Hybrid powertrain and vehicle

Abstract

A hybrid power system and vehicle, the hybrid power system comprising an engine (ICE), an electric machine (EM), a dual clutch and a transmission (DCT) having two synchronous engagement mechanisms (A1, A2). The hybrid power system is able to realize the same or even more working modes as the hybrid power system in the background art which adopts one electric machine and a hybrid power dedicated transmission, and the hybrid power system is simpler in structure, more compact in size and lower in cost.

Description

Technical Field

[0001] This invention relates to the field of vehicles, and more particularly to a hybrid power system and a vehicle including the hybrid power system. Background Technology

[0002] In the prior art, a strong hybrid system or a plug-in hybrid system may include an electric motor and a so-called hybrid-specific transmission. Such a hybrid system is flexible and highly modular.

[0003] As an example of the aforementioned hybrid system including an electric motor and a dedicated hybrid transmission, there exists a hybrid system having the following structure: an engine, an electric motor, a transmission including five synchronizing mechanisms, a separate clutch located between the engine and the electric motor, and a dual clutch located between the electric motor and the transmission. The output shaft of the engine is driven to the input / output shaft of the electric motor via the separate clutch, and the input / output shaft of the electric motor is driven to the input shaft of the transmission via the dual clutch.

[0004] Because this hybrid system has a single clutch and a dual clutch with two clutch units, and the transmission internally incorporates five synchronizing mechanisms, its structural design is complex. This leads to increased effort and cost in integrating the various components of the hybrid system, and also results in a larger module size for the integrated hybrid system, thus increasing the overall layout of the powertrain or vehicle containing the hybrid system.

[0005] As another example of the hybrid system described above, which includes an electric motor and a dedicated hybrid transmission, there is another hybrid system with the following structure: an engine, an electric motor, a transmission including four synchronizing mechanisms, and a separate clutch located between the engine and the transmission. The output shaft of the engine is driven to the first input shaft of the transmission via the separate clutch, and the input / output shaft of the electric motor is driven to the second input shaft of the transmission via a gear transmission mechanism.

[0006] Although the hybrid system only includes one clutch, the transmission has four synchronized engagement mechanisms inside, and the transmission also includes a reverse gear pair that operates in pure engine drive mode, so the structural design of the hybrid system is also more complex. Summary of the Invention

[0007] The present invention was made in response to the deficiencies of the prior art described above. One object of the present invention is to provide a novel hybrid power system that, compared to the hybrid power systems described in the background section, can achieve the same or even more operating modes, and has a simpler structure, more compact size, and lower cost. Another object of the present invention is to provide a vehicle incorporating this hybrid power system.

[0008] To achieve the above-mentioned objectives, the present invention adopts the following technical solution.

[0009] The present invention provides a hybrid power system comprising:

[0010] A transmission includes a first input shaft, a second input shaft, an output shaft, and an intermediate shaft. The second input shaft is sleeved on the first input shaft, and the second input shaft and the first input shaft can rotate independently of each other. The first input shaft is provided with a first synchronous engagement mechanism, and the output shaft is provided with a second synchronous engagement mechanism. A first input shaft first gear, which is non-torsional and corresponds to the first synchronous engagement mechanism, is always engaged with an intermediate shaft first gear, which is torsional and is always engaged with an output shaft first gear, which is torsional and is always engaged with an output shaft first gear, which is torsional and is always engaged with an output shaft second gear, which is non-torsional and corresponds to the second synchronous engagement mechanism, and an output shaft second gear and an output shaft third gear, which are respectively torsional and are always engaged with a second input shaft first gear and a second input shaft second gear, which are torsional and are always engaged with an intermediate shaft second gear, which is torsional and is always engaged with a second input shaft second gear.

[0011] The motor, which is always connected to the second input shaft via a drive; and

[0012] An engine and a dual clutch, the dual clutch including a first clutch unit and a second clutch unit, the engine being connected to a first input shaft and an output shaft via the dual clutch, such that when the first clutch unit engages / disengages, the engine is connected to / disengaged from the first input shaft, and when the second clutch unit engages / disengages, the engine is connected to / disengaged from the second input shaft.

[0013] Preferably, the dual clutch is located radially inside the rotor of the motor.

[0014] More preferably, the input / output shaft of the motor is directly connected to the second input shaft in a coaxial manner; or

[0015] The motor is always connected to the second input shaft via the first gear of the second input shaft or the second gear of the second input shaft.

[0016] More preferably, the input / output shaft of the motor is directly connected to the intermediate shaft in a coaxial manner; or

[0017] The motor is always connected to the second input shaft via a gear pair consisting of the second gear on the output shaft and the first gear on the second input shaft, or via a gear pair consisting of the third gear on the output shaft and the second gear on the second input shaft; or

[0018] The motor is always connected to the second input shaft via a gear pair consisting of an additional intermediate gear and the first gear of the second input shaft.

[0019] More preferably, the hybrid power system further includes a control module, which is capable of controlling the hybrid power system to achieve a pure electric motor drive mode, a pure engine drive mode, and / or a hybrid drive mode, wherein...

[0020] When the hybrid system is in the pure electric motor drive mode, the engine is in a non-operating state, the electric motor is in an operating state, the first clutch unit and the second clutch unit are both disengaged, the first synchronizing engagement mechanism is in a neutral state, and the second synchronizing engagement mechanism is engaged with the second gear or the third gear of the output shaft, so that the electric motor transmits torque to the transmission for driving.

[0021] When the hybrid system is in the pure engine drive mode, the engine is running, the electric motor is not running, the first clutch unit or the second clutch unit is engaged, the first synchronizing engagement mechanism is engaged with the first gear of the first input shaft or the second gear of the first input shaft, and / or the second synchronizing engagement mechanism is engaged with the second gear of the output shaft or the third gear of the output shaft, so that the engine transmits torque to the transmission for driving;

[0022] When the hybrid system is in the hybrid drive mode, both the engine and the motor are running. The first clutch unit or the second clutch unit is engaged, the first synchronizing engagement mechanism is engaged with the first gear of the first input shaft or the second gear of the first input shaft, and / or the second synchronizing engagement mechanism is engaged with the gear corresponding to the second gear of the output shaft or the third gear of the output shaft, so that the engine and the motor transmit torque to the transmission for driving.

