CN115246312B - Multi-speed hybrid powertrain - Google Patents

Multi-speed hybrid powertrain

Info

Publication number
CN115246312B
CN115246312B CN202210887687.XA CN202210887687A CN115246312B CN 115246312 B CN115246312 B CN 115246312B CN 202210887687 A CN202210887687 A CN 202210887687A CN 115246312 B CN115246312 B CN 115246312B
Authority
CN
China
Prior art keywords
gear
motor
clutch
driving
engine
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
CN202210887687.XA
Other languages
Chinese (zh)
Other versions
CN115246312A (en
Inventor
吕孟理
王帅
徐洪伟
温敏
邵文彬
柯章俊
朱贺
赵国军
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Anhui Jianghuai Automobile Group Corp
Original Assignee
Anhui Jianghuai Automobile Group Corp
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Filing date
Publication date
Application filed by Anhui Jianghuai Automobile Group Corp filed Critical Anhui Jianghuai Automobile Group Corp
Priority to CN202210887687.XA priority Critical patent/CN115246312B/en
Publication of CN115246312A publication Critical patent/CN115246312A/en
Application granted granted Critical
Publication of CN115246312B publication Critical patent/CN115246312B/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • 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
    • 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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • 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
    • 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 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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/24—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 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 combustion engines
    • 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
    • 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 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 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 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
    • 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 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 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 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
    • 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 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 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 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 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
    • 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 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 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 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
    • 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

Landscapes

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

Abstract

本发明公开了一种多档位混动动力系统，包括：发动机、飞轮减振单元、C1离合器、行星齿轮单元、P1电机、C2离合器、5挡主动齿、T1同步器、3/4挡共用主动齿轮、1/2挡共用主动齿轮、输入内轴、中间轴、1/2挡共用被动齿轮、T2同步器、3/4挡共用被动齿轮、5挡被动齿轮、主减主动齿轮、主减被动齿轮、差速器单元、P3电机中间轴、P3电机主减主动齿轮、P3电机被动齿轮、P3电机主动齿轮、P3电机轴、P3电机、逆变器和电池组。本发明提供的多档位混动动力系统，采用行星齿轮、双离合、共用齿轮、2个同步器单元，减小同步器数量实现5个挡位的混动，挡位多、轴向布置空间小，还减少换挡时同步器的脱离、结合时间。

The present invention discloses a multi-gear hybrid power system, comprising: an engine, a flywheel vibration reduction unit, a C1 clutch, a planetary gear unit, a P1 motor, a C2 clutch, a 5-gear driving gear, a T1 synchronizer, a 3/4-gear common driving gear, a 1/2-gear common driving gear, an input inner shaft, an intermediate shaft, a 1/2-gear common passive gear, a T2 synchronizer, a 3/4-gear common passive gear, a 5-gear passive gear, a main reduction driving gear, a main reduction passive gear, a differential unit, a P3 motor intermediate shaft, a P3 motor main reduction driving gear, a P3 motor passive gear, a P3 motor driving gear, a P3 motor shaft, a P3 motor, an inverter and a battery pack. The multi-gear hybrid power system provided by the present invention adopts planetary gears, dual clutches, common gears, and two synchronizer units, reduces the number of synchronizers to achieve a hybrid of 5 gears, has many gears, and has a small axial arrangement space, and also reduces the disengagement and engagement time of the synchronizer during gear shifting.

Description

Multi-gear hybrid power system
Technical Field
The invention relates to the technical field of new energy vehicles, in particular to a multi-gear hybrid power system.
Background
The electric drive system is a great weight of the industrial chain of the future automobile industry, and as the requirements of the whole automobile on the performance and the functions of the electric drive assembly are higher and higher, the rotating speed of a motor is required to be improved, the multi-gear speed reducer (the speed reducer with one gear is upgraded to the speed reducer with two gears) is required to be provided with a parking device. The above requirements are raised, and a solution is needed to meet the gear shifting requirements, the parking actuator action requirements, and the motor and gear pair lubrication requirements.
The heavy mixing system carried by the passenger car generally comprises an engine, a vibration reduction unit and a mixed electric driving unit, wherein the mixed electric driving unit generally comprises a generator, a reduction gear set, a driving motor and the like. At present, the hybrid electric drive unit is mainly divided into two modes of power splitting and series-parallel connection. At present, a rotor shaft and an input shaft of a generator of the series-parallel hybrid system are connected through gears, the structure can lead to the competition of the generator and a driving motor for arrangement space (the space of a power assembly can be greatly increased by adopting parallel arrangement and coaxial arrangement), so that a multi-gear hybrid system is difficult to arrange, meanwhile, the operation of a high rotating speed of the motor can seriously influence the stable operation of a gear shaft, and the system can generate larger vibration and noise.
Therefore, a need exists for a multi-speed hybrid powertrain.
Disclosure of Invention
The invention aims to provide a multi-gear hybrid power system, which solves the problems in the prior art, adopts planetary gears and double clutches to control, can realize the hybrid of 5 gears, and has the characteristics of multiple gears, small axial arrangement space and the like.
The invention provides a multi-gear hybrid power system, which comprises:
An engine, a flywheel vibration reduction unit, a C1 clutch, a planetary gear unit, a P1 motor, a wire harness, a C2 clutch, a 5-gear driving tooth, a T1 synchronizer, a 3/4-gear shared driving gear, a 1/2-gear shared driving gear, an input inner shaft, an intermediate shaft, a 1/2-gear shared driven gear, a T2 synchronizer, a 3/4-gear shared driven gear, a 5-gear driven gear, a main reduction driving gear, a main reduction driven gear, a differential gear unit, a P3 motor intermediate shaft, a P3 motor main reduction driving gear, a P3 motor driven gear, a P3 motor driving gear, a P3 motor, an inverter and a battery pack, wherein the engine is connected with the flywheel vibration reduction unit for providing a power source, the C1 clutch is respectively connected with the flywheel vibration reduction unit, the planetary gear unit, the P1 motor and the input inner shaft, the planetary gear unit is respectively connected with the P1 motor, the C2 clutch and the T1 synchronizer, the T1 synchronizer is respectively connected with the 5-gear shared driving gear and the P3/4-gear, the main reduction driving gear and the driven gear respectively, the P3 motor shared driving gear and the P3 motor is also connected with the common driving gear and the P3 motor and the input shaft, the P3 motor shared driving gear and the P3 motor and the shared driven gear are respectively, the C1 clutch is connected with the input shaft and the input 2-shared by the 3 motor respectively, the P3 motor shaft is respectively connected with the P3 motor driving gear and the P3 motor, the inverter is respectively connected with the P1 motor, the P3 motor and the battery pack through the wire harness,
The multi-gear hybrid powertrain is configured to switch between an engine-driven mode, an engine-driven+power generation mode, a P1 motor and P3 motor series-driven mode, a start-up engine or idle power generation mode, and a full-electric drive or energy recovery mode according to a current vehicle state, and adjust operating states of the engine, the C1 clutch, the C2 clutch, the P1 motor, the P3 motor, the battery pack, and the inverter according to the corresponding switched modes.
The multi-gear hybrid power system comprises the planetary gear unit, preferably, the planetary gear unit comprises a planetary gear outer ring and a planetary gear outer ring gear which are arranged from outside to inside and are concentric, a planetary gear and a planetary carrier which are arranged from outside to inside and are meshed with each other, a sun gear and a shaft are arranged in the planetary gear outer ring gear, the planetary gear and the planetary carrier are meshed with the planetary gear outer ring gear, the P1 motor comprises a P1 motor rotor and a P1 motor stator, the planetary gear outer ring is used for fixing the P1 motor rotor, the planetary gear and the planetary carrier are connected with the T1 synchronizer through an input outer shaft, the sun gear and the shaft are connected with the C2 clutch, the P1 motor rotor is fixed on the planetary gear outer ring, the P1 motor stator is connected with the inverter through a P1 motor and inverter wire harness, and the inverter is connected with the battery pack through a battery pack and the inverter wire harness.
The multi-gear hybrid power system described above, wherein the C1 clutch preferably includes a C1 clutch disc as an input end and a C1 clutch outer hub as an output end, the C1 clutch disc is disposed in the planetary gear outer ring gear and coaxially connected with the planetary gear outer ring gear, the C1 clutch outer hub is connected with the input inner shaft and connected with the 3/4 th common driving gear and the 1/2 th common driving gear through the inner hole of the sun gear and the shaft, the C2 clutch includes a C2 clutch disc as an input end and a C2 clutch outer hub as an output end, and the C2 clutch disc is connected with the sun gear and the shaft, and the C2 clutch outer hub is fixed.
