Powertrain and Vehicles

Abstract

The invention discloses a power system and a vehicle, the power system comprises: an engine; a dual clutch, the dual clutch comprises a first clutch and a second clutch; a transmission, the transmission comprises a first input shaft, a second input shaft and a second output shaft, the first input shaft is provided with a first synchronizer, a first driving gear and a second driving gear, the first driving gear and the second driving gear are provided on the first synchronizer, the second input shaft is provided with a main second driving gear and a third driving gear, the second output shaft is provided with a first driven gear, a second driven gear, a main second driven gear and a third driven gear and a second synchronizer, the main second driven gear and the third driven gear are provided on the second synchronizer; the first differential is connected to the first output shaft in driving connection. The transmission is provided with a main second gear pair and a second gear pair, so that the transmission is more stable and smooth when shifting, and the control of the transmission is convenient.

Description

Technical Field

[0001] The present invention relates to the field of vehicle technology, and in particular to a power system and a vehicle. Background Art

[0002] With the increasing shortage of oil supply and the increasing environmental pollution, the development and utilization of new energy vehicles has gradually become a trend.

[0003] However, when the transmission of existing new energy vehicles switches gears, there is a strong sense of frustration and a poor driving experience. Therefore, solving the problem of switching frustration is a technical problem that needs to be solved urgently. Summary of the invention

[0004] The present invention aims to solve at least one of the technical problems existing in the prior art. To this end, the present invention proposes a power system, wherein a transmission is provided with a main second-speed gear pair and a slave second-speed gear pair, so that the transmission shifts more smoothly and smoothly, thereby improving the driving experience.

[0005] The present invention also provides a vehicle.

[0006] According to a power system of an embodiment of a first aspect of the present invention, an engine; a dual clutch, the dual clutch includes a first clutch and a second clutch; a transmission, the transmission includes a first input shaft, a second input shaft and a second output shaft, the first input shaft is selectively connected to the engine through the first clutch, the second input shaft is selectively connected to the engine through the second clutch, the first input shaft is provided with a first synchronizer, a first driving gear and a secondary second driving gear, the first driving gear is arranged on a first side of the first synchronizer and the secondary second driving gear is arranged on a second side of the first synchronizer, a main second driving gear and a third driving gear are arranged on the second input shaft, a first driven gear, a secondary second driven gear, a main second driven gear and a third driven gear and a second synchronizer are arranged on the second output shaft, the main second driven gear is arranged on the first side of the second synchronizer and the third driven gear is arranged on the second side of the second synchronizer; a first differential, the first differential is drivingly connected to the first output shaft.

[0007] According to the power system of the embodiment of the present invention, the transmission is provided with a main second gear pair and a slave second gear pair. Therefore, when switching from the second gear to the third gear, it is first switched to the slave second gear which is not on the same input shaft, and then switched from the slave second gear to the third gear, thereby avoiding the transmission interruption when switching between the second gear and the third gear on the same input shaft, thereby causing a sense of frustration and even a sudden interruption of driving energy, thereby making the transmission shift more stable and smooth, thereby improving the driving experience.

[0008] According to some embodiments of the present invention, the first gear pair formed by the main second driving gear and the main second driven gear, and the second gear pair formed by the secondary second driving gear and the secondary second driven gear, the speed ratio of the first gear pair is the same as that of the second gear pair, or the speed ratio difference between the first gear pair and the second gear pair is within a preset threshold range.

[0009] According to some embodiments of the present invention, it also includes: a controller, which is configured to: when a gear switching instruction is obtained and the current gear is the second gear and the gear to be switched is the third gear, first control the first synchronizer to engage with the auxiliary second driving gear to achieve switching from the second gear to the auxiliary second gear, and then control the second synchronizer to engage with the third driven gear to achieve switching from the auxiliary second gear to the third gear.

[0010] According to some embodiments of the present invention, the transmission also includes: a series driving gear, which is arranged on the first input shaft; a transmission device, a first end of the transmission device is drivingly connected to the series driving gear; a first motor, which is drivingly connected to the second end of the transmission device; a power battery, a first end of the power battery is connected to the first motor; a second motor, which is connected to the second end of the power battery; a second differential, which is connected to the second motor; the controller is also configured to: when the acquired vehicle parameter information meets the preset series control strategy, control the engine to operate in a high-efficiency operating range, and form a series transmission path through the engine, the first clutch, the first input shaft, the series driving gear, the transmission device, the first motor, the power battery, the second motor, and the second differential to enter a preset series control mode.

[0011] According to some embodiments of the present invention, the series driving gear is fixedly disposed on the first input shaft, or the transmission further includes a third synchronizer, the series driving gear is sleeved on the first input shaft, and the series driving gear is selectively engaged with the third synchronizer.

[0012] According to some embodiments of the present invention, the series driving gear is fixedly disposed on the first input shaft, or the transmission further includes a third synchronizer, the series driving gear is sleeved on the first input shaft, and the series driving gear is selectively engaged with the third synchronizer.

[0013] According to some embodiments of the present invention, the controller is further configured to: when the acquired vehicle parameter information satisfies a first preset parallel control strategy, control the engine to operate in a high-efficiency operating range, and control the first synchronizer to engage the first driving gear, and form a first mechanical transmission path through the engine, the first clutch, the first input shaft, the first driving gear, the first driven gear, the first output shaft, and the first differential, and form a first electric transmission path through the first motor, the second output shaft and the first differential, so as to enter a first preset parallel control mode.

[0014] According to some embodiments of the present invention, the controller is further configured to: when the acquired vehicle parameter information satisfies a preset first preset power-assist control strategy, control the engine to operate in a high-efficiency operating range and control the first synchronizer to engage the first driving gear, and form a first mechanical transmission path through the engine, the first clutch, the first input shaft, the first synchronizer, the first driving gear, the first driven gear, the first output shaft, and the first differential, and form a first power-assist transmission path through the first motor, the transmission device, the series driving gear, the first input shaft, the first synchronizer, the first driving gear, the first driven gear, the first output shaft, and the first differential to enter a first preset power-assist control mode.

[0015] According to some embodiments of the present invention, the controller is further configured to: when the acquired vehicle parameter information satisfies a second preset parallel control strategy, control the engine to operate in a high efficiency operating range, and control the second synchronizer to engage the main and second driven gears, and form a second mechanical transmission path through the engine, the second clutch, the second input shaft, the main and second driving gears, the main and second driven gears, the second synchronizer, the first output shaft, and the first differential, and form a first electric transmission path through the first motor, the second output shaft, and the first differential, so as to enter a second preset parallel control mode.

[0016] According to some embodiments of the present invention, the controller is further configured to: when the acquired vehicle parameter information satisfies a preset second preset power-assist control strategy, control the engine to operate in a high-efficiency operating range and control the second synchronizer to engage the main second driven gear, and form a second mechanical transmission path through the engine, the second clutch, the second input shaft, the main second driving gear, the main second driven gear, the second synchronizer, the first output shaft, and the first differential, and form a second power-assist transmission path through the first motor, the transmission device, the series driving gear, the first input shaft, the first clutch, the second clutch, the second input shaft, the main second driving gear, the main second driven gear, the second synchronizer, the first output shaft, and the first differential to enter a second preset power-assist control mode.

[0017] According to some embodiments of the present invention, the controller is also configured to: when the acquired vehicle parameter information satisfies a second preset collaborative control strategy, control the engine to operate in a high-efficiency operating range and control the second synchronizer to engage the main and second driven gears, and form a second mechanical transmission path through the engine, the second clutch, the second input shaft, the main and second driving gears, the main and second driven gears, the second synchronizer, the first output shaft, and the first differential, and form a power generation transmission path through the engine, the first clutch, the first input shaft, the series driving gear, the transmission device, the first motor, and the power battery to enter the second preset collaborative control strategy mode.

[0018] According to some embodiments of the present invention, the controller is further configured to: when the acquired vehicle parameter information satisfies a third preset parallel control strategy, control the engine to operate in a high efficiency operating range, control the second synchronizer to engage the third driven gear, and form a third mechanical path through the engine, the second clutch, the second input shaft, the third driving gear, the third driven gear, the second synchronizer, the first output shaft, and the first differential, and form a first electric transmission path through the first motor, the second output shaft, and the first differential to enter a third preset parallel control mode.

