Hybrid system, control method and vehicle

Abstract

The present invention discloses a hybrid system and a control method thereof and a vehicle, and relates to the technical field of hybrid power vehicles. The hybrid system includes a power output shaft, a power module, a clutch module and a control module. The power module includes an engine and a first drive motor. The engine has an engine output shaft, and the first drive motor has a first motor shaft. The engine output shaft and the power output shaft are connected through a first transmission reduction mechanism, and the first motor shaft and the power output shaft are connected through a second transmission reduction mechanism. The clutch module is used to selectively control the connection and disconnection of the engine output shaft and the first transmission reduction mechanism, and / or the connection and disconnection of the first motor shaft and the power output shaft. The control module is electrically connected to the power module and the clutch module. By setting the control module, the power module and the clutch module are controlled to act, so that the engine and the first drive motor can drive the power output shaft, so that the engine can run in a high-efficiency range for a long time, which is beneficial to reducing the fuel consumption of the whole vehicle.

Description

Technical Field

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

[0002] A hybrid electric vehicle is a vehicle that uses multiple energy sources, usually a conventional engine (ICE) that uses liquid fuel and a motor that uses electrical energy to drive the vehicle, allowing the hybrid vehicle to operate in multiple driving modes. However, due to limited battery capacity, the vehicle is mainly powered by engine combustion. However, the overall structure of existing hybrid systems is complex, the layout is difficult, and the fuel consumption is high. Summary of the invention

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

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

[0005] Power output shaft;

[0006] A power module, comprising 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 engine output shaft is connected to the power output shaft via a first transmission reduction mechanism, and the first motor shaft is connected to the power output shaft via a second transmission reduction mechanism;

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

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

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

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

[0011] The first transmission reduction structure is arranged 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 disposed between the engine output shaft and the first transmission shaft, for selectively controlling the engagement and disengagement of the engine output shaft and the first transmission shaft.

[0013] In one embodiment, the first transmission reduction structure further includes:

[0014] A second transmission shaft is spaced apart from the engine output shaft in the radial direction thereof and extends along the axial direction of the engine output shaft;

[0015] A first transmission gear set is disposed 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

[0016] The second transmission gear set is arranged 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.

[0017] In one embodiment, the clutch module further includes a second clutch module disposed between the first motor shaft and the power output shaft, for selectively controlling the engagement and disengagement of the first motor shaft and the power output shaft.

[0018] In one embodiment, the hybrid system further comprises a differential structure drivingly connected to the first transmission reduction mechanism or the power output shaft, for selectively controlling the connection and disconnection of the first transmission reduction mechanism or the power output shaft and the output shaft of the differential structure;

[0019] The clutch module includes the differential structure.

[0020] In one embodiment, the hybrid system further comprises 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; and / or,

[0021] 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;

[0022] Wherein, the power output shaft includes the output shaft of the differential structure.

[0023] In one embodiment, two differential structures are provided, and the two differential structures include an inter-wheel differential and an inter-axle differential. The inter-axle differential is drivingly connected to the first transmission reduction mechanism or the power output shaft, and the inter-wheel differential is drivingly connected to the inter-axle differential.

[0024] In one embodiment, the differential structure comprises:

[0025] The differential body comprises a housing, a differential input gear and a gear assembly, wherein the differential input gear is sleeved on the outside of the housing to drive the housing to rotate, and the gear assembly comprises a planetary shaft and a planetary gear arranged inside the housing, and a first side shaft gear and a second side shaft gear coaxially arranged and located on both sides of the planetary shaft, and the planetary gear is sleeved on the planetary shaft and meshes with the first side shaft gear and the second side shaft gear for transmission;

[0026] A first clutch structure is provided between the housing and the planetary gear, and is used to connect or disconnect the housing and the planetary shaft; and

[0027] The second clutch structure is disposed between the first half-shaft gear and the housing, and is used to connect or disconnect the first half-shaft gear and the housing.

[0028] In one embodiment, the second transmission reduction mechanism includes a first transmission gear set, the first transmission gear set includes two first transmission gears meshing with each other, one of the two first transmission gears is fixed to the power output shaft, and the other is fixed to the first motor shaft.

[0029] The present invention also provides a vehicle, comprising the above-mentioned hybrid system.

[0030] The present invention further proposes a control method for a hybrid system. Based on the above hybrid system, the control method for the hybrid system comprises the following steps:

[0031] Get the type of power output mode;

[0032] According to the type of the power output mode, the power module and the clutch module are controlled to operate.

