CN116252615A

CN116252615A - Hybrid power transmission system and vehicle

Info

Publication number: CN116252615A
Application number: CN202310477070.5A
Authority: CN
Inventors: 杨玉龙; 陈流明; 董晓娜; 龚丽萍; 付龙; 张明宇; 袁浩然; 徐炬鑫; 王征
Original assignee: Zhejiang Xuanfu Technology Co ltd; Zhejiang Geely Holding Group Co Ltd
Current assignee: Zhejiang Xuanfu Technology Co ltd; Zhejiang Geely Holding Group Co Ltd
Priority date: 2023-04-25
Filing date: 2023-04-25
Publication date: 2023-06-13

Abstract

The invention provides a hybrid power transmission system and a vehicle, which belong to the technical field of automobiles, and the hybrid power transmission system comprises: a powertrain and a transmission; the transmission is connected with the power system through a transmission input shaft, and a double-clutch mechanism in the transmission is coaxially arranged on the transmission input shaft and comprises a first clutch and a second clutch; the first planetary gear train is coaxially connected with the second clutch; the second planetary gear train is coaxially connected with the first clutch; the output shaft is coaxially connected with a second planet carrier of the second planetary gear train; and the first planet carrier is connected with the second external gear ring, the first external gear ring is connected with the second planet carrier, a first brake is arranged on one type of transmission member in the first planetary gear train, and a second brake is arranged on the other type of transmission member in the second planetary gear train. The hybrid power transmission system and the vehicle can realize four forward gears and one reverse gear in seven energy flow working modes.

Description

Hybrid power transmission system and vehicle

Technical Field

The invention relates to the technical field of automobiles, in particular to a hybrid power transmission system and a vehicle.

Background

The new energy automobile has the characteristics of low energy consumption and environmental protection, and the automobile type carrying the hybrid power transmission has the advantage of long endurance mileage and eliminates the anxiety of the mileage of the whole automobile. The main current hybrid transmission mainly comprises an engine and a plurality of motors, and has multiple modes of electric drive, serial connection, parallel connection and the like.

At present, the use proportion of the double-motor series-parallel hybrid transmission continuously rises, the double-motor series-parallel hybrid transmission on the market is mainly single-stage speed reduction, the multi-stage speed reduction of the double-motor series-parallel hybrid transmission is also increasing year by year, the multi-stage speed reduction of the double-motor series-parallel hybrid transmission is provided with a plurality of gear speed ratios, the interval and gradient of the speed ratios of all the gears can be more reasonably distributed, the working intervention of the motor can better exert the economic fuel of the vehicle, the highest rotating speed requirement of the motor is obviously reduced relative to the single-stage speed reduction hybrid motor, the rotating speed range of the motor is equivalent to the rotating speed range of the engine, the noise of the whole vehicle is obviously reduced, meanwhile, the power performance of the whole vehicle is improved by the intervention of the plurality of gear ratios, and the driving power requirement of a driver is met.

However, the existing double-motor hybrid transmission has the disadvantages of more neutron parts, complex structure, long axial dimension and large occupied space for whole vehicle arrangement.

Therefore, there is a need to design a hybrid power transmission system and a vehicle that reduce the axial dimension of the transmission system while ensuring a multi-step gear to solve the above-described problems.

Disclosure of Invention

In view of the shortcomings of the prior art, the invention provides a hybrid power transmission system and a vehicle, which realize four-speed automatic speed change through the mutual linkage of a double clutch mechanism and a double planetary gear train, so as to solve the technical problem that the transmission of the hybrid power transmission system in the prior art is difficult to consider both axial size and multi-speed gears.

To achieve the above and other related objects, the present invention provides a hybrid power transmission system including: powertrain, and transmission.

Wherein a transmission is connected with an input shaft of the power system, the transmission comprising: the transmission comprises a transmission input shaft, a double clutch mechanism, a first planetary gear train, a second planetary gear train and an output shaft.

The transmission input shaft is coaxially connected with the power system, the double-clutch mechanism is coaxially arranged on the transmission input shaft, and the double-clutch mechanism comprises a first clutch and a second clutch; the first planetary gear train is coaxially connected with the second clutch; the second planetary gear train is coaxially connected with the first clutch; the output shaft is coaxially connected with a second planet carrier of the second planetary gear system.

And the first planet carrier of the first planetary gear train is connected with the second outer gear ring of the second planetary gear train, the first outer gear ring of the first planetary gear train is connected with the second planet carrier of the second planetary gear train, a first brake is arranged on a transmission member which is not connected with the second clutch in one type of the first planetary gear train, and a second brake is arranged on a transmission member which is not connected with the first clutch in the other type of the second planetary gear train.

