Two-gear hybrid coupling mechanism, control system and control method

Abstract

The application relates to the field of automobile power technology and discloses a two-gear hybrid power coupling mechanism, a control system and a control method. The mechanism comprises an engine, a generator, a driving motor, an intermediate shaft, a shock absorber, a differential and a gear assembly. The driving motor and the generator are coaxially sleeved. A first gear set comprises a first gear fixed to an engine input shaft, a third gear and a second gear sleeved on the engine input shaft. A second gear set comprises a fourth gear fixed to a generator input shaft and a fifth gear fixed to a driving motor input shaft. A third gear set comprises a sixth gear fixed to the intermediate shaft, a seventh gear and an eighth gear sleeved on the intermediate shaft. A first clutch is used for controlling whether the second gear is fixed to the engine input shaft or is in a loose state. A second clutch is used for controlling whether the eighth gear is fixed to the intermediate shaft or is in a loose state. The two-gear hybrid power coupling mechanism can realize multiple driving modes and effectively improve the power performance and the economy.

Description

Technical Field

[0001] The present invention relates to the field of automobile power technology, and in particular to a two-speed hybrid power coupling mechanism, a control system and a control method. Background Art

[0002] In the prior art, a powertrain consists of an engine (internal combustion engine) and a transmission system consisting of a transmission, differential, and drive shaft. Its function is to provide the driving power required by the vehicle's drive wheels. Internal combustion engines operate within a specific speed and torque range, achieving optimal performance within a narrow range, either minimizing fuel consumption, minimizing harmful emissions, or both. However, real-world road conditions vary widely, affecting not only the speed of the drive wheels but also the torque required. Therefore, achieving optimal engine speed and torque—that is, optimal power—and matching this with the drive wheel power is a primary task for the transmission.

[0003] In recent years, the emergence of electric motor hybrid technology has opened up new avenues for achieving perfect power matching between internal combustion engines and driven wheels. Among the numerous powertrain designs, the most representative are series hybrid and parallel hybrid systems. In a series hybrid system, an internal combustion engine, a generator, an electric motor, a shaft system, and drive wheels form a series power train, resulting in an extremely simple powertrain structure. The generator-motor combination can be considered a traditional transmission. When combined with energy storage devices such as batteries and capacitors, the transmission can also serve as an energy conditioning device, independently regulating speed and torque.

[0004] The parallel motor system has two independent, parallel powertrains. One consists of a traditional mechanical transmission, and the other comprises a motor-battery system. The mechanical transmission regulates speed, while the motor-battery system regulates power or torque. To fully realize the potential of the entire system, the mechanical transmission must also employ a continuously variable transmission.

[0005] The advantages of a series hybrid system lie in its simple structure and flexible layout. However, since all power flows through the generator and electric motor, the motors require high power, are bulky, and heavy. Furthermore, because the energy transfer process involves two conversion steps—one from electromechanical to electromechanical and the other from electromechanical to electromechanical—the overall system efficiency is low. In a parallel hybrid system, only a portion of the power flows through the motor system, requiring relatively low motor power. This results in high overall system efficiency. However, this system requires two independent subsystems, resulting in high costs. It is generally used only in mild hybrid systems.

[0006] According to the above records, most of the current electromechanical coupling systems have only one gear, which limits their power and economy.

[0007] Therefore, the existing technology is in urgent need of improvement. Summary of the Invention

[0008] The purpose of the present invention is to provide a two-speed hybrid power coupling mechanism, control system and control method to solve the technical problem that most electromechanical coupling systems in the prior art have only one gear and limited power and economy.

[0009] In order to achieve the above object, the present invention provides a two-speed hybrid power coupling mechanism, comprising:

[0010] an engine having an engine input shaft;

[0011] a generator having a generator input shaft;

[0012] A drive motor having a drive motor input shaft and being coaxially sleeved with the generator;

[0013] intermediate shaft;

[0014] a shock absorber, which is provided on the engine input shaft;

[0015] a differential connected to the wheel axles;

[0016] a first gear set comprising a first gear fixedly connected to the engine input shaft, a third gear, and a second gear sleeved on the engine input shaft;

[0017] a second gear set comprising a fourth gear and a fifth gear, wherein the fourth gear is fixedly connected to the generator input shaft and meshed with the first gear, and the fifth gear is fixedly connected to the drive motor input shaft;

[0018] a third gear set comprising a sixth gear and a seventh gear fixed to the intermediate shaft, and an eighth gear sleeved on the intermediate shaft; the sixth gear meshing with the differential, the seventh gear meshing with the fifth gear and the second gear respectively, and the eighth gear meshing with the third gear;

[0019] a first clutch, which is provided on the engine input shaft and is used to control the second gear to be fixedly connected to the engine input shaft or to be loose;

[0020] The second clutch is provided on the intermediate shaft and is used to control the eighth gear to be fixedly connected to the intermediate shaft or to be loose.

[0021] In some embodiments of the present application, the first clutch is arranged on the intermediate shaft, and the second gear is fixed to the engine input shaft, and the seventh gear is sleeved on the intermediate shaft. The first clutch is used to control the seventh gear to be fixed or loosely sleeved with the intermediate shaft.

[0022] In some embodiments of the present application, the second clutch is arranged on the engine input shaft, the eighth gear is fixed to the intermediate shaft, the third gear is sleeved on the engine input shaft, and the second clutch is used to control the third gear to be fixed or loosely sleeved with the engine input shaft.