The multi-gear hybrid power system is characterized in that the 1/2-gear shared driving gear and the 3/4-gear shared driving gear are fixed on the input inner shaft and connected with the C1 clutch, the 3/4-gear shared driving gear comprises a 3/4-gear shared driving gear and a 3/4-gear shared driving gear combination tooth arranged on one side of the 3/4-gear shared driving gear, the 1/2-gear shared driving gear and the 3/4-gear shared driven gear are fixed on the intermediate shaft, the 1/2-gear shared driven gear comprises a 1/2-gear shared driven gear and 1/2-gear shared driven gear combination teeth arranged on two sides of the 1/2-gear shared driven gear, the 3/4-gear shared driven gear comprises a 3/4-gear shared driven gear and 3/4-gear shared driven gear combination teeth arranged on two sides of the 3/4-gear shared driven gear, and the 1/2-gear shared driven gear and the 3/4-gear shared driven gear are connected with the intermediate shaft through the intermediate shaft.
The multi-gear hybrid power system comprises a gear hub of the T1 synchronizer, the planetary gears and a planet carrier, wherein the gear hub of the T1 synchronizer, the planetary gears and the planet carrier are connected with an input outer shaft, the combination teeth on two sides of the T1 synchronizer are meshed with the 3/4-gear shared driving gear and the 5-gear driving gear, the gear hub of the T2 synchronizer is connected with the intermediate shaft, and the combination teeth on two sides of the T2 synchronizer are meshed with the 1/2-gear shared driven gear combination teeth and the 3/4-gear shared driven gear combination teeth.
The multi-gear hybrid power system is characterized in that the 5-gear driving gear comprises 5-gear driving teeth and 5-gear driving tooth combining teeth arranged on one side of the 5-gear driving teeth, the 5-gear driving teeth are sleeved on the input outer shaft, and the 5-gear driving tooth combining teeth are connected with a T1 synchronizer on the input outer shaft.
The multi-gear hybrid power system as described above, wherein preferably, the main reduction driving gear and the 5-gear driven gear are fixed on the intermediate shaft, and the intermediate shaft is connected with a gear sleeve of the T2 synchronizer to transmit power combined by the T2 synchronizer and the 1/2-gear shared driven gear or the 3/4-gear shared driven gear.
The multi-gear hybrid power system comprises a P3 motor rotor and a P3 motor stator, wherein the P3 motor rotor is connected with the differential unit through a P3 motor transmission unit, the P3 motor stator is connected with the inverter and the battery pack through a P3 motor and an inverter wire harness, the P3 motor transmission unit comprises a P3 motor shaft, a P3 motor driving gear, a P3 motor intermediate shaft, a P3 motor driven gear and a P3 motor main reduction driving gear, the P3 motor driving gear is fixed at one end of the P3 motor shaft, the P3 motor shaft is connected with the P3 motor rotor, the P3 motor main reduction driving gear and the P3 motor driven gear are respectively arranged at two ends of the P3 motor intermediate shaft, and the main reduction driving gear is connected with the differential unit.
The multi-gear hybrid power system as described above, wherein preferably the flywheel vibration reduction unit includes a flywheel vibration reduction unit engine end and a flywheel vibration reduction unit input shaft end, the flywheel vibration reduction unit engine end is connected with the engine, and the flywheel vibration reduction unit input shaft end is connected with the input inner shaft.
The multi-gear hybrid power system as described above, wherein preferably, in the engine driving mode, the engine is operated, the P1 motor, the P3 motor, the battery pack, and the inverter are not operated, and the C1 clutch is not operated, and the C2 clutch is operated, and in the gears 1, 4, and 5, the C1 clutch is operated, and the C2 clutch is not operated;
In the engine driving and power generation mode, when the gear is 1-5, the engine works, the C1 clutch and the C2 clutch adjust working states according to actual conditions, the P1 motor works, the P3 motor does not work, and the battery pack and the inverter work;
In the series driving mode of the P1 motor and the P3 motor, the engine works, the C1 clutch and the C2 clutch do not work, and the P1 motor, the P3 motor, the battery pack and the inverter work;
in the engine starting or idle power generation mode, the engine is operated, the C1 clutch and the C2 clutch are not operated, the P1 motor is operated, the P3 motor is not operated, and the battery pack and the inverter are operated;
In the pure electric drive or energy recovery mode, the engine, the C1 clutch, the C2 clutch, and the P1 motor are not operated, and the P3 motor, the battery pack, and the inverter are operated.
The invention provides a multi-gear hybrid power system, which adopts a group of planetary gear units, a group of double clutch units, two groups of synchronizers and a gear shaft system to realize the hybrid power system driven by 5 gears of an engine, has the characteristics of multiple gears, small axial arrangement space and the like, effectively solves the problems of low gear and poor energy recovery efficiency, adopts a group of double clutches, a group of planetary gear units and two groups of synchronizers to realize forward shifting of 5 gears, reduces the number of gears by sharing active and passive gears with 1/2 gears and 3/4 gears, simplifies the structure and reduces the number of gears, integrates a generator P1 rotor into a planetary gear outer ring, integrates a clutch C1 into a P1 motor rotor and a planetary gear ring, can reduce the axial arrangement space of the motor and the clutch through the integration scheme, reduces the gear shifting frequency through double-clutch and shared gear combination, thereby realizing that the gear shifting time and the number of impact are reduced, the planetary gear and the planet carrier are combined with a clutch C2 to realize 1,3 and 5 gears, the clutch C1 and the common gear C2 are connected with the active gear of the 1/2 gear shared with the 3/4 gears, the gear C2, the clutch C1 and the 2 can realize the gear 2, the gear can be separated from the gear C1 and the gear can realize the gear 2, the best performance and the best performance of the gear-shared gear can be realized, the same, the characteristics of the parallel-drive performance can be realized, the full-ratio can realize the full-shift, and the full-range performance of the gear-shift performance can be realized, and the same, and the best performance of the gear performance of the parallel-shift performance and the gear system can realize the full-speed and the gear performance, and the full-speed performance of the gear performance, and the performance of the gear-shift performance can realize the gear and the full-speed and the performance of the gear-speed and the gear system When the gears of a large SUV, MPV or pickup-mounted hybrid system are few, for example, when the vehicle is under a large load and is required to run on a slope for a long time or at an ultra-high speed, motor overheat protection can occur because the P1 and P3 motors run in series under a large load for a long time.
Drawings
For the purpose of making the objects, technical solutions and advantages of the present invention more apparent, the present invention will be further described with reference to the accompanying drawings, in which:
Fig. 1 and fig. 2 are schematic structural views of an embodiment of a multi-gear hybrid power system provided by the present invention;
FIG. 3 is a schematic diagram illustrating engine-driven 1-gear operation according to an embodiment of the present invention;
FIG. 4 is a schematic diagram illustrating engine-driven 2-speed operation according to an embodiment of the present invention;
FIG. 5 is a schematic diagram illustrating operation of the engine driven 3-speed according to an embodiment of the present invention;
FIG. 6 is a schematic diagram illustrating operation of the engine driven 4-speed according to an embodiment of the present invention;
FIG. 7 is a schematic diagram illustrating engine driven 5-speed operation according to an embodiment of the present invention;
FIG. 8 is a schematic diagram of operation of a purely electric vehicle or energy recovery according to an embodiment of the invention;
FIG. 9 is a schematic diagram illustrating the operation of a series drive according to an embodiment of the present invention;
FIG. 10 is a schematic diagram of the operation of an embodiment of the present invention to start an engine or idle power generation;
FIG. 11 is a schematic diagram of the operation of the 3-speed parallel drive and power generation according to an embodiment of the present invention.
Reference numerals illustrate: 1-engine, 2-flywheel vibration reduction unit, 2 a-flywheel vibration reduction unit engine end, 2 b-flywheel vibration reduction unit input shaft end, 3-C1 clutch, 3a-C1 clutch friction plate, 3b-C1 clutch outer hub, 4-planetary gear unit, 4 a-planetary gear outer ring, 4 b-planetary gear outer ring gear, 4C-planetary gear and planet carrier, 4 d-sun gear and shaft, 5-P1 motor, 5a-P1 motor rotor, 5b-P1 motor stator, 6-wire harness, 6a-P1 motor and inverter wire harness, 6 b-battery pack and inverter wire harness, 6C-P3 motor and inverter wire harness, 7-C2 clutch, 7a-C2 clutch friction plate, 7b-C2 clutch outer hub, 8-5 th gear driving gear, 8a-5 th gear driving gear combination gear, 8b-5 th gear driving gear, 9-T1 st gear synchronizer, 10-3/4 th gear sharing driving gear, 10a-3/4 th gear sharing driving gear combination gear, 10b-3/4 th gear sharing driving gear, 11-1/2 th gear sharing driving gear, 12-input inner shaft, 13-intermediate shaft, 14-1/2 th gear sharing driven gear, 14a-1/2 th gear sharing driven gear combination gear, 14b-1/2 th gear sharing driven gear, 15-T2 st gear, 16-3/4 th gear sharing driven gear combination gear, 16b-3/4 th gear sharing driven gear, 17-5 th gear driving gear, 18-main reducing driving gear, the motor comprises a 19-main subtracting driven gear, a 20-differential unit, a 21-P3 motor intermediate shaft, a 22-P3 motor main subtracting driving gear, a 23-P3 motor driven gear, a 24-P3 motor driving gear, a 25-P3 motor shaft, a 26-P3 motor, a26 a-P3 motor rotor, a26 b-P3 motor stator, a 27-inverter and a 28-battery pack.
