Hybrid coupling mechanism and vehicle

Abstract

The hybrid power coupling mechanism and vehicle of the present invention include an engine, a first motor, a second motor, a first input shaft, a second input shaft, an intermediate shaft, an output shaft, a first clutch, a synchronizer, a first gear gear pair, and a second gear gear pair. The engine is connected to the first input shaft, the first motor is connected to the second input shaft; the first input shaft is connected to the intermediate shaft via a first clutch; the first gear gear pair and the second gear gear pair are each coupled between the intermediate shaft and the output shaft via a synchronizer; the second motor is drivingly connected to the output shaft; and the output shaft outputs power to the differential. This effectively improves power and economy. During gear shifting, power can be output to the wheel ends via the second motor, achieving gear shifting without power interruption.

Description

Technical Field

[0001] The present invention belongs to the field of transmissions, and in particular relates to a hybrid power coupling mechanism and a vehicle. Background Art

[0002] The 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 power required by the drive wheels is the primary task of 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] An existing hybrid power coupling mechanism includes an engine, a generator, a clutch, and a drive motor. The generator is coaxially connected to the engine, and the clutch is positioned between the engine and generator, with one end connected to the engine and generator and the other end connected to a transmission. The drive motor is connected to the clutch and differential via the transmission. When driven directly by the engine, there is only one gear, which is detrimental to engine efficiency. When driven by the motor, there is only one gear, which cannot achieve a dual-motor pure electric mode, resulting in limited power performance and room for further improvement in economy. This system is only suitable for urban driving conditions and small and medium-sized vehicles. For non-urban driving conditions and larger vehicles, the power and economy are not ideal. Summary of the Invention

[0007] The technical problem to be solved by the present invention is: to provide a hybrid power coupling mechanism and a vehicle in order to solve the problem that the existing power coupling system has insufficient power and economy.

[0008] To solve the above technical problems, an embodiment of the present invention provides a hybrid power coupling mechanism, including an engine, a first motor, a second motor, a first input shaft, a second input shaft, an output shaft, a first clutch, a synchronizer, a first gear gear pair, and a second gear gear pair;

[0009] The engine is connected to the first input shaft, and the first motor is connected to the second input shaft;

[0010] The hybrid coupling mechanism further includes an intermediate shaft, the first input shaft being connected to the intermediate shaft via the first clutch;

[0011] The first gear gear pair and the second gear gear pair are each coupled between the intermediate shaft and the output shaft via the synchronizer;

[0012] The second motor is transmission-connected to the output shaft;

[0013] The output shaft outputs power to the differential.

[0014] Optionally, a second clutch is further included, and the engine is connected to the first input shaft via the second clutch.

[0015] Optionally, it further includes a third input shaft and a reduction gear pair, the second motor is connected to the third input shaft, and the third input shaft is connected to the output shaft through the reduction gear pair.

[0016] Optionally, the third input shaft is loosely mounted on the second input shaft.

[0017] Optionally, it further comprises a speed-increasing gear pair, wherein the first input shaft is connected to the second input shaft via the speed-increasing gear pair;

[0018] The speed-increasing gear pair, the speed-reducing gear pair, the second motor and the first motor are arranged in sequence in a direction away from the engine.

[0019] Optionally, the intermediate shaft is loosely mounted on the first input shaft, the engine is connected to one end of the first input shaft, and the first clutch is connected to the other end of the first input shaft.

[0020] Optionally, the first gear gear pair includes a first gear driving gear and a first gear driven gear, and the second gear gear pair includes a second gear driving gear and a second gear driven gear;

[0021] The first gear driving gear and the second gear driving gear are fixed on the intermediate shaft, the first gear driven gear and the second gear driven gear are loosely mounted on the output shaft, and the synchronizer is provided on the output shaft and is used to couple any one of the first gear driven gear and the second gear driven gear to the output shaft; or,

[0022] The first gear driving gear and the second gear driving gear are loosely mounted on the intermediate shaft, the first gear driven gear and the second gear driven gear are fixedly mounted on the output shaft, and the synchronizer is arranged on the intermediate shaft and is used to couple any one of the first gear driving gear and the second gear driving gear to the intermediate shaft.

