A hybrid power system, a drive control method, and a vehicle

Abstract

This invention provides a hybrid power system, a drive control method, and a vehicle, relating to the field of vehicle technology. The hybrid power system includes an engine, a first motor, a second motor, a single-row planetary gear mechanism, an output shaft assembly, and a differential. The single-row planetary gear mechanism includes a ring gear, a sun gear, planet gears, and a planet carrier. The hybrid power system also includes a first brake, a second brake, a third brake, a first clutch, a second clutch, and a third clutch. The first brake is used to brake the engine, the second brake is used to brake the planet carrier, and the third brake is used to brake the sun gear. The first clutch is located between the planet carrier and the output shaft assembly, the second clutch is located between the first clutch and the sun gear, and the third clutch is located between the first motor and the output shaft assembly. This invention enables power performance to more closely meet user requirements.

Description

Technical Field

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

[0002] With the continuous development of new energy vehicles, plug-in hybrid electric vehicles (PHEVs), as a form of new energy vehicle, are gaining increasing consumer acceptance due to their ability to operate on both gasoline and electric power, their considerable fuel savings, and their elimination of range anxiety. As the core component of this type of new energy vehicle, the performance of the hybrid system directly determines the vehicle's overall performance.

[0003] Existing hybrid power systems include an engine, generator, drive motor, differential, and torque transmission structure. The engine and / or drive motor can transmit torque to the differential via the torque transmission structure. The engine can also drive the generator to produce electricity for the drive motor or battery. However, due to current structural limitations, power performance often falls short of requirements. For example, in pure electric mode, the drive motor provides limited power, making it unsuitable for conditions requiring strong power, such as climbing hills or rapid acceleration. Alternatively, in engine-driven direct drive mode, the drive motor rotates with the engine, and at medium to high speeds, there are magnetic field losses in the motor, leading to energy loss and thus limiting system efficiency. Summary of the Invention

[0004] To address at least one of the aforementioned problems, the present invention provides a hybrid power system, a drive control method, and a vehicle.

[0005] On one hand, the present invention provides a hybrid power system, including an engine, a first motor, a second motor, a single-row planetary gear mechanism, an output shaft assembly, and a differential. The single-row planetary gear mechanism includes a ring gear, a sun gear, planet gears, and a planet carrier. The planet gears are rotatably mounted on the planet carrier and are respectively driven to the ring gear and the sun gear. The second motor is driven to the sun gear, and the output shaft assembly is driven to the differential.

[0006] The hybrid power system further includes a first brake, a second brake, a third brake, a first clutch, a second clutch, and a third clutch. The first brake is used to brake the engine, the second brake is used to brake the planetary carrier, and the third brake is used to brake the sun gear. The first clutch is disposed between the planetary carrier and the output shaft assembly, the second clutch is disposed between the first clutch and the sun gear, and the third clutch is disposed between the first motor and the output shaft assembly.

[0007] Optionally, the hybrid power system further includes a first drive shaft and a second drive shaft, the output shaft assembly being drivenly connected to the first drive shaft and the second drive shaft respectively, the planetary carrier being connected to the first drive shaft via the first clutch, and the first motor being connected to the second drive shaft via the third clutch.

[0008] Optionally, the hybrid power system further includes a first intermediate gear and a second intermediate gear, the first intermediate gear being coaxially disposed on the first drive shaft, the second intermediate gear being coaxially disposed on the second drive shaft, and the output shaft assembly including an intermediate shaft and a third intermediate gear and a fourth intermediate gear coaxially disposed on the intermediate shaft, the first intermediate gear being drively connected to the third intermediate gear, and the second intermediate gear being drively connected to the fourth intermediate gear.

[0009] Optionally, the differential includes a housing gear ring, and the output shaft assembly further includes a fifth intermediate gear coaxially disposed on the intermediate shaft, the fifth intermediate gear being drively connected to the housing gear ring.

[0010] Optionally, the third intermediate gear, the fourth intermediate gear, and the fifth intermediate gear are arranged on the intermediate shaft at intervals.

[0011] Optionally, the diameter of the first intermediate gear is smaller than the diameter of the third intermediate gear, and / or the diameter of the second intermediate gear is smaller than the diameter of the fourth intermediate gear.

[0012] Optionally, the hybrid power system also includes a torque damper disposed between the engine and the gear ring.

[0013] Secondly, the present invention provides a drive control method applied to the hybrid power system described above, the drive control method comprising:

[0014] Obtain the target operating mode of the hybrid power system;

[0015] The engine, first motor, second motor, first brake, second brake, third brake, first clutch, second clutch, and third clutch of the hybrid power system are controlled to be in a state corresponding to the target operating mode.

[0016] Optionally, the target operating mode includes at least one of pure electric drive mode I, pure electric drive mode II, hybrid drive mode I, hybrid drive mode II, engine direct drive mode I, engine direct drive mode II, range extender mode, energy recovery mode, and on-site power generation mode;

[0017] The pure electric drive mode I is configured such that: the first brake, the second brake, the third brake, the first clutch, and the second clutch are all disengaged, the third clutch is engaged, the engine and the second motor are not working, and the first motor is working in motor mode;

[0018] The pure electric drive mode II is configured such that: the second brake, the second clutch, and the third brake are all disengaged; the first brake is locked; the first clutch and the third clutch are both engaged; the second motor and the first motor are both operating in motor mode; and the engine is not operating.