Detailed Description
Various exemplary embodiments of the present disclosure will now be described in detail with reference to the accompanying drawings. The description of the exemplary embodiments is merely illustrative, and is in no way intended to limit the disclosure, its application, or uses. The present disclosure may be embodied in many different forms and is not limited to the embodiments described herein. These embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art. It should be noted that the relative arrangement of parts and steps, the composition of materials, numerical expressions and numerical values set forth in these embodiments should be construed as exemplary only and not limiting unless otherwise specifically stated.
The terms "first," "second," and the like, as used in this disclosure, do not denote any order, quantity, or importance, but rather are used to distinguish one element from another. The word "comprising" or "comprises" and the like means that elements preceding the word encompass the elements recited after the word, and not exclude the possibility of also encompassing other elements. "upper", "lower", etc. are used merely to denote relative positional relationships, which may also change accordingly when the absolute position of the object to be described changes.
In this disclosure, when a particular element is described as being located between a first element and a second element, there may or may not be intervening elements between the particular element and the first element or the second element. When it is described that a specific component is connected to other components, the specific component may be directly connected to the other components without intervening components, or may be directly connected to the other components without intervening components.
All terms (including technical or scientific terms) used in this disclosure have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure belongs, unless specifically defined otherwise. It will be further understood that terms, such as those defined in commonly used dictionaries, should be interpreted as having a meaning that is consistent with their meaning in the context of the relevant art and will not be interpreted in an idealized or overly formal sense unless expressly so defined herein.
Techniques, methods, and apparatus known to one of ordinary skill in the relevant art may not be discussed in detail, but where appropriate, the techniques, methods, and apparatus should be considered part of the specification.
The power split mixing system is represented by Toyota THS mixing system, and is mainly characterized by a double-motor driving system formed by a planetary gear set, wherein the system formed by a sun gear, a planetary gear carrier, a planetary gear and a gear ring is connected with a generator and a motor, the planetary gear can realize simultaneous driving of an engine and the motor through power, torque and rotation speed distribution, and redundant power of the engine drives the generator to generate power. According to different driving conditions, the power splitting hybrid system can realize modes of pure electric driving, hybrid driving and the like, when the motor drives the vehicle to run purely, the engine charges the battery through the generator to realize a series hybrid power mode, and the engine can also drive the vehicle with the motor or the generator at the same time to form a parallel hybrid power driving mode. The hybrid system of Toyota is characterized in that the power output of the engine cannot be separated from the motor to independently drive wheels, and the power is dynamically distributed to the motor and the wheels, so that the hybrid system is called a power split hybrid system.
The series-parallel hybrid system is represented by a Honda i-MMD hybrid system, and is mainly characterized in that the parallel driving of an engine and a motor is realized through two motors, a reduction gear set and a clutch, the series power generation of the engine and a generator can also be realized, and the driving motor is independently driven. The system is to rely on a clutch to control the series-parallel connection of the engines, and as only 1 gear is adopted, the engines can participate in direct driving only at a specific rotating speed, more driving of the vehicle is to rely on motor driving, and the engines generate power in an optimal working range and are driven by a driving motor, so that the power requirement on the generator is very high. In addition, in the engine driving mode, the engine can be directly connected with wheels through clutch to drive the vehicle to run, which is also the main difference between the Honda system and the Toyota hybrid system.
If the engine parallel connection driving has only 1 gear, the whole vehicle takes the motor driving as the main and the engine as the auxiliary, and when the vehicle runs at medium and low speed, the generator is used for generating electricity or the battery discharges to drive the motor to drive the vehicle, and when the vehicle runs at high speed, the engine and the differential are connected through the clutch, and when necessary, the motor and the engine cooperatively output power. The hybrid system is more suitable for vehicles used in families, and if the vehicles need to be towed or pulled, run on a slope for a long time or run at an ultra-high speed, the series-parallel hybrid system needs to be matched with more power motors or has particularly high requirements on thermal management. The problems can better exert the requirements of the hybrid system for saving oil and running at a high load state for a long time in climbing or super-high speed if being matched with a plurality of gears, and the plurality of gears can also exert the characteristic of high transmission efficiency when the engines are connected in parallel, thereby having the characteristic of saving oil in theory.
At present, the rotor shaft and the input shaft of the generator of the series-parallel hybrid system are connected through gears, the structure can lead to the competition of the generator and the driving motor for arrangement space (the arrangement space of the power assembly is greatly increased by adopting parallel arrangement and coaxial arrangement), so that the multi-gear hybrid system is difficult to arrange, meanwhile, the operation of the high rotating speed of the motor can seriously influence the stability of the operation of the gear shaft, the system can generate larger vibration and noise, and the problem can be solved if the rotor shaft of the motor is integrated with the clutch housing.
In view of the above technical background, if the series-parallel hybrid system wants to exert the best overall vehicle economy, but because the hybrid unit matched with multiple gears also needs to include a reserved arrangement space of the generator and the driving motor, the realization of multiple gears of the hybrid unit is difficult to realize.
As shown in fig. 1 and 2, the embodiment of the invention provides a multi-gear hybrid power system, which comprises an engine 1, a flywheel vibration reduction unit 2, a C1 clutch 3, a planetary gear unit 4, a P1 motor 5, a wire harness 6, a C2 clutch 7, 5-gear driving teeth 8, a T1 synchronizer 9, a 3/4-gear common driving gear 10, a 1/2-gear common driving gear 11, an input inner shaft 12, an intermediate shaft 13, a 1/2-gear common driving gear 14, a T2 synchronizer 15, a 3/4-gear common driving gear 16, a 5-gear driven gear 17, a main reduction driving gear 18, a main reduction driven gear 19, a differential gear unit 20, a P3 motor intermediate shaft 21, a P3 motor main reduction driving gear 22, a P3 motor driven gear 23, a P3 motor driving gear 24, a P3 motor 26, an inverter 27 and a battery pack 28, wherein the engine 1 is connected with the flywheel vibration reduction unit 2 for providing a power source, the C1 clutch 3 is respectively connected with the flywheel motor unit 2, the planetary gear unit 4, the main reduction driving gear 18, the main reduction driving gear 19 is respectively connected with the planetary gear 1 motor 1, the planetary gear unit 1 and the planetary gear 2, the planetary gear 1 motor 1 and the input unit 5, the planetary gear 21 and the input unit 2 are respectively connected with the input shaft 21, the planetary gear unit 1 and the planetary gear unit 2 and the input 1/2, the input unit 5 and the input gear unit 10 are respectively, the input 1 and the input 2 is respectively, and the input 1 and the input 2 are respectively, and the input 2 is respectively, and is connected with the input 1 and 5 and 10 and is connected with the input 2 and 20, the T2 synchronizer 15 is also respectively connected with the 1/2-gear shared driven gear 14 and the 3/4-gear shared driven gear 16, the main reduction driven gear 19 is respectively connected with the main reduction driving gear 18 and the differential unit 20, the P3 motor intermediate shaft 21 is respectively connected with the P3 motor main reduction driving gear 22, the P3 motor driven gear 23 and the P3 motor driving gear 24, the P3 motor shaft 25 is respectively connected with the P3 motor driving gear 24 and the P3 motor 26, the inverter 27 is respectively connected with the P1 motor 5, the P3 motor 26 and the battery pack 28 through the wire harness 6,
The multi-gear hybrid power system is configured to switch between an engine driving mode, an engine driving+generating mode, a P1 motor and P3 motor series driving mode, a start engine or idle generating mode, and a pure electric or energy recovery mode according to a current vehicle state, and adjust operating states of the engine 1, the C1 clutch 3, the C2 clutch 7, the P1 motor 5, the P3 motor 26, the battery pack 28, and the inverter 27 according to the corresponding switched modes.
The multi-gear hybrid system of the invention has two power sources for driving the vehicle to run, namely power from the engine 1 and power of the P3 motor 26.
Further, the planetary gear unit 4 comprises a planetary outer ring 4a and a planetary outer ring 4b which are arranged from outside to inside and concentric, a planetary gear and a planetary carrier 4C which are arranged from outside to inside and meshed with each other and a sun gear and a shaft 4d are arranged in the planetary outer ring 4b, the planetary gear and the planetary carrier 4C are meshed with the planetary outer ring 4b, the P1 motor 5 comprises a P1 motor rotor 5a and a P1 motor stator 5b, the planetary outer ring 4a is used for fixing the P1 motor rotor 5a, the planetary gear and the planetary carrier 4C are connected with the T1 synchronizer 9 through an input outer shaft, the sun gear and the shaft 4d are connected with the C2 clutch 7, the P1 motor rotor 5a is fixed on the planetary outer ring 4a, the P1 motor stator 5b is connected with the inverter 27 through a P1 motor and an inverter harness 6a, and the inverter 27 is connected with the battery harness 28 through a battery pack.