[0023] Optionally, the hybrid coupling mechanism has a first single-motor pure electric mode, a hybrid drive mode, an engine direct drive mode, and an extended range mode;

[0024] disengaging the first clutch and the synchronizer, disabling the engine and the first motor, and driving the second motor to establish a first single-motor pure electric mode;

[0025] The first clutch is engaged, the synchronizer connects one of the first gear pair and the second gear pair between the intermediate shaft and the output shaft, the engine is driven, and at least one of the first motor and the second motor is driven to establish the hybrid drive mode;

[0026] The first clutch is engaged, and the synchronizer connects one of the first gear pair and the second gear pair between the intermediate shaft and the output shaft, the engine is driven, and the first motor and the second motor are deactivated, so as to establish the engine direct drive mode;

[0027] The first clutch and the synchronizer are released, the first motor generates electricity under the drive of the engine, and the second motor is driven to establish the extended-range mode.

[0028] Optionally, the hybrid coupling mechanism has a first single-motor pure electric mode, a second single-motor pure electric mode, a dual-motor pure electric mode, a hybrid drive mode, an engine direct drive mode, and an extended range mode;

[0029] disengaging the first clutch and the second clutch, disengaging the synchronizer, deactivating the engine and the first motor, and driving the second motor to establish a first single-motor pure electric mode;

[0030] The first clutch is engaged, the second clutch is disengaged, and the synchronizer connects one of the first gear pair and the second gear pair between the intermediate shaft and the output shaft. The engine and the second motor are deactivated, and the first motor is driven to establish a second single-motor pure electric mode.

[0031] The first clutch is engaged, the second clutch is disengaged, and the synchronizer couples one of the first gear pair and the second gear pair between the intermediate shaft and the output shaft. The engine is not operated, and the first motor and the second motor are driven to establish a dual-motor pure electric mode.

[0032] The first clutch and the second clutch are engaged, the synchronizer engages one of the first gear pair and the second gear pair between the intermediate shaft and the output shaft, the engine is driven, and at least one of the first motor and the second motor is driven to establish the hybrid drive mode;

[0033] The first clutch and the second clutch are engaged, and the synchronizer engages one of the first gear pair and the second gear pair between the intermediate shaft and the output shaft, the engine is driven, and the first motor and the second motor are deactivated, so as to establish the engine direct drive mode;

[0034] The first clutch is disengaged, the second clutch is engaged, the synchronizer is disengaged, the first motor generates electricity under the drive of the engine, and the second motor is driven to establish the extended-range mode.

[0035] An embodiment of the present invention further provides a vehicle comprising the aforementioned hybrid power coupling mechanism.

[0036] The hybrid power coupling mechanism and vehicle provided by the embodiment of the present invention have an engine, a first motor, and a second motor as power sources, a first clutch controlling the power output of the engine and the first motor, and a synchronizer controlling the gear position of the output of the engine and the first motor. By controlling the working states of the first clutch and the synchronizer, a variety of drive modes such as an engine direct drive mode, a pure electric mode, a hybrid drive mode, and an extended-range mode, as well as multiple gear positions in the engine direct drive mode and the hybrid drive mode, can be realized. The hybrid power coupling mechanism and vehicle provided by the embodiment of the present invention have an engine, a first motor, and a second motor as power sources, a first clutch controlling the power output of the engine and the first motor, and a synchronizer controlling the gear position of the output of the engine and the first motor ... can be applied to various road conditions, ensure that the engine always operates in the optimal working range, improve engine efficiency, effectively enhance power and economy, and have a simple structure.

[0037] In the braking energy recovery mode and the pure electric mode where the second motor independently drives the wheel end, the presence of the first clutch can disconnect the engine, avoiding additional energy loss caused by reverse dragging the engine and extending the engine life;

[0038] When shifting gears, the second motor can output power to the wheel end, realizing gear shifting without power interruption. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] Figure 1 The structure of the hybrid coupling mechanism provided by the embodiment of the present invention is simplified as follows: Figure 1 ;

[0040] Figure 2 for Figure 1 The power transmission route diagram of the hybrid coupling system in the first single-motor pure electric mode is shown;

[0041] Figure 3 for Figure 1 The diagram shows the power transmission route of the hybrid coupling system in 1st gear in the dual-motor pure electric mode;

[0042] Figure 4 for Figure 1 The diagram shows the 2nd gear power transmission route of the hybrid coupling system in the dual-motor pure electric mode;

[0043] Figure 5 for Figure 1 The diagram shows a first-gear power transmission route of the hybrid coupling system in hybrid drive mode;

[0044] Figure 6 for Figure 1 The diagram shows a 2nd gear power transmission route of the hybrid coupling system in hybrid drive mode;

[0045] Figure 7 for Figure 1 The power transmission route diagram of the hybrid coupling system in the extended range mode is shown;

