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, a shock absorber, a differential, a brake, a first clutch, a planetary gear set and a gear set. The driving motor and the generator are coaxially sleeved, and the shock absorber is arranged on an engine input shaft. The planetary gear set comprises a sun gear, a planet carrier and a ring gear arranged on the engine input shaft. A first gear is arranged on the engine input shaft and is meshed with a third gear, a fourth gear is arranged on an intermediate shaft and is respectively meshed with a second gear arranged on a driving motor input shaft and the planet carrier, and a fifth gear is arranged on the intermediate shaft and is meshed with the differential. The brake is connected with the sun gear. The first clutch is used for controlling the planetary gear set to realize overall rotation. The application has the advantages of simple structure, multiple driving modes, effective improvement of the power performance and economy of the automobile, and space saving and light weight.

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] To achieve the above objectives, the present invention provides a two-speed hybrid power coupling mechanism for driving a hybrid vehicle, 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 planetary gear set comprising a sun gear, a planet carrier and a ring gear arranged on the engine input shaft;

[0017] a first gear disposed on the engine input shaft;

[0018] a second gear, which is provided on the input shaft of the driving motor;

[0019] a third gear, which is disposed on the generator input shaft and meshes with the first gear;

[0020] a fourth gear, which is disposed on the intermediate shaft and meshes with the second gear and the planet carrier respectively;

[0021] a fifth gear disposed on the intermediate shaft and meshing with the differential;

[0022] a brake connected to the sun gear;

[0023] The first clutch is used to control the overall rotation of the planetary gear set.

[0024] In some embodiments of the present application, a sixth gear is further included, which is provided on the intermediate shaft and meshes with the second gear, so that the fourth gear is only meshed with the planet carrier.

[0025] In some embodiments of the present application, a second clutch is further included, which is provided on the engine input shaft to control whether the engine is engaged in work.

[0026] In some embodiments of the present application, the drive motor is connected to a power battery. When the vehicle brakes, the drive motor can generate a braking torque to brake the wheels and generate an induced current to charge the power battery.

[0027] In some embodiments of the present application, the shock absorber is a torsional shock absorber or a dual mass flywheel.

[0028] The present invention also provides a two-speed hybrid power coupling control system for driving a hybrid vehicle, characterized in that it includes a two-speed hybrid power coupling mechanism and a mode control device;

[0029] The two-speed hybrid power coupling mechanism includes:

[0030] an engine having an engine input shaft;

[0031] a generator having a generator input shaft;

[0032] A drive motor having a drive motor input shaft and being coaxially sleeved with the generator;

[0033] intermediate shaft;

[0034] a shock absorber, which is provided on the engine input shaft;

[0035] a differential connected to the wheel axles;

[0036] A planetary gear set comprising a sun gear, a planet carrier and a ring gear arranged on the engine input shaft;

[0037] a first gear disposed on the engine input shaft;

[0038] a second gear, which is provided on the input shaft of the driving motor;

[0039] a third gear, which is disposed on the generator input shaft and meshes with the first gear;

[0040] a fourth gear, which is disposed on the intermediate shaft and meshes with the second gear and the planet carrier respectively;

[0041] a fifth gear disposed on the intermediate shaft and meshing with the differential;

[0042] a brake connected to the sun gear;

[0043] a first clutch, which is used to control the overall rotation of the planetary gear;

[0044] A second clutch is provided on the engine input shaft to control whether the engine is engaged in operation;

[0045] 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. 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.

[0046] In some embodiments of the present application, the mode control device includes:

[0047] Comparison module: used to compare the current battery SOC value with a first threshold value, or / and compare the current vehicle speed with a second threshold value;

[0048] an operating mode determination module configured to determine 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 two-speed driving mode, and an extended-range driving mode;

[0049] Working mode switching module: used for controlling the closing or position of each component in the two-speed hybrid coupling control system according to the determined working mode, so that the two-speed hybrid coupling mechanism switches to the working mode.

[0050] 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:

[0051] Step S1, comparing the current battery SOC value with a first threshold, or / and comparing the current vehicle speed with a second threshold;

[0052] 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;

[0053] 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.

