electric machine 2 is used both as a generator and as a drive motor.
In the present application, for simplicity of description, the first motor 2 and the second motor 3 are collectively referred to as a motor, the first input shaft 4, the second input shaft 5, and the subsequent third input shaft 6 are collectively referred to as an input shaft, the intermediate shaft 7, and the output shaft 8 are collectively referred to as a shaft, and the first gear pair and the second gear pair are collectively referred to as a gear pair.
When the first clutch 9 and the synchronizer 11 are separated at the same time, the second motor 3 can independently drive the wheel end, so that a single-motor pure electric mode is realized;
when the first clutch 9 is combined, the engine 1 can drive the wheel end independently, two forward gears in the engine direct drive mode can be achieved by switching the working state of the synchronizer 11, the engine 1 can drive the wheel end together with the first motor 2 or the second motor 3, and a plurality of forward gears in the hybrid drive mode can be achieved by switching the working state of the synchronizer 11.
When the synchronizer 11 is separated by combining the first clutch 9, the first motor 2 generates power under the driving of the engine 1, and the second motor 3 drives the wheel end, so that the range extending mode can be realized.
The first clutch 9 and the synchronizer 11 are separated, and the second motor 3 is driven by the wheel end to generate electricity, so that a braking energy recovery mode can be realized, and energy conservation and emission reduction can be realized to the maximum extent.
The first clutch 9 and the synchronizer 11 are separated, the first motor 2 generates power under the driving of the engine 1, and the second motor 3 does not work, so that the parking power generation mode can be realized.
According to the hybrid power coupling mechanism provided by the embodiment of the invention, the engine 1, the first motor 2 and the second motor 3 are used as power sources, the first clutch 9 controls the power output of the engine 1 and the first motor 2, the synchronizer 11 controls the gears output by the engine 1 and the first motor 2, and by controlling the working states of the first clutch 9 and the synchronizer 11, multiple driving modes such as an engine direct-drive mode, a pure electric mode, a hybrid driving mode and a range-extending mode, and multiple gears in the engine direct-drive mode and the hybrid driving mode can be realized, so that the hybrid power coupling mechanism is suitable for various road conditions, the engine 1 is ensured to always run in an optimal working area, the efficiency of the engine 1 is improved, the power performance and the economy are effectively improved, and the structure is simple;
in the braking energy recovery mode and the pure electric mode in which the second motor 3 drives the wheel end independently, the engine 1 can be disconnected due to the existence of the first clutch 9, so that extra energy loss caused by back dragging of the engine 1 is avoided, and the service life of the engine 1 is prolonged;
when shifting gears, the second motor 3 can output power to the wheel end, so that unpowered interrupted gear shifting is realized.
In an embodiment, as shown in fig. 1, the hybrid coupling mechanism further includes a second clutch 10, and the engine 1 is connected to the first input shaft 4 through the second clutch 10, and the structure of the hybrid coupling mechanism shown in fig. 1 and 8 is substantially the same, and differs from fig. 8 only in that the second clutch 10 is added.
When the first clutch 9 is combined and the second clutch 10 is separated, the first motor 2 and the second motor 3 can drive the wheel end together, and two gears in the dual-motor pure electric mode can be realized by switching the working state of the synchronizer 11, so that the size and the cost of the motor can be reduced;
when the first clutch 9 is combined and the second clutch 10 is separated, the working state of the synchronizer 11 is switched to realize two forward gears driven by the first motor 2, and simultaneously when the first clutch 9, the second clutch 10 and the synchronizer 11 are separated, the second motor 3 can independently drive the wheel end, the torque transmitted to the differential 14 by the second motor 3 is different from the torque transmitted to the differential 14 by the first motor 2, so that three gears under a single-motor pure electric mode can be realized through independent driving of the first motor 2 or the second motor 3, and the structure is simple;
in the pure electric mode and the braking energy recovery mode, the second clutch 10 can disconnect the engine 1, so that extra energy loss caused by back-dragging of the engine 1 is avoided, and the service life of the engine is prolonged.