[0046] Figure 8The structure of the hybrid coupling mechanism provided by the embodiment of the present invention is simplified as follows: Figure 2 ;

[0047] The reference numerals in the specification are as follows:

[0048] 1. Engine; 2. First motor; 3. Second motor; 4. First input shaft; 5. Second input shaft; 6. Third input shaft; 7. Intermediate shaft; 8. Output shaft; 9. First clutch; 10. Second clutch; 11. Synchronizer; 12. Torsional vibration damper or dual-mass flywheel

[0049] 13. Main reduction gear; 14. Differential; 141. Ring gear;

[0050] 211, first gear driving gear; 212, first gear driven gear;

[0051] 221, second gear driving gear; 222, second gear driven gear;

[0052] 231, first speed-increasing gear; 232, second speed-increasing gear;

[0053] 241. First reduction gear; 242. Second reduction gear. DETAILED DESCRIPTION

[0054] In order to make the technical problems, technical solutions and beneficial effects solved by the present invention more clearly understood, the present invention is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not intended to limit the present invention.

[0055] like Figure 8 As shown, the hybrid coupling mechanism provided by the embodiment of the present invention includes an engine 1, a first motor 2, a second motor 3, a first input shaft 4, a second input shaft 5, an output shaft 8, a first clutch 9, a synchronizer 11, a first gear gear pair and a second gear gear pair;

[0056] The engine 1 is connected to the first input shaft 4, and the first motor 2 is connected to the second input shaft 5;

[0057] The hybrid coupling mechanism further comprises an intermediate shaft 7, to which the first input shaft 4 is connected via a first clutch 9;

[0058] The first gear gear pair and the second gear gear pair are each connected between the intermediate shaft 7 and the output shaft 8 through a synchronizer 11;

[0059] The second motor 3 is transmission-connected to the output shaft 8;

[0060] The output shaft 8 outputs power to the differential 14 .

[0061] Specifically, any one of the first gear pair and the second gear pair is a first gear pair, and the other gear pair is a second gear pair. Figures 1 to 8 What is shown in the figure is that the first gear gear pair is a first gear gear pair, and the second gear gear pair is a second gear gear pair.

[0062] Preferably, the first electric machine 2 is used both as a generator and as a drive motor.

[0063] In this application, for the sake of simplicity, the first motor 2 and the second motor 3 are collectively referred to as motors, the first input shaft 4, the second input shaft 5 and the subsequent third input shaft 6 are collectively referred to as input shafts, the input shaft, the intermediate shaft 7 and the output shaft 8 are collectively referred to as shafts, and the first gear gear pair and the second gear gear pair are collectively referred to as gear gear pairs.

[0064] When the first clutch 9 and the synchronizer 11 are released at the same time, the second motor 3 can drive the wheel end alone, realizing a single-motor pure electric mode;

[0065] When combined with the first clutch 9, the engine 1 can drive the wheel end alone, and the two forward gears in the engine direct drive mode can be achieved by switching the working state of the synchronizer 11. The engine 1 can also drive the wheel end together with the first motor 2 or the second motor 3, and the multiple forward gears in the hybrid drive mode can be achieved by switching the working state of the synchronizer 11.

[0066] When the first clutch 9 is engaged and the synchronizer 11 is disengaged, the first motor 2 generates electricity driven by the engine 1 and the second motor 3 drives the wheel end, thereby realizing the range-extending mode.

[0067] By separating the first clutch 9 and the synchronizer 11, the second motor 3 generates electricity driven by the wheel end, thereby realizing the braking energy recovery mode and maximizing energy conservation and emission reduction.

[0068] The first clutch 9 and the synchronizer 11 are separated, the first motor 2 generates electricity under the drive of the engine 1, and the second motor 3 does not work, thereby realizing the parking power generation mode.

[0069] The hybrid power coupling mechanism provided by the embodiment of the present invention comprises an engine 1, a first motor 2, and a second motor 3 as power sources, a first clutch 9 controlling the power output of the engine 1 and the first motor 2, and a synchronizer 11 controlling the gear position of the output of the engine 1 and the first motor 2. By controlling the working states of the first clutch 9 and the synchronizer 11, a variety of drive modes such as an engine direct drive mode, a pure electric mode, a hybrid drive mode, and an extended-range mode, as well as multiple gear positions in the engine direct drive mode and the hybrid drive mode, can be achieved. The hybrid power coupling mechanism is suitable for various road conditions, ensures that the engine 1 always operates in the optimal working range, improves the efficiency of the engine 1, effectively enhances the power and economy, and has a simple structure.