[0023] In some embodiments of the present application, the first clutch (5) is provided on the intermediate shaft, the second gear is fixedly connected to the engine input shaft, the seventh gear is sleeved on the intermediate shaft, and the first clutch is used to control the seventh gear to be fixedly connected to the intermediate shaft or to be sleeved;

[0024] The second clutch is provided on the engine input shaft, the eighth gear is fixed to the intermediate shaft, the third gear is sleeved on the engine input shaft, and the second clutch is used to control the third gear to be fixed or loosely sleeved with the engine input shaft.

[0025] In some embodiments of the present application, a third clutch is further included, which is provided on the engine input shaft to control whether the engine outputs power.

[0026] In some embodiments of the present application, a ninth gear fixedly connected to the intermediate shaft is further included, which is meshed with the fifth gear, so that the seventh gear is only meshed with the second gear.

[0027] The present invention also provides a two-speed hybrid power coupling control system for driving a hybrid vehicle, comprising a two-speed hybrid power coupling mechanism and a mode control device;

[0028] The two-speed hybrid power coupling mechanism includes:

[0029] an engine having an engine input shaft;

[0030] a generator having a generator input shaft;

[0031] A drive motor having a drive motor input shaft and being coaxially sleeved with the generator;

[0032] intermediate shaft;

[0033] a shock absorber, which is provided on the engine input shaft;

[0034] a differential connected to the wheel axles;

[0035] a first gear set comprising a first gear fixedly connected to the engine input shaft, a third gear, and a second gear sleeved on the engine input shaft;

[0036] a second gear set comprising a fourth gear and a fifth gear, wherein the fourth gear is fixedly connected to the generator input shaft and meshed with the first gear, and the fifth gear is fixedly connected to the drive motor input shaft;

[0037] a third gear set comprising a sixth gear and a seventh gear fixed to the intermediate shaft, and an eighth gear sleeved on the intermediate shaft; the sixth gear meshing with the differential, the seventh gear meshing with the fifth gear and the second gear respectively, and the eighth gear meshing with the third gear;

[0038] a first clutch, which is provided on the engine input shaft and is used to control the second gear to be fixedly connected to the engine input shaft or to be loose;

[0039] a second clutch, which is provided on the intermediate shaft and is used to control the eighth gear to be fixedly connected to the intermediate shaft or to be loose;

[0040] a third clutch, which is provided on the engine input shaft to control whether the engine outputs power;

[0041] The mode control device is used to determine the operating mode of the two-speed hybrid coupling mechanism based on the current battery SOC value and / or the vehicle speed requirement, and switch the two-speed hybrid coupling mechanism to the determined operating mode, wherein the operating modes include a single-motor pure electric drive mode, a dual-motor pure electric two-speed drive mode, a hybrid two-speed drive mode, and an extended-range drive mode.

[0042] The present invention further provides a two-speed hybrid power coupling control method, which is applied to the above-mentioned two-speed hybrid power coupling control system and includes the following steps:

[0043] Step S1, comparing the current battery SOC value with a first threshold, or / and comparing the current vehicle speed with a second threshold;

[0044] Step S2: determining an operating mode of the two-speed hybrid power coupling control system based on the comparison result; the operating modes include a single-motor pure electric driving mode, a dual-motor pure electric two-speed driving mode, a hybrid power two-speed driving mode, and an extended-range driving mode;

[0045] Step S3: According to the determined working mode, controlling the closing or position of each component in the two-speed hybrid power coupling control system to switch the two-speed hybrid power coupling mechanism to the working mode.

[0046] In some embodiments of the present application, step S4 is further included, wherein when the vehicle brakes, the drive motor is controlled to generate a braking torque and generate an induced current in its motor winding to charge the power battery.

[0047] In some embodiments of the present application, step S3 includes:

[0048] When the determined operating mode is the single-motor pure electric drive mode, the engine and the generator are controlled to be shut down, the drive motor is controlled to be operated, and the third clutch, the first clutch, and the second clutch are controlled to be in a non-engaged state to output driving force to the wheels;

[0049] When the determined operating mode is the dual-motor pure electric first-gear driving mode, the engine is controlled to be shut down, the generator and the drive motor are controlled to be operated, the first clutch is controlled to be engaged, and the third clutch and the second clutch are controlled to be disengaged, so that driving force is jointly output to the wheels;

[0050] When the determined operating mode is the dual-motor pure electric 2nd gear drive mode, the engine is controlled to be shut down, the generator and the drive motor are controlled to be operated, the second clutch is controlled to be engaged, and the first clutch and the third clutch are controlled to be disengaged, so that driving force is jointly output to the wheels;

[0051] When the determined operating mode is the hybrid first gear driving mode, the engine is controlled to operate, the generator and the drive motor are controlled to operate, the first clutch and the third clutch are controlled to be engaged, and the second clutch is controlled to be disengaged, so that driving force is jointly output to the wheels;

[0052] When the determined operating mode is the hybrid 2-speed driving mode, controlling the engine to operate, controlling the generator and the drive motor to operate, controlling the second clutch and the third clutch to engage, and controlling the first clutch to disengage, so as to jointly output driving force to the wheels;

[0053] When the determined operating mode is the extended-range driving mode, the engine, generator and drive motor are controlled to operate, and the third clutch is controlled to be engaged, and the first clutch and the second clutch are controlled to be disengaged, so as to jointly output driving force to the wheels.

