CN218858139U - Powertrains and Vehicles - Google Patents

Abstract

The application discloses a power coupling system and a vehicle; the power coupling system includes a driving motor, an engine and a dual clutch, the engine is connected to an input shaft, the input shaft is connected to a first gear and a second gear, and the dual clutch is connected to The intermediate shaft includes a first clutch and a second clutch, the first clutch is connected to the first gear, and the second clutch is connected to the second gear to form two different transmission ratios of the engine; The switching between the two gears of the engine is realized by the dual clutch, which simplifies the structure, improves the power and economy of the power coupling system, and improves the convenience and comfort of gear shifting; the dual clutch is set on the intermediate shaft, reducing the The size and occupied space of the power coupling system are reduced, and the compactness of the structure of the power coupling system is improved.

Description

Powertrains and Vehicles

technical field

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

Background technique

The hybrid power coupling system is used in hybrid electric vehicles, which involves the integrated design and layout of the engine, drive motor, and pinion transmission system. The hybrid power coupling system with multiple gears generally shifts gears through synchronizers and gear shifting structures. The structure is often complex, so the size is large, the space occupied is large, and the layout of each component is difficult.

It can be seen that the prior art still needs to be improved and enhanced.

Utility model content

In view of the shortcomings of the above-mentioned prior art, the purpose of the present application is to provide a power coupling system and a vehicle, aiming at improving the structural compactness of the power coupling system and reducing the space it occupies.

In order to achieve the above object, the application has adopted the following technical solutions:

The present application discloses a power coupling system on the one hand, comprising:

motor;

an engine connected to an input shaft on which a first gear and a second gear are connected;

A double clutch, connected to the intermediate shaft, includes a first clutch and a second clutch, the first clutch is connected to the first gear, and the second clutch is connected to the second gear to form two different engine transmission ratio.

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 to a first connecting shaft, and a third gear is connected to the first connecting shaft, and the third gear meshes with the first gear to form the first gear of the engine ;

The driven end of the second clutch is connected to a second connecting shaft, and a fourth gear is connected to the second connecting shaft, and the fourth gear meshes with the second gear to form the 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 spaced on the intermediate shaft, and the first connecting shaft is spaced on the intermediate shaft. on the second connecting shaft.

In some embodiments of the present application, the power coupling system further includes a generator, the output end of the generator is connected to a first motor shaft, and a fifth gear is connected to the first motor shaft, and the fifth gear meshes with the first gear or the fifth gear meshes with the second gear.

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

In some embodiments of the present application, the power coupling system further includes a differential, the differential is connected to a sixth gear; the intermediate shaft is also connected to a seventh gear, and the sixth gear is connected to the The seventh gear meshes.

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

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

The reduction gear includes a third connecting shaft, and a ninth gear and a tenth gear connected to the third connecting shaft, the ninth gear meshes with the eighth gear; the tenth gear meshes with the One end of the sixth gear meshes with the seventh gear at the other end.

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.

Another aspect of the present application also provides a vehicle, including the power coupling system described in any one of the above items.

Beneficial effect:

The power coupling system provided by this application realizes dual-clutch two-speed transmission of the engine by controlling the combination or separation of the first clutch and the second clutch, which saves the synchronizer and the shift actuator, simplifies the structure, and provides a wider The range of speed ratio selection improves the power and economy of the power coupling system; the gear shift is realized through the dual clutch composed of the first clutch and the second clutch, so that there is no power interruption during the shift process, and the comfort of shifting is improved. In addition, the double clutch is connected to the intermediate shaft, which facilitates the arrangement of the double clutch and the shaft tooth structure, reduces the size and occupied space of the power coupling system, and improves the compactness of the structure.

The present application also provides a vehicle comprising the power coupling system as described above, which has all the advantages of the power coupling system.

Description of drawings

Fig. 1 is a schematic structural diagram of a power coupling system provided by an embodiment of the present application.

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

Fig. 3 is a power transmission route diagram of a power coupling system in an idling power generation mode provided by an embodiment of the present application.

Fig. 4 is a power transmission route diagram of a power coupling system in pure electric driving mode provided by an embodiment of the present application.

