WO2023130451A1

WO2023130451A1 - Hybrid power system, and vehicle

Info

Publication number: WO2023130451A1
Application number: PCT/CN2022/071035
Authority: WO
Inventors: 邱勇; 狄杰
Original assignee: 舍弗勒技术股份两合公司; 邱勇
Priority date: 2022-01-10
Filing date: 2022-01-10
Publication date: 2023-07-13

Abstract

Provided is a hybrid power system. A clutch mechanism of the hybrid power system is composed of a one-way clutch (C) and a synchronizer (SY), and a traditional complex actuation system such as a friction clutch is omitted, thereby simplifying the structure and saving on costs. By means of controlling operating states of an engine (ICE), a first electric motor (EM1), a second electric motor (EM2) and the clutch mechanism, a plurality of operating modes such as a pure electric motor driving mode, a series driving mode, a parallel driving mode, an energy recovery mode and a charging mode can be realized, thereby preventing the problem of lacking a typical operating mode. Further provided is a vehicle comprising the hybrid power system. By means of the configuration of the hybrid power system of the present application, the driving performance, the fuel consumption performance and the emission performance of the vehicle are improved.

Description

Hybrid systems and vehicles

technical field

The present application relates to the field of vehicles, and more particularly to a hybrid system and a vehicle including the hybrid system.

Background technique

In existing vehicles, there are various dual-motor hybrid systems for driving the vehicle. In some typical two-motor hybrid systems, the engine and one motor are drive-coupled to the input shaft of the transmission, and the other motor is drive-coupled to the output shaft of the transmission, thus forming a so-called P1/P3 hybrid system or P2/P3 hybrid power system.

However, the above two-motor hybrid system has the following problems. On the one hand, some dual-motor hybrid systems lack typical operating modes such as parallel drive mode; on the other hand, some dual-motor hybrid systems use multiple friction clutches, resulting in higher costs for the entire hybrid system.

Contents of the invention

The present application is made in view of the above-mentioned drawbacks of the hybrid system. An object of the present application is to provide a hybrid power system, which has a relatively simple structure and low cost, and can realize enough working modes. Another object of the present application is to provide a vehicle including the above hybrid system.

In order to achieve the above purpose, the present application adopts the following technical solutions.

The present application provides a hybrid power system as follows, which includes a first motor, a second motor and a transmission, and the transmission includes:

a first input shaft drivingly coupled to said first electric machine and for driving coupling to an engine;

a second input shaft drivingly coupled to the second motor;

output shaft; and

clutch mechanism, which includes a one-way clutch and a synchronizer;

Wherein, the output shaft is connected to the first input shaft in a controlled transmission manner via the clutch mechanism, and the output shaft is connected to the second input shaft in a transmission manner.

In an optional solution, the one-way clutch includes an outer ring and an inner ring capable of relative rotation, the outer ring is coupled with the gear hub of the synchronizer, and the inner ring is connected to the first input shaft drive connection,

The synchronizer is engaged so that the outer ring is drivingly coupled with the output shaft, and the synchronizer is disengaged so that the outer ring is decoupled from the output shaft.

In another optional solution, the first input shaft, the second input shaft and the output shaft are arranged coaxially, and the first input shaft is inserted through the second input shaft.

In another optional solution, the transmission further includes an intermediate shaft, the second input shaft is coupled to the intermediate shaft via a first gear pair, and the intermediate shaft is connected to the output shaft via a second gear Auxiliary drive connection.

In another optional solution, the transmission further includes a planetary gear mechanism, and the rotor of the first electric motor is drivingly coupled with the first input shaft via the planetary gear mechanism.

In another optional solution, the hybrid power system further includes a control module, and the control module can control the hybrid power system so that the hybrid power system realizes a pure motor drive mode,

Wherein, when the hybrid system is in the pure motor driving mode, the engine is in a stopped state, the first electric motor is in a stopped state, the second electric motor is in a driving state, the one-way clutch is disengaged and/or Or the synchronizer is disengaged so that the second electric machine transmits torque to the transmission for drive.

In another optional solution, the hybrid power system further includes a control module, and the control module can control the hybrid power system so that the hybrid power system realizes a series drive mode,

When the hybrid power system is in the series driving mode, the engine is in the working state, the first electric motor is in the generating state, the second electric motor is in the driving state, and the synchronizer is disengaged, so that the engine drives The first electric machine generates electricity and the second electric machine transmits torque to the transmission for drive.