[0023] More preferably, when the hybrid power system is in the pure engine drive mode,

[0024] The first clutch unit engages and the second clutch unit disengages, the first synchronizing mechanism engages with the first gear on the first input shaft, and the second synchronizing mechanism engages with either the second or third gear on the output shaft; or

[0025] The first clutch unit is engaged and the second clutch unit is disengaged, the first synchronizing mechanism engages with the second gear of the first input shaft, and the second synchronizing mechanism is in a neutral state; or

[0026] The first clutch unit is disengaged and the second clutch unit is engaged, the first synchronizing engagement mechanism is in a neutral state, and the second synchronizing engagement mechanism is engaged with the second gear of the output shaft or the third gear of the output shaft.

[0027] More preferably, when the hybrid power system is in the hybrid drive mode,

[0028] The first clutch unit engages and the second clutch unit disengages, the first synchronizing mechanism engages with the first gear of the first input shaft or the second gear of the first input shaft, and the second synchronizing mechanism engages with the second gear of the output shaft or the third gear of the output shaft; or

[0029] The first clutch unit is disengaged and the second clutch unit is engaged, the first synchronous engagement mechanism is in a neutral state, and the second synchronous engagement mechanism is engaged with the second gear of the output shaft or the third gear of the output shaft.

[0030] More preferably, the control module can control the hybrid power system to achieve an idle charging mode.

[0031] When the hybrid system is in the idle charging mode, both the engine and the motor are running, the first clutch unit is disengaged and the second clutch unit is engaged, and both the first and second synchronizing mechanisms are in a neutral state, so that the engine transmits torque to the motor to charge the battery.

[0032] More preferably, the control module can control the hybrid power system to enable the hybrid power system to start the engine while driving.

[0033] When the hybrid system is in the driving-start engine mode, the motor is running, the first clutch unit is disengaged and the second clutch unit is engaged, the first synchronizing engagement mechanism is in a neutral state, and the second synchronizing engagement mechanism is engaged with the second gear or the third gear of the output shaft, so that the motor transmits torque to the transmission while simultaneously transmitting torque to the engine for starting the engine.

[0034] The present invention provides a vehicle comprising the hybrid power system described in any one of the above technical solutions.

[0035] By adopting the above technical solution, the present invention provides a novel hybrid power system and vehicle. The hybrid power system includes an engine, an electric motor, a dual clutch, and a transmission with two synchronous engagement mechanisms. Through reasonable structural design, the hybrid power system can achieve the same or even more operating modes as the hybrid power system in the prior art that uses an electric motor and a dedicated hybrid power transmission. Furthermore, the hybrid power system has a simpler structure, a more compact size, and a lower cost. Attached Figure Description

[0036] Figure 1 A schematic diagram of the connection structure of a hybrid power system according to an embodiment of the present invention is shown.

[0037] Figure 2a It is used for explanation Figure 1 A diagram illustrating the transmission path of the motor torque in the transmission when the hybrid system is in the first pure electric motor drive mode. Figure 2b It is used for explanation Figure 1 A diagram illustrating the transmission path of the motor torque in the transmission when the hybrid system is in the second pure electric drive mode.

[0038] Figure 3a It is used for explanation Figure 1 A diagram illustrating the transmission path of engine torque in the transmission when the hybrid system is in the first pure engine drive mode. Figure 3b It is used for explanation Figure 1 A diagram illustrating the transmission path of engine torque in the transmission when the hybrid system is in the second pure engine drive mode. Figure 3c It is used for explanation Figure 1 A diagram illustrating the transmission path of engine torque in the transmission when the hybrid system is in the third pure engine drive mode. Figure 3d It is used for explanation Figure 1 A diagram illustrating the transmission path of engine torque in the transmission when the hybrid system is in the fourth pure engine drive mode. Figure 3e It is used for explanation Figure 1 A diagram illustrating the transmission path of engine torque in the transmission when the hybrid system is in the fifth pure engine drive mode.

[0039] Figure 4a It is used for explanation Figure 1 A diagram illustrating the torque transmission path of the engine and electric motor in the transmission when the hybrid system is in the first hybrid drive mode. Figure 4b It is used for explanation Figure 1 A diagram illustrating the torque transmission path of the engine and electric motor in the transmission when the hybrid system is in the second hybrid drive mode. Figure 4c It is used for explanation Figure 1 A diagram illustrating the torque transmission path of the engine and electric motor in the transmission when the hybrid system is in the third hybrid drive mode. Figure 4d It is used for explanation Figure 1 A diagram illustrating the torque transmission path of the engine and electric motor in the transmission when the hybrid system is in the fourth hybrid drive mode. Figure 4e It is used for explanation Figure 1 A diagram illustrating the torque transmission path of the engine and electric motor in the transmission when the hybrid system is in the fifth hybrid drive mode. Figure 4f It is used for explanation Figure 1 A diagram illustrating the torque transmission path of the engine and electric motor in the transmission when the hybrid system is in the sixth hybrid drive mode.

[0040] Figure 5 It is used for explanation Figure 1 A diagram illustrating the transmission path of engine torque in the transmission when the hybrid system is in idle charging mode.

[0041] Figure 6a It is used for explanation Figure 1 A diagram illustrating the transmission path of the electric motor's torque in the transmission when the hybrid system is in the first driving mode with the engine running. Figure 6b It is used for explanation Figure 1 A diagram illustrating the transmission path of the electric motor's torque in the transmission when the hybrid system is in the second driving mode with the engine started.

