Single-motor multi-mode hybrid system and hybrid vehicle

Abstract

A single-motor multi-mode hybrid system and a hybrid vehicle. The single-motor multi-mode hybrid system comprises a power source device (100), which comprises an engine (23) having a first drive shaft (24) for outputting a first driving force, an electric motor (1) having a second drive shaft (25) for outputting a second driving force, the second drive shaft (25) being sleeved on the first drive shaft (24) and being rotatable relative to the first drive shaft (24), a brake (2) connected to the second drive shaft (25) for selectively cutting off the power output of the second drive shaft (25), a planetary gear mechanism having a first input end connected to the first drive shaft (24), a second input end connected to the second drive shaft (25), and an output end, the output end of the planetary gear mechanism simultaneously serving as an output end of the power source device (100), and a clutch (3) connected to the second drive shaft (25) for controlling the engagement and disengagement of the second input end of the planetary gear mechanism and the output end of the planetary gear mechanism. According to the scheme, the power source device (100) has a simple structure and a low cost.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of hybrid vehicles, in particular to a single-motor multi-mode hybrid system and a hybrid vehicle. BACKGROUND

[0002] Due to the fact that traditional fuel vehicles consume non-renewable resources and cause serious pollution, and the bottleneck in battery technology of pure electric vehicles, in recent years, hybrid vehicles have entered the automobile market under the promotion of the country and have occupied a large share of the automobile market under the rapid development.

[0003] The CHS2800 gearbox emerges as the times require, and the current CHS2800 structure adopts two planetary rows, two clutches, and two brakes to realize three pure electric gears of P2 motor and P1 motor cooperation, six hybrid gears of engine intervention, and can realize that the engine charges in place through the P2 motor or the P1 motor, the P2 motor and the P1 motor have the function of energy recovery under the working condition of braking, and the function can cover the THS system and the i-MMD system. The structure has high machining precision requirement for the planetary row, and has a large number of clutches and brakes, so the overall efficiency is low and the cost is high.

[0004] The AMT gearbox is very mature on the market, which has simple structure, low cost and low fuel consumption. However, the clutch of the AMT gearbox is difficult to achieve perfect "half linkage" state when starting on slope or driving at low speed, so the jerk is strong. SUMMARY

[0005] In view of the above problems, the present application is proposed to provide a single-motor multi-mode hybrid system and a hybrid vehicle which can overcome the above problems or at least partially solve the above problems.

[0006] One object of the present application is to solve the technical problem of complex structure and high cost of the CHS2800 gearbox in the prior art.

[0007] A further object of the present application is to solve the technical problem of a large number of planetary rows, clutches, brakes and the like of the CHS2800 gearbox in the prior art, low overall efficiency and high cost.

[0008] Another further object of the present application is to realize the combined use of multiple modes and the flexible regulation of the working points of the engine and the motor through a brand-new structure design.

[0009] Still another further object of the present application is to solve the technical problem of difficult control of multiple gears of the CHS2800 gearbox in the prior art.

[0010] Still another further object of the present application is to reduce the jerk feeling of gear shifting.

[0011] In particular, the present application provides a single-motor multi-mode hybrid power system, comprising a power source device, a transmission device and a differential, the transmission device being connected between an input end of the differential and an output end of the power source device; the power source device comprising:

[0012] an engine having a first driving shaft for outputting a first driving force;

[0013] an electric motor having a second driving shaft for outputting a second driving force, the second driving shaft being sleeved on the first driving shaft and being rotatable relative to the first driving shaft;

[0014] a brake connected to the second driving shaft for selectively cutting off the power output of the second driving shaft;

[0015] a planetary gear mechanism having a first input end connected to the first driving shaft, a second input end connected to the second driving shaft and an output end, the output end of the planetary gear mechanism simultaneously serving as the output end of the power source device;

[0016] a clutch connected to the second driving shaft for controlling the engagement and disengagement of the second input end of the planetary gear mechanism with the output end of the planetary gear mechanism.

[0017] Optionally, the number of the engine, the electric motor, the brake, the planetary gear mechanism and the clutch is one.

[0018] Optionally, the planetary gear mechanism comprises a plurality of planetary gears, a planet carrier, a sun gear and a ring gear.

[0019] Each of the plurality of planetary gears is connected to the planet carrier, and each of the plurality of planetary gears is connected to the ring gear.