In another optional solution, the hybrid power system further includes a control module, and the control module can control the hybrid power system so that the hybrid power system realizes a parallel driving mode,

When the hybrid power system is in the parallel driving mode, the engine is in the working state, the first electric motor is in the driving state or in the stopped state, the second electric motor is in the driving state, the one-way clutch is engaged, and the The synchronizer is engaged such that the engine, the first electric machine and the second electric machine transmit torque to the transmission for drive or the engine and the second electric machine transmit torque to the transmission for drive.

In another optional solution, the hybrid power system further includes a control module, and the control module can control the hybrid power system so that the hybrid power system realizes a charging mode during driving and/or a charging mode during parking,

When the hybrid power system is in the charging mode while driving, the engine is in the working state, the first electric motor is in the generating state, the second electric motor is in the stopped state, the one-way clutch is engaged, and the synchronous engaging the transmission such that the engine transmits torque to the transmission for drive and drives the first electric machine to generate electricity;

When the hybrid power system is in the parking charging mode, the engine is in the working state, the first electric motor is in the generating state, the second electric motor is in the stopped state, the one-way clutch is engaged, and the synchronous The generator is separated, so that the engine drives the first electric machine to generate electricity.

In another optional solution, the hybrid power system further includes a control module, and the control module can control the hybrid power system so that the hybrid power system realizes an energy recovery mode,

When the hybrid power system is in the energy recovery mode, the engine is in a stopped state, the first motor is in a stopped state, the second motor is in a generating state, and the one-way clutch is disengaged, so that the first Two electric machines receive torque from the transmission to generate electricity.

The present application also provides a vehicle as follows, which includes an engine and the hybrid power system described in any one of the above technical solutions.

By adopting the above technical solution, the present application provides a novel hybrid power system and a vehicle including the hybrid power system. In the hybrid system or in the vehicle including the hybrid system and the engine, the engine (which may be part of the hybrid system or a part of the vehicle but not included in the concept of the hybrid system) can be combined with The first electric motor is always in transmission connection with the first input shaft of the transmission, and the second electric motor is always in transmission connection with the second input shaft of the transmission. Further, the first input shaft can be connected to the output shaft via a clutch mechanism including a one-way clutch and a synchronizer, and the second input shaft can be connected to the output shaft all the time.

In this way, the clutch mechanism of the hybrid power system according to the present application is composed of a one-way clutch and a synchronizer, omitting a traditional complex actuation system such as a friction clutch, thereby simplifying the structure and saving costs. By controlling the working states of the engine, the first motor, the second motor and the clutch mechanism, various working modes such as pure motor drive mode, series drive mode, parallel drive mode, energy recovery mode and charging mode can be realized, avoiding the lack of typical The problem of working mode. Also, the configuration of the hybrid system of the present application improves the drivability, fuel consumption performance, and emission performance of the vehicle.

Description of drawings

FIG. 1A is a schematic topology diagram showing a hybrid power system according to a first embodiment of the present application.

FIG. 1B is a schematic diagram showing the structure of a one-way clutch of the hybrid system in FIG. 1A .

FIG. 1C is a schematic diagram showing the torque transmission path of the hybrid system in FIG. 1A in the pure motor driving mode, wherein the dotted line with arrows indicates the torque transmission path.

FIG. 1D is a schematic diagram illustrating the torque transfer path of the hybrid system in FIG. 1A in the series drive mode, wherein the dashed line with arrows indicates the torque transfer path.

FIG. 1E is a schematic diagram showing the torque transfer path of the hybrid system in FIG. 1A in the parallel drive mode, where the dashed line with arrows indicates the torque transfer path.

FIG. 1F is a schematic diagram illustrating the torque transfer path of the hybrid system in FIG. 1A in the charge-while-driving mode, where the dashed line with arrows indicates the torque transfer path.

FIG. 1G is a schematic diagram illustrating the torque transfer path of the hybrid system in FIG. 1A in the charge-while-park mode, where the dashed arrowed line indicates the torque transfer path.

FIG. 1H is a schematic diagram showing the torque transfer path of the hybrid system in FIG. 1A in the energy recovery mode, wherein the dashed line with arrows indicates the torque transfer path.