[0070] In the braking energy recovery mode and the pure electric mode where the second motor 3 drives the wheel end independently, the presence of the first clutch 9 can disconnect the engine 1, avoiding the additional energy loss caused by reverse dragging the engine 1 and extending the life of the engine 1;

[0071] When shifting gears, the second motor 3 can output power to the wheel end, realizing shifting gears without power interruption.

[0072] In one embodiment, if Figure 1 As shown, the hybrid coupling mechanism further includes a second clutch 10, and the engine 1 is connected to the first input shaft 4 via the second clutch 10. Figure 1 and Figure 8 The structure of the hybrid coupling mechanism shown is basically the same as Figure 8 The only difference is that the second clutch 10 is added.

[0073] When the first clutch 9 is engaged and the second clutch 10 is disengaged, the first motor 2 and the second motor 3 can jointly drive the wheel ends. Switching the working state of the synchronizer 11 can realize two gears in the dual-motor pure electric mode, which can reduce the size and cost of the motors;

[0074] When the first clutch 9 is engaged and the second clutch 10 is disengaged, the working state of the synchronizer 11 is switched to realize two forward gears driven by the first motor 2. When the first clutch 9, the second clutch 10 and the synchronizer 11 are disengaged at the same time, the second motor 3 can independently drive the wheel end. The torque transmitted to the differential 14 by the second motor 3 is set to be different from the torque transmitted to the differential 14 by the first motor 2. In this way, three gears in the single-motor pure electric mode can be realized by independently driving the first motor 2 or the second motor 3, and the structure is simple.

[0075] In the pure electric mode and the brake energy recovery mode, the second clutch 10 can disconnect the engine 1 to avoid reverse dragging of the engine 1 to cause additional energy loss and extend the life of the engine.

[0076] In one embodiment, if Figure 1 As shown, the hybrid coupling mechanism further includes a third input shaft 6 and a reduction gear pair. The second motor 3 is connected to the third input shaft 6 , and the third input shaft 6 is connected to the output shaft 8 through the reduction gear pair.

[0077] The second motor 3 is connected to the third input shaft 6, so that the power transmission path from the second motor 3 to the wheel end is short and the transmission efficiency is high. The power output of the second motor 3 is decelerated and torque increased through the reduction gear pair, which is conducive to reducing the size of the second motor 3.

[0078] Specifically, the reduction gear pair includes a first reduction gear 241 fixed on the rotating shaft of the second motor 3 and a second reduction gear 242 fixed on the third input shaft 6 , and has a simple structure.

[0079] In one embodiment, if Figure 1 As shown, the third input shaft 6 is loosely sleeved on the second input shaft 5, facilitating the coaxial arrangement of the second motor 3 and the first motor 2. This simplifies the support structure of the first and second motors 2 and 3 on the transmission housing, while also shortening the axial dimension. Alternatively, the third input shaft 6 can be connected to the end of the second input shaft 5 instead of being sleeved on the second input shaft 5. This simplifies the structure but results in a relatively longer axial dimension.

[0080] In one embodiment, if Figure 1 As shown, the hybrid coupling mechanism also includes a speed-increasing gear pair, through which the first input shaft 4 is connected to the second input shaft 5. The first motor 2 is not coaxial with the engine 1. The speed-increasing gear pair is used to achieve speed-increasing and torque-reducing when the engine 1 transmits power to the first motor 2 (the power output by the engine 1 is transmitted to the first motor 2 via the first input shaft 4, the speed-increasing gear pair, and the second input shaft 5), and speed-increasing and torque-reducing when the first motor 2 transmits power to the first input shaft 4 (the power output by the first motor 2 is transmitted to the first input shaft 4 via the second input shaft 5 and the speed-increasing gear pair). This improves the efficiency of the engine 1 driving the first motor 2 to generate electricity, as well as the efficiency of the first motor 2 driving the wheel ends, which facilitates reducing the size of the first motor 2 and matching it to the high-efficiency range of the first motor 2.

[0081] Specifically, the speed-increasing gear pair includes a first speed-increasing gear 231 fixed on the first input shaft 4 and a second speed-increasing gear 232 fixed on the second input shaft 5 , and has a simple structure.