[0020] The planet carrier is connected to the first driving shaft, and the planet carrier serves as the first input end of the planetary gear mechanism.

[0021] The sun gear is arranged on the second driving shaft, is arranged concentrically with the ring gear, is engaged with the plurality of planetary gears, and serves as the second input end of the planetary gear mechanism.

[0022] The ring gear serves as the output end of the planetary gear mechanism.

[0023] Optionally, the transmission device comprises an input shaft, an output shaft, a plurality of gear pairs and a plurality of gear synchronizers, the input shaft being connected to the output end of the power source device, and the output shaft being connected to the input end of the differential.

[0024] Each gear pair includes a gear driving gear and a gear driven gear meshing with the gear driving gear, the gear driving gear is arranged on the input shaft, and the gear driven gear is arranged on the output shaft;

[0025] The gear synchronizer is used to control the gear driven gear to be combined with the output shaft, so as to transmit the driving force via the gear pair to the differential.

[0026] Optionally, the gear pair includes at least a first gear pair and a second gear pair, and the gear synchronizer includes a first gear synchronizer and a second gear synchronizer;

[0027] The gear driving gear of the first gear pair is a first driving gear, the gear driven gear of the first gear pair is a first driven gear, and the first gear synchronizer is used to selectively control the first driven gear to be combined with the output shaft;

[0028] The gear driving gear of the second gear pair is a second driving gear, the gear driven gear of the second gear pair is a second driven gear, and the second gear synchronizer is used to selectively control the second driven gear to be combined with the output shaft.

[0029] Optionally, the gear pair further includes a third gear pair, the gear driving gear of the third gear pair is a third driving gear, and the gear driven gear of the third gear pair is a third driven gear;

[0030] The second gear synchronizer is arranged on the output shaft and located between the second driven gear and the third driven gear, and is further used to selectively control the third driven gear to be combined with the output shaft.

[0031] Optionally, the transmission device further includes:

[0032] A reverse gear arranged on the output shaft;

[0033] An idler shaft arranged in parallel with the input shaft and spaced apart from the input shaft;

[0034] An idler gear arranged on the idler shaft and meshing with the reverse gear and the first driving gear.

[0035] Optionally, the driving modes of the single-motor multi-mode hybrid system include at least one of:

[0036] A pure electric mode driven by the electric motor only;

[0037] An engine direct drive mode driven by the engine only;

[0038] A parallel mode driven by the engine and the electric motor coupled.

[0039] a power split mode, the engine splits the first driving force to the output end of the power source device and the electric motor.

[0040] Optionally, in the pure electric mode, the electric motor is in working state, the engine is in stop working state, the clutch is in combined state, and the brake is in separated state.

[0041] in the engine direct drive mode, the engine is in working state, the electric motor is in stop working state, the clutch is in combined state, and the brake is in separated state; or the engine is in working state, the electric motor is in stop working state, the clutch is in separated state, and the brake is in combined state.

[0042] in the parallel mode, the engine is in working state, the electric motor is in working state, the clutch is in combined state, and the brake is in separated state.

[0043] in the power split mode, the engine is in working state, the electric motor is in working state, the clutch is in separated state, and the brake is in separated state.

[0044] Optionally, the single-motor multi-mode hybrid power system further comprises:

[0045] a controller configured to control the vehicle to preferentially select a high gear in the gear shifting device when starting, and to control the working point of a low gear in the gear shifting device according to the vehicle speed and the required torque of the vehicle when the vehicle is running normally.

[0046] Optionally, the controller is configured to preferentially use the electric motor as a power source when gear shifting.

[0047] In particular, the application further provides a hybrid vehicle comprising the single-motor multi-mode hybrid power system as described above.

[0048] According to the scheme of the embodiment of the application, the engine is connected with the first input end of the planetary gear mechanism, the electric motor is connected with the second input end of the planetary gear mechanism, and the power source device outputs power to the outside through the output end of the planetary gear mechanism, so that the power source device has simple structure and low cost.