FIG. 2 is a schematic topology diagram showing a hybrid power system according to a second embodiment of the present application.

Explanation of reference signs

ICE engine EM1 first motor EM2 second motor

S1 first input shaft S2 second input shaft S3 intermediate shaft S4 output shaft

G1 first gear G2 second gear G3 third gear G4 fourth gear

C one-way clutch 1 outer ring 2 inner ring 3 roller 4 spring SY synchronizer

SU sun gear PG planetary gear P planetary gear carrier R ring gear.

specific embodiment

Exemplary embodiments of the present application are described below with reference to the accompanying drawings. It should be understood that these specific descriptions are only used to teach those skilled in the art how to implement the application, and are not intended to exhaust all possible ways of the application, nor are they used to limit the scope of the application.

In this application, "transmission coupling" refers to a connection between two components capable of transmitting torque, including direct connection or indirect connection between these two components unless otherwise specified. "Continuous transmission connection" means that the transmission connection state is always maintained between two parts, and "controlled transmission connection" means that the transmission connection between two parts can be realized and the transmission connection can also be released.

In the present application, "torque-resistant connection" means that two parts can rotate together to be connected so as to be able to transmit torque, for example, the above-mentioned torque-resistant connection can be realized through a spline structure between a gear and a shaft.

The structure of the hybrid power system according to the first embodiment of the present application will first be described below with reference to the accompanying drawings.

(Structure of the hybrid system according to the first embodiment of the present application)

As shown in FIG. 1A , the hybrid system according to the first embodiment of the present application includes an engine ICE, a first electric machine EM1 , a second electric machine EM2 , a transmission, and a battery (not shown).

In this embodiment, the crankshaft of the engine ICE may be in constant drive coupling with the rotor of the first electric machine EM1 via a damping mechanism such as a dual-mass flywheel. The dual-mass flywheel is used to attenuate the torsional vibration from the engine ICE, and other dampers can also be used to attenuate the torsional vibration. Thus, the torque of the engine ICE can be transmitted to the first electric motor EM1 to drive the first electric motor EM1 to generate electricity or be input into the transmission to drive the vehicle; in addition, the torque of the first electric motor EM1 can be transmitted to the engine ICE to start the engine ICE .

In this embodiment, the first electric machine EM1 includes a stator and a rotor capable of rotating relative to the stator. As mentioned above, the rotor of the first electric machine EM1 is always in driving connection with the crankshaft of the engine ICE, and the rotor of the first electric machine EM1 is coaxial with the crankshaft of the engine ICE, so that the first electric machine EM1 and the engine ICE are arranged coaxially. In addition, the first motor EM1 is also electrically connected to the battery. In this way, when the first electric machine EM1 is supplied with electric energy by the battery, the first electric machine EM1 can start the engine ICE as a motor; Charge. The first electric machine EM1 is mainly used to generate electricity to charge the battery and start the engine ICE.

In this embodiment, the second electric machine EM2 includes a stator and a rotor capable of rotating relative to the stator. The rotor of the second electric machine EM2 is consistent with the central axis of the rotor of the first electric machine EM1, so that the second electric machine EM2 and the first electric machine EM1 realize coaxial arrangement. In addition, the second motor EM2 is also electrically connected to the battery. In this way, when the second electric machine EM2 is supplied with electric energy by the battery, the second electric machine EM2 can transmit driving torque to the speed changer as a motor; Charging batteries. The second electric machine EM2 is mainly used for driving and energy recovery.

In this embodiment, as shown in FIG. 1A, the transmission of the hybrid power system according to the first embodiment of the present application includes a first input shaft S1, a second input shaft S2, an intermediate shaft S3, an output shaft S4, and a gear G1- G4 and the clutch mechanism (one-way clutch C and synchronizer SY).