Further, the C1 clutch 3 comprises a C1 clutch friction plate 3a serving as an input end and a C1 clutch outer hub 3b serving as an output end, the C1 clutch friction plate 3a is arranged in the planetary gear outer gear ring 4b and is coaxially connected with the planetary gear outer gear ring 4b, the C1 clutch outer hub 3b is connected with the input inner shaft 12 and passes through an inner hole of the sun gear and the shaft 4d to be connected with the 3/4 gear common driving gear 10 and the 1/2 gear common driving gear 11, the C2 clutch 7 comprises a C2 clutch friction plate 7a serving as an input end and a C2 clutch outer hub 7b serving as an output end, the C2 clutch friction plate 7a is connected with the sun gear and the shaft 4d, and the C2 clutch outer hub 7b is fixed. It can be seen that in the present invention, a dual clutch structure consisting of C1 clutch 3 and C2 clutch 7 is adopted, each clutch includes an outer hub and a friction plate, the friction plate corresponding to C1 clutch 3 is connected with flywheel damper unit 2 and planetary gear outer ring 4a, the outer hub corresponding to C1 clutch 3 is connected with input inner shaft 12, the friction plate corresponding to C2 clutch 7 is connected with sun gear and shaft 4d, and the outer hub end corresponding to C2 clutch 7 is fixed. The sun gear and shaft 4d of the planetary gear unit 4 are connected with the friction plate corresponding to the C1 clutch 3, the planetary gear and the planet carrier 4C are connected with the input outer shaft and the synchronizer assembly, and the planetary gear outer ring 4a and the P1 motor rotor 5a are fixed together.
Further, the 1/2-gear shared driving gear 11 and the 3/4-gear shared driving gear 10 are fixed on the input inner shaft 12 and connected with the C1 clutch 3, the 3/4-gear shared driving gear 10 comprises a 3/4-gear shared driving gear 10b and a 3/4-gear shared driving gear combination tooth 10a arranged on one side of the 3/4-gear shared driving gear 10b, the 1/2-gear shared driven gear 14 and the 3/4-gear shared driven gear 16 are fixed on the intermediate shaft 13, the 1/2-gear shared driven gear 14 comprises a 1/2-gear shared driven gear 14b and 1/2-gear shared driven gear combination teeth 14a arranged on two sides of the 1/2-gear shared driven gear 14b, the 3/4-gear shared driven gear 16 comprises a 3/4-gear shared driven gear 16b and 3/4-gear shared driven gear 16a arranged on two sides of the 3/4-gear shared driven gear 16b, and the 1/2-gear shared driven gear 14a and the 3/4-gear shared driven gear 16a are connected with the intermediate shaft 13 through the 1/2-gear shared driven gear 14 a. The 1/2 gear shared driven gear 14a is connected with the T2 synchronizer 15, can transmit power from the input inner shaft 12 and the input outer shaft, and can transmit the power to the differential unit 20 through the main reduction driving gear 18 on the intermediate shaft 13. The 3/4-gear shared driven gear combination gear 16a is connected with the T2 synchronizer 15, can transmit power from the input inner shaft 12 and the input outer shaft, and can transmit the power to the differential unit 20 through a main reduction driving gear 18 on the intermediate shaft 13.
One end of the input inner shaft 12 is connected with an outer disc hub of the C1 clutch 12 as power input, and the other end of the input inner shaft is respectively connected with the 3/4-gear common driving gear 10 and the 1/2-gear common driving gear 11. The 1/2-gear shared driving gear 11 is fixed on the input inner shaft 12 and is connected with the C1 clutch outer disc hub 3b, power is input to the intermediate shaft 13 by engaging the 1/2-gear shared driven gear 14, the 3/4-gear shared driving gear 10b of the 3/4-gear shared driving gear 10 is fixed on the input inner shaft 12 and is connected with the C1 clutch outer disc hub 3b, and power is input to the intermediate shaft 13 by engaging the 3/4-gear shared driven gear 16.
Further, the gear hub of the T1 synchronizer 9 and the planetary gears and the planet carrier 4c are connected with an input outer shaft, the combined teeth on two sides of the T1 synchronizer 9 are meshed with the 3/4-gear common driving gear 10 and the 5-gear driving gear 8, specifically, the T1 synchronizer 9 is connected with the input outer shaft and the planetary gears and the planet carrier 4c through a spline, and the left-right movement of the T1 synchronizer 9 is combined with the 5-gear driving gear 8 and the 3/4-gear common driving gear 10, so that engine power of the input outer shaft is transmitted to the corresponding gears, and the engine power is not combined with the 2 gears (namely the 5-gear driving gear 8 and the 3/4-gear common driving gear 10) in neutral gear. The gear hub of the T2 synchronizer 15 is connected with the intermediate shaft 13, and the combination teeth on two sides of the T2 synchronizer 15 are meshed with the 1/2 gear shared passive tooth combination teeth 14a and the 3/4 gear shared passive tooth combination teeth 16 a. Specifically, the T2 synchronizer 15 is connected to the intermediate shaft 13 by an external spline, and the left-right movement of the T2 synchronizer 15 is coupled to the 1/2-speed passive common gear 14 and the 3/4-speed passive common gear 16, so that engine power from the input inner shaft 12 and the input outer shaft is transmitted to the differential unit 20.
Still further, the 5-gear driving gear 8 comprises a 5-gear driving tooth 8b and a 5-gear driving tooth combining tooth 8a arranged on one side of the 5-gear driving tooth 8b, the 5-gear driving tooth 8b is sleeved on the input outer shaft, and the 5-gear driving tooth combining tooth 8a is connected with a T1 synchronizer 9 on the input outer shaft. Specifically, the 5-gear driving tooth 8b is sleeved on the input outer shaft through a needle bearing, the 5-gear driving tooth combining tooth 8a is connected with the T1 synchronizer 9, and can transmit power from the input inner shaft 12 and the input outer shaft, and the power is input to the intermediate shaft 13 through meshing the 5-gear driven gear 17.
Further, the main reduction driving gear 18 and the 5-gear driven gear 17 are fixed on the intermediate shaft 13, and the intermediate shaft 13 is connected with a gear sleeve of the T2 synchronizer 15 to transmit power combined by the T2 synchronizer 15 and the 1/2-gear shared driven gear 14 or the 3/4-gear shared driven gear 16. The 5-gear driven gear 17 is fixed on the intermediate shaft 13, can transmit engine power from the 5-gear driving gear 8, and transmits the engine power to the differential unit 20 through the main reduction driving gear 18 on the intermediate shaft 13. The main reducing driving gear 18 is fixed on the intermediate shaft 13, and the main reducing driving gear 18 can transmit engine power from the 1/2 gear common driving gear 11, the 3/4 gear common driving gear 10 and the 5 gear driving gear 8 and transmit the engine power to the differential unit 20 and wheels through the main reducing driven gear 19.
Still further, the P3 motor 26 includes a P3 motor rotor 26a and a P3 motor stator 26b, the P3 motor rotor 26a is connected with the differential unit 20 through a P3 motor transmission unit, the P3 motor stator 26b is connected with the inverter 27 and the battery pack 28 through a P3 motor and inverter harness 6c, power can be output through the P3 motor 26 to drive the vehicle to travel or be used for converting the vehicle inertial energy into electric energy to be stored in the battery pack 28 during sliding and braking, the P3 motor transmission unit includes a P3 motor shaft 25, a P3 motor driving gear 24, a P3 motor intermediate shaft 21 and a P3 motor driven gear 23, and a P3 motor main reduction driving gear 22, the P3 motor driving gear 24 is fixed at one end of the P3 motor shaft 25, the P3 motor shaft 25 is connected with the P3 motor rotor 26a, the P3 motor main reduction driving gear 22 and the P3 motor driven gear 23 are respectively arranged at two ends of the P3 motor intermediate shaft 21, and the main reduction driving gear 19 is connected with the differential unit 20. The P3 motor rotor 26a is fixed on the P3 motor shaft 25, the P3 motor rotor 26a drives the P3 motor shaft 25, the P3 motor driving gear 24, the P3 motor intermediate shaft driven gear 23, and then the P3 motor main reducing driving gear 22 is transmitted to the differential unit 20 and the wheels. The P3 motor stator 26b is connected with the inverter 27 and the battery pack 28 through the wire harness 6, when the P3 motor 26 is used as power output, the P3 motor rotor 26a converts electric energy of the battery pack 28 into magnetic field energy, the P3 motor stator 26b outputs mechanical energy for rotation, and when the P3 motor 26 is used as a generator under the working conditions of sliding and braking, inertial energy of the whole vehicle can be converted into magnetic field energy through the P3 motor rotor 26a so as to be converted into electric energy, and then the electric energy is stored in the battery pack 28. The P3 motor shaft 25 is connected with the P3 motor rotor 26a and the P3 motor driving gear 24, the P3 motor driving gear 24 and the P3 motor rotor 26a are fixed on the P3 motor shaft 25, and the P3 motor driving gear 24 is meshed with the P3 motor intermediate shaft driven gear 23. The P3 motor intermediate shaft driven gear 23 is fixed on the P3 motor intermediate shaft 21, and power from the P3 motor 26 can be transmitted by meshing with the P3 motor driving gear 24. The P3 motor intermediate shaft 21 is connected with a P3 motor driven gear 24 and a P3 motor main reduction driving gear 22. The main reduction driving gear 22 of the P3 motor is fixed on the intermediate shaft 21 of the P3 motor, and inertial energy of vehicle sliding and braking is transmitted to the stator 26b of the P3 motor by engaging the main reduction driven gear 19.