[0049] Further, since the number of the engine, the motor, the brake, the planetary gear mechanism and the clutch is one, and the number of the planetary gear mechanism, the brake, the clutch and the motor is less than the number of the corresponding components in the CHS2800 gearbox in the prior art, on the one hand, the same multi-mode switching effect as the CHS2800 gearbox can be achieved under the same attribute design parameters, and the power performance is better than that of the CHS2800 gearbox, and the efficiency is improved, and the fuel consumption is reduced. The reduction in fuel consumption is mainly reflected in the drag loss caused by the extra clutch, brake and the like, and the fuel consumption is naturally greatly reduced when the corresponding components are reduced, and the manufacturing cost and the use cost are also greatly reduced. Since a single motor, a single planetary gear mechanism and a single clutch are used, the overall structure of the single motor multi-mode hybrid power system is small in size and greatly reduced in weight, and the structure can meet the requirements of the transaxle in the transverse and longitudinal structures by changing the arrangement position of the differential, and is suitable for a wider range of vehicle models.

[0050] Further, in the present application, the first driving force of the engine can be transmitted directly through the carrier and the ring gear, and there is no multi-stage transmission of multiple carriers and gears in the middle, the transmission path is short, the meshing gears are reduced, and the transmission efficiency is significantly improved, especially the driving after the clutch or brake is combined is more efficient, and only the drag loss of the brake or clutch, the gear meshing outside the gear and the loss of the differential.

[0051] Further, since there are pure electric mode, engine direct drive mode, parallel mode and power split mode, the switching of multiple modes can be realized, the economy is more optimal, and the working points of the engine and the motor can be flexibly controlled.

[0052] Further, by adopting multiple gears in the transmission device, the control of multiple gears in different modes can be realized, and the number of gears can be set as needed. The more the number of gears, the smoother the gear shifting. When the transmission device adopts three gears, not only can the gear shifting have a certain smoothness, but also the power performance and the economic type requirements can be met, and the vehicle model is widely matched.

[0053] Further, since high gears are used preferentially when the vehicle starts, and the working points of the low gears in the transmission device are controlled according to the vehicle speed and the required torque after the vehicle runs normally, the vehicle can quickly enter the high-speed state after a short stop, and the low gears can be shifted to the low gear state according to the situation in the later period, improving the driving experience of the driver. Moreover, during gear shifting, the motor is preferentially used as a power source, and due to the advantages of the motor, the gear shifting impact of the vehicle can be greatly optimized.

[0054] The above description is only a summary of the technical scheme of the present application. In order to enable one skilled in the art to better understand the technical means of the present application and to implement the same according to the content of the description, and in order to enable the above and other purposes, features and advantages of the present application to be more apparent, the specific embodiments of the present application are described below.

[0055] The above and other objects, advantages and features of the present application will become more apparent from the following detailed description of specific embodiments thereof, when taken in conjunction with the accompanying drawings. BRIEF DESCRIPTION OF DRAWINGS

[0056] Some specific embodiments of the present application will be described in detail below with reference to the accompanying drawings. The same reference numbers in the drawings indicate the same or similar components or parts. Those skilled in the art will understand that the drawings are not necessarily drawn to scale. In the drawings:

[0057] Figure 1 A schematic structural diagram of a single-motor multi-mode hybrid power system of an embodiment of the present application is shown;

[0058] Figure 2 A schematic diagram of a driving force transmission path of the single-motor multi-mode hybrid power system of the embodiment of the present application in the pure electric mode is shown;

[0059] Figure 3 A schematic diagram of a driving force transmission path of the single-motor multi-mode hybrid power system of the embodiment of the present application in the engine direct drive mode is shown;

[0060] Figure 4 Another schematic diagram of a driving force transmission path of the single-motor multi-mode hybrid power system of the embodiment of the present application in the engine direct drive mode is shown;

[0061] Figure 5 A schematic diagram of a driving force transmission path of the single-motor multi-mode hybrid power system of the embodiment of the present application in the parallel mode is shown;

[0062] Figure 6 A schematic diagram of a driving force transmission path of the single-motor multi-mode hybrid power system of the embodiment of the present application in the power split mode is shown. DETAILED DESCRIPTION

[0063] Exemplary embodiments of the present disclosure will be described below in greater detail with reference to the accompanying drawings. Although exemplary embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure can be implemented in various forms and should not be limited by the embodiments set forth herein. Rather, these embodiments are provided so that the present disclosure can be more thoroughly understood and the scope of the present disclosure can be accurately conveyed to those skilled in the art.