[0033] In the technical solution of the present invention, the power output shaft is provided to drive the vehicle, the first transmission reduction mechanism is provided 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, the second transmission reduction mechanism is provided to connect the first motor shaft with the power output shaft so that the torque of the first drive motor can be transmitted to the power output shaft, and the clutch module is provided to control the connection between the engine output shaft or the first motor shaft and the power output shaft. In this way, the control module is provided 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, and 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

[0034] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. 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 creative work.

[0035] Figure 1 A schematic structural diagram of an embodiment of a hybrid system provided by the present invention;

[0036] Figure 2 A schematic structural diagram of another embodiment of a hybrid system provided by the present invention;

[0037] Figure 3 A structural schematic diagram of another embodiment of a hybrid system provided by the present invention;

[0038] Figure 4 for Figure 1 A schematic structural diagram of an embodiment of a differential structure of a hybrid system;

[0039] Figure 5 for Figure 4 A structural schematic diagram of the first clutch structure in the embodiment of the present invention when the first clutch structure is in the first position;

[0040] Figure 6 for Figure 4 A structural schematic diagram when the second clutch structure is in the first position;

[0041] Figure 7 for Figure 4 A structural schematic diagram when the first clutch structure is in the second position;

[0042] Figure 8 for Figure 4 A structural schematic diagram of the second clutch structure in the embodiment of the present invention when the second clutch structure is in the second position;

[0043] Fig. 9 for Figure 4 A structural schematic diagram when the first clutch structure is in the third position;

[0044] Fig.10 for Figure 4 A structural schematic diagram when the second clutch structure is in the third position;

[0045] Fig.11 for Figure 1 A schematic structural diagram of another embodiment of a differential structure of a hybrid system;

[0046] Fig.12 A schematic diagram of the structure of a control module of a hardware operating environment involved in an embodiment of the present invention;

[0047] Fig.13 A schematic flow chart of a first embodiment of a method for controlling a power system provided by the present invention.

[0048] Description of Figure Numbers:

[0049] 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 structure; 421. Second transmission shaft; 422. First transmission gear set; 423. Second transmission gear set; 424. Third transmission gear set; 5. Second transmission reduction mechanism; 6. Differential structure; 61. Differential body; 611. Housing; 612. Differential input gear; 613. Gear assembly; 6131. ​​Planetary shaft; 6132. Planetary gear; 6133, 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.

[0050] The realization of the purpose, functional features and advantages of the present invention will be further explained in conjunction with embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0051] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. 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 creative work are within the scope of protection of the present invention.

[0052] 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 components in a certain specific posture. If the specific posture changes, the directional indication will also change accordingly.

[0053] 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 used for descriptive purposes and cannot be understood as indicating or implying their relative importance or implicitly indicating the number of technical features indicated. Therefore, the features limited to "first" and "second" may explicitly or implicitly include at least one of the 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 contradictory or cannot be implemented, it should be deemed that such combination of technical solutions does not exist and is not within the scope of protection required by the present invention.

[0054] A hybrid electric vehicle is a vehicle that uses multiple energy sources, usually a conventional engine (ICE) that uses liquid fuel and a motor that uses electrical energy to drive the vehicle, allowing the hybrid vehicle to operate in multiple driving modes. However, due to limited battery capacity, the vehicle is mainly powered by engine combustion. However, the overall structure of existing hybrid systems is complex, the layout is difficult, and the fuel consumption is high.

[0055] Based on this, the present invention proposes a hybrid system. The purpose is to solve the problem of how to design a hybrid system with compact layout and low energy consumption. Figures 1 to 11 1 is a schematic diagram of the structure of the hybrid system provided by the present invention; 12 is a schematic diagram of the structure of the control module of the hardware operating environment involved in the embodiment of the present invention; Fig.13 A schematic flow chart of a control method for a hybrid system provided by the present invention.

[0056] See also Figures 1 to 3 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 engine output shaft 21 is connected to the power output shaft 1 through a first transmission reduction mechanism 4, and the first motor shaft 22 is connected to the power output shaft 1 through a second transmission reduction mechanism 5. The clutch module 3 is used to selectively control the connection and disconnection of the engine output shaft 21 and the first transmission reduction mechanism 4, and / or the connection and disconnection of the first motor shaft 22 and the power output shaft 1. The control module is electrically connected to the power module 2 and the clutch module 3.

[0057] In the technical solution of the present invention, the power output shaft 1 is provided to drive the vehicle, the first transmission reduction mechanism 4 is provided 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, the second transmission reduction mechanism 5 is provided to connect the first motor shaft 22 with the power output shaft 1 so that the torque of the first drive motor can be transmitted to the power output shaft 1, and the clutch module 3 is provided to control the connection between the engine output shaft 21 or the first motor shaft 22 and the power output shaft 1. In this way, the control module is provided to control the action of the power module 2 and the clutch module 3 so that 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, and 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.

