CN219467527U - Hybrid power coupling system and vehicle - Google Patents
Hybrid power coupling system and vehicle Download PDFInfo
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- CN219467527U CN219467527U CN202223530124.XU CN202223530124U CN219467527U CN 219467527 U CN219467527 U CN 219467527U CN 202223530124 U CN202223530124 U CN 202223530124U CN 219467527 U CN219467527 U CN 219467527U
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
Abstract
The application belongs to the technical field of vehicle control, and particularly relates to a hybrid power coupling system and a vehicle. The hybrid power coupling system comprises a power source, a gear control assembly and a gear control assembly, wherein the power source comprises an engine and a driving motor; the gear control assembly comprises a plurality of clutches and a plurality of transmission members, the plurality of clutches and the plurality of transmission members are connected to form a plurality of power transmission paths, the plurality of power transmission paths are connected between an engine and a driving wheel, and power output by the engine passes through different power transmission paths to realize at least two different speed ratios; the power input end of the speed ratio adjusting mechanism is connected with the driving motor, and the power output end of the speed ratio adjusting mechanism is coupled with any one of a plurality of power transmission paths for transmitting the power output by the driving motor to the driving wheels. In this way, miniaturization of the drive motor can be achieved, thereby reducing the weight and cost of the drive motor.
Description
Technical Field
The application belongs to the technical field of vehicle control, and particularly relates to a hybrid power coupling system and a vehicle.
Background
The power coupling system includes an engine and a transmission system that function to provide the vehicle with the driving power required for driving the wheels. In the related technical scheme, the weight and the production cost of the driving motor are high because the volume of the driving motor in the power coupling system occupies too large space.
It should be noted that the information disclosed in the foregoing background section is only for enhancing understanding of the background of the present application and thus may include information that does not form the prior art that is already known to those of ordinary skill in the art.
Disclosure of Invention
The purpose of this application is to provide a hybrid power coupling system and vehicle, can realize driving motor's miniaturization to a certain extent to driving motor's weight and cost have been reduced.
Other features and advantages of the present application will be apparent from the following detailed description, or may be learned in part by the practice of the application.
According to one aspect of the embodiments of the present application, there is provided a hybrid coupling system including:
the power source comprises an engine and a driving motor;
the gear control assembly comprises a plurality of clutches and a plurality of transmission members, wherein the clutches and the transmission members are connected to form a plurality of power transmission paths, the power transmission paths are connected between the engine and the driving wheels, and the power output by the engine is transmitted through different power transmission paths to realize at least two different speed ratios;
the power input end of the speed ratio adjusting mechanism is connected with the driving motor, and the power output end of the speed ratio adjusting mechanism is coupled with any one of the plurality of power transmission paths so as to be used for transmitting the power output by the driving motor to the driving wheels.
In some embodiments of the present application, based on the above technical solutions, the speed ratio adjusting mechanism includes a planetary gear mechanism, a power input end of the planetary gear mechanism is connected with the driving motor, and a power output end of the planetary gear is coupled with any one of the plurality of power transmission paths.
In some embodiments of the present application, based on the above technical solutions, the plurality of power transmission paths includes a first power transmission path and a second power transmission path; the planetary gear mechanism includes: a sun gear and a planet carrier coupled with the sun gear; the sun gear is in power coupling with the driving motor; the carrier is coupled to either the first power transmission path or the second power transmission path.
In some embodiments of the present application, based on the above technical solutions, the first power transmission path includes a first clutch, a first gear, and a second gear; the first clutch and the first gear are arranged on an input shaft connected with the engine, and the first gear is connected with a driven end of the first clutch; the second gear is arranged on an intermediate shaft connected with the driving wheel, and the first gear is meshed with the second gear; when the first clutch is engaged, power output from the engine is transmitted to the intermediate shaft along the input shaft, through the first gear and the second gear, and is transmitted to the drive wheels through the intermediate shaft.
In some embodiments of the present application, based on the above technical solution, the second gear is meshed with the planetary carrier to couple the power output by the driving motor to the first power transmission path.