[0054] In some embodiments of the present application, step S3 includes:

[0055] When the determined operating mode is the single-motor pure electric driving mode, the engine and the generator are controlled to be turned off, the drive motor is controlled to be operated, and the brake, the first clutch, and the second clutch are controlled to be in a disengaged state to output driving force to the wheels;

[0056] 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 driving motor are controlled to be operated, the brake 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;

[0057] 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 first clutch is controlled to be engaged, and the brake and the second clutch are controlled to be disengaged, so as to jointly output driving force to the wheels;

[0058] When the determined operating mode is the hybrid first gear driving mode, controlling the engine, the generator, and the drive motor to operate, and controlling the brake and the second clutch to engage, and the first clutch to disengage, so as to jointly output driving force to the wheels;

[0059] When the determined operating mode is the hybrid 2-speed driving mode, controlling the engine, the generator, and the drive motor to operate, controlling the first clutch and the second clutch to engage, and controlling the brake to disengage, so as to jointly output driving force to the wheels;

[0060] When the determined working mode is the extended-range driving mode, the engine, generator and drive motor are all controlled to work, and the second clutch is controlled to engage, and the brake and the first clutch are both disconnected, so as to jointly output driving force to the wheels.

[0061] In some embodiments of the present application, step S4 is further included: 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.

[0062] 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:

[0063] The proposed two-speed hybrid coupling mechanism features a simple structure and multiple drive modes. In pure electric driving mode, both the generator and the drive motor participate in the drive, with the generator capable of two adjustable speeds. In hybrid driving mode, the engine and generator are accelerated by a planetary gearshift, with the engine capable of two adjustable speeds. This effectively improves the vehicle's power performance while reducing the size and cost of the motor, contributing to space savings and lightweighting. BRIEF DESCRIPTION OF THE DRAWINGS

[0064] 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.

[0065] Figure 1 2 is a schematic structural diagram of a two-speed hybrid power coupling mechanism according to embodiment 1 of the present invention;

[0066] Figure 2 2 is a schematic structural diagram of a two-speed hybrid power coupling mechanism according to a second embodiment of the present invention;

[0067] Figure 3 2 is a schematic structural diagram of a two-speed hybrid power coupling mechanism according to a third embodiment of the present invention;

[0068] Figure 4 2 is a schematic structural diagram of a two-speed hybrid power coupling mechanism according to a fourth embodiment of the present invention;

[0069] Figure 5 It is a structural schematic diagram of a two-speed hybrid power coupling control system of the present invention;

[0070] Figure 6 is a flow chart of a two-speed hybrid power coupling control method of the present invention;

[0071] 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;

[0072] 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;

[0073] 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;

[0074] 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;

[0075] 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;

[0076] Figure 12 Schematic diagram of power transmission of the two-speed hybrid power coupling control system of the present invention in the extended-range driving mode;

[0077] Figure 13 It is a schematic diagram of the module structure of the mode control device;

[0078] In the figure, 1. engine; 2. shock absorber; 3. engine input shaft; 4. second clutch; 5. brake; 6. sun gear; 7. planetary carrier; 8. ring gear; 9. first clutch; 10. first gear; 11. drive motor input shaft; 12. second gear; 13. third gear; 14. generator; 15. drive motor; 16. intermediate shaft; 17. fourth gear; 18. fifth gear; 19. differential gear; 20. differential; 21. generator input shaft; 22. sixth gear. DETAILED DESCRIPTION

[0079] 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.

[0080] 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.

[0081] 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.

[0082] 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.

[0083] Example 1

[0084] See also Figure 1, is a two-speed hybrid power coupling mechanism according to a preferred embodiment of the present invention, used for driving a hybrid electric vehicle, specifically, a plug-in hybrid electric vehicle (PHEV) or a hybrid electric vehicle (HEV). The two-speed hybrid power coupling mechanism mainly includes an engine 1, a generator 14, a drive motor 15, a shock absorber 2, a differential 20, clutches (brake 5 and first clutch 9), and a shaft and gear system (planetary gear, first gear 10, second gear 12, third gear 13, fourth gear 17, and fifth gear 18).

[0085] The engine 1 has an engine input shaft 3, the generator 14 has a generator input shaft 21, and the drive motor 15 has a drive motor input shaft 11. The drive motor 15 and the generator 14 are coaxially mounted and located on the intermediate shaft 16. Specifically, the generator input shaft 21 is a hollow shaft mounted on the drive motor input shaft 11. The differential 20 is connected to the wheel axle and has a differential gear 19. The shock absorber 2 is mounted on the engine input shaft 3, specifically between the engine 1 and the brake 5.

