CN218805201U - Hybrid Systems and Vehicles - Google Patents

Abstract

The application discloses a hybrid power system and a vehicle, wherein the hybrid power system comprises an engine, a generator, a first clutch, a double clutch and a driving motor, the generator is connected with an input shaft of the engine, a driving end of the first clutch is connected with the input shaft, a driven end of the first clutch is connected with a middle shaft, the double clutch comprises a second clutch and a third clutch, the second clutch and the third clutch are respectively connected with the middle shaft, the driving motor is connected with a first motor shaft, a first gear and a second gear are arranged on the first motor shaft, the first gear is connected with the second clutch, and the second gear is connected with the third clutch; the hybrid power system realizes the switching of two gears of the driving motor through the double clutches, and improves the dynamic property and the economical efficiency of the whole vehicle; the size and the cost of the driving motor are reduced, and the compactness of the whole system is improved; the gear shifting is realized through the double clutches, the gear shifting process is free of power interruption, and the gear shifting comfort is improved.

Description

Hybrid Powertrains and Vehicles

Technical Field

The present application relates to the field of vehicle control technology, and in particular to a hybrid power system and a vehicle.

Background Art

Common hybrid vehicles have an engine and a drive motor, and their power system involves the integrated design and layout of the engine and the drive motor. The power system of existing hybrid vehicles is generally complex in structure and occupies a large space. In addition, the pure electric drive mode in the current common hybrid system generally adopts a single gear structure, which limits the power and economy of the whole vehicle.

It can be seen that the existing technology still needs to be improved and enhanced.

Utility Model Content

In view of the above-mentioned deficiencies in the prior art, the purpose of the present application is to provide a hybrid power system and a vehicle, aiming to simplify the structure of the existing hybrid power system, realize a driving mode with more than two gears of the driving motor, and improve the power and economy of the system.

In order to achieve the above objectives, this application adopts the following technical solutions:

The present application discloses a hybrid power system, comprising:

engine;

a generator connected to the input shaft of the engine;

a first clutch, wherein an active end of the first clutch is connected to the input shaft, and a driven end of the first clutch is connected to an intermediate shaft;

A dual clutch, comprising a second clutch and a third clutch, wherein the second clutch and the third clutch are respectively connected to the intermediate shaft;

The driving motor is connected to a first motor shaft, on which a first gear and a second gear are arranged, the first gear is connected to the second clutch, and the second gear is connected to the third clutch to form two different transmission ratios of the driving motor.

In some embodiments of the present application, the active ends of the second clutch and the third clutch are connected together and connected to the intermediate shaft;

The driven end of the second clutch is connected to a first connecting shaft, the first connecting shaft is provided with a third gear, the third gear is meshed with the first gear, forming a first gear position of the driving motor;

The driven end of the third clutch is connected to a second connecting shaft, a fourth gear is arranged on the second connecting shaft, and the fourth gear is meshed with the second gear to form a second gear position of the driving motor.

In some embodiments of the present application, the first connecting shaft and the second connecting shaft are hollow shafts, the intermediate shaft is arranged parallel to the input shaft, the second connecting shaft is loosely sleeved on the intermediate shaft, and the first connecting shaft is loosely sleeved on the second connecting shaft.

In some embodiments of the present application, a fifth gear is also connected to the intermediate shaft, a third connecting shaft is connected to the driven end of the first clutch, a sixth gear is connected to the third connecting shaft, and the sixth gear is meshed with the fifth gear.

In some embodiments of the present application, the hybrid power system further includes a differential, the differential is connected to a seventh gear, the seventh gear is meshed with the fifth gear, and the seventh gear is coplanar with the fifth gear and the sixth gear.

In some embodiments of the present application, an eighth gear is provided at one end of the input shaft away from the engine; the generator is connected to a second motor shaft, a ninth gear is connected to the second motor shaft, and the ninth gear is meshed with the eighth gear.

In some embodiments of the present application, the third connecting shaft connected to the driven end of the first clutch is loosely mounted on the input shaft.

In some embodiments of the present application, an eighth gear is connected to the input shaft, the eighth gear is arranged between the engine and the first clutch, the generator is connected to a second motor shaft, a ninth gear is connected to the second motor shaft, and the ninth gear is meshed with the eighth gear.