[0019] The hybrid drive mode I is configured such that: the first brake, the second brake, and the second clutch are all disengaged, the third brake is locked, the first clutch and the third clutch are both engaged, the engine is running, the first motor is running in motor mode, and the second motor is not running.

[0020] The hybrid drive mode II is configured such that: the first brake, the second brake, the third brake, and the second clutch are all disengaged; the first clutch and the third clutch are all engaged; the engine is running; the first motor is running in motor mode; and the second motor is running in generator mode.

[0021] The engine direct drive mode I is configured such that: the first brake, the second brake, the second clutch, and the third clutch are all disengaged, the third brake is locked, the first clutch is engaged, the second motor and the first motor are not working, and the engine is working;

[0022] The engine direct drive mode II is configured such that: the first brake, the second brake, the third brake and the third clutch are all disengaged, the first clutch and the second clutch are both engaged, the first motor is not working, the engine is working, and the second motor is working in generator mode;

[0023] The range-extending mode is configured such that: the first brake, the third brake, the first clutch, and the second clutch are all disengaged; the second brake is locked; the third clutch is engaged; the engine is running; the first motor is running in motor mode; and the second motor is running in generator mode.

[0024] The energy recovery mode is configured such that: the first brake, the second brake, the third brake, the first clutch, and the second clutch are all disengaged, the third clutch is engaged, the engine and the second motor are not working, and the first motor is braked and operates in generator mode;

[0025] The in-situ power generation mode is configured such that: the first brake, the third brake, the first clutch, and the second clutch are all disengaged; the second brake is locked; the third clutch is engaged; the engine operates; the first motor does not operate; and the second motor operates in generator mode.

[0026] Thirdly, the present invention provides a vehicle including the hybrid power system described above.

[0027] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0028] The hybrid power system includes a first brake, a second brake, a third brake, a first clutch, a second clutch, and a third clutch. The first brake is used to brake the engine of the hybrid power system. The second brake is used to brake the planet carrier of the single-row planetary gear mechanism of the hybrid power system. The third brake is used to brake the sun gear of the single-row planetary gear mechanism. The first clutch is used to connect or disconnect the planet carrier from the output shaft assembly of the hybrid power system. The first clutch and the second clutch work together to connect or disconnect the sun gear from the planet carrier. The third clutch is used to connect or disconnect the first motor of the hybrid power system from the output shaft assembly. In this way, by adjusting the first brake, second brake, third brake, first clutch, second clutch, and third clutch, the hybrid power system can switch between different operating modes. For example, in pure electric mode, the second brake, second clutch, and third brake are all disengaged, the first brake is locked, and the first clutch and third clutch are all engaged. The first motor and the second motor can jointly drive the differential through the output shaft assembly to adapt to conditions requiring strong power, such as climbing hills and rapid acceleration, in pure electric mode. Alternatively, in engine direct drive mode, the first brake, second brake, second clutch, and third clutch are all disengaged, the third brake is locked, and the first clutch is engaged. The engine drives the ring gear of the single-row planetary gear mechanism to rotate, and the ring gear then drives the planet carrier to rotate through the planet gears. The planet carrier then transmits torque to the differential through the output shaft assembly. During this process, the first motor and the second motor are both disengaged. Compared with the existing hybrid power system where the generator rotates with the engine in engine direct drive mode, the hybrid power system of this invention effectively reduces energy loss and thus effectively improves system efficiency. In summary, the hybrid power system of the present invention enables power performance to be more closely aligned with user needs. Attached Figure Description

[0029] Figure 1 This is a schematic diagram of the hybrid power system according to an embodiment of the present invention;

[0030] Figure 2 This is a schematic diagram of torque transmission in the pure electric drive mode I of the hybrid power system according to an embodiment of the present invention;

[0031] Figure 3 This is a schematic diagram of torque transmission in the pure electric drive mode II of the hybrid power system according to an embodiment of the present invention;

[0032] Figure 4 This is a schematic diagram of torque transmission in hybrid drive mode I of the hybrid power system according to an embodiment of the present invention;

[0033] Figure 5This is a schematic diagram of torque transmission in hybrid drive mode II of the hybrid power system according to an embodiment of the present invention;

[0034] Figure 6 This is a schematic diagram of torque transmission in the hybrid power system of the present invention under engine direct drive mode I.

[0035] Figure 7 This is a schematic diagram of torque transmission in the hybrid power system of the present invention under engine direct drive mode II.

[0036] Figure 8 This is a schematic diagram of torque transmission in the range-extending mode of a hybrid power system according to an embodiment of the present invention.

[0037] Figure 9 This is a schematic diagram of torque transmission in the on-site power generation mode of the hybrid power system according to an embodiment of the present invention.