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

FIG. 6 is a power transmission route diagram of the power coupling system in parallel first-gear driving mode provided by an embodiment of the present application.

FIG. 7 is a power transmission route diagram of the power coupling system in parallel second gear driving mode provided by an embodiment of the present application.

Fig. 8 is a power transmission route diagram of a power coupling system in pure electric driving mode provided by another embodiment of the present application.

FIG. 9 is a power transmission route diagram of a power coupling system in a series driving mode provided by another embodiment of the present application.

FIG. 10 is a power transmission route diagram of a power coupling system in parallel first-gear driving mode provided by another embodiment of the present application.

Fig. 11 is a power transmission route diagram of a power coupling system in parallel second gear driving mode provided by another embodiment of the present application.

Description of main component symbols: 1. engine; 2. input shaft; 3. first gear; 4. second gear; 5. double clutch; 51. first clutch; 52. second clutch; 6. intermediate shaft; 7. Drive motor; 8, first connecting shaft; 9, third gear; 10, second connecting shaft; 11, fourth gear; 12, generator; 13, first motor shaft; 14, fifth gear; 15, difference 16, the sixth gear; 17, the seventh gear; 18, the reduction device; 181, the third connecting shaft; 182, the ninth gear; 183, the tenth gear; 19, the second motor shaft; 20, the eighth Gear; 21, the eleventh gear; 22, the shock absorber.

Detailed ways

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

In the description of the present application, it should be understood that the terms "upper", "lower", "left", "right", etc. indicating orientation or positional relationship are based on the orientation or positional relationship shown in the drawings, and are only for convenience Describing the application and simplifying the description do not indicate or imply that the device or element referred to must have a specific orientation, and a specific orientation configuration and operation, and therefore, should not be construed as limiting the application. In addition, "first" and "second" are for descriptive purposes only, and cannot be interpreted as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Therefore, a feature defined as "first" and "second" may explicitly or implicitly include one or more of these features. In the description of the present application, unless otherwise specified, "plurality" means two or more.

In the description of this application, it should be noted that unless otherwise specified and limited, the terms "installation", "connection", and "connection" should be understood in a broad sense, for example, it can be a fixed connection or a detachable connection. Connected, or integrally connected; may be mechanically connected, may also be electrically connected or may communicate with each other; may be directly connected, or indirectly connected through an intermediary, may be the internal communication of two components or the interaction of two components relation. Those of ordinary skill in the art can understand the specific meanings of the above terms in this application according to specific situations.

Referring to Fig. 1, the present application provides a power coupling system, including a drive motor 7, an engine 1 and a dual clutch 5; wherein, the output end of the engine 1 is connected to an input shaft 2, and the input shaft 2 is connected to a first gear 3 and The second gear 4, the first gear 3 and the second gear 4 have different numbers of teeth; the double clutch 5 is connected on the intermediate shaft 6, and the double clutch 5 includes a first clutch 51 and a second clutch 52, and the first clutch 51 is connected to the first clutch 51. The gear 3 is connected, and the second clutch 52 is connected with the second gear 4 to form two different transmission ratios of the engine 1 , that is, to form two different gears of the engine 1 . The power coupling system forms two different transmission ratios through the combination or disconnection of the first clutch 51 and the first gear 3, and the second clutch 52 and the second gear 4, so that the engine 1 can realize two-speed transmission, providing a wider The selection range of speed ratio improves the power and economy of the power coupling system. The shifting is realized through the double clutch 5, and there is no power interruption during the shifting process, which improves the comfort of shifting. Compared with gear shifting through synchronizers and shift actuators, the above-mentioned power coupling system simplifies the structure and achieves a larger torque capacity, which is convenient for gear shifting and can effectively avoid problems such as gear kicking. Setting the double clutch 5 on the intermediate shaft 6 facilitates the arrangement of the double clutch 5 and the shaft tooth structure, reduces the size and occupied space of the power coupling system, and improves the compactness of the structure.

Preferably, in order to buffer and damp the output of the engine 1, a shock absorber 22 is connected to the output end of the engine 1, and the shock absorber 22 is connected to the input shaft 2, which can improve the stability of the output power of the engine 1. Specifically, the shock absorber 22 is a torsional shock absorber or a dual-mass flywheel.