[0058] Furthermore, 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, for transmitting and connecting 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.

[0059] In order to control the on-off of the engine output shaft 21 and the power output shaft 1, in one embodiment, refer to Figure 1 The clutch module 3 includes a first clutch module 31 arranged between the engine output shaft 21 and the first transmission shaft 41, which is used to selectively control the engagement and disengagement of the engine output shaft 21 and the first transmission shaft 41. When the first clutch module 31 moves to the left, the engine output shaft 21 is separated from the first transmission shaft 41, so that the engine output shaft 21 is disconnected from the first transmission shaft 41. When the first clutch module 31 moves to the right, the engine output shaft 21 is combined with the first transmission shaft 41, so that the engine output shaft 21 is connected to the first transmission shaft 41. In this way, by setting the first clutch module 31, the on-off of the engine output shaft 21 and the first transmission shaft 41 can be controlled, thereby controlling the on-off of the engine output shaft 21 and the power output shaft 1.

[0060] It should be noted that there are many ways to configure the first clutch module 31. In another embodiment, please refer to Figure 2 The clutch module 3 includes a first clutch module 31 disposed between the engine output shaft 21 and the first transmission reduction mechanism 4, which is used to selectively control the engine output shaft 21 to engage or disengage with the first transmission reduction mechanism 42, so that the engine output shaft 21 is directly coupled to the reduction mechanism without providing the first transmission shaft 41. Further, the first clutch module 31 can be a clutch or a synchronizer, etc., which is not limited in the present invention.

[0061] In order to transmit the torque of the first transmission shaft 41 to the power output shaft 1, in this embodiment, refer to Figure 1The first transmission reduction structure 42 also includes a second transmission shaft 421, a first transmission gear set 422 and a second transmission gear set 423. The second transmission shaft 421 is spaced apart from the engine output shaft 21 in the radial direction thereof and extends along the axial direction of the engine output shaft 21. The first transmission gear set 422 is arranged between the first transmission shaft 41 and the second transmission shaft 421 to transmit and connect the first transmission shaft 41 and the second transmission shaft 421. The second transmission gear set 423 is arranged between the second transmission shaft 421 and the power output shaft 1 to transmit and connect the first transmission shaft 41 and the second transmission shaft 421. The first transmission shaft 421 and the power output shaft 1 are connected to each other. Thus, the first transmission shaft 41 is provided so as to provide the first transmission gear set 422 and the second transmission gear set 423. The first transmission gear set 422 is provided so as to connect the first transmission shaft 41 with the second transmission shaft 421 so as to transmit the torque of the first transmission shaft 41 to the second transmission shaft 421. The second transmission gear set 423 is provided so as to connect the second transmission shaft 421 with the power output shaft 1 so as to transmit the torque of the second transmission shaft 421 to the power output shaft 1. Further, the transmission ratio of the first transmission gear set 422 and the transmission ratio of the second transmission gear set 423 may be the same or different, and the present invention does not limit this. Specifically, in this embodiment, the transmission ratio of the first transmission gear set 422 and the second transmission gear set 423 are different. Thus, different transmission ratios are used so that 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.

[0062] In order to control the on-off of the first motor shaft 22 and the power output shaft 1, in this embodiment, refer to Figure 3 The clutch module 3 also includes a second clutch module 32 arranged between the first motor shaft 22 and the power output shaft 1, which is used to selectively control the engagement and disengagement of the first motor shaft 22 and the power output shaft 1. When the second clutch module 32 moves to the left side, the first motor shaft 22 is combined with the power output shaft 1, so that the first motor shaft 22 is connected to the power output shaft 1. When the second clutch module 32 moves to the right side, the first motor shaft 22 is separated from the power output shaft 1, so that the first motor shaft 22 is disconnected from the power output shaft 1. In this way, by setting the second clutch module 32, the on and off of the first motor shaft 22 and the power output shaft 1 can be controlled, thereby controlling the first drive motor to drive the vehicle.

[0063] It is understandable that the second clutch module 32 may be a clutch or a synchronizer, etc., and the present invention is not limited to this.