In one embodiment, as shown in fig. 1, the hybrid coupling mechanism further includes a third input shaft 6 and a reduction gear pair, the second motor 3 is connected to the third input shaft 6, and the third input shaft 6 is connected to the output shaft 8 through the reduction gear pair.
The second motor 3 is connected to the third input shaft 6, so that a force transmission path from the second motor 3 to a wheel end is short, the transmission efficiency is high, the speed reduction and torque increase of the output power of the second motor 3 are realized through a reduction gear pair, and the reduction of the size of the second motor 3 is facilitated.
Specifically, the reduction gear pair includes a first reduction gear 241 fixedly disposed on the rotation shaft of the second motor 3 and a second reduction gear 242 fixedly disposed on the third input shaft 6, and is simple in structure.
In one embodiment, as shown in fig. 1, the third input shaft 6 is hollow on the second input shaft 5, so that the second electric machine 3 and the first electric machine 2 can be arranged coaxially, the supporting structure of the first electric machine 2 and the second electric machine 3 on the transmission housing is simplified, and the axial dimension is reduced. Of course, the third input shaft 6 may not be sleeved on the second input shaft 5, but connected to the end of the second input shaft 5, and the structure is simple, but the axial size is relatively long.
In one embodiment, as shown in fig. 1, the hybrid coupling mechanism further includes a speed-increasing gear pair, and the first input shaft 4 is connected to the second input shaft 5 through the speed-increasing gear pair. The first motor 2 is not coaxial with the engine 1, the speed-up torque-reduction when the engine 1 transmits power to the first motor 2 (the power output by the engine 1 is transmitted to the first motor 2 through the first input shaft 4, the speed-up gear pair and the second input shaft 5) is realized through the speed-up gear pair, the speed-up torque-reduction when the power is transmitted to the first motor 2 from the first motor 2 to the first input shaft 4 (the power output by the first motor 2 is transmitted to the first input shaft 4 through the second input shaft 5 and the speed-up torque-reduction when the power is transmitted to the first input shaft 4 through the speed-up gear pair is improved, the efficiency of the engine 1 for driving the first motor 2 to generate power is improved, and the efficiency of the first motor 2 for driving the wheel end is improved, the size of the first motor 2 is favorably reduced, and the engine can be matched with a high-efficiency interval of the first motor 2.
Specifically, the speed increasing gear pair includes a first speed increasing gear 231 fixedly disposed on the first input shaft 4 and a second speed increasing gear 232 fixedly disposed on the second input shaft 5, and is simple in structure.
In an embodiment, as shown in fig. 1, the speed-increasing gear pair, the speed-reducing gear pair, the second motor 3 and the first motor 2 are sequentially arranged along a direction away from the engine 1, the structure is compact, the arrangement and the support of the motors are convenient, the first motor 2 and the second motor 3 can be integrated in the same shell, the structure is simplified, the size of the hybrid power coupling mechanism is reduced, the transmission path from the second motor 3 to the wheel end is short, and the transmission efficiency is high.
In one embodiment, as shown in fig. 1, the intermediate shaft 7 is hollow sleeved on the first input shaft 4, the engine 1 is connected to one end of the first input shaft 4, and the first clutch 9 is connected to the other end of the first input shaft 4, so that the structure is simple and compact, and the axial size of the hybrid power coupling mechanism can be shortened.
In one embodiment, as shown in fig. 1, the first gear pair includes a first gear driving gear 211 and a first gear driven gear 212, and the second gear pair includes a second gear driving gear 221 and a second gear driven gear 222;
the first gear driving gear 211 and the second gear driving gear 221 are fixedly arranged on the intermediate shaft 7, the first gear driven gear 212 and the second gear driven gear 222 are sleeved on the output shaft 8 in a hollow manner, and the synchronizer 11 is arranged on the output shaft 8 and is used for combining any one of the first gear driven gear 212 and the second gear driven gear 222 with the output shaft 8; or the like, or, alternatively,
the first gear driving gear 211 and the second gear driving gear 221 are freely sleeved on the intermediate shaft 7, the first gear driven gear 212 and the second gear driven gear 222 are fixedly arranged on the output shaft 8, and the synchronizer 11 is arranged on the intermediate shaft 7 and is used for combining any one of the first gear driving gear 211 and the second gear driving gear 221 with the intermediate shaft 7.
