Hybrid powertrain systems and their control methods

Abstract

This invention belongs to the field of vehicle technology and provides a hybrid powertrain system and its control method. The hybrid powertrain system includes: an engine, a first motor, a second motor, a planetary gear set, a coupling sleeve, a first parallel shaft gear set, a second parallel shaft gear set, and a power output shaft. The engine's output shaft is connected to the planet carrier of the planetary gear set and the first parallel shaft gear set. The sun gear of the planetary gear set is connected to the second parallel shaft gear set, and the ring gear of the planetary gear set is connected to the power output shaft, which is also connected to the first motor. The coupling sleeve is located between the first and second parallel shaft gear sets and is used to engage with either the first or second parallel shaft gear set, so that the first or second parallel shaft gear set is connected to the second motor through the coupling sleeve. The hybrid powertrain system of this invention can accommodate multiple modes, improving engine fuel economy and vehicle power performance.

Description

Technical Field

[0001] This invention belongs to the field of vehicle technology, and more specifically, relates to a hybrid powertrain system and its control method. Background Technology

[0002] With the development of the new energy vehicle market, hybrid vehicles have occupied an important position due to their unique technological advantages, and major manufacturers have a wide range of product offerings.

[0003] Although the hybrid powertrain systems of various manufacturers have their own characteristics, there is still a lack of products that integrate multiple modes such as ECVT mode, range-extended mode, and pure electric mode. Summary of the Invention

[0004] In view of this, the present invention proposes a hybrid powertrain system and its control method, so that the hybrid powertrain system can take into account multiple modes, improve engine fuel economy and vehicle power performance.

[0005] To achieve the above objectives, a first aspect of the present invention provides a hybrid powertrain system, comprising:

[0006] Engine, first motor, second motor, planetary gear set, coupling sleeve, first parallel shaft gear set, second parallel shaft gear set, and power output shaft;

[0007] The engine's output shaft is connected to the planet carrier of the planetary gear set and the first parallel shaft gear set, respectively. The sun gear of the planetary gear set is connected to the second parallel shaft gear set, and the ring gear of the planetary gear set is connected to the power output shaft. The power output shaft is also connected to the first motor. The engagement sleeve is located between the first parallel shaft gear set and the second parallel shaft gear set and is used to engage with the first parallel shaft gear set or the second parallel shaft gear set so that the first parallel shaft gear set or the second parallel shaft gear set is connected to the second motor through the engagement sleeve.

[0008] Optionally, the ring gear of the planetary gear set and the first motor are both connected to the first drive shaft; the first drive shaft is connected to the power output shaft.

[0009] Optionally, the ring gear of the planetary gear set is connected to the first drive shaft, and the first motor is connected to the second drive shaft; both the first and second drive shafts are connected to the power output shaft.

[0010] A second aspect of the present invention provides a control method for a hybrid powertrain system, which is applied to the hybrid powertrain system described in the first aspect above.

[0011] The method includes:

[0012] Obtain vehicle operating status information;

[0013] Based on the operating status information, the engagement position of the coupling sleeve and the switching status of the engine, the first motor, and the second motor are controlled to enable the hybrid power transmission system to operate in different power transmission modes.

[0014] Optional, the operating status information includes throttle opening, remaining battery power, and vehicle speed;

[0015] The power transmission mode includes at least one of the following:

[0016] Pure electric mode, range-extended mode, ECVT mode, and hybrid parallel mode.

[0017] Optionally, controlling the hybrid powertrain to operate in pure electric mode based on operating status information includes:

[0018] If the throttle opening is less than the first preset threshold, the remaining battery power is greater than the second preset threshold, and the vehicle speed is less than the third preset threshold, then the first motor is turned on, the second motor is turned off, the engine is turned off, and the coupling sleeve is controlled to be in the intermediate disengaged state so that the hybrid powertrain works in pure electric mode one.

[0019] If the throttle opening is greater than the first preset threshold, the remaining battery power is greater than the second preset threshold, and the vehicle speed is less than the third preset threshold, then the first motor is turned on, the second motor is turned on, the engine is turned off, and the coupling sleeve is controlled to engage with the second parallel shaft gear set so that the hybrid power transmission system works in pure electric mode two.

