CN218858139U

CN218858139U - Power coupling system and vehicle

Info

Publication number: CN218858139U
Application number: CN202320041335.2U
Authority: CN
Inventors: 李东东; 张安伟; 周文太; 张良; 漆择晗; 余文韬
Original assignee: Guangzhou Automobile Group Co Ltd
Current assignee: Guangzhou Automobile Group Co Ltd
Priority date: 2023-01-03
Filing date: 2023-01-03
Publication date: 2023-04-14
Anticipated expiration: 2033-01-03

Abstract

The application discloses a power coupling system and a vehicle; the power coupling system comprises a driving motor, an engine and a double clutch, wherein the engine is connected with an input shaft, the input shaft is connected with a first gear and a second gear, the double clutch is connected with a middle shaft and comprises a first clutch and a second clutch, the first clutch is connected with the first gear, and the second clutch is connected with the second gear so as to form two different transmission ratios of the engine; the double clutches are used for realizing the switching of two gears of the engine, the structure is simplified, the dynamic property and the economical efficiency of a power coupling system are improved, and the convenience and the comfort of gear shifting are improved; the double clutches are arranged on the intermediate shaft, so that the size and the occupied space of the power coupling system are reduced, and the structural compactness of the power coupling system is improved.

Description

Power coupling system and vehicle

Technical Field

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

Background

The hybrid coupling system is used in a hybrid electric vehicle, and relates to the integrated design and arrangement of an engine, a driving motor, a gear shaft transmission system and the like.

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

SUMMERY OF THE UTILITY MODEL

In view of the foregoing disadvantages of the prior art, an object of the present application is to provide a power coupling system and a vehicle, which aim to improve the compactness of the power coupling system and reduce the occupied space.

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

one aspect of the present application discloses a power coupling system, including:

a drive motor;

the engine is connected with an input shaft, and a first gear and a second gear are connected to the input shaft;

the double clutch is connected to the intermediate shaft and comprises a first clutch and a second clutch, the first clutch is connected with the first gear, and the second clutch is connected with the second gear to form two different transmission ratios of the engine.

In some embodiments of the present application, the driving end of the first clutch and the driving end of the second clutch are connected to the intermediate shaft;

the driven end of the first clutch is connected with a first connecting shaft, the first connecting shaft is connected with a third gear, and the third gear is meshed with the first gear to form a first gear of the engine;

and the driven end of the second clutch is connected with a second connecting shaft, the second connecting shaft is connected with a fourth gear, and the fourth gear is meshed with the second gear to form a second gear of the engine.

In some embodiments of the present application, the first connecting shaft and the second connecting shaft are hollow shafts, 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, the power coupling system further includes a generator, an output end of the generator is connected with a first motor shaft, a fifth gear is connected on the first motor shaft, and the fifth gear is engaged with the first gear or the fifth gear is engaged with the second gear.

In some embodiments of the present application, one end of the first gear is engaged with the third gear, and the other end of the first gear is engaged with the fifth gear.

In some embodiments of the present application, the power coupling system further comprises a differential to which a sixth gear is connected; and a seventh gear is also connected to the intermediate shaft, and the sixth gear is meshed with the seventh gear.

In some embodiments of the present application, the power coupling system further includes a reduction gear, and the driving motor is connected to the differential through the reduction gear.

In some embodiments of the present application, an output end of the driving motor is connected to a second motor shaft, and an eighth gear is disposed on the second motor shaft;

the speed reducing device comprises a third connecting shaft, a ninth gear and a tenth gear, wherein the ninth gear and the tenth gear are connected to the third connecting shaft and are meshed; the tenth gear is engaged with one end of the sixth gear, and the other end of the sixth gear is engaged with the seventh gear.

In some embodiments of the present application, an eleventh gear is further connected to the intermediate shaft, and the driving motor is connected to the eleventh gear.

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

Has the advantages that:

according to the power coupling system, the combination or the separation of the first clutch and the second clutch is controlled, the double-clutch two-gear speed change of the engine is realized, a synchronizer and a gear shifting executing mechanism are omitted, the structure is simplified, a wider speed ratio selection range is provided, and the dynamic property and the economical efficiency of the power coupling system are improved; the double clutches consisting of the first clutch and the second clutch realize gear shifting, so that no power interruption is caused in the gear shifting process, and the comfort and the convenience of gear shifting are improved; in addition, the double clutches are connected to the intermediate shaft, so that the arrangement of the double clutches and the shaft tooth structure is facilitated, the size and occupied space of the power coupling system are reduced, and the structural compactness is improved.

