Power system and control method thereof and vehicle

Abstract

The application discloses a power system, a control method thereof and a vehicle. The power system comprises a power output shaft, a motor module, an engine, a clutch module and a control module. The motor module has a motor output shaft. The motor output shaft and the power output shaft are connected through a first transmission and reduction mechanism. The engine has an engine output shaft. The engine output shaft and the power output shaft are connected through a second transmission and reduction mechanism. The clutch module comprises a first clutch module, a second clutch module and a third clutch module. The first clutch module is used for controlling the on-off of the first transmission and reduction mechanism. The second clutch module is used for controlling the on-off of the second transmission and reduction mechanism. The third clutch module is arranged between the engine output shaft and the first transmission and reduction mechanism and is used for controlling the on-off between the engine output shaft and the first transmission and reduction mechanism. The control module is electrically connected with the motor module, the engine and the clutch module.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and in particular to a power system, its control method, and a vehicle. Background Technology

[0002] Currently, new energy vehicles using series-parallel hybrid systems generally use electric motors for starting, while the direct-drive gear ratio of the engine is generally small, making it impossible to start the engine. If the motor system malfunctions, the vehicle will be unable to start and drive. Summary of the Invention

[0003] The main objective of this invention is to propose a power system, its control method, and a vehicle, which aims to solve the problem that existing hybrid systems cannot achieve engine start-up.

[0004] To achieve the above objectives, the present invention proposes a power system comprising:

[0005] Power take-off shaft;

[0006] The motor module has a motor output shaft, and the motor output shaft is connected to the power output shaft through a first transmission reduction mechanism.

[0007] An engine has an engine output shaft, and the engine output shaft and the power output shaft are connected by a second transmission reduction mechanism, wherein the transmission ratio of the second transmission reduction mechanism is less than the transmission ratio of the first transmission reduction mechanism.

[0008] The clutch module includes a first clutch module, a second clutch module, and a third clutch module. The first clutch module controls the on / off state of the first transmission reduction mechanism. The second clutch module controls the on / off state of the second transmission reduction mechanism. The third clutch module is disposed between the engine output shaft and the first transmission reduction mechanism and controls the on / off state of the connection between the engine output shaft and the first transmission reduction mechanism.

[0009] The control module is electrically connected to the motor module, the engine, and the clutch module.

[0010] Optionally, the motor module includes a first drive motor and a second drive motor sleeved on the power output shaft, wherein the motor output shaft is the output shaft of the first drive motor;

[0011] The third clutch module is located between the first drive motor and the second drive motor, and is used to selectively control the engagement and disengagement of the output shaft of one of the first drive motor and the second drive motor with the engine output shaft.

[0012] Optionally, the first transmission reduction mechanism includes:

[0013] A first drive shaft is axially spaced from the power output shaft; and...

[0014] The first transmission assembly includes a first transmission gear set and a second transmission gear set. The first transmission gear set is disposed between the first transmission shaft and the power output shaft, and the second transmission gear set is disposed between the first transmission shaft and the motor output shaft.

[0015] Optionally, the first transmission gear set includes a first gear set and a second gear set disposed between the first transmission shaft and the power output shaft;

[0016] The first clutch module is located between the first gear set and the second gear set, and is used to selectively control the engagement or disengagement of one of the first gear set or the second gear set with the power output shaft.

[0017] Optionally, the first transmission reduction mechanism includes a first transmission shaft;

[0018] The second transmission reduction mechanism includes:

[0019] A second drive shaft is rotatably mounted on the first drive shaft; and...

[0020] The second transmission assembly includes a three-speed gear set and a four-speed gear set. The three-speed gear set is located between the second transmission shaft and the power output shaft, and the four-speed gear set is located between the second transmission shaft and the engine output shaft.

[0021] The second clutch module is located between the third gear set and the fourth gear set, and is used to selectively control the engagement or disengagement of either the third gear set or the fourth gear set with the power output shaft.

[0022] Optionally, the first transmission gear set includes a first gear set and a second gear set, and the second transmission assembly includes a third gear set and a fourth gear set;

[0023] The transmission ratios of the first gear set, the second gear set, the third gear set, and the fourth gear set decrease sequentially.

[0024] Optionally, both the first clutch module and the second clutch module include a speed change synchronizer fixedly mounted on the power output shaft; and / or,

[0025] The third clutch module includes a motor synchronizer that is fixedly mounted on the engine output shaft.

[0026] Optionally, the control module includes a drive controller and a transmission controller. The drive controller is electrically connected to the motor module and the engine to control the operation of the motor module and the engine. The transmission controller is electrically connected to the first clutch module, the second clutch module and the third clutch module to control the operation of the first clutch module, the second clutch module and the third clutch module.

[0027] Optionally, the third clutch module controls the engine output shaft to connect with the first transmission reduction mechanism, and the first clutch module controls the first transmission reduction mechanism to connect, so that the engine output shaft is connected to the power output shaft through the first transmission reduction mechanism.

[0028] The present invention also provides a vehicle comprising the aforementioned power system.

[0029] Furthermore, the present invention also provides a control method for a power system, which, based on the aforementioned power system, includes the following steps:

[0030] Obtain the type of power output mode;

[0031] The operation of the motor module, the engine, and the clutch module is controlled according to the type of power output mode.

[0032] Optionally, after the step of controlling the operation of the motor module, the engine, and the clutch module according to the type of power output mode, the method further includes:

[0033] When switching the power output mode, the first drive motor, the second drive motor, and the engine are controlled to operate, and the first clutch module, the second clutch module, or the third clutch module is controlled to switch to perform gear shifting, so that the power output shaft maintains power output to achieve no power interruption.