[0082] In one embodiment, if Figure 1 As shown, the speed increasing gear pair, the speed reducing gear pair, the second motor 3 and the first motor 2 are arranged in sequence in a direction away from the engine 1. The structure is compact, which is convenient for the arrangement and support of the motors. The first motor 2 and the second motor 3 can be integrated into the same housing to simplify the structure, which is conducive to reducing the size of the hybrid coupling mechanism. The transmission path from the second motor 3 to the wheel end is short and the transmission efficiency is high.

[0083] In one embodiment, if Figure 1 As shown, the intermediate shaft 7 is loosely sleeved on the first input shaft 4, the engine 1 is connected to one end of the first input shaft 4, and the first clutch 9 is connected to the other end of the first input shaft 4. The structure is simple and compact, which is conducive to shortening the axial size of the hybrid coupling mechanism.

[0084] In one embodiment, if Figure 1 As shown, the first gear gear pair includes a first gear driving gear 211 and a first gear driven gear 212, and the second gear gear pair includes a second gear driving gear 221 and a second gear driven gear 222;

[0085] The first gear driving gear 211 and the second gear driving gear 221 are fixed on the intermediate shaft 7, the first gear driven gear 212 and the second gear driven gear 222 are loosely sleeved on the output shaft 8, and the synchronizer 11 is provided on the output shaft 8 and is used to connect any one of the first gear driven gear 212 and the second gear driven gear 222 to the output shaft 8; or,

[0086] The first gear driving gear 211 and the second gear driving gear 221 are loosely mounted on the intermediate shaft 7, the first gear driven gear 212 and the second gear driven gear 222 are fixedly mounted on the output shaft 8, and the synchronizer 11 is provided on the intermediate shaft 7 and is used to connect any one of the first gear driving gear 211 and the second gear driving gear 221 to the intermediate shaft 7.

[0087] In this application, for simplicity of description, the first gear driving gear 211 , the first gear driven gear 212 , the second gear driving gear 221 and the second gear driven gear 222 are collectively referred to as gears.

[0088] The synchronizer 11 can be arranged on the intermediate shaft 7 or on the output shaft 8. It is only necessary to select the gear gear of the gear gear pair that is located on the same shaft as the synchronizer 11 and to loosely sleeve it on the corresponding shaft, and to fix the gear gear that is not located on the same shaft as the synchronizer 11 on the corresponding shaft. By controlling the synchronizer 11, two speed ratios of power output from the intermediate shaft 7 to the output shaft 8 can be achieved, thereby achieving control of two forward gears through the synchronizer 11, and the structure is simple.

[0089] In one embodiment, if Figure 1 As shown, the hybrid coupling mechanism also includes a first main reduction gear 13 mounted on the output shaft 8, which meshes with the ring gear 141 of the differential 14. The power output from the engine 1 or the first motor 2 is first reduced by two gear pairs before being reduced by the first main reduction gear 13 pair for final reduction, better matching the power requirements of the wheels.

[0090] In one embodiment, if Figure 1 As shown, a torsional vibration damper or a dual mass flywheel 12 is provided on the shaft of the engine 1 to prevent the shaft of the engine 1 from transmitting vibration to the power output end of the hybrid coupling mechanism.

[0091] Specifically, the first input shaft 4 , the second input shaft 5 , the third input shaft 6 (if provided), the intermediate shaft 7 and the output shaft 8 are supported on the transmission housing through bearings.

[0092] Specifically, the gears fixed on the corresponding shafts (gear, first speed increasing gear 231, second speed increasing gear 232, first reduction gear 241, second reduction gear 242, first main reduction gear 13) can be welded, splined, interference fit or directly generated on the corresponding shafts, thereby realizing the connection and synchronous rotation of the corresponding gears and the shafts.

[0093] Specifically, the gears loosely sleeved on the corresponding shafts are loosely sleeved on the corresponding shafts via bearings, thereby achieving a rotational connection between the corresponding gears and the shafts.

[0094] Specifically, the gear hub of the synchronizer 11 is connected to the corresponding shaft through a spline.

[0095] When the second clutch 10 is provided, the hybrid coupling mechanism of the present application has a pure electric mode (the pure electric mode includes a single-motor pure electric mode and a dual-motor pure electric mode, and the single-motor pure electric mode includes a first single-motor pure electric mode and a second single-motor pure electric mode), a hybrid drive mode, an engine direct drive mode, an extended range mode, a brake energy recovery mode, and a parking charge mode;

[0096] The aforementioned partial working modes are embodied in Table 1. In Table 1, when the synchronizer is located on the left, the first gear gear pair is coupled between the intermediate shaft and the output shaft. When the synchronizer is located in the center, the first and second gear gear pairs disconnect the force transmission path between the intermediate shaft and the output shaft. In Table 1, when the synchronizer is located on the right, the second gear gear pair is coupled between the intermediate shaft and the output shaft.

