Hybrid power transmission system, hybrid electric vehicle and power control method

Abstract

The invention provides a hybrid power transmission system, a hybrid electric vehicle and a power control method. The hybrid power transmission system comprises an engine, a driving motor, an engine transmission assembly, a driving motor transmission assembly, a clutch and a system output shaft. The engine is connected with the output shaft through the engine transmission assembly, the driving motor is connected with the system output shaft through the driving motor transmission assembly, and the clutch is arranged on the system output shaft and between the engine transmission assembly and the driving motor transmission assembly. The clutch is used for isolating the engine transmission assembly from the driving motor transmission assembly in the separation state.

Description

Technical Field

[0001] The present application relates to the field of automobile technology, and in particular to a hybrid power transmission system, a hybrid power vehicle, and a power control method. Background Art

[0002] At present, hybrid power systems are developing rapidly. Conventional hybrid power systems are mainly divided into five main modes: pure electric mode, series mode, engine direct drive mode, parallel mode and energy recovery mode. In pure electric mode, the clutch is disconnected and only the drive motor is used to provide power for the vehicle.

[0003] However, in the current hybrid system configuration, although the clutch is disconnected in pure electric mode, the drive motor still needs to drive some components of the engine transmission path to follow up. The rotational inertia of the mechanical parts and the oil stirring resistance generate energy loss, thereby reducing the vehicle's pure electric range. Summary of the invention

[0004] The purpose of the embodiments of the present application is to provide a hybrid power transmission system, a hybrid vehicle and a power control method, so as to solve the problem that in the current hybrid power system configuration, the drive motor still needs to drive some components of the engine transmission path to follow the movement in pure electric mode, which causes energy loss, thereby reducing the vehicle's pure electric mode cruising range.

[0005] In a first aspect, the present invention provides a hybrid power transmission system, which includes an engine, a drive motor, an engine transmission assembly, a drive motor transmission assembly, a clutch and a system output shaft; the engine is connected to the output shaft through the engine transmission assembly, the drive motor is connected to the system output shaft through the drive motor transmission assembly, the clutch is arranged on the system output shaft and the clutch is arranged between the engine transmission assembly and the drive motor transmission assembly; the clutch is used to isolate the engine transmission assembly and the drive motor transmission assembly in a disengaged state.

[0006] The hybrid power transmission system designed as above, this scheme is by setting the clutch on the output shaft, and the clutch is located between the engine transmission assembly and the drive motor transmission assembly, so that when the vehicle is in pure electric mode, that is, the engine is not started, and the vehicle is driven only by the drive motor, because the clutch is in a disengaged state, the clutch in the disengaged state isolates the transmission force of the drive motor transmission assembly, so that the transmission force of the drive motor transmission assembly will not be transmitted to the engine transmission assembly. In this way, the rotation of the mechanical parts of the engine transmission assembly is completely cut off by the isolator, thereby reducing the resistance generated by the mechanical parts of the engine due to the follow-up when the drive motor is driven, thereby reducing energy loss and improving the pure electric cruising range of the vehicle.

[0007] In an optional implementation of the first aspect, the hybrid powertrain system further includes a generator; an output shaft of the generator is connected to the engine transmission assembly.

[0008] In the above implementation mode, the generator is arranged in front of the clutch behind the engine, and the gear transmission between the generator and the engine is eliminated, which can reduce the friction loss of the engine transmission components in the series mode, that is, when the clutch is separated, extend the service life of the components, and extend the maintenance cycle of the hybrid transmission.

[0009] In an optional embodiment of the first aspect, the engine transmission assembly includes a first transmission gear set and a second transmission gear set; the output shaft of the engine is connected to the first transmission gear set, the output shaft of the first transmission gear set is connected to the second transmission gear set, and the second transmission gear set is connected to the system output shaft.

[0010] In the above implementation mode, the present invention designs the engine transmission assembly to be composed of a first transmission gear set and a second transmission gear set, so that the power transmission of the engine is more reliable and controllable, thereby improving the reliability and effectiveness of the power transmission of the engine.

[0011] In a second aspect, the present application provides a hybrid vehicle, comprising a hybrid powertrain system according to any optional implementation in the first aspect and a vehicle controller, wherein the vehicle controller is communicatively connected to a clutch.