As shown in FIG. 1A, the first input shaft S1, the second input shaft S2, and the output shaft S4 may be arranged in a coaxial manner. The first input shaft S1 is a solid shaft extending linearly, and the second input shaft S2 is a hollow shaft extending linearly. The first input shaft S1 is inserted through the second input shaft S2, and the first input shaft S1 and the second input shaft S2 can freely rotate relative to each other. The first input shaft S1 is always in driving connection with the crankshaft of the engine ICE and the rotor of the first electric machine EM1 , and the second input shaft S2 is always in driving connection with the rotor of the second electric machine EM2 . The intermediate shaft S3 may be a solid shaft extending linearly, and the intermediate shaft S3 is parallel to the first input shaft S1, the second input shaft S2, and the output shaft S4. S4 is arranged in a staggered manner. The intermediate shaft S3 is always in transmission connection with the second input shaft S2 through the first gear pair, and the intermediate shaft S3 is in transmission connection with the output shaft S4 through the second gear pair. The output shaft S4 may be a linearly extending solid shaft, and the clutch mechanism is disposed between the first input shaft S1 and the output shaft S4 for controlled transmission coupling of the first input shaft S1 and the output shaft S4. Through the arrangement relationship of the above-mentioned shafts, the packaging size of the transmission can be reduced while realizing the required transmission coupling structure, which is beneficial to the miniaturization of the entire hybrid power system.

As shown in FIG. 1A , the first gear G1 is disposed on the second input shaft S2 in a torque-resistant manner. The first gear G1 is directly coupled with the second input shaft S2 and the first gear G1 can rotate along with the second input shaft S2. The second gear G2 is arranged in a torque-proof manner on the countershaft S3. That is to say, the second gear G2 is directly coupled with the countershaft S3 and the second gear G2 can rotate along with the countershaft S3. The second gear G2 and the first gear G1 can form a first gear pair with external meshing, so that the second input shaft S2 and the intermediate shaft S3 are always in transmission coupling.

The third gear G3 is arranged in a torque-proof manner on the intermediate shaft S3. That is to say, the third gear G3 is directly coupled with the countershaft S3 and the third gear G3 can rotate along with the countershaft S3. The fourth gear G4 is arranged on the output shaft S4 in a torque-proof manner. That is to say, the fourth gear G4 is directly coupled with the output shaft S4 and the fourth gear G4 can rotate along with the output shaft S4. The fourth gear G4 and the third gear G3 may form a second gear pair with external meshing, so that the intermediate shaft S3 and the output shaft S4 are always in transmission connection.

As shown in FIG. 1A , the clutch mechanism is used to drive and couple the first input shaft S1 and the output shaft S4 in a controlled manner. The clutch mechanism includes a one-way clutch C and a synchronizer SY.

Specifically, as shown in FIG. 1B , in an example of a one-way clutch C, the one-way clutch C may include an outer ring 1 , an inner ring 2 , a roller 3 and a spring 4 assembled together. The inner ring 2 is located radially inside the outer ring 1, and the inner ring 2 and the outer ring 1 can rotate freely with each other when the one-way clutch C is disengaged, and the inner ring 2 and the outer ring 1 can rotate freely when the one-way clutch C is engaged. Can rotate together and inner ring 2 and outer ring 1 can transmit torque via rollers 3 . Spherical rollers 3 and springs 4 in the form of cylindrical coil springs, for example, are arranged in pairs. One end of the spring 4 abuts against the rollers 3 and the other end abuts against the outer ring 1 . Multiple pairs of rollers 3 and springs 4 are located between the outer ring 1 and the inner ring 2 . The outer ring 1 is always in transmission connection with the gear hub of the synchronizer SY, and the inner ring 2 is always in transmission connection with the first input shaft S1.

In this way, when the inner ring 2 tends to produce relative rotation in the counterclockwise direction in the figure relative to the outer ring 1, that is to say, the rotational speed of the inner ring 2 in the counterclockwise direction is greater than that of the outer ring 1 in the counterclockwise direction. When the rotation speed in the direction is high, the inner ring 2 can be connected with the outer ring 1 through the roller 3. At this time, the one-way clutch C is engaged, and the first input shaft S1 can be coupled with the gear hub of the synchronizer SY via the one-way clutch C, and drives the gear hub of the synchronizer SY to rotate together. In other cases, the one-way clutch C is disengaged.

Further, the synchronizer SY may have the same structure as the existing synchronizer, and the synchronizer SY may include a gear hub, a ring gear, a synchronizer ring, a slider and engaging gears. The gear hub and the outer ring of the one-way clutch C are always connected by transmission, the ring gear and the gear hub are always connected by transmission through splines and can slide axially relative to the gear hub, and the engaging gear and the output shaft are always connected by transmission. Under the actuation of an actuating mechanism such as a shift fork, the ring gear can be coupled with the gear hub and the engaging gear at the same time, so that the outer ring 1 of the one-way connector C is coupled with the output shaft S4.