[0054] Compared with the prior art, the two-speed hybrid power coupling mechanism, control system, and control method of the embodiment of the present invention have the following beneficial effects:

[0055] The two-speed hybrid coupling mechanism proposed in the present invention has a simple structure and includes two motors, an engine and a generator, two clutches and a shaft-gear system. The engine can directly participate in the driving, and the engine has two gears to choose from; the engine and the generator are connected through a pair of speed-increasing gear pairs to achieve speed-increasing processing, which improves the power generation efficiency while reducing the size and cost of the motor and saving space. It can realize a single-motor pure electric drive mode, a hybrid two-speed drive mode and an extended-range drive mode, effectively improving power and economy. BRIEF DESCRIPTION OF THE DRAWINGS

[0056] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0057] Figure 1 2 is a schematic structural diagram of a two-speed hybrid power coupling mechanism according to embodiment 1 of the present invention;

[0058] Figure 2 2 is a schematic structural diagram of a two-speed hybrid power coupling mechanism according to a fifth embodiment of the present invention;

[0059] Figure 3 2 is a schematic structural diagram of a two-speed hybrid power coupling mechanism according to a sixth embodiment of the present invention;

[0060] Figure 4 2 is a schematic structural diagram of a two-speed hybrid power coupling mechanism according to a seventh embodiment of the present invention;

[0061] Figure 5 It is a structural schematic diagram of the two-speed hybrid power coupling control system of the present invention.

[0062] Figure 6 It is a flow chart of the two-speed hybrid power coupling control method of the present invention.

[0063] Figure 7 Schematic diagram of power transmission of the two-speed hybrid power coupling control system of the present invention in a single-motor pure electric drive mode;

[0064] Figure 8 Schematic diagram of power transmission of the two-speed hybrid power coupling control system of the present invention in the dual-motor pure electric first-speed driving mode;

[0065] Figure 9 Schematic diagram of power transmission of the two-speed hybrid power coupling control system of the present invention in the dual-motor pure electric 2nd speed driving mode;

[0066] Figure 10 Schematic diagram of power transmission when the two-speed hybrid power coupling control system of the present invention is in the hybrid power first-speed driving mode;

[0067] Figure 11 Schematic diagram of power transmission when the two-speed hybrid power coupling control system of the present invention is in a hybrid power 2nd speed driving mode;

[0068] Figure 12Schematic diagram of power transmission of the two-speed hybrid power coupling control system of the present invention in the extended-range driving mode;

[0069] Figure 13 It is a schematic diagram of the module structure of the mode control device;

[0070] In the figure, 1. engine; 2. shock absorber; 3. engine input shaft; 4. first gear; 5. first clutch; 6. second gear; 7. third gear; 8. generator input shaft; 9. drive motor input shaft; 10. fourth gear; 11. fifth gear; 12. drive motor; 13. generator; 14. intermediate shaft; 15. sixth gear; 16. seventh gear; 17. eighth gear; 18. second clutch; 19. differential gear; 20. differential; 21. third clutch; 22. ninth gear; 100. two-speed hybrid power coupling mechanism; 200. mode control device. DETAILED DESCRIPTION

[0071] The following embodiments of the present invention are described in further detail with reference to the accompanying drawings and examples. The following examples are used to illustrate the present invention but are not intended to limit the scope of the present invention.

[0072] In the description of the present invention, it should be understood that the terms "up", "down", "left", "right", "top", "bottom", etc., indicating directions or positional relationships, are based on the directions or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific direction, be constructed and operated in a specific direction, and therefore cannot be understood as a limitation on the present invention.

[0073] It should be understood that the terms "length", "width", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", etc., indicating the orientation or position relationship, are based on the orientation or position relationship shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operate in a specific orientation, and therefore cannot be understood as limiting the present invention.

[0074] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of the technical features being referred to. Thus, a feature identified as "first" or "second" may explicitly or implicitly include one or more of the features. In the description of the present invention, "plurality" means two or more, unless otherwise specifically defined.

[0075] Example 1

[0076] See also Figure 1 , is a two-speed hybrid power coupling mechanism of a preferred embodiment of the present invention, used for driving a hybrid electric vehicle, specifically, applicable to a plug-in hybrid electric vehicle (PHEV) or a hybrid electric vehicle (HEV), the two-speed hybrid power coupling mechanism comprising:

[0077] An engine 1 having an engine input shaft 3;

[0078] a generator 13 having a generator input shaft 8;

[0079] A drive motor 12 having a drive motor input shaft 9 and coaxially sleeved with a generator 13;

[0080] Intermediate shaft 14;

[0081] a shock absorber 2, which is provided on the engine input shaft 3;

[0082] a differential 20 connected to the wheel axle, the differential 20 having a differential gear 19;

[0083] The first gear set includes a first gear 4 fixed to the engine input shaft 3, a third gear 7, and a second gear 6 sleeved on the engine input shaft 3, wherein the first gear 4, the second gear 6, and the third gear 7 are arranged in sequence;

[0084] The second gear set includes a fourth gear 10 and a fifth gear 11. The fourth gear 10 is fixedly connected to the generator input shaft 8 and meshed with the first gear 4. The fifth gear 11 is fixedly connected to the drive motor input shaft 9.

[0085] A third gear set includes a sixth gear 15 and a seventh gear 16 fixed to the intermediate shaft 14, and an eighth gear 17 sleeved on the intermediate shaft 14. The sixth gear 15 is meshed with the differential gear 19 of the differential 20. The seventh gear 16 is meshed with the fifth gear 11 and the second gear 6, respectively. The eighth gear 17 is meshed with the third gear 7. The sixth gear 15, the seventh gear 16, and the eighth gear 17 are arranged in sequence.