[0064] Embodiment 1:

[0065] Referring to Figure 1 The single-motor multi-mode hybrid system includes a power source device 100, a transmission device 200, and a differential 15. The transmission device 200 is connected between an input end of the differential 15 and an output end of the power source device 100. The power source device 100 includes an engine 23, an electric motor 1, a brake 2 (labeled as B1 in the figure), a planetary gear mechanism, and a clutch 3 (labeled as C1 in the figure). The engine 23 has a first driving shaft 24 for outputting a first driving force. The electric motor 1 has a second driving shaft 25 for outputting a second driving force, the second driving shaft 25 being sleeved on the first driving shaft 24 and being rotatable relative to the first driving shaft 24. The brake 2 is connected to the second driving shaft 25 for selectively cutting off the power output of the second driving shaft 25. The planetary gear mechanism has a first input end connected to the first driving shaft 24, a second input end connected to the second driving shaft 25, and an output end, the output end of the planetary gear mechanism simultaneously serving as the output end of the power source device 100. The clutch 3 is connected to the second driving shaft 25 for controlling the engagement and disengagement of the second input end of the planetary gear mechanism with the output end of the planetary gear mechanism. Moreover, the number of the engine 23, the electric motor 1, the brake 2, the planetary gear mechanism, and the clutch 3 is one. The electric motor 1 may be, for example, a P1 motor. The clutch 3 may be a dog clutch or a dry clutch.

[0066] The planetary gear mechanism includes a plurality of planetary gears 22, a carrier 4, a sun gear 5, and a ring gear 6. Each of the planetary gears 22 is connected to the carrier 4, and each of the planetary gears 22 is connected to the ring gear 6. The carrier 4 is connected to the first driving shaft 24, and the carrier 4 serves as the first input end of the planetary gear mechanism. The sun gear 5 is arranged on the second driving shaft 25, is arranged concentrically with the ring gear 6, is engaged with the plurality of planetary gears 22, and serves as the second input end of the planetary gear mechanism. The ring gear 6 serves as the output end of the planetary gear mechanism.

[0067] The transmission device 200 includes an input shaft 10, an output shaft 16, a first gear pair, a second gear pair, a third gear pair, a reverse gear 21, an idler shaft 8, an idler gear 7, a first synchronizer 20, a second synchronizer 17, and an output shaft gear 14. The input shaft 10, the output shaft 16, and the idler shaft 8 are arranged at intervals and in parallel. The input shaft 10 is connected to the ring gear 6, and the output shaft 16 is connected to the input end of the differential 15. The first gear pair includes a first driving gear 9 and a first driven gear 19 engaged with the first driving gear 9. The first driving gear 9 is arranged on the input shaft 10, and the first driven gear 19 is arranged on the output shaft 16. The first synchronizer 20 is used to selectively control the combination of the first driven gear 19 and the output shaft 16, so as to transmit the driving force input by the power source device 100 to the differential 15 through the output shaft gear 14.

[0068] The two-gear gear pair includes a two-gear driving gear 11 and a two-gear driven gear 18 engaged with the two-gear driving gear 11. The two-gear driving gear 11 is arranged on the input shaft 10, and the two-gear driven gear 18 is arranged on the output shaft 16. The two-gear synchronizer 17 is used to selectively control the two-gear driven gear 18 to be combined with the output shaft 16, thereby transmitting the driving force input by the power source device 100 to the differential 15.

[0069] The three-gear gear pair includes a three-gear driving gear 12 and a three-gear driven gear 13 engaged with the three-gear driving gear 12. The three-gear driving gear 12 is arranged on the input shaft 10, and the three-gear driven gear 13 is arranged on the output shaft 16. The two-gear synchronizer 17 is arranged between the two-gear driven gear 18 and the three-gear driven gear 13, and is also used to selectively control the three-gear driven gear 13 to be combined with the output shaft 16, thereby transmitting the driving force input by the power source device 100 to the differential 15.

[0070] The reverse gear 21 is arranged on the output shaft 16 and is close to the first-gear driven gear 19. The idler gear 7 is arranged on the idler shaft 8 and is engaged with the reverse gear 21 and the first-gear driving gear 9 at the same time.

[0071] Among them, the first-gear driving gear 9, the two-gear driving gear 11 and the three-gear driving gear 12 are arranged on the input shaft 10 in order from close to the power source device 100 to close to the differential 15. The reverse gear 21, the first-gear synchronizer 20, the first-gear driven gear 19, the two-gear driven gear 18, the two-gear synchronizer 17 and the three-gear driven gear 13 are arranged on the output shaft 16 in order from close to the power source device 100 to close to the differential 15.

