Hybrid system, control method thereof, and vehicle

Abstract

The present invention discloses a hybrid system, a control method thereof and a vehicle, relating to the technical field of hybrid vehicles, wherein the hybrid system includes a power output shaft, a power module, a clutch module and a control module, wherein the power module includes an engine and a first drive motor, the engine has an engine output shaft, the first drive motor has a first motor shaft, the first motor shaft is connected to the engine output shaft through a first transmission assembly, the engine output shaft and the power output shaft are connected through a first transmission reduction mechanism, the clutch module is used to selectively control the connection and disconnection of the engine output shaft and the first motor shaft, and / or the connection and disconnection of the first motor shaft and the first transmission reduction mechanism, and the control module is electrically connected to the power module and the clutch module.

Description

Technical Field

[0001] The present invention relates to the technical field of hybrid vehicles, and in particular to a hybrid system, a control method thereof, and a vehicle. Background Art

[0002] A hybrid electric vehicle (HEV) is a vehicle that uses multiple energy sources, typically a conventional engine (ICE) powered by liquid fuel and an electric motor powered by electricity. This allows HEVs to operate in a variety of driving modes. However, due to limited battery capacity, the vehicle primarily relies on engine combustion for propulsion. However, existing hybrid systems are complex, difficult to deploy, and suffer from high fuel consumption. Summary of the Invention

[0003] The main purpose of the present invention is to propose a hybrid system and a control method thereof and a vehicle, aiming to solve the problem of how to design a hybrid system with a compact layout and low energy consumption.

[0004] To achieve the above objectives, the hybrid system proposed in the present invention includes:

[0005] Power take-off shaft;

[0006] A power module includes an engine and a first drive motor, wherein the engine has an engine output shaft, the first drive motor has a first motor shaft, the first motor shaft is connected to the engine output shaft via a first transmission assembly, and the engine output shaft and the power output shaft are connected via a first transmission reduction mechanism;

[0007] a clutch module for selectively controlling the connection and disconnection between the engine output shaft and the first motor shaft, and / or the connection and disconnection between the first motor shaft and the first transmission reduction mechanism; and

[0008] The control module is electrically connected to the power module and the clutch module.

[0009] In one embodiment, the first transmission reduction mechanism includes:

[0010] A first transmission shaft is sleeved on the engine output shaft; and

[0011] The first transmission reduction structure is provided between the first transmission shaft and the power output shaft, and is used for transmission connection between the first transmission shaft and the power output shaft.

[0012] In one embodiment, the clutch module includes a first clutch module provided between the intermediate transmission shaft and the first transmission shaft, for selectively controlling the connection and disconnection of the intermediate transmission shaft and the first transmission shaft.

[0013] In one embodiment, the clutch module further includes a second clutch module disposed between the first transmission shaft and the first transmission reduction structure, for selectively controlling the engagement and disengagement of the first transmission shaft and the first transmission reduction structure.

[0014] In one embodiment, the hybrid system further includes a differential structure drivingly connected to the first transmission reduction mechanism or the power output shaft, for selectively controlling the connection and disconnection between the first transmission reduction mechanism or the power output shaft and the output shaft of the differential structure;

[0015] The clutch module includes the differential structure.

[0016] In one embodiment, the hybrid system further includes a differential structure drivingly connected to the power output shaft, and the output shaft of the differential structure is arranged orthogonally to the engine output shaft.

[0017] In one embodiment, the hybrid system further comprises a differential structure drivingly connected to the first transmission reduction mechanism, wherein an output shaft of the differential structure is arranged in parallel with an output shaft of the engine;

[0018] Wherein, the power output shaft includes the output shaft of the differential structure.

[0019] In one embodiment, the differential structure includes:

[0020] A differential body, comprising a housing, a differential input gear, and a gear assembly. The differential input gear is sleeved on the exterior of the housing to drive the housing to rotate. The gear assembly comprises a planetary shaft disposed within the housing, planetary gears, and a first sideshaft gear and a second sideshaft gear coaxially disposed and located on either side of the planetary shaft. The planetary gears are sleeved on the planetary shafts and mesh with the first and second sideshaft gears for transmission.

[0021] A first clutch structure is provided between the housing and the planetary gear, for connecting or disconnecting the housing and the planetary shaft; and

[0022] The second clutch structure is provided between the first side gear and the housing, and is used for connecting or disconnecting the first side gear and the housing.

[0023] In one embodiment, the first transmission reduction structure further includes:

[0024] a second transmission shaft spaced apart from the engine output shaft in a radial direction thereof;

[0025] A first transmission gear set is provided between the first transmission shaft and the second transmission shaft, and is used for transmission connection between the first transmission shaft and the second transmission shaft; and

[0026] The second transmission gear set is provided between the second transmission shaft and the power output shaft, and is used for transmission connection between the second transmission shaft and the power output shaft.

[0027] In one embodiment, the first transmission assembly includes a first transmission gear, a second transmission gear and a third transmission gear, the first transmission gear is sleeved on the engine output shaft, the second transmission gear is fixed to the first motor shaft, and the third transmission gear is meshed with the first transmission gear and the second transmission gear.

[0028] The present invention also provides a vehicle comprising the above hybrid system.