[0086] The planetary gear set includes a sun gear 6, a planet carrier 7, and a ring gear 8, which are mounted on the engine input shaft 3. A first gear 10 is mounted on the engine input shaft 3, a second gear 12 is mounted on the drive motor input shaft 11, a third gear 13 is mounted on the generator input shaft 21 and meshes with the first gear 10, a fourth gear 17 is mounted on the intermediate shaft 16 and meshes with the second gear 12 and the planet carrier 7, respectively, and a fifth gear 18 is mounted on the intermediate shaft 16 and meshes with the differential gear 19 of the differential 20.

[0087] The brake 5 is connected to the sun gear 6 and is used to brake the sun gear 6 . The first gear ratio of the engine 1 is achieved by controlling the engagement of the brake 5 .

[0088] The first clutch 9 is connected to the ring gear 8, and the engagement of the first clutch 9 is controlled to control the planetary gear set to achieve overall rotation, thereby achieving the second gear ratio of the engine.

[0089] Example 2

[0090] See also Figure 2 The difference between this embodiment and the first embodiment is that it further includes a sixth gear 22. The sixth gear 22 is provided on the intermediate shaft 16 and meshes with the second gear 12, so that the fourth gear 17 is only meshed with the planet carrier 7.

[0091] In the solution of Example 1, the fourth gear 17 is engaged with the second gear 12 and the planetary carrier 7 at the same time, forming a three-gear engagement connection relationship, making the overall structure of the two-speed hybrid coupling mechanism more compact, with a short axial dimension and a small mechanism volume.

[0092] In the solution of this embodiment, a sixth gear 22 is added to mesh with the second gear 12, so that the fourth gear 17 is only meshed with the planetary carrier 7, 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.

[0093] Example 3

[0094] See also Figure 3 This embodiment differs from the first embodiment in that it further includes a second clutch 4. The second clutch 4 is disposed on the engine input shaft 3 and is located between the shock absorber 2 and the brake 5. By controlling the engagement of the second clutch 4, the operation of the engine 1 can be controlled. If the second clutch 4 is engaged, the engine 1 can output, and the mechanism can achieve both an extended-range mode and a hybrid drive mode.

[0095] Example 4

[0096] See also Figure 4 This embodiment differs from Embodiment 2 in that it further includes a second clutch 4. The second clutch 4 is disposed on the engine input shaft 3 and located between the shock absorber 2 and the brake 5. By controlling the engagement of the second clutch 4, the engine 1 can be controlled to operate. If the second clutch 4 is engaged, the engine 1 can output, and the mechanism can achieve both an extended-range mode and a hybrid drive mode.

[0097] In any of the above embodiments, the shock absorber 2 may be a torsional vibration damper or a dual mass flywheel.

[0098] In any of the above embodiments, the drive motor 15 is connected to a power battery. When the vehicle brakes, the drive motor 15 can generate a braking torque to brake the wheels and generate an induced current to charge the power battery.

[0099] 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:

[0100] The two-speed hybrid coupling mechanism 100 includes an engine 1, a generator 14, a drive motor 15, a shock absorber 2, a differential 20, clutches (brake 5, first clutch 9 and second clutch 4) and a shaft and gear system (planetary gear, first gear 10, second gear 12, third gear 13, fourth gear 17 and fifth gear 18).

[0101] The engine 1 has an engine input shaft 3, the generator 14 has a generator input shaft 21, and the drive motor 15 has a drive motor input shaft 11. The drive motor 15 and the generator 14 are coaxially mounted and located on the intermediate shaft 16. Specifically, the generator input shaft 21 is a hollow shaft mounted on the drive motor input shaft 11. The differential 20 is connected to the wheel axle and has a differential gear 19. The shock absorber 2 is mounted on the engine input shaft 3, specifically between the engine 1 and the brake 5.

[0102] The planetary gear set includes a sun gear 6, a planet carrier 7, and a ring gear 8, which are mounted on the engine input shaft 3. A first gear 10 is mounted on the engine input shaft 3, a second gear 12 is mounted on the drive motor input shaft 11, a third gear 13 is mounted on the generator input shaft 21 and meshes with the first gear 10, a fourth gear 17 is mounted on the intermediate shaft 16 and meshes with the second gear 12 and the planet carrier 7, respectively, and a fifth gear 18 is mounted on the intermediate shaft 16 and meshes with the differential gear 19 of the differential 20.