[0064] For further information, see Figure 3 The first transmission reduction structure 42 also includes a third transmission gear set 424 provided between the engine output shaft 21 and the second transmission shaft 421, and the transmission ratio of the third transmission gear set 424 is different from the transmission ratio of the first transmission gear set 422. The clutch module 3 also includes a third clutch module 33, which is provided between the first transmission gear set 422 and the third transmission gear set 424, and is used to selectively control the engagement and disengagement of the first transmission gear set 422 or the third transmission gear set 424 with the second transmission shaft 421. When the third clutch module 33 moves to the left side, the third clutch module 33 is coupled to the first transmission gear set 422, so that the first transmission shaft 41 is connected to the second transmission shaft 421 through the first transmission gear set 422. When the third clutch module 33 moves to the middle, the third clutch module 33 is coupled to the first transmission gear set 422 and the third transmission gear set 424 is separated to disconnect the first transmission shaft 41 from the second transmission shaft 421. When the third clutch module 33 moves to the right, the third clutch module 33 is coupled to the third transmission gear set 424, so that the first transmission shaft 41 is connected to the second transmission shaft 421 through the third transmission gear set 424. In this way, through the activity of the third clutch module 33, the first transmission shaft 41 can be connected to the second transmission shaft 421 through the first transmission gear set 422 or the third transmission gear set 424, respectively. At the same time, the transmission ratio of the first transmission gear set 422 is different from that of the third transmission gear set 424, so that the hybrid system 100 can form two output gears, so that the engine can be directly driven in low speed gear and high speed gear, which is beneficial to expand the output range of the engine, help to improve the power output capacity of the hybrid system 100, and make the hybrid system 100 suitable for off-road vehicles.

[0065] In order to connect the first motor shaft 22 with the power output shaft 1, in the present embodiment, the second transmission reduction mechanism 5 includes a fourth transmission gear set, and the fourth transmission gear set includes two fourth transmission gears meshing with each other, one of the two fourth transmission gears is arranged on the power output shaft 1, and the other is arranged on the first motor shaft 22. In this way, by setting the fourth transmission gear set, the first motor shaft 22 is connected to the power output shaft 1 to reduce speed and increase torque, so that the first drive motor has sufficient power to drive the vehicle, thereby making the hybrid system 100 suitable for off-road vehicles.

[0066] There are many ways to set the first motor shaft 22 and the engine output shaft 21, which can be parallel or vertical, etc. 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, so that the hybrid system 100 can be adapted to different vehicle models.

[0067] In order to control the on and off of the power output shaft 1, in this embodiment, refer to Figure 1 The hybrid system 100 also includes a differential structure 6 that is transmission-connected to the first transmission reduction mechanism 4 or the power output shaft 1, so as to selectively control the on-off of the output shaft of the first transmission reduction mechanism 4 or the power output shaft 1 and the differential structure 6. The clutch module 3 includes the differential structure 6. Thus, by setting the differential structure 6, the on-off 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.

[0068] In order to make the hybrid system 100 applicable to longitudinal vehicles, in this embodiment, please refer to Figure 1 and Figure 3 The hybrid system 100 also includes a differential structure 6 drivingly connected to the power output shaft 1, and the output shaft of the differential structure 6 is arranged orthogonally 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.

[0069] In order to make the hybrid system 100 applicable to a transverse vehicle, 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, and the output shaft of the differential structure 6 is arranged in parallel with the engine output shaft 21, wherein the power output shaft 1 includes the output shaft of the differential structure 6, so that the hybrid can be arranged transversely, thereby enabling the hybrid system 100 to be adapted to a transverse vehicle model.

[0070] There is no limit to the number of the differential structures, which may be one or two, and the present invention does not limit this. Specifically, in the present embodiment, two differential structures 6 are provided, and the two differential structures 6 include an inter-wheel differential and an inter-axle differential. The inter-axle differential is drivingly connected to the first transmission reduction mechanism 4 or the power output shaft 1, and the inter-wheel differential is drivingly connected to the inter-axle differential. In this way, by providing the inter-wheel differential and the inter-axle differential, the hybrid system 100 can drive four wheels respectively, so that the hybrid system 100 realizes four-wheel drive.

[0071] It should be noted that the differential structure 6 has three states, including a differential state, a disconnected state and a locked state, wherein 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, and 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, wherein 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 the efficiency loss of the system, and when the differential structure 6 is locked, the power of the front axle or the rear axle is evenly distributed to avoid wheel slippage, which is mainly used for special working conditions such as off-road (such as crossing ditches, crossing bumps, and crossing obstacles).

[0072] For further information, see Figure 4 and Fig.11 The 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 outside 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 half-shaft gear 6133 and a second half-shaft gear 6134 coaxially arranged and located 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, and is used to connect or disconnect 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, and is used to connect or disconnect the first half-shaft gear 6133 and the shell 611.