[0019] According to some embodiments of the present invention, the controller is further configured to: when the acquired vehicle parameter information satisfies a third preset power-assist control strategy, control the engine to operate in a high-efficiency operating range, control the second synchronizer to engage the third driven gear, and form a third mechanical path through the engine, the second clutch, the second input shaft, the third driving gear, the third driven gear, the second synchronizer, the first output shaft, and the first differential, and form a third transmission path through the first motor, the transmission device, the series driving gear, the first input shaft, the first clutch, the second clutch, the second input shaft, the third driving gear, the third driven gear, the second synchronizer, the first output shaft, and the first differential to enter a third preset power-assist control mode.

[0020] According to some embodiments of the present invention, the controller is also configured to: when the acquired vehicle parameter information satisfies a third preset collaborative control strategy, control the engine to operate in a high-efficiency operating range and control the second synchronizer to engage the third driven gear, and form a third mechanical transmission path through the engine, the second clutch, the second input shaft, the third driving gear, the third driven gear, the second synchronizer, the first output shaft, and the first differential, and form a power generation transmission path through the engine, the first clutch, the first input shaft, the series driving gear, the transmission device, the first motor, and the power battery to enter the third preset collaborative control strategy mode.

[0021] According to some embodiments of the present invention, the controller is further configured to: when the acquired vehicle parameter information satisfies a second preset pure electric control strategy, a second pure electric transmission path is formed through the first motor, the transmission device, the series driving gear, the first input shaft, the first clutch, the second clutch, the second input shaft, the main second driving gear, the main second driven gear, the second synchronizer, the first output shaft, and the first differential to enter a second preset pure electric control mode; or when the acquired vehicle parameter information satisfies a third preset pure electric control strategy, a second pure electric transmission path is formed through the first motor, the transmission device, the series driving gear, the first input shaft, the main second driving gear, the main second driven gear, the second synchronizer, the first output shaft, and the first differential to enter a second preset pure electric control mode. , the auxiliary second driving gear, the auxiliary second driven gear, the second synchronizer, the first output shaft, and the first differential form a third pure electric transmission path to enter a third preset pure electric control mode; or, the controller is also configured to: when the acquired vehicle parameter information meets a preset fourth preset pure electric control strategy, a fourth pure electric transmission path is formed through the first motor, the transmission device, the series driving gear, the first input shaft, the first clutch, the second clutch, the second input shaft, the third driving gear, the third driven gear, the second synchronizer, the first output shaft, and the first differential to enter a fourth preset pure electric control mode.

[0022] According to some embodiments of the present invention, the transmission device includes: a series driven gear and a transmission chain, the series driven gear is arranged on the motor output shaft, the first end of the transmission chain is connected to the series driving gear, and the second end of the transmission chain is connected to the series driven gear.

[0023] According to some embodiments of the present invention, the transmission device includes: a series driven gear and a first clutch, the series driven gear and the first clutch are arranged on the first output shaft, and the first clutch is used to engage or disconnect the series driven gear and the series driving gear.

[0024] A vehicle according to an embodiment of the second aspect of the present invention comprises the power system of the above embodiment.

[0025] Additional aspects and advantages of the present invention will be given in part in the following description and in part will be obvious from the following description, or will be learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] The above and / or additional aspects and advantages of the present invention will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0027] Figure 1 is an optional embodiment of the power system according to an embodiment of the present invention;

[0028] Figure 2 is another optional embodiment of the power system according to the embodiment of the present invention;

[0029] Figure 3 is another optional embodiment of the power system according to the embodiment of the present invention;

[0030] Figure 4 It is another optional embodiment of the power system according to the embodiment of the present invention.

[0031] Reference numerals:

[0032] S. Power system;

[0033] 100. Transmission;

[0034] 11. First input shaft; 12. First synchronizer; 13. Series driving gear; 14. Third synchronizer; 15. Second input shaft;

[0035] 1a, first driving gear; 2a, auxiliary second driving gear; 3a, main second driving gear; 4a, third driving gear;

[0036] 20, first output shaft; 1b, first driven gear; 2b, auxiliary second driven gear; 3b, main second driven gear; 4b, third driven gear; 26, second synchronizer; 27, first output gear;

[0037] 30. Second output shaft; 31. Series driven gear; 32. First clutch; 33. Second clutch; 34. First transmission gear; 35. Second output gear;

[0038] 210, first motor; 211, motor output shaft; 212, second transmission gear;

[0039] 220, engine; 230, first differential; 231, differential driven gear; 240, dual clutch; 241, first clutch; 242, second clutch;

[0040] 250. Second motor; 260. Second differential; 270. Power battery. DETAILED DESCRIPTION

[0041] Embodiments of the present invention are described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. Embodiments of the present invention are described in detail below.

[0042] Reference below Figure 1-Figure 4 The power system S according to the embodiment of the present invention is described. The present invention also provides a vehicle having the power system S.

[0043] The power system S according to the first embodiment of the present invention includes: an engine 220, a dual clutch 240, a transmission 100 and a first differential 230, the dual clutch 240 includes a first clutch 241 and a second clutch 242, the transmission 100 includes a first input shaft 11, a second input shaft 15 and a first output shaft 20, the first input shaft 11 is selectively connected to the engine 220 through the first clutch 241, and the second input shaft 15 is selectively connected to the engine 220 through the second clutch 242. That is, the power on and off between the first input shaft 11 and the second input shaft 15 and the engine 220 is controlled by the engagement and separation of the dual clutch 240. For example, when the first clutch 241 is engaged with the first input shaft 11, the engine 220 can be connected to the first input shaft 11 in a transmission manner, and when the second clutch 242 is engaged with the second input shaft 15, the engine 220 can be connected to the second input shaft 15 in a transmission manner. Furthermore, the first clutch 241 is engaged with the first input shaft 11 , and the second clutch 242 is engaged with the second input shaft 15 , so that the first input shaft 11 and the second input shaft 15 can be transmission-connected.

[0044] Reference Figure 1-Figure 4 As shown, the first input shaft 11 is provided with a first synchronizer 12, a first driving gear 1a and a secondary second driving gear 2a, the first driving gear 1a is provided on a first side of the first synchronizer 12, and the secondary second driving gear 2a is provided on a second side of the first synchronizer 12. That is to say, both the first driving gear 1a and the secondary second driving gear 2a can be selectively connected to the first input shaft 11 in driving connection, for example, when the first synchronizer 12 is engaged with the first driving gear 1a, the first driving gear 1a can be connected to the first input shaft 11 in driving connection; and, when the first synchronizer 12 is engaged with the secondary second driving gear 2a, the secondary second driving gear 2a can be connected to the first input shaft 11 in driving connection. In addition, the second input shaft 15 is provided with a main second driving gear 3a and a third driving gear 4a.

[0045] In addition, the first output shaft 20 is provided with a first driven gear 1b, a secondary second driven gear 2b, a main second driven gear 3b, a third driven gear 4b and a second synchronizer 26, the main second driven gear 3b is arranged on the first side of the second synchronizer 26, and the third driven gear 4b is arranged on the second side of the second synchronizer 26. That is to say, the main second driven gear 3b and the main second driving gear 3a are arranged between the second input shaft 15 and the first output shaft 20, and the secondary second driven gear 2b and the secondary second driving gear 2a are also arranged between the first input shaft 11 and the first output shaft 20, so that two second-speed gear pairs are arranged on the transmission 100, so that when the transmission 100 performs a shifting operation, the pre-gear can be performed first, so that the shifting of the transmission 100 is smoother and smoother, that is, the control of the transmission 100 can be facilitated. And the first differential 230 is drivingly connected to the first output shaft 20.

[0046] Therefore, the transmission 100 is provided with a main second gear pair and a slave second gear pair, so that the transmission 100 shifts more smoothly and is convenient for controlling the transmission 100. Therefore, when the second gear is switched to the third gear, the slave second gear pair which is not on the same input shaft is first switched to, and then the slave second gear pair is switched to the third gear, so that the transmission is prevented from being interrupted when the second gear and the third gear of the same input shaft are switched, thereby causing a sense of frustration and even a problem of a sudden interruption of driving energy, thereby making the transmission 100 shift more smoothly and smoothly, thereby improving the driving experience.

[0047] The first gear pair consisting of the main second driving gear 3a and the main second driven gear 3b, and the second gear pair consisting of the secondary second driving gear 2a and the secondary second driven gear 2b, the speed ratio of the first gear pair is the same as that of the second gear pair, or the speed ratio difference between the first gear pair and the second gear pair is within a preset threshold range. Further, the speed ratio of the first gear pair is i main, the speed ratio of the second gear pair is i secondary, and i main and i secondary satisfy the relationship: i main = i secondary. That is, the speed ratio i main of the second gear pair is equal to the speed ratio i secondary of the first gear pair, so that when performing a shift operation, it is convenient to shift gears through the second gear pair or the first gear pair. Specifically, when the third gear is shifted to the secondary second gear, the transmission 100 can also be pre-shifted first, so that the gear position is switched more smoothly; and when the second gear is shifted to the third gear, the transmission 100 can also be pre-shifted at the main second gear pair and the secondary second gear pair, so that the gear position is switched more smoothly.