[0038] Figure 10 This is a flowchart illustrating the drive control method according to an embodiment of the present invention.

[0039] Explanation of reference numerals in the attached figures:

[0040] 1. Engine; 2. Torque damper; 3. First brake; 4. Single-row planetary gear mechanism; 4A. Ring gear; 4B. Planetary gears; 4C. Planet carrier; 4D. Sun gear; 5. Second motor; 6. Second brake; 7. First clutch; 8. Second clutch; 9. Third brake; 10. Output shaft assembly; 10A. Intermediate shaft; 10B. Fourth intermediate gear; 10C. Third intermediate gear; 10D. Fifth intermediate gear; 11. Differential; 12. Second drive shaft; 13. Second intermediate gear; 14. Third clutch; 15. First motor; 16. First drive shaft; 17. First intermediate gear. Detailed Implementation

[0041] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings.

[0042] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in sequences other than those illustrated or described herein.

[0043] like Figure 1As shown, the hybrid power system of this embodiment includes an engine 1, a first motor 15, a second motor 5, a single-row planetary gear mechanism 4, an output shaft assembly 10, and a differential 11. The single-row planetary gear mechanism 4 includes a ring gear 4A, a sun gear 4D, planet gears 4B, and a planet carrier 4C. Planet gears 4B are rotatably mounted on the planet carrier 4C and are respectively driven to the ring gear 4A and the sun gear 4D. The second motor 5 is driven to the sun gear 4D, and the output shaft assembly 10 is driven to the differential 11. The hybrid power system also includes a first brake 3, a second brake 6, a third brake 9, a first clutch 7, a second clutch 8, and a third clutch 14. The first brake 3 is used to brake the engine 1, the second brake 6 is used to brake the planet carrier 4C, the third brake 9 is used to brake the sun gear 4D, the first clutch 7 is located between the planet carrier 4C and the output shaft assembly 10, the second clutch 8 is located between the first clutch 7 and the sun gear 4D, and the third clutch 14 is located between the first motor 15 and the output shaft assembly 10.

[0044] It should be noted that, Figure 1 The two dashed boxes are for clearly showing the composition of the single-row planetary gear mechanism and the output shaft assembly; the shape of the dashed boxes does not have any limiting effect.

[0045] In this embodiment, the first motor 15, the second motor 5, the single-row planetary gear mechanism 4, the output shaft assembly 10, and the differential 11 are integrated into a single transmission housing to form a hybrid transmission. This integrated structure not only facilitates installation and removal but also allows for efficient space control, thus reducing the size of the hybrid transmission. The first motor 15 includes a first stator and a first rotor that rotate relative to each other. The first stator is fixed inside the transmission housing, and the first rotor is connected to a third clutch 14. The third clutch 14 is also connected to the output shaft assembly 10. When the first motor 15 is energized, the first rotor rotates, causing the third clutch 14 to engage. This allows the first rotor to be connected to the output shaft assembly 10, which then transmits torque to the differential 11. The second motor 5 includes a second stator and a second rotor that rotate relative to each other. The second stator is fixed inside the gearbox housing, and the second rotor is connected to the sun gear 4D. When the second motor 5 is powered on, the second rotor rotates. The second rotor can be connected to the output shaft assembly 10 through the planetary gear 4B and the planet carrier 4C, and then the output shaft assembly 10 transmits the torque to the differential 11.

[0046] In this embodiment, the first brake 3 can be used to brake the engine 1 of the hybrid power system, the second brake 6 can be used to brake the planet carrier 4C of the single-row planetary gear mechanism 4 of the hybrid power system, the third brake 9 can be used to brake the sun gear 4D of the single-row planetary gear mechanism 4, the first clutch 7 can be used to enable or disable the transmission connection between the planet carrier 4C and the output shaft assembly 10 of the hybrid power system, the first clutch 7 and the second clutch 8 can be used to enable or disable the connection between the sun gear 4D and the planet carrier 4C, and the third clutch 14 can be used to enable or disable the transmission connection between the first motor 15 of the hybrid power system and the output shaft assembly 10. In this way, by adjusting the first brake 3, the second brake 6, the third brake 9, the first clutch 7, the second clutch 8, and the third clutch 14, the hybrid power system can switch between different operating modes. For example, in pure electric mode, the second brake 6, the second clutch 8, and the third brake 9 are all disengaged, the first brake 3 is locked, and the first clutch 7 and the third clutch 14 are engaged. The first motor 15 and the second motor 5 can jointly drive the differential 11 through the output shaft assembly 10 to adapt to conditions requiring strong power, such as climbing hills and rapid acceleration, in pure electric mode. Alternatively, in engine 1 direct drive mode, the first brake 6 is engaged, the second brake 7 is engaged, and the third clutch 14 is engaged. The first clutch 7 engages while the second brake 6, second clutch 8, and third clutch 14 are all disengaged. The third brake 9 is locked. The first clutch 7 engages, and the engine 1 drives the ring gear 4A of the single-row planetary gear mechanism 4 to rotate. The ring gear 4A then drives the planet carrier 4C to rotate through the planet gears 4B. The planet carrier 4C then transmits torque to the differential 11 through the output shaft assembly 10. During this process, the first motor 15 and the second motor 5 are both disengaged. Compared with the existing hybrid system where the generator follows the engine 1 in direct drive mode, the hybrid system of this invention effectively reduces energy loss and thus effectively improves system efficiency. In summary, the hybrid system of this invention enables power performance to be closer to the user's needs.