[0020] Optionally, controlling the hybrid powertrain to operate in range-extending mode based on operating status information includes:

[0021] If the remaining battery power is not greater than the second preset threshold and the vehicle speed is less than the third preset threshold, then the first motor, the second motor, and the engine are turned on, and the coupling sleeve is engaged with the first parallel shaft gear set so that the hybrid power transmission system works in range-extending mode.

[0022] Optionally, controlling the hybrid powertrain to operate in ECVT mode based on operating status information includes:

[0023] If the remaining battery power is not greater than the second preset threshold and the vehicle speed is not less than the third preset threshold, then the first motor is turned off, the second motor is turned on, the engine is turned on, and the coupling sleeve is engaged with the second parallel shaft gear set so that the hybrid powertrain operates in ECVT mode.

[0024] Optionally, controlling the hybrid powertrain to operate in hybrid parallel mode based on operating status information includes:

[0025] If the throttle opening is greater than the first preset threshold, the remaining battery power is greater than the second preset threshold, and the vehicle speed is not less than the third preset threshold, then the first motor, the second motor, and the engine are controlled to start, and the coupling sleeve is controlled to engage with the second parallel shaft gear set so that the hybrid power transmission system works in hybrid parallel mode.

[0026] A third aspect of the present invention provides a vehicle that includes a hybrid powertrain system and electronic devices as described in the first aspect above. The electronic devices include a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements the steps of the control method for the hybrid powertrain system as described in the second aspect above.

[0027] The beneficial effects of the embodiments of the present invention compared with the prior art are as follows:

[0028] 1. The hybrid powertrain can achieve single-motor pure electric mode, dual-motor pure electric mode, low-to-medium speed range-extending mode, medium-to-high speed ECVT mode, hybrid series mode, and energy recovery by changing the on / off state of the engine, the first motor, and the second motor, as well as the engagement position of the coupling sleeve. Compared with the ordinary ECVT directly connecting to the planetary gear set, the modes are more flexible. The use of multiple modes can optimize the engine's optimal operating point in real time, improve fuel economy, and match the motor output mode for strong power.

[0029] 2. When the motor operates in pure electric mode, only a small number of gears idle, reducing system losses and improving system efficiency;

[0030] 3. The hybrid power system is composed of a simple planetary gear set, a shift control element, and a simple gear combination, which makes the structure simpler, easier to install, and easier to control. Attached Figure Description

[0031] Figure 1 A schematic diagram of the hybrid powertrain system provided in an embodiment of the present invention. Figure 1 ;

[0032] Figure 2 A schematic diagram of the hybrid powertrain system provided in an embodiment of the present invention. Figure 2 ;

[0033] Figure 3 A schematic flowchart of the control method for a hybrid powertrain system provided in an embodiment of the present invention;

[0034] Figure 4 This is a diagram illustrating the vehicle control strategy architecture provided in an embodiment of the present invention.

[0035] Figure 5 This is a schematic diagram of the structure of an electronic device provided in an embodiment of the present invention. Detailed Implementation

[0036] To make the technical problems to be solved, the technical solutions, and the beneficial effects of the present invention clearer, the present invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present invention and are not intended to limit the present invention.

[0037] Current hybrid powertrain systems each have their own characteristics. For example, existing system one can achieve a power-split mode, but it cannot decouple the engine and generator in pure electric drive, resulting in low efficiency and no range-extending mode; existing system two can achieve a range-extending mode, but the engine direct drive at medium and high speeds is in single gear, leading to low fuel efficiency; existing system three is a range-extending solution with a single operating mode, a long power flow conversion path, and high system losses. Overall, there is a lack of products that integrate ECVT mode, range-extending mode, and pure electric mode.

[0038] The hybrid powertrain system of this invention can integrate multiple modes and adopts a simple control system, taking into account low-speed range-extending mode, medium-high speed ECVT mode, low-speed pure electric mode, and strong-power hybrid series mode, which can improve engine fuel economy and vehicle power performance.

[0039] Please refer to the following: Figure 1 and Figure 2 The hybrid powertrain system provided in the embodiments of the present invention will now be described.