[0029] The present invention further provides a control method for a hybrid system. Based on the above hybrid system, the control method for the hybrid system includes the following steps:

[0030] Get the type of power output mode;

[0031] According to the type of the power output mode, the power module and the clutch module are controlled to operate.

[0032] In the technical solution of the present invention, the power output shaft is set to drive the vehicle, the first transmission reduction mechanism is set to connect the engine output shaft with the power output shaft, so that the torque of the engine can be transmitted to the power output shaft, and the clutch module is set to control the on and off of the engine output shaft and the power output shaft, so as to control the connection between the engine output shaft and the power output shaft. In this way, the control module is set to control the action of the power module and the clutch module, so that the engine and the first drive motor can drive the power output shaft, so that when the vehicle is traveling at high speed, the engine output shaft can be connected to the power output shaft, so that the engine can directly drive the vehicle. When the vehicle is traveling at low speed, the first drive motor can assist the engine in driving the vehicle, so that the engine can operate in the high-efficiency range for a long time, which is beneficial to reducing the fuel consumption of the whole vehicle and has a simple structure. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on the structures shown in these drawings without paying any creative work.

[0034] Figure 1 A schematic structural diagram of an embodiment of a hybrid system provided by the present invention;

[0035] Figure 2 A schematic structural diagram of another embodiment of the hybrid system provided by the present invention;

[0036] Figure 3 for Figure 1 A schematic structural diagram of an embodiment of a differential structure of a hybrid system;

[0037] Figure 4 for Figure 3 A structural schematic diagram of the first clutch structure in the first position;

[0038] Figure 5 for Figure 3 A structural schematic diagram of the second clutch structure in the embodiment of the present invention when the second clutch structure is in the first position;

[0039] Figure 6 for Figure 3 A structural schematic diagram of the first clutch structure in the second position;

[0040] Figure 7 for Figure 3 A structural schematic diagram of the second clutch structure in the second position;

[0041] Figure 8 for Figure 3 A structural schematic diagram of the first clutch structure in the third position;

[0042] Figure 9 for Figure 3 A structural schematic diagram of the second clutch structure in the embodiment of the present invention when the second clutch structure is in the third position;

[0043] Figure 10 for Figure 1 A schematic structural diagram of another embodiment of the differential structure of the hybrid system;

[0044] Figure 11 A schematic diagram of the structure of a control module of a hardware operating environment involved in an embodiment of the present invention;

[0045] Figure 12 This is a flow chart of a first embodiment of a method for controlling a power system provided by the present invention.

[0046] Description of Figure Numbers:

[0047] 100. Hybrid system; 1. Power output shaft; 2. Power module; 21. Engine output shaft; 22. First motor shaft; 3. Clutch module; 31. First clutch module; 32. Second clutch module; 33. Third clutch module; 4. First transmission reduction mechanism; 41. First transmission shaft; 42. First transmission reduction mechanism; 421. Second transmission shaft; 422. First transmission gear set; 423. Second transmission gear set; 5. First transmission assembly; 6. Differential structure; 61. Differential body; 611. Housing; 612. Differential input gear; 613. Gear assembly; 6131. ​​Planetary shaft; 6132. Planetary gear; 61 33. First half-shaft gear; 6134. Second half-shaft gear; 62. First clutch structure; 621. First engaging portion; 6211. Second extension portion; 622. First clutch portion; 6221. First extension portion; 6222. First armature; 623. First driving member; 6231. First electromagnetic coil; 624. First return spring; 63. Second clutch structure; 631. Second engaging portion; 6311. Fourth extension portion; 632. Second clutch portion; 6321. Third extension portion; 6322. Second armature; 633. Second driving member; 6331. Second electromagnetic coil; 634. Second return spring; 64. Compound clutch portion.

[0048] The purpose, features and advantages of the present invention will be further described with reference to the accompanying drawings and in conjunction with the embodiments. DETAILED DESCRIPTION

[0049] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making any creative efforts shall fall within the scope of protection of the present invention.

[0050] It should be noted that if the embodiments of the present invention involve directional indications (such as up, down, left, right, front, back, etc.), the directional indications are only used to explain the relative position relationship, movement status, etc. between the various components under a certain specific posture. If the specific posture changes, the directional indications will also change accordingly.

[0051] In addition, if there are descriptions involving "first", "second", etc. in the embodiments of the present invention, the descriptions of "first", "second", etc. are only for descriptive purposes and cannot be understood as indicating or suggesting their relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features limited to "first" and "second" may explicitly or implicitly include at least one of such features. In addition, if "and / or" or "and / or" appears in the full text, its meaning includes three parallel solutions. Taking "A and / or B" as an example, it includes solution A, solution B, or solutions that satisfy both A and B. In addition, the technical solutions between the various embodiments can be combined with each other, but it must be based on the ability of ordinary technicians in this field to implement. When the combination of technical solutions is mutually contradictory or cannot be implemented, it should be deemed that such a combination of technical solutions does not exist and is not within the scope of protection required by the present invention.

[0052] A hybrid electric vehicle (HEV) is a vehicle that uses multiple energy sources, typically a conventional engine (ICE) powered by liquid fuel and an electric motor powered by electricity. This allows HEVs to operate in a variety of driving modes. However, due to limited battery capacity, the vehicle primarily relies on engine combustion for propulsion. However, existing hybrid systems are complex, difficult to deploy, and suffer from high fuel consumption.