[0048] The power system S further includes: a controller, which is configured to: when a gear switching instruction is obtained, the current gear is the second gear, and the gear to be switched is the third gear, first control the first synchronizer 12 to mesh with the auxiliary second driving gear 2a to achieve the switching from the second gear to the auxiliary second gear, and then control the second synchronizer 26 to mesh with the third driven gear 4b to achieve the switching from the auxiliary second gear to the third gear. That is, in this way, the transmission 100 is provided with a first gear pair and a second gear pair, so that when the transmission 100 performs a gear shifting operation, the pre-gear can be performed first, so that the gear shifting of the transmission 100 is smoother and smoother, that is, the control of the transmission 100 can be facilitated.

[0049] In addition, if Figure 1-Figure 4 As shown, the power system S further includes: a first motor 210, a power battery 270, a second motor 250 and a second differential 260, and the transmission 100 further includes: a serial driving gear 13, a transmission device and a second output shaft 30, wherein the serial driving gear 13 is arranged on the first input shaft 11, the first end of the transmission device is transmission-connected to the serial driving gear 13, the first motor 210 is transmission-connected to the second end of the transmission device, the first end of the power battery 270 is connected to the first motor 210, the second motor 250 is connected to the second end of the power battery 270, and the second differential 260 is connected to the second motor 250. That is, the first clutch 241 can control the engagement and disconnection between the engine 220 and the first input shaft 11, that is, it can control whether the engine 220 outputs power. The first differential 230 is provided with a differential driven gear 231, and the first motor 210 is transmission-connected to the differential driven gear 231 to transmit the power of the first motor 210 to the first differential 230.

[0050] Furthermore, the first differential 230 is connected to the first motor 210, and the first motor 210 can output power through the first differential 230. In this way, when the engine 220 is not working, the first motor 210 can work alone, which can ensure the power performance of the vehicle and enrich the driving mode of the vehicle.

[0051] In addition, a serial driving gear 13 is provided on the first input shaft 11, a first end of the transmission device is connected to the serial driving gear 13, and a second end of the transmission device is connected to the first motor 210, so that the second output shaft 30 can achieve transmission with the first motor 210. Moreover, the first motor 210 can also achieve transmission connection with the first input shaft 11 through the transmission device and the serial driving gear 13.

[0052] In addition, the controller is configured to: when the acquired vehicle parameter information satisfies the preset series control strategy, control the engine 220 to operate in a high-efficiency operating range, and form a series transmission path through the engine 220, the first clutch 241, the first input shaft 11, the series driving gear 13, the transmission device, the first motor 210, the power battery 270, the second motor 250, and the first differential 230 to enter the preset series control mode.

[0053] Among them, when the vehicle speed is lower than the preset threshold, for example, when the vehicle speed is below 45 km / h, the vehicle can meet the preset series control strategy. Alternatively, when the user steps on the accelerator pedal, the depth of the step is less than the preset threshold (generally in the starting stage), for example, when the depth is less than 30%, the vehicle can meet the preset series control strategy. That is to say, when the vehicle selects the preset series control strategy, the engine 220, the second motor 250 and the first motor 210 are all in working state, the first clutch 241 is in engagement state, the engine 220 outputs power to the transmission 100 through the first clutch 241, the first input shaft 11 transmits power to the first motor 210 through the series driving gear 13 and the transmission device, the first motor 210 is in a power generation state, the electricity generated by the first motor 210 is transmitted to the second motor 250 through the power battery 270, the second motor 250 is in a power generation state, a part of the electric energy generated by the second motor 250 is transmitted to the first motor 210 to drive the vehicle, and the remaining part of the electric energy is output to the power battery 270 to charge the power battery 270. The wheel may be a front wheel or a rear wheel of the vehicle.

[0054] like Figure 1 and Figure 3 As shown, the serial driving gear 13 is fixedly arranged on the first input shaft 11. In this way, the serial driving gear 13 is fixed on the first input shaft 11, which facilitates the transmission connection between the first input shaft 11 and the first motor 210 and reduces the production cost.

[0055] Or, if Figure 2 and Figure 4 As shown, the transmission 100 further includes a third synchronizer 14, the serial driving gear 13 is sleeved on the first input shaft 11, and the serial driving gear 13 is selectively engaged with the third synchronizer 14. In this arrangement, when the serial driving gear 13 is not required to be in driving connection with the first input shaft 11, the third synchronizer 14 can be disconnected from the serial driving gear 13; and when the serial driving gear 13 is required to be in driving connection with the first input shaft 11, the third synchronizer 14 can be engaged with the serial driving gear 13.

[0056] To explain this embodiment in more detail, in this embodiment, the vehicle parameter information includes: vehicle speed. In addition, the preset series control strategy in this embodiment includes: when the vehicle speed is lower than a first preset threshold (for example: 45km / h), it is determined that the vehicle parameter information meets the preset series control strategy. It should be noted that vehicles generally travel on non-high-speed roads for a long time, so the possibility of low-speed driving is relatively high. Therefore, controlling the vehicle to travel mainly in the series control mode not only reduces the energy consumption of the whole vehicle, but also reduces the fuel consumption of the whole vehicle.

[0057] In addition, in order to further improve the technical solution of this embodiment, the vehicle parameter information also includes: the power information of the power battery 270, and the preset series control strategy in this embodiment includes: when the vehicle speed is lower than the first preset threshold value, and the power value corresponding to the power information is lower than the first preset power value (for example: 70%), it is determined that the vehicle parameter information meets the preset series control strategy, and when the vehicle speed is lower than the first preset threshold value, and the power value corresponding to the power information is higher than the first preset power value, it is determined that the vehicle parameter information does not meet the preset series control strategy. At the same time, when the controller determines that the vehicle parameter information meets the preset series control strategy, it controls the vehicle to enter the series control mode, and when the controller determines that the vehicle parameter information does not meet the preset series control strategy, it controls the vehicle to enter the pure electric control mode to control the engine 220 not to enter the working state, thereby reducing the fuel requirement and thus reducing the fuel consumption of the whole vehicle.

[0058]

[0059] It should be noted that in this embodiment, the vehicle parameter information may also include air conditioning operation information and / or lighting usage information, that is, the situation where there are fewer high-power power-consuming devices connected may intelligently increase the first preset power value. For example: when the total power of the connected high-power power-consuming devices is greater than A (100W), the first preset power value is set to a (for example: 80%), and when the total power of the high-power power-consuming devices is less than A, the second preset power value is set to b (for example: 60%). In this way, this case can set different power values ​​according to different power requirements, which can not only ensure the normal operation of power-consuming devices, but also reduce the energy consumption loss of the mechanical energy of the engine 220 converted into electrical energy, thereby reducing the energy loss of the entire vehicle.

[0060] In this way, when the controller determines that the preset series control strategy is met based on the acquired vehicle parameter information, it controls the engine 220 to operate in the high-efficiency operating range, and controls the power system S to enter the series control mode. Since the engine 220 operates in the high-efficiency operating area, the energy output by the engine 220 is higher than the energy required for driving. Therefore, by controlling the power system S to enter the series control mode, part of the energy is used to drive the vehicle, and the remaining energy is used to charge the power battery 270, thereby achieving the purpose of reducing the energy consumption of the entire vehicle.

[0061] In addition, the engine 220 of the present embodiment mainly operates in a high-efficiency operation area, thereby reducing the possibility of the engine 220 operating at a low speed or a high speed, thereby increasing the service life of the engine 220.

[0062] In addition, the main purpose of this embodiment is to control the power transmission system to operate mainly in the series control mode. Therefore, the pure electric drive only serves as an auxiliary drive mode. Therefore, the battery capacity of the power battery 270 of this embodiment does not need to be set very large, thereby reducing the space requirement for the power battery 270 and the purchase cost of the power battery 270.

[0063] In addition, the high-efficiency operation range of the embodiment, that is, the speed of the engine 220 is between (2000-3000 r / min). The transmission 100 of the embodiment reduces the number of mechanical gears, which not only reduces the production cost of the power system S, but also reduces the switching control between gears, thereby reducing the control complexity.