In some embodiments of the present application, based on the above technical solutions, the second power transmission path includes a second clutch, a third gear, and a fourth gear; the third gear is arranged on an input shaft connected with the engine, the second clutch and the fourth gear are both arranged on an intermediate shaft connected with the driving wheel, the fourth gear is connected with the driven end of the second clutch, and the third gear and the fourth gear are meshed; when the second clutch is engaged, power output from the engine is transmitted to the intermediate shaft along the input shaft, through the third gear and the fourth gear, and is transmitted to the drive wheels through the intermediate shaft.
In some embodiments of the present application, based on the above technical solutions, the hybrid coupling system further includes a fifth gear disposed on the intermediate shaft; the fifth gear is connected with the driving end of the second clutch; the fifth gear is engaged with the carrier to couple the power output from the drive motor to the second power transmission path.
In some embodiments of the present application, based on the above technical solutions, the hybrid coupling system further includes a generator, a sixth gear, and a seventh gear, the sixth gear being disposed on an input shaft connected with the engine, the sixth gear and the seventh gear being engaged to conduct a power transmission path between the engine and the generator.
In some embodiments of the present application, based on the above technical solutions, the hybrid coupling system further includes a third clutch disposed on an input shaft connected with the engine, for controlling power coupling and decoupling of the input shaft and the intermediate shaft.
According to an aspect of embodiments of the present application, there is provided a vehicle including a hybrid coupling mechanism as described above.
In the technical scheme that this application embodiment provided, through set up speed ratio adjustment mechanism between driving motor and drive wheel to be favorable to improving driving motor to the speed ratio of wheel end, reduce driving motor's moment of torsion when satisfying the high-speed operation of drive wheel, and then make driving motor realize miniaturization simultaneously, thereby reduce driving motor's weight and cost. In addition, a power transmission path connected between the engine and the driving wheels is formed through the gear control assembly, and power output by the engine is transmitted through different power transmission paths to realize at least two different speed ratios, so that multi-gear control can be realized, and the power performance of the whole vehicle is improved.
It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the application.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the application and together with the description, serve to explain the principles of the application. It is apparent that the drawings in the following description are only some embodiments of the present application, and that other drawings may be obtained from these drawings without inventive effort for a person of ordinary skill in the art.
Fig. 1 schematically illustrates a block diagram of a hybrid coupling system architecture to which an embodiment of the present application is applied.
Fig. 2 schematically shows a structural schematic diagram of a hybrid coupling system to which an embodiment of the present application is applied.
Fig. 3 schematically shows a structural schematic diagram of a hybrid coupling system to which another embodiment of the present application is applied.
Fig. 4 schematically shows a structural schematic diagram of a hybrid coupling system to which a further embodiment of the present application is applied.
Fig. 5 schematically shows a structural schematic diagram of a hybrid coupling system to which a further embodiment of the present application is applied.
Fig. 6 schematically illustrates a power transmission route pattern in an electric-only mode using the hybrid coupling system according to an embodiment of the present application.
Fig. 7 schematically illustrates a power transmission route pattern in the engine direct-drive first-gear mode to which the hybrid coupling system of an embodiment of the present application is applied.
Fig. 8 schematically shows a power transmission route pattern in the engine direct-drive second-gear mode to which the hybrid coupling system of an embodiment of the present application is applied.
Fig. 9 schematically illustrates a power transmission route pattern in the first hybrid drive mode to which the hybrid coupling system of an embodiment of the present application is applied.
Fig. 10 schematically illustrates a power transmission route pattern in the second hybrid drive mode to which the hybrid coupling system of an embodiment of the present application is applied.
Fig. 11 schematically illustrates a power transmission route pattern in the range-extending mode using the hybrid coupling system according to an embodiment of the present application.
Fig. 12 schematically illustrates a power transmission route diagram in a braking energy recovery mode using the hybrid coupling system of an embodiment of the present application.
Wherein, 1-engine; a 2-generator; 3-driving a motor; 4-a first clutch; 5-a second clutch; 6-a third clutch; 7-a sun gear; 8-a planet carrier; 9-a gear ring; 10-a first gear; 11-a second gear; 12-a third gear; 13-fourth gear; 14-a fifth gear; 15-sixth gear; 16-seventh gear; 17-eighth gear; 18-ninth gear; 19-an input shaft; 20-an intermediate shaft; 21-a differential; 22-driving wheels; 23-a damper; 100-hybrid coupling system; 101-a power source; 102-a gear control assembly; 103-speed ratio adjustment mechanism.