[0086] The first clutch 5 is provided on the engine input shaft 3 and is used to control the second gear 6 to be fixedly connected to the engine input shaft 3 or to be loose;

[0087] The second clutch 18 is provided on the intermediate shaft 14 and is used to control whether the eighth gear 17 is fixedly connected to the intermediate shaft 14 or is loose;

[0088] In the above settings, when the connection relationship is "fixed connection", the gear rotates with the shaft, and when it is "loose connection", the gear does not rotate with the shaft.

[0089] Example 2

[0090] The difference between this embodiment and embodiment 1 is that the setting position of the first clutch 5 is different. In embodiment 1, the first clutch 5 is set on the engine input shaft 3, while in this embodiment, the first clutch 5 is set on the intermediate shaft 14. The setting position of the second clutch 18 in this embodiment is the same as that in embodiment 1.

[0091] Specifically, when the first clutch 5 is provided on the intermediate shaft 14 , the second gear 6 is fixed to the engine input shaft 3 , and the seventh gear 16 is sleeved on the intermediate shaft 14 . The first clutch 5 is used to control whether the seventh gear 16 is fixed to the intermediate shaft 14 or sleeved.

[0092] Example 3

[0093] The difference between this embodiment and embodiment 1 is that the setting position of the second clutch 18 is different. In embodiment 1, the second clutch 18 is set on the intermediate shaft 14, while in this embodiment, the second clutch 18 is set on the engine input shaft 3. The setting position of the first clutch 5 in this embodiment is the same as that in embodiment 1.

[0094] Specifically, when the second clutch 18 is provided on the engine input shaft 3 , the eighth gear 17 is fixed to the intermediate shaft 14 , and the third gear 7 is sleeved on the engine input shaft 3 , the second clutch 18 is used to control whether the third gear 7 is fixed to the engine input shaft 3 or sleeved.

[0095] Example 4

[0096] The difference between this embodiment and embodiment 1 is that the arrangement positions of the first clutch 5 and the second clutch 18 are reversed from those in embodiment 1, namely:

[0097] The first clutch 5 is provided on the intermediate shaft 14 , the second gear 6 is fixed to the engine input shaft 3 , and the seventh gear 16 is sleeved on the intermediate shaft 14 . The first clutch 5 is used to control whether the seventh gear 16 is fixed to the intermediate shaft 14 or sleeved.

[0098] The second clutch 18 is provided on the engine input shaft 3 , the eighth gear 17 is fixed to the intermediate shaft 14 , the third gear 7 is sleeved on the engine input shaft 3 , and the second clutch 18 is used to control whether the third gear 7 is fixed to the engine input shaft 3 or sleeved.

[0099] The above-mentioned embodiments 1-4 show that the positions of the first clutch 5 and the second clutch 18 can be set in a variety of ways, and the connection relationship between the gears and shafts controlled by them can be slightly changed according to the settings, which is highly flexible.

[0100] Example 5

[0101] See also Figure 2The difference between this embodiment and embodiment 1 is that: on the basis of embodiment 1, it also includes a ninth gear 22 fixed to the intermediate shaft 14, which is meshed with the fifth gear 11, so that the seventh gear 16 is only meshed with the second gear 6.

[0102] Any of the solutions in Examples 2-4 may also be provided with the ninth gear 22 .

[0103] In the above-mentioned embodiments 1-4, the seventh gear 16 is meshed with the fifth gear 11 and the second gear 6 respectively, forming a three-gear meshing connection relationship, making the overall structure of the two-speed hybrid power coupling mechanism more compact, with a short axial dimension and a small mechanism volume.

[0104] The solution of Example 5 adds a ninth gear 22 that meshes with the fifth gear 11, so that the seventh gear 16 is only meshed with the second gear 6, forming a connection relationship in which two gears are meshed. The axial dimension is lengthened, but the transmission is smoother, and when a fault occurs inside the mechanism (such as significantly excessive noise), it is easier to troubleshoot and repair.

[0105] Example 6

[0106] See also Figure 3 The difference between this embodiment and embodiment 1 is that: on the basis of embodiment 1, it also includes a third clutch 21, which is arranged on the engine input shaft 3, specifically between the shock absorber 2 and the first gear 4, and is used to control whether the engine 1 outputs power.

[0107] Any of the embodiments 2 to 4 may also be provided with the third clutch 21 .

[0108] Example 7

[0109] See also Figure 4 , Example 7 is a solution in which a third clutch 21 is provided on the basis of Example 5.

[0110] In any of the above embodiments, the shock absorber 2 may be a torsional vibration damper or a dual mass flywheel.

[0111] Accordingly, see Figure 5 The present invention also provides a two-speed hybrid power coupling control system for driving a hybrid vehicle, which includes a two-speed hybrid power coupling mechanism 100 and a mode control device 200, wherein:

[0112] The two-speed hybrid power coupling mechanism 100 (same as in embodiment 6) includes:

[0113] An engine 1 having an engine input shaft 3;

[0114] a generator 13 having a generator input shaft 8;

[0115] A drive motor 12 having a drive motor input shaft 9 and coaxially sleeved with a generator 13;

[0116] Intermediate shaft 14;

[0117] a shock absorber 2, which is provided on the engine input shaft 3;

[0118] a differential 20 connected to the wheel axle, the differential 20 having a differential gear 19;

[0119] The first gear set includes a first gear 4 fixed to the engine input shaft 3, a third gear 7, and a second gear 6 sleeved on the engine input shaft 3, wherein the first gear 4, the second gear 6, and the third gear 7 are arranged in sequence;

[0120] The second gear set includes a fourth gear 10 and a fifth gear 11. The fourth gear 10 is fixedly connected to the generator input shaft 8 and meshed with the first gear 4. The fifth gear 11 is fixedly connected to the drive motor input shaft 9.