The present application further provides a vehicle including a power coupling system as described above, having all the advantages of the power coupling system.

Drawings

Fig. 1 is a schematic structural diagram of a power coupling system according to an embodiment of the present disclosure.

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

Fig. 3 is a power transmission route diagram of the power coupling system in the idle power generation mode according to an embodiment of the present application.

Fig. 4 is a power transmission route diagram of the power coupling system in the pure electric drive mode according to an embodiment of the present application.

Fig. 5 is a power transmission route diagram of a series driving mode of a power coupling system according to an embodiment of the present application.

Fig. 6 is a power transmission route diagram of the power coupling system in the parallel first gear driving mode according to an embodiment of the present application.

Fig. 7 is a power transmission route diagram of the power coupling system in the parallel two-gear driving mode according to an embodiment of the present application.

Fig. 8 is a power transmission route diagram of a power coupling system in a pure electric drive mode according to another embodiment of the present application.

Fig. 9 is a power transmission route diagram in a series driving mode of a power coupling system according to another embodiment of the present application.

Fig. 10 is a power transmission route diagram of a parallel first-gear driving mode of a power coupling system according to another embodiment of the present application.

Fig. 11 is a power transmission route diagram of a power coupling system in a parallel two-gear driving mode according to another embodiment of the present application.

Description of the main element symbols: 1. an engine; 2. an input shaft; 3. a first gear; 4. a second gear; 5. a double clutch; 51. a first clutch; 52. a second clutch; 6. an intermediate shaft; 7. a drive motor; 8. a first connecting shaft; 9. a third gear; 10. a second connecting shaft; 11. a fourth gear; 12. a generator; 13. a first motor shaft; 14. a fifth gear; 15. a differential mechanism; 16. a sixth gear; 17. a seventh gear; 18. a reduction gear; 181. a third connecting shaft; 182. a ninth gear; 183. a tenth gear; 19. a second motor shaft; 20. an eighth gear; 21. an eleventh gear; 22. a damper.

Detailed Description

In order to make the purpose, technical scheme 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 is to 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, are only for convenience in describing the present application and simplifying the description, and do not indicate or imply that the referred devices or elements 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 connected, may be electrically connected 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 appropriate.

Referring to fig. 1, the present application provides a power coupling system, which includes a driving motor 7, an engine 1 and a dual clutch 5; the output end of the engine 1 is connected with an input shaft 2, the input shaft 2 is connected with a first gear 3 and a second gear 4, and the first gear 3 and the second gear 4 have different tooth numbers; the double clutch 5 is connected to the intermediate shaft 6, the double clutch 5 includes a first clutch 51 and a second clutch 52, the first clutch 51 is connected to the first gear 3, and the second clutch 52 is connected to the second gear 4 to form two different gear ratios of the engine 1, i.e. two different gears of the engine 1. The power coupling system forms two different transmission ratios by combining or disconnecting the first clutch 51 and the first gear 3 and the second clutch 52 and the second gear 4, so that the engine 1 realizes two-gear speed change, a wider speed ratio selection range is provided, and the dynamic property and the economical efficiency of the power coupling system are improved. The double clutches 5 are used for realizing gear shifting, no power interruption is caused in the gear shifting process, and the gear shifting comfort is improved. Compared with the gear shifting realized by a synchronizer and a gear shifting executing mechanism, the power coupling system simplifies the structure, realizes larger torque capacity, is convenient to realize gear shifting, and can effectively avoid the problems of gear shifting, gear beating and the like. The double clutches 5 are arranged on the intermediate shaft 6, so that the arrangement of the double clutches 5 and the shaft tooth structure is facilitated, the size and the occupied space of a power coupling system are reduced, and the structure compactness is improved.

Preferably, in order to buffer and damp the output of the engine 1, a damper 22 is further connected to the output end of the engine 1, and the damper 22 is connected to the input shaft 2, so that the stability of the output power of the engine 1 can be improved. Specifically, the damper 22 is a torsional damper or a dual mass flywheel.