[0073] In the technical solution of the present invention, by setting the first clutch structure 62, the on-off 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-axles, reducing the oil stirring loss of the power drive device, etc., and improving the fuel economy or driving range of the system; by setting the second clutch structure 63, the on-off of the first half-axle gear 6133 and the housing 611 is realized, so that when connected, the first half-axle gear 6133 and the housing 611 rotate synchronously, so that the second half-axle gear 6134 and the first half-axle gear 6133 are synchronized, so that the system can realize the function of differential locking, improve the vehicle's off-road escape capability, and improve the drivability of the entire vehicle.

[0074] In order to improve the compactness of the system structure, further, the first clutch structure 62 and the second clutch structure 63 are both arranged on the side of the planetary shaft 6131 away from the second side gear 6134. In this design, the first clutch structure 62 and the second clutch structure 63 are integrated on one side of the system, and the spatial arrangement is more reasonable, which is convenient for the subsequent layout of the circuit. Correspondingly, the reducer assembly can be arranged on the other side of the planetary shaft 6131, so as to improve the overall balance of the system and make full use of the space in the system.

[0075] In order to further improve the compactness of the system structure, the planetary shaft 6131 is clearance-matched with the housing 611. Such a design can not only ensure that the housing 611 and the planetary shaft 6131 do not interfere with each other, but also shorten the distance between the components in the system as much as possible, and reduce the overall radial size of the system.

[0076] For details, please refer to Figure 4 and Fig.11In 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, the first clutch portion 622 is movably mounted on the housing 611 along the axis direction of the first side gear 6133, and 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 is separated from the first clutch portion 622 in its movable stroke; 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, the second clutch portion 632 is movably mounted on the housing 611 along the axis direction of the first side gear 6133, and the second clutch portion 632 has a locking state in which the second engaging portion 631 is connected to the second clutch portion 632, and an unlocking state in which the second engaging portion 631 is separated from the second clutch portion 632 in its movable stroke. With such a design, the differential can be switched on and off by moving the first clutch part 622, and the differential can be locked and unlocked by moving the second clutch part 632. The structure is simple and easy to control. It can be understood that a cavity for the first clutch part 622 and the second clutch part 632 to move is provided in the housing 611, and during the movement, the first clutch part 622 and the second clutch part 632 are still 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 slide groove cooperating with the slider is correspondingly 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.

[0077] It should be noted that the present invention does not limit the specific implementation form of the first clutch part 622 and the second clutch part 632. In an embodiment of the present invention, please refer to Figures 4 to 10 , the first clutch part 622 and the second clutch part 632 are integrally arranged to form a composite clutch part 64, and the composite clutch part 64 has a first position in its movable stroke where the first clutch part 622 is in a disconnected state and the second clutch part 632 is in an unlocked state, a second position where the first clutch part 622 is in a connected state and the second clutch part 632 is in an unlocked state, and a third position where the first clutch part 622 is in a connected state and the second clutch part 632 is in a locked state. With such an arrangement, the functions of disconnection, connection and locking of the differential can be realized through the movable composite clutch part 64, corresponding to the composite clutch part 64 being in the first position, the second position and the third position, the structure is simple, and only one driving structure needs to be arranged later, which saves space inside the housing 611 and is relatively reasonable in design.

[0078] Further, the first clutch portion 622 has a first extension portion 6221 extending along the axis direction of the first side gear 6133, the first combination portion has a second extension portion 6211 extending along the axis direction of the first side gear 6133, and the first extension portion 6221 and the second extension portion 6211 are arranged in a staggered manner; the second clutch portion 632 has a third extension portion 6321 extending along the axis direction of the first side gear 6133, the second combination portion has a fourth extension portion 6311 extending along the axis direction of the first side gear 6133, and the third extension portion 6321 and the fourth extension portion 6311 are arranged in a staggered manner. In this way, 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.

[0079] 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 engaging 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 engaging 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 engaging part 621 are configured as magnetic materials that attract each other so that the two can fit tightly when in contact. It can be understood that this scheme does not limit the specific form of the combination of the second clutch part 632 and the second engaging part 631. The specific implementation form can be the same as the combination form of the first clutch part 622 and the first engaging part 621, or it can be different, and no further elaboration is given here.

[0080] In another embodiment of the present invention, please refer to Fig.11 The first clutch part 622 and the second clutch part 632 are relatively movable. With such arrangement, the first clutch part 622 and the second clutch part 632 can be controlled independently, and each has only two gears, namely, the gears connected or disconnected with the first engaging part 621 or the second engaging part 631, respectively, which is convenient for subsequent programmed control, and there is no need to design an identification device for the intermediate position, and the structure is relatively simple and easy to implement.

