CN218805201U - Hybrid power system and vehicle - 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 power system and vehicle

Technical Field

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

Background

A common oil-electricity hybrid vehicle is provided with an engine and a driving motor, a power system of the common oil-electricity hybrid vehicle relates to integrated design and arrangement of the engine, the driving motor and the like, and the power system of the conventional oil-electricity hybrid vehicle is generally complex in structure and large in occupied space. In addition, the pure electric drive mode in the conventional hybrid power system generally adopts a single-gear structure, so that the dynamic property and the economical efficiency of the whole vehicle are limited.

It is seen that improvements and enhancements to the prior art are needed.

SUMMERY OF THE UTILITY MODEL

In view of the defects of the prior art, the application aims to provide a hybrid power system and a vehicle, and aims to simplify the structure of the conventional hybrid power system, realize a driving mode of a driving motor with more than two gears and improve the dynamic property and the economical efficiency of the system.

In order to achieve the purpose, the following technical scheme is adopted in the application:

one aspect of the present application discloses a hybrid 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.

In some embodiments of the application, the driving ends of the second clutch and the third clutch are connected together and connected with 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.

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

In some embodiments of the present application, a fifth gear is further connected to the intermediate shaft, a third connecting shaft is connected to a 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 system further includes a differential having a seventh gear connected thereto, the seventh gear meshing with the fifth gear, and the seventh gear being coplanar with the fifth gear and the sixth gear.

In some embodiments of the present application, 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.

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

In some embodiments of the present application, an eighth gear is connected to the input shaft, the eighth gear is disposed 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 engaged with the eighth gear.

In some embodiments of the present application, the hybrid system further comprises a damper connected to the input shaft and disposed between the engine and the first clutch.

The application further provides a vehicle comprising the hybrid power system.

Has the advantages that:

according to the hybrid power system, the double clutches are connected with the first gear and the second gear on the first motor shaft of the driving motor, so that the driving motor can realize two gears, a wider speed ratio selection range is provided, the driving motor can run in a high-efficiency interval more reasonably, the power performance and the economy of the whole vehicle are improved, and the size and the cost of the driving motor can be reduced; in addition, the double clutches are used for realizing the gear shifting of the driving motor, the gear shifting process is free of power interruption, and the gear shifting comfort is improved; compared with the gear shifting by using a synchronizer and a gear shifting mechanism, the gear shifting and gear beating problems are avoided, the structure of the system is simplified, the compactness of the structure is improved, and the defects of large size space and complex structure of the conventional hybrid electric vehicle and a power assembly of the conventional hybrid electric vehicle are overcome; the double clutch is arranged on the intermediate shaft, so that the arrangement of the double clutch and the shaft teeth is more convenient.

The vehicle provided by the application comprises the hybrid power system and has all the advantages of the hybrid power system.

Drawings

Fig. 1 is a schematic structural diagram of a hybrid system according to an embodiment of the present application.

Fig. 2 is a schematic structural diagram of a hybrid system according to another embodiment of the present application.

Fig. 3 is a flowchart of a control method of a hybrid system according to an embodiment of the present application.

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

Fig. 5 is a power transmission route diagram of a hybrid system in a pure electric first gear driving mode according to an embodiment of the present application.

Fig. 6 is a power transmission route diagram of a hybrid power system in a pure electric two-gear driving mode according to an embodiment of the present application.

Fig. 7 is a power transmission route diagram of a hybrid system in a series first-gear driving mode according to an embodiment of the application.

Fig. 8 is a power transmission route diagram of a hybrid system in a series two-speed drive mode according to an embodiment of the present application.

Fig. 9 is a power transmission route diagram of a parallel first-gear driving mode of a hybrid system according to an embodiment of the present application.

Fig. 10 is a power transmission route diagram of a hybrid system in a parallel two-gear driving mode according to an embodiment of the present application.

Description of the main element symbols: 1. an engine; 11. an input shaft; 12. an eighth gear; 2. a generator; 21. a second motor shaft; 22. a ninth gear; 3. a first clutch; 31. a third connecting shaft; 32. a sixth gear; 4. an intermediate shaft; 41. a fifth gear; 5. a double clutch; 51. a second clutch; 52. a third clutch; 53. a first connecting shaft; 54. a third gear; 55. a second connecting shaft; 56. a fourth gear; 6. a drive motor; 61. a first motor shaft; 62. a first gear; 63. a second gear; 7. a differential mechanism; 71. a seventh gear; 8. a shock absorber.

