Powertrain and Vehicles

Abstract

The present invention discloses a power system and a vehicle, the power system includes: an engine; a clutch; a transmission, the transmission includes: a first input shaft and an output shaft, the first input shaft is fixedly provided with a series driving gear and a first driving gear, the output shaft is provided with a coupling and a first driven gear, the coupling is used to couple the output shaft and the first driven gear; a first motor; a first differential; a second motor, the motor output shaft of the second motor is provided with a series driven gear, the series driven gear is transmission-connected with the series driving gear; a power battery, the first end of the power battery is connected to the first motor, and the second end of the power battery is connected to the second motor. The path between the second motor and the engine is short, that is, the transmission connection can be achieved directly through the motor output shaft and the first input shaft, so the transmission loss is small, thereby reducing the energy consumption of the whole vehicle, and the number of components required for the transmission is reduced, thereby reducing the production cost, and the transmission efficiency of the power battery is higher.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicles, 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. Among them, hybrid vehicles can meet the needs of users for long-distance driving as well as short-distance pure electric driving, so hybrid vehicles are favored by more users.

[0003] How to reduce the energy consumption and production cost of hybrid vehicles 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 to reduce the energy consumption and production cost of the whole vehicle.

[0005] The present invention also provides a vehicle.

[0006] According to the first aspect of the present invention, the power system of the embodiment comprises: an engine; a clutch; a transmission, the transmission comprising: a first input shaft and an output shaft, the first input shaft is selectively connected to the engine through the clutch, a series driving gear and a first driving gear are fixedly provided on the first input shaft, a coupling and a first driven gear are provided on the output shaft, the coupling is used to couple the output shaft and the first driven gear; a first motor; a first differential, the first differential is connected to the first motor; a second motor, the motor output shaft of the second motor is provided with a series driven gear, the series driven gear is drivingly connected to the series driving gear; a power battery, a first end of the power battery is connected to the first motor, and a second end of the power battery is connected to the second motor.

[0007] According to the power system of the embodiment of the present invention, the path between the second motor and the engine is short, that is, the transmission connection can be achieved directly through the motor output shaft and the first input shaft. Therefore, the transmission loss is small, thereby reducing the energy consumption of the whole vehicle, and the number of components required for transmission is reduced, thereby reducing the production cost, and the transmission efficiency of the power battery is higher.

[0008] According to some embodiments of the present invention, the power system also includes: a controller, which is 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 control the clutch to disconnect the first driven gear and the output shaft, and form a series transmission path through the engine, the clutch, the first input shaft, the series driving gear, the series driven gear, the second motor, the power battery, the first motor, and the first differential to enter a preset series control mode.

[0009] According to some embodiments of the present invention, the power system also includes a second differential, which is drivingly connected to the output shaft; 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 clutch to couple the first driven gear and the output shaft, and form a first mechanical transmission path through the engine, the clutch, the first input shaft, the first driving gear, the first driven gear, the clutch, the output shaft, and the second differential, and form a first power-assist transmission path through the second motor, the series driven gear, the series driving gear, the first input shaft, the first driving gear, the first driven gear, the clutch, the output shaft, and the second differential to enter a first preset power-assist control mode.

[0010] 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 parallel control strategy, control the engine to operate in a high efficiency operating range, and control the clutch to couple the first driven gear and the output shaft, and form a first mechanical transmission path through the engine, the clutch, the first input shaft, the first driving gear, the first driven gear, the clutch, the output shaft, and the second differential, and form a first electric transmission path through the power battery, the first motor, and the first differential to enter a first preset parallel control mode.

[0011] According to some embodiments of the present invention, the controller is also configured to: when the acquired vehicle parameter information satisfies a first preset collaborative control strategy, control the engine to operate in high-efficiency operation and control the clutch to couple the first driven gear and the output shaft, and form a first mechanical transmission path through the engine, the clutch, the first input shaft, the first driving gear, the first driven gear, the clutch, the output shaft, and the second differential, and form a power generation transmission path through the engine, the clutch, the first input shaft, the series driving gear, the series driven gear, the second motor, and the power battery to enter the first preset collaborative control strategy mode.

[0012] According to some embodiments of the present invention, the clutch is a dual clutch and includes a first clutch and a second clutch; the transmission also includes: a second input 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, a second driving gear is arranged on the second input shaft, a second driven gear is arranged on the output shaft, and the second driven gear is meshed with the second driving gear.

[0013] 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 clutch to disconnect the first driven gear and the output shaft, and form a second mechanical transmission path through the engine, the second clutch, the second input shaft, the second driving gear, the second driven gear, the output shaft, and the second differential, and form a second power-assist transmission path through the second motor, the series driven gear, the series driving gear, the first input shaft, the first clutch, the second clutch, the second input shaft, the second driving gear, the second driven gear, the output shaft, and the second differential to enter a second preset power-assist 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 third preset power-assist control strategy, control the engine to operate in a high-efficiency operating range, and control the coupling to couple the first driven gear and the output shaft, and form a second mechanical transmission path through the engine, the second clutch, the second input shaft, the second driving gear, the second driven gear, the output shaft, and the second differential, and form a second power-assist transmission path through the second motor, the series driven gear, the series driving gear, the first input shaft, the first driving gear, the first driven gear, the coupling, the output shaft, and the second differential to enter a third 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 collaborative control strategy, control the engine to operate in a high-efficiency operating range, and control the clutch to disconnect the first driven gear and the output shaft, and form a second mechanical transmission path through the engine, the second clutch, the second input shaft, the second driving gear, the second driven gear, the output shaft, and the second differential, and form a power generation transmission path through the engine, the first clutch, the first input shaft, the series driving gear, the series driven gear, the second motor, and the power battery to enter a second preset collaborative control strategy 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 parallel control strategy, control the engine to operate in a high efficiency operating range, and control the clutch to disconnect the first driven gear and the output shaft, and form a second mechanical transmission path through the engine, the second clutch, the second input shaft, the second driving gear, the second driven gear, the output shaft, and the second differential, and form a first electric transmission path through the power battery, the first motor, and the first differential to enter a second preset parallel control mode.