As shown in fig. 1, further, the driving end of the first clutch 51 and the driving end of the second clutch 52 are connected together and connected with the intermediate shaft 6; the driven end of the first clutch 51 is connected with a first connecting shaft 8, the first connecting shaft 8 is connected with a third gear 9, and the third gear 9 is meshed with the first gear 3; the driven end of the second clutch 52 is connected with a second connecting shaft 10, a fourth gear 11 is connected to the second connecting shaft 10, and the fourth gear 11 is meshed with the second gear 4. The first gear 3 and the second gear 4 are arranged at intervals, the first gear 3 and the third gear 9 form a first gear of the engine 1, and the second gear 4 and the fourth gear 11 form a second gear of the engine 1, so that the two gears of the engine 1 can be changed by controlling the connection or disconnection of the first clutch 51 and the second clutch 52. For example, the first gear 3 and the second gear 4 are coaxial, and both of them are driving gears, the third gear 9 and the fourth gear 11 are driven gears, the number of teeth of the first gear 3 is less than that of the second gear 4, the number of teeth of the third gear 9 is greater than that of the fourth gear 11, so that the first gear 3 is meshed with the third gear 9, and the second gear 4 is meshed with the fourth gear 11 to form two different transmission ratios. By adjusting the transmission ratio between the first gear 3 and the third gear 9, the transmission ratio between the second gear 4 and the fourth gear 11, a wider range of speed ratios of the engine 1 can be achieved.

In the present embodiment, the gear ratio between the first gear 3 and the third gear 9 is set to be smaller than the gear ratio between the second gear 4 and the fourth gear 11, and thus, the first gear of the engine is formed between the first gear 3 and the third gear 9, and the second gear 4 and the fourth gear 11 form the second gear of the engine.

Further, jackshaft 6 and input shaft 2 parallel arrangement, first connecting axle 8 and second connecting axle 10 set up to the hollow shaft, and second connecting axle 10 empty cover is on jackshaft 6, and first connecting axle 8 empty cover has reduced power coupling system's size and occupation space on second connecting axle 10, improves the connection compactness of double clutch 5 and axle tooth structure greatly, and does benefit to the overall arrangement of double clutch 5 and axle tooth structure.

As shown in fig. 1, further, the power coupling system further includes a generator 12, an output end of the generator 12 is connected with a first motor shaft 13, a fifth gear 14 is connected to the first motor shaft 13, the fifth gear 14 is meshed with the first gear 3 or the fifth gear 14 is meshed with the second gear 4, the generator 12 is directly connected to the first gear 3 or the second gear 4, and it is not necessary to additionally provide a gear on the input shaft 2 to connect with the generator 12, thereby further simplifying the structure of the power coupling system. In order to facilitate spatial layout and avoid undersize transmission ratio, the generator 12 is connected to the first gear 3, the first gear 3 is arranged at one end, far away from the engine 1, of the input shaft 2, the second gear 4 is arranged between the first gear 3 and the engine 1, the steric hindrance between the generator 12 and other components in the power coupling system is reduced, and the layout among the components of the power coupling system is facilitated.

As shown in fig. 1, further, one end of the first gear 3 is meshed with the third gear 9, and the other end of the first gear 3 is meshed with the fifth gear 14, that is, the fifth gear 14, the first gear 3 and the third gear 9 are arranged in a coplanar manner, so that the spatial layout of the power coupling system is further optimized, and the occupied space is reduced. The double clutch 5 is arranged at one end, back to the engine 1, of the third gear 9, the double clutch 5 cannot be blocked by the input shaft 2 and parts connected to the input shaft 2, layout is reasonable, and the structure of the power coupling system is more compact.

As shown in fig. 1, further, the power coupling system further includes a differential 15, and a sixth gear 16 is connected to the differential 15; a seventh gear 17 is also connected to the intermediate shaft 6, and the sixth gear 16 meshes with the seventh gear 17. The power generated by the engine 1 is transmitted to the intermediate shaft 6 through the double clutch 5, then transmitted to the sixth gear 16 through the seventh gear 17 connected to the intermediate shaft 6, then coupled with the power generated by the driving motor 7 in the differential 15, and transmitted to the driving wheels through the driving half shafts of the differential 15 for driving the vehicle. The seventh gear 17 and the differential 15 are respectively arranged at two ends of the intermediate shaft 6, so that the steric hindrance between each component of the power coupling system is reduced, the spatial layout of each component is optimized, the transmission path is shortened as much as possible, and the transmission efficiency is optimized.