[0121] A third gear set includes a sixth gear 15 and a seventh gear 16 fixed to the intermediate shaft 14, and an eighth gear 17 sleeved on the intermediate shaft 14. The sixth gear 15 is meshed with the differential gear 19 of the differential 20. The seventh gear 16 is meshed with the fifth gear 11 and the second gear 6, respectively. The eighth gear 17 is meshed with the third gear 7. The sixth gear 15, the seventh gear 16, and the eighth gear 17 are arranged in sequence.

[0122] The first clutch 5 is provided on the engine input shaft 3 and is used to control the second gear 6 to be fixedly connected to the engine input shaft 3 or to be loose;

[0123] The second clutch 18 is provided on the intermediate shaft 14 and is used to control whether the eighth gear 17 is fixedly connected to the intermediate shaft 14 or is loose;

[0124] The third clutch 21 is provided on the engine input shaft 3 , specifically between the shock absorber 2 and the first gear 4 , and is used to control whether the engine 1 outputs power.

[0125] The mode control device 200 is used to determine the operating mode of the two-speed hybrid coupling mechanism based on the current battery SOC value and / or the vehicle speed requirement, and switch the two-speed hybrid coupling mechanism to the determined operating mode. The operating modes include a single-motor pure electric drive mode, a dual-motor pure electric two-speed drive mode, a hybrid two-speed drive mode, and an extended-range drive mode.

[0126] See also Figure 13 , the mode control device 200 further includes:

[0127] A comparison module 201 is configured to compare the current battery SOC value with a first threshold value, and / or compare the current vehicle speed with a second threshold value;

[0128] an operating mode determination module 202 for determining an operating mode of the two-speed hybrid coupling control system based on the comparison result; the operating modes include a single-motor pure electric driving mode, a dual-motor pure electric two-speed driving mode, a hybrid two-speed driving mode, and an extended-range driving mode;

[0129] an operating mode switching module 203 for controlling the closing or positioning of various components in the two-speed hybrid power coupling control system according to the determined operating mode, so that the two-speed hybrid power coupling mechanism switches to the operating mode;

[0130] The braking mode processing module 204 is used to control the drive motor 12 to generate braking torque and generate induced current in its motor winding to charge the power battery when the vehicle brakes.

[0131] See also Figure 6 The present invention also provides a two-speed hybrid power coupling control method, which is applied to the above-mentioned two-speed hybrid power coupling control system, and the method comprises the following steps:

[0132] Step S1, comparing the current battery SOC value with a first threshold, or / and comparing the current vehicle speed with a second threshold;

[0133] Step S2: determining an operating mode of the two-speed hybrid power coupling control system based on the comparison result; the operating modes include a single-motor pure electric driving mode, a dual-motor pure electric two-speed driving mode, a hybrid power two-speed driving mode, and an extended-range driving mode;

[0134] Step S3: According to the determined working mode, controlling the closing or position of each component in the two-speed hybrid power coupling control system to switch the two-speed hybrid power coupling mechanism to the working mode.

[0135] Some embodiments of the present application further include step S4, in which, when the vehicle brakes, the drive motor 12 is controlled to generate a braking torque to brake the wheels, and at the same time, the motor winding generates an induced current to charge the power battery, thereby recovering the braking energy.

[0136] In some embodiments of the present application, step S3 includes:

[0137] When the determined working mode is the single-motor pure electric drive mode, the engine 1 and the generator 13 are controlled to be shut down, the drive motor 12 is controlled to work, and the third clutch 21, the first clutch 5 and the second clutch 18 are controlled to be in a non-engaged state to output driving force to the wheels.

[0138] Specifically, when the battery power is sufficient and the required speed is not limited (full speed), the vehicle can choose to operate in single-motor pure electric drive mode. Figure 7 The power transmission path of the two-speed hybrid coupling control system of the present invention in the single-motor pure electric drive mode (as shown by the arrows in the figure) is: drive motor 12, drive motor input shaft 9, fifth gear 11, seventh gear 16, intermediate shaft 14, sixth gear 15, transmitted to differential gear 19 and differential 20, and finally to the wheel end.

[0139] When the determined working mode is the dual-motor pure electric 1st gear drive mode, the engine 1 is controlled to be shut down, the generator 13 and the drive motor 12 are controlled to work, and the first clutch 5 is controlled to be engaged, and the third clutch 21 and the second clutch 18 are controlled not to be engaged, so as to jointly output driving force to the wheels.

[0140] Specifically, when the battery power is sufficient and the required speed is not limited (full speed), the vehicle can choose to operate in the dual-motor pure electric 1st gear drive mode. Figure 8 The power transmission path of the two-speed hybrid coupling control system of the present invention in the dual-motor pure electric 1st gear driving mode (as shown by the arrows in the figure) has the generator 13 and the drive motor 12 at both ends.

[0141] The transmission path at the generator 13 end is: generator 13, generator input shaft 8, fourth gear 10, first gear 4, second gear 6, seventh gear 16, intermediate shaft 14, sixth gear 15, differential gear 19 and differential 20, and finally to the wheel end.

[0142] The transmission path at the drive motor 12 end is: drive motor 12, drive motor input shaft 9, fifth gear 11, seventh gear 16, intermediate shaft 14, sixth gear 15, differential gear 19 and differential 20, and finally to the wheel end.

[0143] When the determined working mode is the dual-motor pure electric 2nd gear drive mode, the engine 1 is controlled to be shut down, the generator 13 and the drive motor 12 are controlled to work, and the second clutch 18 is controlled to be engaged, and the first clutch 5 and the third clutch 21 are controlled not to be engaged, so as to jointly output driving force to the wheels.