As shown in Figure 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 the first connecting shaft 8, The first connecting shaft 8 is connected with a third gear 9, and the third gear 9 meshes with the first gear 3; the driven end of the second clutch 52 is connected with a second connecting shaft 10, and the second connecting shaft 10 is connected with a fourth The gear 11, the fourth gear 11 meshes 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 the first gear of the engine 1, and the second gear 4 and the fourth gear 11 form the second gear of the engine 1, so , by controlling the engagement or disengagement of the first clutch 51 and the second clutch 52, the conversion of the two gears of the engine 1 can be realized. Such as, the first gear 3 and the second gear 4 are coaxial, and both of them are driving wheels, the third gear 9 and the fourth gear 11 are driven wheels, the number of teeth of the first gear 3 is less than the number of teeth of the second gear 4, and the number of teeth of the second gear 4 The number of teeth of the third gear 9 is greater than the number of teeth of the fourth gear 11, so that the first gear 3 meshes with the third gear 9, and the second gear 4 meshes 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 , and the transmission ratio between the second gear 4 and the fourth gear 11 , a wider speed ratio range of the engine 1 can be realized.

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

Further, the intermediate shaft 6 is arranged parallel to the input shaft 2, the first connecting shaft 8 and the second connecting shaft 10 are set as hollow shafts, the second connecting shaft 10 is sleeved on the intermediate shaft 6, and the first connecting shaft 8 is sleeved on the On the second connecting shaft 10, the size and occupied space of the power coupling system are reduced, the connection tightness of the double clutch 5 and the shaft-tooth structure is greatly improved, and the layout of the double-clutch 5 and the shaft-tooth structure is facilitated.

As shown in Figure 1, further, the power coupling system also includes a generator 12, the output end of the generator 12 is connected with a first motor shaft 13, the first motor shaft 13 is connected with a fifth gear 14, and the fifth gear 14 is connected with The first gear 3 meshes or the fifth gear 14 meshes with the second gear 4, the generator 12 is directly connected to the first gear 3 or the second gear 4, and there is no need to additionally set a gear on the input shaft 2 to be connected to the generator 12, The structure of the power coupling system is further simplified. In order to facilitate the space layout and avoid the transmission ratio being too small, the generator 12 is connected to the first gear 3, and the first gear 3 is arranged on the end of the input shaft 2 away from the engine 1, and the second gear 4 is arranged on the first gear 3 and the end of the engine 1. Between the engines 1, the space resistance between the generator 12 and other components in the power coupling system is reduced, which facilitates the layout of the components of the power coupling system.

As shown in Figure 1, further, one end of the first gear 3 meshes with the third gear 9, and the other end of the first gear 3 meshes with the fifth gear 14, that is, the fifth gear 14, the first gear 3 and the fifth gear The three gears 9 are coplanar, which further optimizes the space layout of the power coupling system and reduces the space it occupies. The dual clutch 5 is arranged on the end of the third gear 9 facing away from the engine 1, the input shaft 2 and the components connected to the input shaft 2 will not block the dual clutch 5, the layout is reasonable, and the structure of the power coupling system is more compact.

As shown in Figure 1, further, the power coupling system also includes a differential 15, the differential 15 is connected with the sixth gear 16; the intermediate shaft 6 is also connected with the seventh gear 17, the sixth gear 16 and the seventh gear 17 meshes. The power generated by the engine 1 is transmitted to the intermediate shaft 6 through the dual clutch 5, and then transmitted to the sixth gear 16 through the seventh gear 17 connected to the intermediate shaft 6, and then coupled with the power generated by the drive motor 7 in the differential 15 , and then transmitted to the drive wheels through the driving half shaft of the differential 15 for the driving of the vehicle. The seventh gear 17 and the differential gear 15 are respectively arranged at both ends of the intermediate shaft 6 to reduce the space resistance between the components of the power coupling system, optimize the spatial layout of each component, and shorten the transmission path as much as possible, optimize transmission efficiency.

As shown in Figure 1, in one embodiment, the power coupling system also includes a speed reduction device 18, the drive motor 7 is connected with the differential 15 through the speed reduction device 18, the speed reduction device 18 can increase the output torque of the drive motor 7, thereby improving The acceleration performance of the drive motor 7.