[0034] In the technical solution of this invention, when the vehicle starts normally, the first clutch module is coupled to the power output shaft to connect the first transmission reduction mechanism, thereby connecting the motor output shaft to the power output shaft so that the motor module can drive the power output shaft to rotate, thus enabling the motor module to start directly through the first transmission reduction mechanism. When the motor module malfunctions, the first clutch module is coupled to the power output shaft to connect the first transmission reduction mechanism, and simultaneously the third clutch module is coupled to the engine output shaft to connect the engine output shaft to the first transmission reduction mechanism, thus connecting the engine output to the power output shaft, enabling the engine to start directly through the first transmission reduction mechanism. Thus, by setting the third clutch module to control the connection and disconnection between the engine output shaft and the first transmission reduction mechanism, on the one hand, the vehicle can be started directly through both the motor module and the engine, ensuring that the vehicle can start directly through the engine when the motor system or high-voltage system malfunctions. On the other hand, when the engine directly drives the power output shaft, the engine output shaft and the motor output shaft are decoupled to avoid consuming engine power, thereby helping to reduce the fuel consumption of the power system. Attached Figure Description

[0035] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0036] Figure 1 A schematic diagram of the structure of an embodiment of the power system provided by the present invention;

[0037] Figure 2 for Figure 1 A schematic diagram of the power system in its first operating mode;

[0038] Figure 3 for Figure 1 A schematic diagram of the power system in the second operating mode;

[0039] Figure 4 for Figure 1 A schematic diagram of the power system in the third operating mode;

[0040] Figure 5 for Figure 1 A schematic diagram of the power system in the fourth operating mode;

[0041] Figure 6 for Figure 1 A schematic diagram of the power system in the fifth working mode;

[0042] Figure 7 for Figure 1 A schematic diagram of the power system in the sixth operating mode;

[0043] Figure 8 for Figure 1 A schematic diagram of the power system in the seventh operating mode;

[0044] Figure 9 for Figure 1 A schematic diagram of the power system in the eighth working mode;

[0045] Figure 10 for Figure 1 A schematic diagram of the power system in its ninth operating mode;

[0046] Figure 11 for Figure 1 A schematic diagram of the power system in the tenth working mode;

[0047] Figure 12 for Figure 1 A schematic diagram of the power system in the eleventh working mode;

[0048] Figure 13 for Figure 1 A schematic diagram of the power system in its twelfth operating mode;

[0049] Figure 14 This is a schematic diagram of the structure of the control module of the hardware operating environment involved in the embodiment of the present invention;

[0050] Figure 15 A flowchart illustrating the first embodiment of the control method for a power system provided by the present invention;

[0051] Figure 16 This is a flowchart illustrating a second embodiment of the control method for a power system provided by the present invention.

[0052] Explanation of icon numbers:

[0053]

[0054]

[0055] The realization of the objective, functional features and advantages of the present invention will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0056] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present invention.

[0057] It should be noted that if the embodiments of the present invention involve directional indication, the directional indication is only used to explain the relative positional relationship and movement of the components in a certain specific posture. If the specific posture changes, the directional indication will also change accordingly.

[0058] Furthermore, if the embodiments of this invention involve descriptions such as "first" or "second," these descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the technical solutions of the various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. If the combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed by this invention.

[0059] Currently, hybrid systems in new energy vehicles generally use electric motors for starting, while the direct-drive gear ratio of the engine is generally small, making it impossible to start the engine. If the electric motor system malfunctions, the vehicle will be unable to start and drive.

[0060] In view of this, the present invention provides a power system designed to solve the problem that existing hybrid systems cannot achieve engine start-up. Specifically, Figures 1 to 13 A schematic diagram of an embodiment of the power system provided by the present invention; Figure 14 This is a schematic diagram of the structure of the control module of the hardware operating environment involved in the embodiments of the invention; Figures 15 to 16 A flowchart illustrating the control method for the power system provided by this invention.

[0061] Please see Figure 1The power system 100 includes a power output shaft 1, a motor module 2, an engine 3, a clutch module 6, and a control module 7. The motor module 2 has a motor output shaft 21, which is connected to the power output shaft 1 via a first transmission reduction mechanism 4. The engine 3 has an engine output shaft 31, which is connected to the power output shaft 1 via a second transmission reduction mechanism 5. The transmission ratio of the second transmission reduction mechanism 5 is less than the transmission ratio of the first transmission reduction mechanism 4. The clutch module 6 includes a first clutch module 61, a second clutch module 62, and a third clutch module 63. The first clutch module 61 controls the on / off state of the first transmission reduction mechanism 4, the second clutch module 62 controls the on / off state of the second transmission reduction mechanism 5, and the third clutch module 63 is disposed between the engine output shaft 31 and the first transmission reduction mechanism 4 to control the on / off state of the engine output shaft 31 and the first transmission reduction mechanism 4. The control module 7 is electrically connected to the motor module 2, the engine 3, and the clutch module 6.

[0062] In the technical solution of this invention, when the vehicle starts normally, the first clutch module 61 is coupled to the power output shaft 1 to connect the first transmission reduction mechanism 4, thereby connecting the motor output shaft 21 to the power output shaft 1, so that the motor module 2 can drive the power output shaft 1 to rotate, thus enabling the motor module 2 to start directly through the first transmission reduction mechanism 4. When the motor module 2 malfunctions, the first clutch module 61 is coupled to the power output shaft 1 to connect the first transmission reduction mechanism 4, and simultaneously the third clutch module 63 is coupled to the engine output shaft 31 to connect the engine output shaft 31 to the first transmission reduction mechanism 4, so that the engine 3 output is connected to the power output shaft 1, thus enabling the engine 3 to start directly through the first transmission reduction mechanism 4. Thus, by setting the third clutch module 63 to control the connection between the engine output shaft and the first transmission reduction mechanism 4, on the one hand, the vehicle… The vehicle can be started directly via the motor module 2 or the engine 3, ensuring that it can be started directly via the engine 3 in case of a fault in the motor system or high-voltage system. On the other hand, when the engine 3 directly drives the power output shaft 1, the engine output shaft 31 and the motor output shaft 21 can be decoupled to avoid consuming the power of the engine 3, thereby helping to reduce the fuel consumption of the power system 100. In addition, the motor output shaft 21 is connected to the power output shaft 1 via the first transmission reduction mechanism 4, and the engine output shaft 31 is connected to the power output shaft 1 via the second transmission reduction mechanism 5. This allows the power system 100 to effectively utilize the gears of the first transmission reduction mechanism 4 and the second transmission reduction mechanism 5. Compared with the P3 configuration, the power system 100 has a lower torque requirement for the motor module 2, thereby reducing the power of the motor module 2 and thus helping to reduce the cost of the power system 100.