In this way, through the above structure, a new type of hybrid power system is realized, which is simpler in structure and lower in cost than the dual-motor hybrid power system including multiple friction clutches. The working mode of the hybrid power system will be described below.

(According to the working mode of the hybrid system of an embodiment of the present application)

The hybrid power system according to an embodiment of the present application shown in FIG. 1A may further include a control module (not shown in the figure), which can control the hybrid power system so that the hybrid power system has multiple working modes, The control module can switch between these operating modes according to parameters such as the vehicle's driving state and battery charge level. These operating modes include, but are not limited to, motor-only drive mode, series drive mode, parallel drive mode, engine-on-drive mode, engine-on-stop mode, and energy recovery mode.

Table 1 below shows the working states of the engine ICE, the first electric machine EM1 , the second electric machine EM2 , the one-way clutch C and the synchronizer SY in the above-mentioned exemplary working modes.

【Table 1】

The contents in the above Table 1 are explained as follows.

1. About the working mode in Table 1

EV1 represents the first pure motor drive mode.

EV2 represents the second pure motor drive mode.

SER means series drive mode.

PAR stands for Parallel Drive Mode.

EG1 represents the charging mode while driving.

EG2 represents the charging mode while parking.

ER stands for Energy Recovery Mode.

2. ICE, EM1, EM2, C, and SY in the first row in Table 1 correspond to the reference numerals in Fig. 1A respectively, that is, respectively represent the engine, the first motor, the first motor in the hybrid system in Fig. 1A Second motor, one-way clutch, synchronizer.

3. About the symbol "█"

For the column where ICE, EM1, and EM2 are located in Table 1, there is this symbol indicating that the engine ICE, the first motor EM1, and the second motor EM2 are in the working state, and the absence of this symbol indicates that the engine ICE, the first motor EM1, and the second motor EM2 are in stop state.

For the column of C in Table 1, there is this symbol indicating that the one-way clutch C is engaged, and no such symbol indicates that the one-way clutch C is disengaged.

For the column where SY is located in Table 1, having this symbol indicates that the synchronizer SY is engaged, and not having this symbol indicates that the synchronizer SY is disengaged.

For the situation in Table 1 that the table is divided by a slash and one side of the slash is blank and the other side is filled with "█", it means that the corresponding parts can be in different states. For example, when there is such a situation corresponding to the first motor EM1, it means that the first motor EM1 can be in a working state or in a stopped state.

In combination with Table 1 above, the working mode of the hybrid power system in FIG. 1A is described in more detail.

As shown in Table 1, the control module of the hybrid power system in FIG. 1A can control the hybrid power system so that the hybrid power system realizes the first pure motor driving mode EV1.

When the hybrid system is in the first pure motor driving mode EV1,

The engine ICE is stopped;

The first motor EM1 is in a stopped state;

The second motor EM2 is in a driving state;

The one-way clutch C is disengaged, and the synchronizer SY is engaged or disengaged.

In this way, as shown in FIG. 1C, the second motor EM2 transmits torque to the output shaft S4 via the second input shaft S2→first gear G1→second gear G2→intermediate shaft S3→third gear G3→fourth gear G4 to output shaft S4 for to drive. It can be understood that in the first pure motor driving mode EV1, the second electric motor EM2 can be mainly used to drive the vehicle forward.

As shown in Table 1, the control module of the hybrid power system in FIG. 1A can control the hybrid power system so that the hybrid power system realizes the second pure motor driving mode EV2.

When the hybrid system is in pure motor drive mode EV2,

The engine ICE is stopped;

The first motor EM1 is in a stopped state;

The second motor EM2 is in a driving state;

The one-way clutch C is engaged or disengaged, and the synchronizer SY is disengaged.

In this way, as shown in FIG. 1C, the second motor EM2 transmits torque to the output shaft S4 via the second input shaft S2→first gear G1→second gear G2→intermediate shaft S3→third gear G3→fourth gear G4 to output shaft S4 for to drive. It can be understood that in the second pure motor driving mode EV2, the second electric motor EM2 can be mainly used to drive the vehicle in reverse.