[0017] According to some embodiments of the present invention, a third driving gear is provided on the second input shaft, and a third driven gear is provided on the output shaft, and the third driven gear and the third driving gear are meshed; the controller is also configured to: when the acquired vehicle parameter information satisfies a fourth preset power-assist control strategy, control the engine to operate in a high-efficiency operating range, and control the coupler to disconnect the first driven gear and the output shaft, 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 output shaft, and the second differential, and form a third transmission path through the second motor, the series driven gear, 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 output shaft, and the second differential, so as to enter a fourth preset power-assist control mode.

[0018] According to some embodiments of the present invention, the controller is further configured to: when the acquired vehicle parameter information satisfies a fourth preset power-assist control strategy, control the engine to operate in a high-efficiency operating range, and control the coupling to couple the first driven gear and the output shaft, 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 output shaft, and the second differential, and form a first transmission path through the second motor, the series driven gear, the series driving gear, the first input shaft, the first driving gear, the first driven gear, the coupling, the output shaft, and the second differential to enter a fifth preset power-assist 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 collaborative control strategy, control the engine to operate in a high-efficiency operating range, and control the clutch to disconnect the first driven gear and the output shaft, 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 output shaft, and the second differential, and form a power generation transmission path through the engine, the first clutch, the first input shaft, the series driving gear, the series driven gear, the second motor, and the power battery to enter a third preset collaborative control strategy mode.

[0020] According to some embodiments of the present invention, the controller is further configured to: when the acquired vehicle parameter information satisfies a preset third preset parallel control strategy, control the engine to operate in a high efficiency operating range, and control the clutch to disconnect the first driven gear and the output shaft, 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 output shaft, and the second differential, and form a first electric transmission path through the power battery, the first motor, and the first differential to enter a third preset parallel control mode.

[0021] According to some embodiments of the present invention, the second driving gear and the third driving gear are fixed on the second input shaft, a first synchronizer is provided on the output shaft, and the third driven gear and the second driven gear are provided on both sides of the first synchronizer to share the first synchronizer; or a first semi-synchronizer and a second semi-synchronizer are provided on the output shaft, the first semi-synchronizer is used to couple or disconnect the second driven gear, and the second semi-synchronizer is used to couple or disconnect the third driven gear.

[0022] According to some embodiments of the present invention, a transmission chain or a series intermediate gear is provided between the series driving gear and the series driven gear, and the number of the series intermediate gear is at least one; and the coupling is a synchronizer or a clutch.

[0023] A vehicle according to an embodiment of the second aspect of the present invention comprises: a power system of the above embodiment.

[0024] 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

[0025] 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:

[0026] Figure 1 is an optional embodiment of the power system according to an embodiment of the present invention;

[0027] Figure 2 is another optional embodiment of the power system according to the embodiment of the present invention;

[0028] Figure 3 It is another optional embodiment of the power system according to the embodiment of the present invention.

[0029] Reference numerals:

[0030] S. Power system;

[0031] 100. Transmission;

[0032] 11. First input shaft; 12. Second input shaft; 1a. First driving gear; 2a. Second driving gear; 3a. Third driving gear; 4a. Series driving gear;

[0033] 20, output shaft; 1b, first driven gear; 2b, second driven gear; 3b, third driven gear; 24, synchronizer; 25, clutch; 26, first synchronizer; 27, first output gear; 28, first semi-synchronizer; 29, second semi-synchronizer;

[0034] 210, second motor; 211, motor output shaft; 212, series driven gear;

[0035] 220, engine; 230, second differential; 240, dual clutch; 241, first clutch; 242, second clutch; 250, first motor; 260, first differential; 270, power battery. DETAILED DESCRIPTION

[0036] 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.

[0037] Reference below Figure 1-Figure 3 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.

[0038] like Figure 1-Figure 3 As shown, the power system S according to the first embodiment of the present invention includes: an engine 220, a clutch, a transmission 100, a first motor 250, a first differential 260, a second motor 210 and a power battery 270, wherein the transmission 100 includes a first input shaft 11 and an output shaft 20, wherein the clutch 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. In addition, a first differential driven gear is provided on the first differential 260, and the first motor 250 is driven by the first differential 260 to transmit the power of the first motor 250 to the first differential 260. In this way, when the engine 220 is not working, the first motor 250 can work alone, which can ensure the power performance of the vehicle and enrich the driving mode of the vehicle.

[0039] Among them, the first input shaft 11 can be selectively connected to the engine 220 through a clutch, and a serial driving gear 4a is provided on the first input shaft 11, and a serial driven gear 212 is provided on the motor output shaft 211 of the second motor 210, and the serial driven gear 212 is transmission-connected with the serial driving gear 4a. In other words, the first input shaft 11 and the second motor 210 are transmission-connected through the serial driven gear 212 and the serial driving gear 4a. In this way, the transmission path between the first input shaft 11 and the second motor 210 is short, so the transmission loss is small, thereby reducing the energy consumption of the whole vehicle, and reducing the number of components required for transmission, thereby reducing the production cost.

[0040] Furthermore, when the power battery 270 needs to be charged, the engine 220 is connected to the first input shaft 11, and the first input shaft 11 and the motor output shaft 211 are transmitted through the series driving gear 4a and the series driven gear 212. Therefore, the engine 220 can provide power to the second motor 210, and the second motor 210 converts the power into electricity and stores it in the power battery 270.

[0041] Furthermore, the first input shaft 11 is also provided with a first driving gear 1a, and the output shaft 20 is provided with a coupling and a first driven gear 1b. That is to say, when the second motor 210 needs to be connected to the output shaft 20 by transmission, the second motor 210 can be first connected to the first input shaft 11 by transmission through the series driven gear 212 and the series driving gear 4a, the first driving gear 1a on the first input shaft 11 and the first driven gear 1b on the output shaft 20 are meshed for transmission, and the coupling engages the first driven gear 1b and the output shaft 20, so that the power of the second motor 210 can be transmitted to the output shaft 20.

