WO2020177013A1 - Hybrid power system - Google Patents

Hybrid power system Download PDF

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Publication number
WO2020177013A1
WO2020177013A1 PCT/CN2019/076698 CN2019076698W WO2020177013A1 WO 2020177013 A1 WO2020177013 A1 WO 2020177013A1 CN 2019076698 W CN2019076698 W CN 2019076698W WO 2020177013 A1 WO2020177013 A1 WO 2020177013A1
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WO
WIPO (PCT)
Prior art keywords
gear
synchromesh mechanism
power system
hybrid power
engaged
Prior art date
Application number
PCT/CN2019/076698
Other languages
French (fr)
Chinese (zh)
Inventor
李至浩
Original Assignee
舍弗勒技术股份两合公司
李至浩
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 舍弗勒技术股份两合公司, 李至浩 filed Critical 舍弗勒技术股份两合公司
Priority to PCT/CN2019/076698 priority Critical patent/WO2020177013A1/en
Priority to DE112019006957.8T priority patent/DE112019006957T5/en
Priority to CN201980089852.3A priority patent/CN113329898A/en
Publication of WO2020177013A1 publication Critical patent/WO2020177013A1/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/006—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4825—Electric machine connected or connectable to gearbox input shaft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4833—Step up or reduction gearing driving generator, e.g. to operate generator in most efficient speed range
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K2006/541—Transmission for changing ratio without reverse ratio using instead electric reversing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0052—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising six forward speeds
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/093—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts
    • 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

Definitions

  • the present invention relates to the field of vehicles, and more specifically to a hybrid power system.
  • a strong hybrid hybrid power system or a plug-in hybrid power system may include an electric motor and a so-called hybrid dedicated transmission.
  • Such a hybrid power system has good flexibility and a high degree of modularity.
  • hybrid power system including a motor and a hybrid dedicated transmission
  • a hybrid power system having the following structure, which includes an engine, a motor, a transmission including five synchromesh mechanisms, and is located in the engine and the motor.
  • the output shaft of the engine is connected to the input/output shaft of the motor through a separate clutch, and the input/output shaft of the motor is transmitted to the input shaft of the transmission through the dual clutch.
  • the structure design of the hybrid power system is complicated. This will result in higher efforts and costs to integrate the various components of the hybrid power system, and will also result in an increase in the size of the modules of the integrated hybrid power system, thereby making the overall layout of the hybrid power system larger. .
  • hybrid power system including a motor and a hybrid dedicated transmission
  • another hybrid power system having the following structure, which includes an engine, a motor, a transmission including four synchromesh mechanisms, and A separate clutch between the engine and the transmission, the output shaft of the engine is drivingly connected to the first input shaft of the transmission through a separate clutch, and the input/output shaft of the electric motor is drivingly connected to the second input shaft of the transmission through a gear transmission mechanism.
  • the hybrid power system only includes one clutch, four synchromesh mechanisms are arranged inside the transmission, and the transmission also includes a reverse gear pair that functions in a pure engine drive mode. Therefore, the structural design of the hybrid power system is also complicated.
  • the present invention was made based on the above-mentioned defects of the prior art.
  • the purpose of the present invention is to provide a new type of hybrid power system, which is simpler in structure, more compact in size and lower in cost than the hybrid power system in the prior art that uses an electric motor and a special hybrid transmission.
  • the present invention provides a hybrid power system as follows.
  • the hybrid power system includes: a transmission including a first input shaft, a second input shaft, an output shaft, and an intermediate shaft, and the second input shaft is sheathed
  • the first input shaft and the second input shaft and the first input shaft can rotate independently, respectively, the output shaft is provided with a first synchromesh mechanism and a second synchromesh mechanism, and the intermediate shaft is provided with a first synchromesh mechanism.
  • the gears corresponding to the first synchromesh mechanism are always in mesh with the gears fixed to the second input shaft, and the gears corresponding to the second synchromesh mechanism are respectively fixed to the
  • the gears of the first input shaft are always in meshing state
  • the gears corresponding to the third synchromesh mechanism are always in meshing state with the gears fixed to the second input shaft
  • the intermediate shaft is also fixed with an intermediate shaft input/
  • the output gear, the intermediate shaft input/output gear and the gear fixed to the first input shaft are always in meshing state
  • the motor, the input/output shaft of the motor is drivingly coupled with the second input shaft
  • the engine and the double A clutch the engine can be drivingly coupled with the first input shaft and the second output shaft via the dual clutch.
  • the input/output shaft of the motor and the second input shaft are directly connected in a coaxial manner.
  • the dual clutch is arranged inside the rotor of the electric motor.
  • the motor is always drivingly connected to the second input shaft via a gear pair formed by a gear corresponding to the first synchromesh mechanism and a gear fixed to the second input shaft; or the motor is always connected to the second input shaft via a
  • the gear pair formed by the gear corresponding to the third synchromesh mechanism and the gear fixed to the second input shaft is always in transmission connection with the second input shaft.
  • the gear fixed to the second input shaft and the gear corresponding to the first synchromesh mechanism are always in meshing state, and the gear corresponding to the third synchromesh mechanism is always in meshing state.
  • one of the gears fixed to the first input shaft and the gear corresponding to the second synchromesh mechanism is always in mesh with the intermediate shaft input/output gear.
  • the hybrid power system further includes a control module capable of controlling the hybrid power system so that the hybrid power system realizes a pure motor drive mode, a pure engine drive mode and/or a hybrid drive mode, wherein when When the hybrid power system is in the pure motor drive mode, the engine is in a stopped state, the motor is in a running state, the first clutch unit and the second clutch unit of the dual clutch are both separated, and the transmission is synchronized The meshing mechanism is engaged with the corresponding gear, so that the electric motor alone transmits torque to the transmission for driving; when the hybrid power system is in the pure engine driving mode, the engine is in the running state, and the motor is in In the stopped state, the first clutch unit or the second clutch unit of the dual clutch is engaged, and the synchromesh mechanism of the transmission is engaged with the corresponding gear, so that the engine alone transmits torque to the transmission for driving; and/ Or when the hybrid power system is in the hybrid drive mode, the engine and the electric motor are both in operation, the first clutch unit or the second clutch unit of the dual clutch is
  • the first synchromesh mechanism when the hybrid power system is in the pure motor drive mode, the first synchromesh mechanism is engaged with the corresponding gear, and the second synchromesh mechanism and the third synchromesh mechanism are both in The neutral state of disengagement from the corresponding gear; or the first synchromesh mechanism is in the neutral state of disengagement from the corresponding gear, and the second synchromesh mechanism and the third synchromesh mechanism are respectively Engage with the corresponding gear.
  • the first clutch unit when the hybrid power system is in the pure engine driving mode, the first clutch unit is engaged and the second clutch unit is disengaged, the first synchromesh mechanism and the third synchromesh mechanism Respectively engaged with the corresponding gears, and the second synchromesh mechanism is in a neutral state disengaged from the corresponding gears; or the first clutch unit is engaged and the second clutch unit is disengaged, the first synchronization
  • the meshing mechanism is engaged with the corresponding gear, and the second synchromesh mechanism and the third synchromesh mechanism are both in a neutral state of disconnecting from the corresponding gear; or the first clutch unit is separated and the first clutch
  • the two clutch units are engaged, the second synchromesh mechanism and the third synchromesh mechanism are both in a neutral state disconnected from the corresponding gear, and the first synchromesh mechanism is engaged with the corresponding gear.
  • the first clutch unit is engaged and the second clutch unit is disengaged, the first synchromesh mechanism is engaged with the corresponding gear, and the The second synchromesh mechanism is in a neutral state disengaged from the corresponding gear, and the third synchromesh mechanism is engaged with the corresponding gear; or the first clutch unit is engaged and the second clutch unit is disengaged, so The first synchromesh mechanism is engaged with a corresponding gear, the second synchromesh mechanism is engaged with a corresponding gear, and the third synchromesh mechanism is in a neutral state in which the corresponding gear is disconnected; or A clutch unit is separated and the second clutch unit is engaged, the first synchromesh mechanism is engaged with the corresponding gear, and the second synchromesh mechanism and the third synchromesh mechanism are both in disengagement from the corresponding gear The neutral state.
  • control module is capable of controlling the hybrid power system to enable the hybrid power system to achieve an idle charging mode.
  • both the engine and the motor are In the running state, the first clutch unit of the dual clutch is disengaged and the second clutch unit is engaged. All the synchromesh mechanisms of the transmission are in a neutral state in which the corresponding gears are disconnected and engaged, so that the engine is The motor transmits torque so that the motor charges the battery.
  • control module can control the hybrid power system to enable the hybrid power system to start the engine mode when driving.
  • the hybrid power system is in the start engine mode when driving, the engine and the The motors are all in running state, the first clutch unit of the dual clutch is separated and the second clutch unit is engaged, the first synchromesh mechanism is engaged with the corresponding gear, the second synchromesh mechanism and the third synchromesh are engaged
  • the mechanisms are all in a neutral state disengaged from the corresponding gears, so that the electric motor transmits torque to the transmission while transmitting torque to the engine for starting the engine.
  • the hybrid power system includes a motor, a dual clutch and a transmission with three synchromesh mechanisms.
  • the hybrid power system can be realized through a reasonable structural design. It has the same or more gears and working modes as the hybrid power system in the prior art that uses a motor and a dedicated hybrid transmission, and compared with the hybrid power system that uses a motor and a hybrid dedicated transmission in the prior art
  • the structure is simpler, the size is more compact and the cost is lower.
  • Fig. 1 shows a schematic diagram of a connection structure of a hybrid power system according to an embodiment of the present invention.
  • Fig. 2a is an explanatory diagram for explaining the transmission path of the torque used for driving of the electric motor in the transmission when the hybrid power system in Fig. 1 is in the first pure motor drive mode
  • Fig. 2b is an explanatory diagram for explaining the hybrid power in Fig. 1
  • Figure 2c is used to illustrate the use of the motor when the hybrid power system in Figure 1 is in the third pure motor drive mode
  • FIG. 2d is an illustration for explaining the transmission path of the torque used for driving in the transmission when the hybrid power system in FIG. 1 is in the fourth pure motor drive mode Figure.
  • Fig. 3a is an explanatory diagram for explaining the transmission path of the torque used for driving of the engine in the transmission when the hybrid power system in Fig. 1 is in the first pure engine driving mode
  • Fig. 3b is an explanatory diagram for explaining the hybrid power in Fig. 1
  • FIG. 3c is used to illustrate the engine's use when the hybrid power system in FIG. 1 is in the third pure engine drive mode
  • FIG. 3d is an illustration for explaining the transmission path of the engine's driving torque in the transmission when the hybrid power system in FIG.
  • Figure 3e is an explanatory diagram for explaining the transmission path of the torque used for driving the engine in the transmission when the hybrid power system in Figure 1 is in the fifth pure engine drive mode;
  • Figure 3f is for explaining the transmission path in Figure 1
  • FIG. 3g is used to illustrate the engine when the hybrid power system in FIG. 1 is in the seventh pure engine drive mode
  • Fig. 3h is used to illustrate the transmission path of the engine’s driving torque in the transmission when the hybrid power system in Fig. 1 is in the eighth pure engine drive mode Illustration.
  • FIG. 4 is an explanatory diagram for explaining the transmission path of the torque of the engine when the hybrid system in FIG. 1 is in an idling charge mode.
  • Fig. 5a is an explanatory diagram for explaining the transmission path of the torque of the motor when the hybrid power system in Fig. 1 is in the first running mode when the engine is started;
  • Fig. 5b is an explanatory diagram for explaining the hybrid power system in Fig. 1 when in the second running state An explanatory diagram of the transmission path of the motor torque when starting the engine mode.
  • 6a to 6d are schematic diagrams of the connection structure of a modification example of the hybrid power system in FIG. 1.
  • transmission coupling refers to the ability to transmit driving force/torque between two components. Unless otherwise specified, it means that the two components are directly connected or transmitted through a gear mechanism to transmit driving force/torque.
  • a hybrid power system includes an engine ICE, an electric motor EM, a dual clutch (a first clutch unit K1 and a second clutch unit K2), a transmission DCT, a differential DM, and Battery (not shown).
  • the engine ICE is, for example, a four-cylinder engine.
  • the engine ICE is located on the opposite side of the transmission DCT with respect to the motor EM, and the output shaft of the engine ICE is connected to the first input shaft S11 and the second input shaft S11 of the transmission DCT via the dual clutch (first clutch unit K1 and second clutch unit K2). Input shaft S12 transmission connection.
  • the output shaft of the engine ICE is connected with the first input shaft S11 or the second input shaft S12 of the transmission DCT; when the first clutch unit of the dual clutch When both K1 and the second clutch unit K2 are separated, the transmission coupling of the output shaft of the engine ICE and the first input shaft S11 and the second input shaft S12 of the transmission DCT are both disconnected.
  • the input/output shaft of the motor EM and the second input shaft S12 of the transmission DCT are directly connected in a coaxial manner, so that the driving force/torque can be bidirectionally transmitted between the motor EM and the transmission DCT.
  • the above "directly connected in a coaxial manner" means that the input/output shaft of the motor EM and the second input shaft S12 of the transmission DCT may be the same shaft or the input/output shaft of the motor EM and the second input shaft S12 of the transmission DCT They are rigidly connected in a coaxial manner.
  • the electric motor EM When the electric motor EM is supplied with electric energy from a battery (not shown), the electric motor EM acts as a motor to transmit driving force/torque to the second input shaft S12 of the transmission DCT, and the motor EM obtains the driving force/torque from the second input shaft S12 In the case, the motor EM acts as a generator to charge the battery.
  • the dual clutches are, for example, a traditional friction type dual clutch, and the structure of the dual clutch is not specifically described here.
  • the dual clutch may be integrated into the inner side of the rotor of the electric motor EM, so that the axial size of the entire hybrid power system can be shortened.
  • a battery (not shown) is electrically connected to the motor EM, so that the battery can supply electric energy to the motor EM and can charge the battery through the motor EM.
  • the transmission DCT includes a first input shaft S11, a second input shaft S12, an output shaft S2, and an intermediate shaft S3.
  • the first input shaft S11 is a solid shaft
  • the second input shaft S12 is a hollow shaft
  • the first input shaft S11 passes through the inside of the second input shaft S12, that is, the second input shaft S12 is sleeved on the first input shaft S11
  • the central axis of the input shaft S11 coincides with the central axis of the second input shaft S12.
  • the first input shaft S11 and the second input shaft S12 can each independently rotate.
  • the output shaft S2 is arranged in parallel with the first input shaft S11 and the second input shaft S12 spaced apart
  • the intermediate shaft S3 is arranged in parallel with the first input shaft S11 and the second input shaft S12 spaced apart.
  • the transmission DCT also includes a plurality of gears (gears G11-G33) provided on each shaft, synchromesh mechanisms A1-A3, and an output gear (gear G4) of the transmission DCT.
  • the first synchromesh mechanism A1 and the second synchromesh mechanism A2 are both arranged on the output shaft S2, and the third synchromesh mechanism A3 is arranged on the intermediate shaft S3.
  • Each synchromesh mechanism A1, A2, A3 includes a synchronizer and a gear actuator and corresponds to two gears respectively.
  • the first synchromesh mechanism A1 corresponds to gears G21 and G22
  • the second synchromesh mechanism A2 corresponds to gears.
  • G23, G24, the third synchromesh mechanism A3 corresponds to gears G31, G32.
  • the gear G11 is fixed to the second input shaft S12, the gear G21 is arranged on the output shaft S2, and the gear G11 and the gear G21 are always in meshing state to form a first gear pair.
  • the gear G31 is arranged on the intermediate shaft S3, and the gear G11 is always in mesh with the gear G31 to form a second gear pair.
  • the gear G12 and the gear G11 are spaced apart and fixed to the second input shaft S12, the gear G22 and the gear G21 are spaced apart on the output shaft S2, and the gear G12 and the gear G22 are always in meshing state to form a third gear pair.
  • the gear G32 and the gear G31 are spaced apart on the intermediate shaft S3, and the gear G12 is always in mesh with the gear G32 to form a fourth gear pair.
  • the gear G13 is fixed to the first input shaft S11, the gear G23 and the gear G22 are spaced apart on the output shaft S2, and the gear G13 and the gear G23 are always in meshing state to form a fifth gear pair.
  • the gear G33 (the intermediate shaft input/output gear as the intermediate shaft S3) is fixed to the intermediate shaft S3 spaced apart from the gear G32, and the gear G13 is also always in mesh with the gear G33 to form a sixth gear pair.
  • the gear G14 and the gear G13 are spaced apart and fixed on the first input shaft S11, the gear G24 and the gear G23 are spaced apart on the output shaft S2, and the gear G14 and the gear G24 are always in meshing state to form a seventh gear pair.