[0053] Based on this, the present invention proposes a hybrid system, aiming to solve the problem of how to design a hybrid system with compact layout and low energy consumption. Figures 1 to 10 1 is a schematic diagram of the structure of the hybrid system provided by the present invention; 11 is a schematic diagram of the structure of the control module of the hardware operating environment involved in the embodiment of the invention; Figure 12 This is a flow chart of the control method of the hybrid system provided by the present invention.

[0054] See also Figure 1 and Figure 2 In one embodiment of the present invention, the hybrid system 100 includes a power output shaft 1, a power module 2, a clutch module 3, and a control module. The power module 2 includes an engine and a first drive motor. The engine has an engine output shaft 21, and the first drive motor has a first motor shaft 22. The first motor shaft 22 is connected to the engine output shaft 21 through a first transmission assembly 5. The engine output shaft 21 and the power output shaft 1 are connected through a first transmission reduction mechanism 4. The clutch module 3 is used to selectively control the connection and disconnection of the engine output shaft 21 and / or the first motor shaft 22 and the first transmission reduction mechanism 4. The control module is electrically connected to the power module 2 and the clutch module 3.

[0055] The technical solution of the present invention is to set the power output shaft 1 to drive the vehicle, set the first transmission reduction mechanism 4 to connect the engine output shaft 21 with the power output shaft 1, so that the torque of the engine can be transmitted to the power output shaft 1, and set the clutch module 3 to control the on and off of the engine output shaft 21 and the power output shaft 1, so as to control the connection between the engine output shaft 21 and the power output shaft 1. In this way, by setting the control module to control the action of the power module 2 and the clutch module 3, the engine and the first drive motor can drive the power output shaft 1, so that when the vehicle is traveling at high speed, the engine output shaft 21 can be connected to the power output shaft 1, so that the engine can directly drive the vehicle. When the vehicle is traveling at low speed, the first drive motor can assist the engine in driving the vehicle, so that the engine can operate in the high-efficiency range for a long time, which is conducive to reducing the fuel consumption of the whole vehicle and has a simple structure.

[0056] In order to transmit the torque of the engine output shaft 21 to the power output shaft 1, in this embodiment, the first transmission reduction mechanism 4 includes a first transmission shaft 41 and a first transmission reduction structure 42. The first transmission shaft 41 is sleeved on the engine output shaft 21, and the first transmission reduction structure 42 is arranged between the first transmission shaft 41 and the power output shaft 1 to transmit and connect the first transmission shaft 41 and the power output shaft 1. In this way, by setting the first transmission shaft 41 so as to be connected to the engine output shaft 21, and by setting the first transmission reduction structure 42, the first transmission shaft 41 is connected to the power output shaft 1, so that the torque of the engine output shaft 21 can be transmitted to the power output shaft 1, so that the engine can drive the vehicle.

[0057] In order to control the on-off of the engine output shaft 21 and the first motor shaft 22, in one embodiment, refer to Figure 1The clutch module 3 includes a first clutch module 31 disposed between the engine output shaft 21 and the first motor shaft 22, for selectively controlling the connection and disconnection between the engine output shaft 21 and the first motor shaft 22. When the first clutch module 31 moves to the left, the engine output shaft 21 and the first motor shaft 22 are separated, thereby disconnecting the engine output shaft 21 from the first motor shaft 22. When the first clutch module 31 moves to the right, the engine output shaft 21 and the first motor shaft 22 are engaged, thereby connecting the engine output shaft 21 to the first motor shaft 22. In this way, by providing the first clutch module 31 to control the connection and disconnection between the engine output shaft 21 and the first motor shaft 22, the torque of the engine output shaft 21 can be transmitted to the first motor shaft 22. It is understandable that the first clutch module 31 can be a clutch, a synchronizer, etc., and the present invention is not limited to this.

[0058] In order to transmit the torque of the first transmission shaft 41 to the power output shaft 1, in this embodiment, the first transmission reduction structure 42 further includes a second transmission shaft 421, a first transmission gear set 422 and a second transmission gear set 423. The second transmission shaft 421 and the engine output shaft 21 are spaced apart in their radial directions. The first transmission gear set 422 is provided between the first transmission shaft 41 and the second transmission shaft 421 for transmission connection between the first transmission shaft 41 and the second transmission shaft 421. The second transmission gear set 423 is provided between the second transmission shaft 421 and the power output shaft 1 for transmission connection. The second transmission shaft 421 is connected to the power output shaft 1 by transmission. Thus, by providing the first transmission shaft 41, the first transmission gear set 422 and the second transmission gear set 423 are provided. The first transmission gear set 422 is provided to connect the first transmission shaft 41 with the second transmission shaft 421, so that the torque of the first transmission shaft 41 can be transmitted to the second transmission shaft 421. Furthermore, by providing the second transmission gear set 423, the second transmission shaft 421 is connected to the power output shaft 1, so that the torque of the second transmission shaft 421 can be transmitted to the power output shaft 1. Furthermore, the transmission ratio of the first transmission gear set 422 and the transmission ratio of the second transmission gear set 423 can be the same or different, and the present invention is not limited thereto. Specifically, in this embodiment, the transmission ratios of the first transmission gear set 422 and the second transmission gear set 423 are different. Thus, by using different transmission ratios, the total transmission ratio of the first transmission gear set 422 and the second transmission gear set 423 meets the driving requirements of the vehicle.