Detailed Description
Example embodiments will now be described more fully with reference to the accompanying drawings. However, the exemplary embodiments may be embodied in many forms and should not be construed as limited to the examples set forth herein; rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the concept of the example embodiments to those skilled in the art.
Furthermore, the described features, structures, or characteristics may be combined in any suitable manner in one or more embodiments. In the following description, numerous specific details are provided to give a thorough understanding of embodiments of the present application.
In the description of the present application, it should be understood that the terms "center," "longitudinal," "transverse," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," etc. indicate or are based on the orientation or positional relationship shown in the drawings, merely for convenience of description and to simplify the description, and do not indicate or imply that the devices or elements referred to must have a specific orientation, be configured and operated in a specific orientation, and thus should not be construed as limiting the present application. Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include one or more of the described features. In the description of the present application, the meaning of "a plurality" is two or more, unless explicitly defined otherwise.
It should be noted that the block diagrams shown in the drawings are merely functional entities, and do not necessarily correspond to physically independent entities.
The hybrid coupling system and the vehicle provided by the application are described in detail below in connection with the specific embodiments.
Fig. 1 schematically illustrates a block diagram of a hybrid coupling system architecture to which an embodiment of the present application is applied. Referring to fig. 1, the hybrid coupling system 100 includes:
the power source 101 comprises an engine 1 and a driving motor 3, wherein the engine 1 is connected with the input shaft 19;
the gear control assembly 102 includes a plurality of clutches and a plurality of transmission members, which are connected to form a plurality of power transmission paths, the plurality of power transmission paths being connected between the engine 1 and the driving wheels 22, the power output from the engine 1 being transmitted through different power transmission paths to achieve at least two different speed ratios;
and a speed ratio adjusting mechanism 103, wherein a power input end of the speed ratio adjusting mechanism 103 is connected with the driving motor 3, and a power output end of the speed ratio adjusting mechanism 103 is coupled with any one of a plurality of power transmission paths for transmitting power output by the driving motor 3 to the driving wheel 22.
The transmission elements are, for example, gears, the number of which is not limited here. The speed ratio adjusting mechanism can increase the speed ratio from the driving motor to the driving wheel, and the power input end of the speed ratio adjusting mechanism is connected with the driving motor due to the higher rotating speed of the driving motor; on the other hand, in the case where the torque of the drive wheel is maintained unchanged, when the speed ratio of the drive motor is increased, the torque demand at the drive motor end is reduced, so that miniaturization of the drive motor can be achieved.
In the technical scheme that this application embodiment provided, through set up speed ratio adjustment mechanism between driving motor and drive wheel to be favorable to improving driving motor to the speed ratio of wheel end, reduce driving motor's moment of torsion when satisfying the high-speed operation of drive wheel, and then make driving motor realize miniaturization and low-speed simultaneously, thereby reduce driving motor's weight and cost. In addition, a power transmission path connected between the engine and the driving wheels is formed through the gear control assembly, and power output by the engine is transmitted through different power transmission paths to realize at least two different speed ratios, so that multi-gear control can be realized, and the power performance of the whole vehicle is improved.
In one embodiment of the present application, referring to fig. 2, fig. 2 schematically illustrates a structural schematic diagram of a hybrid coupling system to which an embodiment of the present application is applied. The speed ratio adjusting mechanism 103 includes a planetary gear mechanism, a power input end of which is connected to the drive motor 3, and a power output end of which is coupled to any one of a plurality of power transmission paths.
The selection of the speed ratio adjusting mechanism may be, for example, a planetary gear mechanism, and by using the planetary gear mechanism to increase the speed ratio of the drive motor to the drive wheel, miniaturization of the drive motor can be achieved, and the weight and cost of the drive motor can be reduced to some extent. Of course, the speed ratio adjusting mechanism may be other than a planetary gear mechanism, and may be any other mechanism as long as it is sufficient to increase the speed ratio of the drive motor to the wheel end, and is not limited thereto.