[0042] As a result, the path between the second motor 210 and the engine 220 is short, that is, the transmission connection can be achieved directly through the motor output shaft 211 and the first input shaft 11. Therefore, the transmission loss is small, thereby reducing the energy consumption of the whole vehicle, and the number of components required for transmission is reduced, thereby reducing production costs, and the transmission efficiency of the power battery 270 is higher.

[0043] The power system S also includes: a controller, which is configured to: when the acquired vehicle parameter information meets the preset series control strategy, control the engine 220 to operate in a high-efficiency operating range, and control the clutch to disconnect the first driven gear 1b and the output shaft 20, and form a series transmission path through the engine 220, the clutch, the first input shaft 11, the series driving gear 4a, the series driven gear 212, the second motor 210, the power battery 270, the first motor 250, and the first differential 260 to enter the preset series control mode. That is to say, when the vehicle selects the preset series control strategy, the engine 220, the second motor 210 and the first motor 250 are all in working state, the clutch is in engagement state, the engine 220 outputs power to the transmission 100 through the clutch, the first input shaft 11 transmits power to the second motor 210 through the series driving gear 4a and the series driven gear 212, and the second motor 210 converts the mechanical energy of the engine 220 into electrical energy. When the energy required for driving is less than the converted electrical energy, the second motor 210 transmits part of the electrical energy to the wheels to drive the vehicle, and the remaining electrical energy is used to charge the power battery 270. When the energy required for driving is equal to the converted electrical energy, the second motor 210 outputs all the electrical energy to the wheels to drive the vehicle. Among them, the wheel can be the front wheel of the vehicle or the rear wheel of the vehicle. Of course, the power battery 270 can also transmit kinetic energy to the wheels through the first motor 250 and the first differential 260.

[0044] In this way, the series transmission path of the power system S is short, so the transmission loss is small, thereby reducing the energy consumption of the whole vehicle, and reducing the number of components required for transmission, thereby reducing production costs. In the series control mode, the engine 220 operates in a high-efficiency operating area, which not only reduces the energy consumption of the whole vehicle, but also extends the life of the engine 220.

[0045] 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: 40km / 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.

[0046] 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.

[0047]

[0048] It should be noted that the vehicle parameter information in this embodiment 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.

[0049] 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 generally 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.

[0050] 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 extending the service life of the engine 220.

[0051] 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 reducing the purchase cost of the power battery 270.

[0052] In addition, the high-efficiency operation range of this embodiment, that is, the speed of the engine 220 is between (2000-3000r / min).

[0053] Among them, combined Figure 1-Figure 3 As shown, a first driving gear 1a is provided on the first input shaft 11, a first driven gear 1b is provided on the output shaft 20, the first driven gear 1b is meshed with the first driving gear 1a, and the power system S further includes a second differential 230, which is transmission-connected to the output shaft 20. In other words, the first input shaft 11 and the output shaft 20 can be transmission-connected through the first driving gear 1a and the first driven gear 1b.

[0054] In addition, the controller is further configured to: when the acquired vehicle parameter information satisfies the first preset direct drive control strategy, control the engine 220 to work, and control the coupling to couple the first driven gear 1b and the output shaft 20, and form a first mechanical transmission path through the engine 220, the clutch, the first input shaft 11, the first driving gear 1a, the first driven gear 1b, the output shaft 20, and the second differential 230 to enter the first preset direct drive control mode. That is, at this time, the engine 220 can be connected to the second differential 230 through the first input shaft 11 and the output shaft 20. Further, the first input shaft 11 and the output shaft 20 are connected to each other 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 output shaft 20. Among them, the output shaft 20 is provided with a first output gear 27, and the second differential 230 is provided with a second differential driven gear, and the first output gear 27 is meshed with the second differential driven gear.

[0055] In this embodiment, the first driving gear 1a and the first driven gear 1b 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.

[0056] To explain the present embodiment in more detail, the first driving gear 1a and the first driven gear 1b 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.

[0057] This embodiment sets a second mechanical gear position to meet the vehicle's medium-speed driving requirements.

[0058] The controller is also configured to: when the acquired vehicle parameter information satisfies a preset first preset power-assisting control strategy, control the engine 220 to operate in a high-efficiency operating range, and control the coupling to couple the first driven gear 1b and the output shaft 20, and form a first mechanical transmission path through the engine 220, the clutch, the first input shaft 11, the first driving gear 1a, the first driven gear 1b, the coupling, the output shaft 20, and the second differential 230, and form a first power-assisting transmission path through the second motor 210, the series driven gear 212, the series driving gear 4a, the first input shaft 11, the first driving gear 1a, the first driven gear 1b, the coupling, the output shaft 20, and the second differential 230 to enter the first preset power-assisting control mode. That is to say, the engine 220 can be transmitted to the second differential 230 through the first input shaft 11 and the output shaft 20 to form a first mechanical transmission path, and the second motor 210 can also be transmitted to the second differential 230 through the series driven gear 212, the series driving gear 4a, the first input shaft 11, the first driving gear 1a, the first driven gear 1b, the coupling, the output shaft 20, and the second differential 230, so as to form a first power-assisted transmission path. As a result, the two parts of power are coupled at the output shaft 20 and the second differential 230 and then output in common. In the hybrid mode, the second motor 210 can be adjusted in speed, so that the second differential 230 can receive the power from the engine 220 and the second motor 210 in a balanced and synchronous manner, thereby improving the smoothness and coordination of the transmission.

[0059] When this embodiment determines that the first preset power assistance control strategy is met based on the vehicle parameter information, the engine 220 is controlled to operate in a high-efficiency operating range. 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 210, 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.