[0047] Optionally, the hybrid power system further includes a first drive shaft 16 and a second drive shaft 12, an output shaft assembly 10 which is connected to the first drive shaft 16 and the second drive shaft 12 respectively, a planetary carrier 4C which is connected to the first drive shaft 16 via a first clutch 7, and a first motor 15 which is connected to the second drive shaft 12 via a third clutch 14.

[0048] In this embodiment, the first drive shaft 16 and the second drive shaft 12 are rotatably disposed within the transmission housing, such as... Figure 1 As shown, the output shaft assembly 10 is connected to the first drive shaft 16 and the second drive shaft 12 via gear transmission, the planetary carrier 4C is connected to the first drive shaft 16 via the first clutch 7, and the first motor 15 is connected to the second drive shaft 12 via the third clutch 14.

[0049] Thus, when engine 1 is running, the crankshaft of engine 1 drives the ring gear 4A to rotate, and the ring gear 4A then drives the planet carrier 4C to rotate via planet gear 4B. When the first clutch 7 is engaged, the planet carrier 4C then drives the output shaft assembly 10 to rotate via the first drive shaft 16. When the first motor 15 is energized, the first rotor of the first motor 15 rotates. When the third clutch 14 is engaged, the first rotor then drives the output shaft assembly 10 to rotate via the second drive shaft 12. The arrangement of the first drive shaft 16 and the second drive shaft 12 facilitates the efficient transmission of torque from the planet carrier 4C and the first motor 15 to the output shaft assembly 10.

[0050] like Figure 1 As shown, the hybrid power system also includes a first intermediate gear 17 and a second intermediate gear 13. The first intermediate gear 17 is coaxially mounted on the first drive shaft 16, and the second intermediate gear 13 is coaxially mounted on the second drive shaft 12. The output shaft assembly 10 includes an intermediate shaft 10A and a third intermediate gear 10C and a fourth intermediate gear 10B coaxially mounted on the intermediate shaft 10A. The first intermediate gear 17 is drive-connected to the third intermediate gear 10C, and the second intermediate gear 13 is drive-connected to the fourth intermediate gear 10B. In this way, the first drive shaft 16 and the second drive shaft 12 are effectively driven by the intermediate shaft 10A.

[0051] like Figure 1 As shown, the differential 11 includes a housing gear ring, and the output shaft assembly 10 also includes a fifth intermediate gear 10D coaxially mounted on the intermediate shaft 10A, which is connected to the housing gear ring in a driving connection. This achieves effective transmission between the output shaft assembly 10 and the differential 11.

[0052] like Figure 1 As shown, the third intermediate gear 10C, the fourth intermediate gear 10B, and the fifth intermediate gear 10D are arranged in pairs on the intermediate shaft 10A. This arrangement effectively reduces the probability of interference between the components in the axial direction of the intermediate shaft 10A.

[0053] Optionally, the diameter of the first intermediate gear 17 is smaller than the diameter of the third intermediate gear 10C, and / or the diameter of the second intermediate gear 13 is smaller than the diameter of the fourth intermediate gear 10B.

[0054] In this embodiment, the diameters of the first intermediate gear 17, the second intermediate gear 13, the third intermediate gear 10C, and the fourth intermediate gear 10B are not specifically limited and can be determined according to actual needs. It is only necessary to ensure that the diameter of the first intermediate gear 17 is smaller than the diameter of the third intermediate gear 10C, and the diameter of the second intermediate gear 13 is smaller than the diameter of the fourth intermediate gear 10B. Thus, the diameter ratio of the first intermediate gear 17 to the third intermediate gear 10C is less than 1. Therefore, the force transmitted from the second motor 5 or the engine 1 to the intermediate shaft 10A is reduced by the first intermediate gear 17 and the third intermediate gear 10C before being transmitted to the differential 11. Similarly, the diameter ratio of the second intermediate gear 13 to the fourth intermediate gear 10B is less than 1. Therefore, the force transmitted from the first motor 15 to the intermediate shaft 10A is reduced by the second intermediate gear 13 and the fourth intermediate gear 10B before being transmitted to the differential 11.

[0055] like Figure 1 As shown, the hybrid power system also includes a torque damper 2, which is disposed between the engine 1 and the gear ring 4A. This reduces the torque vibration of the crankshaft of the engine 1 when the engine 1 is operating, thereby promoting stable operation of the engine 1.

[0056] Another embodiment of the drive control method of the present invention is applied to the hybrid power system described above, such as... Figure 10 As shown, the drive control method includes:

[0057] S100, Obtain the target operating mode of the hybrid power system;

[0058] In this step, when obtaining the target working mode, it can be selected manually by the driver or automatically by the vehicle terminal based on the vehicle status.