[0012] The hybrid vehicle designed as above includes the hybrid power transmission system described above. Therefore, the designed hybrid vehicle can be arranged with a clutch on the output shaft, and the clutch is located between the engine transmission assembly and the drive motor transmission assembly. In this way, when the vehicle is in pure electric mode, that is, the engine is not started and the vehicle is driven only by the drive motor, the clutch is in a disengaged state, and the clutch in the disengaged state isolates the transmission force of the drive motor transmission assembly, so that the transmission force of the drive motor transmission assembly is not transmitted to the engine transmission assembly. In this way, the rotation of the mechanical parts of the engine transmission assembly is completely cut off by the isolator, thereby reducing the resistance generated by the mechanical parts of the engine due to the follow-up when the drive motor is driven, thereby reducing energy loss and improving the pure electric cruising range of the vehicle.

[0013] In a third aspect, the present application provides a power control method, which is applied to the hybrid vehicle described in the second aspect, and the method includes: obtaining the driving mode currently selected by the driver; determining whether the vehicle driving mode currently selected by the driver is a full-range pure electric mode; wherein the full-range pure electric mode means that the vehicle is driven only by the drive motor for the current navigation mileage; if it is determined that the vehicle driving mode selected by the user is a full-range pure electric mode, the clutch is controlled to be in a disengaged state to isolate the engine transmission assembly and the drive motor transmission assembly.

[0014] The power control method designed above, this scheme is by setting the clutch on the output shaft, and the clutch is located between the engine transmission assembly and the drive motor transmission assembly. In this way, when the driver chooses the full-time pure electric driving mode, this scheme controls the clutch to be in a disengaged state. The clutch in the disengaged state isolates the transmission force of the drive motor transmission assembly, so that the transmission force of the drive motor transmission assembly will not be transmitted to the engine transmission assembly. In this way, the rotation of the mechanical parts of the engine transmission assembly is completely cut off by the isolator, thereby reducing the resistance generated by the mechanical parts of the engine due to the follow-up when the drive motor is driven, thereby reducing energy loss and improving the pure electric cruising range of the vehicle.

[0015] In an optional implementation of the third aspect, before obtaining the driving mode currently selected by the driver, the method also includes: obtaining the navigation purpose information currently input by the driver; determining the current mileage based on the navigation purpose information currently input by the driver; judging whether the vehicle's pure electric mileage is greater than the current mileage; if it is determined that the vehicle's pure electric mileage is greater than the current mileage, then feeding back the full pure electric mode to the driver.

[0016] In an optional implementation of the third aspect, after controlling the drive motor to provide driving power for the vehicle, the method also includes: if the remaining power of the vehicle is lower than a first preset power, determining whether the remaining power of the vehicle is lower than a second preset power; wherein the first preset power is greater than the second preset power; if the remaining power of the vehicle is not lower than the second preset power, issuing a prompt message; wherein the prompt message includes information on whether to change the driving mode to a hybrid driving mode; if the remaining power of the vehicle is lower than the second preset power, controlling the clutch to be in an engaged state, and controlling the drive motor and the engine to provide driving power for the vehicle, so as to change the driving mode of the vehicle to a hybrid driving mode.

[0017] In an optional implementation of the third aspect, after issuing the prompt message, the method also includes: determining whether the change confirmation information selected by the driver is received; if the change confirmation information selected by the driver is received, controlling the clutch to be in an engaged state, and controlling the drive motor and the engine to provide driving power for the vehicle.

[0018] In a fourth aspect, the present application provides a power control device, which is arranged in the hybrid vehicle described in the second aspect, and the device includes an acquisition module, a judgment module and a control module. The acquisition module is used to obtain the driving mode currently selected by the driver; the judgment module is used to judge whether the vehicle driving mode currently selected by the driver is a full-range pure electric mode; wherein the full-range pure electric mode means that the vehicle is driven only by the drive motor for the current navigation mileage; the control module is used to control the clutch to be in a disengaged state when the judgment module determines that the vehicle driving mode selected by the user is a full-range pure electric mode, so as to isolate the engine transmission assembly and the drive motor transmission assembly.

[0019] The power control device designed as above, this scheme is by setting the clutch on the output shaft, and the clutch is located between the engine transmission assembly and the drive motor transmission assembly. In this way, when the driver selects the full-time pure electric driving mode, this scheme controls the clutch to be in a disengaged state. The clutch in the disengaged state isolates the transmission force of the drive motor transmission assembly, so that the transmission force of the drive motor transmission assembly will not be transmitted to the engine transmission assembly. In this way, the rotation of the mechanical parts of the engine transmission assembly is completely cut off by the isolator, thereby reducing the resistance generated by the mechanical parts of the engine due to the follow-up when the drive motor is driven, thereby reducing energy loss and improving the pure electric cruising range of the vehicle.