[0040] The hybrid powertrain includes:

[0041] Engine ICE, first motor TM, second motor GM, planetary gear set (composed of planet carrier 7, sun gear 8, and ring gear 6), coupling sleeve S1, first parallel shaft gear set (composed of gears 11 and 12), second parallel shaft gear set (composed of gears 9 and 10), and power output shaft OUT.

[0042] The output shaft of the engine ICE is connected to the planet carrier 7 of the planetary gear set and the first parallel shaft gear set respectively. The sun gear 8 of the planetary gear set is connected to the second parallel shaft gear set. The ring gear 6 of the planetary gear set is connected to the power output shaft OUT to output power. The power output shaft OUT is also connected to the first motor TM. The engagement sleeve S1 is located between the first parallel shaft gear set and the second parallel shaft gear set. It is used to engage with the gear 11 of the first parallel shaft gear set or the gear 9 of the second parallel shaft gear set, so that the first parallel shaft gear set or the second parallel shaft gear set is connected to the second motor GM through the engagement sleeve S1. The power of the second motor GM can be transmitted from the gear 9 or the gear 11 to the gear 10 or the gear 12 through the engagement sleeve S1.

[0043] The first motor TM can be connected in two ways.

[0044] One such Figure 1 As shown, the ring gear 6 of the planetary gear set is connected to the first drive shaft 16 via gears 1 and 2, and then to the power output shaft OUT via gears 4 and 5. The first motor TM is connected to the first drive shaft 16 via gear 3, and then to the power output shaft OUT via gears 4 and 5.

[0045] Another one is like Figure 2 As shown, the ring gear 6 of the planetary gear set is connected to the first drive shaft 16 via gears 1 and 2, and then to the power output shaft OUT via gears 4 and 5. The first motor TM is connected to the second drive shaft 17 via gears 15 and 14, and then to the power output shaft OUT via gear 13.

[0046] Based on the structure of the hybrid powertrain, different power transmission modes can be achieved by changing the on / off states of the engine (ICE), the first motor (TM), the second motor (GM), and the engagement position of the coupling sleeve (S1). Figure 1 Taking the structure shown as an example, the specific details are as follows:

[0047] Pure electric mode 1 (i.e., single motor pure electric mode): the first motor TM is on, the second motor GM is off, the engine ICE is off, the coupling sleeve S1 is in the middle of the separation state, and the power route is TM→gear 3→gear 2→gear 4→gear 5→power output shaft OUT.

[0048] Pure electric mode 2 (i.e. dual-motor pure electric mode): The first motor TM is on, the second motor GM is on, and the engine ICE is off. The coupling sleeve S1 engages with the second parallel shaft gear set. The power route is TM → gear 3 → gear 2 → gear 4 → gear 5 → OUT; GM → gear 9 → gear 10 → sun gear 8 → ring gear 6 → gear 1 → gear 2 → gear 4 → gear 5 → OUT (when ICE is not working, it is a braking element, and the planetary carrier 7 is fixed and does not rotate; the speed and torque of GM and TM are coupled at gear 2 and output together).

[0049] Range extender mode: First motor TM is on, second motor GM is on, engine ICE is on, and the coupling sleeve S1 engages with the first parallel shaft gear set. The power route is ICE → gear 12 → gear 11 → GM generator → TM → gear 3 → gear 2 → gear 4 → gear 5 → power output shaft OUT.

[0050] ECVT mode: First motor TM is off, second motor GM is on, engine ICE is on, and the coupling sleeve S1 engages with the second parallel shaft gear set. The power route is ICE → planetary carrier 7 → sun gear 8 → gear 10 → gear 9 → GM to generate electricity; at the same time, ICE → planetary carrier 7 → ring gear 6 → gear 1 → gear 2 → gear 4 → gear 5 → OUT (ECVT mode is used at medium and high speeds, generating electricity while driving, and the engine can be adjusted to work at the fuel efficiency point).

[0051] Hybrid parallel mode: The first motor TM is on, the second motor GM is on, and the engine ICE is on. The coupling sleeve S1 is engaged with the second parallel shaft gear set. The power route is ICE → planetary carrier 7 → sun gear 8 → gear 10 → gear 9 → GM to generate electricity; at the same time, ICE → planetary carrier 7 → ring gear 6 → gear 1 → gear 2 → gear 4 → gear 5 → power output shaft OUT; at the same time, TM → gear 3 → gear 2 → gear 4 → gear 5 → power output shaft OUT (the power is composed of ECVT mode + pure electric mode 1, and the power is coupled at gear 2).