[0064] like Figure 1-Figure 4 As shown, the controller is also configured to: when the acquired vehicle parameter information satisfies the first preset direct drive control strategy, control the engine 220 to operate in the high-efficiency operation range, and control the first synchronizer 12 to engage the first driving gear 1a, and form a first mechanical transmission path through the engine 220, the first clutch 241, the first input shaft 11, the first driving gear 1a, the first driven gear 1b, the first output shaft 20, and the first differential 230 to enter the first preset direct drive control mode. That is, at this time, the engine 220 can be connected to the first differential 230 through the first input shaft 11 and the first output shaft 20. Further, the first input shaft 11 and the first output shaft 20 are connected in transmission through the first driving gear 1a and the first driven gear 1b. At this time, the engine 220 can directly output power through the first input shaft 11 and the first output shaft 20. The first output shaft 20 is provided with a first output gear 27 , the first differential 230 is provided with a differential driven gear 231 , and the first output gear 27 is meshed with the differential driven gear 231 for transmission.

[0065] In this embodiment, the first driving gear 1a and the first driven gear 1b are the third mechanical gear of this embodiment, and the speed ratio range is 2-3, which is equivalent to the speed ratio between the sixth gear and the seventh gear in the related art. This embodiment sets the third mechanical gear to meet the high-speed driving demand of the vehicle.

[0066] To explain the present embodiment in more detail, the first driving gear 1a and the first driven gear 1b in the present embodiment are high-speed gear pairs. The vehicle parameter information includes: vehicle speed. In addition, the preset direct drive control strategy in the present embodiment includes: when the vehicle speed is higher than a second preset threshold value (for example: 75km / h), it is determined that the vehicle parameter information meets the preset direct drive control strategy.

[0067] like Figure 1-Figure 4 As shown, the controller is also configured to: when the acquired vehicle parameter information satisfies the first preset parallel control strategy, control the engine 220 to operate in a high-efficiency operating range, and control the first synchronizer 12 to engage the first driving gear 1a, and form a first mechanical transmission path through the engine 220, the first clutch 241, the first input shaft 11, the first driving gear 1a, the first driven gear 1b, the first output shaft 20, and the first differential 230, and form a first electric transmission path through the first motor 210, the second output shaft 30 and the first differential 230 to enter the first preset parallel control mode.

[0068] That is to say, at this time, the first motor 210 and the engine 220 can drive the first differential 230 at the same time. Specifically, the engine 220 realizes transmission connection with the first differential 230 through the first clutch 241, the first input shaft 11, the first driving gear 1a, the first driven gear 1b, the first output shaft 20 and the first differential 230, and the first motor 210 can provide power to the first differential 230 through the second output shaft 30. In this way, under the first preset parallel control mode, the first motor 210 can adjust the speed, so that the differential driven gear 231 can synchronously receive the power from the engine 220 and the first motor 210 in a balanced manner, thereby improving the smoothness and coordination of the transmission. In addition, the first electric transmission path is short and the transmission efficiency is high.

[0069] When the first preset parallel control strategy is satisfied according to the vehicle parameter information, the present embodiment controls the engine 220 to operate in the high-efficiency operation range, and controls the first coupling device 32 to engage the series driving gear 13. Therefore, when the energy output by the engine 220 is lower than the energy required for driving, there is no need to increase the speed of the engine 220, and energy compensation can be directly performed through the second motor 250, thereby increasing the time for the engine 220 to operate in the high-efficiency operation range, reducing the possibility of the engine 220 operating at high and low speeds, and thus extending the service life of the engine 220. In addition, the second motor 250 performs energy compensation through the electric transmission path, and since the transmission path of the electric transmission path is short, the energy loss of the whole vehicle is further reduced.

[0070] like Figure 1-Figure 4As shown, the controller is further configured to: when the acquired vehicle parameter information satisfies the first preset pure electric control strategy, a first electric transmission path is formed through the first motor 210, the second output shaft 30 and the first differential 230 to enter the first preset pure electric control mode. In other words, the power generated by the first motor 210 can be output to the first differential 230 through the second output shaft 30, so that the vehicle can be driven purely by electricity. Among them, there are fewer intermediate transmission components in this path, and the transmission efficiency is high.

[0071] This embodiment only forms a gear pair through the motor output gear and a gear on the output shaft. The gear of the output shaft and the second gear pair of the driven gear of the second differential 260 can achieve pure electric drive. Therefore, compared with the existing pure electric drive path, the pure electric drive path of this embodiment is shorter, so that the transmission loss between gears is reduced, thereby reducing the energy loss of the entire vehicle.

[0072] like Figure 1-Figure 4 As shown, the controller is also configured to: when the acquired vehicle parameter information satisfies the preset first preset power-assisting control strategy, control the engine 220 to operate in the high-efficiency operating range, and control the first synchronizer 12 to engage the first driving gear 1a, and form a first mechanical transmission path through the engine 220, the first clutch 241, the first input shaft 11, the first synchronizer 12, the first driving gear 1a, the first driven gear 1b, the first output shaft 20, and the first differential 230, and form a first power-assisting transmission path through the first motor 210, the transmission device, the series driving gear 13, the first input shaft 11, the first synchronizer 12, the first driving gear 1a, the first driven gear 1b, the first output shaft 20, and the first differential 230 to enter the first preset power-assisting control mode. That is to say, the engine 220 can be transmitted to the first differential 230 through the first input shaft 11 and the first output shaft 20, and the first motor 210 can also be transmitted to the first differential 230 through the transmission device, the serial driving gear 13, the first input shaft 11, the first synchronizer 12, the first driving gear 1a, the first driven gear 1b, the first output shaft 20, and the first differential 230, so as to form a first power-assisted transmission path. In other words, the two parts of power are coupled at the first differential 230 and output in common. In the gear hybrid mode, the first motor 210 can be adjusted in speed, so that the first differential 230 can receive the power from the engine 220 and the first motor 210 in a balanced and synchronous manner, thereby improving the smoothness and coordination of the transmission.

[0073] When the present embodiment determines that the first preset power-assisting control strategy is satisfied according to the vehicle parameter information, the engine 220 is controlled to operate in a high-efficiency operating range, and the third synchronizer 14 is controlled to engage the series driving gear 13. Therefore, when the energy output by the engine 220 is lower than the energy required for driving, there is no need to increase the speed of the engine 220, and energy compensation can be performed directly through the second motor 250, thereby increasing the time that the engine 220 operates in the high-efficiency operating range, reducing the possibility of the engine 220 running at high speed and low speed, and thus extending the service life of the engine 220.

[0074] On the basis of this embodiment, the first driving gear 1a and the first driven gear 1b of this embodiment are a high-speed gear pair. On the basis of the engine 220 driving the high-speed gear pair, energy is supplied in the form of power assistance through the second motor 250, thereby improving the high-speed and stable output performance of the whole vehicle.

[0075] join Figure 1-Figure 4 As shown, the controller is also configured to: when the acquired vehicle parameter information satisfies the second preset direct drive control strategy, control the engine 220 to work, and form a second mechanical transmission path through the engine 220, the second clutch 242, the second input shaft 15, the main second driving gear 3a, the main second driven gear 3b, the second synchronizer 26, the first output shaft 20, and the first differential 230 to enter the second preset direct drive control strategy mode. That is, at this time, the engine 220 can be connected to the first differential 230 through the second input shaft 15 and the first output shaft 20. Further, the second input shaft 15 and the first output shaft 20 are connected to each other through the main second driving gear 3a and the main second driven gear 3b.

[0076] In this embodiment, the second main driving gear 3a and the second main driven gear 3b are the second mechanical gear of this embodiment, and the speed ratio range is 4-5, which is equivalent to the speed ratio between the fourth gear and the fifth gear in the related art.

[0077] To explain the present embodiment in more detail, the main second driving gear 3a and the main second driven gear 3b in the present embodiment may be a medium-speed gear pair. The vehicle parameter information includes: vehicle speed. In addition, the preset direct drive control strategy in the present embodiment includes: when the vehicle speed is higher than a first preset threshold value (e.g., 40 km / h) and lower than a second preset threshold value (e.g., 75 km / h), it is determined that the vehicle parameter information satisfies the preset direct drive control strategy.

[0078] This embodiment sets the main second-gear mechanical gear position to meet the vehicle's medium-speed driving requirements.