[0020] In an optional implementation of the fourth aspect, the acquisition module is also used to acquire the navigation purpose information currently input by the driver; the determination module is used to determine the current mileage based on the navigation purpose information currently input by the driver; the judgment module is also used to judge whether the vehicle's pure electric mileage is greater than the current mileage; the feedback module is used to feedback the full-range pure electric mode to the driver when the judgment module determines that the vehicle's pure electric mileage is greater than the current mileage.

[0021] In an optional implementation of the fourth aspect, the device further includes a monitoring module for monitoring the remaining power of the vehicle, the judgment module is further used to judge whether the remaining power of the vehicle is lower than a preset power, and if the remaining power of the vehicle is lower than a first preset power, then judge whether the remaining power of the vehicle is lower than a second preset power; wherein the first preset power is greater than the second preset power; the prompt module is used to send a prompt message when the judgment module determines that the remaining power of the vehicle is not lower than the second preset power; wherein the prompt message includes information on whether to change the driving mode to a hybrid driving mode; the control module is further used to control the clutch to be in an engaged state when the judgment module determines that the remaining power of the vehicle is lower than the second preset power, and control the drive motor and the engine to provide driving power for the vehicle. .

[0022] In an optional implementation of the fourth aspect, the judgment module is also used to determine whether the change confirmation information selected by the driver is received; the control module is also used to control the clutch to be in an engaged state and control the drive motor and the engine to provide driving power for the vehicle when the judgment module determines that the change confirmation information selected by the driver is received.

[0023] In a fifth aspect, the present application provides an electronic device, comprising a memory and a processor, wherein the memory stores a computer program, and when the processor executes the computer program, the method in the third aspect and any optional implementation manner in the third aspect is executed.

[0024] In a sixth aspect, the present application provides a computer-readable storage medium having a computer program stored thereon, and when the computer program is executed by a processor, the method in the third aspect or any optional implementation in the third aspect is executed.

[0025] In a seventh aspect, the present application provides a computer program product, which, when running on a computer, enables the computer to execute the method in the third aspect or any optional implementation manner of the third aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required for use in the embodiments of the present application will be briefly introduced below. It should be understood that the following drawings only show certain embodiments of the present application and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other related drawings can be obtained based on these drawings without paying creative work.

[0027] Figure 1 A first structural schematic diagram of a hybrid power transmission system provided in an embodiment of the present application;

[0028] Figure 2 A second structural schematic diagram of a hybrid power transmission system provided in an embodiment of the present application;

[0029] Figure 3 A third structural schematic diagram of a hybrid power transmission system provided in an embodiment of the present application;

[0030] Figure 4 A schematic diagram of the structure of a hybrid vehicle provided in an embodiment of the present application;

[0031] Figure 5 A schematic diagram of a first flow chart of a power control method provided in an embodiment of the present application;

[0032] Figure 6 A second flow chart of the power control method provided in an embodiment of the present application;

[0033] Figure 7 A schematic diagram of the structure of a power control device provided in an embodiment of the present application;

[0034] Figure 8 A schematic diagram of the structure of an electronic device provided in an embodiment of the present application.

[0035] Icons: 1-hybrid powertrain; 2-vehicle controller; 10-engine; 20-drive motor; 30-engine transmission assembly; 310-first transmission gear set; 320-second transmission gear set; 40-drive motor transmission assembly; 50-clutch; 60-system output shaft; 70-generator; 700-acquisition module; 710-judgment module; 720-control module; 730-determination module; 740-feedback module; 750-monitoring module; 760-prompt module; 8-electronic equipment; 801-processor; 802-memory; 803-communication bus. DETAILED DESCRIPTION

[0036] The following embodiments of the technical solution of the present application are described in detail in conjunction with the accompanying drawings. The following embodiments are only used to more clearly illustrate the technical solution of the present application, and are therefore only used as examples, and cannot be used to limit the scope of protection of the present application.

[0037] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by technicians in the technical field to which this application belongs; the terms used herein are only for the purpose of describing specific embodiments and are not intended to limit this application; the terms "including" and "having" in the specification and claims of this application and the above-mentioned figure descriptions and any variations thereof are intended to cover non-exclusive inclusions.