[0072] The single-motor multi-mode hybrid system can realize the following driving modes: pure electric mode, engine direct drive mode, parallel mode and power split mode. Different driving modes can be flexibly switched according to the actual working condition of the vehicle. The pure electric mode is driven by the motor 1 only. In the pure electric mode, the motor 1 is in the working state, the engine 23 is in the stop working state, the clutch 3 is in the combined state, and the brake 2 is in the separated state. The engine direct drive mode is driven by the engine 23 only. In the engine direct drive mode, the engine 23 is in the working state, the motor 1 is in the stop working state, the clutch 3 is in the combined state, and the brake 2 is in the separated state; or the engine 23 is in the working state, the motor 1 is in the stop working state, the clutch 3 is in the separated state, and the brake 2 is in the combined state. The parallel mode is coupled and driven by the engine 23 and the motor 1. In the parallel mode, the engine 23 is in the working state, the motor 1 is in the working state, the clutch 3 is in the combined state, and the brake 2 is in the separated state. The power split mode is that the engine 23 splits the first driving force to the ring gear 6 and the motor 1. In the power split mode, the engine 23 is in the working state, the motor 1 is in the working state, the clutch 3 is in the separated state, and the brake 2 is in the separated state.

[0073] The motor 1 is directly connected with the sun gear 5, realizes the direct output of the power of the motor 1 to the ring gear 6 in the state that the clutch 3 is combined and the brake 2 is separated, the ring gear 6 is connected with the input shaft 10, the carrier 4 is connected with the engine 23, the input shaft 10 outputs the power to the outside through the gear and the synchronizer, and three gear driving modes of different mode combinations (pure electric mode / engine direct drive mode / parallel mode) can be realized. The sun gear 5 is connected with the brake 2, in the state that the clutch 3 is separated and the brake 2 is combined, the first driving force of the engine 23 is input through the carrier 4, the ring gear 6 outputs, and the input shaft 10 connected with the ring gear 6 transmits the power to the outside through the gear and the synchronizer, thereby realizing three gear driving modes of the engine 23 direct drive. In the state that the clutch 3 is separated and the brake 2 is separated, the engine 23 outputs the power to the ring gear 6 and the motor 1 through the planetary mechanism, thereby realizing three gear driving modes of power split. The structure can realize the same hybrid and parallel functions as the current CHS2800, can realize the generation of electricity while driving by power split, and can supplement the power performance requirement of the structure. The scheme realizes full function coverage with a lower cost structure and has higher transmission efficiency.

[0074] The following takes the first gear as an example to describe the power transmission path in different driving modes:

[0075] Referring to Figure 2In the pure electric mode: the motor 1 is in working state, the engine 23 is in non-working state, the clutch 3 is in combined state, the brake 2 is in separated state, the first gear synchronizer 20 is combined with the first gear driven gear 19, and the second gear synchronizer 17 is disengaged. At this time, the second driving force output by the motor 1 is transmitted to the input shaft 10 via the sun gear 5, the clutch 3 and the ring gear 6, and then transmitted to the differential 15 via the first gear driving gear 9, the first gear synchronizer 20, the first gear driven gear 19 and the output shaft 16. Figure 2 The second driving force is transmitted to the input shaft 10 via the planetary gear mechanism, and then transmitted to the differential 15 via the first gear driving gear 9, the first gear synchronizer 20, the first gear driven gear 19 and the output shaft 16. At the same time, the driving force is returned to the motor 1 via the sun gear 5, thereby charging the motor 1.

[0076] The engine direct drive mode is divided into two types: one is, referring to Figure 3 , the engine 23 is in working state, the motor 1 is in non-working state, the clutch 3 is in combined state, the brake 2 is in separated state, the first gear synchronizer 20 is combined with the first gear driven gear 19, and the second gear synchronizer 17 is disengaged. At this time, the first driving force output by the engine 23 is transmitted to the input shaft 10 via the planetary carrier 4, the planetary gear 22 and the ring gear 6, and then transmitted to the differential 15 via the first gear driving gear 9, the first gear synchronizer 20, the first gear driven gear 19 and the output shaft 16. Another part is returned to the motor 1 via the sun gear 5, thereby charging the motor 1. Figure 3 The first driving force is transmitted to the input shaft 10 via the planetary gear mechanism, and then transmitted to the differential 15 via the first gear driving gear 9, the first gear synchronizer 20, the first gear driven gear 19 and the output shaft 16.