[0059] There are many ways to set the first motor shaft 22 and the engine output shaft 21. They can be parallel or perpendicular, etc., and the present invention is not limited to this. Specifically, in this embodiment, the first motor shaft 22 and the engine output shaft 21 are arranged in parallel. In this way, the first motor shaft 22 and the engine output shaft 21 are arranged in parallel, so as to reduce the axial dimension of the hybrid system 100 along the engine output shaft 21, so as to make full use of the cabin space, thereby enabling the hybrid system 100 to adapt to different vehicle models.

[0060] In order to connect the engine output shaft 21 with the first motor shaft 22, in this embodiment, the first transmission assembly 5 includes a first transmission gear, a second transmission gear and a third transmission gear. The first transmission gear is sleeved on the engine output shaft 21, the second transmission gear is fixed to the first motor shaft 22, and the third transmission gear is engaged with the first transmission gear and the second transmission gear. In this way, by setting multiple transmission gears, the engine output shaft 21 can be connected to the first motor shaft 22, and the distance between the engine output shaft 21 and the first motor shaft 22 can be expanded to avoid interference.

[0061] In order to enable the torque of the engine output shaft 21 and / or the first motor shaft 22 to be transmitted to the power output shaft 1, in one embodiment, the clutch module 3 further includes a second clutch module 32 disposed between the first motor shaft 22 and the first transmission shaft 41, for selectively controlling the connection and disconnection between the first motor shaft 22 and the first transmission shaft 41. When the second clutch module 32 moves to the left, the first transmission shaft 41 engages with the first motor shaft 22, thereby connecting the first transmission shaft 41 to the first motor shaft 22. When the second clutch module 32 moves to the right, the first transmission shaft 41 separates from the first motor shaft 22, thereby connecting the first transmission shaft 41 to the first motor shaft 22. In this way, by providing the second clutch module 32 to control the connection and disconnection between the first transmission shaft 41 and the first motor shaft 22, the connection and disconnection between the engine output shaft 21 and / or the power output shaft 1 is controlled. It is understandable that the first clutch module 31 and the second clutch module 32 can be clutches or synchronizers, etc., and the present invention is not limited thereto.

[0062] In another embodiment, the hybrid system 100 further includes a differential structure 6 that is transmission-connected to the first transmission reduction mechanism 4 or the power output shaft 1, for selectively controlling the on-off connection between the first transmission reduction mechanism 4 or the power output shaft 1 and the output shaft of the differential structure 6. The clutch module 3 includes the differential structure 6. Thus, by setting the differential structure 6, the on-off connection of the power output shaft 1 can be controlled so that the power output shaft 1 can drive the vehicle or stop driving the vehicle.

[0063] In order to make the hybrid system 100 applicable to longitudinal vehicles, in this embodiment, please refer to Figure 1 The hybrid system 100 further includes a differential structure 6 that is transmission-connected to the power output shaft 1 . The output shaft of the differential structure 6 is orthogonally arranged to the engine output shaft 21 , so that the hybrid system 100 can be arranged longitudinally, thereby enabling the hybrid system 100 to be adapted to longitudinal vehicle models.

[0064] In order to make the hybrid system 100 applicable to transverse vehicles, in this embodiment, please refer to Figure 2 The hybrid system 100 also includes a differential structure 6 that is transmission-connected to the first transmission reduction mechanism 4. The output shaft of the differential structure 6 is arranged in parallel with the engine output shaft 21. The power output shaft 1 includes the output shaft of the differential structure, so that the hybrid can be arranged transversely, thereby enabling the hybrid system 100 to be adapted to transverse vehicle models.

[0065] It should be noted that the differential structure 6 has three states, including a differential state, a disconnected state and a locked state. When the differential structure 6 is in the differential state, the two output shafts of the differential structure 6 can realize differential transmission. When the differential structure 6 is in the disconnected state, the input shaft and the output shaft of the differential structure 6 are disconnected, so that the output shaft of the differential structure 6 no longer outputs torque. When the differential structure 6 is in the locked state, the two output shafts of the differential structure 6 are locked so that the two output shafts rotate synchronously. The disconnected state of the differential is mainly suitable for four-wheel drive vehicles. When the differential is disconnected, one of the front axle and the rear axle has no power output, and the other outputs power, which can reduce system efficiency loss. When the differential structure 6 is locked, the power of the front axle or the rear axle is evenly distributed to avoid wheel slippage. It is mainly used for special working conditions such as off-road (such as crossing ditches, bumps, obstacles, etc.).

[0066] Further, see Figure 3 and Figure 10The differential structure 6 includes a differential body 61, a first clutch structure 62 and a second clutch structure 63. The differential body 61 includes a housing 611, a differential input gear 612 and a gear assembly 613. The differential input gear 612 is sleeved on the outside of the housing 611 to drive the housing 611 to rotate. The gear assembly 613 includes a planetary shaft 6131, a planetary gear 6132, and a first side shaft gear 6133 and a second side shaft gear 6132 coaxially arranged on both sides of the planetary shaft 6131. The second half-shaft gear 6134, the planetary gear 6132 is sleeved on the planetary shaft 6131 and meshes with the first half-shaft gear 6133 and the second half-shaft gear 6134 for transmission, the first clutch structure 62 is arranged between the shell 611 and the planetary gear 6132, for connecting or disconnecting the shell 611 and the planetary shaft 6131, the second clutch structure 63 is arranged between the first half-shaft gear 6133 and the shell 611, for connecting or disconnecting the first half-shaft gear 6133 and the shell 611.