[0081] Furthermore, the first clutch structure 62 further includes a first driving member 623, which is disposed in the housing 611 and is used to drive the first clutch part 622 to move; the second clutch structure 63 further includes a second driving member 633, which is disposed in the housing 611 and is used to drive the second clutch part 632 to move. With such a design, the first clutch part 622 and the second clutch part 632 are driven to move by the first driving member 623 and the second driving member 633, thereby improving the automation of the system and facilitating the subsequent setting of a control system to realize intelligent control of the differential system.

[0082] It should be noted that this solution does not limit the specific implementation form and specific installation position of the driving member. For example:

[0083] In a preferred embodiment, the first clutch part 622 is further provided with a first armature 6222; the first driving member 623 includes a first electromagnetic coil 6231, which is arranged on the side of the first clutch part 622 away from the second side gear 6134, and is used to repel the first armature 6222 when power is turned on; the first clutch structure 62 also includes a first return spring 624, which is arranged between the first armature 6222 and the first electromagnetic coil 6231, and is used to apply a direction elastic force to the first clutch part 622 close to the first engagement part 621. With such a design, the first clutch part 622 and the first engagement part 621 can be in a connected state for a long time, so that the differential structure 6 can maintain the differential connected state in a natural state, reducing the loss of the system, and when the first electromagnetic coil 6231 is powered off, the first return spring 624 can immediately return the first clutch part 622 to the disconnected position, and the structure is simple and the degree of automation is high.

[0084] In another preferred embodiment, the second clutch part 632 is further provided with a second armature 6322; the second driving member 633 further includes a second electromagnetic coil 6331, which is arranged on the side of the second clutch part 632 away from the second half-shaft gear 6134, and is used to attract the second armature 6322 when power is turned on; the second clutch structure 63 further includes a second return spring 634, which is arranged between the second armature 6322 and the second electromagnetic coil 6331, and is used to apply an elastic force to the second clutch part 632 in a direction away from the second engagement part 631. With such a design, the second clutch part 632 and the second engagement part 631 can be in a disconnected state for a long time, so that the differential structure 6 can maintain a differential function in a natural state, reducing the loss of the system, and when the second electromagnetic coil 6331 is powered off, the second return spring 634 can immediately return the second clutch part 632 to the unlocked position, which has a simple structure and a high degree of automation.

[0085] In order to realize the synchronous rotation of the first clutch part 622, the second clutch part 632 and the housing 611, specifically, the first clutch part 622 and the second clutch part 632 are both key-connected to the housing 611. Such a design ensures the stability of the connection while being simple in structure and easy to disassemble. It is understandable that the length of the keyway on the housing 611 is greater than the length of the key, so as to ensure that the first clutch part 622 and the second clutch part 632 can slide relative to the housing 611.

[0086] 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 powered off, the first clutch part 622 is connected to the first joint part 621, the second joint part 631 is disconnected from the second clutch part 632, and the planetary shaft 6131 can rotate under the drive of the housing 611, thereby realizing a normal differential function; when the vehicle is trapped in a muddy section, the first electromagnetic coil 6231 is powered off, the second electromagnetic coil 6331 is powered on, the first clutch part 622 is connected to the first joint part 621, the second joint 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, the second electromagnetic coil 6331 is de-energized, the first clutch part 622 is disconnected from the first engagement part 621, and the second engagement 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 a drive shaft in the vehicle, reducing the oil stirring loss of the power drive device, and improving the system fuel economy or driving range.

[0087] See also Figures 1 to 3 The hybrid system 100 provided by the present invention can generate a variety of combined working modes, including pure electric drive mode, engine direct drive mode, parking power generation mode, parallel mode and power recovery mode. Figure 1 As an example, the working mode of the hybrid system 100 is described.

[0088] When the hybrid system 100 is in the first working mode, the engine stops, the first drive motor drives, and the first clutch module 31 moves to the left to separate the engine output shaft 21 from the first transmission shaft 41, so that the engine output shaft 21 is disconnected from the first transmission shaft 41. At the same time, the differential structure 6 is controlled to be in a differential state. This mode is the first implementation mode of the pure electric drive mode. At this time, the first drive motor drives the vehicle alone, and the transmission route of the hybrid system 100 is: the driving force of the first drive motor is transmitted to the power output shaft 1 via the second transmission reduction mechanism 5.