  • the multiple gears G11-G33 of the transmission DCT are meshed with each other to form seven gear pairs corresponding to the multiple gears of the transmission DCT, and the synchromesh mechanism A1-A3 can be matched with the corresponding gears. Gears are engaged or disengaged to achieve shifting.
  • the synchronizers of the corresponding synchromesh mechanisms A1-A3 act to engage the corresponding gears to achieve selective transmission coupling or disconnection of the transmission coupling between the shafts.
  • the differential input gear of the differential DM and the gear G4 of the transmission DCT fixed to the output shaft S2 are always in meshing state, so that the differential DM and the output shaft S2 of the transmission DCT are always in a transmission coupling state.
  • the differential DM is not included in the transmission DCT, but the differential DM may be integrated into the transmission DCT as required.
  • the driving force/torque from the engine ICE and the motor EM can be transmitted to the differential DM via the transmission DCT to be further output to the wheels TI of the vehicle.
  • the hybrid power system according to an embodiment of the present invention shown in FIG. 1 has eight working modes.
  • the eight working modes are pure motor drive mode, pure engine drive mode, hybrid drive mode, and charging mode at idle. , Start the engine mode while driving (the working mode of starting the engine when the pure electric motor drives the vehicle), braking energy recovery mode, load point transfer mode and torque compensation mode when shifting.
  • Table 1 below shows the motor EM, engine ICE, first clutch unit K1, second clutch unit K2, first synchromesh mechanism A1, second synchromesh Working state of mechanism A2 and third synchromesh mechanism A3.
  • EM1 to EM4 represent four pure motor drive modes, of which EM1 can also be used for reverse gear.
  • ICE1 to ICE8 represent eight pure engine drive modes.
  • Hybrid1 to Hybrid10 represent ten hybrid drive modes, among which Hybrid1 is equivalent to EM1+ICE1, Hybrid2 is equivalent to EM1+ICE2, Hybrid3 is equivalent to EM1+ICE3, Hybrid4 is equivalent to EM1+ICE4, Hybrid5 is equivalent to EM1+ICE5, and Hybrid6 is equivalent to EM2+ICE4, Hybrid7 is equivalent to EM2+ICE5, Hybrid8 is equivalent to EM2+ICE6, Hybrid9 is equivalent to EM2+ICE7, and Hybrid10 is equivalent to EM2+ICE8.
  • SC represents the charging mode when idling.
  • ICE start1 and ICE start2 indicate two modes of starting the engine while driving.
  • the EM, ICE, K1, K2, A1, A2, and A3 in the first row of Table 1 correspond to the reference numerals in Figure 1, respectively, which respectively indicate the motor and engine in the hybrid power system in Figure 1 ,
  • N for the first synchromesh mechanism A1 means that it is in a neutral state of disengagement with both gears G21 and G22, and for the second synchromesh mechanism A2 means that it is disengaged from both gears G23 and G24.
  • the neutral state, for the third synchromesh mechanism A3, means that it is in a neutral state in which both the gear G31 and the gear G32 are disengaged.
  • R for the first synchromesh mechanism A1 means that it is engaged with the gear G22, for the second synchromesh mechanism A2 it means it is engaged with the gear G24, and for the third synchromesh mechanism A3 it means it is engaged with the gear G32 .
  • control module (not shown) of the hybrid power system can control the hybrid power system so that the hybrid power system realizes four pure motor drive modes EM1 to EM4.
  • the motor EM is running
  • the engine ICE is in a stopped state
  • the first synchromesh mechanism A1 is engaged with the gear G21, and the second synchromesh mechanism A2 and the third synchromesh mechanism A3 are both in a neutral state.
  • the motor EM transmits torque to the differential DM for driving via the second input shaft S12 ⁇ gear G11 ⁇ gear G21 ⁇ output shaft S2 ⁇ gear G4.
  • the motor EM is running
  • the engine ICE is in a stopped state
  • the first synchromesh mechanism A1 is engaged with the gear G22, and the second synchromesh mechanism A2 and the third synchromesh mechanism A3 are both in a neutral state.
  • the motor EM transmits torque to the differential DM for driving via the second input shaft S12 ⁇ gear G12 ⁇ gear G22 ⁇ output shaft S2 ⁇ gear G4.
  • the motor EM is running
  • the engine ICE is in a stopped state
  • the first synchromesh mechanism A1 is in a neutral state
  • the second synchromesh mechanism A2 is engaged with the gear G23
  • the third synchromesh mechanism A3 is engaged with the gear G31.
  • the motor EM transmits torque to the differential DM via the second input shaft S12 ⁇ gear G11 ⁇ gear G31 ⁇ intermediate shaft S3 ⁇ gear G33 ⁇ gear G13 ⁇ gear G23 ⁇ output shaft S2 ⁇ gear G4 Used to drive.
  • the motor EM is running
  • the engine ICE is in a stopped state
  • the first synchromesh mechanism A1 is in a neutral state
  • the second synchromesh mechanism A2 is engaged with the gear G24
  • the third synchromesh mechanism A3 is engaged with the gear G32.
  • the motor EM passes through the second input shaft S12 ⁇ gear G12 ⁇ gear G32 ⁇ intermediate shaft S3 ⁇ gear G33 ⁇ gear G13 ⁇ first input shaft S11 ⁇ gear G14 ⁇ gear G24 ⁇ output shaft S2 ⁇ gear G4 transmits torque to the differential DM for driving.
  • control module of the hybrid power system can control the hybrid power system so that the hybrid power system realizes eight pure engine driving modes ICE1 to ICE8.
  • the motor EM is in a stopped state
  • the first clutch unit K1 is engaged, and the second clutch unit K2 is separated;
  • the first synchromesh mechanism A1 is engaged with the gear G21, the second synchromesh mechanism A2 is in a neutral state, and the third synchromesh mechanism A3 is engaged with the gear G31.
  • the engine ICE transmits torque to the differential DM via the first input shaft S11 ⁇ gear G13 ⁇ gear G33 ⁇ intermediate shaft S3 ⁇ gear G31 ⁇ gear G11 ⁇ gear G21 ⁇ output shaft S2 ⁇ gear G4 Used to drive.
  • the motor EM is in a stopped state
  • the first clutch unit K1 is separated, and the second clutch unit K2 is engaged;
  • the first synchromesh mechanism A1 is engaged with the gear G21, and the second synchromesh mechanism A2 and the third synchromesh mechanism A3 are both in a neutral state.
  • the engine ICE transmits torque to the differential DM for driving via the second input shaft S12 ⁇ gear G11 ⁇ gear G21 ⁇ output shaft S2 ⁇ gear G4.
  • the motor EM is in a stopped state
  • the first clutch unit K1 is engaged, and the second clutch unit K2 is separated;
  • the first synchromesh mechanism A1 is engaged with the gear G21, the second synchromesh mechanism A2 is in a neutral state, and the third synchromesh mechanism A3 is engaged with the gear G32.
  • the engine ICE passes through the first input shaft S11 ⁇ gear G13 ⁇ gear G33 ⁇ intermediate shaft S3 ⁇ gear G32 ⁇ gear G12 ⁇ second input shaft S12 ⁇ gear G11 ⁇ gear G21 ⁇ output shaft S2 ⁇ gear G4 transmits torque to the differential DM for driving.
  • the motor EM is in a stopped state
  • the first clutch unit K1 is engaged, and the second clutch unit K2 is separated;
  • the first synchromesh mechanism A1 and the third synchromesh mechanism A3 are in a neutral state, and the second synchromesh mechanism A2 is engaged with the gear G23.
  • the engine ICE transmits torque to the differential DM for driving via the first input shaft S11 ⁇ gear G13 ⁇ gear G23 ⁇ output shaft S2 ⁇ gear G4.
  • the motor EM is in a stopped state
  • the first clutch unit K1 is engaged, and the second clutch unit K2 is separated;
  • the first synchromesh mechanism A1 and the third synchromesh mechanism A3 are in a neutral state, and the second synchromesh mechanism A2 is engaged with the gear G24.
  • the engine ICE transmits torque to the differential DM for driving via the first input shaft S11 ⁇ gear G14 ⁇ gear G24 ⁇ output shaft S2 ⁇ gear G4.
  • the motor EM is in a stopped state
  • the first clutch unit K1 is engaged, and the second clutch unit K2 is separated;
  • the first synchromesh mechanism A1 is engaged with the gear G22, the second synchromesh mechanism A2 is in a neutral state, and the third synchromesh mechanism A3 is engaged with the gear G31.
  • the engine ICE passes through the first input shaft S11 ⁇ gear G13 ⁇ gear G33 ⁇ intermediate shaft S3 ⁇ gear G31 ⁇ gear G11 ⁇ second input shaft S12 ⁇ gear G12 ⁇ gear G22 ⁇ output shaft S2 ⁇ gear G4 transmits torque to the differential DM for driving.
  • the motor EM is in a stopped state
  • the first clutch unit K1 is separated, and the second clutch unit K2 is engaged;
  • the first synchromesh mechanism A1 is engaged with the gear G22, and the second synchromesh mechanism A2 and the third synchromesh mechanism A3 are both in a neutral state.
  • the engine ICE transmits torque to the differential DM for driving via the second input shaft S12 ⁇ gear G12 ⁇ gear G22 ⁇ output shaft S2 ⁇ gear G4.
  • the motor EM is in a stopped state
  • the first clutch unit K1 is engaged, and the second clutch unit K2 is separated;
  • the first synchromesh mechanism A1 is engaged with the gear G22, the second synchromesh mechanism A2 is in a neutral state, and the third synchromesh mechanism A3 is engaged with the gear G32.
  • the engine ICE transmits torque to the differential DM via the first input shaft S11 ⁇ gear G13 ⁇ gear G33 ⁇ intermediate shaft S3 ⁇ gear G32 ⁇ gear G12 ⁇ gear G22 ⁇ output shaft S2 ⁇ gear G4 Used to drive.
  • control module of the hybrid power system can control the hybrid power system so that the hybrid power system realizes ten hybrid drive modes Hybrid1 to Hybrid10.
  • the first clutch unit K1 is engaged, and the second clutch unit K2 is separated;
  • the first synchromesh mechanism A1 is engaged with the gear G21, the second synchromesh mechanism A2 is in a neutral state, and the third synchromesh mechanism A3 is engaged with the gear G31.
  • the motor EM transmits torque to the differential DM via the second input shaft S12 ⁇ gear G11 ⁇ gear G21 ⁇ output shaft S2 ⁇ gear G4 for driving and the engine ICE via the first input Shaft S11 ⁇ gear G13 ⁇ gear G33 ⁇ intermediate shaft S3 ⁇ gear G31 ⁇ gear G11 ⁇ gear G21 ⁇ output shaft S2 ⁇ gear G4 transmits torque to the differential DM for driving.
  • the first clutch unit K1 is disconnected, and the second clutch unit K2 is engaged;
  • the first synchromesh mechanism A1 is engaged with the gear G21, and the second synchromesh mechanism A2 and the third synchromesh mechanism A3 are both in a neutral state.
  • the motor EM transmits torque to the differential DM via the second input shaft S12 ⁇ gear G11 ⁇ gear G21 ⁇ output shaft S2 ⁇ gear G4 for driving and the engine ICE via the second input Shaft S12 ⁇ gear G11 ⁇ gear G21 ⁇ output shaft S2 ⁇ gear G4 transmits torque to the differential DM for driving.
  • the first clutch unit K1 is engaged, and the second clutch unit K2 is disconnected;
  • the first synchromesh mechanism A1 is engaged with the gear G21, the second synchromesh mechanism A2 is in a neutral state, and the third synchromesh mechanism A3 is engaged with the gear G32.
  • the motor EM transmits torque to the differential DM via the second input shaft S12 ⁇ gear G11 ⁇ gear G21 ⁇ output shaft S2 ⁇ gear G4 for driving and the engine ICE via the first input Shaft S11 ⁇ gear G13 ⁇ gear G33 ⁇ intermediate shaft S3 ⁇ gear G32 ⁇ gear G12 ⁇ second input shaft S12 ⁇ gear G11 ⁇ gear G21 ⁇ output shaft S2 ⁇ gear G4 transmits torque to the differential DM for driving.
  • the first clutch unit K1 is engaged, and the second clutch unit K2 is disconnected;
  • the first synchromesh mechanism A1 is engaged with the gear G21
  • the second synchromesh mechanism A2 is engaged with the gear G23
  • the third synchromesh mechanism A3 is in a neutral state.
  • the motor EM transmits torque to the differential DM via the second input shaft S12 ⁇ gear G11 ⁇ gear G21 ⁇ output shaft S2 ⁇ gear G4 for driving and the engine ICE via the first input Shaft S11 ⁇ gear G13 ⁇ gear G23 ⁇ output shaft S2 ⁇ gear G4 transmits torque to the differential DM for driving.
  • the first clutch unit K1 is engaged, and the second clutch unit K2 is disconnected;
  • the first synchromesh mechanism A1 is engaged with the gear G21
  • the second synchromesh mechanism A2 is engaged with the gear G24
  • the third synchromesh mechanism A3 is in a neutral state.
  • the motor EM transmits torque to the differential DM via the second input shaft S12 ⁇ gear G11 ⁇ gear G21 ⁇ output shaft S2 ⁇ gear G4 for driving and the engine ICE via the first input Shaft S11 ⁇ gear G14 ⁇ gear G24 ⁇ output shaft S2 ⁇ gear G4 transmits torque to the differential DM for driving.
  • the first clutch unit K1 is engaged, and the second clutch unit K2 is disconnected;
  • the first synchromesh mechanism A1 is engaged with the gear G22
  • the second synchromesh mechanism A2 is engaged with the gear G23
  • the third synchromesh mechanism A3 is in a neutral state.
  • the motor EM transmits torque to the differential DM via the second input shaft S12 ⁇ gear G12 ⁇ gear G22 ⁇ output shaft S2 ⁇ gear G4 for driving and the engine ICE via the first input Shaft S11 ⁇ gear G13 ⁇ gear G23 ⁇ output shaft S2 ⁇ gear G4 transmits torque to the differential DM for driving.
  • the first clutch unit K1 is engaged, and the second clutch unit K2 is disconnected;
  • the first synchromesh mechanism A1 is engaged with the gear G22, and the second synchromesh mechanism A2 and the third synchromesh mechanism A3 are both in a neutral state.
  • the motor EM transmits torque to the differential DM via the second input shaft S12 ⁇ gear G12 ⁇ gear G22 ⁇ output shaft S2 ⁇ gear G4 for driving and the engine ICE via the first input Shaft S11 ⁇ gear G14 ⁇ gear G24 ⁇ output shaft S2 ⁇ gear G4 transmits torque to the differential DM for driving.
  • the first clutch unit K1 is engaged, and the second clutch unit K2 is disconnected;
  • the first synchromesh mechanism A1 is engaged with the gear G22, the second synchromesh mechanism A2 is in a neutral state, and the third synchromesh mechanism A3 is engaged with the gear G31.
  • the motor EM transmits torque to the differential DM via the second input shaft S12 ⁇ gear G12 ⁇ gear G22 ⁇ output shaft S2 ⁇ gear G4 for driving and the engine ICE via the first input Shaft S11 ⁇ gear G13 ⁇ gear G33 ⁇ intermediate shaft S3 ⁇ gear G31 ⁇ gear G11 ⁇ second input shaft S12 ⁇ gear G12 ⁇ gear G22 ⁇ output shaft S2 ⁇ gear G4 transmits torque to the differential DM for driving.
  • the first clutch unit K1 is disconnected, and the second clutch unit K2 is engaged;
  • the first synchromesh mechanism A1 is engaged with the gear G22, and the second synchromesh mechanism A2 and the third synchromesh mechanism A3 are both in a neutral state.
  • the motor EM transmits torque to the differential DM via the second input shaft S12 ⁇ gear G12 ⁇ gear G22 ⁇ output shaft S2 ⁇ gear G4 for driving and the engine ICE via the second input
  • the shaft S12 ⁇ gear G12 ⁇ gear G22 ⁇ output shaft S2 ⁇ gear G4 transmits torque to the differential DM for driving.
  • the first clutch unit K1 is engaged, and the second clutch unit K2 is disconnected;
  • the first synchromesh mechanism A1 is engaged with the gear G22, the second synchromesh mechanism A2 is in a neutral state, and the third synchromesh mechanism A3 is engaged with the gear G32.
  • the motor EM transmits torque to the differential DM via the second input shaft S12 ⁇ gear G12 ⁇ gear G22 ⁇ output shaft S2 ⁇ gear G4 for driving and the engine ICE via the first input Shaft S11 ⁇ gear G13 ⁇ gear G33 ⁇ intermediate shaft S3 ⁇ gear G32 ⁇ gear G12 ⁇ gear G22 ⁇ output shaft S2 ⁇ gear G4 transmits torque to the differential DM for driving.
  • control module of the hybrid power system can also control the hybrid power system so that the hybrid power system realizes the charging mode SC at idle.