[0038] In the description of the embodiments of the present application, the technical terms "first", "second", etc. are only used to distinguish different objects, and cannot be understood as indicating or implying relative importance or implicitly indicating the number, specific order or primary and secondary relationship of the indicated technical features. In the description of the embodiments of the present application, the meaning of "multiple" is more than two, unless otherwise clearly and specifically defined.

[0039] Reference to "embodiments" herein means that a particular feature, structure, or characteristic described in conjunction with the embodiments may be included in at least one embodiment of the present application. The appearance of the phrase in various locations in the specification does not necessarily refer to the same embodiment, nor is it an independent or alternative embodiment that is mutually exclusive with other embodiments. It is explicitly and implicitly understood by those skilled in the art that the embodiments described herein may be combined with other embodiments.

[0040] In the description of the embodiments of the present application, the term "and / or" is only a description of the association relationship of the associated objects, indicating that there may be three relationships. For example, A and / or B can represent: A exists alone, A and B exist at the same time, and B exists alone. In addition, the character " / " in this article generally indicates that the associated objects before and after are in an "or" relationship.

[0041] In the description of the embodiments of the present application, the term "multiple" refers to more than two (including two). Similarly, "multiple groups" refers to more than two groups (including two groups), and "multiple pieces" refers to more than two pieces (including two pieces).

[0042] In the description of the embodiments of the present application, the technical terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, which are only for the convenience of describing the embodiments of the present application and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the embodiments of the present application.

[0043] In the description of the embodiments of the present application, unless otherwise clearly specified and limited, technical terms such as "installed", "connected", "connected", "fixed" and the like should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, and it can be the internal connection of two elements or the interaction relationship between two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the embodiments of the present application can be understood according to the specific circumstances.

[0044] At present, hybrid power systems are developing rapidly. Conventional hybrid power systems are mainly divided into five main modes: pure electric mode, series mode, engine direct drive mode, parallel mode and energy recovery mode. In pure electric mode, the clutch is disconnected and only the drive motor is used to provide power for the vehicle.

[0045] However, in the current hybrid system configuration, although the clutch is disconnected in pure electric mode, the drive motor still needs to drive some components of the engine transmission path to follow up. The rotational inertia of the mechanical parts and the oil stirring resistance generate energy loss, thereby reducing the vehicle's pure electric range.

[0046] Based on the above problems, the present application designs a hybrid power transmission system, a hybrid vehicle and a power control method. The clutch is set on the output shaft, and the clutch is located between the engine transmission assembly and the drive motor transmission assembly. In this way, when the vehicle is driven only by the drive motor, the clutch is in a disengaged state. The clutch in the disengaged state can completely cut off the rotation of the mechanical parts of the engine transmission assembly, thereby reducing the resistance generated by the mechanical parts of the engine due to the follow-up when the drive motor is driven, thereby reducing energy loss and improving the vehicle's pure electric range.

[0047] Based on the above ideas, the present application first provides a hybrid power transmission system, such as Figure 1 As shown, the hybrid powertrain system includes an engine 10, a drive motor 20, an engine transmission assembly 30, a drive motor transmission assembly 40, a clutch 50 and a system output shaft 60, wherein the engine 10 is connected to the output shaft 60 through the engine transmission assembly 30, the drive motor 20 is connected to the system output shaft 60 through the drive motor transmission assembly 40, and the clutch 50 is arranged on the system output shaft 60 and the clutch 50 is arranged between the engine transmission assembly 30 and the drive motor transmission assembly 40.

[0048] In the hybrid power transmission system designed above, in the pure electric mode, the clutch 50 is in a disengaged state, the engine 10 is not started, and the vehicle battery supplies power to the drive motor 20 to drive the vehicle.

[0049] Since the clutch 50 is arranged between the engine transmission assembly 30 and the drive motor transmission assembly 40, the clutch 50 in the disengaged state isolates the transmission between the engine transmission assembly 30 and the drive motor transmission assembly 40. In this way, when the hybrid power transmission system is in the pure electric mode, the vehicle battery provides electrical energy to the drive motor 20 so that the drive motor 20 works to generate driving force, and the drive motor 20 works to drive the motor transmission assembly 40 to output driving force to the system output shaft 60. Since the clutch is in the disengaged state at this time, the transmission force generated by the drive motor transmission assembly 40 stops at the isolator 50, and the transmission force will not be transmitted to the engine transmission assembly 30 through the clutch 50. Therefore, in the pure electric mode, the drive motor 20 only generates driving force for the drive motor transmission assembly 40, and the engine transmission assembly 30 will not follow when only the drive motor 20 works, thereby reducing the resistance generated by the mechanical parts of the engine due to following when the drive motor is driving, thereby reducing energy loss and improving the pure electric cruising range of the vehicle.