[0059] S200, the engine 1, first motor 15, second motor 5, first brake 3, second brake 6, third brake 9, first clutch 7, second clutch 8 and third clutch 14 of the hybrid power system are in a state corresponding to the target working mode.

[0060] In this step, engine 1, first motor 15, second motor 5, first brake 3, second brake 6, third brake 9, first clutch 7, second clutch 8 and third clutch 14 are respectively connected to the vehicle terminal. When the vehicle terminal obtains the target working mode, it will adjust engine 1, first motor 15, second motor 5, first brake 3, second brake 6, third brake 9, first clutch 7, second clutch 8 and third clutch 14 according to the setting of the target working mode.

[0061] The drive control method in this embodiment has the same beneficial effects as the hybrid power system described above compared to the prior art, so it will not be described again here.

[0062] Optionally, the target operating mode includes at least one of the following: pure electric drive mode I, pure electric drive mode II, hybrid drive mode I, hybrid drive mode II, engine direct drive mode I, engine direct drive mode II, range extender mode, energy recovery mode, and on-site power generation mode;

[0063] The pure electric drive mode I is configured as follows: the first brake 3, the second brake 6, the third brake 9, the first clutch 7 and the second clutch 8 are all disengaged, the third clutch 14 is engaged, the engine 1 and the second motor 5 are not working, and the first motor 15 is working in electric motor mode.

[0064] The pure electric drive mode II is configured as follows: the second brake 6, the second clutch 8, and the third brake 9 are all disengaged, the first brake 3 is locked, the first clutch 7 and the third clutch 14 are all engaged, the second motor 5 and the first motor 15 are both in electric motor mode, and the engine 1 is not working.

[0065] Hybrid drive mode I is configured as follows: the first brake 3, the second brake 6 and the second clutch 8 are all disengaged, the third brake 9 is locked, the first clutch 7 and the third clutch 14 are all engaged, the engine 1 is working, the first motor 15 is working in electric motor mode, and the second motor 5 is not working.

[0066] Hybrid drive mode II is configured as follows: the first brake 3, the second brake 6, the third brake 9, and the second clutch 8 are all disengaged, the first clutch 7 and the third clutch 14 are all engaged, the engine 1 is working, the first motor 15 is working in electric motor mode, and the second motor 5 is working in generator mode.

[0067] Engine direct drive mode I is configured as follows: first brake 3, second brake 6, second clutch 8 and third clutch 14 are all disengaged, third brake 9 is locked, first clutch 7 is engaged, second motor 5 and first motor 15 are not working, and engine 1 is working.

[0068] Engine direct drive mode II is configured as follows: the first brake 3, the second brake 6, the third brake 9 and the third clutch 14 are all disengaged, the first clutch 7 and the second clutch 8 are all engaged, the first motor 15 is not working, the engine 1 is working, and the second motor 5 is working in generator mode.

[0069] The range extender mode is configured as follows: the first brake 3, the third brake 9, the first clutch 7 and the second clutch 8 are all disengaged, the second brake 6 is locked, the third clutch 14 is engaged, the engine 1 is running, the first motor 15 is running in electric motor mode, and the second motor 5 is running in generator mode.

[0070] The energy recovery mode is configured as follows: the first brake 3, the second brake 6, the third brake 9, the first clutch 7 and the second clutch 8 are all disengaged, the third clutch 14 is engaged, the engine 1 and the second motor 5 are not working, and the first motor 15 is braked and operates in generator mode.

[0071] The on-site power generation mode is configured as follows: the first brake 3, the third brake 9, the first clutch 7 and the second clutch 8 are all disengaged, the second brake 6 is locked, the third clutch 14 is engaged, the engine 1 is working, the first motor 15 is not working, and the second motor 5 is working in generator mode.

[0072] In one implementation, the target operating modes include pure electric drive mode I, pure electric drive mode II, hybrid drive mode I, hybrid drive mode II, engine direct drive mode I, engine direct drive mode II, range extender mode, energy recovery mode, and on-site power generation mode. These nine target operating modes will be described in detail below.

[0073] 1. Pure electric drive mode I

[0074] Under conditions of sufficient battery power and low power demand, such as vehicle start-up and low-to-medium speed driving, the first motor 15 drives the vehicle independently. At this time, the first brake 3, second brake 6, third brake 9, first clutch 7, and second clutch 8 are all disengaged, the third clutch 14 is engaged, the engine 1 and the second motor 5 are not working or rotating, and the first motor 15 operates as an electric motor. Figure 2 The diagram showing torque transmission, highlighted in bold black lines, illustrates that the first motor 15 participates in driving, and the driving torque is transmitted to the second drive shaft 12 through the third clutch 14, then through the intermediate shaft 10A and the differential 11, and finally to the wheels to drive the vehicle.