[0089] When the hybrid system 100 is in the second working mode, the engine is driven, the first drive motor generates electricity, and the first clutch module 31 moves to the right side to combine the engine output shaft 21 with the first transmission shaft 41, so that the engine output shaft 21 is connected to the first transmission shaft 41. At the same time, the differential structure 6 is controlled to be in a disconnected state. This mode is a 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 via the first clutch module 31, the first transmission shaft 41, the first transmission reduction structure 42, the power output shaft 1 and the second transmission reduction mechanism 5.

[0090] When the hybrid system 100 is in the third working mode, the engine is driven, the first drive motor is stopped, and the first clutch module 31 moves to the right to combine the engine output shaft 21 with the first transmission shaft 41, so that the engine output shaft 21 is connected to the first transmission shaft 41. At the same time, the differential structure 6 is controlled to be in a differential state. 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 first clutch module 31, the first transmission shaft 41 and the first transmission reduction structure 42.

[0091] When the hybrid system 100 is in the fourth working mode, the engine is driven, the first drive motor is driven, and the first clutch module 31 moves to the right side to combine the engine output shaft 21 with the first transmission shaft 41, so that the engine output shaft 21 is connected to the first transmission shaft 41. At the same time, the differential structure 6 is controlled to be in a differential state. This mode is the first implementation mode of the 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: the driving force of the engine is sequentially transmitted to the power output shaft 1 through the first clutch module 31, the first transmission shaft 41 and the first transmission reduction structure 42. At the same time, the driving force of the first drive motor is transmitted to the power output shaft 1 through the second transmission reduction mechanism 5.

[0092] When the hybrid system 100 is in the fifth working mode, the engine is idling, the first drive motor is generating electricity, and the first clutch module 31 is moved to the left to separate the engine output shaft 21 from the first transmission shaft 41, so that the engine output shaft 21 is disconnected from the first transmission shaft 41, and at the same time, the differential structure 6 is controlled to be in a differential state. This mode is the first implementation mode of the power recovery mode. At this time, the engine is idling, and the first drive motor recovers power. The transmission route of the hybrid system 100 is: the power of the power output shaft 1 is transmitted to the first motor shaft 22 via the second transmission reduction mechanism 5.

[0093] The present invention further provides a vehicle, which includes the hybrid system 100. The specific structure of the hybrid system 100 refers to the above embodiments. Since the present vehicle adopts all the technical solutions of all the above embodiments, it at least has all the beneficial effects brought by the technical solutions of the above embodiments, which will not be described one by one here.

[0094] See also Fig.12 , Fig.12 It is a schematic diagram of the structure of the control module 7 of the hardware operating environment involved in the embodiment of the present invention.

[0095] like Fig.12 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. Among them, the communication bus 1002 is used to realize the connection and communication between these components. The user interface 1003 may include a display screen (Display), an input unit such as a keyboard (Keyboard), and the optional user interface 1003 may also include a standard wired interface and a wireless interface. The network interface 1004 may optionally include a standard wired interface and a wireless interface (such as a WI-FI interface). The memory 1005 may be a high-speed RAM memory, or a stable memory (non-volatile memory), such as a disk memory. The memory 1005 may also be a storage device independent of the aforementioned processor 1001.

[0096] Those skilled in the art will understand that Fig.12 The structure shown in the figure does not constitute a limitation on the control module 7, and may include more or less components than shown in the figure, or combine certain components, or arrange the components differently.

[0097] Based on the above hybrid system 100, the present invention further proposes a control method of the hybrid system 100. Fig.13 , Fig.13 FIG. 1 is a diagram showing an embodiment of a control method of a hybrid system 100 according to the present invention.

[0098] The control method of the hybrid system 100 comprises the following steps:

[0099] Step S10: obtaining the type of power output mode;

[0100] 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, parallel mode and power recovery mode, etc., and the present invention does not limit this.

[0101] Step S20: Controlling the power module 2 and the clutch module 3 to operate according to the type of the power output mode.

[0102] 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 and the first transmission reduction mechanism 4, thereby enabling the hybrid system 100 to achieve multiple operating modes.

[0103] 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 selected by the driver according to the vehicle load and driving conditions, and the selection of different gears can be performed by the driver to shift gears 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 is not limited to this.

[0104] In addition, it should be noted that, in this article, the terms "include", "comprises" or any other variations thereof are intended to cover non-exclusive inclusion, so that a process, method, article or system including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or system. In the absence of further restrictions, an element defined by the sentence "comprises a ..." does not exclude the existence of other identical elements in the process, method, article or system including the element.

[0105] The serial numbers of the above embodiments of the present invention are only for description and do not represent the advantages or disadvantages of the embodiments.