As shown in Table 1, the control module of the hybrid power system in FIG. 1A can control the hybrid power system so that the hybrid power system realizes the series drive mode SER.

When the hybrid system is in the series drive mode SER,

The engine ICE is in working condition;

The first motor EM1 is in a power generation state;

The second motor EM2 is in a driving state;

The one-way clutch C is engaged, and the synchronizer SY is disengaged.

In this way, as shown in FIG. 1D, the engine ICE transmits torque to the first electric motor EM1 via the first input shaft S1, so that the first electric motor EM1 generates electricity; the second electric motor EM2 passes through the second input shaft S2 → first gear G1 → second Gear G2→intermediate shaft S3→third gear G3→fourth gear G4 transmits torque to output shaft S4 for driving. It can be understood that in the series driving mode SER, the second electric machine EM2 can be used to drive the vehicle forward or reverse.

As shown in Table 1, the control module of the hybrid power system in FIG. 1A can control the hybrid power system so that the hybrid power system realizes the parallel driving mode PAR.

When the hybrid system is in parallel drive mode PAR,

The engine ICE is in working condition;

The first motor EM1 is in a stopped state or a driving state;

The second motor EM2 is in a driving state;

The one-way clutch C is engaged, and the synchronizer SY is engaged.

In this way, as shown in FIG. 1E, the engine ICE transmits torque to the output shaft S4 via the first input shaft S1→one-way clutch C→synchronizer SY for driving; if the first electric motor EM1 is in a driving state, the first electric motor EM1 Torque is transmitted to the output shaft S4 via the first input shaft S1→one-way clutch C→synchronizer SY for driving; the second motor EM2 is via the second input shaft S2→first gear G1→second gear G2→intermediate shaft S3 → Third gear G3 → Fourth gear G4 transmits torque to the output shaft S4 for driving.

As shown in Table 1, the control module of the hybrid power system in FIG. 1A can control the hybrid power system so that the hybrid power system realizes the charging mode EG1 while driving.

When the hybrid system is in charging mode EG1 while driving,

The engine ICE is in working condition;

The first motor EM1 is in a power generation state;

The second motor EM2 is in a stopped state;

The one-way clutch C is engaged, and the synchronizer SY is engaged.

In this way, as shown in FIG. 1F , the engine ICE transmits torque to the output shaft S4 for driving via the first input shaft S1→one-way clutch C→synchronizer SY, and the engine ICE transmits torque to the first electric motor EM1 via the first input shaft S1 The torque is transmitted to make the first electric machine EM1 generate electricity.

As shown in Table 1, the control module of the hybrid power system in FIG. 1A can control the hybrid power system so that the hybrid power system realizes the charging mode EG2 while parking.

When the hybrid system is in charging mode EG2 while parked,

The engine ICE is in working condition;

The first motor EM1 is in a power generation state;

The second motor EM2 is in a stopped state;

The one-way clutch C is engaged, and the synchronizer SY is disengaged.

In this way, as shown in FIG. 1G , the engine ICE transmits torque to the first electric machine EM1 via the first input shaft S1 , so that the first electric machine EM1 generates electricity.

As shown in Table 1, the control module of the hybrid power system in FIG. 1A can control the hybrid power system so that the hybrid power system realizes the energy recovery mode ER.

When the hybrid system is in energy recovery mode ER,

The engine ICE is stopped;

The first motor EM1 is in a stopped state;

The second electric machine EM2 is in the state of generating electricity;

In this way, as shown in FIG. 1H, the torque from the output shaft S4 is transmitted to the second motor EM2 via the fourth gear G4→third gear G3→intermediate shaft S3→second gear G2→first gear G1→second input shaft S2 , so that the second electric machine EM2 generates electricity.

Thus, the hybrid power system of the present application can realize various working modes according to needs, so as to be applicable to various driving states of the vehicle.

The structure of a hybrid system according to a second embodiment of the present application will be described below.

(Structure of the hybrid system according to the second embodiment of the present application)

The basic structure of the hybrid system according to the second embodiment of the present application is substantially the same as that of the hybrid system according to the first embodiment of the present application, and differences therebetween will be described below.