Thus, by connecting the power input end of the planetary gear mechanism with the drive motor, the power output end of the planetary gear is coupled with any one of the plurality of power transmission paths to increase the speed ratio of the drive motor to the drive wheel, thereby realizing miniaturization of the drive motor and reducing the weight and cost of the drive motor to a certain extent.
In one embodiment of the present application, the plurality of power transmission paths includes a first power transmission path and a second power transmission path; the planetary gear mechanism includes: a sun gear 7, a carrier 8 coupled to the sun gear 7, and a ring gear 9; the sun gear 7 is in power coupling with the driving motor 3; the gear ring 9 is fixed on the shell of the hybrid power coupling system; the carrier 8 is coupled to either the first power transmission path or the second power transmission path.
Specifically, the first power transmission path is a path that controls the first gear mode of the engine, and the second power transmission path is a path that controls the second gear mode of the engine. When the planetary gear mechanism is coupled to the first power transmission path, the power output from the drive motor is transmitted to the intermediate shaft together with the power coupling of the first power transmission path, and then the power is output to the drive wheels through the intermediate shaft. And when the planetary gear mechanism is coupled to the second power transmission path, the power output by the drive motor is transmitted to the intermediate shaft together with the power coupling of the second power transmission path, and then the power is output to the drive wheels through the intermediate shaft.
Therefore, when the planetary gear mechanism is coupled to the first power transmission path or the second power transmission path, the driving wheels at the common driving wheel end of the engine and the driving motor are facilitated, so that the power output to the driving wheels is increased, and the power performance of the whole vehicle is improved.
In one embodiment of the present application, the first power transmission path includes the first clutch 4, the first gear 10, and the second gear 11; the first clutch 4 and the first gear 10 are both arranged on an input shaft 19 connected with the engine 1, and the first gear 10 is connected with a driven end of the first clutch 4; the second gear 11 is provided on the intermediate shaft 20 connected to the driving wheel 22, and the first gear 10 and the second gear 11 are engaged; when the first clutch 4 is engaged, the power output from the engine 1 is transmitted to the intermediate shaft 20 along the input shaft 19 via the first gear 10 and the second gear 11, and the power is transmitted to the drive wheels 22 via the intermediate shaft 20.
In this way, the first power transmission path corresponds to the first gear transmission path of the engine, when the first power transmission path is conducted, the first clutch is in a combined state, and power output by the engine is transmitted to the intermediate shaft along the input shaft through the first gear and the second gear, and the power is transmitted to the driving wheels through the intermediate shaft, so that the first gear control of the driving wheels is facilitated.
In one embodiment of the present application, the second gear 11 is meshed with the carrier 8 to couple the power output from the drive motor 3 to the first power transmission path.
When the planetary gear mechanism is coupled to the first power transmission path, the power output from the drive motor 3 is transmitted to the intermediate shaft 20 together with the power coupling of the first power transmission path, and then the power is output to the drive wheels 22 through the intermediate shaft 20. When the planetary gear mechanism is coupled to the first power transmission path, it is engaged with the carrier 8, specifically through the second gear 11, thereby coupling the power output from the drive motor 3 to the first power transmission path.
Thus, the second gear is meshed with the planet carrier, so that the use of the gear is reduced, the occupied space of the hybrid power coupling system is saved, and the cost is reduced.
In one embodiment of the present application, the second power transmission path includes the second clutch 5, the third gear 12, and the fourth gear 13; the third gear 12 is arranged on an input shaft 19 connected with the engine 1, the second clutch 5 and the fourth gear 13 are arranged on an intermediate shaft 20 connected with a driving wheel 22, the fourth gear 13 is connected with a driven end of the second clutch 5, and the third gear 12 and the fourth gear 13 are meshed; when the second clutch 5 is engaged, the power output from the engine 1 is transmitted to the intermediate shaft 20 along the input shaft 19 via the third gear 12 and the fourth gear 13, and the power is transmitted to the drive wheels 22 via the intermediate shaft 20.
Therefore, the second power transmission path corresponds to the second gear transmission path of the engine, when the second power transmission path is conducted, the second clutch is in a combined state, power output by the engine is transmitted to the intermediate shaft along the input shaft through the third gear and the fourth gear, and the power is transmitted to the driving wheels through the intermediate shaft, so that the second gear control of the driving wheels is facilitated, and the multi-gear control of the engine is realized.