[0077] The other is, referring to Figure 4 , the engine 23 is in working state, the motor 1 is in non-working state, the clutch 3 is in separated state, the brake 2 is in combined state, the first gear synchronizer 20 is combined with the first gear driven gear 19, and the second gear synchronizer 17 is disengaged. At this time, the first driving force output by the engine 23 is transmitted to the input shaft 10 via the planetary carrier 4, the planetary gear 22 and the ring gear 6, and then transmitted to the differential 15 via the first gear driving gear 9, the first gear synchronizer 20, the first gear driven gear 19 and the output shaft 16. Figure 4 The first driving force is transmitted to the input shaft 10 via the planetary gear mechanism, and then transmitted to the differential 15 via the first gear driving gear 9, the first gear synchronizer 20, the first gear driven gear 19 and the output shaft 16.

[0078] Referring to Figure 5 , in parallel mode: the engine 23 is in working state, the motor 1 is in working state, the clutch 3 is in combined state, the brake 2 is in separated state, the first gear synchronizer 20 is combined with the first gear driven gear 19, and the second gear synchronizer 17 is disengaged. At this time, the driving force of the engine 23 and the motor 1 is coupled, and the transmission path of the output driving force is as shown in Figure 5 , the coupled driving force is transmitted to the input shaft 10 via the planetary gear mechanism, and then transmitted to the differential 15 via the first gear driving gear 9, the first gear synchronizer 20, the first gear driven gear 19 and the output shaft 16. At the same time, the driving force is returned to the motor 1 via the sun gear 5, thereby charging the motor 1.

[0079] Referring toFigure 6 In power split mode, engine 23 and electric motor 1 are operating, clutch 3 is disengaged, brake 2 is disengaged, first gear synchronizer 20 engages with first gear driven gear 19, and second gear synchronizer 17 disengages. At this time, the transmission path of the first driving force output by engine 23 is as follows: Figure 6 As shown by the middle arrow, part of the first driving force is transmitted to the input shaft 10 via the planetary carrier 4, planetary gear 22 and ring gear 6, and then to the differential 15 via the first drive gear 9, the first synchronizer 20, the first driven gear 19 and the output shaft 16. The other part is diverted to the motor 1 via the sun gear 5.

[0080] The working principle of the power transmission path in second and third gears is the same as that in first gear, and will not be repeated below.

[0081] In the aforementioned different driving modes, engine 23 and electric motor 1 can achieve power coupling by engaging clutch 3 and disengaging brake 2. In any gear, clutch 3 can be engaged and brake 2 disengaged, allowing engine 23 to charge electric motor 1, including a parking charging function. Clutch 3 can also be disengaged for power split control. With brake 2 engaged and clutch 3 disengaged, engine 23 can drive directly. Energy recovery during braking and other operating conditions is achieved by electric motor 1.

[0082] The single-motor multi-mode hybrid system may also include a controller (not shown in the figure) that controls the vehicle to prioritize the use of third gear when starting, and adjusts the operating point of the lower gear in the transmission 200 according to the vehicle speed and required torque after the vehicle is running normally. Furthermore, the controller also controls the priority use of the electric motor 1 as the power source during gear shifts.

[0083] According to the embodiment of the present invention, the engine 23 is connected to the first input end of the planetary gear mechanism, the electric motor 1 is connected to the second input end of the planetary gear mechanism, and the power source device 100 outputs to the outside through the output end of the planetary gear mechanism. The power source device 100 has a simple structure and low cost.

[0084] Further, since the number of the engine 23, the motor 1, the brake 2, the planetary gear mechanism and the clutch 3 is one, the number of the planetary gear mechanism, the brake 2, the clutch 3 and the motor 1 and the like is less than the number of the corresponding components in the CHS2800 gearbox in the prior art, on the one hand, not only the same attribute design parameters can achieve the same multi-mode switching effect of the CHS2800 gearbox, but also has stronger power than the CHS2800 gearbox, while the efficiency is improved, and the fuel consumption is reduced. Among them, the reduction of fuel consumption is mainly reflected in the drag loss of the extra clutch 3, brake 2 and the like, and the corresponding components are reduced, so the fuel consumption will be greatly reduced, and the manufacturing cost and use cost will also be greatly reduced. Again, due to the use of single motor, single planetary gear mechanism and single clutch 3, the overall structure of the single motor multi-mode hybrid power system is small in size and greatly reduces the weight, and the structure only needs to change the arrangement position of the differential 15 to simultaneously meet the transverse and longitudinal structure of the gearbox, and is suitable for a wider range of vehicle models.