Further, the output end of the driving motor 7 is provided with a second motor shaft 19, and the second motor shaft 19 is provided with an eighth gear 20; The ninth gear 182 and the tenth gear 183 , the ninth gear 182 meshes 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 being decelerated in two stages by the eighth gear 20, the ninth gear 182, the tenth gear 183 and the sixth gear 16, and is coupled with the power of the engine 1 in the differential 15, Then it is transmitted to the drive wheels through the driving half shaft of the differential 15 for driving the vehicle to form a parallel driving mode of the power coupling system.

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

The seventh gear 17, the sixth gear 16 and the tenth gear 183 are coplanar, which optimizes the layout of the power coupling system and improves the compactness of the structure.

As shown in FIG. 2 , in another embodiment of the present application, an eleventh gear 21 is connected to the intermediate shaft 6 , and the driving motor 7 is connected to the eleventh gear 21 . Specifically, the eleventh gear 21 is arranged on the side of the double clutch 5 facing away from the engine 1, the output end of the drive motor 7 is connected to the second motor shaft 19, and the eighth gear 20 is connected to the second motor shaft 19. The gear 20 meshes with the eleventh gear 21 . In this way, there is no need to arrange an additional connecting shaft body between the drive motor 7 and the intermediate shaft 6, which simplifies the structure, improves the compactness of the structure, and reduces the cost of the product. Further, a deceleration structure is formed between the eighth gear 20 and the eleventh gear 21 to increase the output torque of the driving motor 7 .

Furthermore, the present application also provides a control method of the power coupling system, which is used to realize the control of different working modes of the power coupling system. Specifically, the working modes of the power coupling system include: idle power generation mode, pure electric drive mode, series drive mode and parallel drive mode, wherein, the parallel drive mode is based on the combination of the first clutch 51 and the second clutch 52 in the dual clutch 5 Or the different selections of disconnection can also form a parallel first-gear driving mode and a parallel second-gear driving mode. In the parallel driving mode, the vehicle is driven by hybrid power, that is, part of the power of the engine 1 and the power generated by the drive motor 7 are coupled to drive the vehicle.

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

The control method is specifically:

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

Step S2. Determine the relationship between the battery power value and the first threshold, the relationship between the accelerator opening and the second threshold, and the relationship between the vehicle speed and the third threshold, and switch the working mode of the power coupling system according to the judgment result.

Wherein, the first threshold is used for judging the level of battery power, the second threshold is used for judging the degree of accelerator opening, and the third threshold is used for judging the speed of the vehicle. In this embodiment, the value ranges of the first threshold, the second threshold and the third threshold are not limited, and can be freely set according to specific control strategies. Under different control strategies, the values of the first threshold, the second threshold and the third threshold are different. After setting the values of the first threshold, the second threshold and the third threshold, the power coupling system can automatically judge the relationship between the battery power value and the first threshold, the relationship between the accelerator opening and the second threshold, and the relationship between the vehicle speed and the first threshold. The size relationship of the third threshold, and automatically switch between 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 Figure 3, when the vehicle is at idle speed, when the battery power value is lower than the first threshold value, the first clutch 51 and the second clutch 52 are controlled to be disengaged, and the drive motor 7 is not working; the generator 12 is controlled to start the engine 1, start The rear engine 1 drives the first motor to generate electricity to charge the battery. At this time, the power transmission path of the power coupling system is: engine 1 → input shaft 2 → first gear 3 → fifth gear 14 → first motor shaft 13 → generator 12 . The direction indicated by the arrow in Fig. 3 is the power transmission direction.