In an embodiment of the application, first clutch 4 and second clutch 5 can coaxial setting, and first clutch 4 and second clutch 5 also can stagger the arrangement, through with first clutch 4 and second clutch 5 crisscross setting to can reduce axial dimensions, make compact structure, the integrated level is high, each parts are rationally distributed, are favorable to the assembly and save space, thereby have improved car space utilization.
In one embodiment of the present application, referring to fig. 3, fig. 3 schematically shows a schematic structural diagram of a hybrid coupling system to which another embodiment of the present application is applied. The hybrid coupling system further includes a fifth gear 14, the fifth gear 14 being disposed on the intermediate shaft 20; the fifth gear 14 is connected with the driving end of the second clutch 5;
the fifth gear 14 meshes with the carrier 8 to couple the power output from the drive motor 3 to the second power transmission path.
When the planetary gear mechanism is coupled to the second power transmission path, the power output from the drive motor 3 is transmitted to the intermediate shaft 20 together with the power coupling of the second power transmission path, and then the power is output to the drive wheels 22 through the intermediate shaft 20. When the planetary gear mechanism is coupled to the second power transmission path, it is engaged with the carrier 8, specifically through the fifth gear 14, to couple the power output from the drive motor 3 to the second power transmission path.
Therefore, the fifth gear is meshed with the planet carrier to couple and connect the power output by the driving motor to the second power transmission path, which is beneficial to the driving wheels of the common driving wheel end of the engine and the driving motor, thereby increasing the power output to the driving wheels and improving the power performance of the whole vehicle.
In one embodiment of the present application, the hybrid coupling system further includes a generator 2, a sixth gear 15, and a seventh gear 16, the sixth gear 15 being provided on an input shaft 19 connected to the engine 1, the sixth gear 15 and the seventh gear 16 being meshed to conduct a power transmission path between the engine 1 and the generator 2.
Therefore, the sixth gear is meshed with the seventh gear to conduct a power transmission path between the engine and the generator, so that the working range of the engine during power generation can be optimized, and the power generation efficiency of the engine is improved.
In one embodiment of the present application, referring to fig. 4 and 5, fig. 4 schematically shows a structural schematic diagram of a hybrid coupling system to which still another embodiment of the present application is applied, and fig. 5 schematically shows a structural schematic diagram of a hybrid coupling system to which still another embodiment of the present application is applied. The hybrid coupling system further comprises a third clutch 6, which third clutch 6 is arranged on an input shaft 19 connected to the engine 1 for controlling the power coupling and decoupling of the input shaft 19 and the intermediate shaft 20.
In this way, the third clutch is provided to control the power coupling and decoupling of the input shaft and the intermediate shaft. When the third clutch is disconnected, the electric power generator and the driving motor can jointly drive the electric power generator and the driving motor, namely, the electric power generator is in a double-motor pure electric mode, and when the electric power generator is in the double-motor pure electric mode, two gears are arranged, so that the adjustment of the power performance is facilitated. Compared with the situation that only a single motor can be used for driving, the scheme of the embodiment can realize better dynamic property on one hand, and on the other hand, if two motors are used for driving, the total wheel end demand is relatively fixed, and if the power is increased again, the two motors can realize miniaturization if the power is possibly increased again and then the wheels are slipped.
In one embodiment of the present application, a damper 23 is provided between the engine 1 and the first clutch 4, wherein the damper may be a torsional damper or a dual mass flywheel for buffering and damping the output of the engine 1.
In one embodiment of the present application, there are two driving wheels 22, and a differential gear 21 is provided between the two driving wheels 22 for adjusting the rotational speed difference of the left and right wheels. The hybrid coupling system further includes an eighth gear 17 and a ninth gear 18, the eighth gear 17 being provided on the intermediate shaft 20, the ninth gear 18 being provided on a connecting shaft between the driving wheels 22, the eighth gear 17 and the ninth gear 18 being meshed so that power of the intermediate shaft 20 is transmitted to the driving wheels 22.