[0079] like Figure 1-Figure 4As shown, the controller is also configured to: when the acquired vehicle parameter information satisfies the second preset parallel control strategy, control the engine 220 to operate in a high-efficiency operating range, and control the second synchronizer 26 to engage the main second driven gear 3b, and form a second mechanical transmission path through the engine 220, the second clutch 242, the second input shaft 15, the main second driving gear 3a, the main second driven gear 3b, the second synchronizer 26, the first output shaft 20, and the first differential 230, and form a first electric transmission path through the first motor 210, the second output shaft 30 and the first differential 230 to enter the second preset parallel control mode. That is to say, at this time, the first motor 210 and the engine 220 can drive the first differential 230 at the same time. Specifically, the engine 220 realizes transmission connection with the first differential 230 through the second clutch 242, the second input shaft 15, the main second driving gear 3a, the main second driven gear 3b and the first output shaft 20, and the first motor 210 can provide power to the first differential 230 through the second output shaft 30. In this way, under the second preset parallel control mode, the first motor 210 can adjust the speed, so that the differential driven gear 231 can synchronously receive the power from the engine 220 and the first motor 210 in a balanced manner, thereby improving the smoothness and coordination of the transmission.

[0080] When the second preset parallel control strategy is satisfied according to the vehicle parameter information, the present embodiment controls the engine 220 to operate in the high-efficiency operation range, and controls the third synchronizer 14 to engage the series driving gear 13. Therefore, when the energy output by the engine 220 is lower than the energy required for driving, there is no need to increase the speed of the engine 220, and energy compensation can be performed directly through the second motor 250, thereby increasing the time for the engine 220 to operate in the high-efficiency operation range, reducing the possibility of the engine 220 operating at high and low speeds, and thus extending the service life of the engine 220. In addition, the second motor 250 performs energy compensation through the electric transmission path, and since the transmission path of the electric transmission path is short, the energy loss of the whole vehicle is further reduced.

[0081] In addition, the controller is also configured to: when the acquired vehicle parameter information satisfies the preset second preset power-assisting control strategy, control the engine 220 to operate in the high-efficiency operating range, and control the second synchronizer 26 to engage the second driven gear, and form a second mechanical transmission path through the engine 220, the second clutch 242, the second input shaft 15, the main second driving gear 3a, the main second driven gear 3b, the second synchronizer 26, the first output shaft 20, and the first differential 230, and form a second power-assisting transmission path through the first motor 210, the transmission device, the series driving gear 13, the third synchronizer 14, the first input shaft 11, the first clutch 241, the second clutch 242, the second input shaft 15, the main second driving gear 3a, the main second driven gear 3b, the second synchronizer 26, the first output shaft 20, and the first differential 230 to enter the second preset power-assisting control mode.

[0082] That is to say, the first synchronizer 12 engages with the series driving gear 13, and the second synchronizer 26 engages with the second driven gear. In this arrangement, the engine 220 can realize the second mechanical transmission path through the second clutch 242, the second input shaft 15, the second synchronizer 26, the main second driving gear 3a, the main second driven gear 3b, the first output shaft 20 and the first differential 230, and the first motor 210 can realize the second power-assisted transmission path through the transmission device, the series driving gear 13, the first synchronizer 12, the second input shaft 15, the second synchronizer 26, the main second driving gear 3a, the main second driven gear 3b, the first output shaft 20, and the first differential 230. The power of the engine 220 and the first motor 210 is engaged at the first differential 230, so as to enter the second preset power-assisted control mode. In this arrangement, the first motor 210 can be speed-regulated, so that the first differential 230 can receive the power from the engine 220 and the first motor 210 in a balanced and synchronous manner, thereby improving the smoothness and coordination of the transmission.

[0083] In addition, the present case also has other power-assisted transmission paths, specifically: the engine 220, the second clutch 242, the second input shaft 15, the main second driving gear 3a, the main second driven gear 3b, the second synchronizer 26, the first output shaft 20, and the first differential 230 form a second mechanical transmission path, and the second mechanical transmission path is realized through the first motor 210, the transmission device, the series driving gear 13, the third synchronizer 14, the first input shaft 11, the first synchronizer 12, the auxiliary second driving gear 2a, the auxiliary second driven gear 2b, the first output shaft 20 and the first differential 230 to enter the second preset power-assisted control mode.

[0084] When the present embodiment determines that the second preset power-assistance control strategy is satisfied according to the vehicle parameter information, the engine 220 is controlled to operate in the high-efficiency operation range, and the third synchronizer 14 is engaged with the series driving gear 13, and the second synchronizer 26 is controlled to engage with the main second driving gear 3a. Therefore, when the energy output by the engine 220 is lower than the energy required for driving, there is no need to increase the speed of the engine 220, and energy compensation can be directly performed through the second motor 250, thereby increasing the time that the engine 220 operates in the high-efficiency operation range, reducing the possibility of the engine 220 operating at high speed and low speed, and thus extending the service life of the engine 220.

[0085] In addition, the controller is also configured to: when the acquired vehicle parameter information satisfies the second preset collaborative control strategy, control the engine 220 to operate in a high-efficiency operating range, and control the second synchronizer 26 to engage the main second driven gear 3b, and form a second mechanical transmission path through the engine 220, the second clutch 242, the second input shaft 15, the main second driving gear 3a, the main second driven gear 3b, the second synchronizer 26, the first output shaft 20, and the first differential 230, and form a power generation transmission path through the engine 220, the first clutch 241, the first input shaft 11, the series driving gear 13, the transmission device, the first motor 210, and the power battery 270 to enter the second preset collaborative control strategy mode.

[0086] With such a configuration, when the engine 220 is connected to the second input shaft 15 through the second clutch 242, the second input shaft 15 can transmit power to the series driving gear 13 through the first synchronizer 12, and the series driving gear 13 then transmits power to the first motor 210 through the transmission device, so that the first motor 210 can generate electricity and transmit the electricity to the power battery 270 to form a power generation transmission path. In addition, the second input shaft 15 can also be meshed and transmitted through the main second driving gear 3a and the main second driven gear 3b, and transmit power to the first differential 230 through the first output shaft 20 to form a second mechanical transmission path. The second mechanical transmission path and the power generation transmission path can work together to form a second preset cooperative control strategy mode. At this time, the engine 220 can output power through the main second driving gear 3a, and generate electricity through the series driving gear 13. That is, the power generation of the first motor 210 is achieved without affecting the normal driving of the vehicle.

[0087] When the present embodiment determines that the second preset collaborative control strategy is satisfied according to the vehicle parameter information, the engine 220 is controlled to operate in the high-efficiency operation range, and the third synchronizer 14 is engaged with the series driving gear 13, and the second synchronizer 26 is controlled to engage with the second driven gear. Therefore, when the energy output by the engine 220 is higher than the energy required for driving, a part of the energy is used to drive the vehicle, and the remaining energy is converted into electrical energy by the second motor 250 and output to the power battery 270 to charge the power battery 270, thereby improving the effective utilization rate of the energy of the engine 220.

[0088] It should be noted that the vehicle parameter information in this embodiment may be electrical power.

[0089]

[0090]

[0091] The controller is configured to: when the acquired vehicle parameter information satisfies the third preset direct drive control strategy, control the engine 220 to work and the second synchronizer 26 to engage the third driven gear 4b, and form a third mechanical transmission path through the engine 220, the second clutch 242, the second input shaft 15, the third driving gear 4a, the third driven gear 4b, the second synchronizer 26, the first output shaft 20, and the first differential 230 to enter the third preset direct drive control mode. That is, at this time, the engine 220 can be connected to the first differential 230 through the first input shaft 11 and the first output shaft 20. Further, the first input shaft 11 and the first output shaft 20 are connected to each other through the third driving gear 4a and the third driven gear 4b. Among them, the third synchronizer 14 is meshed with the third driven gear 4b.

[0092] And, the controller is further configured to: when the acquired vehicle parameter information satisfies the switching from the preset series control strategy to the third preset direct drive control strategy, control the engine 220 to work, the first clutch 241 to be disconnected and the second clutch 242 to be engaged, the third synchronizer 14 to be disconnected from the series driving gear 13, and the second synchronizer 26 to be engaged with the third driven gear 4b. That is to say, when the preset series control strategy is run, a series transmission path is formed by the engine 220, the first clutch 241, the first input shaft 11, the series driving gear 13, the transmission device, the first motor 210, the power battery 270, the second motor 250, and the first differential 230. When the third preset direct drive control strategy is run, a third mechanical transmission path is formed by the engine 220, the second clutch 242, the second input shaft 15, the third driving gear 4a, the third driven gear 4b, the second synchronizer 26, the first output shaft 20, and the first differential 230. That is, when the preset series control strategy is switched to the third preset direct drive control strategy, it is only necessary to disconnect the first clutch 241 and engage the second clutch 242, disconnect the third synchronizer 14 from the series driving gear 13, and engage the second synchronizer 26 with the third driven gear 4b. In this way, the gear shifting of the transmission 100 is smoother and more convenient for the control of the transmission 100.