Further, the flywheel vibration reduction unit 2 comprises a flywheel vibration reduction unit engine end 2a and a flywheel vibration reduction unit input shaft end 2b, wherein the flywheel vibration reduction unit engine end 2a is connected with the engine 1, and the flywheel vibration reduction unit input shaft end 2b is connected with the input inner shaft 12. In a specific implementation, the flywheel vibration reduction unit 2 may include a flywheel, a vibration reduction spring, and an output structure, where the vibration reduction spring and the output structure are connected to the P1 motor rotor 5a, and are used to drive the P1 motor rotor 5a or serve as a connection piece for starting the engine 5 by the P1 motor 5.
Further, when the engine is driven, the engine has 5 gears, so that the advantage of optimal transmission efficiency when the engine 1 is driven can be furthest exerted, and the engine 1 can be driven in combination with the P3 motor 26, thereby expanding and being suitable for vehicle types and working conditions with large load and complex working conditions.
Specifically, when the engine 1 is at the high-efficiency rotation speed, the engine 1 is adopted as driving power, when the engine rotation speed is higher than the high-efficiency rotation speed, the C1 clutch 3 and the C2 clutch 7 switch the auxiliary synchronizer to work, gear shifting is realized, after gear shifting, the P1 motor 5 can be engaged due to the rotation speed reduction of the engine 1, the engine rotation speed is pulled to the high-efficiency rotation speed of the engine, and the power interruption time can be driven by the P3 driving motor 26. A step of
In one embodiment of the invention, when complex working conditions such as long-time high-speed and climbing are required under a high-load state of the vehicle, the power of the engine 1 is limited, the engine can be driven by the P3 motor 26, if only 1 gear or fewer gears are needed, the vehicle cannot run at high speed and climb at low speed, and the P3 motor 26 cannot be used for a long time under a high load, so that the engine 1 can provide driving force in a plurality of gears and then work with the P3 motor 26, and the use situation of any working conditions can be met.
Specifically, in the engine driving mode, the engine 1 is operated, the P1 motor 5, the P3 motor 26, the battery pack 28, and the inverter 27 are not operated, and in the 1 st gear and the 3 rd gear, the C1 clutch 3 is not operated, the C2 clutch 7 is operated, and in the 2 nd, 4 th, and 5 th gears, the C1 clutch 3 is operated, and the C2 clutch 7 is not operated.
In one embodiment, as shown in fig. 3, when an engine 1 drives a vehicle in 1 gear, a hybrid system receives a request of the engine 1 gear to drive the vehicle, a C1 clutch 3 and a C2 clutch 7 are separated and not combined, a P1 motor stator 5b of a P1 motor 5 is powered on to drive a P1 motor rotor 5a so as to start the engine 1, simultaneously, a T1 synchronizer 9 is combined with a 3/4 gear shared active tooth combining tooth 10a of a 3/4 gear shared active gear 10, then a T2 synchronizer 15 is combined with a 1/2 gear shared passive tooth combining tooth 14a of a 1/2 gear shared passive gear 14, then a hydraulic system of the C2 clutch 7 builds pressure to enable a C2 clutch friction plate 7a and a C2 clutch outer disk hub 7b to be combined slowly from sliding friction, and the power of the engine 1 can sequentially pass through a planetary outer ring 4a planetary gear outer ring 4b, a planetary gear 4C, a planetary gear and a carrier 4C, the T1/3 gear shared active gear 10, the engine 1/2 shared active gear 14, and the engine 1/2 gear shared active gear 10, and the differential gear 1/2 shared active gear 1, and the engine 1/2 shared active gear 1/2 driven gear 10 are reduced, and the power of the vehicle is driven by the hybrid system, and the engine 1 is driven by the hybrid system, and the hybrid system is reduced.
In one embodiment, as shown in fig. 4, when the engine 1 drives the vehicle in 2 gear, and when the hybrid system receives a request of driving the vehicle in 2 gear of the engine, the pressure of the C1 clutch 3 is started to enable the friction plate 3a of the C1 clutch and the outer disk hub 3b of the C1 clutch to slide and rub, the pressure of the C2 clutch 7 is reduced, the C1 clutch 3 is completely combined, the C2 clutch 7 is completely separated when the pressure and the rotating speed of the C2 clutch 7 meet the set requirements, meanwhile, the T1 synchronizer 9 and the T2 synchronizer 15 keep the position and the state of the 1 gear, and the power of the engine 1 can sequentially pass through the flywheel vibration reduction unit 2, the planetary gear outer ring 4a of the planetary gear unit 4, the C1 clutch 3, the 1/2 gear shared driving gear 11, the 1/2 gear shared driven gear 14, the T2 synchronizer 15, the main reduction driving gear 18, the main reduction driven gear 19, the differential unit 20 and the wheels, so that the engine 1 drives the vehicle in 2 gear.
In one embodiment of the invention, as shown in fig. 5, when the hybrid system receives a request of driving the vehicle by the engine 3, the C1 clutch 3 starts to be reduced to be completely separated, the T2 synchronizer 15 is combined with the 3/4-gear shared driven gear combination gear 16a of the 3/4-gear shared driven gear 16, meanwhile, the C2 clutch 7 starts to build the pressure sliding friction, and the C2 clutch 7 is completely combined when the pressure and the rotating speed meet the set requirements, and the power of the engine 1 can sequentially pass through the flywheel vibration reduction unit 2, the planetary gear outer ring 4a of the planetary gear unit 4, the planetary gear outer ring gear 4b, the planetary gears and the planetary carrier 4C, the T1 synchronizer 9, the 3/4-gear shared driving gear 10, the 3/4-gear shared driven gear 16, the T2 synchronizer 15, the main reduction driving gear 18, the main reduction driven gear 19, the differential gear 20 and the wheels, so that the engine 1 can drive the vehicle by the 3-gear.
In one embodiment of the invention, as shown in fig. 6, when the engine 1 drives the vehicle in 4 th gear, when the hybrid system receives a request of driving the vehicle in 4 th gear of the engine, the C1 clutch 3 starts to build pressure to enable the C1 clutch friction plate 3a and the C1 clutch outer hub 3b to slide and rub, meanwhile, the C2 clutch 7 is depressurized, when the pressure and the rotating speed of the C2 clutch 7 meet the set requirements, the C1 clutch 3 is completely combined, the C2 clutch 7 is completely separated, meanwhile, the T1 synchronizer 9 and the T2 synchronizer 15 keep the position and the state of the 3 th gear, and the power of the engine 1 can sequentially pass through the flywheel vibration reduction unit 2, the planetary gear outer ring 4a of the planetary gear unit 4, the planetary gear outer ring 4b, the C1 clutch 3, the 3/4 th gear shared driving gear 10, the 3/4 th gear shared driving gear 16, the T2 synchronizer 15, the main reduction driving gear 18, the main reduction driven gear 19, the differential gear unit 20 and the wheels to enable the engine 1 to drive the vehicle in 4 th gear.
In one embodiment of the invention, as shown in fig. 7, when the hybrid system receives a request of the engine 5 to drive the vehicle, the C1 clutch 3 starts to be depressurized until the clutch is completely separated, the T1 synchronizer 9 is combined with the 5-gear driving tooth combining tooth 8a of the 5-gear driving gear 8, the T2 synchronizer 15 returns to the neutral position, meanwhile, the C2 clutch 7 is pressurized, the C2 clutch 7 is completely combined when the pressure and the rotating speed meet the set requirements, and the power of the engine 1 can sequentially pass through the flywheel vibration reduction unit 2, the planetary gear outer ring 4a of the planetary gear unit 4, the planetary gear outer ring gear 4b, the planetary gears and the planetary carriers 4C, the T1 synchronizer 9, the 5-gear driving gear 8, the 5-gear driven gear 17, the main reduction driving gear 18, the main reduction driven gear 19, the differential gear unit 20 and the wheels, so that the engine 1 drives the vehicle at the 5-gear.