[0106] Through the description of the above implementation methods, those skilled in the art can clearly understand that the above-mentioned embodiment methods can be implemented by means of software plus a necessary general hardware platform, and of course by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of the present invention is essentially or the part that contributes to the prior art can be embodied in the form of a software product, and the computer software product is stored in a storage medium (such as a read-only memory (ROM) / RAM, a magnetic disk, or an optical disk), and includes a number of instructions for a terminal device (which can be a mobile phone, a computer, a server, or a network device, etc.) to control the wall-breaking machine to execute the methods described in each embodiment of the present invention.

[0107] The above description is only an exemplary embodiment of the present invention, and does not limit the patent scope of the present invention. All equivalent structural changes made by using the contents of the present invention specification and drawings under the technical concept of the present invention, or directly / indirectly applied in other related technical fields are included in the patent protection scope of the present invention.

Claims

1. A hybrid system, characterized in that: include: Power output shaft; A power module, comprising 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 engine output shaft is connected to the power output shaft via a first transmission reduction mechanism, and the first motor shaft is connected to the power output shaft via a second transmission reduction mechanism; A clutch module, used to selectively control the connection and disconnection between the engine output shaft and the first transmission reduction mechanism, and the connection and disconnection between the first motor shaft and the power output shaft; A control module electrically connected to the power module and the clutch module; The second transmission reduction mechanism includes a fourth transmission gear set, and the fourth transmission gear set includes two fourth transmission gears meshing with each other, one of the two fourth transmission gears is arranged on the power output shaft, and the other is arranged on the first motor shaft; The hybrid system further comprises a differential structure drivingly connected to the first transmission reduction mechanism or the power output shaft, for selectively controlling the connection and disconnection of 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; The differential structure has three states, including a differential state, a disconnected state and a locked state. When the differential structure is in the differential state, the two output shafts of the differential structure can realize differential transmission. When the differential structure is in the disconnected state, the input shaft and the output shaft of the differential structure are disconnected, so that the output shaft of the differential structure no longer outputs torque. When the differential structure is in the locked state, the two output shafts of the differential structure are locked so that the two output shafts rotate synchronously. Wherein, when the differential structure is in a disconnected state, the engine output shaft is drivingly connected to the first motor shaft, so that the engine can drive the first drive motor to park and generate electricity.

2. The hybrid system according to claim 1, characterized in that: The first transmission reduction mechanism comprises: A first transmission shaft is sleeved on the engine output shaft; and The first transmission reduction structure is arranged 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.

3. The hybrid system according to claim 2, characterized in that: The clutch module includes a first clutch module disposed between the engine output shaft and the first transmission shaft, and is used to selectively control the engagement and disengagement of the engine output shaft and the first transmission shaft.

4. The hybrid system according to claim 2, characterized in that: The first transmission reduction structure also includes: A second transmission shaft is spaced apart from the engine output shaft in the radial direction thereof and extends along the axial direction of the engine output shaft; A first transmission gear set is disposed 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 arranged 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.

5. The hybrid system according to claim 2, characterized in that: The clutch module further includes a second clutch module disposed between the first motor shaft and the power output shaft, for selectively controlling the engagement and disengagement of the first motor shaft and the power output shaft.

6. The hybrid system according to claim 1, characterized in that: The differential structure is drivingly connected to the power output shaft, and the output shaft of the differential structure is arranged orthogonally to the engine output shaft; and / or, The differential structure is drivingly connected to the first transmission reduction mechanism, and the output shaft of the differential structure is arranged in parallel with the output shaft of the engine; Wherein, the power output shaft includes the output shaft of the differential structure.

7. The hybrid system according to claim 1, characterized in that: The differential structure comprises: The differential body comprises a housing, a differential input gear and a gear assembly, wherein the differential input gear is sleeved on the outside of the housing to drive the housing to rotate, and the gear assembly comprises a planetary shaft and a planetary gear arranged inside the housing, and a first side shaft gear and a second side shaft gear coaxially arranged and located on both sides of the planetary shaft, and the planetary gear is sleeved on the planetary shaft and meshes with the first side shaft gear and the second side shaft gear for transmission; A first clutch module is disposed between the housing and the planetary gear, and is used to connect or disconnect the housing and the planetary shaft; and The second clutch module is disposed between the first half-shaft gear and the housing, and is used for connecting or disconnecting the first half-shaft gear and the housing.

8. A vehicle, characterized in that: Comprising a hybrid system as claimed in any one of claims 1 to 7.

9. A control method for a hybrid system, based on the hybrid system according to any one of claims 1 to 7, 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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