[0093] In this embodiment, the third driving gear 4a and the third driven gear 4b are the first mechanical gear of this embodiment, and the speed ratio range is 7-9, which is equivalent to the speed ratio between the second gear and the third gear in the related art.

[0094] In addition, when the vehicle of this embodiment is running at a low speed (<45km / h), it runs in the series control mode, and only the medium-speed gear pair, the high-speed gear pair and the rapid acceleration gear pair need to be retained, so as to meet the entire driving needs of the vehicle. This embodiment uses a first-gear mechanical gear as a rapid acceleration gear pair to achieve acceleration transmission. Therefore, compared with the gear pair of the transmission 100 in the related art, this embodiment reduces the number of gear pairs required, which not only reduces the volume of the transmission 100, but also reduces the cost of the transmission 100.

[0095] Furthermore, the controller is also configured to: when the acquired vehicle parameter information satisfies the third preset parallel control strategy, control the engine 220 to operate in a high-efficiency operating range, control the second synchronizer 26 to engage the third driven gear 4b, and form a third mechanical path through the engine 220, the second clutch 242, the second input shaft 15, the third driving gear 4a, the third driven gear 4b, the second synchronizer 26, the first output shaft 20, and the first differential 230, and form a first electric transmission path through the first motor 210, the second output shaft 30 and the first differential 230 to enter the third preset parallel control mode. That is, at this time, the first motor 210 and the engine 220 can drive the first differential 230 at the same time. Specifically, the engine 220 realizes transmission connection with the first differential 230 through the second clutch 242, the second input shaft 15, the third driving gear 4a, the third driven gear 4b, the first output shaft 20 and the first differential 230, and the first motor 210 can provide power to the first differential 230 through the second output shaft 30. In this way, under the third preset parallel control mode, the first motor 210 can adjust the speed, so that the differential driven gear 231 can synchronously receive the power from the engine 220 and the first motor 210 in a balanced manner, thereby improving the smoothness and coordination of the transmission.

[0096] To explain this embodiment in more detail, in this embodiment, the vehicle parameter information includes: vehicle speed. In addition, the preset parallel control strategy in this embodiment includes: when the vehicle speed is higher than a first preset threshold (e.g., 40 km / h) and lower than a second preset threshold (e.g., 75 km / h), it is determined that the vehicle parameter information satisfies the preset parallel control strategy.

[0097] The third driving gear 4a and the third driven gear 4b of this embodiment are a rapid acceleration gear pair. On the basis of the engine 220 driving the rapid acceleration gear pair, energy is supplied by the second motor 250 in parallel, thereby improving the 100-meter rapid acceleration performance of the whole vehicle.

[0098] When the third preset parallel control strategy is satisfied according to the vehicle parameter information, the present embodiment controls the engine 220 to operate in the high-efficiency operation range, and controls the second synchronizer 26 to engage the third driven gear 4b. Therefore, when the energy output by the engine 220 is lower than the energy required for driving, there is no need to increase the speed of the engine 220, and energy compensation can be performed directly through the second motor 250, thereby increasing the time for the engine 220 to operate in the high-efficiency operation range, reducing the possibility of the engine 220 operating at high and low speeds, and thus extending the service life of the engine 220. In addition, the second motor 250 performs energy compensation through the electric transmission path, and since the transmission path of the electric transmission path is short, the energy loss of the whole vehicle is further reduced.

[0099] In addition, the controller is also configured to: when the acquired vehicle parameter information satisfies the third preset power-assisting control strategy, control the engine 220 to operate in a high-efficiency operating range, control the second synchronizer 26 to engage the third driven gear 4b, and form a third mechanical path through the engine 220, the second clutch 242, the second input shaft 15, the third driving gear 4a, the third driven gear 4b, the second synchronizer 26, the first output shaft 20, and the first differential 230, and form a third transmission path through the first motor 210, the transmission device, the series driving gear 13, the first input shaft 11, the first clutch 241, the second clutch 242, the second input shaft 15, the third driving gear 4a, the third driven gear 4b, the second synchronizer 26, the first output shaft 20, and the first differential 230 to enter the third preset power-assisting control mode.

[0100] That is, the first motor 210 can realize the third transmission path through the transmission device, the serial driving gear 13, the first input shaft 11, the first clutch 241, the second clutch 242, the second input shaft 15, the third driving gear 4a, the third driven gear 4b, the second synchronizer 26, the first output shaft 20, and the first differential 230, that is, the first motor 210 is transmitted to the first differential 230 through the second output shaft 30, the first input shaft 11, the second input shaft 15 and the first output shaft 20, so as to realize the third transmission path, and then engage the third mechanical transmission path of the engine 220, so as to realize the third preset power assist control mode. In this mode, the first motor 210 can be adjusted in speed, so that the first differential 230 can receive the power from the engine 220 and the first motor 210 in a balanced and synchronous manner, thereby improving the smoothness and coordination of the transmission.

[0101] When this embodiment determines that the third preset power-assisting control strategy is satisfied based on the vehicle parameter information, the engine 220 is controlled to operate in a high-efficiency operating range, and the second synchronizer 26 engages the third driven gear 4b. Therefore, when the energy output by the engine 220 is lower than the energy required for driving, there is no need to increase the speed of the engine 220, and energy compensation can be performed directly through the second motor 250, thereby increasing the time that the engine 220 operates in the high-efficiency operating range, reducing the possibility of the engine 220 running at high and low speeds, and thus extending the service life of the engine 220.

[0102] On the basis of this embodiment, the third driving gear 4a and the third driven gear 4b of this embodiment are a rapid acceleration gear pair. On the basis of the engine 220 driving the rapid acceleration gear pair, energy is supplied in the form of power assistance through the second motor 250, thereby improving the 100-meter rapid acceleration performance of the whole vehicle.

[0103] The controller is also configured to: when the acquired vehicle parameter information satisfies the third preset collaborative control strategy, control the engine 220 to operate in a high-efficiency operating range and control the second synchronizer 26 to engage the third driven gear 4b, and form a third mechanical transmission path through the engine 220, the second clutch 242, the second input shaft 15, the third driving gear 4a, the third driven gear 4b, the second synchronizer 26, the first output shaft 20, and the first differential 230, and form a power generation transmission path through the engine 220, the first clutch 241, the first input shaft 11, the series driving gear 13, the transmission device, the first motor 210, and the power battery 270 to enter the third preset collaborative control strategy mode.

[0104] That is to say, the first input shaft 11 can transmit power to the series driving gear 13 through the first synchronizer 12, and the series driving gear 13 then transmits power to the first motor 210 through the transmission device, so that the first motor 210 can generate electricity and transmit the electricity to the power battery 270 to form a power generation transmission path. In addition, the second input shaft 15 can also transmit power to the third driving gear 4a through the second synchronizer 26, and the third driving gear 4a is meshed with the third driven gear 4b for transmission, and transmits power to the first differential 230 through the first output shaft 20 to form a third mechanical transmission path. The third mechanical transmission path and the power generation transmission path can work together to form a third preset cooperative control strategy mode. At this time, the engine 220 can output power to the third driving gear 4a, and generate electricity through the series driving gear 13. That is, the power generation of the first motor 210 is achieved without affecting the normal driving of the vehicle.

[0105] When this embodiment determines that the third preset collaborative control strategy is satisfied based on the vehicle parameter information, the engine 220 is controlled to operate in a high-efficiency operating range, and the second synchronizer 26 is controlled to engage the third driven gear 4b. Therefore, when the energy output by the engine 220 is higher than the energy required for driving, a portion of the energy is used to drive the vehicle, and the remaining energy is converted into electrical energy through the second motor 250 and output to the power battery 270 to charge the power battery 270, thereby improving the effective utilization rate of the energy of the engine 220.

[0106] It should be noted that the vehicle parameter information in this embodiment may be electrical power.

[0107] Power Working Mode Function C＜70％ Preset collaborative control mode Drive and power generation synergy C≥70％ Pure electric control mode Pure electric drive

[0108] The controller is also configured to: when the acquired vehicle parameter information satisfies the second preset pure electric control strategy, a second pure electric transmission path is formed through the first motor 210, the transmission device, the series driving gear 13, the first synchronizer 12, the first input shaft 11, the first clutch 241, the second clutch 242, the second input shaft 15, the main second driving gear 3a, the main second driven gear 3b, the second synchronizer 26, the first output shaft 20, and the first differential 230 to enter the second preset pure electric control mode. In other words, the power generated by the first motor 210 can be output to the first differential 230 through the first input shaft 11, the second input shaft 15 and the first output shaft 20, so that the pure electric drive of the vehicle can be realized. Further, the second synchronizer 26 on the first output shaft 20 is engaged with the main second driven gear 3b, so that the transmission between the first input shaft 11 and the first output shaft 20 is realized through the main second driving gear 3a and the main second driven gear 3b.