As shown in fig. 1, in one embodiment, the power coupling system further includes a speed reducer 18, the driving motor 7 is connected to the differential 15 through the speed reducer 18, and the speed reducer 18 can increase the output torque of the driving motor 7, so as to improve the acceleration performance of the driving motor 7.

Further, a second motor shaft 19 is arranged at the output end of the driving motor 7, and an eighth gear 20 is arranged on the second motor shaft 19; the reduction gear 18 includes a third connecting shaft 181, and a ninth gear 182 and a tenth gear 183 connected to the third connecting shaft 181, the ninth gear 182 meshing with the eighth gear 20; the tenth gear 183 meshes with one end of the sixth gear 16, and the other end of the sixth gear 16 meshes with the seventh gear 17. The power output by the driving motor 7 is transmitted to the differential 15 after two-stage speed reduction through the eighth gear 20, the ninth gear 182, the tenth gear 183 and the sixth gear 16, is coupled with the power of the engine 1 in the differential 15, and is transmitted to the driving wheels through the driving half shafts of the differential 15 for driving the vehicle, so as to form a parallel driving mode of the power coupling system.

It should be understood that a two-stage speed reduction structure or a more-stage speed reduction structure may be formed between the driving motor 7 and the differential 15, which is not limited herein.

The seventh gear 17, the sixth gear 16 and the tenth gear 183 are arranged in a coplanar manner, so that the layout of the power coupling system is optimized, and the structural compactness is improved.

As shown in fig. 2, in another embodiment of the present application, an eleventh gear 21 is further connected to the intermediate shaft 6, and the driving motor 7 is connected to the eleventh gear 21. Specifically, the eleventh gear 21 is disposed on a side of the dual clutch 5 facing away from the engine 1, an output end of the driving motor 7 is connected to the second motor shaft 19, the second motor shaft 19 is connected to the eighth gear 20, and the eighth gear 20 is engaged with the eleventh gear 21. So, need not set up extra connection axis body between driving motor 7 and the jackshaft 6, simplified the structure, improved the compactedness of structure, reduced the cost of product. Further, a speed reduction structure is formed between the eighth gear 20 and the eleventh gear 21, and the output torque of the driving motor 7 is increased.

Furthermore, the application also provides a control method of the power coupling system, which is used for realizing the control of different working modes of the power coupling system. Specifically, the working modes of the power coupling system include: the idle power generation mode, the pure electric drive mode, the series drive mode and the parallel drive mode, wherein the parallel drive mode can also form a parallel first gear drive mode and a parallel second gear drive mode according to different selections of connection or disconnection of the first clutch 51 and the second clutch 52 in the double clutch 5. In the parallel driving mode, the vehicle is driven by hybrid power, i.e. part of the power of the engine 1 and the power generated by the driving motor 7 are coupled for driving the vehicle.

The switching of the working modes is comprehensively judged based on parameters such as the magnitude of the electric quantity value of the vehicle battery, the opening degree of the accelerator, the vehicle speed, the depth of the brake pedal and the like.

The control method specifically comprises the following steps:

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

and S2, judging the magnitude relation between the battery electric quantity value and a first threshold value, the magnitude relation between the accelerator opening and a second threshold value and the magnitude relation between the vehicle speed value and a third threshold value, and switching the working mode of the power coupling system according to the judgment result.

The first threshold value is used for judging the magnitude of the battery electric quantity value, the second threshold value is used for judging the magnitude of the accelerator opening degree, and the third threshold value is used for judging the magnitude of the vehicle speed. The value ranges of the first threshold, the second threshold and the third threshold are not limited in this embodiment, and can be freely set 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 values of the first threshold, the second threshold and the third threshold are set, the power coupling system can automatically judge the relationship between the battery electric quantity value and the first threshold, the relationship between the accelerator opening and the second threshold and the relationship between the vehicle speed value and the third threshold, and automatically switch among various working modes according to the judgment result.