[0103] The brake 5 is connected to the sun gear 6 and is used to brake the sun gear 6 . The first gear ratio of the engine 1 is achieved by controlling the engagement of the brake 5 .

[0104] The first clutch 9 is connected to the ring gear 8, and the engagement of the first clutch 9 is controlled to control the planetary gear set to achieve overall rotation, thereby achieving the second gear ratio of the engine.

[0105] The second clutch 4 is mounted on the engine input shaft 3 and is located between the shock absorber 2 and the brake 5. By controlling the engagement of the second clutch 4, the engine 1 can be controlled to operate. If the second clutch 4 is engaged, the engine 1 can output, and the mechanism can achieve both extended-range mode and hybrid drive mode.

[0106] The structure of the two-speed hybrid coupling mechanism 100 described above is the same as that of Example 3. In fact, the structure of the two-speed hybrid coupling mechanism 100 can also be configured to be the same as that of Example 4. The structures of Examples 3 and 4 enable the same operating modes, with both mechanisms enabling 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. In fact, the structure of the two-speed hybrid coupling mechanism 100 can also be the same as that of Example 1 or Example 2. Both Examples 1 and 2 do not include the second clutch 4. In this case, the mechanisms enable the following operating modes: a single-motor pure electric drive mode, a hybrid two-speed drive mode, and an extended-range drive mode.

[0107] 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.

[0108] See also Figure 13 , the mode control device 200 includes:

[0109] 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;

[0110] 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;

[0111] 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;

[0112] In some embodiments of the present application, the mode control device 200 further includes a braking mode processing module 204 for controlling 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.

[0113] See also Figure 6 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 the method comprises the following steps:

[0114] Step S1, comparing the current battery SOC value with a first threshold, or / and comparing the current vehicle speed with a second threshold;

[0115] 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;

[0116] 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.

[0117] Some embodiments of the present application further include step S4 , which is: when the vehicle brakes, the drive motor 12 is controlled to generate a braking torque to brake the wheels, while the motor winding generates an induced current to charge the power battery, thereby recovering braking energy.

[0118] In some embodiments of the present application, step S3 includes:

[0119] When the determined working mode is the single-motor pure electric drive mode, the engine 1 and the generator 14 are controlled to be shut down, the drive motor 15 is controlled to work, and the brake 5, the first clutch 9 and the second clutch 4 are controlled to be in the disconnected state to output driving force to the wheels.

[0120] Specifically, when the battery power is sufficient (SOC value is high) 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 15, drive motor input shaft 11, second gear 12, fourth gear 17, intermediate shaft 16, fifth gear 18, differential gear 19 and differential 20, and finally to the wheel end.

[0121] 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 14 and the drive motor 15 are controlled to work, and the brake 5 is controlled to be engaged, and the first clutch 9 and the second clutch 4 are both disconnected, and the driving force is jointly output to the wheels.

[0122] Specifically, when the battery power is sufficient (SOC value is high) 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 (as shown by the arrows in the figure) of the two-speed hybrid coupling control system of the present invention in the dual-motor pure electric first-speed driving mode has the generator 14 and the drive motor 15 at both ends.

[0123] The transmission path at the generator 14 end is: generator 14, generator input shaft 21, third gear 13, first gear 10, ring gear 8, planet carrier 7, fourth gear 17, intermediate shaft 16, fifth gear 18, differential gear 19 and differential 20, and finally to the wheel end.

[0124] The transmission path at the drive motor 15 end is: from the drive motor 15, the drive motor input shaft 11, the second gear 12, the fourth gear 17, the intermediate shaft 16, the fifth gear 18, the differential gear 19 and the differential 20, and finally to the wheel end.

[0125] 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 14 and the drive motor 15 are controlled to work, and the first clutch 9 is controlled to be engaged, and the brake 5 and the second clutch 4 are both disconnected, so as to jointly output driving force to the wheels.

[0126] 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 (as shown by the arrows in the figure) of the two-speed hybrid coupling control system of the present invention in the dual-motor pure electric 2nd speed driving mode has the generator 14 and the drive motor 15 at both ends.