[0060] On the basis of this embodiment, the first driving gear 1a and the first driven gear 1b of this embodiment are a medium-speed transmission gear pair. On the basis of the engine 220 driving the medium-speed transmission gear pair, energy is supplied in the form of power assistance through the second motor 210, thereby achieving a smooth and rapid increase from low speed to medium speed.

[0061] The controller is also configured to: when the acquired vehicle parameter information satisfies the preset first preset parallel control strategy, control the engine 220 to operate in the high-efficiency operation range, and control the coupling to couple the first driven gear 1b and the output shaft 20, and form a first mechanical transmission path through the engine 220, the clutch, the first input shaft 11, the first driving gear 1a, the first driven gear 1b, the coupling, the output shaft 20, and the second differential 230, and form a first electric transmission path through the power battery 270, the first motor 250 and the first differential 260 to enter the first preset parallel control mode. That is, at this time, the first motor 250 can drive the first differential 260, and the engine 220 can drive the second differential 230. Specifically, the engine 220 realizes a transmission connection with the second differential 230 through the clutch, the first input shaft 11, the first driving gear 1a, the first driven gear 1b, the output shaft 20 and the second differential 230, and the first motor 250 can provide power to the first differential 260. Thus, in the first preset parallel control mode, the first motor 250 can be speed-regulated, so that the first differential 260 and the second differential 230 can receive the power from the engine 220 and the second motor 210 in a balanced and synchronous manner, thereby improving the smoothness and coordination of the transmission. In addition, the first electric transmission path is shorter and the transmission efficiency is higher.

[0062] On the basis of this embodiment, the first driving gear 1a and the first driven gear 1b of this embodiment are a medium-speed transmission gear pair. On the basis of the engine 220 driving the medium-speed transmission gear pair, energy is supplied by the second motor 210 in parallel, thereby achieving a smooth and rapid increase from low speed to medium speed.

[0063] 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. 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 first 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 and low speeds, and thus extending the service life of the engine 220. In addition, the first motor 250 performs energy compensation through the first electric transmission path, and since the transmission path of the first electric transmission path is short, the energy loss of the whole vehicle is further reduced.

[0064] The controller is also configured to: when the acquired vehicle parameter information satisfies the first preset cooperative control strategy, control the engine 220 to operate in high-efficiency operation and control the coupling to couple the first driven gear 1b and the output shaft 20, and form a first mechanical transmission path through the engine 220, the clutch, the first input shaft 11, the first driving gear 1a, the first driven gear 1b, the coupling, the output shaft 20, and the second differential 230, and form a power generation transmission path through the engine 220, the clutch, the first input shaft 11, the series driving gear 4a, the series driven gear 212, the second motor 210, and the power battery 270 to enter the first preset cooperative control strategy mode. That is, when the engine 220 is connected to the first input shaft 11 through the clutch, the first input shaft 11 can transmit power to the second motor 210 through the meshing transmission of the series driving gear 4a and the series driven gear 212, so that the second motor 210 can generate electricity and transmit the electricity to the power battery 270 to form a power generation transmission path. Furthermore, the engine 220 can be connected to the first input shaft 11 through a clutch, the first driving gear 1a on the first input shaft 11 is meshed with the first driven gear 1b on the output shaft 20 for transmission, and the first driven gear 1b is engaged with the output shaft 20 through a coupling, so that the first input shaft 11 and the output shaft 20 can be connected through transmission, and then the first output gear 27 on the output shaft 20 is meshed with the second differential driven gear, so that a first mechanical transmission path can be formed. The first mechanical transmission path and the power generation transmission path can work together to form a first preset cooperative control strategy mode. At this time, the engine 220 can output power through the meshing of the first driving gear 1a and the first driven gear 1b, and realize power generation through the series driving gear 4a. That is, the power generation of the second motor 210 is realized without affecting the normal driving of the vehicle.

[0065] When the present embodiment determines that the first preset collaborative 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 first synchronizer 26 is controlled to engage the series driving gear 4a. 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 through the second motor 210 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.

[0066] It should be noted that the vehicle parameter information in this embodiment may be electrical power.

[0067] Power Working Mode Function C＜70％ Preset collaborative control mode Drive and power generation synergy C≥70％ Pure electric control mode Pure electric drive

[0068] Combination Figure 1-Figure 3As shown, the clutch is a dual clutch 240, and the dual clutch 240 includes a first clutch 241 and a second clutch 242, and the transmission 100 further includes: a second input shaft 12, that is, the first input shaft 11 is selectively connected to the engine 220 through the first clutch 241, and the second input shaft 12 is selectively connected to the engine 220 through the second clutch 242. In addition, a second driving gear 2a is provided on the second input shaft 12, and a second driven gear 2b is provided on the output shaft 20, and the second driven gear 2b is meshed with the second driving gear 2a.

[0069] Thus, the controller is further 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 12, the second driving gear 2a, the second driven gear 2b, the output shaft 20, and the second 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 second differential 230 through the second input shaft 12 and the output shaft 20. Further, the second input shaft 12 and the output shaft 20 are connected to each other through the second driving gear 2a and the second driven gear 2b.

[0070] In this embodiment, the second driving gear 2a and the second driven gear 2b 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.

[0071] 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 clutch to disconnect the first driven gear 1b and the output shaft 20, and form a second mechanical transmission path through the engine 220, the second clutch 242, the second input shaft 12, the second driving gear 2a, the second driven gear 2b, the output shaft 20, and the second differential 230, and form a second power-assisting transmission path through the second motor 210, the series driven gear 212, the series driving gear 4a, the first input shaft 11, the first clutch 241, the second clutch 242, the second input shaft 12, the second driving gear 2a, the second driven gear 2b, the output shaft 20, and the second differential 230 to enter the second preset power-assisting control mode. That is to say, the controller controls the coupling to disconnect the transmission connection between the first driven gear 1b and the output shaft 20. With such a configuration, the engine 220 can realize a second mechanical transmission path through the second clutch 242, the second input shaft 12, the second driving gear 2a, the second driven gear 2b, the output shaft 20 and the second differential 230, and the second motor 210 can realize a second power-assisted transmission path through the series driven gear 212, the series driving gear 4a, the first input shaft 11, the first clutch 241, the second clutch 242, the second input shaft 12, the second driving gear 2a, the second driven gear 2b, the output shaft 20 and the second differential 230. The power of the engine 220 and the second motor 210 is combined at the second differential 230, so as to enter the second preset power-assisted control mode. With such a configuration, the second motor 210 can be speed-regulated, so that the second differential 230 can receive the power from the engine 220 and the second motor 210 in a balanced and synchronous manner, thereby improving the smoothness and coordination of the transmission.