Detailed Description

The present application provides a hybrid power system and a vehicle, and in order to make the purpose, technical solution and effect of the present application clearer and clearer, the present application is further described in detail below with reference to the accompanying drawings and examples. It should be understood that the specific embodiments described herein are merely illustrative of the present application and are not intended to limit the present application.

In the description of the present application, it should be understood that the terms "upper", "lower", "left", "right", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of description and simplification of the description, but do not indicate or imply that the referred device or element must have a specific orientation, and a specific orientation configuration and operation, and thus, should not be construed as limiting the present application. Furthermore, "first" and "second" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or to implicitly indicate a number of the indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the present application, "a plurality" means two or more unless otherwise specified.

In the description of the present application, it is to be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral connection; may be mechanically, electrically or may be in communication with each other; either directly or indirectly through intervening media, either internally or in any other suitable relationship. The specific meaning of the above terms in the present application can be understood by those of ordinary skill in the art as the case may be.

In a hybrid electric vehicle, a power system of the hybrid electric vehicle relates to the integrated design and arrangement of an engine, a driving motor and some transmission structures, and the hybrid electric vehicle is often complex in structure, large in occupied space, difficult to arrange on the whole vehicle and difficult to control the system. In addition, in the current hybrid electric vehicle, the arrangement of a single gear is generally adopted, particularly, the power output end of the driving motor generally only has a single gear, and can only operate in one gear in a pure electric mode, and the driving motor cannot operate in the best working area, so that the power performance and the economy of the whole vehicle are limited.

Example 1

Referring to fig. 1, the present application provides a hybrid system, which does not need to provide a synchronizer and a shift actuator, and has a simple and compact structure and a high integration degree.

The hybrid power system comprises an engine 1, a first clutch 3, a double clutch 5 and a driving motor 6, the double clutch 5 is used for controlling the gear shifting of the driving motor 6, the two-gear variable-speed driving of the driving motor 6 can be realized, and the gear shifting process is free of power interruption. Wherein,

the generator 2 is connected with an input shaft 11 of the engine 1 and used for driving the engine 1 to start or charging a battery;

the driving end of the first clutch 3 is connected with the input shaft 11, and the driven end of the first clutch 3 is connected with the intermediate shaft 4; the hybrid power system can realize more working modes by controlling the connection or disconnection between the engine 1 and the intermediate shaft 4 through the first clutch 3. For example, in the idle power generation mode, the first clutch 3 is disengaged, so that the power of the engine 1 is used only to drive the generator 2 to generate power. In the parallel drive mode, for example, the first clutch 3 is coupled to the intermediate shaft 4, so that a part of the power of the engine 1 can be transmitted to the differential 7 via the fifth gear 41 connected to the intermediate shaft 4 for driving the vehicle.

The double clutch 5 comprises a second clutch 51 and a third clutch 52, and the second clutch 51 and the third clutch 52 are respectively connected with the intermediate shaft 4; the driving motor 6 is connected with a first motor shaft 61, a first gear 62 and a second gear 63 are arranged on the first motor shaft 61, the first gear 62 is connected with the second clutch 51, and the second gear 63 is connected with the third clutch 52, so that two different transmission ratios of the driving motor 6 are formed, namely two different gears are formed. The double 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 driving motor 6, so that the driving motor 6 can realize the switching of two gears, the dynamic property and the economical efficiency of the whole system are greatly improved, the size and the cost of the motor of the driving motor 6 are reduced, the compactness of the whole system is improved, and the position layout is convenient. Furthermore, the arrangement of the double clutch 5 on the intermediate shaft 4 also facilitates the arrangement of the double clutch 5 and the connection between the double clutch 5 and the first and second gears 62, 63.

It is understood that the transmission ratios between the first gear 62 and the first clutch 51, the second gear 63 and the second clutch 52 are different, so that two different transmission ratios of the driving motor 6, i.e. two gears of the driving motor 6, can be realized.

The double clutches 5 are used for realizing gear shifting, the gear shifting process is free of power interruption, and the gear shifting comfort is good; compared with a synchronizer, the synchronizer has larger torque capacity, is more convenient to shift gears, can effectively avoid the problems of gear shifting, gear beating and the like, and does not need to be provided with a set of gear shifting mechanism special for operating the synchronizer.