In the present application, for simplicity of description, the first gear driving gear 211, the first gear driven gear 212, the second gear driving gear 221, and the second gear driven gear 222 are collectively referred to as gear gears.
The synchronizer 11 can be arranged on the intermediate shaft 7 and the output shaft 8, two speed ratios of power output from the intermediate shaft 7 to the output shaft 8 can be realized by controlling the synchronizer 11 only by selecting a gear of a gear pair which is positioned on the same shaft as the synchronizer 11 to be freely sleeved on the corresponding shaft and not fixedly arranged on the corresponding shaft as the synchronizer 11, so that the control of two advancing gears is realized through the synchronizer 11, and the structure is simple.
In one embodiment, as shown in fig. 1, the hybrid coupling mechanism further includes a first main reduction gear 13 provided on the output shaft 8, and the first main reduction gear 13 meshes with the ring gear 141 of the differential 14. The power output by the engine 1 or the first motor 2 is firstly decelerated through the two gear pairs and then is subjected to main deceleration through the first main reduction gear 13 pair, so that the power requirement of the wheel end is better matched.
In one embodiment, as shown in fig. 1, a torsional damper or dual mass flywheel 12 is provided on the shaft of the engine 1 to prevent the shaft of the engine 1 from transmitting vibrations to the power output of the hybrid coupling mechanism.
Specifically, the first input shaft 4, the second input shaft 5, the third input shaft 6 (if provided), the intermediate shaft 7, and the output shaft 8 are supported on the transmission housing by bearings.
Specifically, the gears (the gear, the first speed increasing gear 231, the second speed increasing gear 232, the first speed reducing gear 241, the second speed reducing gear 242, and the first main speed reducing gear 13) fixedly arranged on the corresponding shafts may be welded, splined, press-fitted in an interference manner, or directly formed on the corresponding shafts, so that the connection and synchronous rotation between the corresponding gears and the shafts are realized.
Specifically, the gear gears which are sleeved on the corresponding shafts in an empty mode are sleeved on the corresponding shafts through bearings in an empty mode, and therefore the corresponding gear gears are connected with the shafts in a rotating mode.
Specifically, the hubs of the synchronizers 11 are splined on the respective shafts.
When the second clutch 10 is arranged, the hybrid coupling mechanism has a pure electric mode (the pure electric mode comprises a single-motor pure electric mode and a double-motor pure electric mode, and the single-motor pure electric mode comprises a first single-motor pure electric mode and a second single-motor pure electric mode), a hybrid driving mode, an engine direct driving mode, a range extending mode, a braking energy recovery mode and a parking charging mode;
the partial working modes are embodied by table 1, the first gear pair is combined between the intermediate shaft and the output shaft when the synchronizer is on the left side in table 1, the first gear pair and the second gear pair are disconnected from a force transmission path between the intermediate shaft and the output shaft when the synchronizer is on the center, and the second gear pair is combined between the intermediate shaft and the output shaft when the synchronizer is on the right side in table 1.
TABLE 1
Figure BDA0002950952110000091
If the second clutch 10 is cancelled, the control of the second clutch 10 is cancelled accordingly, and the engine 1 is not dragged by the motor, so that the second single-motor pure electric mode and the double-motor pure electric mode are absent. The following describes the operating mode when the second clutch 10 is provided:
1) the first clutch 9 and the second clutch 10 are separated, the engine 1 and the first motor 2 do not work, and the second motor 3 drives to establish a first single-motor electric-only mode; the engine 1 does not work, does not participate in driving, does not drive the first motor 2 to generate electricity, and does not drive the wheel end;
as shown in fig. 2, the power transmission route in the first single-motor electric-only mode is: the second motor 3- > the third input shaft 6- > the reduction gear pair- > the output shaft 8- > the first main reduction gear 13- > the differential 14- > wheel end.