[0075] 2. Pure electric drive mode II

[0076] Under conditions of sufficient battery power and high power demand, such as when the vehicle is climbing a hill or accelerating rapidly, the first motor 15 and the second motor 5 work together to drive the vehicle. At this time, the second brake 6, the second clutch 8, and the third brake 9 are all disengaged, the first brake 3 is locked, and the first clutch 7 and the third clutch 14 are engaged. Both the second motor 5 and the first motor 15 operate as electric motors, and the engine 1 does not operate. Figure 3The diagram showing torque transmission (highlighted in bold black lines) illustrates the following: The first motor 15 participates in the drive, transmitting driving torque through the third clutch 14 to the second drive shaft 12, then through the intermediate shaft 10A and differential 11, ultimately reaching the wheels to drive the vehicle. The second motor 5 also participates in the drive, outputting driving torque through the sun gear 4D, planetary gears 4B, and planet carrier 4C, then through the first drive shaft 16, intermediate shaft 10A, and differential 11, ultimately reaching the wheels to drive the vehicle.

[0077] 3. Hybrid Drive Mode I

[0078] When the battery is fully charged and the power demand is high, engine 1 needs to be started to participate in driving, working together with the first motor 15 to drive the entire vehicle. At this time, the first brake 3, the second brake 6, and the second clutch 8 are all disengaged, the third brake 9 is locked, the first clutch 7 and the third clutch 14 are engaged, engine 1 works, the first motor 15 operates as an electric motor, and the second motor 5 does not work. Figure 4 The diagram showing torque transmission (highlighted in bold black lines) illustrates the following: The first motor 15 participates in the drive, transmitting driving torque through the third clutch 14 to the second drive shaft 12, then through the intermediate shaft 10A and the differential 11, ultimately reaching the wheels to drive the vehicle. The engine 1 also participates in the drive, outputting driving torque through the ring gear 4A, planetary gears 4B, and planetary carrier 4C, then through the first drive shaft 16, the intermediate shaft 10A, and the differential 11, ultimately reaching the wheels to drive the vehicle.

[0079] 4. Hybrid Drive Mode II

[0080] When the battery is low but the power demand is high, engine 1 needs to be started to participate in driving, working together with the first motor 15 to drive the entire vehicle. The generator generates electricity to replenish the battery. At this time, the first brake 3, second brake 6, third brake 9, and second clutch 8 are all disengaged, while the first clutch 7 and third clutch 14 are engaged. Engine 1 operates, the first motor 15 operates as an electric motor, and the second motor 5 operates as a generator. Figure 5 The diagram showing torque transmission (highlighted in bold black lines) illustrates the following: The first motor 15 participates in the drive, transmitting driving torque through the third clutch 14 to the second drive shaft 12. This torque then passes through the intermediate shaft 10A and the differential 11, ultimately reaching the wheels to drive the vehicle. The engine 1 also participates in the drive, with a portion of the driving torque output through the ring gear 4A, planetary gears 4B, and planet carrier 4C. This torque then passes through the first drive shaft 16, intermediate shaft 10A, and differential 11, ultimately reaching the wheels to drive the vehicle. A portion of the driving torque is transmitted through the ring gear 4A, planetary gears 4B, and sun gear 4D to the second motor 5, which generates electricity to recharge the battery.

[0081] 5. Engine direct drive mode I

[0082] With sufficient battery power, when the vehicle is traveling at medium to high speeds under moderate load, engine 1 operates within its high-efficiency range, making direct drive mode more economical. At this time, the first brake 3, second brake 6, third brake 9, and third clutch 14 are all disengaged, while the first clutch 7 and second clutch 8 are engaged. The first motor 15 is not operating, engine 1 is running, and the second motor 5 is operating as a generator. Figure 6 The diagram showing torque transmission is highlighted in bold black lines. Engine 1 drives the vehicle independently. The driving torque is output through ring gear 4A, planetary gear 4B, and planetary carrier 4C, and then passes through the first drive shaft 16, intermediate shaft 10A, and differential 11 before finally being transmitted to the wheels to drive the vehicle.

[0083] It should be noted that the transmission ratio of the engine 1 torque from the ring gear 4A to the planetary carrier 4C is (1+1 / k), where k is the planetary gearbox ratio. Both the first motor 15 and the second motor 5 are disengaged from the power transmission chain and do not rotate with the shaft system, reducing rotational losses and improving system efficiency.

[0084] 6. Engine direct drive mode II

[0085] When the battery is low and the vehicle is traveling at medium to low load at medium speeds, engine 1 operates in its high-efficiency range, making direct drive mode more economical. Engine 1 drives the vehicle, while the generator replenishes the battery. At this time, the first brake 3, second brake 6, third brake 9, and third clutch 14 are all disengaged, the first clutch 7 and second clutch 8 are engaged, the first motor 15 is not operating, engine 1 is operating, and the second motor 5 operates as a generator. Figure 7 The diagram showing torque transmission, highlighted in bold black lines, illustrates that engine 1 drives the vehicle independently. A portion of the driving torque is output through the ring gear 4A, planetary gears 4B, and planetary carrier 4C, then passes through the first drive shaft 16, intermediate shaft 10A, and differential 11, ultimately being transmitted to the wheels to drive the vehicle. Another portion of the driving torque is transmitted to the second motor 5 through the ring gear 4A, planetary gears 4B, and sun gear 4D. The second motor 5 generates electricity to replenish the battery.