[0097] Table 1

[0098]

[0099] If the second clutch 10 is removed, the control of the second clutch 10 is correspondingly canceled. To prevent the motor from back-dragging the engine 1, there is no second single-motor pure electric mode and dual-motor pure electric mode. The following describes the operating modes when the second clutch 10 is provided:

[0100] 1) disengaging the first clutch 9 and the second clutch 10, so that the engine 1 and the first motor 2 are not in operation, and the second motor 3 is driven, thereby establishing a first single-motor pure electric mode; in this application, the engine 1 being inoperative means that it does not participate in driving, neither driving the first motor 2 to generate electricity nor driving the wheel ends;

[0101] like Figure 2 As shown, the power transmission route in the first single-motor pure electric mode is: second motor 3 -> third input shaft 6 -> reduction gear pair -> output shaft 8 -> first main reduction gear 13 -> differential 14 -> wheel end.

[0102] 2) Engage the first clutch 9, disengage the second clutch 10, and synchronizer 11 connects either the first gear pair or the second gear pair between the intermediate shaft 7 and the output shaft 8. The engine 1 and the second motor 3 are deactivated, and the first motor 2 is driven, thereby establishing a second single-motor pure electric mode.

[0103] When the first gear is operating in the second single-motor pure electric mode, the synchronizer 11 connects the first-gear gear pair between the intermediate shaft 7 and the output shaft 8. The power transmission route is: first motor 2 -> second input shaft 5 -> speed-increasing gear pair -> first input shaft 4 -> first clutch 9 -> intermediate shaft 7 -> synchronizer 11, first-gear gear pair -> output shaft 8 -> first main reduction gear 13 -> differential 14 -> wheel end.

[0104] When operating in the second gear of the second single-motor pure electric mode, the synchronizer 11 connects the second gear gear pair between the intermediate shaft 7 and the output shaft 8. The power transmission route is: first motor 2 -> second input shaft 5 -> speed increasing gear pair -> first input shaft 4 -> first clutch 9 -> intermediate shaft 7 -> synchronizer 11, second gear gear pair -> output shaft 8 -> first main reduction gear 13 -> differential 14 -> wheel end.

[0105] When the synchronizer 11 is in a disengaged state or the synchronizer 11 combines a certain gear gear pair between the intermediate shaft 7 and the output shaft 8, three gears in a single-motor pure electric mode can be achieved through two motors (the first motor 2 or the second motor 3). However, since the force transmission path from the second motor 3 to the wheel end is shorter, the single-motor pure electric mode driven by the second motor 3 is preferred.

[0106] 3) Engage the first clutch 9, disengage the second clutch 10, and the synchronizer 11 connects any one of the first gear gear pair and the second gear gear pair between the intermediate shaft 7 and the output shaft 8. The engine 1 does not work, and the first motor 2 and the second motor 3 are driven to establish a dual-motor pure electric mode. The synchronizer 11 connects a certain gear gear pair between the intermediate shaft 7 and the output shaft 8, and two gears in the dual-motor pure electric mode can be achieved through the two motors (the first motor 2 and the second motor 3).

[0107] like Figure 3 and Figure 4 As shown, the power transmission routes of the two gears in the dual-motor pure electric mode are based on the power transmission routes of the two gears in the aforementioned second single-motor pure electric mode. The power transmission routes of the corresponding gears are increased by the power transmission routes in the aforementioned first single-motor pure electric mode, which will not be repeated here.

[0108] When the power battery is fully charged, the vehicle can operate in pure electric mode at all speeds.

[0109] 4) In combination with the first clutch 9 and the second clutch 10, the synchronizer 11 combines any one of the first gear gear pair and the second gear gear pair between the intermediate shaft 7 and the output shaft 8, and the engine 1 drives, and at least one of the first motor 2 and the second motor 3 drives, to establish a hybrid drive mode; the synchronizer 11 combines a certain gear gear pair between the intermediate shaft 7 and the output shaft 8, and multiple gears in the hybrid drive mode can be achieved through the engine 1 and the two motors (the first motor 2 and the second motor 3). According to the operating conditions of the entire vehicle, when the vehicle speed requirement is medium or high, it can be switched to the hybrid drive mode. There are two direct drive gears in the hybrid drive mode.