Further, in the engine driving+generating mode, in the 1 st gear to the 5 th gear, the engine 1 is operated, the C1 clutch 3 and the C2 clutch 7 adjust the operation state according to the actual situation, the P1 motor 5 is operated, the P3 motor 26 is not operated, and the battery pack 28 and the inverter 27 are operated. Specifically, the hybrid system can drive the vehicle at any gear of the engine and generate electricity, for example, the engine drives the vehicle at 3 gears, the electricity generation operation is shown in fig. 11, when the hybrid system requests the engine at 3 gears, the C2 clutch 7, the T1 synchronizer 9 and the T2 synchronizer 15 keep unchanged positions, meanwhile, the P1 motor stator 5b of the P1 motor 5 is connected, the mechanical energy of the P1 motor rotor 5a is converted into electric energy, the electric energy is finally transmitted to the battery pack 28 through the P1 motor and the inverter wire harness 6a and the battery pack and the inverter wire harness 6b, and the power of the engine 1 can sequentially pass through the flywheel vibration reduction unit 2, the planetary gear outer ring 4a of the planetary gear unit 4, the planetary gear outer ring 4b, the planetary gear and planetary carrier 4C, the T1 synchronizer 9, the 3/4-gear shared driving gear 10, the 3/4-gear shared driven gear 16, the T2 synchronizer 15, the main reducing driving gear 18, the main reducing driving gear 19, the differential unit 20 and the wheels at the same time, so that the engine 1 drives the vehicle at 3 gears.
Further, in the P1 motor and P3 motor series drive mode, the engine 1 is operated, the C1 clutch 3 and the C2 clutch 7 are not operated, and the P1 motor 5, the P3 motor 26, the battery pack 28, and the inverter 27 are operated. Specifically, the series driving operation of the P1 and P3 motors is shown in fig. 9, when the hybrid system receives a series driving request, the C1 clutch 3 and the C2 clutch 7 are completely separated, the T1 synchronizer 9 and the T2 synchronizer 15 return to the neutral position, meanwhile, the P1 motor stator 5b of the P1 motor 5 is powered on to drive the P1 motor rotor 5a so as to start the engine 1, then the engine 1 drives the flywheel vibration reduction unit 2, the outer ring 4a of the planetary gear unit 4 and the P1 motor rotor 5a, the P1 motor stator 5b is converted into electric energy, the electric energy is transmitted to the P3 motor stator 26b through the P1 motor and the inverter wire harness 6a, the P3 motor and the inverter wire harness 6C, the electric energy is converted into rotating mechanical energy by the P3 motor rotor 26a so as to drive the P3 motor 26, and the power of the P3 motor 26 sequentially passes through the P3 motor shaft 25, the P3 motor driving gear 24, the P3 motor intermediate shaft driven gear 23, the P3 motor main reducing driving gear 22, the main reducing driving gear 18, the main reducing driving gear 19 and the differential driving gear 20 to drive the vehicle wheels to the differential drive the vehicle to drive the vehicle in series.
Further, in the start engine or idle power generation mode, the engine 1 is operated, the C1 clutch 3 and the C2 clutch 7 are not operated, the P1 motor 5 is operated, the P3 motor 26 is not operated, and the battery pack 28 and the inverter 27 are operated. Specifically, as shown in fig. 10, when the hybrid system receives an engine starting request, the C1 clutch 3 and the C2 clutch 7 are completely separated, the T1 synchronizer 9 and the T2 synchronizer 15 return to the neutral position, and at the same time, the P1 motor stator 5b of the P1 motor 5 is powered on to drive the P1 motor rotor 5a so as to start the engine 1.
Further, as shown in fig. 10, when the hybrid system receives an idle power generation request, the C1 clutch 3 and the C2 clutch 7 are completely separated, the T1 synchronizer 9 and the T2 synchronizer 15 return to the neutral position, meanwhile, the P1 motor stator 5b of the P1 motor 5 is powered on to drive the P1 motor rotor 5a so as to start the engine 1, and then the engine 1 drives the flywheel vibration reduction unit 2, the planetary gear outer ring 4a of the planetary gear unit 4, the P1 motor rotor 5a of the P1 motor, and then the P1 motor stator 5b converts the electric energy into electric energy, and finally the electric energy is transmitted to the battery pack 28 for storage through the P1 motor and the inverter wire harness 6a and the battery pack and the inverter wire harness 6 b.
Further, in the pure electric or energy recovery mode, the engine 1, the C1 clutch 3, the C2 clutch 7, and the P1 motor 5 are not operated, and the P3 motor 26, the battery pack 28, and the inverter 27 are operated.
Specifically, the whole vehicle runs in pure electric mode, as shown in fig. 8, when the hybrid system receives a pure electric running request, the C1 clutch 3 and the C2 clutch 7 are completely separated, the T1 synchronizer 9 and the T2 synchronizer 15 return to neutral positions, meanwhile, the P3 motor 26 starts to execute the working request, the P3 motor rotor 26a is started and drives the P3 motor shaft 25 to drive, the above operation is completed, the electric energy of the battery pack 28 passes through the battery pack and the inverter wire harness 6b, the inverter 27, the P3 motor and inverter wire harness 6C and the P3 motor stator 26b, the magnetic field energy is converted by the P3 motor stator 26b to the mechanical energy which drives the P3 motor rotor 26a to rotate, and the power of the P3 motor 26 passes through the P3 motor shaft 25, the P3 motor driving gear 24, the P3 motor intermediate shaft driven gear 23, the P3 motor main reduction driving gear 22, the main reduction driving gear 18, the main reduction driven gear 19, the differential unit 20 and wheels in sequence, so that the vehicle runs in pure electric mode.
Further, as shown in fig. 8, when the wheels slide or brake, the working parts of the hybrid system are identical to those of the pure electric vehicle when the hybrid system receives the energy recovery request, except that the power is converted into electric energy through the P3 motor and inverter harness 6c, the inverter 27, the battery pack and inverter harness 6b and stored in the battery pack 28 through the wheels, the differential unit 20, the main reduction driven gear 19, the main reduction driving gear 18, the P3 motor main reduction driving gear 22, the P3 motor intermediate shaft driven gear 23, the P3 motor driving gear 24, the P3 motor shaft 25, the P3 motor rotor 26a when the vehicle slides or brakes.
The operating states of the engine 1, the C1 clutch 3, the C2 clutch 7, the P1 motor 5, the P3 motor 26, the battery pack 28 and the inverter 27 in the main operation mode of the multi-gear hybrid system are shown in table 1, wherein ∈ indicates participation in operation, x indicates no participation in operation, and-indicates according to actual conditions.
Table 1 operating conditions of engine, C1 clutch, C2 clutch, P1 motor, P3 motor, battery pack, and inverter in each operating mode
For different working conditions or actual roads, the working according to the single mode or the combined mode can be adopted according to different strategies, and a common working mode is shown in table 2.
TABLE 2 vehicle status, operating conditions and corresponding operating modes
As shown in Table 2, in the state of no oil shortage and no electricity shortage, when the no electricity shortage is in series driving and parallel driving, pure electric driving can be used as compensation driving power according to actual rotating speed and torque response conditions at any time and according to set logic, under the condition of small load, the running or starting working condition is low-speed running, the working mode is pure electric driving, when the running speed is amplified by a main reducing gear and a connected gear, and the corresponding engine rotating speed is just in and the required power is close to the optimal working interval of an internal combustion engine, the clutch is combined, and the engine directly drives the two motors to run (parallel driving).
When the engine is driven in parallel, if the output power of the corresponding internal combustion engine is more than the required power in the optimal working interval, the internal combustion engine continuously keeps working in the optimal interval to drive the generator to charge the battery.
And under the state of oil shortage and no electricity shortage, the motor is driven by a P3 motor.
The multi-gear hybrid power system provided by the embodiment of the invention adopts a group of planetary gear units, a group of double clutch units, two groups of synchronizers and a gear shaft system to realize the hybrid power system driven by 5 gears of the engine, has the characteristics of more gears, small axial arrangement space and the like, and effectively solves the problems of few gears and poor energy recovery efficiency; the gear shifting device adopts a group of double clutches, a group of planetary gear units and two groups of synchronizers to realize forward shifting of 5 gears, the number of gears is reduced by using a 1/2 gear and a 3/4 gear to share active gears and passive gears, the structure is simplified and the number of gears is reduced, the rotor of a generator P1 is integrated on the outer ring of the planetary gears, the clutch C1 is integrated in the rotor of the P1 motor and the gear ring of the planetary gears, the axial arrangement space of the motor and the clutch can be reduced through the integration scheme, the shifting frequency is reduced through the combination of double clutches and shared gears, thereby reducing the shifting time and the shifting impact frequency, realizing the reduction of the shifting time and the shifting impact frequency, the combination of the planetary gears and the planet carrier and the clutch C2, realizing the 1,3 and 5 gears, the clutch C1 and 1/2 gears and 3/4 gears are connected through the active gears of the shared gears of the clutch C1 and 3/4 gears, the 2 gears are switched through the clutches, the 1 and 2 gears are realized, the 1 gear and 2 gears are only, the process of the traditional synchronizer is removed from the 1 gear and 2 gears is omitted, the shifting time and the shifting impact is reduced to the greatest, the same, the 3 gear and the 4 gears are also only switched, the 2 gears and 4 gears are required to be connected in series and parallel with the characteristics of the optimal performance, the characteristics of the engine can be realized, and the characteristics of the parallel driving performance is better, and the performance is realized, and the performance is better, and the performance can be realized, and the are well series and parallel-parallel system, when the gears of a large SUV, MPV or pickup-mounted hybrid system are few, for example, when the vehicle is under a large load and is required to run on a slope for a long time or at an ultra-high speed, motor overheat protection can occur because the P1 and P3 motors run in series under a large load for a long time.