[0052] Energy recovery: When SOC < 90%, the vehicle can recover energy, such as during braking or downhill driving. The power route is OUT → Gear 5 → Gear 4 → Gear 2 → Gear 3 → TM power generation.

[0053] As can be seen, the hybrid powertrain system of this invention can achieve single-motor pure electric mode, dual-motor pure electric mode, low-to-medium speed range-extending mode, medium-to-high speed ECVT mode, hybrid series mode, and energy recovery by changing the switching states of the engine, the first motor, the second motor, and the engagement position of the coupling sleeve. Compared with the ordinary ECVT directly connecting to the planetary gear set, the modes are more flexible. The use of multiple modes can optimize the engine's optimal operating point in real time, improve fuel economy, and match the motor output mode, resulting in strong power. Furthermore, when the motor is operating in pure electric mode, only a small number of gears idle, which can reduce system losses and improve system efficiency. The hybrid powertrain system is composed of a simple planetary gear set, a shift control element, and a simple gear combination, making the structure simpler, easier to install, and easier to control.

[0054] See Figure 3 As shown, this embodiment of the invention provides a control method for a hybrid powertrain system, which is applied to the hybrid powertrain system described above.

[0055] Control methods for hybrid powertrain systems include:

[0056] Step S101: Obtain the vehicle's operating status information.

[0057] Step S102: Based on the operating status information, control the engagement position of the coupling sleeve and the switching status of the engine, the first motor, and the second motor so that the hybrid power transmission system can operate in different power transmission modes.

[0058] In this embodiment, the hybrid powertrain is controlled to operate in different power transmission modes according to the vehicle's operating status, in order to adapt to different working conditions and improve engine fuel economy and vehicle power performance.

[0059] Figure 4 This is a diagram of the vehicle control strategy architecture provided in this embodiment. In the diagram, thin solid lines represent communication connections, thick solid lines represent electrical connections, thin dashed lines represent mechanical connections, and thick dashed lines represent signal connections.

[0060] For the vehicle system, driving intentions are transmitted to the vehicle control unit via the vehicle CAN communication network. The vehicle control unit sends signals to the hybrid control unit, engine controller, and integrated motor controller, and they match each other to output power according to different mode requirements. At the same time, the battery system interacts with the vehicle CAN to monitor the battery status, which serves as a condition for vehicle mode selection.

[0061] For example, the vehicle control strategy can be shown in Table 1.

[0062] Table 1 Vehicle Control Strategy Table

[0063]

[0064] In Table 1, × indicates disconnection, √ indicates connection, and SOC indicates the remaining battery power.

[0065] Based on Table 1, the control strategies for each power transmission mode are as follows:

[0066] 1. Pure Electric Mode

[0067] When the vehicle system monitors and confirms that the power requirements for pure electric mode 1 are met (throttle opening < 50%, SOC > 30%, vehicle speed < 60km / h, sufficient remaining battery power and low torque power demand, such as normal flat road start), the vehicle control unit sends a signal to the power CAN bus. The integrated motor controller receives the signal and controls the TM to output power, thereby driving the transmission reduction mechanism to operate. At this time, the engine and GM are not running. Simultaneously, the battery management system monitors the battery charge, temperature, etc. in real time and sends a signal to the vehicle CAN bus. The vehicle control unit receives the relevant signals as a condition for mode selection.

[0068] 2. Pure Electric Mode Two

[0069] When the vehicle system monitors and confirms that the power requirements for pure electric mode 2 are met (throttle opening > 50%, SOC > 30%, vehicle speed < 60km / h, sufficient remaining battery power and high torque power demand, such as starting on a steep incline), the vehicle control unit sends a signal to the power CAN bus. The integrated motor controller receives the signal and controls the speed and power of the TM and GM motors, enabling power coupling at the deceleration point of the transmission to output power. At the same time, the battery management system monitors the battery charge and temperature in real time and sends a signal to the vehicle CAN bus. The vehicle control unit receives the relevant signals as a condition for mode selection.