[0127] The transmission path at the generator 14 end: generator 14, generator input shaft 21, third gear 13 and first gear 10, then transmitted to the planetary gear (the planetary gear rotates as a whole), through the planetary carrier 7, and then transmitted to the fourth gear 17, intermediate shaft 16, fifth gear 18, differential gear 19 and differential 20, and finally to the wheel end.

[0128] The transmission path at the drive motor 15 end is: the drive motor 15, the drive motor input shaft 11, the second gear 12, the fourth gear 17, the intermediate shaft 16, the fifth gear 18, the differential gear 19 and the differential 20, and finally reaches the wheel end.

[0129] When the determined working mode is the hybrid 1st gear driving mode, the engine 1, the generator 14 and the drive motor 15 are all controlled to work, and the brake 5 and the second clutch 4 are controlled to be engaged, and the first clutch 9 is disconnected, so as to jointly output driving force to the wheels.

[0130] 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 15 at both ends.

[0131] Engine 1 has two power transmission paths. Part of the power is transmitted through shock absorber 2, second clutch 4, and engine input shaft 3 to ring gear 8 and planetary carrier 7. It is then transmitted to fourth gear 17, intermediate shaft 16, fifth gear 18, differential gear 19, and differential 20, ultimately reaching the wheels. Meanwhile, another portion of the power is transmitted through first gear 10 to third gear 13, then to generator input shaft 21, and finally to generator 14, driving it to generate electricity.

[0132] The transmission path at the drive motor 15 end is: drive motor 15, drive motor input shaft 11, second gear 12, fourth gear 17, intermediate shaft 16, fifth gear 18, differential gear 19 and differential 20, and finally to the wheel end.

[0133] When the determined working mode is the hybrid 2nd gear driving mode, the engine 1, the generator 14 and the drive motor 15 are all controlled to work, and the first clutch 9 and the second clutch 4 are both controlled to engage, and the brake 5 is disconnected, so as to jointly output driving force to the wheels.

[0134] Specifically, when the battery power is insufficient and the required speed is high, the vehicle can select the hybrid 2nd gear drive mode. Figure 11 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 2-speed driving mode has the engine 1 and the drive motor 15 at both ends.

[0135] Engine 1 has two power transmission paths. One portion of the power is transmitted through shock absorber 2, second clutch 4, and engine input shaft 3 to the planetary gear set (which rotates as a whole). This power is then transmitted through planetary carrier 7 to fourth gear 17, intermediate shaft 16, fifth gear 18, differential gear 19, and differential 20, ultimately reaching the wheels. Meanwhile, another portion of the power is transmitted through first gear 10 to third gear 13, then to generator input shaft 21, and finally to generator 14, driving it to generate electricity.

[0136] The transmission path at the drive motor 15 end is: drive motor 15, drive motor input shaft 11, second gear 12, fourth gear 17, intermediate shaft 16, fifth gear 18, differential gear 19 and differential 20, and finally to the wheel end.

[0137] When the determined working mode is the extended-range driving mode, the engine 1, the generator 14 and the drive motor 15 are all controlled to work, and the second clutch 4 is controlled to engage, and the brake 5 and the first clutch 9 are controlled to be disconnected, so as to jointly output driving force to the wheels.

[0138] 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 arrow 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.

[0139] The power transmission path of the engine 1 end is as follows: the power of the engine 1 is transmitted to the third gear 13 through the first gear 10, then to the generator input shaft 21, and finally to the generator 14, driving the generator to generate electricity.

[0140] The power transmission path of the drive motor 2 is as follows: the power is transmitted from the drive motor 15 to the drive motor input shaft 11, then to the second gear 12, and then to the fourth gear 17, the intermediate shaft 16, the fifth gear 18, the differential gear 19 and the differential 20, and finally to the wheel end.

[0141] The working mode switching module 203 specifically switches the working mode in the manner of step S3 above.

[0142] The above two-speed hybrid coupling mechanism of Embodiment 3 is used as an example to illustrate the steps of the two-speed hybrid coupling control method. In practice, the above two-speed hybrid coupling control method steps are applicable to the two-speed hybrid coupling mechanism of any of Embodiments 1-4. When the two-speed hybrid coupling mechanism does not include the second clutch 4, as in Embodiments 1 and 2, the mechanism system reduces to two dual-motor pure electric modes (a dual-motor pure electric first-speed drive mode and a dual-motor pure electric second-speed drive mode).