As shown in fig. 1, further, the driving ends of the second clutch 51 and the third clutch 52 are connected together and connected with the intermediate shaft 4; the driven end of the second clutch 51 is connected with a first connecting shaft 53, a third gear 54 is arranged on the first connecting shaft 53, and the third gear 54 is meshed with a first gear 62; a second connecting shaft 55 is connected to a driven end of the third clutch 52, a fourth gear 56 is arranged 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, a first gear of the driving motor 6 is formed between the first gear 62 and the third gear 54, and when the second clutch 51 is combined, the power of the driving motor 6 is transmitted from the first gear 62 to the third gear 54 and then transmitted to the driving wheel through the intermediate shaft 4 for driving the vehicle. When the third clutch 52 is engaged, the power of the driving motor 6 is transmitted from the second gear 63 to the fourth gear 56, and then transmitted to the driving wheels through the intermediate shaft 4 for driving the vehicle.

For example, the first gear 61 and the second gear 62 are driving gears, the third gear 54 and the fourth gear 55 are driven gears, the number of teeth of the first gear 61 is smaller than that of the second gear 62, and the number of teeth of the third gear 54 is greater than that of the fourth gear 55, so that the first gear 61 and the second gear 62 are respectively combined with or disconnected from the dual clutch 5 to form different transmission ratios, i.e. two different gears.

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

As shown in fig. 1, a fifth gear 41 is further connected to the intermediate shaft 4, a third connecting shaft 31 is connected to the driven end of the first clutch 3, a sixth gear 32 is connected to the third connecting shaft 31, 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 to the drive wheels for driving the vehicle. When the first clutch 3 is disengaged, the power of the engine 1 is transmitted only to the generator 2; in this way, different operating modes can be achieved by controlling the engagement or disengagement of the first clutch 3.

As shown in fig. 1, the hybrid system further includes a differential 7, a seventh gear 71 is connected to the differential 7, the seventh gear 71 is meshed with the fifth gear 41, and the seventh gear 71 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, so that the layout is more rational, the compactness of the power hybrid system is improved, and the space utilization rate in the vehicle is improved. The differential 7 is connected with the driving wheels, and the power of the engine 1 and the driving motor 6 is coupled in the differential 7 and then transmitted to the driving wheels through the driving half shafts of the differential 7 to drive the vehicle.

As shown in fig. 1, in order to buffer and damp the output of the engine 1, the hybrid system further includes a damper 8, and the damper 8 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 smooth. Specifically, the damper 8 is a torsional damper or a dual mass flywheel.

As shown in fig. 1, an eighth gear 12 is provided at an end of the input shaft 11 remote from the engine 1; the generator 2 is connected with a second motor shaft 21, a ninth gear 22 is connected on the second motor shaft 21, the ninth gear 22 is meshed with the eighth gear 12, the power of the engine 1 is transmitted to the ninth gear 22 through the eighth gear 12, and then the generator 2 is driven to generate electricity. When starting the engine 1, the generator 2 transmits power to the eighth gear 12 through the ninth gear 22, and then starts the engine 1 through the input shaft 11. Power is transmitted between the engine 1 and the generator 2 through the eighth gear 12 and the ninth gear 22, so that power transmission is smooth.

As shown in fig. 1, in order to further reduce the size of the hybrid system and improve the compactness of the structure thereof, the third connecting shaft 31 connected to the driven end of the first clutch 3 is hollow on the input shaft 11, and the transmission path between the engine 1 and the differential 7 is optimized.

Example 2

As shown in fig. 2, the power hybrid system of the present embodiment is different from the structure of embodiment 1 in that an eighth gear 12 is connected to the input shaft 11, the eighth gear 12 is disposed between the engine 1 and the first clutch 3, the generator 2 is connected to a second motor shaft 21, a ninth gear 22 is connected to the second motor shaft 21, and the ninth gear 22 is engaged 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.

Further, the eighth gear 12 is disposed between the damper 8 and the first clutch 3, and the damper 8 buffers and damps 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 fig. 3, the present application also provides a control method of a hybrid system, which is applied to the hybrid system described in any one of the above, the control method including the steps of:

s1, acquiring a battery electric quantity value, an accelerator opening value and a vehicle speed value of a vehicle;

s2, determining a working mode of the vehicle according to the electric quantity value of the vehicle battery, the opening degree value of the accelerator and the speed value of the vehicle; specifically, the relation between the electric quantity value of the vehicle battery and a first threshold value, the relation between the opening degree value of the accelerator and a second threshold value, and the relation between the vehicle speed and a third threshold value are judged, and the working mode of the vehicle is determined according to the comparison result.