In one example of the present invention, the clutch output shafts of the first and second clutches are connected with different types of transmission members in the second and first planetary gear sets, respectively.

In one example of the present invention, the clutch output shaft of the first clutch is connected to the second sun gear of the second planetary gear train, and the clutch output shaft of the second clutch is connected to the first carrier of the first planetary gear train.

In an example of the present invention, a first brake is connected to a first sun gear of the first planetary gear train, and a second brake is connected to a second outer ring gear of the second planetary gear train.

In an example of the present invention, a one-way clutch is provided on the connecting member between the first carrier and the second external ring gear.

In an example of the present invention, the first clutch and the second clutch are coaxially disposed, and the first clutch is disposed overlapping radially inward of the second clutch.

In one example of the present invention, the power system includes: the input shaft is connected with the engine; the upper rotor of the first motor is coaxially connected with the input shaft; one end of the power clutch is coaxially connected with the input shaft, and the other end of the power clutch is coaxially connected with the variable speed input shaft; the upper rotor of the second motor is coaxially connected with the variable speed input shaft; the rotors of the first motor and the second motor are respectively arranged at two ends of the shaft of the power clutch.

In one example of the present invention, the power system further includes a damper coupled to the input shaft.

In an example of the present invention, the first motor and the second motor are electrically connected to a battery, respectively, and the hybrid transmission system has at least one of the following operation modes:

the motor driving mode is that the power clutch is in a separation state, the engine and the first motor are in a stop state, the battery discharges to drive the second motor to work, and the transmission is in a working state;

in a series mode, the power clutch is in a separation state, the engine works to drive the first motor to work and charge the battery through the first motor, the battery discharges to drive the second motor to work, and the transmission is in a working state;

the parallel mode is characterized in that the power clutch is in a closed state, the first motor is stopped, the engine works and transmits power to the rotor of the second motor through the rotor of the first motor and the power clutch, meanwhile, the battery discharges to drive the second motor to work, and the transmission is in a working state;

the full-drive mode is that the power clutch is in a closed state, the engine works and transmits power to the rotor of the second motor through the rotor of the first motor and the power clutch, meanwhile, the battery discharges to drive the first motor and the second motor to work, and the transmission is in a working state;

a charging mode in which the power clutch is in a closed state, the second motor is stopped, the engine works to drive the rotor of the first motor to rotate so as to charge the battery through the first motor, and meanwhile, the engine transmits power to the transmission through the rotor of the first motor, the power clutch and the rotor of the second motor, and the transmission is in a working state;

an idle charging mode in which the power clutch is in a disengaged state, the second motor and the transmission are in a stopped state, and the engine operates to drive the rotor of the first motor to rotate so as to charge the battery through the first motor;

and in an energy recovery mode, the power clutch is in a separation state, the engine and the first motor are in a stop state, and the transmission works and rotates to drive the rotor of the second motor to rotate so as to charge the battery through the second motor.

In one example of the present invention, the hybrid power transmission system further includes a housing, the stators of the first and second electric motors are fixed to an inner wall of the housing, and the first and second brakes are fixed to the inner wall of the housing.

The invention also provides a vehicle provided with a hybrid drive train according to any one of the embodiments described above.

The invention relates to a hybrid power transmission system and a vehicle, which utilize a double clutch mechanism to separately drive a first planetary gear train and a second planetary gear train which are coaxial, and the connection relation of transmission components between the first planetary gear train and the second planetary gear train, and the transmission system can realize four forward gears and one reverse gear in seven energy flow working modes simultaneously through the combined control of a plurality of clutches and brakes.

The hybrid power transmission system has the advantages of simple structure, compact and reasonable internal space arrangement, high reliability and simple control, has seven energy flow working modes, four forward gears and one reverse gear, can adapt to more working conditions, improves the riding comfort and the fuel economy of a vehicle, realizes multiple speed ratios, improves the gear shifting flexibility, improves the power performance of the whole vehicle and meets the driving power requirement of a driver. Therefore, the invention effectively overcomes some practical problems in the prior art, thereby having high utilization value and use significance.

Drawings

In order to more clearly illustrate the embodiments of the invention or the technical solutions in the prior art, the drawings that are required in the embodiments or the description of the prior art will be briefly described, it being obvious that the drawings in the following description are only some embodiments of the invention, and that other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.

FIG. 1 is a schematic diagram illustrating a transmission relationship of a hybrid powertrain system according to an embodiment of the present invention.

FIG. 2 is a schematic diagram illustrating a transmission relationship of a hybrid powertrain system according to another embodiment of the present invention.