[0063] It is understood that the engine output shaft 31 is connected to the engine 3 via the clutch 8 so that the engine 3 can be separated from the engine output shaft 31, and the clutch 8 is electrically connected to the control module 7 to control the opening and closing of the clutch 8.

[0064] Furthermore, the number of drive motors in the motor module 2 is not limited; it can be one or more. Specifically, in this embodiment, the motor module 2 includes a first drive motor 22 and a second drive motor 23 sleeved on the power output shaft 1. The motor output shaft 21 is the output shaft of the first drive motor 22. The third clutch module 63 is located between the first drive motor 22 and the second drive motor 23, and is used to selectively control the engagement and disengagement of the output shaft of one of the first drive motor 22 and the second drive motor 23 from the engine output shaft 31. Thus, the first drive motor 22 is connected to the first transmission reduction mechanism 4 through the second transmission gear set. Next, when the third clutch module 63 moves to the left, it couples with the motor output shaft 21 to connect the engine output shaft 31 to the first transmission reduction mechanism 4. When the third clutch module 63 moves to the right, it couples with the second drive motor 23 to connect the second drive motor 23 to the engine output shaft 31, so that the second drive motor 23 can drive the engine output shaft 31. When the third clutch module 63 is in the middle, the first drive motor 22 and the second drive motor 23 simultaneously disengage from the engine output shaft 31, thereby disconnecting the motor module 2 from the engine output shaft 31.

[0065] It should be noted that the positions of the first drive motor 22 and the second drive motor 23 are not limited. The first drive motor 22 can be located to the left of the second drive motor 23, or the second drive motor 23 can be located to the left of the first drive motor 22.

[0066] In order to connect the motor output shaft 21 to the power output shaft 1, in this embodiment, the first transmission reduction mechanism 4 includes a first transmission shaft 41 and a first transmission assembly 42. The first transmission shaft 41 and the power output shaft 1 are spaced apart in their axial directions. The first transmission assembly 42 includes a first transmission gear set 421 and a second transmission gear set 422. The first transmission gear set 421 is disposed between the first transmission shaft 41 and the power output shaft 1, and the second transmission gear set 422 is disposed between the first transmission shaft 41 and the motor output shaft 21. The first clutch module 61 is disposed between the first transmission gear set 421 and the power output shaft 1, and is used to selectively control the engagement and disengagement of the first transmission gear set 421 and the power output shaft 1. Thus, by setting the second transmission gear set 422, the torque of the power output shaft 1 is transmitted to the first transmission shaft 41, and the torque of the first transmission shaft 41 is transmitted to the power output shaft 1 through the second transmission gear set 422. At the same time, the first clutch module 61 controls the coupling and disengagement of the first transmission shaft 41 and the power output shaft 1.

[0067] Further, the first transmission gear set 421 includes a first gear set 4211 and a second gear set 4212 disposed between the first transmission shaft 41 and the power output shaft 1. The first clutch module 61 is disposed between the first gear set 4211 and the second gear set 4212, and is used to selectively control the engagement or disengagement of either the first gear set 4211 or the second gear set 4212 with the power output shaft 1. When the first clutch module 61 moves to the right, the first clutch module 61 couples with the first gear set 4211 to... The first drive shaft 41 is connected to the power output shaft 1. When the first clutch module 61 moves to the left, it couples with the second gear set 4212, connecting the first drive shaft 41 to the power output shaft 1. When the first clutch module 61 is in the middle position, the first gear set 4211 and the second gear set 4212 disengage from the first clutch module 61, disconnecting the first drive shaft 41 from the power output shaft 1. This allows the first transmission reduction mechanism 4 to switch between two gears. Of course, in other embodiments, the first transmission gear set 421 may also include a third-speed, fourth-speed, or fifth-speed transmission gear set, etc., and this invention does not limit this. It is understood that the transmission ratios of the first gear set 4211 and the second gear set 4212 are different. Specifically, in this embodiment, the transmission ratio of the first gear set 4211 is greater than that of the second gear set 4212. Of course, in other embodiments, the first gear set 4211 may be smaller than that of the second gear set 4212.

[0068] To connect the engine output shaft 31 to the power output shaft 1, in this embodiment, the first transmission reduction mechanism 4 includes a first transmission shaft 41, and the second transmission reduction mechanism 5 includes a second transmission shaft 51 and a second transmission assembly 52. ​​The second transmission shaft 51 is rotatably sleeved on the first transmission shaft 41. The second transmission assembly 52 includes a three-speed gear set 521 and a four-speed gear set 522. The three-speed gear set 521 is located between the second transmission shaft 51 and the power output shaft 1, and the four-speed gear set 522 is located between the second transmission shaft 51 and the engine output shaft 31. A second clutch module 62 is located between the three-speed gear set 521 and the four-speed gear set 522, and is used to selectively control the engagement or disengagement of either the three-speed gear set 521 or the four-speed gear set 522 with the power output shaft 1. When the second clutch module 62 moves to the right... The third clutch module 63 is coupled to the third gear set 521 so that the engine output shaft 31 is connected to the power output shaft 1 through the fourth gear set 522 and the second transmission shaft 51. When the second clutch module 62 moves to the left, the third clutch module 63 is coupled to the fourth gear set 522, so that the engine output shaft 31 is coupled to the power output shaft 1. When the second clutch module 62 is in the middle, the third gear set 521 and the fourth gear set 522 are disengaged from the second clutch module 62, so that the engine output shaft 31 is disconnected from the power output shaft 1. Thus, by setting the second transmission shaft 51 and the second clutch module 62, the third gear set 521 and the fourth gear set 522 can be coupled to the second clutch module 62 respectively, thereby controlling the engagement and disengagement of the engine output shaft 31 and the power output shaft 1. Further, the third gear set 521 can be one set or multiple sets, and the present invention does not limit this.