[0144] Specifically, when the battery power is sufficient and the required speed is not limited (full speed), the vehicle can choose to operate in the dual-motor pure electric 2nd gear drive mode. Figure 9 The power transmission path of the two-speed hybrid coupling control system of the present invention in the dual-motor pure electric 1st gear driving mode (as shown by the arrows in the figure) has the generator 13 and the drive motor 12 at both ends.

[0145] The transmission path at the generator 13 end is: generator 13, generator input shaft 8, fourth gear 10, first gear 4, third gear 7, eighth gear 17, intermediate shaft 14, sixth gear 15, differential gear 19 and differential 20, and finally to the wheel end.

[0146] The transmission path at the drive motor 12 end is: drive motor 12, drive motor input shaft 9, fifth gear 11, seventh gear 16, intermediate shaft 14, sixth gear 15, differential gear 19 and differential 20, and finally to the wheel end.

[0147] When the determined working mode is the hybrid 1st gear driving mode, the engine 1 is controlled to work, the generator 13 and the drive motor 12 are controlled to work, and the first clutch 5 and the third clutch 21 are controlled to be engaged, and the second clutch 18 is controlled not to be engaged, so as to jointly output driving force to the wheels.

[0148] Specifically, when the battery power is insufficient and the required vehicle speed is medium, the vehicle can select the hybrid 1st gear drive mode. Figure 10 The power transmission path (as shown by the arrow in the figure) of the two-speed hybrid coupling control system of the present invention in the hybrid first-speed driving mode has the engine 1 and the drive motor 12 at both ends.

[0149] Engine 1 has two power transmission paths. Part of the power from engine 1 is transmitted via engine input shaft 3, shock absorber 2, and third clutch 21 to second gear 6. It is then transmitted to seventh gear 16, intermediate shaft 14, sixth gear 15, differential gear 19, and differential 20, ultimately reaching the wheels. Meanwhile, another portion of the power from engine 1 is transmitted via first gear 4 to fourth gear 10, then to generator input shaft 8, and finally to generator 13, driving it to generate electricity.

[0150] The transmission path at the drive motor 12 end is: drive motor 12, drive motor input shaft 9, fifth gear 11, seventh gear 16, intermediate shaft 14, sixth gear 15, differential gear 19 and differential 20, and finally to the wheel end.

[0151] When the determined working mode is the hybrid 2nd gear driving mode, the engine 1 is controlled to work, the generator 13 and the drive motor 12 are controlled to work, and the second clutch 18 and the third clutch 21 are controlled to be engaged, and the first clutch 5 is controlled not to be engaged, so as to jointly output driving force to the wheels.

[0152] Specifically, when the battery power is insufficient and the required speed is high, the vehicle can select the hybrid 2nd gear drive mode. Figure 11The power transmission path (as shown by the arrow in the figure) of the two-speed hybrid coupling control system of the present invention in the hybrid 2-speed driving mode has the engine 1 and the drive motor 12 at both ends.

[0153] Engine 1 has two power transmission paths. Part of the power from engine 1 is transmitted via engine input shaft 3, shock absorber 2, and third clutch 21 to third gear 7. It is then transmitted to eighth gear 17, intermediate shaft 14, sixth gear 15, differential gear 19, and differential 20, ultimately reaching the wheels. Meanwhile, another portion of the power from engine 1 is transmitted via first gear 4 to fourth gear 10, then to generator input shaft 8, and finally to generator 13, driving it to generate electricity.

[0154] The transmission path at the drive motor 12 end is: drive motor 12, drive motor input shaft 9, fifth gear 11, seventh gear 16, intermediate shaft 14, sixth gear 15, differential gear 19 and differential 20, and finally to the wheel end.

[0155] When the determined working mode is the extended-range driving mode, the engine 1, the generator 13 and the drive motor 12 are controlled to operate, and the third clutch 21 is controlled to be engaged, and the first clutch 5 and the second clutch 18 are controlled to be disengaged, so as to jointly output driving force to the wheels.

[0156] Specifically, when the battery power is insufficient and the required speed is not limited (full speed), the vehicle can choose to operate in extended range drive mode. Figure 12 The power transmission path (as shown by the arrows in the figure) of the two-speed hybrid coupling control system of the present invention in the extended-range driving mode has the engine 1 and the drive motor 12 at both ends.

[0157] The power transmission path at the engine 1 end is as follows: the power of the engine 1 is transmitted through the first gear 4 to the fourth gear 10, then to the generator input shaft 8, and finally to the generator 13, driving the generator to generate electricity.

[0158] The power transmission path of the drive motor 2 is: the power is transmitted from the drive motor 12 to the drive motor input shaft 9, then to the fifth gear 11, and then to the seventh gear 16, the intermediate shaft 14, the sixth gear 15, the differential gear 19 and the differential 20, and finally to the wheel end.

[0159] The working mode switching module 203 specifically performs working mode switching in the manner of step S3 above.

[0160] The above two-speed hybrid coupling mechanism of Example 6 is used as an example to illustrate the steps of the two-speed hybrid coupling control method. In fact, the above two-speed hybrid coupling control method steps are applicable to the two-speed hybrid coupling mechanism of any of Examples 1-7. When the two-speed hybrid coupling mechanism does not have the third clutch 21, as in Examples 1-5, the mechanism system reduces the two-motor pure electric modes (the dual-motor pure electric 1st gear drive mode and the dual-motor pure electric 2nd gear drive mode).