[0143] Table 1 lists the actuators and usage conditions corresponding to the above six driving modes, where C0 represents the second clutch 4, C1 represents the brake 5, and C2 represents the first clutch 9:

[0144]

[0145]

[0146] Table 1

[0147] As can be seen from Table 1, when the battery power is sufficient (SOC value is high), the vehicle can operate in pure electric driving mode. The pure electric working condition can be that the drive motor 15 works alone or in a dual-motor pure electric mode in which the drive motor 15 and the generator 14 participate in driving at the same time. The generator 14 also has two pure electric gears, which effectively improves the power performance of the vehicle and can reduce the size and cost of the drive motor 15. Figure 7 、 8 And shown in 9.

[0148] When the vehicle speed requirement is high, the coupling mechanism can switch to the hybrid drive mode, the engine 1 and the generator 14 are accelerated by the planetary gears, the engine 1 can directly participate in the drive, and the engine 1 has two gears to choose from, which effectively improves the power performance of the vehicle and can reduce the size and cost of the motor. Figure 10 and 11 shown.

[0149] When the battery power is insufficient (SOC value is low) and the vehicle speed is at full speed, the coupling mechanism can switch to the extended range drive mode, and the engine 1 supplies all the power to the generator 14 to generate electricity, effectively improving the power performance of the vehicle, such as Figure 12 shown.

[0150] The two-speed hybrid coupling control system provided by this invention utilizes a power battery to effectively supplement the driving power required by the power wheels, thereby more rationally allocating engine power and ensuring that the operating state of engine 1 is not or is minimally affected by road conditions. This ensures that engine 1 always operates at its optimal setting, improving overall vehicle efficiency. Furthermore, this system can recover kinetic energy during braking and return it to the power battery. All of these measures significantly improve the overall vehicle fuel efficiency, effectively resolving the issue of existing electromechanical coupling systems, which typically have only one gear and limited power and economy.

[0151] The above is only a preferred embodiment of the present invention. It should be pointed out that for ordinary technicians in this technical field, several improvements and substitutions can be made without departing from the technical principles of the present invention. These improvements and substitutions should also be regarded as the scope of protection of the present invention.

Claims

1. A two-speed hybrid power coupling mechanism for driving a hybrid vehicle, characterized in that: include: An engine (1) having an engine input shaft (3); a generator (14) having a generator input shaft (21); A drive motor (15) having a drive motor input shaft (11) and being coaxially sleeved with the generator (14); Intermediate shaft (16); a shock absorber (2) disposed on the engine input shaft (3); a differential (20) connected to the wheel axle; A planetary gear train comprising a sun gear (6), a planet carrier (7) and a ring gear (8) arranged on an engine input shaft (3); a first gear (10) disposed on the engine input shaft (3); a second gear (12) disposed on the drive motor input shaft (11); a third gear (13) disposed on the generator input shaft (21) and meshing with the first gear (10); a fourth gear (17) disposed on the intermediate shaft (16) and meshing with the second gear (12) and the planet carrier (7); a fifth gear (18) disposed on the intermediate shaft (16) and meshing with the differential (20); a brake (5) connected to the sun gear (6); The first clutch (9) is used to control the overall rotation of the planetary gear.

2. A two-speed hybrid power coupling mechanism for driving a hybrid vehicle, characterized in that: include: An engine (1) having an engine input shaft (3); a generator (14) having a generator input shaft (21); A drive motor (15) having a drive motor input shaft (11) and being coaxially sleeved with the generator (14); Intermediate shaft (16); a shock absorber (2) disposed on the engine input shaft (3); a differential (20) connected to the wheel axle; A planetary gear train comprising a sun gear (6), a planet carrier (7) and a ring gear (8) arranged on an engine input shaft (3); a first gear (10) disposed on the engine input shaft (3); a second gear (12) disposed on the drive motor input shaft (11); a third gear (13) disposed on the generator input shaft (21) and meshing with the first gear (10); a fourth gear (17) disposed on the intermediate shaft (16) and meshing with the planet carrier (7); a fifth gear (18) disposed on the intermediate shaft (16) and meshing with the differential (20); a brake (5) connected to the sun gear (6); A first clutch (9) for controlling the overall rotation of the planetary gear; A sixth gear (22) is provided on the intermediate shaft (16) and meshes with the second gear (12).