In the above, the first threshold is used for determining the level of the battery power, the second threshold is used for determining the magnitude of the accelerator opening, and the third threshold is used for determining the level of the vehicle speed. In this embodiment, the value ranges of the first threshold, the second threshold, and the third threshold are not limited, and may be set freely according to a specific control strategy. Under different control strategies, the values of the first threshold, the second threshold and the third threshold are different. After the first threshold, the second threshold and the third threshold are set, the relation between the actual operation parameters of the system and the preset thresholds can be automatically judged, and automatic switching can be carried out among various working modes according to the judgment result.

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

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

as shown in fig. 4, when the hybrid power system is in idle speed and the battery capacity of the vehicle is lower than the first threshold, the first clutch 3, the second clutch 51 and the third clutch 52 are controlled to be disengaged, the driving motor 6 does not work, the generator 2 is controlled to start the engine 1, the started engine 1 is controlled to drive the generator 2 to generate power so as to charge the battery, and the vehicle enters an idle power generation mode. In this case, the power transmission route of the hybrid system is: the engine 1 → the input shaft 11 → the eighth gear 12 → the ninth gear 22 → the second motor shaft 21 → the generator 2.

The idling state is an operation state of the hybrid vehicle, and means that the engine is operated in a neutral state, and the rotation speed of the engine at the idling state is referred to as an idling rotation speed. The idling speed can be adjusted by adjusting the size of a throttle and the like.

When the vehicle runs, when the electric quantity value of the vehicle battery is higher than a first threshold value and the opening degree of an accelerator is smaller than a second threshold value, controlling the engine 1 and the generator 2 not to work, starting the driving motor 6, controlling the first clutch 3 to be separated, and enabling the vehicle to enter a pure electric driving mode;

when the vehicle speed is lower than the third threshold value, the third clutch 52 is controlled to be disengaged and the second clutch 51 is controlled to be engaged to enter the pure electric first gear driving mode, as shown in fig. 5. In this case, the power transmission route of the hybrid system is: the drive motor 6 → the first motor shaft 61 → the first gear 62 → the third gear 54 → the first connecting shaft 53 → the second clutch 51 → the intermediate shaft 4 → the fifth gear 41 → the seventh gear 71 → the differential 7 → the drive wheel.

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

When the vehicle runs, when the electric quantity of the vehicle battery is lower than a first threshold value and the opening degree of an accelerator is smaller than a second threshold value, the first clutch 3 is controlled to be separated, the generator 2 starts the engine 1, the started engine 1 drives the generator 2 to generate electricity so as to charge the battery or supply power to the driving motor 6, the driving motor 6 is started, and the vehicle enters a series driving mode. Wherein,

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

As shown in fig. 8, when the vehicle speed is higher than the third threshold value, the second clutch 51 is controlled to be disengaged and the third clutch 52 is controlled to be engaged to enter the series two-gear drive mode. At this time, the power transmission route of the hybrid system includes two, the first is: the engine 1 → the input shaft 11 → the eighth gear 12 → the ninth gear 22 → the second motor shaft 21 → the generator 2; the second one is: the drive motor 6 → the first motor shaft 61 → the second gear 63 → the fourth gear 56 → the second connecting shaft 55 → the third clutch 52 → the intermediate shaft 4 → the fifth gear 41 → the seventh gear 71 → the differential 7 → the drive wheel.

When the vehicle runs, when the opening degree of an accelerator is larger than a second threshold value, the first clutch 3 is controlled to be combined, the generator 2 is controlled to start the engine 1, part of power of the started engine 1 drives the generator 2 to generate power so as to charge a battery or supply power to the driving motor 6, the other part of power is used for driving the vehicle, the driving motor 6 is started, and the vehicle enters a parallel driving mode. Wherein,

as shown in fig. 9, when the vehicle speed is lower than the third threshold value, the second clutch 51 is controlled to be engaged and the third clutch 52 is controlled to be disengaged to enter the parallel first-gear driving mode. At this time, the power transmission path of the hybrid system includes three, and the first is: the engine 1 → the input shaft 11 → the eighth gear 12 → the ninth gear 22 → the second motor shaft 21 → the generator 2; the second one is: the engine 1 → the input shaft 11 → the first clutch 3 → the third connecting shaft 31 → the sixth gear 32 → the fifth gear 41 → the seventh gear 71 → the differential 7 → the drive wheel; the third is that: the drive motor 6 → the first motor shaft 61 → the first gear 62 → the third gear 54 → the first connecting shaft 53 → the second clutch 51 → the intermediate shaft 4 → the fifth gear 41 → the seventh gear 71 → the differential 7 → the drive wheel.