[0072] When this embodiment determines that the second 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 driving gear 2a and the second driven gear 2b are controlled to engage. 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 210, 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.

[0073] The controller is also configured to: when the acquired vehicle parameter information satisfies the preset third preset power-assisting control strategy, control the engine 220 to operate in a high-efficiency operating range, and control the coupling to couple the first driven gear 1b and the output shaft 20, and form a second mechanical transmission path through the engine 220, the second clutch 242, the second input shaft 12, the second driving gear 2a, the second driven gear 2b, the output shaft 20, and the second differential 230, and form a second power-assisting transmission path through the second motor 210, the series driven gear 212, the series driving gear 4a, the first input shaft 11, the first driving gear 1a, the first driven gear 1b, the coupling, the output shaft 20, and the second differential 230 to enter the third preset power-assisting control mode. That is to say, the second motor 210 can realize the second power-assisted transmission path through the series driven gear 212, the series driving gear 4a, the first input shaft 11, the first clutch 241, the second clutch 242, the second input shaft 12, the first driving gear 1a, the first driven gear 1b, the output shaft 20, and the second differential 230, that is, the second motor 210 is transmitted to the second differential 230 through the series driven gear 212, the series driving gear 4a, the first input shaft 11, the second input shaft 12 and the output shaft 20, so as to realize the third power-assisted transmission path, and then combined with the second mechanical transmission path of the engine 220, so as to realize the third preset power-assisted control mode. In this mode, the second motor 210 can be adjusted in speed, so that the second differential 230 can synchronously receive the power from the engine 220 and the second motor 210 in a balanced manner, thereby improving the smoothness and coordination of the transmission.

[0074] When the present embodiment determines that the third 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 first driving gear 1a and the first driven gear 1b are controlled to engage. 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 210, 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.

[0075] The controller is also configured to: when the acquired vehicle parameter information satisfies the preset second preset parallel control strategy, control the engine 220 to operate in the high-efficiency operation range, and control the clutch to disconnect the first driven gear 1b and the output shaft 20, and form a second mechanical transmission path through the engine 220, the second clutch 242, the second input shaft 12, the second driving gear 2a, the second driven gear 2b, the output shaft 20, and the second differential 230, and form a first electric transmission path through the power battery 270, the first motor 250 and the first differential 260, so as to enter the second preset parallel control mode. That is, at this time, the first motor 250 can drive the first differential 260, and the engine 220 can drive the second differential 230. Specifically, the engine 220 is connected to the second differential 230 through the first clutch 241, the first input shaft 11, the second driving gear 2a, the second driven gear 2b, the output shaft 20 and the second differential 230, and the first motor 250 can provide power to the first differential 260. In this way, under the second preset parallel control mode, the first motor 250 can adjust the speed, so that the first differential 260 and the second differential 230 can synchronously receive the power from the engine 220 and the second motor 210 in a balanced manner, thereby improving the smoothness and coordination of the transmission.

[0076] 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. 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 first 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 and low speeds, and thus extending the service life of the engine 220. In addition, the first 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.

[0077] 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 clutch to disconnect the first driven gear 1b and the output shaft 20, and form a second mechanical transmission path through the engine 220, the second clutch 242, the second input shaft 12, the second driving gear 2a, the second driven gear 2b, the output shaft 20, and the second 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 4a, the series driven gear 212, the second motor 210, and the power battery 270 to enter the second preset collaborative control strategy mode. That is to say, the dual clutch 240 is simultaneously connected to the first input shaft 11 and the second input shaft 12. In this way, when the engine 220 is connected to the second input shaft 12 through the second clutch 242, the first input shaft 11 can transmit power to the second motor 210 through the meshing of the series driving gear 4a and the series driven gear 212, so that the second 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 12 can transmit power to the output shaft 20 through the meshing of the second driving gear 2a and the second driven gear 2b, and transmit power to the second differential 230 through the 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 second driving gear 2a, and generate electricity through the series driving gear 4a, that is, the second motor 210 can generate electricity without affecting the normal driving of the vehicle.

[0078] When this embodiment determines that the second preset collaborative control strategy is met based on the vehicle parameter information, the engine 220 is controlled to operate in a high-efficiency operating range. 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 210 and output to the power battery 270 to charge the power battery 270, thereby improving the effective energy utilization rate of the engine 220.

[0079] It should be noted that the vehicle parameter information in this embodiment may be electrical power.

[0080] Power Working Mode Function C＜70％ Preset collaborative control mode Drive and power generation synergy C≥70％ Pure electric control mode Pure electric drive

[0081] Combination Figure 1-Figure 3 As shown, the second input shaft 12 is provided with a third driving gear 3a, and the output shaft 20 is provided with a third driven gear 3b, and the third driven gear 3b is meshed with the third driving gear 3a.

[0082] Thus, 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 form a third mechanical transmission path through the engine 220, the second clutch 242, the second input shaft 12, the third driving gear 3a, the third driven gear 3b, the output shaft 20, and the second differential 230 to enter the third preset direct drive control mode. That is, at this time, the engine 220 can be connected to the second differential 230 through the first input shaft 11 and the output shaft 20. Further, the first input shaft 11 and the output shaft 20 are connected to each other through the third driving gear 3a and the third driven gear 3b.

[0083] In this embodiment, the third driving gear 3a and the third driven gear 3b 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.