In some embodiments of the present application, the hybrid power system further includes a shock absorber, which is connected to the input shaft and disposed between the engine and the first clutch.

On the other hand, the present application also provides a vehicle, comprising a hybrid power system as described in any one of the above items.

Beneficial effects:

The hybrid power system provided in the present application is connected with the first gear and the second gear on the first motor shaft of the drive motor through a dual clutch, so that the drive motor can achieve two gears, providing a wider speed ratio selection range, so that the drive motor can operate more reasonably in a high efficiency range, improving the power and economy of the whole vehicle, and at the same time reducing the size and cost of the drive motor; in addition, the gear shifting of the drive motor is achieved by the dual clutch, and there is no power interruption during the gear shifting process, which improves the comfort of the gear shifting; compared with the gear shifting using a synchronizer and a shifting mechanism, problems such as gear hitting during gear shifting are avoided, and the structure of the system is simplified, the compactness of the structure is improved, and the existing hybrid vehicles and their powertrains are large in size and space and complex in structure; the dual clutch is arranged on the intermediate shaft, which is more convenient for the arrangement of the dual clutch and shaft teeth.

The vehicle provided by the present application includes the above hybrid power system and has all the advantages described above for the above hybrid power system.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic diagram of the structure of a hybrid power system provided in one embodiment of the present application.

FIG. 2 is a schematic structural diagram of a hybrid power system provided in another embodiment of the present application.

FIG. 3 is a flow chart of a control method of a hybrid power system provided in one embodiment of the present application.

FIG. 4 is a power transmission route diagram of a hybrid power system in an idle power generation mode provided in an embodiment of the present application.

FIG5 is a power transmission route diagram of a hybrid power system in a pure electric first gear driving mode provided in an embodiment of the present application.

FIG6 is a power transmission route diagram of a hybrid power system in a pure electric second gear driving mode provided in an embodiment of the present application.

FIG. 7 is a power transmission diagram of a hybrid power system in a series first gear driving mode provided by an embodiment of the present application.

FIG8 is a power transmission diagram of a hybrid power system in a series second-gear driving mode provided by an embodiment of the present application.

FIG9 is a power transmission diagram of a hybrid power system in a parallel first gear driving mode provided in an embodiment of the present application.

FIG. 10 is a power transmission route diagram of a hybrid power system in a parallel second-gear driving mode provided in an embodiment of the present application.

Explanation of main component symbols: 1. Engine; 11. Input shaft; 12. Eighth gear; 2. Generator; 21. Second motor shaft; 22. Ninth gear; 3. First clutch; 31. Third connecting shaft; 32. Sixth gear; 4. Intermediate shaft; 41. Fifth gear; 5. Double clutch; 51. Second clutch; 52. Third clutch; 53. First connecting shaft; 54. Third gear; 55. Second connecting shaft; 56. Fourth gear; 6. Drive motor; 61. First motor shaft; 62. First gear; 63. Second gear; 7. Differential; 71. Seventh gear; 8. Shock absorber.

DETAILED DESCRIPTION

The present application provides a hybrid power system and a vehicle. To make the purpose, technical solution and effect of the present application clearer and more specific, the present application is further described in detail with reference to the accompanying drawings and examples. It should be understood that the specific examples described here are only used to explain the present application and are not used to limit the present application.

In the description of the present application, it should be understood that the terms "upper", "lower", "left", "right", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, and a specific orientation structure and operation, and therefore, cannot be understood as a limitation on the present application. In addition, "first" and "second" are only for descriptive purposes, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Therefore, the features defined as "first" and "second" may explicitly or implicitly include one or more of the features. In the description of the present application, unless otherwise specified, "multiple" means two or more.

In the description of this application, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection, an electrical connection, or mutual communication; it can be a direct connection, or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to specific circumstances.

In hybrid vehicles, the power system involves the integrated design and layout of the engine, drive motor and some transmission structures. It is often complex in structure, occupies a large space, is difficult to arrange on the vehicle, and is also difficult to control the system. In addition, hybrid vehicles currently generally use a single gear setting, especially the power output end of the drive motor generally has only a single gear, and can only operate in one gear in pure electric mode. The drive motor cannot operate in the optimal working range, which limits the power and economy of the vehicle.