[0085] Further, in the present application, the first driving force of the engine 23 can be transmitted directly through the carrier 4 and the ring gear 6, and there is no multi-stage transmission of multiple carriers 4 and gears in the middle, the transmission path is short, the meshing gears are reduced, and the transmission efficiency is significantly improved, especially after the clutch 3 or the brake 2 is combined, the drive is more efficient, and only the drag loss of the brake 2 or the clutch 3, the gear engagement outside the gear and the loss of the differential.

[0086] Further, since there is a pure electric mode, an engine direct drive mode, a parallel mode and a power split mode, the switching of multiple modes can be realized, the economy is more optimal, and the working points of the engine 23 and the motor 1 can be flexibly controlled.

[0087] Further, by adopting multiple gears for the transmission device 200, the control of multiple gears in different modes can be realized, and the number of gears can be set as needed. The more the number of gears, the smoother the gear shifting. When the transmission device 200 adopts three gears, not only can the gear shifting have a certain smoothness, but also can meet the requirements of power and economy, and can match a wide range of vehicle models.

[0088] Further, since high gears are preferentially used when the vehicle starts, and the working points of low gears in the transmission device 200 are controlled according to the vehicle speed and the required torque after the vehicle runs normally, the vehicle can quickly enter a high-speed state after a short stop, and can shift to a low gear state according to the situation in the later period, thereby improving the driving experience of the driver. Moreover, during gear shifting, the motor 1 is preferentially used as a power source, and due to the advantages of the motor 1 itself, the gear shifting impact of the vehicle can be greatly optimized.

[0089] Further, due to the participation of the electric motor 1, the system can achieve the stepless speed change function at the appropriate vehicle speed in each gear, i.e. the stepless speed change function is provided in the first gear, the second gear and the third gear.

[0090] Example Two:

[0091] The difference between this example two and the example one is that the first gear synchronizer and the second gear synchronizer in the example one are replaced by the dog clutch.

[0092] Example Three:

[0093] The difference between this example three and the example one is that the brake in the example one is replaced by the one-way clutch, the multi-mode clutch, the dog clutch or the dry clutch.

[0094] Example Four:

[0095] The difference between this example four and the example one is that the number of gears of the gearshift device in the example one is replaced by the second gear or more than or equal to the fourth gear.

[0096] Example Five:

[0097] The difference between this example five and the example one is that the electric motor can be connected with the sun gear through the spline, the gear or the belt drive.

[0098] Example Six:

[0099] The difference between this example six and the example one is that the connection scheme of the two ends of the clutch can be other combinations of any two components of the sun gear, the planet carrier and the ring gear, which are different from the example one.

[0100] At this point, those skilled in the art should recognize that although the exemplary embodiments of the present application have been shown and described in detail herein, many other variations and modifications can be determined or deduced directly from the disclosure of the present application in accordance with the principles of the present application without departing from the spirit and scope of the present application. Therefore, the scope of the present application should be understood and recognized as covering all these other variations or modifications.