  • the first clutch unit K1 is disconnected, and the second clutch unit K2 is engaged;
  • the first synchromesh mechanism A1, the second synchromesh mechanism A2, and the third synchromesh mechanism A3 are all in a neutral state.
  • the engine ICE transmits torque to the electric motor EM via the second input shaft S12 so that the electric motor EM charges the battery.
  • control module of the hybrid power system can also control the hybrid power system so that the hybrid power system realizes two modes of starting the engine during driving, ICE start1 and ICE start2.
  • the first clutch unit K1 is separated, and the second clutch unit K2 is engaged;
  • the first synchromesh mechanism A1 is engaged with the gear G21, and the second synchromesh mechanism A2 and the third synchromesh mechanism A3 are both in a neutral state.
  • the motor EM transmits torque to the differential DM for driving via the second input shaft S12 ⁇ gear G11 ⁇ gear G21 ⁇ output shaft S2 ⁇ gear G4, while the motor EM passes the second input shaft S12
  • the torque is transmitted to the engine ICE for starting the engine ICE.
  • the first clutch unit K1 is separated, and the second clutch unit K2 is engaged;
  • the first synchromesh mechanism A1 is engaged with the gear G22, and the second synchromesh mechanism A2 and the third synchromesh mechanism A3 are both in a neutral state.
  • the motor EM transmits torque to the differential DM for driving via the second input shaft S12 ⁇ gear G12 ⁇ gear G22 ⁇ output shaft S2 ⁇ gear G4, while the motor EM passes the second input shaft S12
  • the torque is transmitted to the engine ICE for starting the engine ICE.
  • Table 1 does not show the state of each component of the hybrid power system in FIG. 1 in the braking energy recovery mode, the load point transfer mode, and the torque compensation mode during gear shifting. However, it can be understood that the synchromesh mechanisms A1-A3 of the transmission DCT can perform appropriate actions in these three modes to achieve corresponding functions.
  • the first clutch unit K1 and the second clutch unit K2 can be disconnected, the first synchromesh mechanism A1 is engaged with the gear G21, and the second synchromesh mechanism A2 and the All three synchromesh mechanisms A3 are in a neutral state.
  • part of the braking energy transfers torque to the motor EM through the differential DM ⁇ gear G4 ⁇ output shaft S2 ⁇ gear G21 ⁇ gear G11 ⁇ second input shaft S12 so that the motor EM can charge the battery, thereby recovering a part of the braking energy .
  • the structure of the hybrid power system according to the modification of the present invention shown in FIGS. 6a to 6d differs from the structure of the hybrid power system according to an embodiment of the present invention shown in FIG. 1 only in that the motor EM and The transmission coupling mode of the second input shaft S12 is different.
  • the input/output shaft of the motor EM is always drivingly coupled to the second input shaft S12 via a gear G31 provided on the intermediate shaft S3 and a gear G11 fixed to the second input shaft S12.
  • the input/output shaft of the motor EM is always drivingly coupled to the second input shaft S12 via a gear G32 provided on the intermediate shaft S3 and a gear G12 fixed to the second input shaft S12.
  • the input/output shaft of the motor EM is always drivingly connected to the second input shaft S12 via a gear G21 provided on the output shaft S2 and a gear G11 fixed to the second input shaft S12.
  • the input/output shaft of the motor EM is always drivingly connected to the second input shaft S12 via an intermediate gear G5, a gear G22 arranged on the output shaft S2, and a gear G12 fixed on the second input shaft S12.
  • the hybrid power system according to the modification of the present invention shown in FIGS. 6a to 6d can also realize the eight working modes described above and the beneficial effects of the present invention.
  • the hybrid power system according to the present invention can realize a modular design to realize a hybrid power module.
  • the hybrid power module may further include a module housing, a cooling jacket, and a motor rotor support as required. Frames and bearings and other parts.
  • the transmission of the hybrid system according to the present invention only includes three synchromesh mechanisms And a dual clutch, and can realize eight pure engine drive modes and ten hybrid drive modes.
  • the hybrid power system according to the present invention has a simpler structure, a more compact size and a lower cost.
  • the transmission of the hybrid power system according to the present invention includes only three synchromesh mechanisms and no dedicated reverse gear. vice.
  • the hybrid power system according to the present invention has a simpler structure, a compact size and a lower cost.
  • the hybrid system according to the present invention can employ a large engine such as a four-cylinder engine.
  • the hybrid power system according to the present invention has a simpler structure, a more compact size and a lower cost, and can always achieve no torque interruption when shifting gears. Thereby, better driving performance can be improved, and the working state of the motor can be optimized for different load configurations and the engine can be started smoothly when the pure motor drives the vehicle.
  • the hybrid power system according to the present invention can be applied to a strong hybrid hybrid power system and a plug-in hybrid power system, and can be used in various vehicle types.

Abstract

A hybrid power system. The hybrid power system comprises a motor, a dual clutch, and a transmission having three synchronous meshing mechanisms. The hybrid power system can achieve the same or more gears and working modes as the hybrid power system in the prior art using a motor and a hybrid power special transmission by means of reasonable structural design, and has a simpler structure, more compact size and lower cost than the hybrid power system in the prior art using a motor and a hybrid power special transmission.

Description

混合动力系统Hybrid power system 技术领域Technical field
本发明涉及车辆领域，更具体地涉及一种混合动力系统。The present invention relates to the field of vehicles, and more specifically to a hybrid power system.
背景技术Background technique
在现有技术中，强混混合动力系统或插电型混合动力系统可以包括一个电机和所谓的混合动力专用变速器，这样的混合动力系统灵活性好且模块化程度高。In the prior art, a strong hybrid hybrid power system or a plug-in hybrid power system may include an electric motor and a so-called hybrid dedicated transmission. Such a hybrid power system has good flexibility and a high degree of modularity.
作为上述的包括一个电机和混合动力专用变速器的混合动力系统的一个示例，存在具有如下结构的一种混合动力系统，其包括发动机、一个电机、包括五个同步啮合机构的变速器、位于发动机和电机之间的单独的离合器以及位于电机和变速器之间的双离合器，发动机的输出轴通过单独的离合器与电机的输入/输出轴传动联接，电机的输入/输出轴通过双离合器与变速器的输入轴传动联接。As an example of the above-mentioned hybrid power system including a motor and a hybrid dedicated transmission, there is a hybrid power system having the following structure, which includes an engine, a motor, a transmission including five synchromesh mechanisms, and is located in the engine and the motor. A separate clutch and a dual clutch between the motor and the transmission. The output shaft of the engine is connected to the input/output shaft of the motor through a separate clutch, and the input/output shaft of the motor is transmitted to the input shaft of the transmission through the dual clutch. Join.
由于该混合动力系统具有一个单独的离合器和一个具有两个离合单元的双离合器，并且变速器的内部设置五个同步啮合机构，因此该混合动力系统的结构设计复杂。这将导致将该混合动力系统的各部件整合在一起的努力和成本变高，而且还将导致整合后的混合动力系统的模块的尺寸变大，从而使得包含该混合动力系统的整体布局变大。Since the hybrid power system has a single clutch and a dual clutch with two clutch units, and five synchromesh mechanisms are arranged inside the transmission, the structure design of the hybrid power system is complicated. This will result in higher efforts and costs to integrate the various components of the hybrid power system, and will also result in an increase in the size of the modules of the integrated hybrid power system, thereby making the overall layout of the hybrid power system larger. .
作为上述的包括一个电机和混合动力专用变速器的混合动力系统的另一个示例，还存在具有如下结构的另一种混合动力系统，其包括发动机、一个电机、包括四个同步啮合机构的变速器以及位于发动机和变速器之间的单独的离合器，发动机的输出轴通过单独的离合器与变速器的第一输入轴传动联接，电机的输入/输出轴通过齿轮传动机构与变速器的第二输入轴传动联 接。As another example of the above-mentioned hybrid power system including a motor and a hybrid dedicated transmission, there is another hybrid power system having the following structure, which includes an engine, a motor, a transmission including four synchromesh mechanisms, and A separate clutch between the engine and the transmission, the output shaft of the engine is drivingly connected to the first input shaft of the transmission through a separate clutch, and the input/output shaft of the electric motor is drivingly connected to the second input shaft of the transmission through a gear transmission mechanism.
虽然该混合动力系统仅包括一个离合器，但是变速器的内部设置四个同步啮合机构，而且变速器还包括在纯发动机驱动模式下起作用的倒挡齿轮副，因此该混合动力系统的结构设计也复杂。Although the hybrid power system only includes one clutch, four synchromesh mechanisms are arranged inside the transmission, and the transmission also includes a reverse gear pair that functions in a pure engine drive mode. Therefore, the structural design of the hybrid power system is also complicated.
发明内容Summary of the invention
基于上述现有技术的缺陷而做出了本发明。本发明的目的在于提供一种新型的混合动力系统，该混合动力系统与现有技术中的采用一个电机和混合动力专用变速器的混合动力系统相比结构更加简单，尺寸更紧凑且成本更低。The present invention was made based on the above-mentioned defects of the prior art. The purpose of the present invention is to provide a new type of hybrid power system, which is simpler in structure, more compact in size and lower in cost than the hybrid power system in the prior art that uses an electric motor and a special hybrid transmission.
为了实现上述发明目的，本发明采用如下的技术方案。In order to achieve the above-mentioned purpose of the invention, the present invention adopts the following technical solutions.
本发明提供了一种如下的混合动力系统，所述混合动力系统包括：变速器，所述变速器包括第一输入轴、第二输入轴、输出轴和中间轴，所述第二输入轴外套于所述第一输入轴且所述第二输入轴和所述第一输入轴能够分别独立地转动，所述输出轴设置有第一同步啮合机构和第二同步啮合机构，所述中间轴设置有第三同步啮合机构，与所述第一同步啮合机构对应的齿轮分别与固定于所述第二输入轴的齿轮始终处于啮合状态，与所述第二同步啮合机构对应的齿轮分别与固定于所述第一输入轴的齿轮始终处于啮合状态，与所述第三同步啮合机构对应的齿轮分别与固定于所述第二输入轴的齿轮始终处于啮合状态，所述中间轴还固定有中间轴输入/输出齿轮，该中间轴输入/输出齿轮与固定于所述第一输入轴的齿轮始终处于啮合状态；电机，所述电机的输入/输出轴与所述第二输入轴传动联接；以及发动机和双离合器，所述发动机经由所述双离合器能够与所述第一输入轴和所述第二输出轴传动联接。The present invention provides a hybrid power system as follows. The hybrid power system includes: a transmission including a first input shaft, a second input shaft, an output shaft, and an intermediate shaft, and the second input shaft is sheathed The first input shaft and the second input shaft and the first input shaft can rotate independently, respectively, the output shaft is provided with a first synchromesh mechanism and a second synchromesh mechanism, and the intermediate shaft is provided with a first synchromesh mechanism. Three synchromesh mechanisms, the gears corresponding to the first synchromesh mechanism are always in mesh with the gears fixed to the second input shaft, and the gears corresponding to the second synchromesh mechanism are respectively fixed to the The gears of the first input shaft are always in meshing state, the gears corresponding to the third synchromesh mechanism are always in meshing state with the gears fixed to the second input shaft, and the intermediate shaft is also fixed with an intermediate shaft input/ The output gear, the intermediate shaft input/output gear and the gear fixed to the first input shaft are always in meshing state; the motor, the input/output shaft of the motor is drivingly coupled with the second input shaft; and the engine and the double A clutch, the engine can be drivingly coupled with the first input shaft and the second output shaft via the dual clutch.
优选地，所述电机的输入/输出轴与所述第二输入轴以同轴的方式直接连 接。Preferably, the input/output shaft of the motor and the second input shaft are directly connected in a coaxial manner.
更优选地，所述双离合器配置于所述电机的转子的内侧。More preferably, the dual clutch is arranged inside the rotor of the electric motor.
优选地，所述电机经由与所述第一同步啮合机构对应的齿轮和固定于所述第二输入轴的齿轮构成的齿轮副始终与所述第二输入轴传动联接；或者所述电机经由与所述第三同步啮合机构对应的齿轮和固定于所述第二输入轴的齿轮构成的齿轮副始终与所述第二输入轴传动联接。Preferably, the motor is always drivingly connected to the second input shaft via a gear pair formed by a gear corresponding to the first synchromesh mechanism and a gear fixed to the second input shaft; or the motor is always connected to the second input shaft via a The gear pair formed by the gear corresponding to the third synchromesh mechanism and the gear fixed to the second input shaft is always in transmission connection with the second input shaft.
优选地，固定于所述第二输入轴的齿轮和与所述第一同步啮合机构对应的齿轮始终处于啮合状态的同时还和与所述第三同步啮合机构对应的齿轮始终处于啮合状态。Preferably, the gear fixed to the second input shaft and the gear corresponding to the first synchromesh mechanism are always in meshing state, and the gear corresponding to the third synchromesh mechanism is always in meshing state.
优选地，和与所述第二同步啮合机构对应的齿轮始终处于啮合状态的固定于所述第一输入轴的齿轮中的一个齿轮与所述中间轴输入/输出齿轮始终处于啮合状态。Preferably, one of the gears fixed to the first input shaft and the gear corresponding to the second synchromesh mechanism is always in mesh with the intermediate shaft input/output gear.
优选地，所述混合动力系统还包括控制模块，所述控制模块能够控制所述混合动力系统使所述混合动力系统实现纯电机驱动模式、纯发动机驱动模式和/或混合动力驱动模式，其中当所述混合动力系统处于所述纯电机驱动模式时，所述发动机处于停止状态，所述电机处于运行状态，所述双离合器的第一离合单元和第二离合单元均分离，所述变速器的同步啮合机构与对应的齿轮接合，使得所述电机单独向所述变速器传递扭矩以用于驱动；当所述混合动力系统处于所述纯发动机驱动模式时，所述发动机处于运行状态，所述电机处于停止状态，所述双离合器的第一离合单元或第二离合单元接合，所述变速器的同步啮合机构与对应的齿轮接合，使得所述发动机单独向所述变速器传递扭矩以用于驱动；和/或当所述混合动力系统处于所述混合动力驱动模式时，所述发动机和所述电机均处于运行状态，所述双离合器的第一离合单元或第二离合单元接合，所述变速器的同步啮合机构与对应的齿轮接合，使得所述发动机和所述电机向所述变速器传递扭矩以用于驱动。Preferably, the hybrid power system further includes a control module capable of controlling the hybrid power system so that the hybrid power system realizes a pure motor drive mode, a pure engine drive mode and/or a hybrid drive mode, wherein when When the hybrid power system is in the pure motor drive mode, the engine is in a stopped state, the motor is in a running state, the first clutch unit and the second clutch unit of the dual clutch are both separated, and the transmission is synchronized The meshing mechanism is engaged with the corresponding gear, so that the electric motor alone transmits torque to the transmission for driving; when the hybrid power system is in the pure engine driving mode, the engine is in the running state, and the motor is in In the stopped state, the first clutch unit or the second clutch unit of the dual clutch is engaged, and the synchromesh mechanism of the transmission is engaged with the corresponding gear, so that the engine alone transmits torque to the transmission for driving; and/ Or when the hybrid power system is in the hybrid drive mode, the engine and the electric motor are both in operation, the first clutch unit or the second clutch unit of the dual clutch is engaged, and the synchronous meshing of the transmission The mechanism engages with corresponding gears so that the engine and the electric motor transfer torque to the transmission for driving.
更优选地，当所述混合动力系统处于所述纯电机驱动模式时，所述第一同步啮合机构与对应的齿轮接合，并且所述第二同步啮合机构和所述第三同步啮合机构均处于与对应的齿轮断开接合的中性状态；或者所述第一同步啮合机构处于与对应的齿轮断开接合的中性状态，并且所述第二同步啮合机构和所述第三同步啮合机构分别与对应的齿轮接合。More preferably, when the hybrid power system is in the pure motor drive mode, the first synchromesh mechanism is engaged with the corresponding gear, and the second synchromesh mechanism and the third synchromesh mechanism are both in The neutral state of disengagement from the corresponding gear; or the first synchromesh mechanism is in the neutral state of disengagement from the corresponding gear, and the second synchromesh mechanism and the third synchromesh mechanism are respectively Engage with the corresponding gear.