In order to facilitate understanding of the technical scheme of the application, the working principles of the first clutch, the second clutch and the third clutch in the scheme are that the hybrid power coupling system comprises a sensor and a controller, the current battery power and the current vehicle speed of a vehicle are detected through the sensor, then the obtained battery power and the current vehicle speed are sent to the controller, and the controller determines the working mode of the vehicle according to the current battery power and the current vehicle speed of the vehicle. And then, the controller controls the working states of the engine, the generator and the driving motor and the on-off of the power transmission paths corresponding to the first clutch, the second clutch and the third clutch according to the working mode of the vehicle so as to correspond to the current working mode of the vehicle.
Therefore, the controller controls the working states of the engine, the generator and the driving motor and the on-off of the power transmission paths of the first clutch, the second clutch and the third clutch according to the working modes of the vehicle, and can realize automatic switching of multiple working modes such as a pure electric mode, a range-extending mode, a hybrid driving mode, a braking energy recovery mode and the like, so that the oil consumption is effectively reduced, and the fuel economy is improved.
Specifically, an embodiment of the hybrid power coupling system when the first clutch is disposed on the input shaft and the second clutch is disposed on the intermediate shaft is taken as an example, and a power transmission route of the hybrid power coupling system in each mode is described.
In one embodiment of the present application, referring to fig. 6, fig. 6 schematically illustrates a power transmission route pattern in an electric-only mode using the hybrid coupling system of an embodiment of the present application. When the battery electric quantity is sufficient, and when the battery electric quantity is larger than a preset first threshold value and the vehicle speed is larger than a preset second threshold value, the two-gear hybrid power coupling system can enter a single-motor pure electric mode, and the vehicle speed control system is suitable for all vehicle speeds. In the pure electric mode, the controller controls the engine and the generator to be not operated, the driving motor is driven, the first clutch is disconnected, and the second clutch is disconnected. In the driving mode, power input by the driving motor is coupled to the intermediate shaft through the planetary gear mechanism, and then the power is output to the driving wheels through the intermediate shaft.
In one embodiment of the present application, referring to fig. 7, fig. 7 schematically illustrates a power transmission route pattern in the engine direct drive first gear mode using the hybrid coupling system of one embodiment of the present application. When the vehicle speed is required to be medium speed, the hybrid power coupling system can enter a direct-drive first gear mode of the engine, and the engine works in a high-efficiency interval, especially when the battery power is insufficient. In the engine direct drive first gear mode, the controller controls the engine to work, the generator and the driving motor are not operated, the first clutch is combined, and the second clutch is disconnected. In the drive mode, power output from the engine is transmitted to the intermediate shaft along the input shaft via the first gear and the second gear, and the power is transmitted to the drive wheels via the intermediate shaft.
In one embodiment of the present application, referring to fig. 8, fig. 8 schematically illustrates a power transmission route pattern in the engine direct drive second gear mode to which the hybrid coupling system of one embodiment of the present application is applied. When the vehicle speed is required to be high, the hybrid power coupling system can enter a direct-drive second-gear mode of the engine, and the engine works in a high-efficiency interval, especially when the battery power is insufficient. In the engine direct drive second gear mode, the controller controls the engine to work, the generator and the driving motor do not work, the first clutch is disconnected, and the second clutch is combined. In the drive mode, power output from the engine is transmitted to the intermediate shaft along the input shaft via the third gear and the fourth gear, and the power is transmitted to the drive wheels via the intermediate shaft.
In one embodiment of the present application, referring to fig. 9, fig. 9 schematically illustrates a power transmission route pattern in a first hybrid drive mode to which the hybrid coupling system of an embodiment of the present application is applied. When the vehicle speed is required to be medium speed, the hybrid power coupling system can enter a first hybrid driving mode, and the engine and the driving motor jointly drive wheels. Meanwhile, when the electric quantity of the battery is insufficient, the engine can be used for driving the generator to generate electricity to the battery. In the first hybrid driving mode, the first clutch is combined, the second clutch is disconnected, the engine is driven, the generator generates electricity under the driving of the engine, and the driving motor is driven to establish the first hybrid driving mode.