2) The first clutch 9 is combined, the second clutch 10 is separated, the synchronizer 11 combines any one gear pair of the first gear pair and the second gear pair between the intermediate shaft 7 and the output shaft 8, the engine 1 and the second motor 3 do not work, and the first motor 2 drives to establish a second single-motor pure electric mode;
when the first gear under the pure electric mode of the second single motor works, the synchronizer 11 combines the first gear and gear pair between the intermediate shaft 7 and the output shaft 8, and the power transmission route is as follows: first motor 2- > second input shaft 5- > speed increasing gear pair- > first input shaft 4- > first clutch 9- > jackshaft 7- > synchronizer 11, first gear pair- > output shaft 8- > first main reducing gear 13- > differential mechanism 14- > wheel end.
When the second gear of the second single-motor pure electric mode works, the synchronizer 11 combines the second gear pair between the intermediate shaft 7 and the output shaft 8, and the power transmission route is as follows: the first motor 2- > the second input shaft 5- > the speed increasing gear pair- > the first input shaft 4- > the first clutch 9- > the jackshaft 7- > the synchronizer 11, the second gear pair- > the output shaft 8- > the first main reducing gear 13- > the differential mechanism 14- > the wheel end.
The synchronizer 11 is in a disengaged state or the synchronizer 11 couples a certain gear pair between the intermediate shaft 7 and the output shaft 8, three gears in the single-motor electric-only mode can be realized by two motors (the first motor 2 or the second motor 3), but the single-motor electric-only mode driven by the second motor 3 is preferable because a force transmission path from the second motor 3 to a wheel end is short.
3) The first clutch 9 is combined, the second clutch 10 is separated, the synchronizer 11 combines any one of the first gear pair and the second gear pair between the intermediate shaft 7 and the output shaft 8, the engine 1 does not work, and the first motor 2 and the second motor 3 are driven to establish a double-motor pure electric mode; the synchronizer 11 combines a certain gear pair between the intermediate shaft 7 and the output shaft 8, and two gears under the dual-motor pure electric mode can be realized through two motors (the first motor 2 and the second motor 3).
As shown in fig. 3 and 4, the power transmission routes of the two gears in the dual-motor electric-only mode are added to the power transmission route of each gear in the first single-motor electric-only mode on the basis of the power transmission routes of the two gears in the second single-motor electric-only mode, and details thereof are not repeated herein.
When the electric quantity of the power battery is sufficient, the whole vehicle can run in a pure electric mode at the full vehicle speed.
4) In combination with the first clutch 9 and the second clutch 10, the synchronizer 11 couples any one of the first gear pair and the second gear pair between the intermediate shaft 7 and the output shaft 8, the engine 1 is driven, and at least one of the first motor 2 and the second motor 3 is driven, so as to establish a hybrid driving mode; the synchronizer 11 combines a certain gear pair between the intermediate shaft 7 and the output shaft 8, multiple gears under a hybrid driving mode can be realized through the engine 1 and the two motors (the first motor 2 and the second motor 3), the hybrid driving mode can be switched when the vehicle speed is required to be medium-high speed according to the working condition of the whole vehicle, and two direct-driven gears are arranged under the hybrid driving mode.
When the engine 1 and the first motor 2 are driven, two gears of a hybrid driving mode are provided, the power route is similar to the two gears of the second single-motor pure electric mode, and only the engine 1 and the first motor 2 are used as power sources together;
as shown in fig. 5 and fig. 6, when the engine 1 and the second electric machine 3 are driven, there are two gears in the hybrid driving mode, the route of the power output by the engine 1 is similar to the two gears in the second single-motor electric-only mode, except that the engine 1 is used as a power source, and the route of the power output by the second electric machine 3 is the same as the first single-motor electric-only mode; at this time, the first motor 2 may generate electricity under the driving of the engine 1.
When the engine 1, the first motor 2 and the second motor 3 are driven, two gears of a hybrid driving mode are provided, the power output routes of the engine 1 and the first motor 2 are similar to the two gears of the second single-motor pure electric mode, only the engine 1 and the first motor 2 are used as power sources, and the power output route of the second motor 3 is the same as that of the first single-motor pure electric mode.