Example 1

Please refer to FIG. 1 . The present application provides a hybrid power system that does not require a synchronizer or a shift actuator and has a simple and compact structure and a high degree of integration.

The hybrid power system includes an engine 1, a first clutch 3, a dual clutch 5 and a drive motor 6. The dual clutch 5 controls the shifting of the drive motor 6 to achieve a two-speed shifting drive of the drive motor 6, and there is no power interruption during the shifting process.

The generator 2 is connected to the input shaft 11 of the engine 1 and is used to drive the engine 1 to start or charge the battery;

The active end of the first clutch 3 is connected to the input shaft 11, and the driven end of the first clutch 3 is connected to the intermediate shaft 4; the first clutch 3 controls the connection or disconnection between the engine 1 and the intermediate shaft 4, so that the hybrid system can achieve more working modes. For example, in the idle power generation mode, the first clutch 3 is disconnected, so that the power of the engine 1 is only used to drive the generator 2 to generate electricity. For another example, in the parallel drive mode, the first clutch 3 is connected to the intermediate shaft 4, so that part of the power of the engine 1 can be transmitted to the differential 7 through the fifth gear 41 connected to the intermediate shaft 4, and used for driving the vehicle.

The dual clutch 5 includes a second clutch 51 and a third clutch 52, which are connected to the intermediate shaft 4 respectively; the drive motor 6 is connected to the first motor shaft 61, and the first motor shaft 61 is provided with a first gear 62 and a second gear 63, the first gear 62 is connected to the second clutch 51, and the second gear 63 is connected to the third clutch 52, so as to form two different transmission ratios of the drive motor 6, that is, to form two different gears. The dual clutch 5 is connected to the intermediate shaft 4, and can be connected to the first gear 62 and the second gear 63 of the drive motor 6, so that the drive motor 6 can switch between two gears, greatly improving the power and economy of the whole system, while reducing the motor size and cost of the drive motor 6, improving the compactness of the whole system, and facilitating the layout of the position. In addition, arranging the dual clutch 5 on the intermediate shaft 4 is also more convenient for the arrangement of the dual clutch 5, and the connection between the dual clutch 5 and the first gear 62 and the second gear 63.

It is worth understanding that the transmission ratios between the first gear 62 and the first clutch 51 , and between the second gear 63 and the second clutch 52 are different. Therefore, two different transmission ratios of the drive motor 6 can be achieved, that is, two gears of the drive motor 6 are formed.

Gear shifting is achieved through the dual clutch 5, and there is no power interruption during the gear shifting process, and the gear shifting comfort is good; compared with the synchronizer, it has a larger torque capacity, the gear shifting is more convenient, and the gear-striking problem can be effectively avoided, and there is no need to set up a gear shifting mechanism specifically for operating the synchronizer.

As shown in FIG1 , further, the active ends of the second clutch 51 and the third clutch 52 are connected together and connected to the intermediate shaft 4; the driven end of the second clutch 51 is connected to the first connecting shaft 53, and the third gear 54 is provided on the first connecting shaft 53, and the third gear 54 is meshed with the first gear 62; the driven end of the third clutch 52 is connected to the second connecting shaft 55, and the fourth gear 56 is provided on the second connecting shaft 55, and the fourth gear 56 is meshed with the second gear 63. The first gear 62 and the second gear 63 are arranged on the first motor shaft 61 at intervals, and the first gear 62 and the third gear 54 form the first gear of the drive motor 6. When the second clutch 51 is engaged, the power of the drive motor 6 is transmitted from the first gear 62 to the third gear 54, and then transmitted to the drive wheel through the intermediate shaft 4 for driving the vehicle. The second gear 63 and the fourth gear 56 form the second gear of the drive motor 6. When the third clutch 52 is engaged, the power of the drive motor 6 is transmitted from the second gear 63 to the fourth gear 56, and then transmitted to the drive wheel through the intermediate shaft 4 for driving the vehicle.