[0067] In the technical solution of the present invention, by setting the first clutch structure 62, the connection and disconnection of the housing 611 and the planetary gear 6132 is realized, so that when connected, the power of the differential input gear 612 is transmitted to the planetary gear 6132 through the housing 611, so that the system can realize the differential function, and when disconnected, the power of the differential input gear 612 cannot be transmitted to the two half-shafts, reducing the oil stirring loss of the power drive device, etc., and improving the fuel economy or driving mileage of the system; by setting the second clutch structure 63, the connection and disconnection of the first half-shaft gear 6133 and the housing 611 is realized, so that when connected, the rotation of the first half-shaft gear 6133 and the housing 611 is synchronized, so that the second half-shaft gear 6134 is synchronized with the first half-shaft gear 6133, so that the system can realize the function of differential locking, improve the vehicle's off-road escape capability, and improve the driving performance of the entire vehicle.

[0068] To enhance the system's compactness, the first clutch structure 62 and the second clutch structure 63 are both located on the side of the planetary shaft 6131, away from the second side gear 6134. This design integrates the first and second clutch structures 62 and 63 on one side of the system, creating a more streamlined spatial arrangement and facilitating subsequent circuit layout. Correspondingly, a reducer assembly can be located on the other side of the planetary shaft 6131, improving overall system balance and fully utilizing the system's internal space.

[0069] To further improve the compactness of the system structure, the planetary shaft 6131 is clearance-fitted with the housing 611. This design not only ensures that the housing 611 and the planetary shaft 6131 do not interfere with each other, but also minimizes the distance between the various components in the system, reducing the overall radial size of the system.

[0070] For details, please refer to Figure 3 and Figure 10 In one embodiment of the present invention, the first clutch structure 62 includes a first engaging portion 621 and a first clutch portion 622. The first engaging portion 621 is fixedly mounted on the planetary shaft 6131, and the first clutch portion 622 is movably mounted on the housing 611 along the axis of the first side gear 6133. The first clutch portion 622 has a connection state in which the first engaging portion 621 is connected to the first clutch portion 622, and a disconnection state in which the first engaging portion 621 and the first clutch portion 622 are separated. The second clutch structure 63 includes a second engaging portion 631 and a second clutch portion 632. The second engaging portion 631 is fixedly mounted on the first side gear 6133, and the second clutch portion 632 is movably mounted on the housing 611 along the axis of the first side gear 6133. The second clutch portion 632 has a locking state in which the second engaging portion 631 and the second clutch portion 632 are connected, and an unlocking state in which the second engaging portion 631 and the second clutch portion 632 are separated. With this design, the differential can be switched on and off by moving the first clutch part 622, and locked and unlocked by moving the second clutch part 632. This design has a simple structure and is easy to control. It is understood that a cavity is provided within the housing 611 for the movement of the first clutch part 622 and the second clutch part 632, and during the movement, the first clutch part 622 and the second clutch part 632 remain connected to the housing 611. Specifically, in one embodiment, a slider is provided on the first clutch part 622 and the second clutch part 632, and a corresponding groove for cooperating with the slider is provided on the inner wall of the cavity. In another embodiment, the first clutch part 622 and the second clutch part 632 are weakly magnetically connected to the cavity.

[0071] It should be noted that the present invention does not limit the specific implementation of the first clutch portion 622 and the second clutch portion 632. In one embodiment of the present invention, please refer to Figures 3 to 9The first clutch portion 622 and the second clutch portion 632 are integrally arranged to form a composite clutch portion 64. The composite clutch portion 64 has a first position, in which the first clutch portion 622 is disconnected and the second clutch portion 632 is unlocked, a second position, in which the first clutch portion 622 is connected and the second clutch portion 632 is unlocked, and a third position, in which the first clutch portion 622 is connected and the second clutch portion 632 is locked. This arrangement enables the differential to be disconnected, engaged, and locked by the movable composite clutch portion 64. The composite clutch portion 64 is in the first, second, and third positions, resulting in a simple structure and requiring only one drive structure to be subsequently configured. This saves space within the housing 611 and is a relatively rational design.

[0072] Furthermore, the first clutch portion 622 has a first extension portion 6221 extending along the axis of the first side gear 6133, and the first coupling portion has a second extension portion 6211 extending along the axis of the first side gear 6133. The first extension portion 6221 and the second extension portion 6211 are arranged in an alternating manner. The second clutch portion 632 has a third extension portion 6321 extending along the axis of the first side gear 6133, and the second coupling portion has a fourth extension portion 6311 extending along the axis of the first side gear 6133. The third extension portion 6321 and the fourth extension portion 6311 are arranged in an alternating manner. With this arrangement, the distance between the first extension portion 6221 and the second extension portion 6211 is greater than the distance between the third extension portion 6321 and the fourth extension portion 6311.