[0042] Figures 7a to 7d yes Figure 1 A schematic diagram of the connection structure of a variant of the hybrid power system.

[0043] Explanation of reference numerals in the attached figures

[0044] ICE engine K1, first clutch unit K2, second clutch unit EM, electric motor DCT, transmission S1, first input shaft S2, second input shaft S3, output shaft S4, intermediate shafts G11, G12, G21, G22, G31, G32, G33, G34, G41, G42, G5, G6, gears A1, first synchronous meshing mechanism A2, second synchronous meshing mechanism DM, differential TI, wheels. Detailed Implementation

[0045] The specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings. In the present invention, "transmission connection" refers to a connection between two components that can transmit driving force / torque; unless otherwise specified, it indicates a direct or indirect connection between the two components.

[0046] (Structure of a hybrid power system according to an embodiment of the present invention)

[0047] like Figure 1 As shown, a hybrid power system according to an embodiment of the present invention includes an engine ICE, a dual clutch (including a first clutch unit K1 and a second clutch unit K2), an electric motor EM, a transmission DCT, a differential DM, and a battery (not shown).

[0048] Specifically, in this embodiment, the engine ICE is, for example, a four-cylinder engine. The output shaft of the engine ICE is connected to the first input shaft S1 and the second input shaft S2 of the transmission DCT via a dual clutch. When the first clutch unit K1 of the dual clutch engages / disengages, the output shaft of the engine ICE is connected / disengaged from the first input shaft S1 of the transmission DCT; when the second clutch unit K2 of the dual clutch engages / disengages, the output shaft of the engine ICE is connected / disengaged from the second input shaft S2 of the transmission DCT. It should be understood that, in order to reduce the impact of torsional vibration of the engine ICE, a damping mechanism such as a dual-mass flywheel can be provided between the engine ICE and the dual clutch.

[0049] In this embodiment, the dual clutch (first clutch unit K1 and second clutch unit K2) is, for example, a conventional friction clutch, and its structure will not be described in detail here. Furthermore, in this embodiment, the dual clutch can be integrated into the radially inner side of the rotor of the electric motor EM, thereby reducing the axial dimension of the entire hybrid power system.

[0050] In this embodiment, the input / output shaft (rotor) of the motor EM is directly connected coaxially to the second input shaft S2 of the transmission DCT, enabling bidirectional transmission of driving force / torque between the motor EM and the transmission DCT. The aforementioned "direct coaxial connection" means that the input / output shaft of the motor EM and the second input shaft S2 of the transmission DCT are on the same shaft, and the input / output shaft (rotor) of the motor EM and the second input shaft S2 of the transmission DCT are connected coaxially in a torsionally or rigid manner. The rotor of the motor EM is torsionally connected to the second input shaft S2 via, for example, a rotor support or a spline structure. When the motor EM is powered by a battery (not shown), the motor EM, as a motor, transmits driving force / torque to the second input shaft S2 of the transmission DCT. When the motor EM receives driving force / torque from the second input shaft S2, the motor EM, as a generator, charges the battery.

[0051] In this embodiment, the battery (not shown) is electrically connected to the motor EM, so that the battery can supply electrical energy to the motor EM and the motor EM can charge the battery.

[0052] In this embodiment, such as Figure 1 As shown, the DCT transmission includes a first input shaft S1, a second input shaft S2, an output shaft S3, and an intermediate shaft S4. The first input shaft S1 can be a solid shaft, and the second input shaft S2 is a hollow shaft. The first input shaft S1 passes through the interior of the second input shaft S2, meaning the second input shaft S2 is fitted over the first input shaft S1, and the central axis of the first input shaft S1 coincides with the central axis of the second input shaft S2. The first input shaft S1 and the second input shaft S2 can rotate independently. The output shaft S3 is arranged parallel to the first input shaft S1 and the second input shaft S2, spaced apart from them, and the intermediate shaft S4 is also arranged parallel to the first input shaft S1 and the second input shaft S2, spaced apart from them.

[0053] In addition, the DCT transmission also includes multiple gears G11, G12, G21, G22, G31, G32, G33, G34, G41, G42, and G5 disposed on each shaft, as well as synchronizing engagement mechanisms A1 and A2. The first synchronizing engagement mechanism A1 is disposed on the first input shaft S1, and the second synchronizing engagement mechanism A2 is disposed on the output shaft S3. Each synchronizing engagement mechanism A1 and A2 includes a synchronizer and a gear actuator, and corresponds to two gears respectively. The first synchronizing engagement mechanism A1 corresponds to gears G11 and G12, and the second synchronizing engagement mechanism A2 corresponds to gears G32 and G33.

[0054] The following describes the gear pairs formed between the gears on each shaft of the DCT transmission.

[0055] Gear G11 is mounted on the first input shaft S1 in a non-torsional manner, allowing gear G11 to rotate freely relative to the first input shaft S1. Gear G41 is mounted on the intermediate shaft S4 in a torsional manner, allowing gear G41 to rotate with the intermediate shaft S4 at all times. Gear G11 and gear G41 are always in a meshing state to form a gear pair.

[0056] Gear G12 is spaced apart from gear G11 and is disposed on the first input shaft S1 in a non-torsional manner, so that gear G12 can rotate freely relative to the first input shaft S1. Gear G31 is disposed on the output shaft S3 in a torsional manner, so that gear G31 can always rotate with the output shaft S3. Gear G12 and gear G31 are always in a meshing state to form a gear pair.

[0057] Gear G21 is mounted on the second input shaft S2 in an anti-torsional manner, so that gear G21 can always rotate with the second input shaft S2. Gear G32 is spaced apart from gear G31 and mounted on the output shaft S3 in a non-torsional manner, so that gear G32 can rotate freely relative to the output shaft S3. Gear G21 and gear G32 are always in a meshing state to form a gear pair.