For example, the first gear 61 and the second gear 62 are driving wheels, the third gear 54 and the fourth gear 55 are driven wheels, the number of teeth of the first gear 61 is less than the number of teeth of the second gear 62, and the number of teeth of the third gear 54 is more than the number of teeth of the fourth gear 55. In this way, the first gear 61 and the second gear 62 are respectively engaged or disconnected with the dual clutch 5 to form different transmission ratios, that is, to form two different gears.

Preferably, the first connecting shaft 53 and the second connecting shaft 55 are hollow shafts, the second connecting shaft 55 is hollowly sleeved on the intermediate shaft 4, the first connecting shaft 53 is hollowly sleeved on the second connecting shaft 55, and the intermediate shaft 4 is arranged parallel to the input shaft 11, so that the structure of the entire system is more compact and the overall size of the power hybrid system is reduced.

As shown in FIG1 , the intermediate shaft 4 is also connected to a fifth gear 41, the driven end of the first clutch 3 is connected to a third connecting shaft 31, the third connecting shaft 31 is connected to a sixth gear 32, and the sixth gear 32 is meshed with the fifth gear 41. When the first clutch 3 is engaged, the sixth gear 32 transmits part of the power of the engine 1 to the fifth gear 41, and then transmits it to the drive wheel for driving the vehicle. When the first clutch 3 is disconnected, the power of the engine 1 is only transmitted to the generator 2; in this way, different working modes can be achieved by controlling the engagement or disconnection of the first clutch 3.

As shown in FIG1 , the hybrid system further includes a differential 7, which is connected to a seventh gear 71, which meshes with the fifth gear 41, and is coplanar with the fifth gear 41 and the sixth gear 32; that is, one end of the fifth gear 41 meshes with the sixth gear 32, and the other end of the fifth gear 41 meshes with the seventh gear 71, which makes the layout more reasonable, improves the compactness of the hybrid system, and thus improves the space utilization rate in the vehicle. The differential 7 is connected to the drive wheels, and the power of the engine 1 and the drive motor 6 is coupled in the differential 7, and then transmitted to the drive wheels through the drive half shaft of the differential 7 to drive the vehicle.

As shown in FIG1 , in order to buffer and reduce vibration of the output of the engine 1, the hybrid system further includes a shock absorber 8, which is connected to the input shaft 11 and disposed between the engine 1 and the first clutch 3, so that the power transmitted from the engine 1 to the first clutch 3 or the generator 2 is more stable. Specifically, the shock absorber 8 is a torsional vibration damper or a dual mass flywheel.

As shown in FIG1 , an eighth gear 12 is provided at one end of the input shaft 11 away from the engine 1; the generator 2 is connected to the second motor shaft 21, and the second motor shaft 21 is connected to the ninth gear 22, which meshes with the eighth gear 12, and transmits the power of the engine 1 to the ninth gear 22 through the eighth gear 12, and then drives the generator 2 to generate electricity. When starting the engine 1, the generator 2 transmits the power to the eighth gear 12 through the ninth gear 22, and then starts the engine 1 through the input shaft 11. The power is transmitted between the engine 1 and the generator 2 through the eighth gear 12 and the ninth gear 22, so that the power transmission is smooth.

As shown in FIG. 1 , in order to further reduce the size of the hybrid power system and improve its compactness, the third connecting shaft 31 connected to the driven end of the first clutch 3 is loosely sleeved on the input shaft 11 , thereby optimizing the transmission path between the engine 1 and the differential 7 .

Example 2

As shown in FIG2 , the structure of the power hybrid system of this embodiment is different from that of the embodiment 1 in that an eighth gear 12 is connected to the input shaft 11, the eighth gear 12 is arranged between the engine 1 and the first clutch 3, the generator 2 is connected to the second motor shaft 21, the second motor shaft 21 is connected to the ninth gear 22, and the ninth gear 22 is meshed with the eighth gear 12; the transmission distance between the engine 1 and the generator 2 is shortened, the transmission efficiency between the engine 1 and the generator 2 is improved, and the power loss is reduced to a certain extent.

Furthermore, the eighth gear 12 is disposed between the shock absorber 8 and the first clutch 3 , and the shock absorber 8 buffers and reduces vibration of the power transmitted from the engine 1 to the generator 2 , so that the power can be smoothly transmitted to the generator 2 .