[0073] It should be noted that the present invention does not limit the specific implementation form of the combination of the first clutch part 622 and the first joining part 621. For example, in a preferred embodiment of the present invention, the first clutch part 622 is provided with a plurality of protrusions arranged at intervals, and the first joining part 621 is correspondingly provided with grooves that cooperate with the protrusions. Such a design has a simple structure and a tight fit. In another embodiment, the first clutch part 622 and the first joining part 621 are configured as magnetic materials that attract each other so that the two can fit tightly when in contact. It is understandable that this solution does not limit the specific form of the combination of the second clutch part 632 and the second joining part 631. The specific implementation form may be the same as the combination form of the first clutch part 622 and the first joining part 621, or it may be different, and no further details will be given here.

[0074] In another embodiment of the present invention, please refer to Figure 10The first clutch portion 622 and the second clutch portion 632 are arranged to be relatively movable. With this arrangement, the first clutch portion 622 and the second clutch portion 632 can be independently controlled, and each has only two gear positions, namely, the gear positions for connecting or disconnecting with the first engaging portion 621 or the second engaging portion 631, respectively. This facilitates subsequent programmed control, eliminates the need for an intermediate position identification device, and is structurally simple and easy to implement.

[0075] Furthermore, the first clutch structure 62 further includes a first driving member 623, which is disposed within the housing 611 and is used to drive the movement of the first clutch portion 622. The second clutch structure 63 further includes a second driving member 633, which is disposed within the housing 611 and is used to drive the movement of the second clutch portion 632. This design, in which the first and second driving members 623 and 633 drive the movement of the first and second clutch portions 622 and 632, improves the automation level of the system and facilitates the subsequent configuration of a control system to achieve intelligent control of the differential system.

[0076] It should be noted that this solution does not limit the specific implementation form and specific installation location of the driving component. For example:

[0077] In a preferred embodiment, the first clutch portion 622 is further provided with a first armature 6222. The first driving member 623 includes a first electromagnetic coil 6231, which is located on the side of the first clutch portion 622 away from the second side gear 6134 and is configured to repel the first armature 6222 when energized. The first clutch structure 62 also includes a first return spring 624, which is located between the first armature 6222 and the first electromagnetic coil 6231 and is configured to apply an elastic force toward the first engagement portion 621 to the first clutch portion 622. This design allows the first clutch portion 622 and the first engagement portion 621 to remain connected for a long period of time, allowing the differential structure 6 to maintain a differential engaged state in its natural state, reducing system losses. Furthermore, when the first electromagnetic coil 6231 is de-energized, the first return spring 624 can immediately return the first clutch portion 622 to a disconnected position, resulting in a simple structure and a high degree of automation.

[0078] In another preferred embodiment, the second clutch portion 632 is further provided with a second armature 6322. The second driving member 633 also includes a second electromagnetic coil 6331, which is located on the side of the second clutch portion 632 away from the second side gear 6134 and is configured to attract the second armature 6322 when energized. The second clutch structure 63 also includes a second return spring 634, which is located between the second armature 6322 and the second electromagnetic coil 6331 and is configured to apply a spring force to the second clutch portion 632 away from the second engagement portion 631. This design allows the second clutch portion 632 and the second engagement portion 631 to remain disconnected for a long period of time, allowing the differential structure 6 to maintain its differential function in its natural state, reducing system losses. Furthermore, when the second electromagnetic coil 6331 is de-energized, the second return spring 634 can immediately return the second clutch portion 632 to the unlocked position, resulting in a simple structure and a high degree of automation.

[0079] To achieve synchronous rotation of the first clutch portion 622, the second clutch portion 632, and the housing 611, specifically, the first clutch portion 622 and the second clutch portion 632 are keyed to the housing 611. This design provides a simple structure and ease of assembly and disassembly while ensuring connection stability. It will be appreciated that the length of the keyway on the housing 611 is greater than the length of the key, thereby ensuring that the first clutch portion 622 and the second clutch portion 632 can slide relative to the housing 611.

[0080] The following will describe in detail the working process of the differential structure 6 in this embodiment when facing different working conditions. The vehicle in this embodiment is a four-wheel drive vehicle. During normal driving of the vehicle, the first electromagnetic coil 6231 and the second electromagnetic coil 6331 are de-energized, the first clutch part 622 is connected to the first engaging part 621, and the second engaging part 631 is disconnected from the second clutch part 632. The planetary shaft 6131 can rotate under the drive of the housing 611, thereby realizing a normal differential function. When the vehicle is stuck in a muddy road, the first electromagnetic coil 6231 is de-energized, the second electromagnetic coil 6331 is energized, the first clutch part 622 is connected to the first engaging part 621, and the second engaging part 631 is connected to the second clutch part 632. The first half-shaft gear 6133 rotates synchronously with the housing 611, thereby realizing the locking function of the differential, increasing the power of the road-side tire, and improving the vehicle's off-road escape ability; when driving on a good road, the first electromagnetic coil 6231 is energized, and the second electromagnetic coil 6331 is de-energized, the first clutch part 622 is disconnected from the first engaging part 621, and the second engaging part 631 is disconnected from the first half-shaft gear 6133, so that the power of the differential output gear cannot be transmitted to the planetary shaft 6131, thereby disconnecting the power of one of the drive shafts in the vehicle, reducing the oil stirring loss of the power drive device, and improving the system fuel economy or driving range.

[0081] See also Figures 1 to 2 The hybrid system 100 provided by the present invention can generate a variety of operating modes, including a pure electric drive mode, an engine direct drive mode, a parking power generation mode, and a power recovery mode. The operating modes of the hybrid system 100 are described below in conjunction with the above embodiments.