Description of element reference numerals

100. An engine; 200. an input shaft; 300. a transmission input shaft; 400. an output shaft; 500. a housing; 600. a first planetary gear train; EM1, a first motor; EM2, a second motor; s1, a first sun gear; z1, a first planet gear; r1, a first outer gear ring; p1, a first planet carrier; 700. a second planetary gear train; s2, a second sun gear; z2, a second planet wheel; r2, a second external gear ring; p2, a second planet carrier; TD1, a shock absorber; k0, a power clutch; c1, a first clutch; c2, a second clutch; b1, a first brake; b2, a second brake; f1, a one-way clutch.

Detailed Description

Other advantages and effects of the present invention will become apparent to those skilled in the art from the following disclosure, which describes the embodiments of the present invention with reference to specific examples. The invention may be practiced or carried out in other embodiments that depart from the specific details, and the details of the present description may be modified or varied from the spirit and scope of the present invention. It should be noted that the following embodiments and features in the embodiments may be combined with each other without conflict. It is also to be understood that the terminology used in the examples of the invention is for the purpose of describing particular embodiments only, and is not intended to limit the scope of the invention. The test methods in the following examples, in which specific conditions are not noted, are generally conducted under conventional conditions or under conditions recommended by the respective manufacturers.

It should be understood that the terms such as "upper," "lower," "left," "right," "middle," and "a" and the like are used in this specification for descriptive purposes only and not for purposes of limitation, and that the invention may be practiced without materially departing from the novel teachings and without departing from the scope of the invention.

Referring to fig. 1 and 2, the present invention provides a hybrid power transmission system and a vehicle, in which a dual clutch mechanism is used to mutually link with a dual planetary gear train, so as to realize smooth gear shifting of a fourth forward gear and a reverse gear of the transmission system by adjusting the closing and separating of a first clutch and/or a second clutch and a driving member and a driven member in the dual planetary gear train, thereby effectively improving riding comfort, gear shifting flexibility and fuel economy of the loaded hybrid vehicle.

Referring to fig. 1 and 2, the hybrid powertrain includes a powertrain, a transmission, and a housing 500. The power system and the transmission are arranged in the shell 500, the power system is a hybrid power system, and the power system is coaxially connected with the transmission to realize multi-gear arrangement and switching under a multi-hybrid energy flow mode.

As shown in fig. 1 and 2, the powertrain includes an input shaft 200, a first electric machine EM1, a second electric machine EM2, and a power clutch K0.

As shown in fig. 1 and 2, in the power system, one end of the input shaft 200 in the axial direction is fixedly connected with the output shaft of the engine 100, and the rotor of the first electric machine EM1, the power clutch K0, and the rotor of the second electric machine EM2 are sequentially coaxially arranged with the input shaft 200.

The power clutch K0 includes a first clutch portion and a second clutch portion that are disposed opposite to each other, where the first clutch portion and the second clutch portion transmit and isolate axial power through closing and separating, the first clutch portion of the power clutch K0 is fixedly connected to the other end of the input shaft 200 in the axial direction, and the second clutch portion of the power clutch K0 is fixedly connected to one end of the transmission input shaft 300 in the axial direction. The rotors of the first motor EM1 and the second motor EM2 are respectively disposed at the front and rear ends of the power clutch K0, and specifically, the first motor EM1 and the second motor EM2 are respectively electrically connected with the battery, that is, the battery is respectively connected with the first motor EM1 and the second motor EM2 through electric wires. The battery is installed outside the shell 500, the first motor EM1 and the second motor EM2 are arranged in the shell 500, the stator of the first motor EM1 is fixedly connected with the inner wall of the shell 500, the rotor of the first motor EM1 is circumferentially arranged in the shell 500, the rotor of the first motor EM1 is axially and in bonding connection with the input shaft 200 at the front end of the first clutch part of the power clutch K0, the stator of the second motor EM2 is fixedly connected with the inner wall of the shell 500, and the rotor of the second motor EM2 is circumferentially arranged in the shell 500 and is circumferentially connected with the second clutch part of the power clutch K0 so as to ensure the axial position of the second clutch part in the shell 500. In addition, the PCM circuit protection module is arranged on the battery, so that the stability and the safety of the battery are ensured. The PCM circuit protection module is connected with a controller of the vehicle, and the controller of the vehicle can control the charge and discharge of the battery through the circuit protection module. The charge and discharge between the battery and the first motor EM1 and the charge and discharge between the battery and the second motor EM2 can be independently carried out, and the power system drives the hybrid power transmission system to form various working modes through the on-off control of the first motor EM1 and the second motor EM2 and the clutch control of the power clutch K0.