As shown in Figure 4, when the vehicle is running, when the battery power value is higher than the first threshold value, the first clutch 51 and the second clutch 52 are controlled to be disengaged, the engine 1 and the generator 12 are not working, the drive motor 7 is started, and the vehicle Operates in purely electric drive mode. At this time, the power transmission path of the power coupling system is: drive motor 7→second motor shaft 19→eighth gear 20→ninth gear 182→third connecting shaft 181→tenth gear 183→sixth gear 16→differential Device 15 → 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 drive motor 7 meshes with the eleventh gear 21 through the eighth gear 20 to form a transmission path between the drive motor 7 and the intermediate shaft 6 , the power of the pure electric drive mode The transmission path is: drive motor 7→second motor shaft 19→eighth gear 20→eleventh gear 21→intermediate shaft 6→seventh gear 17→sixth gear 16→differential 15→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 is running, when the battery power value of the vehicle is lower than the first threshold and the accelerator opening is smaller than the second threshold, both the first clutch 51 and the second clutch 52 are controlled to disengage, and the generator 12 is controlled to start the engine 1 , the started engine 1 drives the generator 12 to generate electricity to charge the battery or supply power to the drive motor 7; start the drive motor 7, and the vehicle operates in a series drive mode. At this time, the power transmission path of the power coupling system includes two, the first transmission path is that the engine 1 drives the generator 12 to generate electricity, specifically: engine 1→input shaft 2→first gear 3→fifth gear 14→first Motor shaft 13 → generator 12; the second transmission path provides power for the drive motor 7 to drive the vehicle, specifically: drive motor 7 → second motor shaft 19 → eighth gear 20 → ninth gear 182 → third connection Shaft 181→tenth gear 183→sixth gear 16→differential 15→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 drive motor 7 meshes with the eleventh gear 21 through the eighth gear 20 to form a transmission path between the drive motor 7 and the intermediate shaft 6, the power coupling in the series drive mode The power transmission route of the system includes two. The first transmission route is that the engine 1 drives the generator 12 to generate electricity, specifically: engine 1→input shaft 2→first gear 3→fifth gear 14→first motor shaft 13→power generation machine 12; the second transmission path provides power for the driving motor 7 for vehicle driving, specifically: driving motor 7→second motor shaft 19→eighth gear 20→eleventh gear 21→intermediate shaft 6→seventh gear 17→sixth gear 16→differential 15→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 battery power value of the vehicle is lower than the first threshold and the accelerator opening is greater than the second threshold, the first clutch 51 is controlled to be engaged, the second clutch 52 is disengaged, and the generator 12 is controlled to start the engine 1 A part of the power of the engine 1 after starting is used to drive the generator 12 to generate electricity to charge the battery or supply power to the drive motor 7, and the other part of the power is used to drive the vehicle. Part of the power of the engine 1 and the power of the drive motor 7 are transmitted to the differential Coupled in the converter 15, the vehicle is driven by hybrid power, and at this time, the vehicle operates in a parallel first-gear drive mode. There are three power transmission paths. The first transmission path is that the engine 1 drives the generator 12 to generate electricity, specifically: engine 1→input shaft 2→first gear 3→fifth gear 14→first motor shaft 13→generator 12 ; The second transmission path is that part of the power of the engine 1 is used to drive the vehicle, specifically: engine 1→input shaft 2→first gear 3→third gear 9→first connecting shaft 8→first clutch 51→intermediate shaft 6→seventh gear 17→sixth gear 16→differential 15→drive wheel; the third transmission path provides power for the drive motor 7 for driving the vehicle, specifically: drive motor 7→second motor shaft 19→the first Eighth gear 20→ninth gear 182→third connecting shaft 181→tenth gear 183→sixth gear 16→differential 15→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 meshes 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 , in the parallel first-speed driving mode The power transmission route of the power coupling system includes three. The first transmission route is that the engine 1 drives the generator 12 to generate electricity, specifically: engine 1→input shaft 2→first gear 3→fifth gear 14→first motor shaft 13→ Generator 12; the second transmission path is part of the power of the engine 1 for driving the vehicle, specifically: engine 1→input shaft 2→first gear 3→third gear 9→first connecting shaft 8→first clutch 51 →intermediate shaft 6→seventh gear 17→sixth gear 16→differential 15→drive wheel; the third transmission path provides power for drive motor 7 for vehicle driving, specifically: drive motor 7→second motor shaft 19→eighth gear 20→eleventh gear 21→intermediate shaft 6→seventh gear 17→sixth gear 16→differential 15→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 is running, when the battery power value of the vehicle is lower than the first threshold and the accelerator opening is greater than the second threshold, the first clutch 51 is controlled to be disengaged, the second clutch 52 is engaged, and the generator 12 is controlled to start the engine 1 A part of the power of the engine 1 after starting is used to drive the generator 12 to generate electricity to charge the battery or supply power to the drive motor 7, and the other part of the power is used to drive the vehicle. Part of the power of the engine 1 and the power of the drive motor 7 are transmitted to the differential The vehicle is coupled in the converter 15, and the vehicle is driven by hybrid power, and at this time, the vehicle operates in the parallel second gear driving mode. There are three power transmission paths. The first transmission path is that the engine 1 drives the generator 12 to generate electricity, specifically: engine 1→input shaft 2→first gear 3→fifth gear 14→first motor shaft 13→generator 12 ; The second transmission path is that part of the power of the engine 1 is used to drive the vehicle, specifically: engine 1→input shaft 2→second gear 4→fourth gear 11→second connecting shaft 10→second clutch 52→intermediate shaft 6→seventh gear 17→sixth gear 16→differential 15→drive wheel; the third transmission path provides power for the drive motor 7 for driving the vehicle, specifically: drive motor 7→second motor shaft 19→the first Eighth gear 20→ninth gear 182→third connecting shaft 181→tenth gear 183→sixth gear 16→differential 15→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 meshes 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 , in the parallel second gear driving mode The power transmission route of the power coupling system includes three. The first transmission route is that the engine 1 drives the generator 12 to generate electricity, specifically: engine 1→input shaft 2→first gear 3→fifth gear 14→first motor shaft 13→ Generator 12; the second transmission path is part of the power of the engine 1 for driving the vehicle, specifically: engine 1→input shaft 2→second gear 4→fourth gear 11→second connecting shaft 10→second clutch 52 →intermediate shaft 6→seventh gear 17→sixth gear 16→differential 15→drive wheel; the third transmission path provides power for drive motor 7 for vehicle driving, specifically: drive motor 7→second motor shaft 19→eighth gear 20→eleventh gear 21→intermediate shaft 6→seventh gear 17→sixth gear 16→differential 15→drive wheel. The direction indicated by the arrow in Fig. 11 is the direction of power transmission.