[0058] Gear G22 is mounted on the second input shaft S2 in an anti-torsional manner, so that gear G22 can always rotate with the second input shaft S2. Gear G33 is spaced apart from gear G32 and mounted on the output shaft S3 in a non-torsional manner, so that gear G33 can rotate freely relative to the output shaft S3. Gear G22 and gear G33 are always in a meshing state to form a gear pair.

[0059] In addition, gear G42 is spaced apart from gear G41 and is mounted on intermediate shaft S4 in an anti-torsional manner, so that gear G42 can always rotate with intermediate shaft S4, and gear G22 is always meshed with gear G42 to form a gear pair.

[0060] In this way, by adopting the above structure, multiple gears of the DCT (Distributed Transmission Controlled Transmission) mesh with each other to form multiple gear pairs corresponding to multiple gear positions of the DCT. Synchronous engagement mechanisms A1 and A2 can engage or disengage with the corresponding gears to achieve gear shifting. When the DCT needs to shift gears, the synchronizers of the corresponding synchronous engagement mechanisms A1 and A2 activate to engage with the corresponding gear to selectively connect or disengage the transmission between the shafts.

[0061] In this embodiment, the gear G5, which serves as the input gear of the differential DM, is always engaged with the gear G34 of the transmission DCT, which is mounted on the output shaft S3 in an anti-torsional manner, ensuring that the differential DM and the output shaft S3 of the transmission DCT are always in a transmission connection state. In this embodiment, the differential DM is not included in the transmission DCT, but it can be integrated into the transmission DCT as needed.

[0062] In this way, the driving force / torque from the engine ICE and the electric motor EM can be transmitted to the differential DM via the transmission DCT, and then further output to the vehicle's wheels TI.

[0063] The specific structure of the hybrid power system according to an embodiment of the present invention has been described in detail above. The operating mode and torque transmission path of the hybrid power system will be described below.

[0064] (Operating mode and torque transmission path of a hybrid power system according to an embodiment of the present invention)

[0065] exist Figure 1 The hybrid power system shown in the figure according to an embodiment of the present invention has multiple operating modes, including but not limited to pure electric motor drive mode, pure engine drive mode, hybrid drive mode, idle charging mode, and engine start mode during driving (operating mode in which the engine is started when the vehicle is driven by pure electric motor).

[0066] Table 1 below shows the operating states of the motor EM, engine ICE, first clutch unit K1, second clutch unit K2, first synchronous engagement mechanism A1, and second synchronous engagement mechanism A2 in the above exemplary operating modes.

[0067] Table 1

[0068]

[0069] The contents of Table 1 above are explained as follows.

[0070] 1. Regarding the patterns in Table 1

[0071] EM1 to EM2 represent two pure motor drive modes, which can be used in reverse gear.

[0072] ICE1 to ICE5 represent five pure engine drive modes.

[0073] Hybrid1 to Hybrid6 represent six hybrid drive modes, where Hybrid1 is equivalent to EM1+ICE1, Hybrid2 is equivalent to EM1+ICE2, Hybrid3 is equivalent to EM1+ICE3, Hybrid4 is equivalent to EM2+ICE3, Hybrid5 is equivalent to EM2+ICE4, and Hybrid6 is equivalent to EM2+ICE5.

[0074] SC indicates idle charging mode.

[0075] ICE start1 and ICE start2 represent two engine start modes while driving.

[0076] 2. In the first row of Table 1, EM, ICE, K1, K2, A1, and A2 are respectively related to... Figure 1 The corresponding labels in the attached figures indicate that they represent respectively. Figure 1 The hybrid power system includes an electric motor, an engine, a first clutch unit, a second clutch unit, a first synchronizing engagement mechanism, and a second synchronizing engagement mechanism.

[0077] 3. Regarding the symbol “█”

[0078] For the columns containing EM and ICE in Table 1, the presence of this symbol indicates that the motor EM and engine ICE are in operation, while the absence of this symbol indicates that the motor EM and engine ICE are not in operation.

[0079] For the columns containing K1 and K2 in Table 1, the presence of this symbol indicates that the first clutch unit K1 and the second clutch unit K2 are engaged, while the absence of this symbol indicates that the first clutch unit K1 and the second clutch unit K2 are disengaged.

[0080] For the columns containing A1 and A2 in Table 1, the symbol indicates that the first synchronous meshing mechanism A1 and the second synchronous meshing mechanism A2 are in the corresponding "L", "N", and "R" states.

[0081] 4. Regarding the symbols "L", "N", and "R" corresponding to A1 and A2,

[0082] For the first synchronous meshing mechanism A1, "L" indicates that the first synchronous meshing mechanism A1 and gear G11 are in an engaged state. For the second synchronous meshing mechanism A2, "L" indicates that the second synchronous meshing mechanism A2 and gear G32 are in an engaged state.

[0083] For the first synchronous meshing mechanism A1, "N" indicates that the first synchronous meshing mechanism A1 is in a neutral state where it is disengaged from gears G11 and G12. For the second synchronous meshing mechanism A2, "N" indicates that the second synchronous meshing mechanism A2 is in a neutral state where it is disengaged from gears G32 and G33.

[0084] For the first synchronous meshing mechanism A1, "R" indicates that the first synchronous meshing mechanism A1 and gear G12 are in an engaged state. For the second synchronous meshing mechanism A2, "R" indicates that the second synchronous meshing mechanism A2 and gear G33 are in an engaged state.

[0085] Combining Table 1 above and Figures 2a to 6b Further Figure 1 The working mode of the hybrid power system will be explained in more detail.

[0086] As shown in Table 1, the control module (not shown) of the hybrid power system can control the hybrid power system to achieve two pure electric motor drive modes EM1 to EM2.

[0087] When the hybrid system is in the first pure electric motor drive mode EM1

[0088] The motor EM is in operation;

[0089] The engine ICE is not in operation;

[0090] Both the first clutch unit K1 and the second clutch unit K2 are disengaged;

[0091] In the DCT transmission, the first synchronizing engagement mechanism A1 is in a neutral state, and the second synchronizing engagement mechanism A2 engages with gear G32.