[0086] It should be noted that, due to the engagement of the first clutch 7 and the second clutch 8, the planetary carrier 4C and the sun gear 4D are fixedly connected, forming a single unit. The engine 1 and the second motor 5 operate at the same speed, and the entire single-row planetary gear mechanism 4 can be considered as a system with a speed ratio of 1. The first motor 15 is disengaged from the power transmission chain and does not rotate with the shaft system, reducing rotational losses and improving system efficiency.

[0087] 7. Range Extender Mode

[0088] When the battery is low and the vehicle is under heavy load, the required torque is greater. At this time, the first motor 15 is needed for driving, while the second motor 5 operates at full power to either replenish the battery or supply power to the first motor 15. Simultaneously, the first brake 3, the third brake 9, the first clutch 7, and the second clutch 8 are all disengaged, the second brake 6 is locked, the third clutch 14 is engaged, the engine 1 operates, the first motor 15 operates as an electric motor, and the second motor 5 operates as a generator. Figure 8 The diagram showing torque transmission, highlighted in bold black lines, illustrates the following: First motor 15 participates in driving, and driving torque is transmitted to second drive shaft 12 via third clutch 14, then through intermediate shaft 10A and differential 11, and finally to the wheels to drive the vehicle. When engine 1 starts, driving torque is transmitted to second motor 5 via ring gear 4A, planetary gear 4B and sun gear 4D. Second motor 5 generates electricity to replenish the battery or to supply power to first motor 15.

[0089] 8. Energy Recovery Mode

[0090] When the vehicle decelerates, the first motor 15 applies braking, recovering energy to charge the battery. At this time, the first brake 3, second brake 6, third brake 9, first clutch 7, and second clutch 8 are all disengaged, while the third clutch 14 is engaged. The engine 1 and the second motor 5 are not operating, and the first motor 15 brakes and operates as a generator. The first motor 15 participates in regenerative braking, and the recovered torque is transmitted through the third clutch 14 to the second drive shaft 12, then through the intermediate shaft and differential 11, and finally to the wheels, causing the vehicle to decelerate or stop.

[0091] 9. On-site power generation mode

[0092] When the vehicle is stationary, engine 1 starts, driving the second motor 5 to generate electricity and replenish the battery until it reaches the desired charge level before driving. At this time, the first brake 3, the third brake 9, the first clutch 7, and the second clutch 8 are all disengaged, the second brake 6 is locked, the third clutch 14 is engaged, engine 1 operates, the first motor 15 is not operating, and the second motor 5 operates as a generator. Figure 9 The diagram showing torque transmission is highlighted in bold black lines. When engine 1 starts, the driving torque is transmitted to the second motor 5 through the ring gear 4A, planetary gear 4B, and sun gear 4D. The second motor 5 generates electricity to replenish the battery.

[0093] Another embodiment of the present invention includes a vehicle comprising the hybrid power system described above.

[0094] In this embodiment, the vehicle also includes an on-board terminal and a memory storing a computer program. When the on-board terminal executes the computer program, it implements the drive control method described above.

[0095] The vehicle in this embodiment has the same beneficial effects as the hybrid power system described above compared to the prior art, so it will not be described again here.

[0096] Readers should understand that in the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Furthermore, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0097] While the present invention has been disclosed above, its scope of protection is not limited thereto. Those skilled in the art can make various changes and modifications without departing from the spirit and scope of this disclosure, and all such changes and modifications will fall within the scope of protection of this invention.

Claims

1. A hybrid power system, characterized in that, The device includes an engine (1), a first motor (15), a second motor (5), a single-row planetary gear mechanism (4), an output shaft assembly (10), and a differential (11). The single-row planetary gear mechanism (4) includes a ring gear (4A), a sun gear (4D), planet gears (4B), and a planet carrier (4C). The planet gears (4B) are rotatably mounted on the planet carrier (4C) and are respectively connected to the ring gear (4A) and the sun gear (4D). The second motor (5) is connected to the sun gear (4D). The output shaft assembly (10) is connected to the differential (11). The hybrid power system further includes a first brake (3), a second brake (6), a third brake (9), a first clutch (7), a second clutch (8), and a third clutch (14). The first brake (3) is used to brake the engine (1), the second brake (6) is used to brake the planetary carrier (4C), and the third brake (9) is used to brake the sun gear (4D). The first clutch (7) is located between the planetary carrier (4C) and the output shaft assembly (10), the second clutch (8) is located between the first clutch (7) and the sun gear (4D), and the third clutch (14) is located between the first motor (15) and the output shaft assembly (10).