The power output by the engine reaches the generator along the input shaft through a sixth gear and a seventh gear; the power output by the engine is transmitted to the intermediate shaft along the input shaft through the first gear and the second gear, and the power is transmitted to the driving wheel through the intermediate shaft; the power input by the driving motor is coupled to the intermediate shaft through the planetary gear mechanism, and then the power is output to the driving wheel through the intermediate shaft.
In one embodiment of the present application, referring to fig. 10, fig. 10 schematically illustrates a power transmission route pattern in the second hybrid drive mode to which the hybrid coupling system of one embodiment of the present application is applied. When the vehicle speed is required to be high, the hybrid power coupling system can enter a first hybrid driving mode, and the engine and the driving motor jointly drive wheels. Meanwhile, when the electric quantity of the battery is insufficient, the engine can be used for driving the generator to generate electricity to the battery. In the second hybrid driving mode, the first clutch is disconnected, the engine is driven by combining the second clutch, the generator generates electricity under the driving of the engine, and the motor is driven by the generator to establish the second hybrid driving mode.
The power output by the engine reaches the generator along the input shaft through a sixth gear and a seventh gear; the power output by the engine is transmitted to the intermediate shaft along the input shaft through the third gear and the fourth gear, and the power is transmitted to the driving wheels through the intermediate shaft; the power input by the driving motor is coupled to the intermediate shaft through the planetary gear mechanism, and then the power is output to the driving wheel through the intermediate shaft.
In one embodiment of the present application, referring to fig. 11, fig. 11 schematically illustrates a power transmission route pattern in the range-extending mode using the hybrid coupling system of one embodiment of the present application. When the electric quantity of the battery is insufficient, the hybrid power coupling system can enter a range-extending mode, and the vehicle is suitable for all vehicle speeds. In the range-extending mode, the controller controls the first clutch to be disconnected, the second clutch to be disconnected, the engine is driven, the generator generates electricity under the driving of the engine, and the motor is driven to be driven, so that the range-extending mode is established. The power output by the engine reaches the generator along the input shaft through a sixth gear and a seventh gear; the power input by the driving motor is coupled to the intermediate shaft through the planetary gear mechanism, and then the power is output to the driving wheel through the intermediate shaft.
In one embodiment of the present application, referring to fig. 12, fig. 12 schematically illustrates a power transmission route diagram in a braking energy recovery mode to which the hybrid coupling system of an embodiment of the present application is applied. The operating modes further include a braking energy recovery mode in which the controller controls the first clutch to be disengaged, the second clutch to be disengaged, and the engine and generator to be deactivated. When the vehicle brakes, the driving motor generates braking torque to brake the wheels, and meanwhile, induced electricity is generated in a motor winding of the driving motor to charge a battery, so that the braking energy is recovered. Namely, the driving motor is controlled to generate braking torque during braking and induced current is generated in the winding to charge the battery, so that the energy recycling is realized.
In one embodiment of the present application, when the third clutch is provided, the aforementioned various drive modes may be combined with the third clutch when engine operation is required. Compared with the scheme without the third clutch, the double-motor pure electric mode (two-gear: a first double-motor pure electric mode and a second double-motor pure electric mode) is added. When the electric quantity of the battery is sufficient, the hybrid power coupling system can enter a first double-motor pure electric mode, and is suitable for low-speed and rapid acceleration. When the electric quantity of the battery is sufficient, the hybrid power coupling system can enter a second double-motor pure electric mode, and the hybrid power coupling system is suitable for high-speed and rapid acceleration.
In one embodiment of the present application, when the operation mode of the vehicle is the range-extending mode, the controller controls the engine, the generator and the driving motor to operate; and controlling the third clutch to be disconnected, and controlling the first clutch or the second clutch to be combined so that the engine drives the generator to generate power, and simultaneously, transmitting the power output by the driving motor to the driving wheels through a power transmission path where the first clutch or the second clutch is positioned.
In one embodiment of the present application, when the operation mode of the vehicle is a hybrid mode, the controller controls the engine, the generator, and the driving motor to operate; and controlling the combination of the third clutch, and combining the first clutch or the second clutch to enable the engine to drive the generator to generate power, outputting power output by the engine to the driving wheels, and simultaneously transmitting the power output by the driving motor to the driving wheels through a power transmission path where the first clutch or the second clutch is positioned.