更优选地，当所述混合动力系统处于所述纯发动机驱动模式时，所述第一离合单元接合且所述第二离合单元分离，所述第一同步啮合机构和所述第三同步啮合机构分别与对应的齿轮接合，并且所述第二同步啮合机构处于与对应的齿轮断开接合的中性状态；或者所述第一离合单元接合且所述第二离合单元分离，所述第一同步啮合机构与对应的齿轮接合，并且所述第二同步啮合机构和所述第三同步啮合机构均处于与对应的齿轮断开接合的中性状态；或者所述第一离合单元分离且所述第二离合单元接合，所述第二同步啮合机构和所述第三同步啮合机构均处于与对应的齿轮断开接合的中性状态，并且所述第一同步啮合机构与对应的齿轮接合。More preferably, when the hybrid power system is in the pure engine driving mode, the first clutch unit is engaged and the second clutch unit is disengaged, the first synchromesh mechanism and the third synchromesh mechanism Respectively engaged with the corresponding gears, and the second synchromesh mechanism is in a neutral state disengaged from the corresponding gears; or the first clutch unit is engaged and the second clutch unit is disengaged, the first synchronization The meshing mechanism is engaged with the corresponding gear, and the second synchromesh mechanism and the third synchromesh mechanism are both in a neutral state of disconnecting from the corresponding gear; or the first clutch unit is separated and the first clutch The two clutch units are engaged, the second synchromesh mechanism and the third synchromesh mechanism are both in a neutral state disconnected from the corresponding gear, and the first synchromesh mechanism is engaged with the corresponding gear.
更优选地，当所述混合动力系统处于所述混合动力驱动模式时，所述第一离合单元接合且所述第二离合单元分离，所述第一同步啮合机构与对应的齿轮接合，所述第二同步啮合机构处于与对应的齿轮断开接合的中性状态，并且所述第三同步啮合机构与对应的齿轮接合；或者所述第一离合单元接合且所述第二离合单元分离，所述第一同步啮合机构与对应的齿轮接合，所述第二同步啮合机构与对应的齿轮接合，并且所述第三同步啮合机构处于与对应的齿轮断开接合的中性状态；或者所述第一离合单元分离且所述第二离合单元接合，所述第一同步啮合机构与对应的齿轮接合，所述第二同步啮合机构和所述第三同步啮合机构均处于与对应的齿轮断开接合的中性状态。More preferably, when the hybrid power system is in the hybrid drive mode, the first clutch unit is engaged and the second clutch unit is disengaged, the first synchromesh mechanism is engaged with the corresponding gear, and the The second synchromesh mechanism is in a neutral state disengaged from the corresponding gear, and the third synchromesh mechanism is engaged with the corresponding gear; or the first clutch unit is engaged and the second clutch unit is disengaged, so The first synchromesh mechanism is engaged with a corresponding gear, the second synchromesh mechanism is engaged with a corresponding gear, and the third synchromesh mechanism is in a neutral state in which the corresponding gear is disconnected; or A clutch unit is separated and the second clutch unit is engaged, the first synchromesh mechanism is engaged with the corresponding gear, and the second synchromesh mechanism and the third synchromesh mechanism are both in disengagement from the corresponding gear The neutral state.
更优选地，所述控制模块能够控制所述混合动力系统使所述混合动力系统实现怠速时充电模式，当所述混合动力系统处于所述怠速时充电模式时， 所述发动机和所述电机均处于运行状态，所述双离合器的第一离合单元分离且第二离合单元接合，所述变速器的所有同步啮合机构均处于与对应的齿轮断开接合的中性状态，使得所述发动机向所述电机传递扭矩以使得所述电机对电池进行充电。More preferably, the control module is capable of controlling the hybrid power system to enable the hybrid power system to achieve an idle charging mode. When the hybrid power system is in the idle charging mode, both the engine and the motor are In the running state, the first clutch unit of the dual clutch is disengaged and the second clutch unit is engaged. All the synchromesh mechanisms of the transmission are in a neutral state in which the corresponding gears are disconnected and engaged, so that the engine is The motor transmits torque so that the motor charges the battery.
更优选地，所述控制模块能够控制所述混合动力系统使所述混合动力系统实现行驶时启动发动机模式，当所述混合动力系统处于所述行驶时启动发动机模式时，所述发动机和所述电机均处于运行状态，所述双离合器的第一离合单元分离且第二离合单元接合，所述第一同步啮合机构与对应的齿轮接合，所述第二同步啮合机构和所述第三同步啮合机构均处于与对应的齿轮断开接合的中性状态，使得所述电机向所述变速器传递扭矩的同时向所述发动机传递扭矩以用于启动所述发动机。More preferably, the control module can control the hybrid power system to enable the hybrid power system to start the engine mode when driving. When the hybrid power system is in the start engine mode when driving, the engine and the The motors are all in running state, the first clutch unit of the dual clutch is separated and the second clutch unit is engaged, the first synchromesh mechanism is engaged with the corresponding gear, the second synchromesh mechanism and the third synchromesh are engaged The mechanisms are all in a neutral state disengaged from the corresponding gears, so that the electric motor transmits torque to the transmission while transmitting torque to the engine for starting the engine.
通过采用上述技术方案，本发明提供了一种如下的混合动力系统，该混合动力系统包括一个电机、一个双离合器和具有三个同步啮合机构的变速器，该混合动力系统通过合理的结构设计能够实现与现有技术中的采用一个电机和混合动力专用变速器的混合动力系统相同甚至更多的挡位和工作模式，并且与现有技术中的采用一个电机和混合动力专用变速器的混合动力系统相比结构更加简单，尺寸更紧凑且成本更低。By adopting the above technical solution, the present invention provides a hybrid power system as follows. The hybrid power system includes a motor, a dual clutch and a transmission with three synchromesh mechanisms. The hybrid power system can be realized through a reasonable structural design. It has the same or more gears and working modes as the hybrid power system in the prior art that uses a motor and a dedicated hybrid transmission, and compared with the hybrid power system that uses a motor and a hybrid dedicated transmission in the prior art The structure is simpler, the size is more compact and the cost is lower.
附图说明Description of the drawings
图1示出了根据本发明的一实施方式的混合动力系统的连接结构的示意图。Fig. 1 shows a schematic diagram of a connection structure of a hybrid power system according to an embodiment of the present invention.
图2a是用于说明图1中的混合动力系统处于第一纯电机驱动模式时电机的用于驱动的扭矩在变速器中的传递路径的说明图；图2b是用于说明图1中的混合动力系统处于第二纯电机驱动模式时电机的用于驱动的扭矩在变速器中的传递路径的说明图；图2c是用于说明图1中的混合动力系统处于第三 纯电机驱动模式时电机的用于驱动的扭矩在变速器中的传递路径的说明图；图2d是用于说明图1中的混合动力系统处于第四纯电机驱动模式时电机的用于驱动的扭矩在变速器中的传递路径的说明图。Fig. 2a is an explanatory diagram for explaining the transmission path of the torque used for driving of the electric motor in the transmission when the hybrid power system in Fig. 1 is in the first pure motor drive mode; Fig. 2b is an explanatory diagram for explaining the hybrid power in Fig. 1 An explanatory diagram of the transmission path of the torque used for driving of the motor in the transmission when the system is in the second pure motor drive mode; Figure 2c is used to illustrate the use of the motor when the hybrid power system in Figure 1 is in the third pure motor drive mode An explanatory diagram of the transmission path of the driving torque in the transmission; FIG. 2d is an illustration for explaining the transmission path of the torque used for driving in the transmission when the hybrid power system in FIG. 1 is in the fourth pure motor drive mode Figure.
图3a是用于说明图1中的混合动力系统处于第一纯发动机驱动模式时发动机的用于驱动的扭矩在变速器中的传递路径的说明图；图3b是用于说明图1中的混合动力系统处于第二纯发动机驱动模式时发动机的用于驱动的扭矩在变速器中的传递路径的说明图；图3c是用于说明图1中的混合动力系统处于第三纯发动机驱动模式时发动机的用于驱动的扭矩在变速器中的传递路径的说明图；图3d是用于说明图1中的混合动力系统处于第四纯发动机驱动模式时发动机的用于驱动的扭矩在变速器中的传递路径的说明图；图3e是用于说明图1中的混合动力系统处于第五纯发动机驱动模式时发动机的用于驱动的扭矩在变速器中的传递路径的说明图；图3f是用于说明图1中的混合动力系统处于第六纯发动机驱动模式时发动机的用于驱动的扭矩在变速器中的传递路径的说明图；图3g是用于说明图1中的混合动力系统处于第七纯发动机驱动模式时发动机的用于驱动的扭矩在变速器中的传递路径的说明图；图3h是用于说明图1中的混合动力系统处于第八纯发动机驱动模式时发动机的用于驱动的扭矩在变速器中的传递路径的说明图。Fig. 3a is an explanatory diagram for explaining the transmission path of the torque used for driving of the engine in the transmission when the hybrid power system in Fig. 1 is in the first pure engine driving mode; Fig. 3b is an explanatory diagram for explaining the hybrid power in Fig. 1 An explanatory diagram of the transmission path of the engine's driving torque in the transmission when the system is in the second pure engine drive mode; FIG. 3c is used to illustrate the engine's use when the hybrid power system in FIG. 1 is in the third pure engine drive mode An explanatory diagram of the transmission path of the driving torque in the transmission; FIG. 3d is an illustration for explaining the transmission path of the engine's driving torque in the transmission when the hybrid power system in FIG. 1 is in the fourth engine-only driving mode Figure 3e is an explanatory diagram for explaining the transmission path of the torque used for driving the engine in the transmission when the hybrid power system in Figure 1 is in the fifth pure engine drive mode; Figure 3f is for explaining the transmission path in Figure 1 An explanatory diagram of the transmission path of the engine's driving torque in the transmission when the hybrid power system is in the sixth pure engine drive mode; FIG. 3g is used to illustrate the engine when the hybrid power system in FIG. 1 is in the seventh pure engine drive mode An explanatory diagram of the transmission path of the driving torque in the transmission; Fig. 3h is used to illustrate the transmission path of the engine’s driving torque in the transmission when the hybrid power system in Fig. 1 is in the eighth pure engine drive mode Illustration.
图4是用于说明图1中的混合动力系统处于怠速时充电模式时发动机的扭矩的传递路径的说明图。FIG. 4 is an explanatory diagram for explaining the transmission path of the torque of the engine when the hybrid system in FIG. 1 is in an idling charge mode.
图5a是用于说明图1中的混合动力系统处于第一行驶时启动发动机模式时电机的扭矩的传递路径的说明图；图5b是用于说明图1中的混合动力系统处于第二行驶时启动发动机模式时电机的扭矩的传递路径的说明图。Fig. 5a is an explanatory diagram for explaining the transmission path of the torque of the motor when the hybrid power system in Fig. 1 is in the first running mode when the engine is started; Fig. 5b is an explanatory diagram for explaining the hybrid power system in Fig. 1 when in the second running state An explanatory diagram of the transmission path of the motor torque when starting the engine mode.
图6a至图6d是图1中的混合动力系统的变型例的连接结构的示意图。6a to 6d are schematic diagrams of the connection structure of a modification example of the hybrid power system in FIG. 1.
附图标记说明Description of reference signs
ICE发动机 K1第一离合单元 K2第二离合单元 EM电机 DCT 变速器 S11第一输入轴 S12第二输入轴 S2输出轴 S3中间轴 G11-G5齿轮 A1第一同步啮合机构 A2第二同步啮合机构 A3第三同步啮合机构 DM差速器 TI车轮ICE engine K1 first clutch unit K2 second clutch unit EM motor DCT transmission S11 first input shaft S12 second input shaft S2 output shaft S3 intermediate shaft G11-G5 gear A1 first synchromesh mechanism A2 second synchromesh mechanism A3 Three synchro meshing mechanism DM differential TI wheel
具体实施方式detailed description
以下将结合说明书附图详细说明本发明的具体实施方式。在本发明中，“传动联接”是指两个部件之间能够传递驱动力/扭矩，如无特殊说明，表示这两个部件之间采用直接连接或者经由齿轮机构传递驱动力/扭矩。The specific embodiments of the present invention will be described in detail below with reference to the drawings of the specification. In the present invention, "transmission coupling" refers to the ability to transmit driving force/torque between two components. Unless otherwise specified, it means that the two components are directly connected or transmitted through a gear mechanism to transmit driving force/torque.
(根据本发明的一实施方式的混合动力系统的结构)(Structure of a hybrid system according to an embodiment of the present invention)
如图1所示，根据本发明的一实施方式的混合动力系统包括发动机ICE、一个电机EM、一个双离合器(第一离合单元K1和第二离合单元K2)、变速器DCT、差速器DM和电池(未示出)。As shown in FIG. 1, a hybrid power system according to an embodiment of the present invention includes an engine ICE, an electric motor EM, a dual clutch (a first clutch unit K1 and a second clutch unit K2), a transmission DCT, a differential DM, and Battery (not shown).
具体地，在本实施方式中，发动机ICE为例如四缸发动机。发动机ICE相对于电机EM位于与变速器DCT所在侧的相反侧，并且发动机ICE的输出轴经由双离合器(第一离合单元K1和第二离合单元K2)与变速器DCT的第一输入轴S11和第二输入轴S12传动联接。当双离合器的第一离合单元K1或第二离合单元K2接合时，发动机ICE的输出轴与变速器DCT的第一输入轴S11或第二输入轴S12实现传动联接；当双离合器的第一离合单元K1和第二离合单元K2均分离时，发动机ICE的输出轴与变速器DCT的第一输入轴S11和第二输入轴S12的传动联接均断开。Specifically, in this embodiment, the engine ICE is, for example, a four-cylinder engine. The engine ICE is located on the opposite side of the transmission DCT with respect to the motor EM, and the output shaft of the engine ICE is connected to the first input shaft S11 and the second input shaft S11 of the transmission DCT via the dual clutch (first clutch unit K1 and second clutch unit K2). Input shaft S12 transmission connection. When the first clutch unit K1 or the second clutch unit K2 of the dual clutch is engaged, the output shaft of the engine ICE is connected with the first input shaft S11 or the second input shaft S12 of the transmission DCT; when the first clutch unit of the dual clutch When both K1 and the second clutch unit K2 are separated, the transmission coupling of the output shaft of the engine ICE and the first input shaft S11 and the second input shaft S12 of the transmission DCT are both disconnected.
在本实施方式中，电机EM的输入/输出轴与变速器DCT的第二输入轴S12以同轴的方式直接连接，使得电机EM和变速器DCT之间能够双向传递驱动力/扭矩。上述“以同轴的方式直接连接”表示电机EM的输入/输出轴与变速器DCT的第二输入轴S12可以为同一个轴或者电机EM的输入/输出轴与变速器DCT的第二输入轴S12两者之间以同轴的方式刚性连接。在电机EM由电池(未示出)供给电能的情况下，电机EM作为电动机向变速器DCT的第二 输入轴S12传递驱动力/扭矩，在电机EM获得来自第二输入轴S12的驱动力/扭矩的情况下，电机EM作为发电机向电池充电。In this embodiment, the input/output shaft of the motor EM and the second input shaft S12 of the transmission DCT are directly connected in a coaxial manner, so that the driving force/torque can be bidirectionally transmitted between the motor EM and the transmission DCT. The above "directly connected in a coaxial manner" means that the input/output shaft of the motor EM and the second input shaft S12 of the transmission DCT may be the same shaft or the input/output shaft of the motor EM and the second input shaft S12 of the transmission DCT They are rigidly connected in a coaxial manner. When the electric motor EM is supplied with electric energy from a battery (not shown), the electric motor EM acts as a motor to transmit driving force/torque to the second input shaft S12 of the transmission DCT, and the motor EM obtains the driving force/torque from the second input shaft S12 In the case, the motor EM acts as a generator to charge the battery.
在本实施方式中，双离合器(第一离合单元K1和第二离合单元K2)例如为传统的摩擦式双离合器，在这里对该双离合器的结构不进行具体说明了。另外，在本实施方式中，双离合器可以整合到电机EM的转子的内侧，使得能够缩短整个混合动力系统的轴向尺寸。In this embodiment, the dual clutches (the first clutch unit K1 and the second clutch unit K2) are, for example, a traditional friction type dual clutch, and the structure of the dual clutch is not specifically described here. In addition, in this embodiment, the dual clutch may be integrated into the inner side of the rotor of the electric motor EM, so that the axial size of the entire hybrid power system can be shortened.
在本实施方式中，电池(未示出)与电机EM电连接，使得电池能够向电机EM供给电能，并且能够通过电机EM向电池充电。In this embodiment, a battery (not shown) is electrically connected to the motor EM, so that the battery can supply electric energy to the motor EM and can charge the battery through the motor EM.
进一步地，在本实施方式中，如图1所示，变速器DCT包括第一输入轴S11、第二输入轴S12、输出轴S2和中间轴S3。第一输入轴S11是实心轴，第二输入轴S12是空心轴，第一输入轴S11穿过第二输入轴S12的内部，即第二输入轴S12外套于第一输入轴S11，并且第一输入轴S11的中心轴线与第二输入轴S12的中心轴线一致。第一输入轴S11和第二输入轴S12能够分别独立地转动。输出轴S2与第一输入轴S11和第二输入轴S12间隔开地平行配置并且中间轴S3与第一输入轴S11和第二输入轴S12间隔开地平行配置。Further, in this embodiment, as shown in FIG. 1, the transmission DCT includes a first input shaft S11, a second input shaft S12, an output shaft S2, and an intermediate shaft S3. The first input shaft S11 is a solid shaft, the second input shaft S12 is a hollow shaft, the first input shaft S11 passes through the inside of the second input shaft S12, that is, the second input shaft S12 is sleeved on the first input shaft S11, and The central axis of the input shaft S11 coincides with the central axis of the second input shaft S12. The first input shaft S11 and the second input shaft S12 can each independently rotate. The output shaft S2 is arranged in parallel with the first input shaft S11 and the second input shaft S12 spaced apart, and the intermediate shaft S3 is arranged in parallel with the first input shaft S11 and the second input shaft S12 spaced apart.