[0092] Thus, as Figure 2a As shown, the motor EM transmits torque to the differential DM via the second input shaft S2 → gear G21 → gear G32 → output shaft S3 → gear G34 → gear G5 for driving.

[0093] When the hybrid system is in the second pure electric motor drive mode EM2

[0094] The motor EM is in operation;

[0095] The engine ICE is not in operation;

[0096] Both the first clutch unit K1 and the second clutch unit K2 are disengaged;

[0097] In the DCT transmission, the first synchronizing engagement mechanism A1 is in a neutral state, and the second synchronizing engagement mechanism A2 engages with gear G33.

[0098] Thus, as Figure 2b As shown, the motor EM transmits torque to the differential DM via the second input shaft S2 → gear G22 → gear G33 → output shaft S3 → gear G34 → gear G5 for driving.

[0099] Furthermore, as shown in Table 1, the control module of the hybrid power system can control the hybrid power system to achieve five pure engine drive modes ICE1 to ICE5.

[0100] When the hybrid system is in the first pure engine drive mode ICE1

[0101] The motor EM is in a non-operating state;

[0102] The engine ICE is in operation;

[0103] The first clutch unit K1 engages, and the second clutch unit K2 disengages;

[0104] In the DCT transmission, the first synchronous meshing mechanism A1 engages with gear G11, and the second synchronous meshing mechanism A2 engages with gear G32.

[0105] Thus, as Figure 3a As shown, the engine ICE transmits torque to the differential DM for driving via the first input shaft S1 → gear G11 → gear G41 → intermediate shaft S4 → gear G42 → gear G22 → second input shaft S2 → gear G21 → gear G32 → output shaft S3 → gear G34 → gear G5.

[0106] When the hybrid system is in the second pure engine drive mode ICE2

[0107] The motor EM is in a non-operating state;

[0108] The engine ICE is in operation;

[0109] The first clutch unit K1 disengages, and the second clutch unit K2 engages;

[0110] In the DCT transmission, the first synchronizing engagement mechanism A1 is in a neutral state, and the second synchronizing engagement mechanism A2 engages with gear G32.

[0111] Thus, as Figure 3b As shown, the engine ICE transmits torque to the differential DM via the second input shaft S2 → gear G21 → gear G32 → output shaft S3 → gear G34 → gear G5 for driving.

[0112] When the hybrid system is in the third pure engine drive mode ICE3

[0113] The motor EM is in a non-operating state;

[0114] The engine ICE is in operation;

[0115] The first clutch unit K1 engages, and the second clutch unit K2 disengages;

[0116] In the DCT transmission, the first synchronous meshing mechanism A1 engages with gear G12, while the second synchronous meshing mechanism A2 is in a neutral state.

[0117] Thus, as Figure 3c As shown, the engine ICE transmits torque to the differential DM via the first input shaft S1 → gear G12 → gear G31 → output shaft S3 → gear G34 → gear G5 for driving.

[0118] When the hybrid system is in the fourth pure engine drive mode, ICE4

[0119] The motor EM is in a non-operating state;

[0120] The engine ICE is in operation;

[0121] The first clutch unit K1 engages, and the second clutch unit K2 disengages;

[0122] In the DCT transmission, the first synchronous meshing mechanism A1 engages with gear G11, and the second synchronous meshing mechanism A2 engages with gear G33.

[0123] Thus, as Figure 3d As shown, the engine ICE transmits torque to the differential DM for driving via the first input shaft S1 → gear G11 → gear G41 → intermediate shaft S4 → gear G42 → gear G22 → gear G33 → output shaft S3 → gear G34 → gear G5.

[0124] When the hybrid system is in the fifth pure engine drive mode of the ICE5

[0125] The motor EM is in a non-operating state;

[0126] The engine ICE is in operation;

[0127] The first clutch unit K1 disengages, and the second clutch unit K2 engages;

[0128] In the DCT transmission, the first synchronizing engagement mechanism A1 is in a neutral state, and the second synchronizing engagement mechanism A2 engages with gear G33.

[0129] Thus, as Figure 3e As shown, the engine ICE transmits torque to the differential DM via the second input shaft S2 → gear G22 → gear G33 → output shaft S3 → gear G34 → gear G5 for driving.

[0130] Furthermore, as shown in Table 1, the control module of the hybrid power system can control the hybrid power system to achieve six hybrid drive modes Hybrid1 to Hybrid6.

[0131] When the hybrid system is in the first hybrid drive mode, Hybrid1

[0132] Both the motor (EM) and the engine (ICE) are in operation;

[0133] The first clutch unit K1 engages, and the second clutch unit K2 disengages;

[0134] In the DCT transmission, the first synchronous meshing mechanism A1 engages with gear G11, and the second synchronous meshing mechanism A2 engages with gear G32.

[0135] Thus, as Figure 4a As shown, the motor EM transmits torque to the differential DM for driving via the second input shaft S2 → gear G21 → gear G32 → output shaft S3 → gear G34 → gear G5, and the engine ICE transmits torque to the differential DM for driving via the first input shaft S1 → gear G11 → gear G41 → intermediate shaft S4 → gear G42 → gear G22 → second input shaft S2 → gear G21 → gear G32 → output shaft S3 → gear G34 → gear G5.

[0136] When the hybrid system is in the second hybrid drive mode, Hybrid2

[0137] Both the motor (EM) and the engine (ICE) are in operation;

[0138] The first clutch unit K1 disengages, and the second clutch unit K2 engages;

[0139] In the DCT transmission, the first synchronizing engagement mechanism A1 is in a neutral state, and the second synchronizing engagement mechanism A2 engages with gear G32.