[0109] The controller is further configured to: when the acquired vehicle parameter information satisfies the third preset pure electric control strategy, a third pure electric transmission path is formed through the first motor 210, the transmission device, the series driving gear 13, the first input shaft 11, the secondary second driving gear 2a, the secondary second driven gear 2b, the first output shaft 20, and the first differential 230 to enter the third preset pure electric control mode. In this way, the transmission is realized between the first input shaft 11 and the first output shaft 20 through the secondary second driving gear 2a and the secondary second driven gear 2b.

[0110] Alternatively, the controller is further configured to: when the acquired vehicle parameter information satisfies the preset fourth preset pure electric control strategy, a fourth pure electric transmission path is formed through the first motor 210, the transmission device, the series driving gear 13, the first synchronizer 12, the first input shaft 11, the first clutch 241, the second clutch 242, the second input shaft 15, the third driving gear 4a, the third driven gear 4b, the second synchronizer 26, the first output shaft 20, and the first differential 230 to enter the fourth preset pure electric control mode. In other words, the power generated by the first motor 210 can be output to the first differential 230 through the first input shaft 11, the second input shaft 15 and the first output shaft 20, so that the pure electric drive of the vehicle can be realized. Specifically, the second synchronizer 26 on the first output shaft 20 is engaged with the third driven gear 4b, so that the transmission between the first input shaft 11 and the first output shaft 20 is realized through the third driving gear 4a and the third driven gear 4b.

[0111] Among them, the first motor 210 is provided with a motor output shaft 211, and the motor output shaft 211 is transmission-connected with the second output shaft 30, and the transmission device includes: a series driven gear 31 and a transmission chain, the series driven gear 31 is provided on the motor output shaft 211, the first end of the transmission chain is connected with the series driving gear 13, and the second end of the transmission chain is connected with the series driven gear 31. In other words, the motor output shaft 211 and the first input shaft 11 can directly realize power transmission through the series driven gear 31 and the series driving gear 13, and the series driven gear 31 and the series driving gear 13 are connected through the transmission chain, so there is no need to drag a secondary shaft gear when generating electricity in series, which can avoid the problem of low efficiency of series power generation.

[0112] In this embodiment, the pure electric transmission drive paths include at least three, and different pure electric control modes are intelligently entered according to different needs to meet different vehicle driving requirements.

[0113] For example: when a short transmission path and low transmission loss are required, the vehicle is controlled to enter the first preset pure electric control mode. When a long transmission path and a large output speed ratio are required, the vehicle is controlled to enter the second preset pure electric control mode. When a long transmission path and a moderate output speed ratio are required, the vehicle is controlled to enter the third preset pure electric control mode.

[0114] like Figure 1-Figure 4 As shown, the transmission device includes: a series driven gear 31 and a first coupling 32, the series driven gear 31 and the first coupling 32 are arranged on the second output shaft 30, the first coupling 32 is used to engage the series driven gear 31, and the series driven gear 31 is meshed with the series driving gear 13. In this way, the first coupling 32 can selectively synchronize the series driven gear 31 with the second output shaft 30. For example, when the first coupling 32 disconnects the series driven gear 31 from the second output shaft 30, the power transmission between the first motor 210 and the first differential 230 can be directly achieved through the second output shaft 30, that is, there is no need to achieve power transmission through the first input shaft 11 or the second input shaft 15. For another example, when the first coupling 32 engages the series driven gear 31 with the second output shaft 30, the first motor 210 can achieve power transmission with the first input shaft 11.

[0115] In addition, if Figure 1 and Figure 2As shown, the transmission device further includes: a first transmission gear 34 and a second transmission gear 212, the first transmission gear 34 is arranged on the second output shaft 30, the second transmission gear 212 is arranged on the motor output shaft 211, the first transmission gear 34 and the second transmission gear 212 are meshed, the second output shaft 30 is provided with a second output gear 35, and the series driven gear 31 and the second output gear 35 are arranged on both sides of the first coupling 32. That is, the first coupling 32 can selectively engage the series driven gear 31 and the second output gear 35. For example, when the first coupling 32 is to be engaged with the second output gear 35, the power transmission between the first motor 210 and the first differential 230 can be directly realized through the second output gear 35 and the differential driven gear 231, that is, there is no need to realize power transmission through the first input shaft 11 or the second input shaft 15. For another example, when the first clutch 32 is engaged with the series driven gear 31 , the series driven gear 31 is meshed and driven with the series driving gear 13 , thereby achieving power transmission between the first motor 210 and the second input shaft 15 .

[0116] Or, if Figure 3 As shown, the transmission device further includes: a first transmission gear 34 and a second transmission gear 212, the first transmission gear 34 is arranged on the second output shaft 30, the second transmission gear 212 is arranged on the motor output shaft 211, the first transmission gear 34 and the second transmission gear 212 are meshed, the second output shaft 30 is provided with a second output gear 35 and a second coupling 33, and the second coupling 33 is used to engage the second output gear 35. That is, two couplings are arranged on the second output shaft 30, namely the first coupling 32 and the second coupling 33. In this way, when the first coupling 32 is meshed with the series driven gear 31, the series driven gear 31 is meshed and transmitted with the series driving gear 13, so that the power transmission between the first motor 210 and the second input shaft 15 can be realized. Alternatively, when the second coupling 33 is engaged with the second output gear 35 , power can be transmitted directly between the first motor 210 and the first differential 230 through the second output gear 35 and the differential driven gear 231 , i.e., power transmission does not need to be achieved through the first input shaft 11 or the second input shaft 15 .

[0117] In addition, the first coupling device 32 includes at least one of a clutch and a synchronizer. Figure 1-Figure 3 As shown, the first coupling 32 may be a synchronizer, which not only ensures normal mode switching of the power system S, but also acts as a buffer to avoid rigid collision between the series driven gear 31 and the second output shaft 30. Alternatively, as Figure 4As shown, the first coupler 32 can be a clutch, wherein the clutch torque capacity is relatively large and can bear slip conditions. Therefore, when the power system S switches between the series power generation mode and the parallel drive mode, the control accuracy of the speed and torque of the first motor 210 does not need to be as high as when the first coupler 32 is a synchronizer, which is beneficial to the mode switching control of the power system S and reduces damage to the transmission 100.

[0118] The vehicle according to the second embodiment of the present invention includes the power system S of the above embodiment. When the vehicle is in a low speed state, that is, the vehicle speed is lower than 40 km / h, the power system S operates in a series power generation mode. In this mode, the engine 220 operates in a high efficiency zone, and the power of the engine 220 is used to generate electricity. In addition, when the vehicle's power storage capacity is higher than the preset power balance point value, for example, 70% or 80%, the power system S switches from the series power generation mode to the pure electric drive mode, that is, at this time, the vehicle is driven by the first motor 210 to achieve driving, thereby achieving the purpose of reducing the overall energy consumption of the vehicle.

[0119] If the vehicle speed is at a medium speed, that is, the vehicle speed is between 40-75 km / h, the series charging mode is switched to the parallel driving mode, that is, the power system S can be in the main second gear at this time. Alternatively, when the vehicle speed reaches a high speed state, that is, the vehicle speed is higher than 75 km / h, the power system S can be switched from the main second gear of the parallel mode to the auxiliary second gear.

[0120] That is, when the vehicle is running at a low speed, the power of the engine 220 and the first motor 210 are connected in series to drive and store electricity; when the vehicle is running at a medium speed or a high speed, the power of the engine 220 and the first motor 210 are connected in parallel to drive the vehicle. Therefore, the power system S omits the mechanical gear of the low gear, which not only reduces the cost of the power system S, but also reduces the switching control between gears, thereby reducing the control complexity.

[0121] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships 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 referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as limiting the present invention.

[0122] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials, or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example.

[0123] Although the embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the claims and their equivalents.