3. The two-speed hybrid power coupling mechanism according to claim 1 or 2, characterized in that: It also includes a second clutch (4), which is arranged on the engine input shaft (3) and is used to control whether the engine (1) is involved in work.

4. The two-speed hybrid power coupling mechanism according to claim 3, characterized in that: The drive motor (15) is connected to a power battery. When the vehicle brakes, the drive motor (15) can generate a braking torque to brake the wheels and generate an induced current to charge the power battery.

5. The two-speed hybrid power coupling mechanism according to claim 3, characterized in that: The shock absorber (2) is a torsional shock absorber or a dual-mass flywheel.

6. A two-speed hybrid power coupling control system for driving a hybrid vehicle, characterized in that: It includes a two-speed hybrid power coupling mechanism (100) and a mode control device (200); The two-speed hybrid power coupling mechanism (100) comprises: An engine (1) having an engine input shaft (3); a generator (14) having a generator input shaft (21); A drive motor (15) having a drive motor input shaft (11) and being coaxially sleeved with the generator (14); Intermediate shaft (16); a shock absorber (2) disposed on the engine input shaft (3); a differential (20) connected to the wheel axle; A planetary gear train comprising a sun gear (6), a planet carrier (7) and a ring gear (8) arranged on an engine input shaft (3); a first gear (10) disposed on the engine input shaft (3); a second gear (12) disposed on the drive motor input shaft (11); a third gear (13) disposed on the generator input shaft (21) and meshing with the first gear (10); a fourth gear (17) disposed on the intermediate shaft (16) and meshing with the second gear (12) and the planet carrier (7); a fifth gear (18) disposed on the intermediate shaft (16) and meshing with the differential (20); a brake (5) connected to the sun gear (6); A first clutch (9) for controlling the overall rotation of the planetary gear; A second clutch (4) is provided on the engine input shaft (3) and is used to control whether the engine (1) is engaged in operation; The mode control device (200) is used to determine the working mode of the two-speed hybrid coupling mechanism according to the current battery SOC value and / or the vehicle speed requirement, and switch the two-speed hybrid coupling mechanism to the determined working mode, wherein the working 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.

7. The two-speed hybrid power coupling control system according to claim 6, characterized in that: The mode control device (200) comprises: Comparison module (201): used for comparing the current battery SOC value with a first threshold value, or / and comparing the current vehicle speed with a second threshold value; An operating mode determination module (202) is used to determine the operating mode of the two-speed hybrid power coupling control system according to 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; A working mode switching module (203) is used to control the closing or position of each element in the two-speed hybrid power coupling control system according to the determined working mode, so that the two-speed hybrid power coupling mechanism switches to the working mode.

8. A two-speed hybrid power coupling control method, applied to the two-speed hybrid power coupling control system according to claim 6 or 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 step S3 comprises: When the determined working mode is a single-motor pure electric driving mode, the engine (1) and the generator (14) are controlled to be turned off, the driving motor (15) is controlled to be operated, and the brake (5), the first clutch (9) and the second clutch (4) are controlled to be in a disconnected 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 (14) and the drive motor (15) are controlled to operate, and the brakes (5) are controlled to be engaged, and the first clutch (9) and the second clutch (4) are controlled to be disconnected, so as to jointly output driving force to the wheels; When the determined working mode is a dual-motor pure electric 2-speed driving mode, the engine (1) is controlled to be shut down, the generator (14) and the drive motor (15) are controlled to operate, the first clutch (9) is controlled to be engaged, and the brake (5) and the second clutch (4) are controlled to be disconnected, 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), the generator (14) and the drive motor (15) are all controlled to operate, and the brake (5) and the second clutch (4) are both controlled to engage, and the first clutch (9) is disconnected, 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), the generator (14) and the drive motor (15) are all controlled to operate, and the first clutch (9) and the second clutch (4) are both controlled to engage, and the brake (5) is disconnected, 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 (14) and the drive motor (15) are all controlled to operate, the second clutch (4) is controlled to engage, and the brake (5) and the first clutch (9) are both controlled to disconnect, so as to jointly output driving force to the wheels.

10. The two-speed hybrid power coupling control method according to claim 8, characterized in that: The method further comprises step S4: when the vehicle brakes, the driving motor (15) is controlled to generate a braking torque and generate an induced current in its motor winding to charge the power battery.

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