[0069] It is understood that the transmission ratios of the third-speed gear set 521 and the fourth-speed gear set 522 are different. Specifically, in this embodiment, the transmission ratio of the third-speed gear set 521 is greater than that of the fourth-speed gear set 522. Of course, in other embodiments, the transmission ratio of the third-speed gear set 521 may be less than that of the fourth-speed gear set 522. It should be understood that since the transmission ratio of the first transmission reduction mechanism 4 is greater than that of the second transmission reduction mechanism 5, in this embodiment, the transmission ratios of the first-speed gear set 4211, the second-speed gear set 4212, the third-speed gear set 521, and the fourth-speed gear set 522 decrease sequentially. This allows the power system 100 to form multiple gears, which facilitates a smooth transition between gears in the power system 100, thereby enabling the power system 100 to adapt to different operating conditions during vehicle operation.

[0070] To control the engagement and disengagement of the power output shaft 1 with the motor output shaft 21 or the engine output shaft 31, in this embodiment, both the first clutch module 61 and the second clutch module 62 include a speed-changing synchronizer fixedly mounted on the power output shaft 1. Thus, by providing the speed-changing synchronizer, both the coupling and disengagement of the power output shaft 1 with the motor output shaft 21 or the engine output shaft 31 can be controlled, and it can also be used for gear switching between the first transmission reduction mechanism 4 and the second transmission reduction mechanism 5. Of course, in other embodiments, the first clutch module 61 and the second clutch module 62 can also be a shift sleeve, etc.

[0071] To control the engagement and disengagement of the engine output shaft 31 and the motor output shaft 21, in this embodiment, the third clutch module 63 includes a motor synchronizer fixedly mounted on the engine output shaft 31. Thus, by providing the motor synchronizer, both the coupling and disengagement of the engine output shaft 31 and the motor output shaft 21 can be controlled, and it can also be used to switch the drive motor in the motor module 2. Of course, in other embodiments, the third clutch module 63 can also be an electromagnetic clutch 8 or a multi-plate clutch 8, etc.

[0072] It should be noted that the above two related technical features, namely, "the first clutch module 61 and the second clutch module 62 both include a transmission synchronizer fixedly installed on the power output shaft 1" and "the third clutch module 63 includes a motor synchronizer fixedly installed on the engine output shaft 31", can be selected or provided simultaneously, and the present invention does not limit this.

[0073] In order to control the operation of the motor module 2, the engine 3, and the clutch module 6, in this embodiment, the control module 7 includes a drive controller 71 and a transmission controller 72. The drive controller 71 is electrically connected to the motor module 2 to control its operation. The transmission controller 72 is electrically connected to the first clutch module 61, the second clutch module 62, and the third clutch module 63 to control their operation. This separates power control from transmission control, facilitating individual control and ensuring safety and reliability.

[0074] In order to enable the vehicle to start directly via the engine 3, in this embodiment, the third clutch module 63 controls the engine output shaft 31 to connect with the first transmission reduction mechanism 4, and the first clutch module 63 controls the first transmission reduction mechanism 4 to connect, so that the engine output shaft 31 is connected to the power output shaft 1 via the first transmission reduction mechanism. Thus, the third clutch module 63 is coupled with the motor output shaft 21 to connect the engine output shaft 31 with the first transmission reduction mechanism 4, and at the same time, the first clutch module 61 is coupled with the power output shaft 1 to connect the first transmission reduction mechanism 4, so that the engine output shaft 31 is connected to the power output shaft 1, thereby enabling the engine 3 to start directly.

[0075] It should be noted that, in the above embodiments, the connection relationships between the components are as follows:

[0076] In the transmission route of the first transmission reduction mechanism 4, the motor output shaft 21 is loosely fitted onto the engine output shaft 31, the first gear set 4211 and the second gear set 4212 are loosely fitted onto the power output shaft 1, the first clutch module 61 is fixedly connected to the power output shaft 1 via a spline, and the transmission gears in the first gear set 4211 and the second gear set 4212 are fixedly connected to the first transmission shaft 41 (they can be connected via a spline or machined integrally with the shaft).

[0077] In the transmission route of the second transmission reduction mechanism 5, the fourth gear set 522 is fixedly connected to the engine output shaft 31 (either via spline connection or integral machining with the shaft), the third gear set 521 is loosely fitted onto the power output shaft 1, the second clutch module 62 is fixedly connected to the power output shaft 1 via splines, and the transmission gears in the third gear set 521 and the fourth gear set 522 are fixedly connected to the second transmission shaft 51 (either via spline connection or integral machining with the shaft). The output shaft of the second drive motor 23 is loosely fitted onto the engine output shaft 31. The third clutch module 63 is fixedly connected to the engine output shaft 31 (either via spline or key connection).

[0078] Please see Figure 1 The power system 100 can output power through either the transmission route of the first transmission reduction mechanism 4 or the transmission route of the second transmission reduction mechanism 5. When power is output through one of the two transmission routes, the other can provide torque compensation, enabling the power system 100 to achieve uninterrupted gear shifting. The following will illustrate the gear shifting process of the power system 100 using the example of shifting from 1st to 2nd gear in pure electric drive mode, in conjunction with the above embodiment:

[0079] Before shifting gears, the clutch 8 between the engine 3 and the engine output shaft 31 is disengaged, the power system 100 is in first gear, that is, the first clutch module 61 engages with the first gear set 4211 to the right, the first drive motor 22 participates in driving, the second drive motor 23 and the engine 3 do not participate in driving, the third clutch module 63 couples with the output shaft of the second drive motor 23 to the right, so that the second drive motor 23 is connected to the engine output shaft 31, and the gear of the second transmission reduction mechanism is in neutral, that is, the second clutch module 62 is in the middle position.

[0080] During gear shifting, the second drive motor 23 increases its speed. When the speed difference between the second clutch module 62 and the third gear set 521 reaches a limited range, the second clutch module 62 couples to the right with the third gear set 521, causing the second transmission reduction mechanism 5 to engage third gear. To ensure that the total output torque of the device remains approximately constant, the first drive motor 22 is controlled to reduce its torque, while the second drive motor 23 is controlled to increase its torque. When the torque of the first drive motor 22 drops to 0, the first clutch module 61 moves to the left to disengage the gear (shift from first gear to neutral). Then, the speed of the first drive motor 22 is controlled so that when the speed difference between the second gear set and the first clutch module 61 reaches a limited range, the first clutch module 61 couples to the left with the second gear set 4212, thus engaging second gear with the first drive motor 22. The first drive motor 22 is then controlled to increase torque, while the second drive motor 23 decreases torque. Throughout this process, the total torque output by the power system 100 must remain approximately constant. When the torque of the second drive motor 23 drops to 0, the second clutch module 62 moves to the left to the middle position (neutral), thus completing the shift from 1st to 2nd gear in pure electric drive mode. The first drive motor 22 continues to drive the vehicle forward. During the entire gear shifting process, the first and second transmission reduction mechanisms 5 alternately output torque, enabling the power system 100 to achieve uninterrupted gear shifting.