In this embodiment, as shown in FIG. 2 , the rotor of the first electric machine EM1 and the first input shaft S1 are always driven and coupled via a planetary gear mechanism. The planetary gear mechanism includes a sun gear SU, a plurality of planet gears PG, a carrier P and a ring gear R. The sun gear SU is connected to the rotor of the first electric machine EM1 in a coaxial and torsion-proof manner, so that the sun gear SU and the rotor of the first electric machine EM1 can rotate together and are always in transmission coupling. A plurality of planetary gears PG are located on the radially outer side of the sun gear SU and are always in mesh with the sun gear SU, and the plurality of planetary gears PG are mounted on the planetary gear carrier P. The planetary gear carrier P is connected with the first input shaft S1 in a coaxial and torsion-resistant manner, so that the planetary gear carrier P and the first input shaft S1 can rotate together and are always in transmission coupling. The ring gear R is always in mesh with the plurality of planetary gears PG from the radially outer side, and the ring gear R can be fixed by being installed in the transmission case. In this way, the gear ratio of the transmission can be significantly increased without greatly increasing the size of the entire hybrid system.

Although the structure of the second embodiment is different from that of the first embodiment, it can be understood that the hybrid system according to the second embodiment can achieve the same functions as the hybrid system according to the first embodiment.

The technical solutions of the present application have been described in detail in the above specific embodiments, and supplementary descriptions are given below.

i. It can be understood that the transmission coupling between the second input shaft S2 and the output shaft S4 can also be realized through a dynamic shaft gear train such as a planetary gear mechanism, and is not limited to using the fixed shaft gear train described in the above embodiments to realize the transmission coupling.

ii. In the above embodiment, it is explained that the one-way clutch C is a roller type one-way overrunning clutch, but the application is not limited thereto, and the one-way clutch C can also be a block type one-way overrunning clutch or a rocker type to the overrunning clutch.

iii. In the parallel driving mode and charging mode while driving, the synchronizer SY can be kept in the engaged state, and then the one-way clutch C can be engaged by increasing the rotation speed of the engine ICE and/or the first electric machine EM1, thereby realizing two Corresponding torque delivery in the mode.

In addition, in working modes other than the parallel driving mode and the running driving mode, the one-way clutch C can be in an engaged state or a stopped state, so as to avoid the one-way clutch C being in a disengaged state for too long. Moreover, in the hybrid power system of the present application, once the speed of the engine ICE in the driving state decreases, the one-way clutch C can be automatically disengaged, which is beneficial to improve the mechanical working efficiency of the hybrid power system.

iv. The present application also provides a vehicle including the above-mentioned hybrid power system, which has the same function and effect as the above-mentioned hybrid power system.

v. It can be understood that although in the above description, it is described that the hybrid power system includes a control module, and the control module can control the hybrid power system so that the hybrid power system has multiple working modes. However, the control module does not have to be mechanically integrated with the hybrid system, particularly the components or features shown in the figures, nor does the control module have to be dedicated to controlling the hybrid system. A control module may comprise a plurality of control units. A part of the sub-modules or control unit of the control module may be a control module or control unit of the vehicle.

vi. The hybrid power system according to the present application can be arranged along the longitudinal direction (length direction) of the vehicle, which can achieve a very compact structural layout and has a relatively short longitudinal length. This simplifies construction and reduces costs due to the omission of a complex drive system for the clutch. Moreover, the transmission of the hybrid power system of the present application has less requirement for lubrication, high transmission efficiency and small torque loss.

Claims

A hybrid system comprising a first electric machine (EM1), a second electric machine (EM2) and a transmission comprising:

a first input shaft (S1) drivingly coupled to said first electric machine (EM1) and intended to be drivingly coupled to an engine (ICE);

a second input shaft (S2) drivingly coupled to said second electric machine (EM2);

output shaft (S4); and

A clutch mechanism, which includes a one-way clutch (C) and a synchronizer (SY);

Wherein, the output shaft (S4) is connected to the first input shaft (S1) via the clutch mechanism, and the output shaft (S4) is connected to the second input shaft (S2).
The hybrid power system according to claim 1, characterized in that, the one-way clutch (C) comprises an outer ring (1) and an inner ring (2) capable of relative rotation, and the outer ring (1) and the The gear hub transmission connection of the synchronizer (SY), the inner ring (2) is in transmission connection with the first input shaft (S1),