另外，该变速器DCT还包括设置于各轴的多个挡位齿轮(齿轮G11-G33)、同步啮合机构A1-A3以及变速器DCT的输出齿轮(齿轮G4)。第一同步啮合机构A1和第二同步啮合机构A2均设置于输出轴S2，第三同步啮合机构A3设置于中间轴S3。各同步啮合机构A1、A2、A3均包括同步器和齿轮致动器并分别对应于两个挡位齿轮，第一同步啮合机构A1对应于齿轮G21、G22，第二同步啮合机构A2对应于齿轮G23、G24，第三同步啮合机构A3对应于齿轮G31、G32。In addition, the transmission DCT also includes a plurality of gears (gears G11-G33) provided on each shaft, synchromesh mechanisms A1-A3, and an output gear (gear G4) of the transmission DCT. The first synchromesh mechanism A1 and the second synchromesh mechanism A2 are both arranged on the output shaft S2, and the third synchromesh mechanism A3 is arranged on the intermediate shaft S3. Each synchromesh mechanism A1, A2, A3 includes a synchronizer and a gear actuator and corresponds to two gears respectively. The first synchromesh mechanism A1 corresponds to gears G21 and G22, and the second synchromesh mechanism A2 corresponds to gears. G23, G24, the third synchromesh mechanism A3 corresponds to gears G31, G32.
以下说明变速器DCT的各轴的齿轮之间构成的齿轮副。The gear pair formed between the gears of each shaft of the transmission DCT will be described below.
齿轮G11固定于第二输入轴S12，齿轮G21设置于输出轴S2，齿轮G11与齿轮G21始终处于啮合状态以构成第一齿轮副。The gear G11 is fixed to the second input shaft S12, the gear G21 is arranged on the output shaft S2, and the gear G11 and the gear G21 are always in meshing state to form a first gear pair.
齿轮G31设置于中间轴S3，齿轮G11还与齿轮G31始终处于啮合状态以构成第二齿轮副。The gear G31 is arranged on the intermediate shaft S3, and the gear G11 is always in mesh with the gear G31 to form a second gear pair.
齿轮G12与齿轮G11间隔开地固定于第二输入轴S12，齿轮G22与齿轮G21间隔开地设置于输出轴S2，齿轮G12与齿轮G22始终处于啮合状态以构成第三齿轮副。The gear G12 and the gear G11 are spaced apart and fixed to the second input shaft S12, the gear G22 and the gear G21 are spaced apart on the output shaft S2, and the gear G12 and the gear G22 are always in meshing state to form a third gear pair.
齿轮G32与齿轮G31间隔开地设置于中间轴S3，齿轮G12还与齿轮G32始终处于啮合状态以构成第四齿轮副。The gear G32 and the gear G31 are spaced apart on the intermediate shaft S3, and the gear G12 is always in mesh with the gear G32 to form a fourth gear pair.
齿轮G13固定于第一输入轴S11，齿轮G23与齿轮G22间隔开地设置于输出轴S2，齿轮G13与齿轮G23始终处于啮合状态以构成第五齿轮副。The gear G13 is fixed to the first input shaft S11, the gear G23 and the gear G22 are spaced apart on the output shaft S2, and the gear G13 and the gear G23 are always in meshing state to form a fifth gear pair.
齿轮G33(作为中间轴S3的中间轴输入/输出齿轮)与齿轮G32间隔开地固定于中间轴S3，齿轮G13还与齿轮G33始终处于啮合状态以构成第六齿轮副。The gear G33 (the intermediate shaft input/output gear as the intermediate shaft S3) is fixed to the intermediate shaft S3 spaced apart from the gear G32, and the gear G13 is also always in mesh with the gear G33 to form a sixth gear pair.
齿轮G14与齿轮G13间隔开地固定于第一输入轴S11，齿轮G24与齿轮G23间隔开地设置于输出轴S2，齿轮G14与齿轮G24始终处于啮合状态以构成第七齿轮副。The gear G14 and the gear G13 are spaced apart and fixed on the first input shaft S11, the gear G24 and the gear G23 are spaced apart on the output shaft S2, and the gear G14 and the gear G24 are always in meshing state to form a seventh gear pair.
这样，通过采用上述结构，使得变速器DCT的多个挡位齿轮G11-G33彼此啮合以构成分别对应变速器DCT的多个挡位的七个齿轮副，同步啮合机构A1-A3能够与对应的挡位齿轮接合或断开接合以实现换挡。当需要变速器DCT进行换挡时，对应的同步啮合机构A1-A3的同步器进行动作以与相应的挡位齿轮接合来实现各轴之间的选择性地传动联接或断开传动联接。In this way, by adopting the above structure, the multiple gears G11-G33 of the transmission DCT are meshed with each other to form seven gear pairs corresponding to the multiple gears of the transmission DCT, and the synchromesh mechanism A1-A3 can be matched with the corresponding gears. Gears are engaged or disengaged to achieve shifting. When the transmission DCT is required to shift gears, the synchronizers of the corresponding synchromesh mechanisms A1-A3 act to engage the corresponding gears to achieve selective transmission coupling or disconnection of the transmission coupling between the shafts.
在本实施方式中，差速器DM的差速器输入齿轮与变速器DCT的固定于输出轴S2的齿轮G4始终处于啮合状态，使得差速器DM与变速器DCT的输出轴S2始终处于传动联接状态。在本实施方式中，差速器DM不包括在变速器DCT中，但是根据需要也可以将差速器DM整合到变速器DCT中。In this embodiment, the differential input gear of the differential DM and the gear G4 of the transmission DCT fixed to the output shaft S2 are always in meshing state, so that the differential DM and the output shaft S2 of the transmission DCT are always in a transmission coupling state. . In this embodiment, the differential DM is not included in the transmission DCT, but the differential DM may be integrated into the transmission DCT as required.
这样，来自发动机ICE和电机EM的驱动力/扭矩能够经由变速器DCT传递到差速器DM，以进一步输出到车辆的车轮TI。In this way, the driving force/torque from the engine ICE and the motor EM can be transmitted to the differential DM via the transmission DCT to be further output to the wheels TI of the vehicle.
以上详细地说明了根据本发明的一实施方式的混合动力系统的具体结构，以下将说明该混合动力系统的工作模式及扭矩的传递路径。The specific structure of the hybrid power system according to an embodiment of the present invention has been described in detail above, and the working mode and torque transmission path of the hybrid power system will be described below.
(根据本发明的一实施方式的混合动力系统的工作模式及扭矩的传递 路径)(Operation mode and torque transmission path of the hybrid power system according to an embodiment of the present invention)
在图1中示出的根据本发明的一实施方式的混合动力系统具有八种工作模式，这八种工作模式分别是纯电机驱动模式、纯发动机驱动模式、混合动力驱动模式、怠速时充电模式、行驶时启动发动机模式(在纯电机驱动车辆行驶时启动发动机的工作模式)、制动能量回收模式、负载点转移模式以及换挡时扭矩补偿模式。The hybrid power system according to an embodiment of the present invention shown in FIG. 1 has eight working modes. The eight working modes are pure motor drive mode, pure engine drive mode, hybrid drive mode, and charging mode at idle. , Start the engine mode while driving (the working mode of starting the engine when the pure electric motor drives the vehicle), braking energy recovery mode, load point transfer mode and torque compensation mode when shifting.
在以下的表1中示出了上述八种工作模式的前五种工作模式中电机EM、发动机ICE、第一离合单元K1、第二离合单元K2、第一同步啮合机构A1、第二同步啮合机构A2和第三同步啮合机构A3的工作状态。Table 1 below shows the motor EM, engine ICE, first clutch unit K1, second clutch unit K2, first synchromesh mechanism A1, second synchromesh Working state of mechanism A2 and third synchromesh mechanism A3.
【表1】【Table 1】
Figure PCTCN2019076698-appb-000001
Figure PCTCN2019076698-appb-000001
Figure PCTCN2019076698-appb-000002
Figure PCTCN2019076698-appb-000002
对于以上表1中的内容进行如下说明。The contents in Table 1 above are explained as follows.
1.关于表1中的模式1. Regarding the patterns in Table 1
EM1至EM4表示四种纯电机驱动模式，其中EM1还可以用于倒挡的情况。EM1 to EM4 represent four pure motor drive modes, of which EM1 can also be used for reverse gear.
ICE1至ICE8表示八种纯发动机驱动模式。ICE1 to ICE8 represent eight pure engine drive modes.
Hybrid1至Hybrid10表示十种混合动力驱动模式，其中Hybrid1相当于EM1+ICE1，Hybrid2相当于EM1+ICE2，Hybrid3相当于EM1+ICE3，Hybrid4相当于EM1+ICE4，Hybrid5相当于EM1+ICE5，Hybrid6相当于EM2+ICE4，Hybrid7相当于EM2+ICE5，Hybrid8相当于EM2+ICE6，Hybrid9相当于EM2+ICE7，Hybrid10相当于EM2+ICE8。Hybrid1 to Hybrid10 represent ten hybrid drive modes, among which Hybrid1 is equivalent to EM1+ICE1, Hybrid2 is equivalent to EM1+ICE2, Hybrid3 is equivalent to EM1+ICE3, Hybrid4 is equivalent to EM1+ICE4, Hybrid5 is equivalent to EM1+ICE5, and Hybrid6 is equivalent to EM2+ICE4, Hybrid7 is equivalent to EM2+ICE5, Hybrid8 is equivalent to EM2+ICE6, Hybrid9 is equivalent to EM2+ICE7, and Hybrid10 is equivalent to EM2+ICE8.
SC表示怠速时充电模式。SC represents the charging mode when idling.
ICE start1和ICE start2表示两种行驶时启动发动机模式。ICE start1 and ICE start2 indicate two modes of starting the engine while driving.
2.表1中的第一行中的EM、ICE、K1、K2、A1、A2和A3分别与图1中 附图标记相对应，即分别表示图1中的混合动力系统中的电机、发动机、第一离合单元、第二离合单元、第一同步啮合机构、第二同步啮合机构和第三同步啮合机构。2. The EM, ICE, K1, K2, A1, A2, and A3 in the first row of Table 1 correspond to the reference numerals in Figure 1, respectively, which respectively indicate the motor and engine in the hybrid power system in Figure 1 , The first clutch unit, the second clutch unit, the first synchromesh mechanism, the second synchromesh mechanism and the third synchromesh mechanism.
3.关于符号“█”3. About the symbol "█"
对于表1中EM、ICE所在的列，有该符号表示电机EM、发动机ICE处于运行状态，没有该符号表示电机EM、发动机ICE处于停止状态。For the column where EM and ICE are in Table 1, the symbol indicates that the motor EM and engine ICE are running, and the absence of this symbol indicates that the motor EM and engine ICE are in a stopped state.
对于表1中的K1、K2所在的列，有该符号表示第一离合单元K1、第二离合单元K2接合，没有该符号表示第一离合单元K1、第二离合单元K2分离。For the columns of K1 and K2 in Table 1, the symbol indicates that the first clutch unit K1 and the second clutch unit K2 are engaged, and the absence of this symbol indicates that the first clutch unit K1 and the second clutch unit K2 are separated.
对于表1中的A1、A2、A3所在的列，有该符号表示第一同步啮合机构A1、第二同步啮合机构A2和第三同步啮合机构A3处于相应的“L”、“N”、“R”状态。For the columns of A1, A2, and A3 in Table 1, the symbol indicates that the first synchromesh mechanism A1, the second synchromesh mechanism A2, and the third synchromesh mechanism A3 are in the corresponding "L", "N", " R" state.
4.关于与A1、A2、A3对应的符号“L”、“N”、“R”，4. Regarding the symbols "L", "N", and "R" corresponding to A1, A2, and A3,
“L”对于第一同步啮合机构A1表示其与齿轮G21处于接合状态、对于第二同步啮合机构A2表示其与齿轮G23处于接合状态、对于第三同步啮合机构A3表示其与齿轮G31处于接合状态。"L" for the first synchromesh mechanism A1 indicates that it is engaged with the gear G21, for the second synchromesh mechanism A2, it indicates that it is engaged with the gear G23, and for the third synchromesh mechanism A3 it indicates that it is engaged with the gear G31 .
“N”对于第一同步啮合机构A1表示其与齿轮G21和齿轮G22均处于断开接合的中性状态、对于第二同步啮合机构A2表示其与齿轮G23和齿轮G24均处于断开接合的中性状态、对于第三同步啮合机构A3表示其与齿轮G31和齿轮G32均处于断开接合的中性状态。"N" for the first synchromesh mechanism A1 means that it is in a neutral state of disengagement with both gears G21 and G22, and for the second synchromesh mechanism A2 means that it is disengaged from both gears G23 and G24. The neutral state, for the third synchromesh mechanism A3, means that it is in a neutral state in which both the gear G31 and the gear G32 are disengaged.
“R”对于第一同步啮合机构A1表示其与齿轮G22处于接合状态、对于第二同步啮合机构A2表示其与齿轮G24处于接合状态、对于第三同步啮合机构A3表示其与齿轮G32处于接合状态。"R" for the first synchromesh mechanism A1 means that it is engaged with the gear G22, for the second synchromesh mechanism A2 it means it is engaged with the gear G24, and for the third synchromesh mechanism A3 it means it is engaged with the gear G32 .
结合以上的表1和图2a至图5b，进一步对图1中的混合动力系统的工作模式进行更具体地说明。With reference to Table 1 above and FIGS. 2a to 5b, the working mode of the hybrid power system in FIG. 1 is further described in more detail.
如表1所示，混合动力系统的控制模块(未图示)能够控制混合动力系统使混合动力系统实现四种纯电机驱动模式EM1至EM4。As shown in Table 1, the control module (not shown) of the hybrid power system can control the hybrid power system so that the hybrid power system realizes four pure motor drive modes EM1 to EM4.
当混合动力系统处于第一纯电机驱动模式EM1时，When the hybrid power system is in the first pure motor drive mode EM1,
电机EM处于运行状态；The motor EM is running;
发动机ICE处于停止状态；The engine ICE is in a stopped state;
第一离合单元K1和第二离合单元K2均分离；Both the first clutch unit K1 and the second clutch unit K2 are separated;
在变速器DCT中，第一同步啮合机构A1与齿轮G21接合，第二同步啮合机构A2和第三同步啮合机构A3均处于中性状态。In the transmission DCT, the first synchromesh mechanism A1 is engaged with the gear G21, and the second synchromesh mechanism A2 and the third synchromesh mechanism A3 are both in a neutral state.
这样，如图2a所示，电机EM经由第二输入轴S12→齿轮G11→齿轮G21→输出轴S2→齿轮G4向差速器DM传递扭矩以用于驱动。Thus, as shown in FIG. 2a, the motor EM transmits torque to the differential DM for driving via the second input shaft S12→gear G11→gear G21→output shaft S2→gear G4.
当混合动力系统处于第二纯电机驱动模式EM2时，When the hybrid power system is in the second pure motor drive mode EM2,
电机EM处于运行状态；The motor EM is running;
发动机ICE处于停止状态；The engine ICE is in a stopped state;
第一离合单元K1和第二离合单元K2均分离；Both the first clutch unit K1 and the second clutch unit K2 are separated;
在变速器DCT中，第一同步啮合机构A1与齿轮G22接合，第二同步啮合机构A2和第三同步啮合机构A3均处于中性状态。In the transmission DCT, the first synchromesh mechanism A1 is engaged with the gear G22, and the second synchromesh mechanism A2 and the third synchromesh mechanism A3 are both in a neutral state.
这样，如图2b所示，电机EM经由第二输入轴S12→齿轮G12→齿轮G22→输出轴S2→齿轮G4向差速器DM传递扭矩以用于驱动。Thus, as shown in FIG. 2b, the motor EM transmits torque to the differential DM for driving via the second input shaft S12→gear G12→gear G22→output shaft S2→gear G4.
当混合动力系统处于第三纯电机驱动模式EM3时，When the hybrid power system is in the third pure motor drive mode EM3,
电机EM处于运行状态；The motor EM is running;
发动机ICE处于停止状态；The engine ICE is in a stopped state;
第一离合单元K1和第二离合单元K2均分离；Both the first clutch unit K1 and the second clutch unit K2 are separated;
在变速器DCT中，第一同步啮合机构A1处于中性状态，第二同步啮合机构A2与齿轮G23接合并且第三同步啮合机构A3与齿轮G31接合。In the transmission DCT, the first synchromesh mechanism A1 is in a neutral state, the second synchromesh mechanism A2 is engaged with the gear G23, and the third synchromesh mechanism A3 is engaged with the gear G31.