[0070] 3. Range Extender Mode

[0071] When the vehicle system monitors and confirms that the power demand conditions for range-extended mode are met (SOC≤30%, vehicle speed<60km / h, insufficient remaining battery power and low-speed, low-torque power demand, such as low-speed cruising in urban conditions), the vehicle control unit sends a signal to the power CAN bus. The integrated motor controller, engine controller, and hybrid control unit all receive the signal. The integrated motor controller controls the speed and torque of TM and GM, the engine controller controls the engine output speed and torque, and the hybrid control unit determines the shifting demand at this time and controls the engagement of the right side of the coupling sleeve S1. At this time, all the engine energy is used for GM power generation and the energy is stored in the battery. At the same time, the battery management system monitors the battery power, temperature, etc. in real time and sends a signal to the vehicle CAN bus. The vehicle control unit receives the relevant signals as a condition for mode selection.

[0072] 4. ECVT mode

[0073] When the vehicle system monitors and meets the power demand conditions for ECVT mode (SOC≤30%, vehicle speed≥60km / h, insufficient remaining battery power and medium to high speed requirements, such as high-speed cruising), the vehicle control unit sends a signal to the power CAN bus. The integrated motor controller, engine controller, and hybrid control unit all receive the signal. The integrated motor controller controls the TM speed and torque, the engine controller controls the engine output speed and torque, and the hybrid control unit determines the shifting demand at this time and controls the left side of the coupling sleeve S1 to engage. At this time, part of the engine's energy is used for GM power generation and stored in the battery, while the other part of the energy is used for vehicle propulsion. The engine and GM can adjust their operating points according to actual operating conditions to match the characteristics of the planetary gear structure, so that the engine operates at the optimal fuel economy point. At the same time, the battery management system monitors the battery power, temperature, etc. in real time and sends a signal to the vehicle CAN bus. The vehicle control unit receives the relevant signals as a condition for mode selection.

[0074] 5. Hybrid Parallel Mode

[0075] When the vehicle system monitors and meets the power requirements of the hybrid parallel mode (throttle opening > 50%, SOC > 30%, vehicle speed ≥ 60km / h, such as high-throttle overtaking conditions during high-speed cruising), the vehicle control unit sends a signal to the power CAN bus. The integrated motor controller, engine controller, and hybrid control unit all receive the signal. The integrated motor controller controls the speed and torque of the motor motor (TM) and generator motor (GM), the engine controller controls the engine output speed and torque, and the hybrid control unit determines the shifting requirement at this time and controls the left side of the coupling sleeve S1 to engage. At this time, part of the engine's energy is used for GM to generate electricity and is transferred to the TM (if the GM's generated electricity is insufficient for the TM's use, the TM uses battery power to operate). The other part of the engine's energy is used for vehicle driving. At this time, the engine and TM jointly drive the vehicle. The engine and GM motor can adjust their operating points according to actual operating conditions to match the characteristics of the planetary gear structure, so that the engine operates at the optimal fuel economy point. At the same time, the battery management system monitors the battery charge, temperature, etc. in real time and sends a signal to the vehicle CAN bus. The vehicle control unit receives the relevant signals as a condition for mode selection.

[0076] 6. Energy recovery mode

[0077] When the vehicle system monitors that the energy recovery mode is met (when SOC < 90%, the vehicle can perform energy recovery, such as during braking and downhill driving), the vehicle control unit sends a signal to the power CAN bus. The integrated motor controller controls the TM to generate electricity, converting the vehicle's kinetic energy into electrical energy and storing it in the battery. At the same time, the battery management system monitors the battery charge and temperature in real time and sends a signal to the vehicle CAN bus. The vehicle control unit receives the relevant signals as a condition for mode selection.

[0078] In summary, the control strategy of this embodiment has the following advantages:

[0079] 1. It can realize single-motor pure electric mode, dual-motor pure electric mode, low-to-medium speed range-extending mode, medium-to-high speed ECVT mode, hybrid series mode, and energy braking recovery. The use of multiple modes can optimize the engine's optimal operating point in real time and improve fuel economy; at the same time, it matches the motor output mode, resulting in strong power.

[0080] 2. When the motor is operating in pure electric mode, only a small number of gears are idle, which reduces system losses and improves efficiency.