[0110] When the engine 1 and the first motor 2 are driving, there are two hybrid driving mode gears. The power route is similar to the two gears in the second single-motor pure electric mode mentioned above, except that the engine 1 and the first motor 2 serve as a combined power source.

[0111] like Figure 5 and Figure 6 As shown, when the engine 1 and the second motor 3 are driven, there are two hybrid drive mode gears. The route of the engine 1 outputting power is similar to the two gears in the aforementioned second single-motor pure electric mode, except that the engine 1 is used as the power source and the route of the second motor 3 outputting power is the same as the aforementioned first single-motor pure electric mode; at this time, the first motor 2 can generate electricity under the drive of the engine 1.

[0112] When the engine 1, the first motor 2 and the second motor 3 are driven, there are two hybrid drive mode gears. The routes of the power output by the engine 1 and the first motor 2 are similar to the two gears in the aforementioned second single-motor pure electric mode, except that the engine 1 and the first motor 2 serve as power sources, and the route of the power output by the second motor 3 is the same as that in the aforementioned first single-motor pure electric mode.

[0113] 5) The first clutch 9 and the second clutch 10 are combined, and the synchronizer 11 combines any one of the first gear gear pair and the second gear gear pair between the intermediate shaft 7 and the output shaft 8. The engine 1 is driven, and the first motor 2 and the second motor 3 are not working, so as to establish the engine direct drive mode; the synchronizer 11 combines a certain gear gear pair between the intermediate shaft 7 and the output shaft 8, which can realize two gears in the engine direct drive mode.

[0114] The power transmission routes of the two gears in the engine direct drive mode are similar to the two gears in the aforementioned second single-motor pure electric mode, except that engine 1 serves as the power source.

[0115] 6) Disengage the first clutch 9, engage the second clutch 10, disengage the synchronizer 11, and the first motor 2 generates electricity under the drive of the engine 1, while the second motor 3 drives to establish the extended-range mode; when the power battery is low, the vehicle can switch to the extended-range mode at all vehicle speeds.

[0116] like Figure 7 As shown, the route of the power output of the second motor 3 in the extended-range mode is the same as that in the aforementioned first single-motor pure electric mode; the power transmission route of the engine 1 driving the first motor 2 to generate electricity is: engine 1 -> second clutch 10 -> first input shaft 4 -> speed increasing gear pair -> second input shaft 5 -> first motor 2.

[0117] 7) The first clutch 9 and the second clutch 10 are disengaged, the synchronizer 11 is disengaged, the engine 1 and the first motor 2 are stopped, and the second motor 3 generates electricity, thereby establishing a braking energy recovery mode;

[0118] 8) The first clutch 9 is disengaged, the second clutch 10 is engaged, the synchronizer 11 is disengaged, and the first motor 2 generates electricity under the drive of the engine 1 to establish the parking charging mode.

[0119] An embodiment of the present invention further provides a vehicle comprising the hybrid power coupling mechanism described in any of the aforementioned embodiments.

[0120] Specifically, the engine 1 , the first motor 2 , the second motor 3 , the first clutch 9 , the second clutch 10 and the synchronizer 11 are all connected to and controlled by the controller.

[0121] In one embodiment, the operating mode of the hybrid coupling mechanism can be automatically switched according to the battery SOC value and the vehicle speed requirement. The control process of automatically switching the operating mode includes the following steps:

[0122] S1. The controller determines the relationship between the battery SOC value and a first threshold value, or simultaneously determines the relationship between the battery SOC value and the first threshold value and the relationship between the vehicle speed and a second threshold value;

[0123] S2. The controller switches the working mode of the hybrid coupling mechanism according to the judgment result of step S1;

[0124] S3. During braking, the controller controls the second motor 3 to generate a braking torque and to generate an induced current in its winding to charge the power battery.

[0125] The first threshold is used to determine the battery SOC value, and the second threshold is used to determine the vehicle speed. This embodiment does not limit the value range of the first and second thresholds, which can generally be freely set according to the specific control strategy. Under different control strategies, the values of the first and second thresholds are not exactly the same. After the first and second thresholds are set in the controller, the controller automatically performs the judgment of step S1 and automatically switches between multiple operating modes based on the judgment result of step S1.