[0082] When the hybrid system 100 is in the first working mode, the engine is stopped, the first drive motor is driven, the first clutch module 31 moves to the left, the engine output shaft 21 is separated from the first motor shaft 22, so that the engine output shaft 21 is disconnected from the first motor shaft 22, the second clutch module 32 moves to the left, the first motor shaft 22 is combined with the first transmission shaft 41, so that the first transmission shaft 41 is connected to the first motor shaft 22. This mode is the first implementation mode of the pure electric drive mode. At this time, the first drive motor drives the vehicle alone. The transmission route of the hybrid system 100 is: the driving force of the first drive motor is sequentially transmitted to the power output shaft 1 through the first transmission assembly 5, the first transmission shaft 41 and the first transmission reduction structure 42.

[0083] When the hybrid system 100 is in the second working mode, the engine drives, the first drive motor generates electricity, the first clutch module 31 moves to the right, the engine output shaft 21 is combined with the first motor shaft 22, so that the engine output shaft 21 is connected to the first motor shaft 22, the second clutch module 32 moves to the right, the first motor shaft 22 is separated from the first transmission shaft 41, so that the first transmission shaft 41 is disconnected from the first motor shaft 22. This mode is the first implementation of the parking power generation mode. At this time, the engine drives the first drive motor to park and generate electricity. The transmission route of the hybrid system 100 is: the driving force of the engine is sequentially transmitted to the first motor shaft 22 through the engine output shaft 21 and the first transmission assembly 5.

[0084] When the hybrid system 100 is in the third working mode, the engine is driven, the first drive motor is stopped, the first clutch module 31 moves to the right, the engine output shaft 21 is combined with the first motor shaft 22, so that the engine output shaft 21 is connected to the first motor shaft 22, the second clutch module 32 moves to the left, the first motor shaft 22 is combined with the first transmission shaft 41, so that the first transmission shaft 41 is connected to the first motor shaft 22. This mode is the first implementation mode of the engine direct drive mode. At this time, the engine directly drives the vehicle. The transmission route of the hybrid system 100 is: the driving force of the engine is sequentially transmitted to the power output shaft 1 through the engine output shaft 21, the first transmission shaft 41 and the first transmission reduction structure 42.

[0085] When the hybrid system 100 is in the fourth operating mode, the engine is driven, the first drive motor is driven, the first clutch module 31 moves to the right, the engine output shaft 21 engages with the first motor shaft 22, so that the engine output shaft 21 is connected to the first motor shaft 22, and the second clutch module 32 moves to the left, and the first motor shaft 22 engages with the first transmission shaft 41, so that the first transmission shaft 41 is connected to the first motor shaft 22. This mode is the first embodiment of the engine parallel mode. At this time, the engine and the first drive motor jointly drive the vehicle. The transmission route of the hybrid system 100 is as follows: the driving force of the engine is transmitted to the power output shaft 1 via the engine output shaft 21, the first transmission shaft 41, and the first transmission reduction structure 42 in sequence. At the same time, the driving force of the first drive motor is transmitted to the power output shaft 1 via the first transmission assembly 5, the first transmission shaft 41, and the first transmission reduction structure 42 in sequence.

[0086] When the hybrid system 100 is in the fifth working mode, the engine is idling, the first drive motor is generating electricity, the first clutch module 31 moves to the left, the engine output shaft 21 is separated from the first motor shaft 22, so that the engine output shaft 21 is disconnected from the first motor shaft 22, the second clutch module 32 moves to the left, the first motor shaft 22 is combined with the first transmission shaft 41, so that the first transmission shaft 41 is connected to the first motor shaft 22. This mode is the first implementation mode of the power recovery mode. At this time, the engine is idling, the first drive motor recovers power, and the transmission route of the hybrid system 100 is: the power of the power output shaft 1 is sequentially transmitted to the first motor shaft 22 through the first transmission reduction structure 42, the first transmission shaft 41 and the first transmission assembly 5.

[0087] The present invention further provides a vehicle including the hybrid system 100 described above. The specific structure of the hybrid system 100 is similar to that of the aforementioned embodiments. Since the present vehicle utilizes all of the technical solutions of all of the aforementioned embodiments, it at least possesses all of the beneficial effects brought about by the technical solutions of the aforementioned embodiments, and therefore, no further details will be given here.

[0088] See also Figure 11 , Figure 11 Schematic diagram of the structure of the control module 7 of the hardware operating environment involved in the embodiment of the present invention.

[0089] like Figure 11 As shown, the control module may include: a processor 1001, such as a CPU, a communication bus 1002, a user interface 1003, a network interface 1004, and a memory 1005. The communication bus 1002 is used to implement communication between these components. The user interface 1003 may include a display and an input unit such as a keyboard. Optionally, the user interface 1003 may also include a standard wired interface or a wireless interface. The network interface 1004 may optionally include a standard wired interface or a wireless interface (such as a Wi-Fi interface). The memory 1005 may be a high-speed RAM memory or a non-volatile memory, such as a disk storage device. The memory 1005 may also be a storage device independent of the aforementioned processor 1001.

[0090] Those skilled in the art will understand that Figure 11 The structure shown in the figure does not constitute a limitation on the control module 7, and may include more or fewer components than shown in the figure, or combine certain components, or arrange the components differently.