As shown in fig. 1 and 2, the transmission includes a transmission input shaft 300, a dual clutch mechanism, a first brake B1, a second brake B2, a one-way clutch F1, a first planetary gear train Z1, a second planetary gear train Z2, and an output shaft 400. One end of the transmission input shaft 300 is connected to the second clutch part of the power clutch K0 along the axial direction, the other end of the transmission input shaft 300 is connected to a double clutch mechanism along the axial direction, a first clutch C1, a second clutch C2, a first planetary gear system Z1, a second planetary gear system Z2 and an output shaft 400 of the double clutch mechanism are coaxially arranged with the transmission input shaft 300, the rear end of the output shaft 400 is also connected with a differential mechanism in a transmission way, and wheels are connected to the differential mechanism in a transmission way.

A dual clutch mechanism is provided on the transmission input shaft 300, the dual clutch mechanism including a first clutch C1 and a second clutch C2 coaxially provided, wherein the first clutch C1 and the second clutch C2 are selectively rotatable coaxially with the transmission input shaft 300 by adjusting a closed or open state of the first clutch C1 and the second clutch C2.

Note that, in the dual clutch mechanism, the coaxial arrangement of the first clutch C1 and the second clutch C2 is not limited, and for example, as shown in fig. 1, in an embodiment, the first clutch C1 and the second clutch C2 are arranged coaxially and simultaneously overlap in the radial direction, and the first clutch C1 is arranged overlapping in the radial direction inside the second clutch C2.

The first planetary gear train Z1 and the second planetary gear train Z2 are coaxially arranged in order, the transmission member of the first planetary gear train Z1 includes a first sun gear S1, a first planetary gear Z1, a first carrier P1 and a first external gear R1, and the transmission member of the second planetary gear train Z2 includes a second sun gear S2, a second planetary gear Z2, a second carrier P2 and a second external gear R2. The first planetary gear train Z1 is coaxially connected to the second clutch C2 through a transmission member of one type, and the second planetary gear train Z2 is coaxially connected to the first clutch C1 through a transmission member of another type. Meanwhile, the first planetary gear train Z1 and the second planetary gear train Z2 realize variable speed transmission with different speed ratios by utilizing transmission connection among transmission members of different types, wherein a first planet carrier P1 of the first planetary gear train Z1 is connected with a second external gear R2 of the second planetary gear train Z2, and a first external gear R1 of the first planetary gear train Z1 is connected with a second planet carrier P2 of the second planetary gear train Z2. The second carrier P2 is also coaxially connected to the output shaft 400 as a transmission output of the transmission.

In order to further set a plurality of switchable gears with different speed ratios, a first brake B1 is arranged on a transmission member of one type of the first planetary gear train Z1, which is not connected with the second clutch C2, and a second brake B2 is arranged on a transmission member of the other type of the second planetary gear train Z2, which is not connected with the first clutch C1.

In the hybrid power transmission system, a power clutch K0 is combined with control of charge and discharge states of an engine 100, a first motor EM1, a second motor EM2 and a battery to realize seven energy flow working modes of the power system, and simultaneously a double clutch mechanism and a brake are used for controlling a first planetary gear train Z1 and a second planetary gear train Z2 in a combined mode to realize multi-gear setting and switching in the seven energy flow working modes.

As shown in fig. 1 and 2, in some embodiments, a transmission input shaft 300, a dual clutch mechanism, a first planetary gear train Z1, a second planetary gear train Z2, and an output shaft 400 of the transmission are coaxially disposed in sequence. In the first planetary gear system Z1, the first sun gear S1 and the dual clutch mechanism are coaxially disposed, the first outer gear ring R1 is sleeved outside the first sun gear S1, the first planetary gear Z1 is rotatably mounted on the first planet carrier P1 and is engaged between the first sun gear S1 and the first outer gear ring R1, and the first planet carrier P1 is coaxially connected with the second clutch C2, for example, is sleeved on the output shaft 400 of the second clutch C2. In the second planetary gear system Z2, the second sun gear S2 is coaxially connected with the first clutch C1, for example, is sleeved on the output shaft 400 of the first clutch C1, the second external gear ring R2 is sleeved outside the second sun gear S2, the second planetary gear Z2 is rotatably mounted on the second planet carrier P2, the second planetary gear Z2 is located between the second sun gear S2 and the second external gear ring R2 and is meshed with the second sun gear S2 and the second external gear ring R2, and the second planet carrier P2 is coaxially connected with the output shaft 400 as a transmission output end of the transmission.