[0084] In addition, when the vehicle of this embodiment is running at a low speed (<45 km / 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.

[0085] The controller is also configured to: when the acquired vehicle parameter information satisfies the fourth preset power-assist control strategy, control the engine 220 to operate in a high-efficiency operating range, and control the coupling to disconnect the first driven gear 1b and the output shaft 20, and form a third mechanical path through the engine 220, the second clutch 242, the second input shaft 12, the third driving gear 3a, the third driven gear 3b, the output shaft 20, and the second differential 230, and form a third transmission path through the second motor 210, the series driven gear 212, the series driving gear 4a, the first input shaft 11, the first clutch 241, the second clutch 242, the second input shaft 12, the third driving gear 3a, the third driven gear 3b, the output shaft 20, and the second differential 230 to enter the fourth preset power-assist control mode. That is to say, the second motor 210 can realize the third transmission path through the series driven gear 212, the series driving gear 4a, the first input shaft 11, the first clutch 241, the second clutch 242, the second input shaft 12, the third driving gear 3a, the third driven gear 3b, the output shaft 20, and the second differential 230, that is, the second motor 210 is transmitted to the second differential 230 through the first input shaft 11, the second input shaft 12 and the output shaft 20, so as to realize the third transmission path, and then combined with the second mechanical transmission path of the engine 220, so as to realize the fourth preset power assist control mode. In this mode, the second motor 210 can be adjusted in speed, so that the second differential 230 can receive the power from the engine 220 and the second motor 210 in a balanced and synchronous manner, thereby improving the smoothness and coordination of the transmission.

[0086] When this embodiment determines that the fourth preset power assistance control strategy is met based on the vehicle parameter information, the engine 220 is controlled to operate in a high-efficiency operating range. 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 210, 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.

[0087] On the basis of this embodiment, the third driving gear 3a and the third driven gear 3b 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 210, thereby improving the 100-meter rapid acceleration performance of the whole vehicle.

[0088] The controller is also configured to: when the acquired vehicle parameter information satisfies the fifth preset power-assist control strategy, control the engine 220 to operate in a high-efficiency operating range, and control the coupling to couple the first driven gear 1b and the output shaft 20, and form a third mechanical path through the engine 220, the second clutch 242, the second input shaft 12, the third driving gear 3a, the third driven gear 3b, the output shaft 20, and the second differential 230, and form a first transmission path through the second motor 210, the series driven gear 212, the series driving gear 4a, the first input shaft 11, the first driving gear 1a, the first driven gear 1b, the coupling, the output shaft 20, and the second differential 230 to enter the fifth preset power-assist control mode.

[0089] 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 clutch to disconnect the first driven gear 1b and the output shaft 20, and form a third mechanical transmission path through the engine 220, the second clutch 242, the second input shaft 12, the third driving gear 3a, the third driven gear 3b, the output shaft 20, and the second 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 4a, the series driven gear 212, the second motor 210, and the power battery 270 to enter the third preset collaborative control strategy mode. That is, the controller controls the coupling to disconnect the first driven gear 1b and the output shaft 20. In this way, when the engine 220 is connected to the first input shaft 11 through the first clutch 241, the first input shaft 11 can transmit power to the second motor 210 through the meshing transmission of the series driving gear 4a and the series driven gear 212, so that the second 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 12 can also transmit power to the output shaft 20 through the meshing transmission of the third driving gear 3a and the third driven gear 3b, and transmit power to the second differential 230 through the 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 through the third driving gear 3a and generate electricity through the series driving gear 4a. That is, the power generation of the second motor 210 is achieved without affecting the normal driving of the vehicle.

[0090] When this embodiment determines that the third preset collaborative control strategy is met based on the vehicle parameter information, the engine 220 is controlled to operate in a high-efficiency operating range. 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 210 and output to the power battery 270 to charge the power battery 270, thereby improving the effective energy utilization rate of the engine 220.

[0091] The controller is also configured to: when the acquired vehicle parameter information satisfies the preset third preset parallel control strategy, control the engine 220 to operate in the high-efficiency operation range, and control the coupling to disconnect the first driven gear 1b and the output shaft 20, and form a third mechanical transmission path through the engine 220, the second clutch 242, the second input shaft 12, the third driving gear 3a, the third driven gear 3b, the output shaft 20, and the second differential 230, and form a first electric transmission path through the power battery 270, the first motor 250 and the first differential 260, so as to enter the third preset parallel control mode. That is, at this time, the first motor 250 can drive the first differential 260, and the engine 220 can drive the second differential 230. Specifically, the engine 220 is connected to the second differential 230 through the second clutch 242, the second input shaft 12, the third driving gear 3a, the third driven gear 3b, the output shaft 20 and the second differential 230, and the first motor 250 can provide power to the first differential 260. In this way, under the third preset parallel control mode, the second motor 210 can be speed-regulated, so that the first differential 260 and the second differential 230 can synchronously receive the power from the engine 220 and the second motor 210 in a balanced manner, thereby improving the smoothness and coordination of the transmission.

[0092] 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 the engine 220 speed does not need to be increased, and energy compensation can be performed directly through the first motor 250, thereby increasing the time the engine 220 operates 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 first 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.

[0093] The controller is also configured to: when the acquired vehicle parameter information satisfies the first preset pure electric control strategy, a first pure electric transmission path is formed through the second motor 210, the series driving gear 4a, the series driven gear 212, the first input shaft 11, the first driving gear 1a, the first driven gear 1b, the output shaft 20, and the second differential 230 to enter the first preset pure electric control mode. In other words, the power generated by the second motor 210 can be output to the second differential 230 through the first input shaft 11 and the output shaft 20, so that the vehicle can be driven purely by electricity.