[0081] The power system 100 provided by this invention can generate multiple combined operating modes, including pure electric drive mode, engine direct drive mode, range extender mode, hybrid mode, and energy recovery mode. Figures 2 to 3 This is the transmission route diagram for pure electric mode. Figures 4 to 5 This is the transmission route diagram for the engine's 3 direct drive mode; Figures 6 to 8 This is the transmission route diagram for range-extended mode. Figures 9 to 11 This is the transmission route diagram for hybrid mode. Figures 12 to 13 This is a transmission route diagram for the energy recovery mode.

[0082] When the power system 100 is in the first operating mode, the clutch 8 between the engine 3 and the engine output shaft 31 is disengaged, the first drive motor 22 drives, the engine 3 and the second drive motor 23 stop, the first clutch module 61 is coupled to the first transmission gear set 421 to connect the first transmission shaft 41 to the power output shaft 1, the second clutch module 62 is in the middle position, causing the second transmission reduction mechanism to disengage, and the third clutch module 63 is in the middle position, causing the motor output shaft 21 to disconnect from the engine output shaft 31. This mode is the first implementation of the pure electric drive mode. At this time, the power system 100 is suitable for low-to-medium speed driving or climbing conditions. For specific transmission routes, please refer to [reference needed]. Figure 2 The driving force of the first drive motor 22 is transmitted to the power output shaft 1 through the second transmission gear set 422, the first transmission shaft 41, the first transmission gear set 421 and the first clutch module 61 in sequence.

[0083] When the power system 100 is in the second operating mode, the clutch 8 between the engine 3 and the engine output shaft 31 is disengaged. The first drive motor 22 and the second drive motor 23 drive the engine 3, which stops. The first clutch module 61 is coupled to the first transmission gear set 421 to connect the first transmission shaft 41 to the power output shaft 1. The second clutch module 62 is coupled to the third gear set 521 or the fourth gear set 522 to connect the engine output shaft 31 to the power output shaft 1. The third clutch module 63 is in the intermediate position, causing the motor output shaft 21 to disconnect from the engine output shaft 31. This mode is the second implementation of the pure electric drive mode. In this mode, the power system 100 is suitable for medium to full load, rapid acceleration, low speed driving, or climbing conditions. For specific transmission routes, please refer to [reference needed]. Figure 3 The driving force of the first drive motor 22 is transmitted sequentially through the second transmission gear set 422, the first transmission shaft 41, the first transmission gear set 421, and the first clutch module 61 to the power output shaft 1. The driving force of the second drive motor 23 is transmitted sequentially through the engine output shaft 31, the fourth gear set 522, and the second clutch module 62 to the power output shaft 1, or sequentially through the engine output shaft 31, the fourth gear set 522, the second transmission shaft 51, the third gear set 521, and the second clutch module 62 to the power output shaft 1.

[0084] When the power system 100 is in the third operating mode, the clutch 8 between the engine 3 and the engine output shaft 31 is engaged, the first drive motor 22 and the second drive motor 23 stop, the engine 3 drives, the first clutch module 61 is in the middle position to disconnect the first transmission shaft 41 from the power output shaft 1, the second clutch module 62 is coupled to the third gear set 521 or the fourth gear set 522 to connect the engine output shaft 31 to the power output shaft 1, and the third clutch module 63 is in the middle position to disconnect the motor output shaft 21 from the engine output shaft 31. This mode is the first implementation of the engine 3 direct drive mode. In this mode, the power system 100 is suitable for medium and high speed driving. For specific transmission routes, please refer to [reference needed]. Figure 4 The driving force of the engine 3 is transmitted sequentially to the power output shaft 1 via the engine output shaft 31, the four-speed gear set 522 and the second clutch module 62, or sequentially via the engine output shaft 31, the four-speed gear set 522, the second transmission shaft 51, the three-speed gear set 521 and the second clutch module 62.

[0085] When the power system 100 is in the fourth operating mode, the clutch 8 between the engine 3 and the engine output shaft 31 is engaged, the first drive motor 22 and the second drive motor 23 stop, the engine 3 drives, the first clutch module 61 is coupled to the first transmission gear set 421 to connect the first transmission shaft 41 to the power output shaft 1, the second clutch module 62 is in the middle position to disconnect the engine output shaft 31 from the power output shaft 1, and the third clutch module 63 is coupled to the motor output shaft 21 to connect the motor output shaft 21 to the engine output shaft 31. This mode is the second implementation of the engine 3 direct drive mode. In this mode, the power system 100 is suitable for low-to-medium speed driving, motor failure, or high-voltage failure. For specific transmission routes, please refer to [reference needed]. Figure 5 The driving force of the engine 3 is transmitted sequentially to the power output shaft 1 via the third clutch module 63, the motor output shaft 21, the second transmission gear set 422, the first transmission shaft 41, the first transmission gear set 421, and the first clutch module 61.

[0086] When the power system 100 is in the fifth operating mode, the clutch 8 between the engine 3 and the engine output shaft 31 is engaged, the first drive motor 22 drives, the second drive motor 23 generates electricity, and the engine 3 is driven. The first clutch module 61 is coupled to the first transmission gear set 421 to connect the first transmission shaft 41 to the power output shaft 1. The second clutch module 62 is in the middle position to disconnect the engine output shaft 31 from the power output shaft 1. The third clutch module 63 is coupled to the output shaft of the second drive motor 23 to connect the second drive motor 23 to the engine output shaft 31. This mode is the first implementation of the range extender mode. At this time, the battery charge is low, and the power system 100 is suitable for charging the battery under conditions such as low-speed driving or climbing. For specific transmission routes, please refer to [reference needed]. Figure 6 The driving force of the engine 3 is transmitted sequentially through the engine output shaft 31 and the third clutch module 63 to the second drive motor 23 for power generation. The driving force of the first drive motor 22 is transmitted sequentially through the second transmission gear set 422, the first transmission shaft 41, the first transmission gear set 421 and the first clutch module 61 to the power output shaft 1.