The automatic switching of different working modes of the power coupling system is specifically as follows:

as shown in fig. 3, when the vehicle is idling and the battery electric quantity value is lower than the first threshold value, the first clutch 51 and the second clutch 52 are both controlled to be disengaged, and the driving motor 7 does not work; the generator 12 is controlled to start the engine 1, and the started engine 1 drives the first motor to generate power so as to charge the battery. At this time, the power transmission path of the power coupling system is: the engine 1 → the input shaft 2 → the first gear 3 → the fifth gear 14 → the first motor shaft 13 → the generator 12. The direction indicated by the arrow in fig. 3 is the power transmission direction.

As shown in fig. 4, when the battery electric quantity value is higher than the first threshold value during the vehicle running, the first clutch 51 and the second clutch 52 are controlled to be disengaged, the engine 1 and the generator 12 are not operated, the driving motor 7 is started, and the vehicle runs in the pure electric driving mode. At this time, the power transmission path of the power coupling system is: the drive motor 7 → the second motor shaft 19 → the eighth gear 20 → the ninth gear 182 → the third connecting shaft 181 → the tenth gear 183 → the sixth gear 16 → the differential 15 → the drive wheel. The direction indicated by the arrow in fig. 4 is the direction of power transmission.

In another embodiment, as shown in fig. 8, when the driving motor 7 is engaged with the eleventh gear 21 through the eighth gear 20 to form a transmission path between the driving motor 7 and the intermediate shaft 6, the power transmission path in the pure electric drive mode is: the drive motor 7 → the second motor shaft 19 → the eighth gear 20 → the eleventh gear 21 → the intermediate shaft 6 → the seventh gear 17 → the sixth gear 16 → the differential 15 → the drive wheel. The direction indicated by the arrow in fig. 8 is the direction of power transmission.

As shown in fig. 5, when the vehicle runs, when the electric quantity value of the vehicle battery is lower than a first threshold value and the accelerator opening is smaller than a second threshold value, the first clutch 51 and the second clutch 52 are both controlled to be disengaged, the generator 12 is controlled to start the engine 1, and the started engine 1 drives the generator 12 to generate electricity so as to charge the battery or supply power to the driving motor 7; the drive motor 7 is activated and the vehicle is operated in series drive mode. At this moment, the power transmission path of the power coupling system includes two, and the first transmission path is that the engine 1 drives the generator 12 to generate electricity, specifically: the engine 1 → the input shaft 2 → the first gear 3 → the fifth gear 14 → the first motor shaft 13 → the generator 12; the second transmission path provides power for the driving motor 7 for driving the vehicle, and specifically comprises the following steps: the drive motor 7 → the second motor shaft 19 → the eighth gear 20 → the ninth gear 182 → the third connecting shaft 181 → the tenth gear 183 → the sixth gear 16 → the differential 15 → the drive wheel. The direction indicated by the arrow in fig. 5 is the direction of power transmission.

In another embodiment, as shown in fig. 9, when the driving motor 7 is meshed with the eleventh gear 21 through the eighth gear 20, so that a transmission path is formed between the driving motor 7 and the intermediate shaft 6, the power transmission path of the power coupling system in the series driving mode includes two power transmission paths, the first power transmission path is a power transmission path generated by the generator 12 driven by the engine 1, and specifically is: the engine 1 → the input shaft 2 → the first gear 3 → the fifth gear 14 → the first motor shaft 13 → the generator 12; the second transmission path provides power for the driving motor 7 for driving the vehicle, and specifically comprises the following steps: the drive motor 7 → the second motor shaft 19 → the eighth gear 20 → the eleventh gear 21 → the intermediate shaft 6 → the seventh gear 17 → the sixth gear 16 → the differential 15 → the drive wheel. The direction indicated by the arrow in fig. 9 is the direction of power transmission.