Meanwhile, between the first planetary gear train Z1 and the second planetary gear train Z2, the first carrier P1 of the first planetary gear train Z1 is connected with the second external ring gear R2 of the second planetary gear train Z2, and the first external ring gear R1 of the first planetary gear train Z1 is connected with the second carrier P2 of the second planetary gear train Z2.

The transmission further includes a first brake B1, a second brake B2, and a one-way clutch F1 for controlling a driving relationship between the first planetary gear train Z1 and the second planetary gear train Z2. The first brake B1 is fixed on the inner wall of the shell 500 and connected with the first sun gear S1, and the first brake B1 regulates and brakes the rotation of the first sun gear S1 in the transmission; a second brake B2 is fixed on the inner wall of the housing 500 and connected with the second external gear ring R2, the second brake B2 regulating and braking the rotation of the second external gear ring R2 in the transmission; the one-way clutch F1 is provided on the connecting member of the first carrier P1 and the second ring gear R2 to control the power transmission between the first carrier P1 and the second ring gear R2, and to control the communication or interruption of both as necessary.

The first brake B1, the second brake B2, the first clutch C1, the second clutch C2, and the one-way clutch F1 are all connected to a controller of the vehicle. As shown in table 1, the controller of the vehicle can realize a multi-speed shift by controlling the closing and opening of the first brake B1, the second brake B2, the first clutch C1, the second clutch C2, and the one-way clutch F1. As shown in table 1, the transmission has four forward gears and one reverse gear. Wherein the D1 gear is a first forward gear, the D2 gear is a second forward gear, the D3 gear is a third forward gear, the D4 gear is a fourth forward gear, and the R gear is a reverse gear; the speed ratio is the ratio between the rotational speed of the input shaft 200 and the rotational speed of the output shaft 400.

As shown in fig. 1 and table 1, when in D1 gear, the first clutch C1 and the one-way clutch F1 are controlled to be in a closed state, and the first brake B1 and the second clutch C2 are controlled to be in a disengaged state. In the D1 gear state, the first clutch C1 is connected to the transmission input shaft 300 to drive the second sun gear S2 of the second planetary gear system Z2 to rotate, the second sun gear S2 further drives the second planet gear Z2 and the second planet carrier P2 to rotate, the one-way clutch F1 is closed to block the power backflow between the first planetary gear system and the second planetary gear system, so that the second planet carrier P2 maintains the driven rotation speed in the second planetary gear system Z2, and the final output shaft 400 and the second planet carrier P2 also rotate to output at the same speed ratio.

As shown in fig. 1 and table 1, in the D2 range, the first clutch C1 and the first brake B1 are in the closed state, and the second clutch C2, the second brake B2 and the one-way clutch F1 are in the disengaged state. In the D2 gear state, the first clutch C1 is connected to the transmission input shaft 300 to drive the second sun gear S2 of the second planetary gear system Z2 to rotate, the second sun gear S2 rotates to drive the second planet gear Z2 and the second planet carrier P2 to rotate, the second planet carrier P2 rotates to drive the first external gear R1 coaxially connected to rotate, at this time, the first brake B1 is closed to fix the first sun gear S1, so that the first planet gear Z1 and the first planet carrier P1 are driven by the first external gear R1 to react the power flow on the second external gear R2 through the connecting member, and further reduce the rotation speed of the second planet carrier P2, and finally, the output shaft 400 and the second planet carrier P2 rotate together to output at a speed ratio lower than that of the D1 gear.

As shown in fig. 1 and table 1, in the D3 range, the first clutch C1 and the second clutch C2 are in the closed state, and the first brake B1, the second brake B2, and the one-way clutch F1 are in the disengaged state. In the D3 gear state, the first clutch C1 and the second clutch C2 are connected to the transmission input shaft 300 to simultaneously drive the second sun gear S2 of the second planetary gear system and the first carrier P1 of the first planetary gear system Z1 to rotate, and since the first brake B1, the second brake B2 and the one-way brake are all in a separated state, the rotation speeds of the transmission members of the first planetary gear system Z1 and the second planetary gear system Z2 converge under the interaction, so that the output shaft 400, the second carrier P2 and the first carrier P1 rotate at the same speed ratio as the input shaft 200.

As shown in fig. 1 and table 1, in the D4 range, the first brake B1 and the second clutch C2 are in the closed state, and the first clutch C1, the second brake B2 and the one-way clutch F1 are in the disengaged state. In the D4 state, the second clutch C2 is connected to the transmission input shaft 300 to drive the first carrier P1 of the first planetary gear train Z1 to rotate, the first carrier P1 rotates to drive the first planetary gear Z1 and the second external ring gear R2 connected to the first planetary gear Z1 to rotate at the same time, at this time, the first brake B1 is closed to fix the first sun gear S1, the first external ring gear R1 is driven by the first planetary gear Z1 to react the power flow to the second carrier P2 through the connecting member, and since all the transmission members of the second planetary gear train Z2 are not braked, the driven second carrier P2 rotates at a lower speed than the first carrier P1 under the interaction with the second external ring gear R2, so that the output shaft 400 also rotates with the second carrier P2 at a lower speed than the input shaft 200.