[0087] When the power system 100 is in the sixth operating mode, the clutch 8 between the engine 3 and the engine output shaft 31 is engaged, the first drive motor 22 stops, the second drive motor 23 generates electricity, and the engine 3 is driven. The first clutch module 61 is in the intermediate position to disconnect the first transmission shaft 41 from the power output shaft 1, the second clutch module 62 is in the intermediate position to disconnect the engine output shaft 31 from the power output shaft 1, and the third clutch module 63 is coupled to the output shaft of the second drive motor 23 to connect the second drive motor 23 to the engine output shaft 31. This mode is the second implementation of the range extender mode. At this time, the battery power is low, and the power system 100 is suitable for charging the battery when the vehicle is parked. For specific transmission routes, please refer to [reference needed]. Figure 7 The driving force of the engine 3 is transmitted sequentially through the engine output shaft 31 and the third clutch module 63 to the second drive motor 23 to generate electricity.

[0088] When the power system 100 is in the seventh operating mode, the clutch 8 between the engine 3 and the engine output shaft 31 is engaged, the first drive motor 22 drives, the second drive motor 23 stops, the engine 3 drives, the first clutch module 61 is coupled to the first transmission gear set 421 to connect the first transmission shaft 41 to the power output shaft 1, the second clutch module 62 is coupled to the third gear set 521 or the fourth gear set 522 to connect the engine output shaft 31 to the power output shaft 1, and the third clutch module 63 is in the intermediate position, causing the motor output shaft 21 to disconnect from the engine output shaft 31. This mode is the first implementation of the hybrid mode. In this mode, the power system 100 is suitable for full load, high speed driving, and climbing conditions. For specific transmission routes, please refer to [reference needed]. Figure 8 The driving force of the engine 3 is transmitted sequentially to the power output shaft 1 via the engine output shaft 31, the four-speed gear set 522, and the second clutch module 62, or sequentially via the engine output shaft 31, the four-speed gear set 522, the second transmission shaft 51, the three-speed gear set 521, and the second clutch module 62. The driving force of the first drive motor 22 is transmitted sequentially to the power output shaft 1 via the second transmission gear set 422, the first transmission shaft 41, the first transmission gear set 421, and the first clutch module 61.

[0089] When the power system 100 is in the eighth operating mode, the clutch 8 between the engine 3 and the engine output shaft 31 is engaged, the first drive motor 22 drives, the second drive motor 23 drives, and the engine 3 is driven. The first clutch module 61 is coupled to the first transmission gear set 421 to connect the first transmission shaft 41 to the power output shaft 1. The second clutch module 62 is coupled to the third gear set 521 or the fourth gear set 522 to connect the engine output shaft 31 to the power output shaft 1. The third clutch module 63 is coupled to the output shaft of the second drive motor 23 to connect the second drive motor 23 to the engine output shaft 31. This mode is the second implementation of the hybrid mode. In this mode, the power system 100 is suitable for conditions such as overload, high-speed driving, and climbing. For specific transmission routes, please refer to [reference needed]. Figure 9The driving force of the engine 3 and the second drive motor 23 is transmitted to the power output shaft 1 in sequence through the engine output shaft 31, the four-speed gear set 522 and the second clutch module 62, or in sequence through the engine output shaft 31, the four-speed gear set 522, the second transmission shaft 51, the three-speed gear set 521 and the second clutch module 62. The driving force of the first drive motor 22 is transmitted to the power output shaft 1 in sequence through the second transmission gear set 422, the first transmission shaft 41, the first transmission gear set 421 and the first clutch module 61.

[0090] When the power system 100 is in the ninth operating mode, the clutch 8 between the engine 3 and the engine output shaft 31 is engaged, the first drive motor 22 stops, the second drive motor 23 generates electricity, the engine 3 is driven, the first clutch module 61 is in the middle position to disconnect the first transmission shaft 41 from the power output shaft 1, the second clutch module 62 is coupled to the third gear set 521 or the fourth gear set 522 to connect the engine output shaft 31 to the power output shaft 1, and the third clutch module 63 is coupled to the output shaft of the second drive motor 23 to connect the second drive motor 23 to the engine output shaft 31. This mode is the third implementation of the hybrid mode. At this time, the battery charge is low, and the power system 100 is suitable for charging the battery during medium and high speed driving. For specific transmission routes, please refer to [reference needed]. Figure 10 Part of the driving force of the engine 3 is transmitted sequentially through the engine output shaft 31 and the third clutch module 63 to the second drive motor 23 for power generation, and another part is transmitted through the engine output shaft 31, the fourth gear set 522 and the second clutch module 62 to the power output shaft 1, or sequentially through the engine output shaft 31, the fourth gear set 522, the second transmission shaft 51, the third gear set 521 and the second clutch module 62 to the power output shaft 1.

[0091] When the power system 100 is in the tenth operating mode, the clutch 8 between the engine 3 and the engine output shaft 31 is engaged, the first drive motor 22 stops, the second drive motor 23 drives, and the engine 3 is driven. The first clutch module 61 is in the middle position, so that the first transmission shaft 41 is disconnected from the power output shaft 1. The second clutch module 62 is coupled with the third gear set 521 or the fourth gear set 522 to connect the engine output shaft 31 to the power output shaft 1. The third clutch module 63 is coupled with the output shaft of the second drive motor 23 to connect the second drive motor 23 to the engine output shaft 31. This mode is the fourth implementation of the hybrid mode. In this mode, the power system 100 is suitable for high-speed driving or hill climbing. For specific transmission routes, please refer to [reference needed]. Figure 11 The driving force of the engine 3 and the second drive motor 23 is transmitted to the power output shaft 1 in sequence through the engine output shaft 31, the four-speed gear set 522 and the second clutch module 62, or in sequence through the engine output shaft 31, the four-speed gear set 522, the second transmission shaft 51, the three-speed gear set 521 and the second clutch module 62.