这样，如图2c所示，电机EM经由第二输入轴S12→齿轮G11→齿轮G31→中间轴S3→齿轮G33→齿轮G13→齿轮G23→输出轴S2→齿轮G4向差速器DM传递扭矩以用于驱动。Thus, as shown in Figure 2c, the motor EM transmits torque to the differential DM via the second input shaft S12→gear G11→gear G31→intermediate shaft S3→gear G33→gear G13→gear G23→output shaft S2→gear G4 Used to drive.
当混合动力系统处于第四纯电机驱动模式EM4时，When the hybrid power system is in the fourth pure motor drive mode EM4,
电机EM处于运行状态；The motor EM is running;
发动机ICE处于停止状态；The engine ICE is in a stopped state;
第一离合单元K1和第二离合单元K2均分离；Both the first clutch unit K1 and the second clutch unit K2 are separated;
在变速器DCT中，第一同步啮合机构A1处于中性状态，第二同步啮合机构A2与齿轮G24接合并且第三同步啮合机构A3与齿轮G32接合。In the transmission DCT, the first synchromesh mechanism A1 is in a neutral state, the second synchromesh mechanism A2 is engaged with the gear G24, and the third synchromesh mechanism A3 is engaged with the gear G32.
这样，如图2d所示，电机EM经由第二输入轴S12→齿轮G12→齿轮G32→中间轴S3→齿轮G33→齿轮G13→第一输入轴S11→齿轮G14→齿轮G24→输出轴S2→齿轮G4向差速器DM传递扭矩以用于驱动。Thus, as shown in Figure 2d, the motor EM passes through the second input shaft S12→gear G12→gear G32→intermediate shaft S3→gear G33→gear G13→first input shaft S11→gear G14→gear G24→output shaft S2→gear G4 transmits torque to the differential DM for driving.
进一步地，如表1所示，混合动力系统的控制模块能够控制混合动力系统使混合动力系统实现八种纯发动机驱动模式ICE1至ICE8。Further, as shown in Table 1, the control module of the hybrid power system can control the hybrid power system so that the hybrid power system realizes eight pure engine driving modes ICE1 to ICE8.
当混合动力系统处于第一纯发动机驱动模式ICE1时，When the hybrid power system is in the first pure engine drive mode ICE1,
电机EM处于停止状态；The motor EM is in a stopped state;
发动机ICE处于运行状态；Engine ICE is running;
第一离合单元K1接合，第二离合单元K2分离；The first clutch unit K1 is engaged, and the second clutch unit K2 is separated;
在变速器DCT中，第一同步啮合机构A1与齿轮G21接合，第二同步啮合机构A2处于中性状态并且第三同步啮合机构A3与齿轮G31接合。In the transmission DCT, the first synchromesh mechanism A1 is engaged with the gear G21, the second synchromesh mechanism A2 is in a neutral state, and the third synchromesh mechanism A3 is engaged with the gear G31.
这样，如图3a所示，发动机ICE经由第一输入轴S11→齿轮G13→齿轮G33→中间轴S3→齿轮G31→齿轮G11→齿轮G21→输出轴S2→齿轮G4向差速器DM传递扭矩以用于驱动。Thus, as shown in Fig. 3a, the engine ICE transmits torque to the differential DM via the first input shaft S11→gear G13→gear G33→intermediate shaft S3→gear G31→gear G11→gear G21→output shaft S2→gear G4 Used to drive.
当混合动力系统处于第二纯发动机驱动模式ICE2时，When the hybrid system is in the second pure engine drive mode ICE2,
电机EM处于停止状态；The motor EM is in a stopped state;
发动机ICE处于运行状态；Engine ICE is running;
第一离合单元K1分离，第二离合单元K2接合；The first clutch unit K1 is separated, and the second clutch unit K2 is engaged;
在变速器DCT中，第一同步啮合机构A1与齿轮G21接合，第二同步啮合机构A2和第三同步啮合机构A3均处于中性状态。In the transmission DCT, the first synchromesh mechanism A1 is engaged with the gear G21, and the second synchromesh mechanism A2 and the third synchromesh mechanism A3 are both in a neutral state.
这样，如图3b所示，发动机ICE经由第二输入轴S12→齿轮G11→齿轮G21→输出轴S2→齿轮G4向差速器DM传递扭矩以用于驱动。Thus, as shown in FIG. 3b, the engine ICE transmits torque to the differential DM for driving via the second input shaft S12→gear G11→gear G21→output shaft S2→gear G4.
当混合动力系统处于第三纯发动机驱动模式ICE3时，When the hybrid system is in the third pure engine drive mode ICE3,
电机EM处于停止状态；The motor EM is in a stopped state;
发动机ICE处于运行状态；Engine ICE is running;
第一离合单元K1接合，第二离合单元K2分离；The first clutch unit K1 is engaged, and the second clutch unit K2 is separated;
在变速器DCT中，第一同步啮合机构A1与齿轮G21接合，第二同步啮合机构A2处于中性状态并且第三同步啮合机构A3与齿轮G32接合。In the transmission DCT, the first synchromesh mechanism A1 is engaged with the gear G21, the second synchromesh mechanism A2 is in a neutral state, and the third synchromesh mechanism A3 is engaged with the gear G32.
这样，如图3c所示，发动机ICE经由第一输入轴S11→齿轮G13→齿轮G33→中间轴S3→齿轮G32→齿轮G12→第二输入轴S12→齿轮G11→齿轮G21→输出轴S2→齿轮G4向差速器DM传递扭矩以用于驱动。Thus, as shown in Figure 3c, the engine ICE passes through the first input shaft S11→gear G13→gear G33→intermediate shaft S3→gear G32→gear G12→second input shaft S12→gear G11→gear G21→output shaft S2→gear G4 transmits torque to the differential DM for driving.
当混合动力系统处于第四纯发动机驱动模式ICE4时，When the hybrid system is in the fourth pure engine drive mode ICE4,
电机EM处于停止状态；The motor EM is in a stopped state;
发动机ICE处于运行状态；Engine ICE is running;
第一离合单元K1接合，第二离合单元K2分离；The first clutch unit K1 is engaged, and the second clutch unit K2 is separated;
在变速器DCT中，第一同步啮合机构A1和第三同步啮合机构A3处于中性状态，第二同步啮合机构A2与齿轮G23接合。In the transmission DCT, the first synchromesh mechanism A1 and the third synchromesh mechanism A3 are in a neutral state, and the second synchromesh mechanism A2 is engaged with the gear G23.
这样，如图3d所示，发动机ICE经由第一输入轴S11→齿轮G13→齿轮G23→输出轴S2→齿轮G4向差速器DM传递扭矩以用于驱动。In this way, as shown in FIG. 3d, the engine ICE transmits torque to the differential DM for driving via the first input shaft S11→gear G13→gear G23→output shaft S2→gear G4.
当混合动力系统处于第五纯发动机驱动模式ICE5时，When the hybrid system is in the fifth pure engine drive mode ICE5,
电机EM处于停止状态；The motor EM is in a stopped state;
发动机ICE处于运行状态；Engine ICE is running;
第一离合单元K1接合，第二离合单元K2分离；The first clutch unit K1 is engaged, and the second clutch unit K2 is separated;
在变速器DCT中，第一同步啮合机构A1和第三同步啮合机构A3处于中性状态，第二同步啮合机构A2与齿轮G24接合。In the transmission DCT, the first synchromesh mechanism A1 and the third synchromesh mechanism A3 are in a neutral state, and the second synchromesh mechanism A2 is engaged with the gear G24.
这样，如图3e所示，发动机ICE经由第一输入轴S11→齿轮G14→齿轮G24→输出轴S2→齿轮G4向差速器DM传递扭矩以用于驱动。In this way, as shown in FIG. 3e, the engine ICE transmits torque to the differential DM for driving via the first input shaft S11→gear G14→gear G24→output shaft S2→gear G4.
当混合动力系统处于第六纯发动机驱动模式ICE6时，When the hybrid system is in the sixth pure engine drive mode ICE6,
电机EM处于停止状态；The motor EM is in a stopped state;
发动机ICE处于运行状态；Engine ICE is running;
第一离合单元K1接合，第二离合单元K2分离；The first clutch unit K1 is engaged, and the second clutch unit K2 is separated;
在变速器DCT中，第一同步啮合机构A1与齿轮G22接合，第二同步啮合机构A2处于中性状态并且第三同步啮合机构A3与齿轮G31接合。In the transmission DCT, the first synchromesh mechanism A1 is engaged with the gear G22, the second synchromesh mechanism A2 is in a neutral state, and the third synchromesh mechanism A3 is engaged with the gear G31.
这样，如图3f所示，发动机ICE经由第一输入轴S11→齿轮G13→齿轮G33→中间轴S3→齿轮G31→齿轮G11→第二输入轴S12→齿轮G12→齿轮G22→输出轴S2→齿轮G4向差速器DM传递扭矩以用于驱动。Thus, as shown in Figure 3f, the engine ICE passes through the first input shaft S11→gear G13→gear G33→intermediate shaft S3→gear G31→gear G11→second input shaft S12→gear G12→gear G22→output shaft S2→gear G4 transmits torque to the differential DM for driving.
当混合动力系统处于第七纯发动机驱动模式ICE7时，When the hybrid system is in the seventh pure engine drive mode ICE7,
电机EM处于停止状态；The motor EM is in a stopped state;
发动机ICE处于运行状态；Engine ICE is running;
第一离合单元K1分离，第二离合单元K2接合；The first clutch unit K1 is separated, and the second clutch unit K2 is engaged;
在变速器DCT中，第一同步啮合机构A1与齿轮G22接合，第二同步啮合机构A2和第三同步啮合机构A3均处于中性状态。In the transmission DCT, the first synchromesh mechanism A1 is engaged with the gear G22, and the second synchromesh mechanism A2 and the third synchromesh mechanism A3 are both in a neutral state.
这样，如图3g所示，发动机ICE经由第二输入轴S12→齿轮G12→齿轮G22→输出轴S2→齿轮G4向差速器DM传递扭矩以用于驱动。Thus, as shown in FIG. 3g, the engine ICE transmits torque to the differential DM for driving via the second input shaft S12→gear G12→gear G22→output shaft S2→gear G4.
当混合动力系统处于第八纯发动机驱动模式ICE8时，When the hybrid system is in the eighth pure engine drive mode ICE8,
电机EM处于停止状态；The motor EM is in a stopped state;
发动机ICE处于运行状态；Engine ICE is running;
第一离合单元K1接合，第二离合单元K2分离；The first clutch unit K1 is engaged, and the second clutch unit K2 is separated;
在变速器DCT中，第一同步啮合机构A1与齿轮G22接合，第二同步啮合机构A2处于中性状态并且第三同步啮合机构A3与齿轮G32接合。In the transmission DCT, the first synchromesh mechanism A1 is engaged with the gear G22, the second synchromesh mechanism A2 is in a neutral state, and the third synchromesh mechanism A3 is engaged with the gear G32.
这样，如图3h所示，发动机ICE经由第一输入轴S11→齿轮G13→齿轮G33→中间轴S3→齿轮G32→齿轮G12→齿轮G22→输出轴S2→齿轮G4向差速器DM传递扭矩以用于驱动。Thus, as shown in Fig. 3h, the engine ICE transmits torque to the differential DM via the first input shaft S11→gear G13→gear G33→intermediate shaft S3→gear G32→gear G12→gear G22→output shaft S2→gear G4 Used to drive.
进一步地，如表1所示，混合动力系统的控制模块能够控制混合动力系统使混合动力系统实现十种混合动力驱动模式Hybrid1至Hybrid10。Further, as shown in Table 1, the control module of the hybrid power system can control the hybrid power system so that the hybrid power system realizes ten hybrid drive modes Hybrid1 to Hybrid10.
当混合动力系统处于第一混合动力驱动模式Hybrid1时，When the hybrid power system is in the first hybrid drive mode Hybrid1,
电机EM和发动机ICE均处于运行状态；Both the motor EM and the engine ICE are in operation;
第一离合单元K1接合，第二离合单元K2分离；The first clutch unit K1 is engaged, and the second clutch unit K2 is separated;
在变速器DCT中，第一同步啮合机构A1与齿轮G21接合，第二同步啮合机构A2处于中性状态并且第三同步啮合机构A3与齿轮G31接合。In the transmission DCT, the first synchromesh mechanism A1 is engaged with the gear G21, the second synchromesh mechanism A2 is in a neutral state, and the third synchromesh mechanism A3 is engaged with the gear G31.
这样，如图2a和图3a所示，电机EM经由第二输入轴S12→齿轮G11→齿轮G21→输出轴S2→齿轮G4向差速器DM传递扭矩以用于驱动并且发动机ICE经由第一输入轴S11→齿轮G13→齿轮G33→中间轴S3→齿轮G31→齿轮G11→齿轮G21→输出轴S2→齿轮G4向差速器DM传递扭矩以用于驱动。Thus, as shown in Figures 2a and 3a, the motor EM transmits torque to the differential DM via the second input shaft S12→gear G11→gear G21→output shaft S2→gear G4 for driving and the engine ICE via the first input Shaft S11→gear G13→gear G33→intermediate shaft S3→gear G31→gear G11→gear G21→output shaft S2→gear G4 transmits torque to the differential DM for driving.
当混合动力系统处于第二混合动力驱动模式Hybrid2时，When the hybrid system is in the second hybrid drive mode Hybrid2,
电机EM和发动机ICE均处于运行状态；Both the motor EM and the engine ICE are in operation;
第一离合单元K1断开，第二离合单元K2接合；The first clutch unit K1 is disconnected, and the second clutch unit K2 is engaged;
在变速器DCT中，第一同步啮合机构A1与齿轮G21接合，第二同步啮合机构A2和第三同步啮合机构A3均处于中性状态。In the transmission DCT, the first synchromesh mechanism A1 is engaged with the gear G21, and the second synchromesh mechanism A2 and the third synchromesh mechanism A3 are both in a neutral state.
这样，如图2a和图3b所示，电机EM经由第二输入轴S12→齿轮G11→齿轮G21→输出轴S2→齿轮G4向差速器DM传递扭矩以用于驱动并且发动机ICE经由第二输入轴S12→齿轮G11→齿轮G21→输出轴S2→齿轮G4向差速器DM传递扭矩以用于驱动。Thus, as shown in Figures 2a and 3b, the motor EM transmits torque to the differential DM via the second input shaft S12→gear G11→gear G21→output shaft S2→gear G4 for driving and the engine ICE via the second input Shaft S12→gear G11→gear G21→output shaft S2→gear G4 transmits torque to the differential DM for driving.
当混合动力系统处于第三混合动力驱动模式Hybrid3时，When the hybrid system is in the third hybrid drive mode Hybrid3,
电机EM和发动机ICE均处于运行状态；Both the motor EM and the engine ICE are in operation;
第一离合单元K1接合，第二离合单元K2断开；The first clutch unit K1 is engaged, and the second clutch unit K2 is disconnected;
在变速器DCT中，第一同步啮合机构A1与齿轮G21接合，第二同步啮合机构A2处于中性状态并且第三同步啮合机构A3与齿轮G32接合。In the transmission DCT, the first synchromesh mechanism A1 is engaged with the gear G21, the second synchromesh mechanism A2 is in a neutral state, and the third synchromesh mechanism A3 is engaged with the gear G32.
这样，如图2a和图3c所示，电机EM经由第二输入轴S12→齿轮G11→齿轮G21→输出轴S2→齿轮G4向差速器DM传递扭矩以用于驱动并且发动机ICE经由第一输入轴S11→齿轮G13→齿轮G33→中间轴S3→齿轮G32→齿轮G12→第二输入轴S12→齿轮G11→齿轮G21→输出轴S2→齿轮G4向差速器DM传递扭矩以用于驱动。Thus, as shown in FIGS. 2a and 3c, the motor EM transmits torque to the differential DM via the second input shaft S12→gear G11→gear G21→output shaft S2→gear G4 for driving and the engine ICE via the first input Shaft S11→gear G13→gear G33→intermediate shaft S3→gear G32→gear G12→second input shaft S12→gear G11→gear G21→output shaft S2→gear G4 transmits torque to the differential DM for driving.
当混合动力系统处于第四混合动力驱动模式Hybrid4时，When the hybrid system is in the fourth hybrid drive mode Hybrid4,
电机EM和发动机ICE均处于运行状态；Both the motor EM and the engine ICE are in operation;
第一离合单元K1接合，第二离合单元K2断开；The first clutch unit K1 is engaged, and the second clutch unit K2 is disconnected;
在变速器DCT中，第一同步啮合机构A1与齿轮G21接合，第二同步啮合机构A2与齿轮G23接合并且第三同步啮合机构A3处于中性状态。In the transmission DCT, the first synchromesh mechanism A1 is engaged with the gear G21, the second synchromesh mechanism A2 is engaged with the gear G23, and the third synchromesh mechanism A3 is in a neutral state.