Example 3

As shown in FIG3 , the present application further provides a control method for a hybrid power system, which is applied to any of the hybrid power systems described above, and comprises the following steps:

Step S1. Obtain the battery power value, throttle opening value and vehicle speed value of the vehicle;

Step S2. Determine the working mode of the vehicle based on the vehicle battery power value, throttle opening value and vehicle speed value; specifically, determine the relationship between the vehicle battery power value and the first threshold value, the relationship between the throttle opening value and the second threshold value, and the relationship between the vehicle speed and the third threshold value, and determine the working mode of the vehicle based on the comparison results.

In the above, the first threshold is used to judge the battery level, the second threshold is used to judge the throttle opening, and the third threshold is used to judge the vehicle speed. This embodiment does not limit the value range of the first threshold, the second threshold and the third threshold, which can usually be freely set according to the specific control strategy. Under different control strategies, the values of the first threshold, the second threshold and the third threshold are not the same. After setting the first threshold, the second threshold and the third threshold, the relationship between the actual operating parameters of the system and the preset threshold can be automatically judged, and the various working modes can be automatically switched according to the judgment results.

Step S3. According to the working mode of the vehicle, control the working states of the engine 1, the generator 2 and the drive motor 6, and the on and off of the power transmission path where the first clutch 3, the second clutch 51 and the third clutch 52 are located, so as to realize automatic switching of different working modes, thereby effectively reducing fuel consumption and improving fuel economy.

Specifically, the working modes of the hybrid power system include idle power generation mode, pure electric first gear driving mode, pure electric second gear driving mode, series first gear driving mode, series second gear driving mode, parallel first gear driving mode and parallel second gear driving mode.

As shown in FIG4 , when the hybrid system is at idle speed and the battery power of the vehicle is lower than the first threshold, the first clutch 3, the second clutch 51 and the third clutch 52 are all controlled to be disengaged, the drive motor 6 does not work, the generator 2 is controlled to start the engine 1, and the started engine 1 is controlled to drive the generator 2 to generate electricity to charge the battery, and the vehicle enters the idle power generation mode. At this time, the power transmission route of the hybrid system is: engine 1→input shaft 11→eighth gear 12→ninth gear 22→second motor shaft 21→generator 2.

It should be noted that idling is a working state of a hybrid vehicle, which means that the engine is running in neutral. The speed of the engine when idling is called the idle speed. The idle speed can be adjusted by adjusting the size of the throttle, etc.

When the vehicle is running, when the battery power value of the vehicle is higher than the first threshold and the throttle opening is less than the second threshold, the engine 1 and the generator 2 are controlled not to work, the drive motor 6 is started, and the first clutch 3 is controlled to be disengaged, and the vehicle enters the pure electric drive mode;

As shown in FIG5 , when the vehicle speed is lower than the third threshold, the third clutch 52 is controlled to be disengaged and the second clutch 51 is engaged to enter the pure electric first gear driving mode. At this time, the power transmission route of the hybrid system is: drive motor 6 → first motor shaft 61 → first gear 62 → third gear 54 → first connecting shaft 53 → second clutch 51 → intermediate shaft 4 → fifth gear 41 → seventh gear 71 → differential 7 → driving wheel.

As shown in FIG6 , when the vehicle speed is higher than the third threshold, the second clutch 51 is controlled to be disengaged and the third clutch 52 is controlled to be engaged to enter the pure electric second gear driving mode. At this time, the power transmission route of the hybrid system is: driving motor 6 → first motor shaft 61 → second gear 63 → fourth gear 56 → second connecting shaft 55 → third clutch 52 → intermediate shaft 4 → fifth gear 41 → seventh gear 71 → differential 7 → driving wheel.

When the vehicle is running, when the battery power of the vehicle is lower than the first threshold and the throttle opening is lower than the second threshold, the first clutch 3 is controlled to be disengaged, the generator 2 starts the engine 1, and the started engine 1 drives the generator 2 to generate electricity to charge the battery or supply power to the drive motor 6, and the drive motor 6 is started, and the vehicle enters the series drive mode.