[0081] 3. The hybrid power system adopts a simple planetary gear set, a shift control element, and a simple gear combination. It has a simple structure, is easy to install, and is easy to control.

[0082] 4. The GM motor has two engagement states, which can achieve range extension, ECVT and pure electric modes by combining different gears. Compared with the ordinary ECVT method of directly connecting planetary gear set components, the mode is more flexible.

[0083] This invention provides a vehicle that includes a hybrid powertrain system and electronic devices as described above. The electronic devices include a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements the steps of the control method for the hybrid powertrain system as described above.

[0084] Figure 5 This is a schematic diagram of the electronic device 50 provided in an embodiment of the present invention. Figure 5 As shown, the electronic device 50 of this embodiment includes: a processor 51, a memory 52, and a computer program 53 stored in the memory 52 and executable on the processor 51, such as a control program for a hybrid powertrain. When the processor 51 executes the computer program 53, it implements the steps in the control method embodiments of the various hybrid powertrains described above, for example... Figure 3 The steps S101 to S102 are shown.

[0085] For example, computer program 53 may be divided into one or more modules / units, one or more of which are stored in memory 52 and executed by processor 51 to complete the present invention. One or more modules / units may be a series of computer program instruction segments capable of performing a specific function, which describe the execution process of computer program 53 in electronic device 50.

[0086] Electronic device 50 can be a desktop computer, laptop, handheld computer, cloud server, or other computing device. Electronic device 50 may include, but is not limited to, a processor 51 and a memory 52. ​​Those skilled in the art will understand that... Figure 5 This is merely an example of electronic device 50 and does not constitute a limitation on electronic device 50. It may include more or fewer components than shown, or combine certain components, or different components. For example, electronic device 50 may also include input / output devices, network access devices, buses, etc.

[0087] The processor 51 may be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor may be a microprocessor or any conventional processor.

[0088] The memory 52 can be an internal storage unit of the electronic device 50, such as a hard disk or RAM of the electronic device 50. The memory 52 can also be an external storage device of the electronic device 50, such as a plug-in hard disk, Smart Media Card (SMC), Secure Digital (SD) card, or Flash Card equipped on the electronic device 50. Furthermore, the memory 52 can include both internal and external storage units of the electronic device 50. The memory 52 is used to store computer programs and other programs and data required by the electronic device 50. The memory 52 can also be used to temporarily store data that has been output or will be output.

[0089] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the above-described division of functional units and modules is merely an example. In practical applications, the above functions can be assigned to different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiments can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit. Furthermore, the specific names of the functional units and modules are only for easy differentiation and are not intended to limit the scope of protection of this application. The specific working process of the units and modules in the above system can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here.

[0090] In the above embodiments, the descriptions of each embodiment have different focuses. For parts that are not described in detail or recorded in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0091] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementations should not be considered beyond the scope of this invention.

[0092] In the embodiments provided by this invention, it should be understood that the disclosed devices / electronic devices and methods can be implemented in other ways. For example, the device / electronic device embodiments described above are merely illustrative. For instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0093] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0094] Furthermore, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0095] If an integrated module / unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, all or part of the processes in the methods of the above embodiments of the present invention can also be implemented by a computer program instructing related hardware. The computer program can be stored in a computer-readable storage medium, and when executed by a processor, it can implement the steps of the various method embodiments described above. The computer program includes computer program code, which can be in the form of source code, object code, executable files, or certain intermediate forms. The computer-readable medium can include: any entity or device capable of carrying computer program code, recording media, USB flash drives, portable hard drives, magnetic disks, optical disks, computer memory, read-only memory (ROM), random access memory (RAM), electrical carrier signals, telecommunication signals, and software distribution media, etc.

[0096] The above embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit it. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention, and should all be included within the protection scope of the present invention.