Thus, various embodiments of the present disclosure have been described in detail. In order to avoid obscuring the concepts of the present disclosure, some details known in the art are not described. How to implement the solutions disclosed herein will be fully apparent to those skilled in the art from the above description.
Although some specific embodiments of the present disclosure have been described in detail by way of example, it should be understood by those skilled in the art that the above examples are for illustration only and are not intended to limit the scope of the present disclosure. It will be understood by those skilled in the art that the foregoing embodiments may be modified and equivalents substituted for elements thereof without departing from the scope and spirit of the disclosure. The scope of the present disclosure is defined by the appended claims.

Claims (10)

1.一种多档位混动动力系统，其特征在于，包括：1. A multi-gear hybrid power system, characterized by comprising: 发动机、飞轮减振单元、C1离合器、行星齿轮单元、P1电机、线束、C2离合器、5挡主动齿轮、T1同步器、3/4挡共用主动齿轮、1/2挡共用主动齿轮、输入内轴、中间轴、1/2挡共用被动齿轮、T2同步器、3/4挡共用被动齿轮、5挡被动齿轮、主减主动齿轮、主减被动齿轮、差速器单元、P3电机中间轴、P3电机主减主动齿轮、P3电机被动齿轮、P3电机主动齿轮、P3电机轴、P3电机、逆变器和电池组，其中，所述发动机与所述飞轮减振单元连接，用于提供动力来源，所述C1离合器分别与所述飞轮减振单元、所述行星齿轮单元、P1电机和所述输入内轴连接，所述行星齿轮单元分别与所述P1电机、所述C2离合器和所述T1同步器连接，所述T1同步器还分别与所述5挡主动齿轮和所述3/4挡共用主动齿轮连接，所述输入内轴还与所述3/4挡共用主动齿轮和所述1/2挡共用主动齿轮连接，所述中间轴分别与所述5挡被动齿轮、所述主减主动齿轮和所述T2同步器连接，所述T2同步器还分别与所述1/2挡共用被动齿轮和所述3/4挡共用被动齿轮连接，所述主减被动齿轮分别与所述主减主动齿轮和所述差速器单元连接，所述P3电机中间轴分别与所述P3电机主减主动齿轮、所述P3电机被动齿轮和所述P3电机主动齿轮连接，所述P3电机轴分别与所述P3电机主动齿轮和所述P3电机连接，所述逆变器通过所述线束分别与所述P1电机、所述P3电机和所述电池组连接，Engine, flywheel vibration reduction unit, C1 clutch, planetary gear unit, P1 motor, wiring harness, C2 clutch, 5-speed driving gear, T1 synchronizer, 3/4-speed common driving gear, 1/2-speed common driving gear, input inner shaft, intermediate shaft, 1/2-speed common passive gear, T2 synchronizer, 3/4-speed common passive gear, 5-speed passive gear, main reduction driving gear, main reduction passive gear, differential unit, P3 motor intermediate shaft, P3 motor main reduction driving gear, P3 motor passive gear, P3 motor driving gear, P3 motor shaft, P3 motor, inverter and battery pack, wherein the engine is connected to the flywheel vibration reduction unit to provide a power source, the C1 clutch is respectively connected to the flywheel vibration reduction unit, the planetary gear unit, the P1 motor and the input inner shaft, and the planetary gear unit is respectively connected to the P1 motor, the C2 clutch and the T1 synchronizer The T1 synchronizer is also connected to the 5th gear driving gear and the 3/4th gear common driving gear respectively, the input inner shaft is also connected to the 3/4th gear common driving gear and the 1/2th gear common driving gear, the intermediate shaft is respectively connected to the 5th gear driven gear, the main reduction driving gear and the T2 synchronizer, the T2 synchronizer is also respectively connected to the 1/2th gear common driven gear and the 3/4th gear common driven gear, the main reduction driven gear is respectively connected to the main reduction driving gear and the differential unit, the P3 motor intermediate shaft is respectively connected to the P3 motor main reduction driving gear, the P3 motor driven gear and the P3 motor driving gear, the P3 motor shaft is respectively connected to the P3 motor driving gear and the P3 motor, the inverter is respectively connected to the P1 motor, the P3 motor and the battery pack through the wiring harness, 所述多档位混动动力系统被配置为根据当前车辆状态在发动机驱动模式、发动机驱动+发电模式、P1电机和P3电机串联驱动模式、启动发动机或怠速发电模式和纯电驱动或能量回收模式之间进行切换，并根据切换后的对应模式调整所述发动机、所述C1离合器、所述C2离合器、所述P1电机、所述P3电机、所述电池组和所述逆变器的工作状态。The multi-speed hybrid power system is configured to switch between engine drive mode, engine drive + power generation mode, P1 motor and P3 motor series drive mode, engine start or idle power generation mode and pure electric drive or energy recovery mode according to the current vehicle state, and adjust the working states of the engine, the C1 clutch, the C2 clutch, the P1 motor, the P3 motor, the battery pack and the inverter according to the corresponding mode after switching. 2.根据权利要求1所述的多档位混动动力系统，其特征在于，所述行星齿轮单元包括自外而内且同心设置的行星齿轮外环和行星齿轮外齿圈，所述行星齿轮外齿圈内设置有自外而内设置且啮合的行星齿轮及行星架和太阳轮及轴，所述行星齿轮及行星架和所述行星齿轮外齿圈啮合；所述P1电机包括P1电机转子和P1电机定子，所述行星齿轮外环用于固定所述P1电机转子，所述行星齿轮及行星架通过输入外轴与所述T1同步器连接，所述太阳轮及轴与所述C2离合器连接；所述P1电机转子固定在所述行星齿轮外环上，所述P1电机定子通过P1电机与逆变器线束与所述逆变器连接，所述逆变器通过电池组与逆变器线束与所述电池组连接。2. The multi-speed hybrid power system according to claim 1 is characterized in that the planetary gear unit comprises a planetary gear outer ring and a planetary gear outer ring gear which are arranged concentrically from the outside to the inside, and the planetary gear outer ring gear is provided with planetary gears, a planetary carrier, a sun gear and a shaft which are arranged from the outside to the inside and meshed, and the planetary gears, the planetary carrier and the planetary gear outer ring gear are meshed; the P1 motor comprises a P1 motor rotor and a P1 motor stator, the planetary gear outer ring is used to fix the P1 motor rotor, the planetary gear and the planetary carrier are connected to the T1 synchronizer through the input outer shaft, and the sun gear and the shaft are connected to the C2 clutch; the P1 motor rotor is fixed on the planetary gear outer ring, the P1 motor stator is connected to the inverter through the P1 motor and inverter wiring harness, and the inverter is connected to the battery pack through the battery pack and inverter wiring harness. 3.根据权利要求2所述的多档位混动动力系统，其特征在于，所述C1离合器包括作为输入端的C1离合器摩擦片和作为输出端的C1离合器外盘毂，所述C1离合器摩擦片设置在所述行星齿轮外齿圈内，并与所述行星齿轮外齿圈同轴连接，所述C1离合器外盘毂与所述输入内轴连接，并穿过所述太阳轮及轴的内孔与所述3/4挡共用主动齿轮和所述1/2挡共用主动齿轮连接；所述C2离合器包括作为输入端的C2离合器摩擦片和作为输出端的C2离合器外盘毂，所述C2离合器摩擦片与所述太阳轮及轴连接，所述C2离合器外盘毂固定。3. The multi-speed hybrid power system according to claim 2 is characterized in that the C1 clutch comprises a C1 clutch friction plate as an input end and a C1 clutch outer disc hub as an output end, the C1 clutch friction plate is arranged in the planetary gear outer gear ring and is coaxially connected to the planetary gear outer gear ring, the C1 clutch outer disc hub is connected to the input inner shaft, and passes through the inner hole of the sun gear and the shaft to be connected to the 3/4 gear common driving gear and the 1/2 gear common driving gear; the C2 clutch comprises a C2 clutch friction plate as an input end and a C2 clutch outer disc hub as an output end, the C2 clutch friction plate is connected to the sun gear and the shaft, and the C2 clutch outer disc hub is fixed. 4.