As shown in FIG7 , when the vehicle speed is lower than the third threshold, the third clutch 52 is controlled to be disengaged and the second clutch 51 is engaged to enter the series first gear driving mode. At this time, the power transmission routes of the hybrid system include two routes, the first route is: engine 1→input shaft 11→eighth gear 12→ninth gear 22→second motor shaft 21→generator 2; the second route is: drive motor 6→first motor shaft 61→first gear 62→third gear 54→first connecting shaft 53→second clutch 51→intermediate shaft 4→fifth gear 41→seventh gear 71→differential 7→driving wheel.

As shown in FIG8 , when the vehicle speed is higher than the third threshold, the second clutch 51 is controlled to be disengaged and the third clutch 52 is controlled to be engaged to enter the series second gear driving mode. At this time, the power transmission routes of the hybrid system include two routes, the first route is: engine 1→input shaft 11→eighth gear 12→ninth gear 22→second motor shaft 21→generator 2; the second route is: drive motor 6→first motor shaft 61→second gear 63→fourth gear 56→second connecting shaft 55→third clutch 52→intermediate shaft 4→fifth gear 41→seventh gear 71→differential 7→driving wheel.

When the vehicle is running, when the throttle opening is greater than the second threshold, the first clutch 3 is controlled to engage, and the generator 2 is controlled to start the engine 1. After the engine 1 is started, part of the power drives the generator 2 to generate electricity to charge the battery or supply power to the drive motor 6, and the other part is used to drive the vehicle, start the drive motor 6, and the vehicle enters the parallel drive mode.

As shown in FIG9 , when the vehicle speed is lower than the third threshold, the second clutch 51 is controlled to engage and the third clutch 52 is controlled to disengage to enter the parallel first gear drive mode. At this time, the power transmission path of the hybrid system includes three paths, the first path is: engine 1→input shaft 11→eighth gear 12→ninth gear 22→second motor shaft 21→generator 2; the second path is: engine 1→input shaft 11→first clutch 3→third connecting shaft 31→sixth gear 32→fifth gear 41→seventh gear 71→differential 7→driving wheel; the third path is: driving motor 6→first motor shaft 61→first gear 62→third gear 54→first connecting shaft 53→second clutch 51→intermediate shaft 4→fifth gear 41→seventh gear 71→differential 7→driving wheel.

As shown in FIG10 , when the vehicle speed is higher than the third threshold, the second clutch 51 is controlled to be disengaged and the third clutch 52 is controlled to be engaged to enter the parallel second gear driving mode. At this time, the power transmission path of the hybrid system includes three paths, the first path is: engine 1→input shaft 11→eighth gear 12→ninth gear 22→second motor shaft 21→generator 2; the second path is: engine 1→input shaft 11→first clutch 3→third connecting shaft 31→sixth gear 32→fifth gear 41→seventh gear 71→differential 7→driving wheel; the third path is: driving motor 6→first motor shaft 61→second gear 63→fourth gear 56→second connecting shaft 55→third clutch 52→intermediate shaft 4→fifth gear 41→seventh gear 71→differential 7→driving wheel.

Furthermore, when the vehicle brakes, the drive motor 6 generates a braking torque to brake the wheels, and at the same time, an induced current is generated in its motor winding to charge the battery, thereby realizing the recovery of braking energy. Therefore, the control of the hybrid system also includes:

Step S4. During braking, the drive motor 6 is controlled to generate a braking torque and generate an induced current in the winding to charge the battery.

The above working modes are reflected in a table, as shown in the following table:

Example 4

The present application also provides a vehicle, which is a hybrid vehicle, including a hybrid power system. The structure of the hybrid power system is as described in the above embodiment 1 or embodiment 2, and will not be repeated here. The vehicle can realize automatic switching among idle power generation mode, pure electric first gear drive mode, pure electric second gear drive mode, series first gear drive mode, series second gear drive mode, parallel first gear drive mode, parallel second gear drive mode and braking energy recovery by controlling the working state of the engine 1, the drive motor 6 and the generator 2, and controlling the engagement or disconnection of the first clutch 3, the second clutch 51 and the third clutch 52, so as to keep the engine 1 and the drive motor 6 running in the high efficiency range and improve the power and economy of the vehicle.