2. The hybrid power system according to claim 1, characterized in that, It also includes a first drive shaft (16) and a second drive shaft (12), the output shaft assembly (10) is connected to the first drive shaft (16) and the second drive shaft (12) respectively, the planetary carrier (4C) is connected to the first drive shaft (16) through the first clutch (7), and the first motor (15) is connected to the second drive shaft (12) through the third clutch (14).

3. The hybrid power system according to claim 2, characterized in that, It also includes a first intermediate gear (17) and a second intermediate gear (13). The first intermediate gear (17) is coaxially disposed on the first transmission shaft (16), and the second intermediate gear (13) is coaxially disposed on the second transmission shaft (12). The output shaft assembly (10) includes an intermediate shaft (10A) and a third intermediate gear (10C) and a fourth intermediate gear (10B) coaxially disposed on the intermediate shaft (10A). The first intermediate gear (17) is drivenly connected to the third intermediate gear (10C), and the second intermediate gear (13) is drivenly connected to the fourth intermediate gear (10B).

4. The hybrid power system according to claim 3, characterized in that, The differential (11) includes a housing gear ring, and the output shaft assembly (10) further includes a fifth intermediate gear (10D) coaxially disposed on the intermediate shaft (10A), the fifth intermediate gear (10D) being drivenly connected to the housing gear ring.

5. The hybrid power system according to claim 4, characterized in that, The third intermediate gear (10C), the fifth intermediate gear (10D), and the fourth intermediate gear (10B) are arranged in pairs on the intermediate shaft (10A).

6. The hybrid power system according to claim 3, characterized in that, The diameter of the first intermediate gear (17) is smaller than the diameter of the third intermediate gear (10C), and / or the diameter of the second intermediate gear (13) is smaller than the diameter of the fourth intermediate gear (10B).

7. The hybrid power system according to claim 1, characterized in that, It also includes a torque damper (2) disposed between the engine (1) and the gear ring (4A).

8. A drive control method, characterized in that, The drive control method, applied to any one of claims 1 to 7, comprises: Obtain the target operating mode of the hybrid power system; The engine (1), first motor (15), second motor (5), first brake (3), second brake (6), third brake (9), first clutch (7), second clutch (8) and third clutch (14) of the hybrid power system are controlled to be in a state corresponding to the target working mode.

9. The drive control method according to claim 8, characterized in that, The target operating modes include at least one of the following: pure electric drive mode I, pure electric drive mode II, hybrid drive mode I, hybrid drive mode II, engine direct drive mode I, engine direct drive mode II, range extender mode, energy recovery mode, and on-site power generation mode; The pure electric drive mode I is configured such that: the first brake (3), the second brake (6), the third brake (9), the first clutch (7) and the second clutch (8) are all disengaged, the third clutch (14) is engaged, the engine (1) and the second motor (5) are not working, and the first motor (15) is working in motor mode; The pure electric drive mode II is configured such that: the second brake (6), the second clutch (8), and the third brake (9) are all disengaged, the first brake (3) is locked, the first clutch (7) and the third clutch (14) are all engaged, the second motor (5) and the first motor (15) are both in motor mode, and the engine (1) is not working. The hybrid drive mode I is configured such that: the first brake (3), the second brake (6) and the second clutch (8) are all disengaged, the third brake (9) is locked, the first clutch (7) and the third clutch (14) are both engaged, the engine (1) is working, the first motor (15) is working in motor mode, and the second motor (5) is not working. The hybrid drive mode II is configured such that the first brake (3), the second brake (6), the third brake (9), and the second clutch (8) are all disengaged, the first clutch (7) and the third clutch (14) are all engaged, the engine (1) is working, the first motor (15) is working in motor mode, and the second motor (5) is working in generator mode. The engine direct drive mode I is configured such that: the first brake (3), the second brake (6), the second clutch (8) and the third clutch (14) are all disengaged, the third brake (9) is locked, the first clutch (7) is engaged, the second motor (5) and the first motor (15) are not working, and the engine (1) is working. The engine direct drive mode II is configured such that: the first brake (3), the second brake (6), the third brake (9) and the third clutch (14) are all disengaged, the first clutch (7) and the second clutch (8) are all engaged, the first motor (15) is not working, the engine (1) is working, and the second motor (5) is working in generator mode. The range-extending mode is configured such that: the first brake (3), the third brake (9), the first clutch (7) and the second clutch (8) are all disengaged, the second brake (6) is locked, the third clutch (14) is engaged, the engine (1) is working, the first motor (15) is working in motor mode, and the second motor (5) is working in generator mode. The energy recovery mode is configured such that the first brake (3), the second brake (6), the third brake (9), the first clutch (7) and the second clutch (8) are all disengaged, the third clutch (14) is engaged, the engine (1) and the second motor (5) are not working, and the first motor (15) is braked and operates in generator mode. The on-site power generation mode is configured such that: the first brake (3), the third brake (9), the first clutch (7) and the second clutch (8) are all disengaged, the second brake (6) is locked, the third clutch (14) is engaged, the engine (1) is working, the first motor (15) is not working, and the second motor (5) is working in generator mode.

10. A vehicle, characterized in that, Includes a hybrid power system as described in any one of claims 1 to 7.

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