Claims

1. A single-motor multi-mode hybrid power system, comprising a power source device, a transmission device and a differential, the transmission device being connected between an input end of the differential and an output end of the power source device; the power source device comprising: an engine having a first driving shaft for outputting a first driving force; an electric motor having a second driving shaft for outputting a second driving force, the second driving shaft being sleeved on the first driving shaft and being rotatable relative to the first driving shaft; a brake connected to the second driving shaft for selectively cutting off the power output of the second driving shaft; a planetary gear mechanism having a first input end connected to the first driving shaft, a second input end connected to the second driving shaft and an output end, the output end of the planetary gear mechanism simultaneously serving as the output end of the power source device; and a clutch connected to the second driving shaft for controlling the engagement and disengagement of the second input end of the planetary gear mechanism with the output end of the planetary gear mechanism; wherein the number of the engine, the electric motor, the brake, the planetary gear mechanism and the clutch is one; the driving modes of the hybrid power system comprising: an electric-only mode driven by the electric motor only; an engine direct drive mode driven by the engine only, wherein in the engine direct drive mode, the first driving force output by the engine is transmitted to the differential, or part of the first driving force output by the engine is transmitted to the differential and the other part is returned to the electric motor to charge the electric motor; a parallel mode coupled driven by the engine and the electric motor, wherein in the parallel mode, the driving forces output by the engine and the electric motor are coupled, and part of the coupled driving forces is transmitted to the differential and the other part is returned to the electric motor to charge the electric motor; and a power split mode in which the first driving force is split by the engine to the output end of the power source device and the electric motor; wherein in the electric-only mode, the electric motor is in a working state, the engine is in a non-working state, the clutch is in a combined state and the brake is in a disengaged state; in the engine direct drive mode, the engine is in a working state, the electric motor is in a non-working state, the clutch is in a combined state and the brake is in a disengaged state, or the engine is in a working state, the electric motor is in a non-working state, the clutch is in a disengaged state and the brake is in a combined state; in the parallel mode, the engine is in a working state, the electric motor is in a working state, the clutch is in a combined state and the brake is in a disengaged state; and in the power split mode, the engine is in a working state, the electric motor is in a working state, the clutch is in a disengaged state and the brake is in a disengaged state; the planetary gear mechanism comprising a plurality of planetary gears, a planet carrier, a sun gear and a ring gear. ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ 2. The single-motor multi-mode hybrid powertrain of claim 1, wherein, ​ Each of the plurality of planetary gears is connected with the planet carrier, and each of the plurality of planetary gears is connected with the ring gear; The planet carrier is connected with the first driving shaft, and the planet carrier serves as the first input end of the planetary gear mechanism; The sun gear is arranged on the second driving shaft, is arranged concentrically with the ring gear, and is engaged with the plurality of planetary gears, and the sun gear serves as the second input end of the planetary gear mechanism; The ring gear serves as the output end of the planetary gear mechanism.

3. The single-motor multi-mode hybrid powertrain of any one of claims 1-2, wherein, The transmission device comprises an input shaft, an output shaft, a plurality of gear pairs and a plurality of gear synchronizers, the input shaft is connected with the output end of the power source device, the output shaft is connected with the input end of the differential; Each gear pair comprises a driving gear and a driven gear engaged with the driving gear, the driving gear is arranged on the input shaft, and the driven gear is arranged on the output shaft; The gear synchronizer is used to control the combination of the driven gear and the output shaft, so as to transmit the driving force via the gear pair to the differential.

4. The single-motor multi-mode hybrid powertrain of claim 3, wherein, The gear pair comprises at least a first gear pair and a second gear pair, and the gear synchronizer comprises a first gear synchronizer and a second gear synchronizer; The driving gear of the first gear pair is a first driving gear, the driven gear of the first gear pair is a first driven gear, and the first gear synchronizer is used to selectively control the combination of the first driven gear and the output shaft; The driving gear of the second gear pair is a second driving gear, the driven gear of the second gear pair is a second driven gear, and the second gear synchronizer is used to selectively control the combination of the second driven gear and the output shaft.

5. The single-motor multi-mode hybrid powertrain of claim 4, wherein, The gear pair further comprises a third gear pair, the driving gear of the third gear pair is a third driving gear, and the driven gear of the third gear pair is a third driven gear; The second gear synchronizer is arranged on the output shaft and located between the second driven gear and the third driven gear, and is used to selectively control the combination of the third driven gear and the output shaft.

6. The single-motor multi-mode hybrid powertrain of claim 4 or 5, wherein, The transmission device further comprises: A reverse gear arranged on the output shaft; An idler shaft arranged in parallel with the input shaft and spaced apart from the input shaft; An idler gear arranged on the idler shaft and engaged with the reverse gear and the first driving gear.

7. The single-motor multi-mode hybrid powertrain of any of claims 1-2, 4, and 5, wherein, Further comprising: A controller configured to control the vehicle to preferentially select a high gear in the transmission device when starting, and to control the working point of a low gear in the transmission device according to the vehicle speed and the required torque of the vehicle when the vehicle is running normally.

8. The single-motor multi-mode hybrid powertrain of claim 7, wherein, The controller is configured to preferentially use the electric motor as a power source when shifting gears.

9. A hybrid vehicle comprising the single-motor multi-mode hybrid system according to any one of claims 1-8.

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