[0140] Thus, as Figure 4b As shown, the motor EM transmits torque to the differential DM via the second input shaft S2 → gear G21 → gear G32 → output shaft S3 → gear G34 → gear G5 for driving, and the engine ICE transmits torque to the differential DM via the second input shaft S2 → gear G21 → gear G32 → output shaft S3 → gear G34 → gear G5 for driving.

[0141] When the hybrid system is in the third hybrid drive mode, Hybrid3

[0142] Both the motor (EM) and the engine (ICE) are in operation;

[0143] The first clutch unit K1 engages, and the second clutch unit K2 disengages;

[0144] In the DCT transmission, the first synchronous meshing mechanism A1 engages with gear G12, and the second synchronous meshing mechanism A2 engages with gear G32.

[0145] Thus, as Figure 4c As shown, the motor EM transmits torque to the differential DM via the second input shaft S2 → gear G21 → gear G32 → output shaft S3 → gear G34 → gear G5 for driving, and the engine ICE transmits torque to the differential DM via the first input shaft S1 → gear G12 → gear G31 → output shaft S3 → gear G34 → gear G5 for driving.

[0146] When the hybrid system is in the fourth hybrid drive mode, Hybrid4

[0147] Both the motor (EM) and the engine (ICE) are in operation;

[0148] The first clutch unit K1 engages, and the second clutch unit K2 disengages;

[0149] In the DCT transmission, the first synchronous meshing mechanism A1 engages with gear G12, and the second synchronous meshing mechanism A2 engages with gear G33.

[0150] Thus, as Figure 4d As shown, the motor EM transmits torque to the differential DM via the second input shaft S2 → gear G22 → gear G33 → output shaft S3 → gear G34 → gear G5 for driving, and the engine ICE transmits torque to the differential DM via the first input shaft S1 → gear G12 → gear G31 → output shaft S3 → gear G34 → gear G5 for driving.

[0151] When the hybrid system is in the fifth hybrid drive mode, Hybrid5

[0152] Both the motor (EM) and the engine (ICE) are in operation;

[0153] The first clutch unit K1 engages, and the second clutch unit K2 disengages;

[0154] In the DCT transmission, the first synchronous meshing mechanism A1 engages with gear G11, and the second synchronous meshing mechanism A2 engages with gear G33.

[0155] Thus, as Figure 4eAs shown, the motor EM transmits torque to the differential DM via the second input shaft S2 → gear G22 → gear G33 → output shaft S3 → gear G34 → gear G5 for driving, and the engine ICE transmits torque to the differential DM via the first input shaft S1 → gear G11 → gear G41 → intermediate shaft S4 → gear G42 → gear G22 → gear G33 → output shaft S3 → gear G34 → gear G5 for driving.

[0156] When the hybrid system is in the sixth hybrid drive mode (Hybrid6)

[0157] Both the motor (EM) and the engine (ICE) are in operation;

[0158] The first clutch unit K1 disengages, and the second clutch unit K2 engages;

[0159] In the DCT transmission, the first synchronizing engagement mechanism A1 is in a neutral state, and the second synchronizing engagement mechanism A2 engages with gear G33.

[0160] Thus, as Figure 4f As shown, the motor EM transmits torque to the differential DM via the second input shaft S2 → gear G22 → gear G33 → output shaft S3 → gear G34 → gear G5 for driving, and the engine ICE transmits torque to the differential DM via the second input shaft S2 → gear G22 → gear G33 → output shaft S3 → gear G34 → gear G5 for driving.

[0161] Furthermore, as shown in Table 1, the control module of the hybrid power system can also control the hybrid power system to achieve the idle charging mode SC.

[0162] When the hybrid system is in idle charging mode (SC)

[0163] Both the motor (EM) and the engine (ICE) are in operation;

[0164] The first clutch unit K1 disengages, and the second clutch unit K2 engages;

[0165] In the DCT transmission, both the first synchronous engagement mechanism A1 and the second synchronous engagement mechanism A2 are in a neutral state.

[0166] Thus, as Figure 5 As shown, the engine ICE transmits torque to the motor EM via the second input shaft S2 so that the motor EM charges the battery.

[0167] Furthermore, as shown in Table 1, the control module of the hybrid power system can also control the hybrid power system to achieve two driving engine start modes: ICE start1 and ICE start2.

[0168] When the hybrid system is in first driving mode (ICE start1), the engine is activated.

[0169] Both motors (EM) are running, and the engine (ICE) is ready to start.

[0170] The first clutch unit K1 disengages, and the second clutch unit K2 engages;

[0171] In the DCT transmission, the first synchronizing engagement mechanism A1 is in a neutral state, and the second synchronizing engagement mechanism A2 engages with gear G32.

[0172] Thus, as Figure 6a As shown, the motor EM transmits torque to the differential DM via the second input shaft S2 → gear G21 → gear G32 → output shaft S3 → gear G34 → gear G5 for driving. At the same time, the motor EM transmits torque to the engine ICE via the second input shaft S2 for starting the engine ICE.

[0173] When the hybrid system is in the second driving mode and the engine is activated (ICE start2),

[0174] The motor (EM) is running, and the engine (ICE) is ready to start.

[0175] The first clutch unit K1 disengages, and the second clutch unit K2 engages;

[0176] In the DCT transmission, the first synchronizing engagement mechanism A1 is in a neutral state, and the second synchronizing engagement mechanism A2 engages with gear G33.

[0177] Thus, as Figure 6b As shown, the motor EM transmits torque to the differential DM via the second input shaft S2 → gear G22 → gear G33 → output shaft S3 → gear G34 → gear G5 for driving. At the same time, the motor EM transmits torque to the engine ICE via the second input shaft S2 for starting the engine ICE.

[0178] Additionally, although not shown in Table 1, Figure 1 The hybrid system in the middle can also realize braking energy recovery, load point transfer and torque compensation during gear shift.