As shown in fig. 10, when the vehicle speed is higher than the third threshold value, the second clutch 51 is controlled to be disengaged and the third clutch 52 is controlled to be engaged to enter the parallel two-gear drive mode. At this time, the power transmission path of the hybrid system includes three, the first being: the engine 1 → the input shaft 11 → the eighth gear 12 → the ninth gear 22 → the second motor shaft 21 → the generator 2; the second one is: the engine 1 → the input shaft 11 → the first clutch 3 → the third connecting shaft 31 → the sixth gear 32 → the fifth gear 41 → the seventh gear 71 → the differential 7 → the drive wheel; the third is that: the drive motor 6 → the first motor shaft 61 → the second gear 63 → the fourth gear 56 → the second connecting shaft 55 → the third clutch 52 → the intermediate shaft 4 → the fifth gear 41 → the seventh gear 71 → the differential 7 → the drive wheel.

Furthermore, when the automobile brakes, the driving motor 6 generates braking torque to brake wheels, and meanwhile induced current generated in a motor winding of the driving motor charges a battery, so that the recovery of braking energy is realized. Therefore, the control of the hybrid system further includes:

and S4, controlling the driving motor 6 to generate braking torque and generating induction current in the winding to charge the battery during braking.

The above operating modes are embodied in a table, as shown in the following table:

example 4

The application also provides a vehicle, which is a hybrid electric vehicle and comprises a hybrid power system, and the structure of the hybrid power system is as described in embodiment 1 or embodiment 2, and is not repeated herein. According to the vehicle, the working states of the engine 1, the driving motor 6 and the generator 2 are controlled, and the first clutch 3, the second clutch 51 and the third clutch 52 are controlled to be combined or disconnected, so that automatic switching among working modes such as an idle speed power generation mode, a pure electric first-gear driving mode, a pure electric second-gear driving mode, a series first-gear driving mode, a series second-gear driving mode, a parallel first-gear driving mode, a parallel second-gear driving mode and braking energy recovery can be realized, the engine 1 and the driving motor 6 are kept to run in a high-efficiency range, and the dynamic property and the economical efficiency of the vehicle are improved.

To sum up, this application makes first clutch 3 in double clutch 5 link to each other with first gear 62 that the output of driving motor 6 is connected through setting up double clutch 5 on jackshaft 4, and second clutch 51 links to each other with second gear 63 that the output of driving motor 6 is connected to set up first clutch 3 on the input shaft 11 of engine 1, link to each other with fifth gear 41 on jackshaft 4 through first clutch 3, make:

the whole system has more compact structure and small size, saves the installation space, is convenient for the arrangement of each device, and overcomes the defects of large size and complex structure of the conventional hybrid electric vehicle and a power assembly thereof;

the double clutches 5 are controlled to realize the switching of two gears of the driving motor 6, a wider speed ratio selection range is provided, the driving motor 6 can run in a high-efficiency space more reasonably, the dynamic property and the economical efficiency of the whole vehicle are improved, and the size and the cost of the driving motor 6 can be reduced;

the double clutches 5 are adopted to realize gear shifting, the torque capacity is larger, the gear shifting is favorably realized, the problems of gear shifting, gear beating and the like are effectively avoided, a set of gear shifting mechanism special for operating a synchronizer is not required to be arranged, and the structure of the whole vehicle is simplified; the vehicle has no power interruption in the gear shifting process;

the automatic switching of multiple working modes such as idle power generation, pure electric drive, series drive, parallel drive and braking energy recovery can be realized, the oil consumption is effectively reduced, and the fuel economy is improved.

It should be understood that the technical solutions and the application concepts according to the present application can be equally replaced or changed by those skilled in the art, and all the changes or substitutions should belong to 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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