The synchronizer (SY) is engaged so that the outer ring (1) is drivingly coupled with the output shaft (S4), and the synchronizer (SY) is disengaged so that the outer ring (1) is connected to the output shaft (S4) ) to release the transmission connection.
The hybrid power system according to claim 1 or 2, characterized in that, the first input shaft (S1), the second input shaft (S2) and the output shaft (S4) are coaxially arranged, and the A first input shaft (S1) is inserted through said second input shaft (S2).
The hybrid power system according to any one of claims 1 to 3, characterized in that, the transmission further includes an intermediate shaft (S3), and the second input shaft (S2) and the intermediate shaft (S3) pass through The first gear pair (G1, G2) is in transmission connection, and the intermediate shaft (S3) is in transmission connection with the output shaft (S4) via the second gear pair (G3, G4).
The hybrid power system according to any one of claims 1 to 4, characterized in that the transmission further includes a planetary gear mechanism, and the rotor of the first electric machine (EM1) communicates with the second motor through the planetary gear mechanism. An input shaft (S1) transmission connection.
The hybrid power system according to any one of claims 1 to 5, characterized in that, the hybrid power system further comprises a control module capable of controlling the hybrid power system so that the hybrid power system realizes a pure motor drive mode,

Wherein, when the hybrid power system is in the pure motor driving mode, the engine (ICE) is in a stopped state, the first electric motor (EM1) is in a stopped state, and the second electric motor (EM2) is in a driving state , the one-way clutch (C) is disengaged and/or the synchronizer (SY) is disengaged, so that the second electric machine (EM2) transmits torque to the transmission for driving.
The hybrid power system according to any one of claims 1 to 5, characterized in that the hybrid power system further comprises a control module capable of controlling the hybrid power system so that the hybrid power system can be connected in series drive mode,

When the hybrid power system is in the series driving mode, the engine (ICE) is in the working state, the first electric motor (EM1) is in the generating state, the second electric motor (EM2) is in the driving state, and the The synchronizer (SY) is disengaged so that the engine (ICE) drives the first electric machine (EM1) to generate electricity, and the second electric machine (EM2) transmits torque to the transmission for driving.
The hybrid power system according to any one of claims 1 to 5, characterized in that the hybrid power system further comprises a control module capable of controlling the hybrid power system so that the hybrid power systems are connected in parallel drive mode,

When the hybrid system is in the parallel driving mode, the engine (ICE) is in the working state, the first electric motor (EM1) is in the driving state or in the stopped state, and the second electric motor (EM2) is in the driving state , the one-way clutch (C) is engaged, and the synchronizer (SY) is engaged, so that the engine (ICE), the first electric machine (EM1) and the second electric machine (EM2) transmit to the transmission torque for drive or the engine (ICE) and the second electric machine (EM2) transmit torque to the transmission for drive.
The hybrid power system according to any one of claims 1 to 5, characterized in that, the hybrid power system further comprises a control module capable of controlling the hybrid power system so that the hybrid power system realizes driving Charging mode while charging and/or Charging mode while parked,

When the hybrid power system is in the charging mode while driving, the engine (ICE) is in the working state, the first electric motor (EM1) is in the power generation state, and the second electric motor (EM2) is in the stop state, so The one-way clutch (C) is engaged, and the synchronizer (SY) is engaged, so that the engine (ICE) transmits torque to the transmission for driving and drives the first electric machine (EM1) to generate electricity;

When the hybrid power system is in the parking charging mode, the engine (ICE) is in the working state, the first electric motor (EM1) is in the generating state, and the second electric motor (EM2) is in the stopped state, so The one-way clutch (C) is engaged, and the synchronizer (SY) is disengaged, so that the engine (ICE) drives the first electric machine (EM1) to generate electricity.
The hybrid power system according to any one of claims 1 to 5, characterized in that the hybrid power system further comprises a control module capable of controlling the hybrid power system so that the hybrid power system realizes energy recycling mode,

When the hybrid system is in the energy recovery mode, the engine (ICE) is in a stopped state, the first electric motor (EM1) is in a stopped state, the second electric motor (EM2) is in a generating state, and the The one-way clutch (C) is disengaged so that the second electric machine (EM2) receives torque from the transmission to generate electricity.
A vehicle comprising an engine (ICE) and a hybrid system according to any one of claims 1 to 10.