As shown in fig. 6, when the vehicle is running, when the electric quantity value of the vehicle battery is lower than a first threshold value and the throttle opening is larger than a second threshold value, the first clutch 51 is controlled to be engaged, the second clutch 52 is disengaged, the generator 12 is controlled to start the engine 1, a part of power of the started engine 1 is used for driving the generator 12 to generate power so as to charge the battery or supply power to the driving motor 7, the other part of power is used for driving the vehicle, a part of power of the engine 1 and the power of the driving motor 7 are transmitted to the differential 15 to be coupled, the vehicle is driven by hybrid power, and at this time, the vehicle is operated in a parallel first-gear driving mode. There are three transmission paths of power, and the first transmission path is that the engine 1 drives the generator 12 to generate electricity, specifically: the engine 1 → the input shaft 2 → the first gear 3 → the fifth gear 14 → the first motor shaft 13 → the generator 12; the second transmission path is used for driving the vehicle by part of power of the engine 1, and specifically comprises the following steps: the engine 1 → the input shaft 2 → the first gear 3 → the third gear 9 → the first connecting shaft 8 → the first clutch 51 → the intermediate shaft 6 → the seventh gear 17 → the sixth gear 16 → the differential 15 → the drive wheel; the third transmission path provides power for the driving motor 7 for driving the vehicle, and specifically comprises the following steps: the drive motor 7 → the second motor shaft 19 → the eighth gear 20 → the ninth gear 182 → the third connecting shaft 181 → the tenth gear 183 → the sixth gear 16 → the differential 15 → the drive wheel. The direction indicated by the arrow in fig. 6 is the direction of power transmission.

In another embodiment, as shown in fig. 10, when the driving motor 7 is meshed with the eleventh gear 21 through the eighth gear 20, so that a transmission path is formed between the driving motor 7 and the intermediate shaft 6, the power transmission routes of the power coupling system in the parallel first-gear driving mode include three, and the first transmission path is that the engine 1 drives the generator 12 to generate power, specifically: the engine 1 → the input shaft 2 → the first gear 3 → the fifth gear 14 → the first motor shaft 13 → the generator 12; the second transmission path is used for driving the vehicle by part of power of the engine 1, and specifically comprises the following steps: the engine 1 → the input shaft 2 → the first gear 3 → the third gear 9 → the first connecting shaft 8 → the first clutch 51 → the intermediate shaft 6 → the seventh gear 17 → the sixth gear 16 → the differential 15 → the drive wheel; the third transmission path provides power for the driving motor 7 for driving the vehicle, and specifically comprises the following steps: the drive motor 7 → the second motor shaft 19 → the eighth gear 20 → the eleventh gear 21 → the intermediate shaft 6 → the seventh gear 17 → the sixth gear 16 → the differential 15 → the drive wheel. The direction indicated by the arrow in fig. 10 is the direction of power transmission.

As shown in fig. 7, when the vehicle runs, when the electric quantity value of the vehicle battery is lower than a first threshold value and the accelerator opening is larger than a second threshold value, the first clutch 51 is controlled to be disengaged, the second clutch 52 is engaged, the generator 12 is controlled to start the engine 1, a part of power of the started engine 1 is used for driving the generator 12 to generate power so as to charge the battery or supply power to the driving motor 7, the other part of power is used for driving the vehicle, a part of power of the engine 1 and the power of the driving motor 7 are transmitted to the differential 15 to be coupled, the vehicle is driven by hybrid power, and at the moment, the vehicle runs in a parallel two-gear driving mode. The power transmission path has three paths, the first path is that the engine 1 drives the generator 12 to generate electricity, and specifically: the engine 1 → the input shaft 2 → the first gear 3 → the fifth gear 14 → the first motor shaft 13 → the generator 12; the second transmission path is used for driving the vehicle by part of power of the engine 1, and specifically comprises the following steps: the engine 1 → the input shaft 2 → the second gear 4 → the fourth gear 11 → the second connecting shaft 10 → the second clutch 52 → the intermediate shaft 6 → the seventh gear 17 → the sixth gear 16 → the differential 15 → the drive wheel; the third transmission path provides power for the driving motor 7 for driving the vehicle, and specifically comprises the following steps: the drive motor 7 → the second motor shaft 19 → the eighth gear 20 → the ninth gear 182 → the third connecting shaft 181 → the tenth gear 183 → the sixth gear 16 → the differential 15 → the drive wheel. The direction indicated by the arrow in fig. 7 is the direction of power transmission.