这样，如图2a和图3d所示，电机EM经由第二输入轴S12→齿轮G11→齿轮G21→输出轴S2→齿轮G4向差速器DM传递扭矩以用于驱动并且发动机ICE经由第一输入轴S11→齿轮G13→齿轮G23→输出轴S2→齿轮G4向差速器DM传递扭矩以用于驱动。Thus, as shown in FIGS. 2a and 3d, the motor EM transmits torque to the differential DM via the second input shaft S12→gear G11→gear G21→output shaft S2→gear G4 for driving and the engine ICE via the first input Shaft S11→gear G13→gear G23→output shaft S2→gear G4 transmits torque to the differential DM for driving.
当混合动力系统处于第五混合动力驱动模式Hybrid5时，When the hybrid system is in the fifth hybrid drive mode Hybrid5,
电机EM和发动机ICE均处于运行状态；Both the motor EM and the engine ICE are in operation;
第一离合单元K1接合，第二离合单元K2断开；The first clutch unit K1 is engaged, and the second clutch unit K2 is disconnected;
在变速器DCT中，第一同步啮合机构A1与齿轮G21接合，第二同步啮合机构A2与齿轮G24接合并且第三同步啮合机构A3处于中性状态。In the transmission DCT, the first synchromesh mechanism A1 is engaged with the gear G21, the second synchromesh mechanism A2 is engaged with the gear G24, and the third synchromesh mechanism A3 is in a neutral state.
这样，如图2a和图3e所示，电机EM经由第二输入轴S12→齿轮G11→齿轮G21→输出轴S2→齿轮G4向差速器DM传递扭矩以用于驱动并且发动机ICE经由第一输入轴S11→齿轮G14→齿轮G24→输出轴S2→齿轮G4向差速器DM传递扭矩以用于驱动。Thus, as shown in FIGS. 2a and 3e, the motor EM transmits torque to the differential DM via the second input shaft S12→gear G11→gear G21→output shaft S2→gear G4 for driving and the engine ICE via the first input Shaft S11→gear G14→gear G24→output shaft S2→gear G4 transmits torque to the differential DM for driving.
当混合动力系统处于第六混合动力驱动模式Hybrid6时，When the hybrid system is in the sixth hybrid drive mode Hybrid6,
电机EM和发动机ICE均处于运行状态；Both the motor EM and the engine ICE are in operation;
第一离合单元K1接合，第二离合单元K2断开；The first clutch unit K1 is engaged, and the second clutch unit K2 is disconnected;
在变速器DCT中，第一同步啮合机构A1与齿轮G22接合，第二同步啮合机构A2与齿轮G23接合并且第三同步啮合机构A3处于中性状态。In the transmission DCT, the first synchromesh mechanism A1 is engaged with the gear G22, the second synchromesh mechanism A2 is engaged with the gear G23, and the third synchromesh mechanism A3 is in a neutral state.
这样，如图2b和图3d所示，电机EM经由第二输入轴S12→齿轮G12→齿轮G22→输出轴S2→齿轮G4向差速器DM传递扭矩以用于驱动并且发动机ICE经由第一输入轴S11→齿轮G13→齿轮G23→输出轴S2→齿轮G4向差速器DM传递扭矩以用于驱动。Thus, as shown in FIGS. 2b and 3d, the motor EM transmits torque to the differential DM via the second input shaft S12→gear G12→gear G22→output shaft S2→gear G4 for driving and the engine ICE via the first input Shaft S11→gear G13→gear G23→output shaft S2→gear G4 transmits torque to the differential DM for driving.
当混合动力系统处于第七混合动力驱动模式Hybrid7时，When the hybrid system is in the seventh hybrid drive mode Hybrid7,
电机EM和发动机ICE均处于运行状态；Both the motor EM and the engine ICE are in operation;
第一离合单元K1接合，第二离合单元K2断开；The first clutch unit K1 is engaged, and the second clutch unit K2 is disconnected;
在变速器DCT中，第一同步啮合机构A1与齿轮G22接合，第二同步啮合机构A2和第三同步啮合机构A3均处于中性状态。In the transmission DCT, the first synchromesh mechanism A1 is engaged with the gear G22, and the second synchromesh mechanism A2 and the third synchromesh mechanism A3 are both in a neutral state.
这样，如图2b和图3e所示，电机EM经由第二输入轴S12→齿轮G12→齿轮G22→输出轴S2→齿轮G4向差速器DM传递扭矩以用于驱动并且发动机ICE经由第一输入轴S11→齿轮G14→齿轮G24→输出轴S2→齿轮G4向差速器DM传递扭矩以用于驱动。Thus, as shown in Figures 2b and 3e, the motor EM transmits torque to the differential DM via the second input shaft S12→gear G12→gear G22→output shaft S2→gear G4 for driving and the engine ICE via the first input Shaft S11→gear G14→gear G24→output shaft S2→gear G4 transmits torque to the differential DM for driving.
当混合动力系统处于第八混合动力驱动模式Hybrid8时，When the hybrid system is in the eighth hybrid drive mode Hybrid8,
电机EM和发动机ICE均处于运行状态；Both the motor EM and the engine ICE are in operation;
第一离合单元K1接合，第二离合单元K2断开；The first clutch unit K1 is engaged, and the second clutch unit K2 is disconnected;
在变速器DCT中，第一同步啮合机构A1与齿轮G22接合，第二同步啮合机构A2处于中性状态并且第三同步啮合机构A3与齿轮G31接合。In the transmission DCT, the first synchromesh mechanism A1 is engaged with the gear G22, the second synchromesh mechanism A2 is in a neutral state, and the third synchromesh mechanism A3 is engaged with the gear G31.
这样，如图2b和图3f所示，电机EM经由第二输入轴S12→齿轮G12→齿轮G22→输出轴S2→齿轮G4向差速器DM传递扭矩以用于驱动并且发动机ICE经由第一输入轴S11→齿轮G13→齿轮G33→中间轴S3→齿轮G31→齿轮G11→第二输入轴S12→齿轮G12→齿轮G22→输出轴S2→齿轮G4向差速器DM传递扭矩以用于驱动。Thus, as shown in Figures 2b and 3f, the motor EM transmits torque to the differential DM via the second input shaft S12→gear G12→gear G22→output shaft S2→gear G4 for driving and the engine ICE via the first input Shaft S11→gear G13→gear G33→intermediate shaft S3→gear G31→gear G11→second input shaft S12→gear G12→gear G22→output shaft S2→gear G4 transmits torque to the differential DM for driving.
当混合动力系统处于第九混合动力驱动模式Hybrid9时，When the hybrid system is in the ninth hybrid drive mode Hybrid9,
电机EM和发动机ICE均处于运行状态；Both the motor EM and the engine ICE are in operation;
第一离合单元K1断开，第二离合单元K2接合；The first clutch unit K1 is disconnected, and the second clutch unit K2 is engaged;
在变速器DCT中，第一同步啮合机构A1与齿轮G22接合，第二同步啮合机构A2和第三同步啮合机构A3均处于中性状态。In the transmission DCT, the first synchromesh mechanism A1 is engaged with the gear G22, and the second synchromesh mechanism A2 and the third synchromesh mechanism A3 are both in a neutral state.
这样，如图2b和图3g所示，电机EM经由第二输入轴S12→齿轮G12→齿轮G22→输出轴S2→齿轮G4向差速器DM传递扭矩以用于驱动并且发动机ICE经由第二输入轴S12→齿轮G12→齿轮G22→输出轴S2→齿轮G4向差速器DM传递扭矩以用于驱动。In this way, as shown in Figures 2b and 3g, the motor EM transmits torque to the differential DM via the second input shaft S12→gear G12→gear G22→output shaft S2→gear G4 for driving and the engine ICE via the second input The shaft S12→gear G12→gear G22→output shaft S2→gear G4 transmits torque to the differential DM for driving.
当混合动力系统处于第十混合动力驱动模式Hybrid10时，When the hybrid system is in the tenth hybrid drive mode Hybrid10,
电机EM和发动机ICE均处于运行状态；Both the motor EM and the engine ICE are in operation;
第一离合单元K1接合，第二离合单元K2断开；The first clutch unit K1 is engaged, and the second clutch unit K2 is disconnected;
在变速器DCT中，第一同步啮合机构A1与齿轮G22接合，第二同步啮合机构A2处于中性状态并且第三同步啮合机构A3与齿轮G32接合。In the transmission DCT, the first synchromesh mechanism A1 is engaged with the gear G22, the second synchromesh mechanism A2 is in a neutral state, and the third synchromesh mechanism A3 is engaged with the gear G32.
这样，如图2b和图3h所示，电机EM经由第二输入轴S12→齿轮G12→齿轮G22→输出轴S2→齿轮G4向差速器DM传递扭矩以用于驱动并且发动机ICE经由第一输入轴S11→齿轮G13→齿轮G33→中间轴S3→齿轮G32→齿轮G12→齿轮G22→输出轴S2→齿轮G4向差速器DM传递扭矩以用于驱动。In this way, as shown in FIGS. 2b and 3h, the motor EM transmits torque to the differential DM via the second input shaft S12→gear G12→gear G22→output shaft S2→gear G4 for driving and the engine ICE via the first input Shaft S11→gear G13→gear G33→intermediate shaft S3→gear G32→gear G12→gear G22→output shaft S2→gear G4 transmits torque to the differential DM for driving.
进一步地，如表1所示，混合动力系统的控制模块还能够控制混合动力系统使混合动力系统实现怠速时充电模式SC。Further, as shown in Table 1, the control module of the hybrid power system can also control the hybrid power system so that the hybrid power system realizes the charging mode SC at idle.
当混合动力系统处于怠速时充电模式SC时，When the hybrid power system is in the charging mode SC when idling,
电机EM和发动机ICE均处于运行状态；Both the motor EM and the engine ICE are in operation;
第一离合单元K1断开，第二离合单元K2接合；The first clutch unit K1 is disconnected, and the second clutch unit K2 is engaged;
在变速器DCT中，第一同步啮合机构A1、第二同步啮合机构A2和第三同步啮合机构A3均处于中性状态。In the transmission DCT, the first synchromesh mechanism A1, the second synchromesh mechanism A2, and the third synchromesh mechanism A3 are all in a neutral state.
这样，如图4所示，发动机ICE经由第二输入轴S12向电机EM传递扭矩以使得电机EM向电池充电。In this way, as shown in FIG. 4, the engine ICE transmits torque to the electric motor EM via the second input shaft S12 so that the electric motor EM charges the battery.
进一步地，如表1所示，混合动力系统的控制模块还能够控制混合动力系统使混合动力系统实现两种行驶时启动发动机模式ICE start1和ICE start2。Further, as shown in Table 1, the control module of the hybrid power system can also control the hybrid power system so that the hybrid power system realizes two modes of starting the engine during driving, ICE start1 and ICE start2.
当混合动力系统处于第一行驶时启动发动机模式ICE start1时，When the hybrid system is in the first driving, the engine mode ICE start1 is started,
电机EM和发动机ICE均处于运行状态；Both the motor EM and the engine ICE are in operation;
第一离合单元K1分离，第二离合单元K2接合；The first clutch unit K1 is separated, and the second clutch unit K2 is engaged;
在变速器DCT中，第一同步啮合机构A1与齿轮G21接合，第二同步啮合机构A2和第三同步啮合机构A3均处于中性状态。In the transmission DCT, the first synchromesh mechanism A1 is engaged with the gear G21, and the second synchromesh mechanism A2 and the third synchromesh mechanism A3 are both in a neutral state.
这样，如图5a所示，电机EM经由第二输入轴S12→齿轮G11→齿轮G21→输出轴S2→齿轮G4向差速器DM传递扭矩以用于驱动，同时电机EM经由第二输入轴S12向发动机ICE传递扭矩以用于启动发动机ICE。Thus, as shown in Fig. 5a, the motor EM transmits torque to the differential DM for driving via the second input shaft S12→gear G11→gear G21→output shaft S2→gear G4, while the motor EM passes the second input shaft S12 The torque is transmitted to the engine ICE for starting the engine ICE.
当混合动力系统处于第二行驶时启动发动机模式ICE start2时，When the hybrid power system is in the second driving mode, the engine mode ICE start2 is started,
电机EM和发动机ICE均处于运行状态；Both the motor EM and the engine ICE are in operation;
第一离合单元K1分离，第二离合单元K2接合；The first clutch unit K1 is separated, and the second clutch unit K2 is engaged;
在变速器DCT中，第一同步啮合机构A1与齿轮G22接合，第二同步啮合机构A2和第三同步啮合机构A3均处于中性状态。In the transmission DCT, the first synchromesh mechanism A1 is engaged with the gear G22, and the second synchromesh mechanism A2 and the third synchromesh mechanism A3 are both in a neutral state.
这样，如图5b所示，电机EM经由第二输入轴S12→齿轮G12→齿轮G22→输出轴S2→齿轮G4向差速器DM传递扭矩以用于驱动，同时电机EM经由第二输入轴S12向发动机ICE传递扭矩以用于启动发动机ICE。Thus, as shown in Fig. 5b, the motor EM transmits torque to the differential DM for driving via the second input shaft S12→gear G12→gear G22→output shaft S2→gear G4, while the motor EM passes the second input shaft S12 The torque is transmitted to the engine ICE for starting the engine ICE.
虽然在表1中未示出图1中的混合动力系统处于制动能量回收模式、负载点转移模式以及换挡时扭矩补偿模式各部件的状态。但是可以理解，变速器DCT的同步啮合机构A1-A3可以在这三种模式中进行适当的动作来实现对应的功能。Although Table 1 does not show the state of each component of the hybrid power system in FIG. 1 in the braking energy recovery mode, the load point transfer mode, and the torque compensation mode during gear shifting. However, it can be understood that the synchromesh mechanisms A1-A3 of the transmission DCT can perform appropriate actions in these three modes to achieve corresponding functions.
例如，在混合动力系统处于制动能量回收模式时，可以使得第一离合单元K1和第二离合单元K2均断开，第一同步啮合机构A1与齿轮G21接合，第二同步啮合机构A2和第三同步啮合机构A3均处于中性状态。这样，制动能量的一部分经由差速器DM→齿轮G4→输出轴S2→齿轮G21→齿轮G11→第二输入轴S12向电机EM传递扭矩使得电机EM能够向电池充电，从而回收一部分制动能量。For example, when the hybrid power system is in the braking energy recovery mode, the first clutch unit K1 and the second clutch unit K2 can be disconnected, the first synchromesh mechanism A1 is engaged with the gear G21, and the second synchromesh mechanism A2 and the All three synchromesh mechanisms A3 are in a neutral state. In this way, part of the braking energy transfers torque to the motor EM through the differential DM→gear G4→output shaft S2→gear G21→gear G11→second input shaft S12 so that the motor EM can charge the battery, thereby recovering a part of the braking energy .
(根据本发明的变型例的混合动力系统的结构)(Structure of a hybrid system according to a modification of the present invention)
在图6a至图6d中示出的根据本发明的变型例的混合动力系统的结构与在图1中示出的根据本发明的一实施方式的混合动力系统的结构的区别仅在于电机EM与第二输入轴S12的传动联接的方式不同。The structure of the hybrid power system according to the modification of the present invention shown in FIGS. 6a to 6d differs from the structure of the hybrid power system according to an embodiment of the present invention shown in FIG. 1 only in that the motor EM and The transmission coupling mode of the second input shaft S12 is different.
如图6a所示，电机EM的输入/输出轴经由设置于中间轴S3的齿轮G31和固定于第二输入轴S12的齿轮G11与第二输入轴S12始终传动联接。As shown in Fig. 6a, the input/output shaft of the motor EM is always drivingly coupled to the second input shaft S12 via a gear G31 provided on the intermediate shaft S3 and a gear G11 fixed to the second input shaft S12.
如图6b所示，电机EM的输入/输出轴经由设置于中间轴S3的齿轮G32和固定于第二输入轴S12的齿轮G12与第二输入轴S12始终传动联接。As shown in Fig. 6b, the input/output shaft of the motor EM is always drivingly coupled to the second input shaft S12 via a gear G32 provided on the intermediate shaft S3 and a gear G12 fixed to the second input shaft S12.
如图6c所示，电机EM的输入/输出轴经由设置于输出轴S2的齿轮G21和 固定于第二输入轴S12的齿轮G11与第二输入轴S12始终传动联接。As shown in Fig. 6c, the input/output shaft of the motor EM is always drivingly connected to the second input shaft S12 via a gear G21 provided on the output shaft S2 and a gear G11 fixed to the second input shaft S12.