[0179] (Structure of a hybrid power system according to a variant of the present invention)

[0180] exist Figures 7a to 7d The structure of the hybrid power system according to a variant of the present invention shown in the figure is similar to that in... Figure 1The main difference in the structure of the hybrid power system according to an embodiment of the present invention shown is the different transmission connection between the motor EM and the second input shaft S2.

[0181] like Figure 7a As shown, the gears of the input / output shaft of the motor EM are always meshed with the gear G21 of the second input shaft S2, which is set in an anti-torsional manner, via an additional intermediate gear G6. Therefore, the input / output shaft of the motor EM and the second input shaft S2 are always connected in a transmission manner.

[0182] like Figure 7b As shown, the input / output shaft (rotor) of the motor EM is directly connected coaxially to the intermediate shaft S4. Therefore, the input / output shaft (rotor) of the motor EM is always connected to the second input shaft S2 via a gear G42 that is set in an anti-torsional manner on the intermediate shaft S4 and a gear G22 that is set in an anti-torsional manner on the second input shaft S2.

[0183] like Figure 7c As shown, the gear on the input / output shaft of the motor EM is always meshed with the gear G32, which is set on the output shaft S3 in a non-torsional manner, and the gear G32 is always meshed with the gear G21, which is set on the second input shaft S2 in a torsional manner. Therefore, the input / output shaft of the motor EM and the second input shaft S2 are always connected in a transmission manner.

[0184] like Figure 7d As shown, the gear on the input / output shaft of the motor EM is always meshed with the gear G33 which is set on the output shaft S3 in a non-torsional manner, and the gear G33 is always meshed with the gear G22 which is set on the second input shaft S2 in a torsional manner. Therefore, the input / output shaft of the motor EM and the second input shaft S2 are always connected in a transmission manner.

[0185] so, Figures 7a to 7d The hybrid power system according to a variant of the present invention shown in the figure can also achieve the various operating modes described above and the beneficial effects of the present invention.

[0186] The specific embodiments of the present invention have been described in detail above, but it should also be noted that:

[0187] (i) The hybrid power system according to the present invention can be modularly designed to realize a hybrid power module, which, in addition to the components specifically described above, may further include other components such as a module housing, a cooling jacket, a motor rotor support, and bearings as needed.

[0188] (ii) Compared to the hybrid power system described in the background art, which includes a transmission with five synchronizing mechanisms, a single clutch, and a dual clutch, the hybrid power system according to the present invention includes only two synchronizing mechanisms and a dual clutch, while enabling five pure engine drive modes and six hybrid drive modes. In comparison, the hybrid power system according to the present invention has a simpler structure, a more compact size, and a lower cost.

[0189] Compared to the hybrid power systems described in the background art, which include a transmission with four synchronizing mechanisms and a reverse gear pair, the hybrid power system according to the present invention includes only two synchronizing mechanisms and no dedicated reverse gear pair. In comparison, the hybrid power system according to the present invention has a simpler structure, more compact size, and lower cost.

[0190] Therefore, the hybrid power system according to the present invention can employ a large engine, such as a four-cylinder engine.

[0191] (iii) Compared with the existing hybrid power system structure described in the background art, the hybrid power system according to the present invention is simpler in structure, more compact in size and lower in cost, and can always achieve no torque interruption during gear shifting, thereby providing better driving performance. It can also optimize the operating state of the motor for different load configurations and smoothly start the engine when the vehicle is driven by the pure electric motor.

[0192] (iv) The hybrid power system according to the present invention can be applied as a strong hybrid power system and a plug-in hybrid power system, and can be used in various vehicle models.

[0193] (v) In addition, in the technical solution of the above specific embodiments, gear G11 can correspond to the first gear of the first input shaft, gear G12 can correspond to the second gear of the first input shaft, gear G21 can correspond to the first gear of the second input shaft, gear G22 can correspond to the second gear of the second input shaft, gear G31 can correspond to the first gear of the output shaft, gear G32 can correspond to the second gear of the output shaft, gear G33 can correspond to the third gear of the output shaft, gear G34 can correspond to the fourth gear of the output shaft, gear G41 can correspond to the first gear of the intermediate shaft, and gear G42 can correspond to the second gear of the intermediate shaft.

Claims

1. A hybrid power system, the hybrid power system comprising: A direct-drive transmission (DCT) includes a first input shaft (S1), a second input shaft (S2), an output shaft (S3), and an intermediate shaft (S4). The second input shaft (S2) is fitted around the first input shaft (S1), and the second input shaft (S2) and the first input shaft (S1) can rotate independently of each other. The first input shaft (S1) is provided with a first synchronizing mechanism (A1), and the output shaft (S3) is provided with a second synchronizing mechanism (A2). A first gear (G11) of the first input shaft, which is non-torsional and corresponds to the first synchronizing mechanism (A1), and a first gear (G41) of the intermediate shaft, which is torsional and is provided on the intermediate shaft (S4), are always in mesh. A second gear (G41) of the first input shaft, which is non-torsional and corresponds to the first synchronizing mechanism (A1), is also in mesh. The second gear (G12) is always meshed with the first output shaft gear (G31) which is torsionally mounted on the output shaft (S3). The second output shaft gear (G32) which is not torsionally mounted on the output shaft (S3) and corresponds to the second synchronous meshing mechanism (A2) is always meshed with the first input shaft gear (G21) which is torsionally mounted on the second input shaft (S2). The third output shaft gear (G33) which is not torsionally mounted on the output shaft (S3) and corresponds to the second synchronous meshing mechanism (A2) is always meshed with the second input shaft gear (G22) which is torsionally mounted on the second input shaft (S2). The intermediate shaft (S4) is also provided with an intermediate shaft gear (G42) in a torsionally mounted manner, and the intermediate shaft gear (G42) is always meshed with the second input shaft gear (G22). A motor (EM), which is always connected to the second input shaft (S2) in a drive configuration; and An engine (ICE) and a dual clutch, the dual clutch including a first clutch unit (K1) and a second clutch unit (K2), the engine (ICE) being connected to a first input shaft (S1) and an output shaft (S3) via the dual clutch, such that when the first clutch unit (K1) is engaged / disengaged, the engine (ICE) is connected to / disengaged from the first input shaft (S1), and when the second clutch unit (K2) is engaged / disengaged, the engine (ICE) is connected to / disengaged from the second input shaft (S2).