As shown in fig. 1 and table 1, in the R range, the first clutch C1 and the second brake B2 are in a closed state, and the first brake B1, the second clutch C2, and the one-way clutch F1 are in a disengaged state. In the R gear state, the first clutch C1 is connected to the transmission input shaft 300 to drive the second sun gear S2 of the second planetary gear train Z2 to rotate, and the second brake B2 is closed to fix the second external gear ring R2, so that the second sun gear S2 rotates to drive the second planet gear Z2 and the second planet carrier P2 to reversely rotate, so as to realize reverse gear output of the output shaft 400.

Table 1 table of operating states of clutches and brakes for respective gear positions in transmission

Gear position

K0

C1

C2

B1

B2

F1

Speed ratio

D1

○

●

○

●

3.538

D2

○

●

1.888

D3

○

●

1.000

D4

○

●

0.650

REV

○

●

3.538

(wherein ∈ is in the closed state, ∈ is selectively closed.)

According to the hybrid power transmission system, the first clutch C1, the second clutch C2, the first brake B1, the second brake B2 and the one-way clutch F1 are controlled to be separated and closed, so that the arrangement of four forward gears and one reverse gear is realized under the condition that only two rows of planetary gear trains are arranged in the transmission, multi-gear speed change is provided, the power performance and the gear shifting flexibility of the whole vehicle are improved, and meanwhile, the structure of the transmission is more reasonable and compact.

As shown in fig. 1, in some embodiments, the power system further includes a damper TD1, and the damper TD1 may be disposed at a front end of the first motor EM1 rotor and connected to the input shaft 200, or between the first motor EM1 rotor and the second motor EM2 rotor. For example, in an example, the damper TD1 is disposed at the front end of the rotor of the first motor EM1, the damper TD1 is located outside the housing 500, a connection shaft is connected between the damper TD1 and the rotor of the first motor EM1, the connection shaft is coaxially disposed with the input shaft 200, and the connection shaft may form a spline connection or a single-key connection with the rotor of the first motor EM1, which is convenient to install. The shock absorber TD1 may separate the engine 100, the first motor EM1 and the second motor EM2, so that vibrations generated during operation of the engine 100, the first motor EM1 and the second motor EM2 may not overlap with each other, thereby improving operational stability of the transmission system and reducing vibration noise.

In the above embodiment, the damper is a torsion damper that is directly available in the market, and the specific structure thereof is not described in detail.

In addition, the engine 100 and the power clutch K0 are also connected to a controller of the vehicle, which is capable of controlling the operating states of the engine 100 and the motor, and of controlling the closing and opening of the power clutch K0. In some embodiments, the hybrid powertrain of the vehicle has seven modes of operation depending on the operating conditions of the various components of the hybrid powertrain: a motor Drive mode [ Electric Drive mode ], a series mode [ Series Hybrid Mode mode ], a parallel mode [ Parallel Hybrid Drive mode ], a full Drive mode [ All Power Drive mode ], a Charging mode [ Charging mode ], an idle Charging mode [ idle Charging mode ], an Energy Recovery mode [ Energy Recovery mode ].

In table 2, the power electric discharge means that the battery discharge delivers electric energy to the first electric machine EM1 or/and the second electric machine EM 2; the battery charging means that the first motor EM1 or/and the second motor EM2 transmits electric energy to the battery; engine 100 is stopped means that engine 100 does not operate and does not output kinetic energy, i.e., input shaft 200 to which engine 100 is connected does not rotate; engine 100 operation refers to engine 100 outputting kinetic energy, i.e., engine 100 coupled input shaft 200 rotating; the first motor EM1 is stopped, which means that the first motor EM1 is not energized or does not generate electric energy, i.e. no electric energy is transmitted between the battery and the first motor EM 1; the first motor EM1 works, namely the first motor EM1 is electrified or generates electric energy, namely electric energy is transmitted between the battery and the first motor EM 1; the second motor EM2 is stopped, which means that the second motor EM2 is not energized or does not generate electric energy, i.e. no electric energy is transmitted between the battery and the second motor EM 2; the second motor EM2 works, namely the second motor EM2 is electrified or generates electric energy, namely electric energy is transmitted between the battery and the second motor EM 2; transmission operation refers to the transfer of power between transmission input shaft 300 and output shaft 400; transmission shutdown refers to no power transfer between the transmission input shaft 300 and output shaft 400.