[0092] When the power system 100 is in the eleventh operating mode, the clutch 8 between the engine 3 and the engine output shaft 31 is disengaged, the first drive motor 22 generates electricity, the second drive motor 23 stops, the engine 3 stops, the first clutch module 61 is in the middle position to disconnect the first transmission shaft 41 from the power output shaft 1, the second clutch module 62 is coupled to the third gear set 521 or the fourth gear set 522 to connect the engine output shaft 31 to the power output shaft 1, and the third clutch module 63 is coupled to the motor output shaft 21 to connect the motor output shaft 21 to the engine output shaft 31. This mode is the first implementation of the power recovery mode. In this mode, the power system 100 is suitable for single-motor recovery. For specific transmission routes, please refer to [reference needed]. Figure 12 The driving force of the power output shaft 1 is transmitted sequentially through the power output shaft 1, the second clutch module 62, the fourth gear set 522, the engine output shaft 31, the third clutch module 63, and the motor output shaft 21 to the first drive motor 22 for power generation, or sequentially through the power output shaft 1, the second clutch module 62, the third gear set 521, the second transmission shaft 51, the fourth gear set 522, the engine output shaft 31, the third clutch module 63, and the motor output shaft 21 to the first drive motor 22 for power generation.

[0093] When the power system 100 is in the twelfth operating mode, the clutch 8 between the engine 3 and the engine output shaft 31 is disengaged. The first drive motor 22 generates electricity, the second drive motor 23 generates electricity, the engine 3 stops, the first clutch module 61 is coupled to the first transmission gear set 421 to connect the first transmission shaft 41 to the power output shaft 1, the second clutch module 62 is coupled to the third gear set 521 or the fourth gear set 522 to connect the engine output shaft 31 to the power output shaft 1, and the third clutch module 63 is coupled to the output shaft of the second drive motor 23 to connect the second drive motor 23 to the engine output shaft 31. This mode is the second implementation of the power recovery mode. In this mode, the power system 100 is suitable for dual-motor recovery. For specific transmission routes, please refer to [reference needed]. Figure 13 The driving force of the power output shaft 1 is transmitted in sequence to the second drive motor 23 for power generation via the power output shaft 1, the second clutch module 62, the fourth gear set 522, the engine output shaft 31, and the third clutch module 63, or in sequence to the second drive motor 23 for power generation via the power output shaft 1, the second clutch module 62, the third gear set 521, the second transmission shaft 51, the fourth gear set 522, the engine output shaft 31, and the third clutch module 63. The other part is transmitted in sequence to the first drive motor 22 for power generation via the power output shaft 1, the first clutch module 61, the first transmission gear set 421, the first transmission shaft 41, the second transmission gear set 422, and the motor output shaft 21.

[0094] To achieve the above objectives, the present invention also provides a vehicle, the vehicle including the aforementioned power system 100. It should be noted that the structure of the power system 100 in the vehicle can refer to the embodiments of the aforementioned power system 100, and will not be repeated here. Since the vehicle provided by the present invention uses the aforementioned power system 100, the embodiments of the vehicle provided by the present invention include all the technical solutions of all embodiments of the aforementioned power system 100, and the achieved technical effects are completely the same, and will not be repeated here.

[0095] Please see Figure 14 , Figure 14 This is a schematic diagram of the structure of the control module 7 of the hardware operating environment involved in the embodiment of the present invention.

[0096] like Figure 14As shown, the control device may include: a processor 1001, such as a CPU; a communication bus 1002; a user interface 1003; a network interface 1004; and a memory 1005. The communication bus 1002 is used to enable communication between these components. The user interface 1003 may include a display screen or an input unit such as a keyboard; optionally, the user interface 1003 may also include a standard wired interface or a wireless interface. The network interface 1004 may optionally include a standard wired interface or a wireless interface (such as a Wi-Fi interface). The memory 1005 may be high-speed RAM or non-volatile memory, such as a disk drive. Optionally, the memory 1005 may also be a storage device independent of the aforementioned processor 1001.

[0097] Those skilled in the art will understand that Figure 14 The structure shown does not constitute a limitation on the control module 7, and may include more or fewer components than shown, or combine certain components, or have different component arrangements.

[0098] like Figure 14 As shown, the memory 1005, which serves as a computer storage medium, may include an operating system, a network communication module, a user interface module, and a power system 100100 control program.

[0099] Figure 14 The control module 7 shown calls the power system 100100 control program stored in the memory 1005 through the processor 1001 and performs the following operations:

[0100] Obtain the type of power output mode;

[0101] The operation of the motor module 2, the engine 3, and the clutch module 6 is controlled according to the type of power output mode.

[0102] Furthermore, the processor 1001 can call the power system 100100 control program stored in the memory 1005 and also perform the following operations:

[0103] When switching the power output mode, the motor module 2 and the engine 3 are controlled to work, and the first clutch module 61, the second clutch module 62 or the third clutch module 63 are controlled to switch to perform gear shifting, so that the power output shaft 1 maintains power output to achieve no power interruption.

[0104] Based on the aforementioned power system 100, the present invention also proposes a control method for the power system 100. Please refer to [link to relevant documentation]. Figure 15 , Figure 15The figure shown is an embodiment of the control method for the power system 100 proposed in this invention.

[0105] The control method for the power system 100 includes the following steps:

[0106] Step S10: Obtain the type of power output mode;

[0107] Step S20: Control the operation of the motor module 2, the engine 3 and the clutch module 6 according to the type of power output mode.

[0108] Furthermore, referring to Figure 16 After step S20, which controls the operation of the motor module 2, the engine 3, and the clutch module 6 according to the type of power output mode, the method further includes:

[0109] Step S30: When switching the power output mode type, control the first drive motor 22, the second drive motor 23 and the engine 3 to work, and control the first clutch module 61, the second clutch module 62 or the third clutch module 63 to switch gears, so that the power output shaft 1 maintains power output to achieve no power interruption.