[0091] Based on the above hybrid system 100, the present invention further proposes a control method for the hybrid system 100. Figure 12 , Figure 12 FIG. 1 shows an embodiment of a control method of a hybrid system 100 proposed by the present invention.

[0092] The control method of the hybrid system 100 includes the following steps:

[0093] Step S10: obtaining the type of power output mode;

[0094] It should be noted that the power output shaft 1 has multiple modes, such as pure electric drive mode, engine direct drive mode, parking power generation mode and power recovery mode, etc., and the present invention does not limit this.

[0095] Step S20: Control the power module 2 and the clutch module 3 to operate according to the type of the power output mode.

[0096] In the above steps, the power module 2 and the clutch module 3 are controlled to operate so as to connect and disconnect the engine output shaft 21 and / or the first motor shaft 22 with the first transmission reduction mechanism 4, thereby enabling the hybrid system 100 to achieve multiple operating modes.

[0097] It should be noted that the type of the power output mode can be obtained by automatic vehicle identification or by driver operation. For example, the selection between the pure electric drive mode and the engine direct drive mode can be made by the driver according to the vehicle's load and driving conditions, and the selection of different gears can be made by the driver according to driving needs. Of course, in other embodiments, the vehicle can also make a selection based on its own driving conditions. Specifically, this application does not limit this.

[0098] The above description is merely an exemplary embodiment of the present invention and does not limit the patent scope of the present invention. Any equivalent structural transformation made by utilizing the contents of the present invention's description and drawings under the technical concept of the present invention, or directly / indirectly applied in other related technical fields, is included in the patent protection scope of the present invention.

Claims

1. A hybrid system, characterized in that: include: Power take-off shaft; A power module includes an engine and a first drive motor, wherein the engine has an engine output shaft, the first drive motor has a first motor shaft, the first motor shaft is connected to the engine output shaft via a first transmission assembly, and the engine output shaft and the power output shaft are connected via a first transmission reduction mechanism; a clutch module, for selectively controlling the connection and disconnection between the engine output shaft and / or the first motor shaft and the first transmission reduction mechanism; as well as, a control module electrically connected to the power module and the clutch module; The first transmission reduction mechanism includes: A first transmission shaft is sleeved on the engine output shaft; and A first transmission reduction structure is provided between the first transmission shaft and the power output shaft, and is used for transmission connection between the first transmission shaft and the power output shaft; The clutch module includes a first clutch module provided between the engine output shaft and the first motor shaft, for selectively controlling the connection and disconnection between the engine output shaft and the first motor shaft; The clutch module further includes a second clutch module disposed between the first motor shaft and the first transmission shaft, for selectively controlling the connection and disconnection of the first motor shaft and the first transmission shaft; The hybrid system further includes a differential structure that is transmission-connected to the first transmission reduction mechanism or the power output shaft, and is used to selectively control the connection and disconnection between the first transmission reduction mechanism or the power output shaft and the output shaft of the differential structure; The clutch module includes the differential structure.

2. The hybrid system according to claim 1, wherein: The hybrid system further includes a differential structure drivingly connected to the power output shaft, wherein the output shaft of the differential structure is arranged orthogonally to the engine output shaft.

3. The hybrid system according to claim 1, wherein: The hybrid system further includes a differential structure drivingly connected to the first transmission reduction mechanism, wherein an output shaft of the differential structure is arranged in parallel with an output shaft of the engine; Wherein, the power output shaft includes the output shaft of the differential structure.

4. The hybrid system according to claim 1, wherein: The differential structure comprises: A differential body, comprising a housing, a differential input gear, and a gear assembly. The differential input gear is sleeved on the exterior of the housing to drive the housing to rotate. The gear assembly comprises a planetary shaft disposed within the housing, planetary gears, and a first sideshaft gear and a second sideshaft gear coaxially disposed and located on either side of the planetary shaft. The planetary gears are sleeved on the planetary shafts and mesh with the first and second sideshaft gears for transmission. A first clutch structure is provided between the housing and the planetary gear, for connecting or disconnecting the housing and the planetary shaft; and The second clutch structure is provided between the first side gear and the housing, and is used for connecting or disconnecting the first side gear and the housing.

5. The hybrid system according to claim 1, wherein: The first transmission reduction structure further includes: a second transmission shaft spaced apart from the engine output shaft in a radial direction thereof; A first transmission gear set is provided between the first transmission shaft and the second transmission shaft, and is used for transmission connection between the first transmission shaft and the second transmission shaft; and The second transmission gear set is provided between the second transmission shaft and the power output shaft, and is used for transmission connection between the second transmission shaft and the power output shaft.

6. The hybrid system according to claim 1, wherein: The first transmission assembly includes a first transmission gear, a second transmission gear and a third transmission gear. The first transmission gear is sleeved on the engine output shaft, the second transmission gear is fixed on the first motor shaft, and the third transmission gear is meshed with the first transmission gear and the second transmission gear.

7. A vehicle, characterized in that: Comprising the hybrid system according to any one of claims 1 to 6.

8. A control method for a hybrid system, based on the hybrid system according to any one of claims 1 to 6, characterized in that: The control method of the hybrid system comprises the following steps: Get the type of power output mode; According to the type of the power output mode, the power module and the clutch module are controlled to operate.

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