In another embodiment, as shown in fig. 11, when the driving motor 7 is meshed with the eleventh gear 21 through the eighth gear 20, so that a transmission path is formed between the driving motor 7 and the intermediate shaft 6, the power transmission path of the power coupling system in the parallel two-gear driving mode includes three paths, and the first transmission path is that the engine 1 drives the generator 12 to generate power, specifically: the engine 1 → the input shaft 2 → the first gear 3 → the fifth gear 14 → the first motor shaft 13 → the generator 12; the second transmission path is used for driving the vehicle by part of power of the engine 1, and specifically comprises the following steps: the engine 1 → the input shaft 2 → the second gear 4 → the fourth gear 11 → the second connecting shaft 10 → the second clutch 52 → the intermediate shaft 6 → the seventh gear 17 → the sixth gear 16 → the differential 15 → the drive wheel; the third transmission path provides power for the driving motor 7 for driving the vehicle, and specifically comprises the following steps: the drive motor 7 → the second motor shaft 19 → the eighth gear 20 → the eleventh gear 21 → the intermediate shaft 6 → the seventh gear 17 → the sixth gear 16 → the differential 15 → the drive wheel. The direction indicated by the arrow in fig. 11 is the direction of power transmission.

In addition, when the automobile is braked, the driving motor 7 generates braking torque to brake the wheels, and 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 method further includes:

and S3, controlling the driving motor 7 to generate braking torque during braking, and generating induction current in the winding to charge the battery.

The various working modes are embodied in a table as follows:

furthermore, the application also provides a vehicle which is a hybrid electric vehicle and comprises a vehicle body, wherein a power coupling system is arranged on the vehicle body; the structure of the dynamic coupling system is as described in any one of the above, and is not described herein again. According to the vehicle, the working states of the engine 1, the driving motor 7 and the generator 12 are controlled, and the first clutch 51 and the second clutch 52 are combined or disconnected, so that the automatic switching of working modes such as idle power generation, pure electric drive, series drive, parallel drive, kinetic energy recovery and the like can be automatically realized, the oil consumption is effectively reduced, and the fuel economy is improved.

In summary, the power coupling system has the advantages of compact structure, small size, small occupied space and reasonable layout of all parts, and overcomes the defects of large size space, complex structure and the like of the conventional hybrid electric vehicle and the power assembly thereof;

the two gears of the engine 1 are switched by controlling the double clutches, the two gears can provide a wider speed ratio selection range, the engine 1 can run in a high-efficiency interval more reasonably, and the dynamic property and the economical efficiency of the whole vehicle are improved;

compared with a synchronizer and a gear shifting mechanism, the gear shifting mechanism has the advantages that gear shifting is realized, larger torque capacity is provided, the gear shifting is convenient to realize, and the problems of gear shifting, gear beating and the like are effectively avoided;

the gear shifting process is free of power interruption, and the gear shifting comfort is good;

by controlling the working states of the engine 1, the driving motor 7 and the generator 12 and the combination or disconnection of the first clutch 51 and the second clutch 52, the automatic switching of the working modes of idle power generation, pure electric drive, series drive, parallel drive, kinetic energy recovery and the like of the vehicle 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

1. A power coupling system, comprising:

a drive motor;

2. The power coupling system of claim 1, wherein the driving end of the first clutch and the driving end of the second clutch are connected to the intermediate shaft;

3. The power coupling system according to claim 2, wherein the first connecting shaft and the second connecting shaft are hollow shafts, the second connecting shaft is sleeved on the intermediate shaft, and the first connecting shaft is sleeved on the second connecting shaft.

4. The power coupling system of claim 2, further comprising a generator, wherein a first motor shaft is connected to an output end of the generator, a fifth gear is connected to the first motor shaft, and the fifth gear is engaged with the first gear or the fifth gear is engaged with the second gear.

5. The power coupling system of claim 4, wherein one end of the first gear is in mesh with the third gear and the other end of the first gear is in mesh with the fifth gear.

6. The dynamic coupling system of claim 1, further comprising a differential to which a sixth gear is connected; and a seventh gear is also connected to the intermediate shaft, and the sixth gear is meshed with the seventh gear.

7. The power coupling system of claim 6, further comprising a speed reduction device, wherein the drive motor is coupled to the differential through the speed reduction device.

8. The power coupling system of claim 7, wherein a second motor shaft is connected to an output end of the driving motor, and an eighth gear is disposed on the second motor shaft;

9. The power coupling system of claim 1, wherein an eleventh gear is further coupled to the countershaft, and the drive motor is coupled to the eleventh gear.

10. A vehicle characterized by comprising a power coupling system as claimed in any one of claims 1 to 9.