In summary, the present application arranges a dual clutch 5 on the intermediate shaft 4, so that the first clutch 3 in the dual clutch 5 is connected to the first gear 62 connected to the output end of the drive motor 6, and the second clutch 51 is connected to the second gear 63 connected to the output end of the drive motor 6, and arranges the first clutch 3 on the input shaft 11 of the engine 1, and is connected to the fifth gear 41 on the intermediate shaft 4 through the first clutch 3, so that:

The whole system has a more compact structure and small size, which saves installation space and facilitates the arrangement of various components, thus overcoming the shortcomings of existing hybrid electric vehicles and their powertrains, which are large in size and complex in structure.

By controlling the dual clutch 5 to switch between two gears of the drive motor 6, a wider speed ratio selection range is provided, and the drive motor 6 can be more reasonably operated in a high-efficiency space, thereby improving the power and economy of the vehicle, and at the same time reducing the size and cost of the drive motor 6;

The dual clutch 5 is used to achieve gear shifting, which has a larger torque capacity, is conducive to gear shifting, effectively avoids gear-snagging and other problems, and does not require a gear shifting mechanism that specifically operates the synchronizer, thus simplifying the structure of the entire vehicle; there is no power interruption during the gear shifting process;

It can realize automatic switching of multiple working modes such as idle power generation, pure electric drive, series drive, parallel drive and brake energy recovery, effectively reducing fuel consumption and improving fuel economy.

It is understandable that those skilled in the art can make equivalent substitutions or changes based on the technical solution and application concept of the present application, and all these changes or substitutions should fall within the protection scope of the claims attached to the present application.

Claims (10)

1. A hybrid powertrain system, comprising:

an engine;

a generator connected with an input shaft of the engine;

the driving end of the first clutch is connected with the input shaft, and the driven end of the first clutch is connected with the intermediate shaft;

the double clutches comprise a second clutch and a third clutch, and the second clutch and the third clutch are respectively connected with the intermediate shaft;

the driving motor is connected with a first motor shaft, a first gear and a second gear are arranged on the first motor shaft, the first gear is connected with the second clutch, and the second gear is connected with the third clutch to form two different transmission ratios of the driving motor.

2. The hybrid system of claim 1, wherein the driving ends of the second clutch and the third clutch are connected together and to the intermediate shaft;

the driven end of the second clutch is connected with a first connecting shaft, a third gear is arranged on the first connecting shaft, and the third gear is meshed with the first gear to form a first gear of the driving motor;

and the driven end of the third clutch is connected with a second connecting shaft, a fourth gear is arranged on the second connecting shaft, and the fourth gear is meshed with the second gear to form a second gear of the driving motor.

3. The hybrid system according to claim 2, wherein the first connecting shaft and the second connecting shaft are hollow shafts, the intermediate shaft is arranged in parallel with the input shaft, the second connecting shaft is fitted over the intermediate shaft, and the first connecting shaft is fitted over the second connecting shaft.

4. The hybrid system of claim 1, wherein a fifth gear is connected to the countershaft, a third connecting shaft is connected to the driven end of the first clutch, and a sixth gear is connected to the third connecting shaft and is in meshing engagement with the fifth gear.

5. The hybrid system of claim 4, further comprising a differential having a seventh gear coupled thereto, the seventh gear meshing with the fifth gear and the seventh gear being coplanar with the fifth gear and the sixth gear.

6. The hybrid system according to any one of claims 1 to 5, wherein an end of the input shaft remote from the engine is provided with an eighth gear; the generator is connected with a second motor shaft, a ninth gear is connected to the second motor shaft, and the ninth gear is meshed with the eighth gear.

7. The hybrid powertrain system of claim 6, wherein the third connecting shaft connected to the driven end of the first clutch is hollow around the input shaft.

8. The hybrid system according to any one of claims 1 to 5, wherein an eighth gear is connected to the input shaft, the eighth gear is disposed between the engine and the first clutch, a second motor shaft is connected to the generator, a ninth gear is connected to the second motor shaft, and the ninth gear is engaged with the eighth gear.

9. The hybrid system of claim 1, further comprising a damper connected to the input shaft and disposed between the engine and the first clutch.

10. A vehicle characterized by comprising the hybrid system according to any one of claims 1 to 7.

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