5) The first clutch 9 and the second clutch 10 are combined, the synchronizer 11 combines any one of the first gear pair and the second gear pair between the intermediate shaft 7 and the output shaft 8, the engine 1 is driven, and the first motor 2 and the second motor 3 do not work so as to establish an engine direct drive mode; the synchronizer 11 combines a certain gear pair between the intermediate shaft 7 and the output shaft 8, and two gears in the engine direct drive mode can be realized.
The power transmission routes of the two gears in the engine direct drive mode are similar to those of the two gears in the second single-motor pure electric mode, except that the engine 1 is used as a power source.
6) The first clutch 9 is separated, the second clutch 10 is combined, the synchronizer 11 is separated, the first motor 2 is driven by the engine 1 to generate electricity, and the second motor 3 is driven to establish a range extending mode; when the electric quantity of the power battery is low, the range extending mode can be switched to under the full vehicle speed.
As shown in fig. 7, the route of the power output by the second motor 3 in the extended range mode is the same as that in the first single-motor electric-only mode; the power transmission route for the engine 1 to drive the first motor 2 to generate power is as follows: the engine 1- > the second clutch 10- > the first input shaft 4- > the speed increasing gear pair > the second input shaft 5- > the first motor 2.
7) The first clutch 9 and the second clutch 10 are separated, the synchronizer 11 is separated, the engine 1 and the first motor 2 do not work, and the second motor 3 generates electricity to establish a braking energy recovery mode;
8) the first clutch 9 is disengaged, the synchronizer 11 is disengaged, and the first motor 2 generates power under the drive of the engine 1 to establish the parking charge mode.
The embodiment of the invention also provides a vehicle which comprises the hybrid power coupling mechanism mentioned in any one of the previous embodiments.
Specifically, the engine 1, the first motor 2, the second motor 3, the first clutch 9, the second clutch 10, and the synchronizer 11 are all connected to and controlled by the controller.
In one embodiment, the control process of automatically switching the working mode of the hybrid power coupling mechanism according to the battery SOC value and the vehicle speed requirement 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 hybrid power coupling mechanism according to the judgment result of the step S1;
s3, when braking, the controller controls the second motor 3 to generate braking torque and induce current in its windings to charge the power battery.
The first threshold is used for judging the SOC value of the battery, the second threshold is used for judging the vehicle speed, the present embodiment does not limit the value ranges of the first threshold and the second threshold, and can be freely set according to a specific control strategy, and the values of the first threshold and the second threshold are different under different control strategies. After the first threshold and the second threshold are set in the controller, the controller automatically performs the determination of step S1 and automatically switches between the plurality of operation modes according to the determination result of step S1.
The present invention is not limited to the above preferred embodiments, and any modifications, equivalents and improvements made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims (10)

1. A hybrid power coupling mechanism comprises an engine, a first motor, a second motor, a first input shaft, a second input shaft, an output shaft, a first clutch, a synchronizer, a first gear pair and a second gear pair, and is characterized in that the engine is connected with the first input shaft, and the first motor is connected with the second input shaft;
the hybrid power coupling mechanism further comprises an intermediate shaft, and the first input shaft is connected to the intermediate shaft through the first clutch;
the first gear pair and the second gear pair are respectively combined between the intermediate shaft and the output shaft through the synchronizer;
the second motor is in transmission connection with the output shaft;
the output shaft outputs power to a differential.
2. The hybrid coupling mechanism according to claim 1, further comprising a second clutch through which the engine is connected to the first input shaft.
3. The hybrid coupling mechanism according to claim 1, further comprising a third input shaft to which the second motor is connected, and a reduction gear pair through which the third input shaft is connected to the output shaft.
4. A hybrid coupling mechanism according to claim 3, wherein the third input shaft is hollow on the second input shaft.
5. The hybrid coupling mechanism according to claim 4, further comprising a step-up gear pair, the first input shaft being connected to the second input shaft through the step-up gear pair;
the speed-increasing gear pair, the speed-reducing gear pair, the second motor and the first motor are sequentially arranged along the direction away from the engine.