Claims

1. A hybrid powertrain system, characterized in that, include: Engine, first motor, second motor, planetary gear set, coupling sleeve, first parallel shaft gear set, second parallel shaft gear set, and power output shaft; The output shaft of the engine is connected to the planet carrier of the planetary gear set and the first parallel shaft gear set respectively. The sun gear of the planetary gear set is connected to the second parallel shaft gear set. The ring gear of the planetary gear set is connected to the power output shaft. The power output shaft is also connected to the first motor. The coupling sleeve is located between the first parallel shaft gear set and the second parallel shaft gear set, and is used to engage with the first parallel shaft gear set or the second parallel shaft gear set, so that the first parallel shaft gear set or the second parallel shaft gear set is connected to the second motor through the coupling sleeve; When the throttle opening is greater than the first preset threshold, the remaining battery power is greater than the second preset threshold, and the vehicle speed is not less than the third preset threshold, the first motor, the second motor, and the engine are controlled to start, and the coupling sleeve is controlled to engage with the second parallel shaft gear set so that the hybrid power transmission system works in hybrid parallel mode.

2. The hybrid powertrain system as described in claim 1, characterized in that, Both the ring gear of the planetary gear set and the first motor are connected to the first drive shaft; The first drive shaft is connected to the power output shaft.

3. The hybrid powertrain system as described in claim 1, characterized in that, The ring gear of the planetary gear set is connected to the first drive shaft, and the first motor is connected to the second drive shaft. Both the first drive shaft and the second drive shaft are connected to the power output shaft.

4. A control method for a hybrid power transmission system, characterized in that, The method is applied to the hybrid powertrain system as described in any one of claims 1-3; The method includes: Obtain vehicle operating status information; Based on the operating status information, the engagement position of the coupling sleeve and the switching status of the engine, the first motor, and the second motor are controlled to enable the hybrid power transmission system to operate in different power transmission modes.

5. The control method for a hybrid powertrain system as described in claim 4, characterized in that, The operating status information includes throttle opening, remaining battery power, and vehicle speed; The power transmission mode includes at least one of the following: Pure electric mode, range-extended mode, ECVT mode, and hybrid parallel mode.

6. The control method for a hybrid powertrain system as described in claim 5, characterized in that, Controlling the hybrid powertrain to operate in pure electric mode based on operating status information includes: If the throttle opening is less than the first preset threshold, the remaining battery power is greater than the second preset threshold, and the vehicle speed is less than the third preset threshold, then the first motor is turned on, the second motor is turned off, the engine is turned off, and the coupling sleeve is controlled to be in the intermediate disengaged state so that the hybrid powertrain works in pure electric mode one. If the throttle opening is greater than the first preset threshold, the remaining battery power is greater than the second preset threshold, and the vehicle speed is less than the third preset threshold, then the first motor is turned on, the second motor is turned on, the engine is turned off, and the coupling sleeve is controlled to engage with the second parallel shaft gear set so that the hybrid power transmission system works in pure electric mode two.

7. The control method for a hybrid powertrain system as described in claim 5, characterized in that, Controlling the hybrid powertrain to operate in range-extending mode based on operational status information includes: If the remaining battery power is not greater than the second preset threshold and the vehicle speed is less than the third preset threshold, then the first motor, the second motor, and the engine are turned on, and the coupling sleeve is engaged with the first parallel shaft gear set so that the hybrid power transmission system works in range-extending mode.

8. The control method for a hybrid powertrain system as described in claim 5, characterized in that, Controlling the hybrid powertrain to operate in ECVT mode based on operating status information includes: If the remaining battery power is not greater than the second preset threshold and the vehicle speed is not less than the third preset threshold, then the first motor is turned off, the second motor is turned on, the engine is turned on, and the coupling sleeve is engaged with the second parallel shaft gear set so that the hybrid powertrain operates in ECVT mode.

9. The control method for a hybrid powertrain system as described in claim 5, characterized in that, Controlling the hybrid powertrain to operate in hybrid parallel mode based on operating status information includes: If the throttle opening is greater than the first preset threshold, the remaining battery power is greater than the second preset threshold, and the vehicle speed is not less than the third preset threshold, then the first motor, the second motor, and the engine are controlled to start, and the coupling sleeve is controlled to engage with the second parallel shaft gear set so that the hybrid power transmission system works in hybrid parallel mode.

10. A vehicle, characterized in that, The invention includes a hybrid powertrain system and electronic device as described in any one of claims 1-3, wherein the electronic device includes a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the steps of the control method for the hybrid powertrain system as described in any one of claims 4-9.

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