[0094] 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 second motor 210, the series driving gear 4a, the series driven gear 212, the first input shaft 11, the first clutch 241, the second clutch 242, the second input shaft 12, the second driving gear 2a, the second driven gear 2b, the output shaft 20, and the second differential 230 to enter the second preset pure electric control mode. In other words, the power generated by the second motor 210 can be output to the second differential 230 through the first input shaft 11, the second input shaft 12 and the output shaft 20, so that the vehicle can be driven purely by electricity.

[0095] The controller is also configured to: when the acquired vehicle parameter information satisfies the third preset pure electric control strategy, a second pure electric transmission path is formed through the second motor 210, the series driving gear 4a, the series driven gear 212, the first input shaft 11, the first clutch 241, the second clutch 242, the second input shaft 12, the third driving gear 3a, the third driven gear 3b, the output shaft 20, and the second differential 230 to enter the second preset pure electric control mode. In other words, the power generated by the second motor 210 can be output to the second differential 230 through the first input shaft 11, the second input shaft 12 and the output shaft 20, so that the vehicle can be driven purely by electricity.

[0096] 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.

[0097] like Figure 1 and Figure 2As shown, the second driving gear 2a and the third driving gear 3a are fixed on the second input shaft 12, the output shaft 20 is provided with a first synchronizer 26, and the third driven gear 3b and the second driven gear 2b are provided on both sides of the first synchronizer 26 to share the first synchronizer 26. In other words, the third driven gear 3b and the second driven gear 2b share the first synchronizer 26, which is conducive to reducing the number of synchronizers in the transmission 100. Moreover, when the first synchronizer 26 is coupled with the third driven gear 3b, the third driven gear 3b rotates synchronously with the output shaft 20, so that the power transmission between the second input shaft 12 and the output shaft 20 can be realized. Alternatively, when the first synchronizer 26 is coupled with the second driven gear 2b, the second driven gear 2b rotates synchronously with the output shaft 20, and the power transmission between the second input shaft 12 and the output shaft 20 can also be realized.

[0098] Or, if Figure 3 As shown, the output shaft 20 is provided with a first semi-synchronizer 28 and a second semi-synchronizer 29, the first semi-synchronizer 28 is used to couple or disconnect the second driven gear 2b, and the second semi-synchronizer 29 is used to couple or disconnect the third driven gear 3b. In other words, the first semi-synchronizer 28 can control the coupling of the second driven gear 2b alone, and the second semi-synchronizer 29 can control the coupling of the third driven gear 3b alone. For example, the first semi-synchronizer 28 can couple the second driven gear 2b and the output shaft 20, and the second semi-synchronizer 29 can couple the third driven gear 3b and the output shaft 20. In this way, the second driven gear 2b and the third driven gear 3b can be coupled to the output shaft 20 at the same time.

[0099] like Figure 1-Figure 3 As shown, a transmission chain is provided between the series driving gear 4a and the series driven gear 212, and the series driven gear 212 and the series driving gear 4a are connected by the transmission chain. Therefore, a secondary shaft gear does not need to be dragged during series power generation, which can avoid the problem of low series power generation efficiency.

[0100] Alternatively, a tandem intermediate gear is provided between the tandem driving gear 4 a and the tandem driven gear 212 , and the number of the tandem intermediate gear is at least one.

[0101] Among them, Figure 1 As shown, the coupling device may be a synchronizer 24, which not only ensures normal mode switching of the power system S, but also acts as a buffer to avoid rigid collision between the first driven gear 1b and the output shaft 20. Alternatively, as Figure 2As shown, the coupling may be a clutch 25, wherein the clutch 25 has a large torque capacity and can bear slip conditions. Therefore, when switching between different modes, the control accuracy of the rotational speed and torque of the output shaft 20 does not need to be as high as when the coupling is a synchronizer, which is beneficial to the mode switching control of the power system S and reduces damage to the transmission 100.

[0102] 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 speed zone, such as a speed of 2000-3000 rpm, and the power of the engine 220 is used for power generation. In addition, when the vehicle's power storage capacity is higher than the preset power balance point value, such as 80% or 70%, 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 second motor 210 to achieve driving, thereby achieving the purpose of reducing the overall energy consumption of the vehicle.

[0103] 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 first 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 first gear of the parallel mode to the second gear.

[0104] That is, when the vehicle is running at a low speed, the power of the engine 220 and the second motor 210 is 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 second motor 210 is 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.

[0105] 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.

[0106] 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.

[0107] 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; clutch; A transmission, the transmission comprising: a first input shaft and an output shaft, the first input shaft being selectively connected to the engine through the clutch, a series driving gear and a first driving gear being fixedly arranged on the first input shaft, a coupling and a first driven gear being arranged on the output shaft, the coupling being used to couple the output shaft with the first driven gear; First motor; a first differential, wherein the first differential is connected to the first motor; A second motor, wherein a motor output shaft of the second motor is provided with a series driven gear, and the series driven gear is drivingly connected to the series driving gear; A power battery, a first end of the power battery is connected to the first motor, and a second end of the power battery is connected to the second motor a second differential, the second differential being drivingly connected to the output shaft; A controller, wherein the controller is configured to: when the acquired vehicle parameter information satisfies a preset first preset parallel control strategy, control the engine to operate in a high-efficiency operating range, and control the clutch to couple the first driven gear and the output shaft, and form a first mechanical transmission path through the engine, the clutch, the first input shaft, the first driving gear, the first driven gear, the clutch, the output shaft, and the second differential, and form a first electric transmission path through the power battery, the first motor, and the first differential to enter a first preset parallel control mode.

2. The power system according to claim 1, 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 clutch to couple the first driven gear and the output shaft, and form a first mechanical transmission path through the engine, the clutch, the first input shaft, the first driving gear, the first driven gear, the clutch, the output shaft, and the second differential, and form a first power-assist transmission path through the second motor, the series driven gear, the series driving gear, the first input shaft, the first driving gear, the first driven gear, the clutch, the output shaft, and the second differential to enter a first preset power-assist control mode.