Claims

1. A power system, characterized in that: include: engine; A dual clutch, the dual clutch comprising a first clutch and a second clutch; A transmission, the transmission comprising a first input shaft, a second input shaft and a first output shaft, the first input shaft being selectively connected to the engine through the first clutch, the second input shaft being selectively connected to the engine through the second clutch, the first input shaft being provided with a first synchronizer, a first driving gear and a secondary second driving gear, the first driving gear being provided on a first side of the first synchronizer and the secondary second driving gear being provided on a second side of the first synchronizer, a main second driving gear and a third driving gear being provided on the second input shaft, a first driven gear, a secondary second driven gear, a main second driven gear, a third driven gear and a second synchronizer being provided on the first output shaft, the main second driven gear being provided on a first side of the second synchronizer and the third driven gear being provided on a second side of the second synchronizer; A first differential, the first differential being drivingly connected to the first output shaft; The main second driving gear and the main second driven gear form a first gear pair, and the auxiliary second driving gear and the auxiliary second driven gear form a second gear pair, and the speed ratio of the first gear pair is the same as that of the second gear pair.

2. The power system according to claim 1, characterized in that: It also includes: The controller is configured to: when a gear switching instruction is obtained and the current gear is the second gear and the gear to be switched is the third gear, first control the first synchronizer to engage with the auxiliary second driving gear to achieve switching from the second gear to the auxiliary second gear, and then control the second synchronizer to engage with the third driven gear to achieve switching from the auxiliary second gear to the third gear.

3. The power system according to claim 2, characterized in that: The power system further comprises: First motor; A power battery, a first end of the power battery is connected to the first motor; a second motor connected to a second end of the power battery; a second differential, the second differential being connected to the second motor; The transmission also includes: A serial driving gear, the serial driving gear being arranged on the first input shaft; A transmission device, wherein a first end of the transmission device is transmission-connected to the series driving gear, and a second end of the transmission device is transmission-connected to the first motor; a second output shaft, the first motor is drivingly connected to the second output shaft, and the second output shaft is drivingly connected to the first differential; The controller is also configured to: when the acquired vehicle parameter information satisfies a preset series control strategy, control the engine to operate in a high-efficiency operating range, and form a series transmission path through the engine, the first clutch, the first input shaft, the series driving gear, the transmission device, the first motor, the power battery, the second motor, and the second differential to enter a preset series control mode.

4. The power system according to claim 3, characterized in that: The series driving gear is fixedly arranged on the first input shaft, or, The transmission further includes a third synchronizer, the series driving gear is sleeved on the first input shaft, and the series driving gear is selectively engaged with the third synchronizer.

5. The power system according to claim 4, characterized in that: The controller is also configured to: when the acquired vehicle parameter information satisfies a first preset parallel control strategy, control the engine to operate in a high-efficiency operating range, control the first synchronizer to engage the first driving gear, and form a first mechanical transmission path through the engine, the first clutch, the first input shaft, the first driving gear, the first driven gear, the first output shaft, and the first differential, and form a first electric transmission path through the first motor, the second output shaft, and the first differential, so as to enter a first preset parallel control mode.

6. The power system according to claim 3, characterized in that: The controller is also configured to: when the acquired vehicle parameter information satisfies a preset first preset power-assist control strategy, control the engine to operate in a high-efficiency operating range and control the first synchronizer to engage the first driving gear, and form a first mechanical transmission path through the engine, the first clutch, the first input shaft, the first synchronizer, the first driving gear, the first driven gear, the first output shaft, and the first differential, and form a first power-assist transmission path through the first motor, the transmission device, the series driving gear, the first input shaft, the first synchronizer, the first driving gear, the first driven gear, the first output shaft, and the first differential to enter a first preset power-assist control mode.

7. The power system according to claim 3, characterized in that: The controller is also configured to: when the acquired vehicle parameter information satisfies a second preset parallel control strategy, control the engine to operate in a high-efficiency operating range, and control the second synchronizer to engage the main second driven gear, and form a second mechanical transmission path through the engine, the second clutch, the second input shaft, the main second driving gear, the main second driven gear, the second synchronizer, the first output shaft, and the first differential, and form a first electric transmission path through the first motor, the second output shaft, and the first differential, so as to enter a second preset parallel control mode.

8. The power system according to claim 3, characterized in that: The controller is also configured to: when the acquired vehicle parameter information satisfies a preset second preset power-assist control strategy, control the engine to operate in a high-efficiency operating range and control the second synchronizer to engage the main second driven gear, and form a second mechanical transmission path through the engine, the second clutch, the second input shaft, the main second driving gear, the main second driven gear, the second synchronizer, the first output shaft, and the first differential, and form a second power-assist transmission path through the first motor, the transmission device, the series driving gear, the first input shaft, the first clutch, the second clutch, the second input shaft, the main second driving gear, the main second driven gear, the second synchronizer, the first output shaft, and the first differential to enter a second preset power-assist control mode.

9. The power system according to claim 3, characterized in that: The controller is also configured to: when the acquired vehicle parameter information satisfies a second preset collaborative control strategy, control the engine to operate in a high-efficiency operating range and control the second synchronizer to engage the main and second driven gears, and form a second mechanical transmission path through the engine, the second clutch, the second input shaft, the main and second driving gears, the main and second driven gears, the second synchronizer, the first output shaft, and the first differential, and form a power generation transmission path through the engine, the first clutch, the first input shaft, the series driving gear, the transmission device, the first motor, and the power battery to enter the second preset collaborative control strategy mode.

10. The power system according to claim 3, characterized in that: The controller is also configured to: when the acquired vehicle parameter information satisfies the third preset parallel control strategy, control the engine to operate in a high-efficiency operating range, control the second synchronizer to engage the third driven gear, and form a third mechanical path through the engine, the second clutch, the second input shaft, the third driving gear, the third driven gear, the second synchronizer, the first output shaft, and the first differential, and form a first electric transmission path through the first motor, the second output shaft and the first differential to enter the third preset parallel control mode.

11. The power system according to claim 3, characterized in that: The controller is also configured to: when the acquired vehicle parameter information satisfies a third preset power-assist control strategy, control the engine to operate in a high-efficiency operating range, control the second synchronizer to engage the third driven gear, and form a third mechanical path through the engine, the second clutch, the second input shaft, the third driving gear, the third driven gear, the second synchronizer, the first output shaft, and the first differential, and form a third transmission path through the first motor, the transmission device, the series driving gear, the first input shaft, the first clutch, the second clutch, the second input shaft, the third driving gear, the third driven gear, the second synchronizer, the first output shaft, and the first differential to enter a third preset power-assist control mode.

12. The power system according to claim 3, characterized in that: The controller is also configured to: when the acquired vehicle parameter information satisfies the third preset collaborative control strategy, control the engine to operate in a high-efficiency operating range and control the second synchronizer to engage the third driven gear, and form a third mechanical transmission path through the engine, the second clutch, the second input shaft, the third driving gear, the third driven gear, the second synchronizer, the first output shaft, and the first differential, and form a power generation transmission path through the engine, the first clutch, the first input shaft, the series driving gear, the transmission device, the first motor, and the power battery to enter the third preset collaborative control strategy mode.

13. The power system according to claim 3, characterized in that: The controller is further configured to: when the acquired vehicle parameter information satisfies a second preset pure electric control strategy, form a second pure electric transmission path through the first motor, the transmission device, the series driving gear, the first input shaft, the first clutch, the second clutch, the second input shaft, the main second driving gear, the main second driven gear, the second synchronizer, the first output shaft, and the first differential to enter a second preset pure electric control mode; or When the acquired vehicle parameter information satisfies the third preset pure electric control strategy, a third pure electric transmission path is formed through the first motor, the transmission device, the series driving gear, the first input shaft, the auxiliary second driving gear, the auxiliary second driven gear, the first output shaft, and the first differential to enter the third preset pure electric control mode; or, The controller is also configured to: when the acquired vehicle parameter information meets the preset fourth preset pure electric control strategy, a fourth pure electric transmission path is formed through the first motor, the transmission device, the series driving gear, the first input shaft, the first clutch, the second clutch, the second input shaft, the third driving gear, the third driven gear, the second synchronizer, the first output shaft, and the first differential to enter the fourth preset pure electric control mode.

14. The power system according to claim 3, characterized in that: The transmission device comprises: a series driven gear and a transmission chain, wherein the series driven gear is arranged on the motor output shaft, a first end of the transmission chain is connected to the series driving gear, and a second end of the transmission chain is connected to the series driven gear.

15. The power system according to claim 3, characterized in that: The transmission device includes: a series driven gear and a first clutch, wherein the series driven gear and the first clutch are arranged on the second output shaft, and the first clutch is used to engage or disengage the series driven gear and the series driving gear.

16. A vehicle, characterized in that: include: The power system according to any one of claims 1 to 15.

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