[0126] The above are only preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. A hybrid power coupling mechanism, comprising an engine, a first motor, a second motor, a first input shaft, a second input shaft, an output shaft, a first clutch, a synchronizer, a first gear pair, and a second gear pair, characterized in that: The engine is connected to the first input shaft, and the first motor is connected to the second input shaft; The hybrid coupling mechanism further includes an intermediate shaft, the first input shaft being connected to the intermediate shaft via the first clutch; The first gear gear pair and the second gear gear pair are each coupled between the intermediate shaft and the output shaft via the synchronizer; The second motor is transmission-connected to the output shaft; The output shaft outputs power to the differential; The first input shaft is connected to the second input shaft via a speed-increasing gear pair; the speed-increasing gear pair is located between the engine and the first clutch in the axial direction of the first input shaft; the intermediate shaft is loosely sleeved on the first input shaft, the engine is connected to one end of the first input shaft, and the first clutch is connected to the other end of the first input shaft; It also includes a third input shaft and a reduction gear pair, the second motor is connected to the third input shaft, and the third input shaft is connected to the output shaft through the reduction gear pair; The third input shaft is loosely sleeved on the second input shaft; The speed-increasing gear pair, the speed-reducing gear pair, the second motor and the first motor are arranged in sequence in a direction away from the engine.

2. The hybrid coupling mechanism according to claim 1, characterized in that: A second clutch is further included, and the engine is connected to the first input shaft via the second clutch.

3. The hybrid coupling mechanism according to claim 1, characterized in that: The first gear gear pair includes a first gear driving gear and a first gear driven gear, and the second gear gear pair includes a second gear driving gear and a second gear driven gear; The first gear driving gear and the second gear driving gear are fixed on the intermediate shaft, the first gear driven gear and the second gear driven gear are loosely mounted on the output shaft, and the synchronizer is provided on the output shaft and is used to couple any one of the first gear driven gear and the second gear driven gear to the output shaft; or, The first gear driving gear and the second gear driving gear are loosely mounted on the intermediate shaft, the first gear driven gear and the second gear driven gear are fixedly mounted on the output shaft, and the synchronizer is arranged on the intermediate shaft and is used to couple any one of the first gear driving gear and the second gear driving gear to the intermediate shaft.

4. The hybrid coupling mechanism according to claim 1, characterized in that: The hybrid coupling mechanism has a first single-motor pure electric mode, a hybrid drive mode, an engine direct drive mode, and an extended range mode; disengaging the first clutch and the synchronizer, disabling the engine and the first motor, and driving the second motor to establish a first single-motor pure electric mode; The first clutch is engaged, the synchronizer connects one of the first gear pair and the second gear pair between the intermediate shaft and the output shaft, the engine is driven, and at least one of the first motor and the second motor is driven to establish the hybrid drive mode; The first clutch is engaged, and the synchronizer connects one of the first gear pair and the second gear pair between the intermediate shaft and the output shaft, the engine is driven, and the first motor and the second motor are deactivated, so as to establish the engine direct drive mode; The first clutch and the synchronizer are released, the first motor generates electricity under the drive of the engine, and the second motor is driven to establish the extended-range mode.

5. The hybrid coupling mechanism according to claim 2, characterized in that: The hybrid coupling mechanism has a first single-motor pure electric mode, a second single-motor pure electric mode, a dual-motor pure electric mode, a hybrid drive mode, an engine direct drive mode, and an extended range mode; disengaging the first clutch and the second clutch, disengaging the synchronizer, deactivating the engine and the first motor, and driving the second motor to establish a first single-motor pure electric mode; The first clutch is engaged, the second clutch is disengaged, and the synchronizer connects one of the first gear pair and the second gear pair between the intermediate shaft and the output shaft. The engine and the second motor are deactivated, and the first motor is driven to establish a second single-motor pure electric mode. The first clutch is engaged, the second clutch is disengaged, and the synchronizer couples one of the first gear pair and the second gear pair between the intermediate shaft and the output shaft. The engine is not operated, and the first motor and the second motor are driven to establish a dual-motor pure electric mode. The first clutch and the second clutch are engaged, the synchronizer engages one of the first gear pair and the second gear pair between the intermediate shaft and the output shaft, the engine is driven, and at least one of the first motor and the second motor is driven to establish the hybrid drive mode; The first clutch and the second clutch are engaged, and the synchronizer engages one of the first gear pair and the second gear pair between the intermediate shaft and the output shaft, the engine is driven, and the first motor and the second motor are deactivated, so as to establish the engine direct drive mode; The first clutch is disengaged, the second clutch is engaged, the synchronizer is disengaged, the first motor generates electricity under the drive of the engine, and the second motor is driven to establish the extended-range mode.

6. A vehicle, characterized in that: The hybrid power coupling mechanism comprises the hybrid power coupling mechanism according to any one of claims 1 to 5.

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