[0161] Table 1 lists the actuators and usage conditions corresponding to the above six driving modes as follows, where C0 represents the third clutch 21, C1 represents the first clutch 5, and C2 represents the second clutch 18:

[0162]

[0163]

[0164] Table 1

[0165] In summary, to address the problem that most existing electromechanical coupling systems have only one gear and limited power and economy, the present invention proposes a two-speed hybrid coupling mechanism, which has the following beneficial effects:

[0166] 1. Simple structure, including two motors, engine 1 and generator 13, two or three clutches and a shaft gear system.

[0167] Second, the engine 1 can directly participate in driving, and the engine 1 has two gears to choose from.

[0168] 3. The engine 1 and the generator 13 are connected through a pair of speed-increasing gear pairs to achieve speed-increasing processing, which improves the power generation efficiency while reducing the size and cost of the motor and saving space.

[0169] Fourth, when three clutches are provided, the generator 13 also has two pure electric gears to choose from by controlling the cooperation of the three clutches.

[0170] That is, the two-speed hybrid coupling mechanism proposed in the present invention can realize a single-motor pure electric driving mode, a dual-motor pure electric two-speed driving mode, a hybrid two-speed driving mode and an extended-range driving mode, effectively improving power and economy.

[0171] For ordinary technicians in the technical field, several improvements and substitutions can be made without departing from the technical principles of the present invention, and these improvements and substitutions should also be considered within the scope of protection of the present invention.

Claims

1. A two-speed hybrid power coupling mechanism, characterized in that: include: An engine (1) having an engine input shaft (3); a generator (13) having a generator input shaft (8); A drive motor (12) having a drive motor input shaft (9) and being coaxially sleeved with the generator (13); intermediate shaft (14); a shock absorber (2) disposed on the engine input shaft (3); a differential (20) connected to the wheel axle; A first gear set comprising a first gear (4) fixedly connected to the engine input shaft (3), a third gear (7), and a second gear (6) sleeved on the engine input shaft (3); a second gear set comprising a fourth gear (10) and a fifth gear (11), wherein the fourth gear (10) is fixedly connected to the generator input shaft (8) and meshedly connected to the first gear (4), and the fifth gear (11) is fixedly connected to the drive motor input shaft (9); a third gear set, comprising a sixth gear (15) fixed to the intermediate shaft (14), a seventh gear (16), and an eighth gear (17) sleeved on the intermediate shaft (14); the sixth gear (15) is meshedly connected to the differential (20), the seventh gear (16) is meshedly connected to the fifth gear (11) and the second gear (6), respectively, and the eighth gear (17) is meshedly connected to the third gear (7); A first clutch (5) is provided on the engine input shaft (3) and is used to control whether the second gear (6) is fixedly connected to the engine input shaft (3) or is loosely connected; The second clutch (18) is provided on the intermediate shaft (14) and is used to control whether the eighth gear (17) is fixedly connected to the intermediate shaft (14) or is loosely connected.

2. A two-speed hybrid power coupling mechanism, characterized in that: include: An engine (1) having an engine input shaft (3); a generator (13) having a generator input shaft (8); A drive motor (12) having a drive motor input shaft (9) and being coaxially sleeved with the generator (13); intermediate shaft (14); a shock absorber (2) disposed on the engine input shaft (3); a differential (20) connected to the wheel axle; A first gear set comprising a first gear (4) fixedly connected to the engine input shaft (3), a third gear (7), and a second gear (6) sleeved on the engine input shaft (3); a second gear set comprising a fourth gear (10) and a fifth gear (11), wherein the fourth gear (10) is fixedly connected to the generator input shaft (8) and meshedly connected to the first gear (4), and the fifth gear (11) is fixedly connected to the drive motor input shaft (9); a third gear set, comprising a sixth gear (15) fixed to the intermediate shaft (14), a seventh gear (16), and an eighth gear (17) sleeved on the intermediate shaft (14); the sixth gear (15) is meshedly connected to the differential (20), the seventh gear (16) is meshedly connected to the second gear (6), and the eighth gear (17) is meshedly connected to the third gear (7); A first clutch (5) is provided on the engine input shaft (3) and is used to control whether the second gear (6) is fixedly connected to the engine input shaft (3) or is loosely connected; a second clutch (18) provided on the intermediate shaft (14) and used for controlling whether the eighth gear (17) is fixedly connected to the intermediate shaft (14) or is loosely connected; A ninth gear (22) fixedly connected to the intermediate shaft (14) is meshedly connected with the fifth gear (11).

3. The two-speed hybrid power coupling mechanism according to claim 1 or 2, characterized in that: The first clutch (5) is provided on the intermediate shaft (14), the second gear (6) is fixedly connected to the engine input shaft (3), the seventh gear (16) is sleeved on the intermediate shaft (14), and the first clutch (5) is used to control whether the seventh gear (16) is fixedly connected to the intermediate shaft (14) or sleeved.

4. The two-speed hybrid power coupling mechanism according to claim 1 or 2, characterized in that: The second clutch (18) is provided on the engine input shaft (3), the eighth gear (17) is fixedly connected to the intermediate shaft (14), the third gear (7) is sleeved on the engine input shaft (3), and the second clutch (18) is used to control whether the third gear (7) is fixedly connected to the engine input shaft (3) or sleeved.