根据权利要求2所述的多档位混动动力系统，其特征在于，所述1/2挡共用主动齿轮和所述3/4挡共用主动齿轮固定在所述输入内轴上，并与所述C1离合器连接，所述3/4挡共用主动齿轮包括3/4挡共用主动齿和设置在所述3/4挡共用主动齿一侧的3/4挡共用主动齿结合齿；所述1/2挡共用被动齿轮和所述3/4挡共用被动齿轮固定在所述中间轴上，所述1/2挡共用被动齿轮包括1/2挡共用被动齿和设置在所述1/2挡共用被动齿两侧的1/2挡共用被动齿结合齿，所述3/4挡共用被动齿轮包括3/4挡共用被动齿和设置在所述3/4挡共用被动齿两侧的3/4挡共用被动齿结合齿，所述1/2挡共用被动齿结合齿和所述3/4挡共用被动齿结合齿通过所述T2同步器与所述中间轴连接。4. The multi-speed hybrid power system according to claim 2, characterized in that the 1/2 gear common driving gear and the 3/4 gear common driving gear are fixed on the input inner shaft and connected to the C1 clutch, the 3/4 gear common driving gear includes a 3/4 gear common driving tooth and a 3/4 gear common driving tooth combining tooth arranged on one side of the 3/4 gear common driving tooth; the 1/2 gear common passive gear and the 3/4 gear common passive gear are fixed on the intermediate shaft, the 1/2 gear common passive gear includes a 1/2 gear common passive tooth and a 1/2 gear common passive tooth combining tooth arranged on both sides of the 1/2 gear common passive tooth, the 3/4 gear common passive gear includes a 3/4 gear common passive tooth and a 3/4 gear common passive tooth combining tooth arranged on both sides of the 3/4 gear common passive tooth, and the 1/2 gear common passive tooth combining tooth and the 3/4 gear common passive tooth combining tooth are connected to the intermediate shaft through the T2 synchronizer. 5.根据权利要求4所述的多档位混动动力系统，其特征在于，所述T1同步器的齿毂和所述行星齿轮及行星架与输入外轴连接，所述T1同步器两侧的结合齿与所述3/4挡共用主动齿轮和所述5挡主动齿轮啮合；所述T2同步器的齿毂与所述中间轴连接，所述T2同步器两侧的结合齿与所述1/2挡共用被动齿结合齿和所述3/4挡共用被动齿结合齿啮合。5. The multi-speed hybrid power system according to claim 4 is characterized in that the gear hub of the T1 synchronizer and the planetary gears and the planetary carrier are connected to the input outer shaft, and the combining teeth on both sides of the T1 synchronizer are meshed with the 3/4 gear common driving gear and the 5th gear driving gear; the gear hub of the T2 synchronizer is connected to the intermediate shaft, and the combining teeth on both sides of the T2 synchronizer are meshed with the combining teeth of the 1/2 gear common passive gear and the combining teeth of the 3/4 gear common passive gear. 6.根据权利要求5所述的多档位混动动力系统，其特征在于，所述5挡主动齿轮包括5挡主动齿和设置在所述5挡主动齿一侧的5挡主动齿结合齿，所述5挡主动齿套设在输入外轴上，所述5挡主动齿结合齿与输入外轴上的T1同步器连接。6. The multi-speed hybrid power system according to claim 5, characterized in that the 5th gear driving gear comprises a 5th gear driving tooth and a 5th gear driving tooth combining tooth arranged on one side of the 5th gear driving tooth, the 5th gear driving tooth is sleeved on the input outer shaft, and the 5th gear driving tooth combining tooth is connected to the T1 synchronizer on the input outer shaft. 7.根据权利要求1所述的多档位混动动力系统，其特征在于，所述主减主动齿轮和所述5挡被动齿轮固定在所述中间轴上，所述中间轴与所述T2同步器的齿套连接，以传递所述T2同步器与所述1/2挡共用被动齿轮或所述3/4挡共用被动齿轮结合的动力。7. The multi-speed hybrid power system according to claim 1 is characterized in that the main reduction driving gear and the 5th gear driven gear are fixed on the intermediate shaft, and the intermediate shaft is connected to the gear sleeve of the T2 synchronizer to transmit the power of the T2 synchronizer combined with the 1/2 gear common driven gear or the 3/4 gear common driven gear. 8.根据权利要求1所述的多档位混动动力系统，其特征在于，所述P3电机包括P3电机转子和P3电机定子，所述P3电机转子通过P3电机传动单元与所述差速器单元连接，所述P3电机定子通过P3电机与逆变器线束与所述逆变器和所述电池组连接；所述P3电机传动单元包括P3电机轴、P3电机主动齿轮、P3电机中间轴和P3电机被动齿轮和P3电机主减主动齿轮，所述P3电机主动齿轮固定在所述P3电机轴的一端，所述P3电机轴与所述P3电机转子连接，所述P3电机主减主动齿轮和所述P3电机被动齿轮分别设置在所述P3电机中间轴的两端，所述主减主动齿轮与所述差速器单元连接。8. The multi-speed hybrid power system according to claim 1 is characterized in that the P3 motor includes a P3 motor rotor and a P3 motor stator, the P3 motor rotor is connected to the differential unit through a P3 motor transmission unit, and the P3 motor stator is connected to the inverter and the battery pack through a P3 motor and inverter wiring harness; the P3 motor transmission unit includes a P3 motor shaft, a P3 motor driving gear, a P3 motor intermediate shaft, a P3 motor passive gear and a P3 motor main reduction driving gear, the P3 motor driving gear is fixed at one end of the P3 motor shaft, the P3 motor shaft is connected to the P3 motor rotor, the P3 motor main reduction driving gear and the P3 motor passive gear are respectively arranged at both ends of the P3 motor intermediate shaft, and the main reduction driving gear is connected to the differential unit. 9.根据权利要求1所述的多档位混动动力系统，其特征在于，所述飞轮减振单元包括飞轮减振单元发动机端和飞轮减振单元输入轴端，所述飞轮减振单元发动机端与所述发动机连接，所述飞轮减振单元输入轴端与所述输入内轴连接。9. The multi-speed hybrid power system according to claim 1, characterized in that the flywheel vibration damping unit comprises a flywheel vibration damping unit engine end and a flywheel vibration damping unit input shaft end, the flywheel vibration damping unit engine end is connected to the engine, and the flywheel vibration damping unit input shaft end is connected to the input inner shaft. 10.根据权利要求1所述的多档位混动动力系统，其特征在于，在所述发动机驱动模式下，所述发动机工作，所述P1电机、所述P3电机、所述电池组和逆变器不工作，且在1挡和3挡时，所述C1离合器不工作，所述C2离合器工作；在2挡、4挡和5挡时，所述C1离合器工作，所述C2离合器不工作；10. The multi-speed hybrid power system according to claim 1, characterized in that, in the engine drive mode, the engine is working, the P1 motor, the P3 motor, the battery pack and the inverter are not working, and in the 1st and 3rd gears, the C1 clutch is not working, and the C2 clutch is working; in the 2nd, 4th and 5th gears, the C1 clutch is working, and the C2 clutch is not working; 在所述发动机驱动+发电模式下，在1挡-5挡时，所述发动机工作，所述C1离合器和所述C2离合器根据实际情况调整工作状态、所述P1电机工作，所述P3电机不工作，所述电池组和所述逆变器工作；In the engine drive + power generation mode, in gears 1 to 5, the engine works, the C1 clutch and the C2 clutch adjust their working states according to actual conditions, the P1 motor works, the P3 motor does not work, and the battery pack and the inverter work; 在所述P1电机和P3电机串联驱动模式下，所述发动机工作，所述C1离合器和所述C2离合器不工作，所述P1电机、所述P3电机、所述电池组和所述逆变器工作；In the P1 motor and P3 motor series driving mode, the engine is working, the C1 clutch and the C2 clutch are not working, and the P1 motor, the P3 motor, the battery pack and the inverter are working; 在所述启动发动机或怠速发电模式下，所述发动机工作，所述C1离合器和所述C2离合器不工作，所述P1电机工作，所述P3电机不工作，所述电池组和所述逆变器工作；In the engine start or idle power generation mode, the engine is working, the C1 clutch and the C2 clutch are not working, the P1 motor is working, the P3 motor is not working, and the battery pack and the inverter are working; 在所述纯电驱动或能量回收模式下，所述发动机、所述C1离合器、所述C2离合器和所述P1电机不工作，所述P3电机、所述电池组和所述逆变器工作。In the pure electric drive or energy recovery mode, the engine, the C1 clutch, the C2 clutch and the P1 motor do not work, and the P3 motor, the battery pack and the inverter work.
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