2. The hybrid power system according to claim 1, characterized in that, The dual clutch is located radially inside the rotor of the motor (EM).

3. The hybrid power system according to claim 1 or 2, characterized in that, The input / output shaft of the motor (EM) is directly connected to the second input shaft (S2) coaxially; or The motor (EM) is always connected to the second input shaft (S2) via the first gear (G21) or the second gear (G22) of the second input shaft.

4. The hybrid power system according to claim 3, characterized in that, The input / output shaft of the motor (EM) is directly connected to the intermediate shaft (S4) coaxially; or The motor (EM) is always connected to the second input shaft (S2) via a gear pair consisting of the second gear (G32) on the output shaft and the first gear (G21) on the second input shaft, or via a gear pair consisting of the third gear (G33) on the output shaft and the second gear (G22) on the second input shaft; or The motor (EM) is always connected to the second input shaft (S2) via a gear pair consisting of an additional intermediate gear (G6) and the first gear (G21) of the second input shaft.

5. The hybrid power system according to claim 1 or 2, characterized in that, The hybrid power system also includes a control module, which is capable of controlling the hybrid power system to achieve pure electric motor drive mode, pure engine drive mode, and / or hybrid drive mode. When the hybrid system is in the pure electric motor drive mode, the engine (ICE) is in a non-operating state, the electric motor (EM) is in an operating state, the first clutch unit (K1) and the second clutch unit (K2) are both disengaged, the first synchronizing engagement mechanism (A1) is in a neutral state, and the second synchronizing engagement mechanism (A2) engages with the second gear (G32) or the third gear (G33) of the output shaft, so that the electric motor (EM) transmits torque to the transmission (DCT) for driving; When the hybrid system is in the pure engine drive mode, the engine (ICE) is running, the electric motor (EM) is not running, the first clutch unit (K1) or the second clutch unit (K2) is engaged, the first synchronizing engagement mechanism (A1) is engaged with the first gear (G11) or the second gear (G12) of the first input shaft, and / or the second synchronizing engagement mechanism (A2) is engaged with the second gear (G32) or the third gear (G33) of the output shaft, so that the engine (ICE) transmits torque to the transmission (DCT) for driving; When the hybrid system is in the hybrid drive mode, both the engine (ICE) and the electric motor (EM) are running. The first clutch unit (K1) or the second clutch unit (K2) is engaged, the first synchronizing engagement mechanism (A1) is engaged with the first gear (G11) or the second gear (G12) of the first input shaft, and / or the second synchronizing engagement mechanism (A2) is engaged with the gear corresponding to the second gear (G32) or the third gear (G33) of the output shaft, so that the engine (ICE) and the electric motor (EM) transmit torque to the transmission (DCT) for driving.

6. The hybrid power system according to claim 5, characterized in that, When the hybrid system is in the pure engine drive mode The first clutch unit (K1) engages and the second clutch unit (K2) disengages, the first synchronous engagement mechanism (A1) engages with the first gear (G11) of the first input shaft, and the second synchronous engagement mechanism (A2) engages with the second gear (G32) or the third gear (G33) of the output shaft. or The first clutch unit (K1) is engaged and the second clutch unit (K2) is disengaged, the first synchronous engagement mechanism (A1) is engaged with the second gear (G12) of the first input shaft, and the second synchronous engagement mechanism (A2) is in a neutral state; or The first clutch unit (K1) is disengaged and the second clutch unit (K2) is engaged, the first synchronizing engagement mechanism (A1) is in a neutral state, and the second synchronizing engagement mechanism (A2) is engaged with the second gear (G32) or the third gear (G33) of the output shaft.

7. The hybrid power system according to claim 5, characterized in that, When the hybrid system is in the hybrid drive mode The first clutch unit (K1) engages and the second clutch unit (K2) disengages; the first synchronous engagement mechanism (A1) engages with the first gear (G11) or the second gear (G12) of the first input shaft; and the second synchronous engagement mechanism (A2) engages with the second gear (G32) or the third gear (G33) of the output shaft. or The first clutch unit (K1) is disengaged and the second clutch unit (K2) is engaged, the first synchronous engagement mechanism (A1) is in a neutral state, and the second synchronous engagement mechanism (A2) is engaged with the second gear (G32) or the third gear (G33) of the output shaft.

8. The hybrid power system according to claim 5, characterized in that, The control module can control the hybrid power system to achieve an idle charging mode. When the hybrid system is in the idle charging mode, both the engine (ICE) and the motor (EM) are running, the first clutch unit (K1) is disengaged and the second clutch unit (K2) is engaged, and both the first synchronizing engagement mechanism (A1) and the second synchronizing engagement mechanism (A2) are in a neutral state, so that the engine (ICE) transmits torque to the motor (EM) to charge the battery.

9. The hybrid power system according to claim 5, characterized in that, The control module can control the hybrid system to enable the hybrid system to start the engine while driving. When the hybrid system is in the driving-start engine mode, the electric motor (EM) is running, the first clutch unit (K1) is disengaged and the second clutch unit (K2) is engaged, the first synchronizing engagement mechanism (A1) is in a neutral state, and the second synchronizing engagement mechanism (A2) is engaged with the second gear (G32) or the third gear (G33) of the output shaft, so that the electric motor (EM) transmits torque to the transmission (DCT) and simultaneously transmits torque to the engine (ICE) to start the engine (ICE).

10. A vehicle comprising the hybrid power system of any one of claims 1 to 9.

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