5. The two-speed hybrid power coupling mechanism according to claim 1 or 2, characterized in that: The first clutch (5) is provided on the intermediate shaft (14), the second gear (6) is fixedly connected to the engine input shaft (3), the seventh gear (16) is sleeved on the intermediate shaft (14), and the first clutch (5) is used to control the seventh gear (16) to be fixedly connected to the intermediate shaft (14) or to be sleeved; The second clutch (18) is provided on the engine input shaft (3), the eighth gear (17) is fixedly connected to the intermediate shaft (14), the third gear (7) is sleeved on the engine input shaft (3), and the second clutch (18) is used to control whether the third gear (7) is fixedly connected to the engine input shaft (3) or sleeved.

6. The two-speed hybrid power coupling mechanism according to any one of claims 1 or 2, characterized in that: It also includes a third clutch (21), which is arranged on the engine input shaft (3) to control whether the engine (1) outputs power.

7. A two-speed hybrid power coupling control system for driving a hybrid vehicle, characterized in that: Includes two-speed hybrid coupling mechanism and mode control device; The two-speed hybrid power coupling mechanism includes: An engine (1) having an engine input shaft (3); a generator (13) having a generator input shaft (8); A drive motor (12) having a drive motor input shaft (9) and being coaxially sleeved with the generator (13); intermediate shaft (14); a shock absorber (2) disposed on the engine input shaft (3); a differential (20) connected to the wheel axle; A first gear set comprising a first gear (4) fixedly connected to the engine input shaft (3), a third gear (7), and a second gear (6) sleeved on the engine input shaft (3); a second gear set comprising a fourth gear (10) and a fifth gear (11), wherein the fourth gear (10) is fixedly connected to the generator input shaft (8) and meshedly connected to the first gear (4), and the fifth gear (11) is fixedly connected to the drive motor input shaft (9); a third gear set, comprising a sixth gear (15) fixed to the intermediate shaft (14), a seventh gear (16), and an eighth gear (17) sleeved on the intermediate shaft (14); the sixth gear (15) is meshedly connected to the differential (20), the seventh gear (16) is meshedly connected to the fifth gear (11) and the second gear (6), respectively, and the eighth gear (17) is meshedly connected to the third gear (7); A first clutch (5) is provided on the engine input shaft (3) and is used to control whether the second gear (6) is fixedly connected to the engine input shaft (3) or is loosely connected; a second clutch (18) provided on the intermediate shaft (14) and used for controlling whether the eighth gear (17) is fixedly connected to the intermediate shaft (14) or is loosely connected; a third clutch (21) provided on the engine input shaft (3) to control whether the engine (1) outputs power; The mode control device is used to determine the operating mode of the two-speed hybrid coupling mechanism based on the current battery SOC value and / or the vehicle speed requirement, and switch the two-speed hybrid coupling mechanism to the determined operating mode, wherein the operating modes include a single-motor pure electric drive mode, a dual-motor pure electric two-speed drive mode, a hybrid two-speed drive mode, and an extended-range drive mode.

8. A two-speed hybrid power coupling control method, applied to the two-speed hybrid power coupling control system according to claim 7, characterized in that: The steps include: Step S1, comparing the current battery SOC value with a first threshold, or / and comparing the current vehicle speed with a second threshold; Step S2: determining an operating mode of the two-speed hybrid power coupling control system based on the comparison result; the operating modes include a single-motor pure electric driving mode, a dual-motor pure electric two-speed driving mode, a hybrid power two-speed driving mode, and an extended-range driving mode; Step S3: According to the determined working mode, controlling the closing or position of each component in the two-speed hybrid power coupling control system to switch the two-speed hybrid power coupling mechanism to the working mode.

9. The two-speed hybrid power coupling control method according to claim 8, characterized in that: The method further comprises step S4, wherein when the vehicle brakes, the drive motor (12) is controlled to generate a braking torque and generate an induced current in its motor winding to charge the power battery.

10. The two-speed hybrid power coupling control method according to claim 8, characterized in that: The step S3 comprises: When the determined working mode is a single-motor pure electric driving mode, the engine (1) and the generator (13) are controlled to be turned off, the driving motor (12) is controlled to operate, and the third clutch (21), the first clutch (5) and the second clutch (18) are controlled to be in a non-engaged state, outputting driving force to the wheels; When the determined working mode is the dual-motor pure electric 1st gear driving mode, the engine (1) is controlled to be shut down, the generator (13) and the drive motor (12) are controlled to operate, and the first clutch (5) is controlled to be engaged, and the third clutch (21) and the second clutch (18) are controlled to be unengaged, so as to jointly output driving force to the wheels; When the determined working mode is the dual-motor pure electric 2-speed driving mode, the engine (1) is controlled to be shut down, the generator (13) and the drive motor (12) are controlled to operate, and the second clutch (18) is controlled to be engaged, and the first clutch (5) and the third clutch (21) are controlled to be unengaged, so as to jointly output driving force to the wheels; When the determined working mode is the hybrid power first gear driving mode, the engine (1) is controlled to operate, the generator (13) and the drive motor (12) are controlled to operate, and the first clutch (5) and the third clutch (21) are controlled to be engaged, and the second clutch (18) is controlled to be unengaged, so as to jointly output driving force to the wheels; When the determined working mode is a hybrid 2-speed driving mode, the engine (1) is controlled to operate, the generator (13) and the drive motor (12) are controlled to operate, and the second clutch (18) and the third clutch (21) are controlled to be engaged, and the first clutch (5) is controlled to be unengaged, so as to jointly output driving force to the wheels; When the determined working mode is the extended-range driving mode, the engine (1), the generator (13) and the drive motor (12) are controlled to operate, and the third clutch (21) is controlled to engage, and the first clutch (5) and the second clutch (18) are controlled to not engage, so as to jointly output driving force to the wheels.

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