In addition, when the car is braking, the driving motor 7 generates a braking torque to brake the wheels, and at the same time, an induced current will be generated in the motor winding to charge the battery to realize the recovery of braking energy. Therefore, the control method also includes:

Step S3. During braking, control the drive motor 7 to generate a braking torque, and generate an induced current in the winding to charge the battery.

The above various working modes are represented in the table as follows:

Further, the present application also provides a vehicle, which is a hybrid vehicle, including a vehicle body, and a power coupling system is arranged on the vehicle body; the structure of the power coupling system is as described in any one of the above items, and will not be repeated here. . The vehicle can automatically realize idling power generation, pure electric drive, series drive, parallel drive and Automatic switching of working modes such as kinetic energy recovery can effectively reduce fuel consumption and improve fuel economy.

To sum up, the power coupling system of the present application is compact in structure, small in size, small in space, and reasonable in layout of each component, which overcomes the disadvantages of existing hybrid vehicles and their powertrains, such as large size space and complicated structure;

By controlling the dual clutch, the two gears of the engine 1 can be switched. The two gears can provide a wider range of speed ratio selection, and the engine 1 can run more reasonably in the high-efficiency range, improving the power and economy of the vehicle. ;

Compared with the synchronizer and the shifting mechanism to achieve shifting, it provides a larger torque capacity, facilitates the realization of shifting, and effectively avoids problems such as gear shifting;

There is no power interruption during the shifting process, and the shifting comfort is good;

By controlling the working states of the engine 1, the drive motor 7 and the generator 12, as well as the combination or disengagement of the first clutch 51 and the second clutch 52, vehicle idling power generation, pure electric drive, series drive, parallel drive and kinetic energy recovery can be realized The automatic switching of other working modes can effectively reduce fuel consumption and improve fuel economy.

It can be understood that those skilled in the art can make equivalent replacements or changes according to the technical solutions of the present application and its application concepts, and all these changes or replacements should fall within the protection scope of the appended claims of the present application.

Claims (10)

1. A power coupling system, comprising:

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.

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;

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.

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;

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.

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.

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