6. The hybrid coupling mechanism according to claim 1, wherein the intermediate shaft is idly sleeved on the first input shaft, the engine is connected to one end of the first input shaft, and the first clutch is connected to the other end of the first input shaft.
7. The hybrid coupling mechanism of claim 1, wherein the first range gear set includes a first range drive gear and a first range driven gear, and the second range gear set includes a second range drive gear and a second range driven gear;
the first gear driving gear and the second gear driving gear are fixedly arranged on the intermediate shaft, the first gear driven gear and the second gear driven gear are sleeved on the output shaft in a hollow mode, and the synchronizer is arranged on the output shaft and is used for combining any one of the first gear driven gear and the second gear driven gear with the output shaft; or the like, or, alternatively,
the first gear driving gear and the second gear driving gear are sleeved on the intermediate shaft in a hollow mode, the first gear driven gear and the second gear driven gear are fixedly arranged on the output shaft, and the synchronizer is arranged on the intermediate shaft and is used for combining any one of the first gear driving gear and the second gear driving gear with the intermediate shaft.
8. The hybrid coupling mechanism of claim 1, wherein the hybrid coupling mechanism has a first single-motor electric-only mode, a hybrid drive mode, an engine direct drive mode, and a range extended mode;
disengaging the first clutch, disengaging the synchronizer, not operating the engine and the first motor, and driving the second motor to establish a first single-motor electric-only mode;
engaging the first clutch, the synchronizer engaging either of the first and second gear pairs between the countershaft and the output shaft, the engine driving, at least one of the first and second electric machines driving to establish the hybrid drive mode;
the first clutch is combined, the synchronizer combines any one of the first gear pair and the second gear pair between the intermediate shaft and the output shaft, the engine is driven, and the first motor and the second motor do not work so as to establish the direct drive mode of the engine;
and separating the first clutch and the synchronizer, wherein the first motor is driven by the engine to generate power, and the second motor is driven to establish the range extending mode.
9. The hybrid coupling mechanism of claim 2, wherein the hybrid coupling mechanism has a first single-motor electric-only mode, a second single-motor electric-only mode, a dual-motor electric-only mode, a hybrid drive mode, an engine direct drive mode, and a range extension mode;
disengaging the first clutch and the second clutch, disengaging the synchronizer, not operating the engine and the first motor, and driving the second motor to establish a first single-motor electric-only mode;
engaging the first clutch, disengaging the second clutch, engaging either of the first and second gear pairs with the synchronizer between the countershaft and the output shaft, the engine and the second electric machine not operating, the first electric machine driving to establish a second single-motor electric-only mode;
the first clutch is combined, the second clutch is separated, the synchronizer combines any one of the first gear pair and the second gear pair between the intermediate shaft and the output shaft, the engine does not work, and the first motor and the second motor are driven to establish a double-motor pure electric mode;
engaging the first clutch and the second clutch, the synchronizer engaging either of the first gear set and the second gear set between the countershaft and the output shaft, the engine driving, at least one of the first electric machine and the second electric machine driving to establish the hybrid drive mode;
the first clutch and the second clutch are combined, the synchronizer combines any one gear pair of the first gear pair and the second gear pair between the intermediate shaft and the output shaft, the engine is driven, and the first motor and the second motor do not work so as to establish the direct drive mode of the engine;
and separating the first clutch, combining the second clutch and separating the synchronizer, wherein the first motor generates electricity under the driving of the engine, and the second motor drives to establish the range extending mode.
10. A vehicle characterized by comprising a hybrid coupling mechanism of any one of claims 1 to 9.
CN202110206444.0A 2021-02-24 2021-02-24 Hybrid power coupling mechanism and vehicle Pending CN114953961A (en)

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN116118472A (en) * 2023-03-01 2023-05-16 中国第一汽车股份有限公司 Dual-motor hybrid driving system, control method and device thereof and vehicle

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN116118472A (en) * 2023-03-01 2023-05-16 中国第一汽车股份有限公司 Dual-motor hybrid driving system, control method and device thereof and vehicle
CN116118472B (en) * 2023-03-01 2024-05-17 中国第一汽车股份有限公司 Dual-motor hybrid driving system, control method and device thereof and vehicle

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