According to an aspect of embodiments of the present application, there is provided a vehicle including a hybrid coupling mechanism as described above.
Specific details of the hybrid coupling mechanism provided in each embodiment of the present application have been described in the corresponding structural embodiments, and are not described herein.
Other embodiments of the present application will be apparent to those skilled in the art from consideration of the specification and practice of the utility model disclosed herein. This application is intended to cover any variations, uses, or adaptations of the application following, in general, the principles of the application and including such departures from the present disclosure as come within known or customary practice within the art to which the application pertains.
It is to be understood that the present application is not limited to the precise arrangements and instrumentalities shown in the drawings, which have been described above, and that various modifications and changes may be effected without departing from the scope thereof. The scope of the application is limited only by the appended claims.
Claims (10)
1. A hybrid coupling system, comprising:
the power source comprises an engine and a driving motor;
the gear control assembly comprises a plurality of clutches and a plurality of transmission members, wherein the clutches and the transmission members are connected to form a plurality of power transmission paths, the power transmission paths are connected between the engine and the driving wheels, and the power output by the engine is transmitted through different power transmission paths to realize at least two different speed ratios;
the power input end of the speed ratio adjusting mechanism is connected with the driving motor, and the power output end of the speed ratio adjusting mechanism is coupled with any one of the plurality of power transmission paths so as to be used for transmitting the power output by the driving motor to the driving wheels.
2. The hybrid coupling system according to claim 1, wherein the speed ratio adjustment mechanism includes a planetary gear mechanism, a power input end of the planetary gear mechanism is connected to the drive motor, and a power output end of the planetary gear is coupled to any one of the plurality of power transmission paths.
3. The hybrid coupling system of claim 2, wherein the plurality of power transmission paths includes a first power transmission path and a second power transmission path;
the planetary gear mechanism comprises a sun gear and a planet carrier which is coupled with the sun gear; the sun gear is in power coupling with the driving motor;
the carrier is coupled to either the first power transmission path or the second power transmission path.
4. The hybrid coupling system of claim 3, wherein the first power transmission path includes a first clutch, a first gear, and a second gear;
the first clutch and the first gear are arranged on an input shaft connected with the engine, and the first gear is connected with a driven end of the first clutch;
the second gear is arranged on an intermediate shaft connected with the driving wheel, and the first gear is meshed with the second gear;
when the first clutch is engaged, power output from the engine is transmitted to the intermediate shaft along the input shaft, through the first gear and the second gear, and is transmitted to the drive wheels through the intermediate shaft.
5. The hybrid coupling system of claim 4, wherein the second gear meshes with the carrier to couple power output by the drive motor to the first power transmission path.
6. The hybrid coupling system of claim 3, wherein the second power transmission path includes a second clutch, a third gear, and a fourth gear;
the third gear is arranged on an input shaft connected with the engine, the second clutch and the fourth gear are both arranged on an intermediate shaft connected with the driving wheel, the fourth gear is connected with the driven end of the second clutch, and the third gear and the fourth gear are meshed;
when the second clutch is engaged, power output from the engine is transmitted to the intermediate shaft along the input shaft, through the third gear and the fourth gear, and is transmitted to the drive wheels through the intermediate shaft.
7. The hybrid coupling system of claim 6, further comprising a fifth gear disposed on the intermediate shaft; the fifth gear is connected with the driving end of the second clutch;
the fifth gear is engaged with the carrier to couple the power output from the drive motor to the second power transmission path.
8. The hybrid coupling system according to any one of claims 1 to 7, further comprising a generator, a sixth gear provided on an input shaft connected to the engine, and a seventh gear meshed to conduct a power transmission path between the engine and the generator.
9. The hybrid coupling system of claim 8, further comprising a third clutch disposed on an input shaft connected to the engine for controlling power coupling and decoupling of the input shaft from an intermediate shaft.
10. A vehicle comprising a hybrid coupling system according to any one of claims 1 to 9.
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN115817143A (en) * | 2022-12-27 | 2023-03-21 | 广州汽车集团股份有限公司 | Hybrid power coupling system, control method and vehicle |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN115817143A (en) * | 2022-12-27 | 2023-03-21 | 广州汽车集团股份有限公司 | Hybrid power coupling system, control method and vehicle |
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