As shown in table 2, the 1 st operation mode is a motor driving mode, at this time, the power clutch K0 is in a disengaged state, the motor 100 and the first motor EM1 are in a stopped state, the battery discharges the second motor EM2 to operate the second motor EM2, and the transmission is in an operating state. The running power of the vehicle is derived from the second motor EM2, and the battery supplies electric energy to the second motor EM2, so that the rotor of the second motor EM2 rotates and drives wheels to rotate through the transmission. The device is suitable for running at medium and low speeds with sufficient battery power, and can be used for other suitable working conditions.

As shown in table 2, the 2 nd operation mode is a series mode, at this time, the power clutch K0 is in a disengaged state, the engine 100 is operated to operate the first motor EM1 and charge the battery 1 through the first motor EM1, the battery discharges the second motor EM2 to operate the second motor EM2, and the transmission is in an operation state. The running power of the vehicle is derived from the second motor EM2, the engine 100 drives the rotor of the first motor EM1 to rotate, the first motor EM1 serves as a generator and charges a battery, the battery supplies electric energy to the second motor EM2, and the rotor of the second motor EM2 rotates and drives wheels to rotate through a transmission. The device is suitable for running at medium and low speeds and under the condition of insufficient battery power, and can be used for other suitable working conditions.

As shown in table 2, the 3 rd operation mode is the parallel mode, the power clutch K0 is in the closed state, the first electric machine EM1 is stopped, the engine 100 is operated and transmits power to the rotor of the second electric machine EM2 through the rotor of the first electric machine EM1 and the power clutch K0, and simultaneously the battery discharges the second electric machine EM2 to operate the second electric machine EM2, and the transmission is in the operation state. The running power of the vehicle is derived from the engine 100 and the second motor EM2, the engine 100 sequentially drives the rotor of the first motor EM1 and the rotor of the second motor EM2 to rotate, meanwhile, the battery supplies electric energy to the second motor EM2, the battery also drives the rotor of the second motor EM2 to rotate, and the driving force is superposed on the rotor of the second motor EM2 and drives wheels to rotate through the transmission. The device is suitable for running at high speed with sufficient battery power, and can be used for other suitable working conditions.

As shown in table 2, the 4 th operation mode is the full drive mode, the power clutch K0 is in the closed state, the engine 100 is operated and transmits power to the rotor of the second motor EM2 through the rotor of the first motor EM1 and the power clutch K0, and simultaneously the battery discharges the first motor EM1 and the second motor EM2 to operate the first motor EM1 and the second motor EM2, and the transmission is in the operation state. The running power of the vehicle is derived from the engine 100, the first motor EM1 and the second motor EM2, the engine 100 sequentially drives the rotor of the first motor EM1 and the rotor of the second motor EM2 to rotate, meanwhile, the battery supplies electric energy to the first motor EM1 and the second motor EM2, the battery drives the rotor of the first motor EM1 and the rotor of the second motor EM2 to rotate, and the driving force is superposed on the rotor of the second motor EM2 and drives wheels to rotate through the transmission. The device is suitable for the condition of sufficient battery power and acceleration running, and can be used for other suitable working conditions.

As shown in table 2, the 5 th operation mode is the charging mode, the power clutch K0 is in the closed state, the second electric machine EM2 is stopped, the engine 100 is operated to operate the first electric machine EM1 and charge the battery through the first electric machine EM1, and simultaneously the engine 100 transmits power to the transmission through the rotor of the first electric machine EM1, the power clutch K0 and the rotor of the second electric machine EM2, and the transmission is in the operation state. The running power of the vehicle is derived from the engine 100, the engine 100 sequentially drives the rotor of the first motor EM1 and the rotor of the second motor EM2 to rotate, the rotor of the second motor EM2 rotates and the wheels are driven to rotate through the transmission, and at the same time, the first motor EM1 is used as a generator and charges the battery. The device is suitable for running at high speed under the condition of insufficient battery power, and can be used for other suitable working conditions.

As shown in table 2, the 6 th operation mode is the idle charge mode, the power clutch K0 is in a disengaged state, the second electric machine EM2 and the transmission are in a stopped state, and the engine 100 operates to operate the first electric machine EM1 and charge the battery through the first electric machine EM 1. At this time, the vehicle is in neutral, and the engine 100 drives the first electric machine EM1 to rotate, and the first electric machine EM1 functions as a generator and charges the battery. The battery charging device is suitable for charging the battery in traffic lights such as parking or temporary standby parking, reduces energy waste, and can be used for other suitable working conditions.