[0110] In the above steps, by controlling the first drive motor 22, the second drive motor 23 and the engine 3 to work, and by controlling the switching of the first clutch module 61, the second clutch module 62 or the third clutch module 63, the power system 100 can output power through the transmission route of the first transmission reduction mechanism 4 or through the transmission route of the second transmission reduction mechanism 5. When power is output through one of the two transmission routes, the other can provide power torque compensation, so that the power system 100 can achieve gear shifting without power interruption.

[0111] It should be noted that the type of power output mode can be obtained automatically by the vehicle or by the driver's operation. For example, the selection of the medium-heavy load output mode and the light load output mode can be made by the driver according to the vehicle's load and road conditions. The selection of the first gear output mode and the second gear output mode can be made by the driver shifting gears according to driving needs. Of course, in other embodiments, the vehicle can also select according to its own road conditions. Specifically, this application does not limit this.

[0112] The above description is only a preferred embodiment of the present invention and does not limit the patent scope of the present invention. Any equivalent structural transformations made under the concept of the present invention using the description and drawings of the present invention, or direct / indirect applications in other related technical fields, are included within the patent protection scope of the present invention.

Claims

1. A power system for a vehicle, characterized in that, The power system includes: Power take-off shaft; The motor module has a motor output shaft, and the motor output shaft is connected to the power output shaft through a first transmission reduction mechanism. An engine has an engine output shaft, and the engine output shaft and the power output shaft are connected by a second transmission reduction mechanism, wherein the transmission ratio of the second transmission reduction mechanism is less than the transmission ratio of the first transmission reduction mechanism. The clutch module includes a first clutch module, a second clutch module, and a third clutch module. The first clutch module controls the on / off state of the first transmission reduction mechanism. The second clutch module controls the on / off state of the second transmission reduction mechanism. The third clutch module is disposed between the engine output shaft and the first transmission reduction mechanism and controls the on / off state of the connection between the engine output shaft and the first transmission reduction mechanism. The control module is electrically connected to the motor module, the engine, and the clutch module; The motor module includes a first drive motor and a second drive motor, wherein the output shaft of the second drive motor is loosely fitted onto the power output shaft, and the motor output shaft is the output shaft of the first drive motor. The third clutch module is located between the first drive motor and the second drive motor, and is used to selectively control the engagement and disengagement of the output shaft of one of the first drive motor and the second drive motor with the engine output shaft; The powertrain system has at least one of a first hybrid mode and a second hybrid mode; In the first hybrid mode, the first drive motor stops working, the second drive motor generates electricity, the engine drives, the first clutch module controls the first transmission reduction mechanism to disengage, the second clutch module controls the second transmission reduction mechanism to couple, and the third clutch module couples with the output shaft of the second drive motor so that the second drive motor is connected to the output shaft of the engine. In the second hybrid mode, the first drive motor stops working, the second drive motor drives, the engine drives, the first clutch module controls the first transmission reduction mechanism to disengage, the second clutch module controls the second transmission reduction mechanism to couple, and the third clutch module couples with the output shaft of the second drive motor so that the second drive motor is connected to the output shaft of the engine.

2. The power system as described in claim 1, characterized in that, The first transmission reduction mechanism includes: A first drive shaft is axially spaced from the power output shaft; and... The first transmission assembly includes a first transmission gear set and a second transmission gear set. The first transmission gear set is disposed between the first transmission shaft and the power output shaft, and the second transmission gear set is disposed between the first transmission shaft and the motor output shaft. The first clutch module is located between the first transmission gear set and the power output shaft, and is used to selectively control the engagement and disengagement of the first transmission gear set and the power output shaft.

3. The power system as described in claim 2, characterized in that, The first transmission gear set includes a first gear set and a second gear set disposed between the first transmission shaft and the power output shaft; The first clutch module is located between the first gear set and the second gear set, and is used to selectively control the engagement or disengagement of either the first gear set or the second gear set with the power output shaft.

4. The power system as described in claim 1, characterized in that, The first transmission reduction mechanism includes a first transmission shaft; The second transmission reduction mechanism includes: A second drive shaft is rotatably mounted on the first drive shaft; and... The second transmission assembly includes a three-speed gear set and a four-speed gear set. The three-speed gear set is located between the second transmission shaft and the power output shaft, and the four-speed gear set is located between the second transmission shaft and the engine output shaft. The second clutch module is located between the third gear set and the fourth gear set, and is used to selectively control the engagement or disengagement of either the third gear set or the fourth gear set with the power output shaft.

5. The power system as described in claim 3 or 4, characterized in that, The first transmission gear set includes a first gear set and a second gear set, and the second transmission assembly includes a third gear set and a fourth gear set; The transmission ratios of the first gear set, the second gear set, the third gear set, and the fourth gear set decrease sequentially.

6. The power system as described in claim 1, characterized in that, Both the first clutch module and the second clutch module include a speed change synchronizer fixedly mounted on the power output shaft; and / or, The third clutch module includes a motor synchronizer that is fixedly mounted on the engine output shaft.

7. The power system as described in claim 1, characterized in that, The control module includes a drive controller and a transmission controller. The drive controller is electrically connected to the motor module and the engine to control the operation of the motor module and the engine. The transmission controller is electrically connected to the first clutch module, the second clutch module and the third clutch module to control the operation of the first clutch module, the second clutch module and the third clutch module.

8. The power system as described in claim 1, characterized in that, The third clutch module controls the connection between the engine output shaft and the first transmission reduction mechanism, and the first clutch module controls the first transmission reduction mechanism to connect, so that the engine output shaft is connected to the power output shaft through the first transmission reduction mechanism.

9. A vehicle, characterized in that, Includes the power system as described in any one of claims 1 to 8.

10. A control method for a power system, based on the power system as described in any one of claims 1 to 8, characterized in that, The control method for the power system includes the following steps: Obtain the type of power output mode; The operation of the motor module, the engine, and the clutch module is controlled according to the type of power output mode.

11. The control method as described in claim 10, characterized in that, After the step of controlling the operation of the motor module, the engine, and the clutch module according to the type of power output mode, the method further includes: When switching the power output mode, the first drive motor, the second drive motor, and the engine are controlled to operate, and the first clutch module, the second clutch module, or the third clutch module is controlled to switch to perform gear shifting, so that the power output shaft maintains power output to achieve no power interruption.

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