如图6d所示，电机EM的输入/输出轴经由一个中间齿轮G5、设置于输出轴S2的齿轮G22和固定于第二输入轴S12的齿轮G12与第二输入轴S12始终传动联接。As shown in Fig. 6d, the input/output shaft of the motor EM is always drivingly connected to the second input shaft S12 via an intermediate gear G5, a gear G22 arranged on the output shaft S2, and a gear G12 fixed on the second input shaft S12.
这样，在图6a至图6d中示出的根据本发明的变型例的混合动力系统同样能够实现上述说明的八种工作模式及本发明的有益效果。In this way, the hybrid power system according to the modification of the present invention shown in FIGS. 6a to 6d can also realize the eight working modes described above and the beneficial effects of the present invention.
以上内容对本发明的具体实施方式进行了详细地的阐述，但是还需要说明的是：The above content has described the specific implementation of the present invention in detail, but it is also necessary to explain:
(i)根据本发明的混合动力系统可以实现模块化设计以实现混合动力模块，该混合动力模块除了包括以上具体说明的各部件以外还可以根据需要进一步包括模块壳体、冷却套、电机转子支撑架和轴承等其它部件。(i) The hybrid power system according to the present invention can realize a modular design to realize a hybrid power module. In addition to the components described above, the hybrid power module may further include a module housing, a cooling jacket, and a motor rotor support as required. Frames and bearings and other parts.
(ii)与背景技术中说明的包括具有五个同步啮合机构的变速器、一个单独的离合器和一个双离合器的混合动力系统相比，根据本发明的混合动力系统的变速器仅包括三个同步啮合机构和一个双离合器，而能够实现八种纯发动机驱动模式和十种混合动力驱动模式。比较之下，根据本发明的混合动力系统的结构更简单，尺寸更紧凑并且成本更低。(ii) Compared with the hybrid power system including a transmission with five synchromesh mechanisms, a single clutch and a dual clutch described in the background art, the transmission of the hybrid system according to the present invention only includes three synchromesh mechanisms And a dual clutch, and can realize eight pure engine drive modes and ten hybrid drive modes. In comparison, the hybrid power system according to the present invention has a simpler structure, a more compact size and a lower cost.
与背景技术中说明的包括具有四个同步啮合机构和倒挡齿轮副的变速器的混合动力系统相比，根据本发明的混合动力系统的变速器仅包括三个同步啮合机构且没有专用的倒挡齿轮副。比较之下，根据本发明的混合动力系统的结构更简单、尺寸紧凑且成本更低。Compared with the hybrid power system including the transmission having four synchromesh mechanisms and reverse gear pairs described in the background art, the transmission of the hybrid power system according to the present invention includes only three synchromesh mechanisms and no dedicated reverse gear. vice. In comparison, the hybrid power system according to the present invention has a simpler structure, a compact size and a lower cost.
由此，根据本发明的混合动力系统能够采用例如四缸的发动机的大型发动机。Thus, the hybrid system according to the present invention can employ a large engine such as a four-cylinder engine.
(iii)根据本发明的混合动力系统与背景技术中说明的现有的混合动力系统结构相比除了结构更简单，尺寸更紧凑且成本更低之外还能够始终实现换挡时无扭矩中断，从而提高更好的行驶性能，并且还能够针对不同的负载配置优化电机的工作状态以及在纯电机驱动车辆行驶时顺畅地启动发动机。(iii) Compared with the existing hybrid power system structure described in the background art, the hybrid power system according to the present invention has a simpler structure, a more compact size and a lower cost, and can always achieve no torque interruption when shifting gears. Thereby, better driving performance can be improved, and the working state of the motor can be optimized for different load configurations and the engine can be started smoothly when the pure motor drives the vehicle.
(iv)根据本发明的混合动力系统可以应用为强混混合动力系统和插电 型混合动力系统，并且可以用于各种车型。(iv) The hybrid power system according to the present invention can be applied to a strong hybrid hybrid power system and a plug-in hybrid power system, and can be used in various vehicle types.

Claims (12)

  1. 一种混合动力系统，所述混合动力系统包括：A hybrid power system, the hybrid power system comprising:
    变速器，所述变速器包括第一输入轴、第二输入轴、输出轴和中间轴，所述第二输入轴外套于所述第一输入轴且所述第二输入轴和所述第一输入轴能够分别独立地转动，所述输出轴设置有第一同步啮合机构和第二同步啮合机构，所述中间轴设置有第三同步啮合机构，与所述第一同步啮合机构对应的齿轮分别与固定于所述第二输入轴的齿轮始终处于啮合状态，与所述第二同步啮合机构对应的齿轮分别与固定于所述第一输入轴的齿轮始终处于啮合状态，与所述第三同步啮合机构对应的齿轮分别与固定于所述第二输入轴的齿轮始终处于啮合状态，所述中间轴还固定有中间轴输入/输出齿轮，该中间轴输入/输出齿轮与固定于所述第一输入轴的齿轮始终处于啮合状态；A transmission, the transmission including a first input shaft, a second input shaft, an output shaft, and an intermediate shaft, the second input shaft is sleeved on the first input shaft and the second input shaft and the first input shaft Can rotate independently, the output shaft is provided with a first synchromesh mechanism and a second synchromesh mechanism, the intermediate shaft is provided with a third synchromesh mechanism, and the gears corresponding to the first synchromesh mechanism are respectively fixed The gears on the second input shaft are always in meshing state, the gears corresponding to the second synchromesh mechanism and the gears fixed to the first input shaft are always in meshing state, and the third synchromesh mechanism Corresponding gears are always in mesh with the gears fixed to the second input shaft, the intermediate shaft is also fixed with an intermediate shaft input/output gear, and the intermediate shaft input/output gear is fixed to the first input shaft The gears are always in meshing state;
    电机，所述电机的输入/输出轴与所述第二输入轴传动联接；以及A motor, the input/output shaft of the motor is drivingly coupled with the second input shaft; and
    发动机和双离合器，所述发动机经由所述双离合器能够与所述第一输入轴和所述第二输出轴传动联接。An engine and a dual clutch, the engine being capable of drivingly coupling with the first input shaft and the second output shaft via the dual clutch.
  2. 根据权利要求1所述的混合动力系统，其特征在于，所述电机的输入/输出轴与所述第二输入轴以同轴的方式直接连接。The hybrid power system according to claim 1, wherein the input/output shaft of the electric motor and the second input shaft are directly connected in a coaxial manner.
  3. 根据权利要求2所述的混合动力系统，其特征在于，所述双离合器配置于所述电机的转子的内侧。The hybrid power system according to claim 2, wherein the dual clutch is arranged inside a rotor of the electric motor.
  4. 根据权利要求1所述的混合动力系统，其特征在于，The hybrid power system according to claim 1, wherein:
    所述电机经由与所述第一同步啮合机构对应的齿轮和固定于所述第二输入轴的齿轮构成的齿轮副始终与所述第二输入轴传动联接；或者The motor is always in transmission connection with the second input shaft via a gear pair formed by a gear corresponding to the first synchromesh mechanism and a gear fixed to the second input shaft; or
    所述电机经由与所述第三同步啮合机构对应的齿轮和固定于所述第二输入轴的齿轮构成的齿轮副始终与所述第二输入轴传动联接。The motor is always drivingly coupled with the second input shaft via a gear pair formed by a gear corresponding to the third synchromesh mechanism and a gear fixed to the second input shaft.
  5. 根据权利要求1至4中任一项所述的混合动力系统，其特征在于，The hybrid power system according to any one of claims 1 to 4, wherein:
    固定于所述第二输入轴的齿轮和与所述第一同步啮合机构对应的齿轮始终处于啮合状态的同时还和与所述第三同步啮合机构对应的齿轮始终处 于啮合状态。The gear fixed to the second input shaft and the gear corresponding to the first synchromesh mechanism are always in meshing state, and the gear corresponding to the third synchromesh mechanism is always in meshing state.
  6. 根据权利要求1至5中任一项所述的混合动力系统，其特征在于，和与所述第二同步啮合机构对应的齿轮始终处于啮合状态的固定于所述第一输入轴的齿轮中的一个齿轮与所述中间轴输入/输出齿轮始终处于啮合状态。The hybrid power system according to any one of claims 1 to 5, wherein the gear corresponding to the second synchromesh mechanism is always in meshing state and fixed to the gear of the first input shaft A gear is always in mesh with the input/output gear of the intermediate shaft.
  7. 根据权利要求1至6中任一项所述的混合动力系统，其特征在于，所述混合动力系统还包括控制模块，所述控制模块能够控制所述混合动力系统使所述混合动力系统实现纯电机驱动模式、纯发动机驱动模式和/或混合动力驱动模式，其中The hybrid power system according to any one of claims 1 to 6, wherein the hybrid power system further comprises a control module capable of controlling the hybrid power system so that the hybrid power system realizes pure Motor drive mode, pure engine drive mode and/or hybrid drive mode, where
    当所述混合动力系统处于所述纯电机驱动模式时，所述发动机处于停止状态，所述电机处于运行状态，所述双离合器的第一离合单元和第二离合单元均分离，所述变速器的同步啮合机构与对应的齿轮接合，使得所述电机单独向所述变速器传递扭矩以用于驱动；When the hybrid power system is in the pure motor drive mode, the engine is in a stopped state, the motor is in a running state, the first clutch unit and the second clutch unit of the dual clutch are both disconnected, and the transmission The synchromesh mechanism is engaged with the corresponding gear, so that the electric motor alone transmits torque to the transmission for driving;
    当所述混合动力系统处于所述纯发动机驱动模式时，所述发动机处于运行状态，所述电机处于停止状态，所述双离合器的第一离合单元或第二离合单元接合，所述变速器的同步啮合机构与对应的齿轮接合，使得所述发动机单独向所述变速器传递扭矩以用于驱动；和/或When the hybrid power system is in the pure engine driving mode, the engine is in operation, the electric motor is in a stopped state, the first clutch unit or the second clutch unit of the dual clutch is engaged, and the synchronization of the transmission The meshing mechanism is engaged with the corresponding gear so that the engine alone transmits torque to the transmission for driving; and/or
    当所述混合动力系统处于所述混合动力驱动模式时，所述发动机和所述电机均处于运行状态，所述双离合器的第一离合单元或第二离合单元接合，所述变速器的同步啮合机构与对应的齿轮接合，使得所述发动机和所述电机向所述变速器传递扭矩以用于驱动。When the hybrid power system is in the hybrid drive mode, the engine and the electric motor are both operating, the first clutch unit or the second clutch unit of the dual clutch is engaged, and the synchromesh mechanism of the transmission Engaged with corresponding gears so that the engine and the electric motor transmit torque to the transmission for driving.
  8. 根据权利要求7所述的混合动力系统，其特征在于，当所述混合动力系统处于所述纯电机驱动模式时，The hybrid power system according to claim 7, wherein when the hybrid power system is in the pure motor drive mode,
    所述第一同步啮合机构与对应的齿轮接合，并且所述第二同步啮合机构和所述第三同步啮合机构均处于与对应的齿轮断开接合的中性状态；或者The first synchromesh mechanism is engaged with a corresponding gear, and both the second synchromesh mechanism and the third synchromesh mechanism are in a neutral state that is disconnected from the corresponding gear; or
    所述第一同步啮合机构处于与对应的齿轮断开接合的中性状态，并且所 述第二同步啮合机构和所述第三同步啮合机构分别与对应的齿轮接合。The first synchromesh mechanism is in a neutral state disengaged from the corresponding gear, and the second synchromesh mechanism and the third synchromesh mechanism are respectively engaged with the corresponding gears.
  9. 根据权利要求7或8所述的混合动力系统，其特征在于，当所述混合动力系统处于所述纯发动机驱动模式时，The hybrid power system according to claim 7 or 8, wherein when the hybrid power system is in the pure engine driving mode,
    所述第一离合单元接合且所述第二离合单元分离，所述第一同步啮合机构和所述第三同步啮合机构分别与对应的齿轮接合，并且所述第二同步啮合机构处于与对应的齿轮断开接合的中性状态；或者The first clutch unit is engaged and the second clutch unit is disengaged, the first synchromesh mechanism and the third synchromesh mechanism are respectively engaged with corresponding gears, and the second synchromesh mechanism is in position with the corresponding gears. The neutral state of the gear disconnected; or
    所述第一离合单元接合且所述第二离合单元分离，所述第一同步啮合机构与对应的齿轮接合，并且所述第二同步啮合机构和所述第三同步啮合机构均处于与对应的齿轮断开接合的中性状态；或者The first clutch unit is engaged and the second clutch unit is disengaged, the first synchromesh mechanism is engaged with the corresponding gear, and the second synchromesh mechanism and the third synchromesh mechanism are in the corresponding The neutral state of the gear disconnected; or
    所述第一离合单元分离且所述第二离合单元接合，所述第一同步啮合机构与对应的齿轮接合，并且所述第二同步啮合机构和所述第三同步啮合机构均处于与对应的齿轮断开接合的中性状态。The first clutch unit is separated and the second clutch unit is engaged, the first synchromesh mechanism is engaged with the corresponding gear, and the second synchromesh mechanism and the third synchromesh mechanism are both in the corresponding The neutral state of the gear disconnected.
  10. 根据权利要求7至9中任一项所述的混合动力系统，其特征在于，当所述混合动力系统处于所述混合动力驱动模式时，The hybrid power system according to any one of claims 7 to 9, wherein when the hybrid power system is in the hybrid drive mode,
    所述第一离合单元接合且所述第二离合单元分离，所述第一同步啮合机构与对应的齿轮接合，所述第二同步啮合机构处于与对应的齿轮断开接合的中性状态，并且所述第三同步啮合机构与对应的齿轮接合；或者The first clutch unit is engaged and the second clutch unit is disengaged, the first synchromesh mechanism is engaged with a corresponding gear, and the second synchromesh mechanism is in a neutral state disengaged from the corresponding gear, and The third synchromesh mechanism is engaged with the corresponding gear; or
    所述第一离合单元接合且所述第二离合单元分离，所述第一同步啮合机构与对应的齿轮接合，所述第二同步啮合机构与对应的齿轮接合，并且所述第三同步啮合机构处于与对应的齿轮断开接合的中性状态；或者The first clutch unit is engaged and the second clutch unit is disengaged, the first synchromesh mechanism is engaged with a corresponding gear, the second synchromesh mechanism is engaged with a corresponding gear, and the third synchromesh mechanism In a neutral state disconnected from the corresponding gear; or
    所述第一离合单元分离且所述第二离合单元接合，所述第一同步啮合机构与对应的齿轮接合，所述第二同步啮合机构和所述第三同步啮合机构均处于与对应的齿轮断开接合的中性状态。The first clutch unit is separated and the second clutch unit is engaged, the first synchromesh mechanism is engaged with the corresponding gear, and the second synchromesh mechanism and the third synchromesh mechanism are both in contact with the corresponding gear. The neutral state of disconnection.
  11. 根据权利要求7至10中任一项所述的混合动力系统，其特征在于，所述控制模块能够控制所述混合动力系统使所述混合动力系统实现怠速时充 电模式，The hybrid power system according to any one of claims 7 to 10, wherein the control module is capable of controlling the hybrid power system so that the hybrid power system realizes an idle charging mode,
    当所述混合动力系统处于所述怠速时充电模式时，所述发动机和所述电机均处于运行状态，所述双离合器的第一离合单元分离且第二离合单元接合，所述变速器的所有同步啮合机构均处于与对应的齿轮断开接合的中性状态，使得所述发动机向所述电机传递扭矩以使得所述电机对电池进行充电。When the hybrid power system is in the charging mode at idle, the engine and the electric motor are both in running state, the first clutch unit of the dual clutch is disengaged and the second clutch unit is engaged, and all the transmissions are synchronized The meshing mechanisms are all in a neutral state disengaged from the corresponding gears, so that the engine transmits torque to the electric motor so that the electric motor charges the battery.
  12. 根据权利要求7至11中任一项所述的混合动力系统，其特征在于，所述控制模块能够控制所述混合动力系统使所述混合动力系统实现行驶时启动发动机模式，The hybrid power system according to any one of claims 7 to 11, wherein the control module is capable of controlling the hybrid power system to enable the hybrid power system to start the engine mode when driving,
    当所述混合动力系统处于所述行驶时启动发动机模式时，所述发动机和所述电机均处于运行状态，所述双离合器的第一离合单元分离且第二离合单元接合，所述第一同步啮合机构与对应的齿轮接合，所述第二同步啮合机构和所述第三同步啮合机构均处于与对应的齿轮断开接合的中性状态，使得所述电机向所述变速器传递扭矩的同时向所述发动机传递扭矩以用于启动所述发动机。When the hybrid power system is in the starting engine mode while driving, the engine and the electric motor are both in running state, the first clutch unit of the dual clutch is disengaged and the second clutch unit is engaged, and the first synchronization The meshing mechanism is engaged with the corresponding gear, and the second synchromesh mechanism and the third synchromesh mechanism are both in a neutral state disengaged from the corresponding gear, so that the electric motor transmits torque to the transmission at the same time. The engine transmits torque for starting the engine.
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