As shown in table 2, the 7 th operation mode is the energy recovery mode, the power clutch K0 is in a disengaged state, the engine 100 and the first electric machine EM1 are in a stopped state, and the transmission is operated to operate the second electric machine EM2 and charge the battery through the second electric machine EM 2. At this time, the wheel rotation reversely drives the transmission to work, the transmission work reversely drives the rotor of the second motor EM2 to rotate, and the second motor EM2 is used as a generator and charges a battery. The device is suitable for the downhill of the vehicle and can be used for other suitable working conditions.

Table 2 table of the operating states of the various components of the transmission in the seven operating modes

In the hybrid power transmission system, the power system drives the transmission system to form a plurality of working modes through the power on-off control of the first motor EM1 and the second motor EM2 and the clutch control of the power clutch K0, the moment of abrupt change of power and motion is the moment in the process of switching the working modes, and meanwhile, the shock absorber and the buffer are arranged between power sources, and the influence among the engine 100, the first motor EM1 and the second motor EM2 is reduced when the power and the motion are abrupt change is carried out, so that the stability in the process of switching the working modes is improved.

In one embodiment of the present invention, the present invention also provides a vehicle having the hybrid powertrain system described in any one of the above embodiments mounted thereon.

The above embodiments are merely illustrative of the principles of the present invention and its effectiveness, and are not intended to limit the invention. Modifications and variations may be made to the above-described embodiments by those skilled in the art without departing from the spirit and scope of the invention. Accordingly, it is intended that all equivalent modifications and variations of the invention be covered by the claims, which are within the ordinary skill of the art, be within the spirit and scope of the present disclosure.

Claims

1. A hybrid powertrain system, comprising:

a power system;

a transmission coaxially connected with the powertrain, the transmission comprising:

a transmission input shaft coaxially connected with the powertrain;

a dual clutch mechanism coaxially disposed on the transmission input shaft, the dual clutch mechanism including a first clutch and a second clutch;

the first planetary gear train is coaxially connected with the second clutch;

the second planetary gear train is coaxially connected with the first clutch;

an output shaft coaxially connected with a second carrier of the second planetary gear train;

the first planetary gear system comprises a first planetary gear system, a second planetary gear system, a first external gear system and a second planetary gear system, wherein the first planetary gear system is connected with the second external gear system of the second planetary gear system, the first external gear system of the first planetary gear system is connected with the second planetary gear system, a first brake is arranged on a transmission member which is not connected with the second clutch in one type of the first planetary gear system, and a second brake is arranged on a transmission member which is not connected with the first clutch in the other type of the second planetary gear system.

2. A hybrid powertrain system according to claim 1, wherein the clutch output shafts of the first and second clutches are connected to different types of transmission members in the second and first planetary gear sets, respectively.

3. The hybrid powertrain system of claim 2, wherein the clutch output shaft of the first clutch is coupled to the second sun gear of the second planetary gear set and the clutch output shaft of the second clutch is coupled to the first carrier of the first planetary gear set.

4. The hybrid powertrain system of claim 1, wherein a first brake is coupled to a first sun gear of the first planetary gear train and a second brake is coupled to a second outer ring gear of the second planetary gear train.

5. The hybrid powertrain system of claim 4, wherein a one-way clutch is disposed on the connecting member between the first carrier and the second outer ring gear.

6. The hybrid powertrain system of claim 1, wherein the first clutch and the second clutch are coaxially disposed, and wherein the first clutch is disposed overlapping radially inward of the second clutch.

7. The hybrid powertrain system of claim 1, wherein the powertrain system comprises:

an input shaft connected to an engine;

the upper rotor of the first motor is coaxially connected with the input shaft;

one end of the power clutch is coaxially connected with the input shaft, and the other end of the power clutch is coaxially connected with the variable speed input shaft; the upper rotor of the second motor is coaxially connected with the variable speed input shaft;

the rotors of the first motor and the second motor are respectively arranged at two ends of the shaft of the power clutch.

8. The hybrid powertrain system of claim 7, further comprising a shock absorber coupled to the input shaft.

9. The hybrid powertrain system of claim 7, wherein the first and second electric machines are each electrically connected to a battery, the hybrid powertrain system having at least one of the following modes of operation:

10. The hybrid powertrain system of claim 7, further comprising a housing, wherein the stators of the first and second electric machines are secured to the inner wall of the housing, and wherein the first and second brakes are secured to the inner wall of the housing.

11. A vehicle comprising the hybrid powertrain of any one of claims 1 to 10.