3. The power system according to claim 1, characterized in that: The controller is also configured to: when the acquired vehicle parameter information satisfies a first preset collaborative control strategy, control the engine to operate in high-efficiency operation and control the clutch to couple the first driven gear and the output shaft, and form a first mechanical transmission path through the engine, the clutch, the first input shaft, the first driving gear, the first driven gear, the clutch, the output shaft, and the second differential, and form a power generation transmission path through the engine, the clutch, the first input shaft, the series driving gear, the series driven gear, the second motor, and the power battery to enter the first preset collaborative control strategy mode.

4. The power system according to claim 1, characterized in that: The clutch is a dual clutch and includes a first clutch and a second clutch; The transmission also includes: a second input 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, a second driving gear is arranged on the second input shaft, a second driven gear is arranged on the output shaft, and the second driven gear is meshed with the second driving gear.

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 preset third preset power-assisting control strategy, control the engine to operate in a high-efficiency operating range, and control the clutch to couple the first driven gear and the output shaft, and form a second mechanical transmission path through the engine, the second clutch, the second input shaft, the second driving gear, the second driven gear, the output shaft, and the second differential, and form a second power-assisting transmission path through the second motor, the series driven gear, the series driving gear, the first input shaft, the first driving gear, the first driven gear, the clutch, the output shaft, and the second differential to enter a third preset power-assisting control mode.

6. The power system according to claim 4, characterized in that: The second input shaft is provided with a third driving gear, the output shaft is provided with a third driven gear, and the third driven gear is meshed with the third driving gear; The controller is also configured to: when the acquired vehicle parameter information satisfies the fifth preset power-assist control strategy, control the engine to operate in a high-efficiency operating range, and control the clutch to couple the first driven gear and the output shaft, 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 output shaft, and the second differential, and form a first transmission path through the second motor, the series driven gear, the series driving gear, the first input shaft, the first driving gear, the first driven gear, the clutch, the output shaft, and the second differential to enter the fifth preset power-assist control mode.

7. A power system, characterized in that: include: engine; clutch; A transmission, the transmission comprising: a first input shaft and an output shaft, the first input shaft being selectively connected to the engine through the clutch, a series driving gear and a first driving gear being fixedly arranged on the first input shaft, a coupling and a first driven gear being arranged on the output shaft, the coupling being used to couple the output shaft with the first driven gear; First motor; a first differential, wherein the first differential is connected to the first motor; A second motor, wherein a motor output shaft of the second motor is provided with a series driven gear, and the series driven gear is drivingly connected to the series driving gear; A power battery, a first end of the power battery is connected to the first motor, and a second end of the power battery is connected to the second motor a second differential, the second differential being drivingly connected to the output shaft; The clutch is a dual clutch and includes a first clutch and a second clutch; The transmission further comprises: a second input 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, a second driving gear is arranged on the second input shaft, a second driven gear is arranged on the output shaft, and the second driven gear is meshed with the second driving gear; A controller, wherein 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 clutch to disconnect the first driven gear and the output shaft, and form a second mechanical transmission path through the engine, the second clutch, the second input shaft, the second driving gear, the second driven gear, the output shaft, and the second differential, and form a second power-assist transmission path through the second motor, the series driven gear, the series driving gear, the first input shaft, the first clutch, the second clutch, the second input shaft, the second driving gear, the second driven gear, the output shaft, and the second differential to enter a second preset power-assist control mode.

8. The power system according to claim 7, characterized in that: 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 control the clutch to disconnect the first driven gear and the output shaft, and form a series transmission path through the engine, the clutch, the first input shaft, the series driving gear, the series driven gear, the second motor, the power battery, the first motor, and the first differential to enter a preset series control mode.

9. The power system according to claim 7, 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 clutch to disconnect the first driven gear and the output shaft, and form a second mechanical transmission path through the engine, the second clutch, the second input shaft, the second driving gear, the second driven gear, the output shaft, and the second differential, and form a power generation transmission path through the engine, the first clutch, the first input shaft, the series driving gear, the series driven gear, the second motor, and the power battery to enter the second preset collaborative control strategy mode.

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

11. The power system according to claim 7, characterized in that: The second input shaft is provided with a third driving gear, the output shaft is provided with a third driven gear, and the third driven gear is meshed with the third driving gear; The controller is also configured to: when the acquired vehicle parameter information satisfies a fourth preset power-assist control strategy, control the engine to operate in a high-efficiency operating range, and control the clutch to disconnect the first driven gear and the output shaft, 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 output shaft, and the second differential, and form a third transmission path through the second motor, the series driven gear, 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 output shaft, and the second differential to enter a fourth preset power-assist control mode.

12. The power system according to claim 11, 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 clutch to disconnect the first driven gear and the output shaft, 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 output shaft, and the second differential, and form a power generation transmission path through the engine, the first clutch, the first input shaft, the series driving gear, the series driven gear, the second motor, and the power battery to enter the third preset collaborative control strategy mode.

13. The power system according to claim 11, characterized in that: The controller is also configured to: when the acquired vehicle parameter information satisfies a preset third preset parallel control strategy, control the engine to operate in a high-efficiency operating range, and control the clutch to disconnect the first driven gear and the output shaft, 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 output shaft, and the second differential, and form a first electric transmission path through the power battery, the first motor, and the first differential to enter a third preset parallel control mode.

14. The power system according to claim 6 or 11, characterized in that: The second driving gear and the third driving gear are fixed on the second input shaft, a first synchronizer is arranged on the output shaft, and the third driven gear and the second driven gear are arranged on both sides of the first synchronizer to share the first synchronizer; or The output shaft is provided with a first half-synchronizer and a second half-synchronizer, wherein the first half-synchronizer is used for coupling or disconnecting the second driven gear, and the second half-synchronizer is used for coupling or disconnecting the third driven gear.

15. The power system according to claim 1 or 7, characterized in that: A transmission chain or a series connection intermediate gear is provided between the series connection driving gear and the series connection driven gear, and the number of the series connection intermediate gear is at least one; The coupling device is a synchronizer or a clutch.

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

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