[0050] The hybrid power transmission system designed as above, this scheme is by setting the clutch on the output shaft, and the clutch is located between the engine transmission assembly and the drive motor transmission assembly, so that when the vehicle is in pure electric mode, that is, the engine is not started, and the vehicle is driven only by the drive motor, because the clutch is in a disengaged state, the clutch in the disengaged state isolates the transmission force of the drive motor transmission assembly, so that the transmission force of the drive motor transmission assembly will not be transmitted to the engine transmission assembly. In this way, the rotation of the mechanical parts of the engine transmission assembly is completely cut off by the isolator, thereby reducing the resistance generated by the mechanical parts of the engine due to the follow-up when the drive motor is driven, thereby reducing energy loss and improving the pure electric cruising range of the vehicle.

[0051] In an optional implementation of this embodiment, if Figure 2 As shown, the hybrid power system designed in this solution also includes a generator 70, and the output shaft of the generator 70 is connected to the engine transmission assembly 30.

[0052] In the above embodiment, since the generator 70 is connected to the engine transmission assembly 30 through the generator transmission assembly 80, when the hybrid power transmission system is in pure electric mode, since the isolator 50 is in an isolated state, the clutch 50 in a separated state cuts off the transmission force of the drive motor transmission assembly 40, so that the transmission force of the drive motor transmission assembly 40 will not be transmitted to the engine transmission assembly 30, and at the same time, it will not be transmitted to the generator transmission assembly 80, thereby reducing the resistance generated by the mechanical parts of the engine and the generator due to the follow-up when the drive motor is driven, and further reducing energy loss and improving the pure electric cruising range of the vehicle. In addition, this solution arranges the generator 70 after the engine 10 and before the clutch 50, and eliminates the gear transmission link between the generator 70 and the engine 10, which can reduce the friction loss of the engine transmission assembly 30 in the series mode, that is, when the clutch 50 is separated, prolong the service life of the parts, and extend the maintenance cycle of the hybrid transmission.

[0053] In an optional implementation of this embodiment, if Figure 3 As shown, the engine transmission assembly 30 designed in this scheme includes a first transmission gear set 310 and a second transmission gear set 320; the output shaft 110 of the engine 10 is connected to the first transmission gear set 310, the output shaft of the first transmission gear set 310 is connected to the second transmission gear set 320, and the second transmission gear set 320 is connected to the system output shaft 60.

[0054] In the above-mentioned implementation mode, the present solution makes the power transmission of the engine 10 more reliable and controllable by designing the engine transmission assembly 30 to be composed of the first transmission gear set 310 and the second transmission gear set 320, thereby improving the reliability and effectiveness of the engine power transmission.

[0055] Based on the hybrid powertrain system designed above, this solution can include the following 5 output modes:

[0056] ① Pure electric mode: the clutch 50 is in a disengaged state, the engine 10 is not started, the vehicle battery supplies power to the drive motor 20, the drive motor 20 works, the drive motor transmission assembly 40 transmits the driving force to the system output shaft 60, and the system output shaft 60 outputs the vehicle driving force.

[0057] ② Series mode: the clutch 50 is in a disengaged state, the engine 10 is started to supply power to the vehicle battery through the generator 70 (without providing driving force), the drive motor 20 works and the drive motor transmission assembly 40 transmits the driving force to the system output shaft 60, and the system output shaft 60 outputs the vehicle driving force.

[0058] ③ Direct drive mode: the clutch 50 is in the engaged state, only the engine 10 is started, and the engine 10 drives the engine transmission assembly 30 to output driving force to the system output shaft 60.

[0059] ④ Parallel mode: the clutch 50 is in the engaged state, the engine 10 is started to charge the battery through the generator 70, and at the same time, the engine 10 drives the engine transmission assembly 30 to output driving force to the system output shaft 60, and at the same time, the drive motor 20 drives the drive motor transmission assembly 40 to output driving force to the system output shaft 60.

[0060] ⑤ Energy recovery mode: the clutch 50 is in a disengaged state, and the power is input from the system output shaft 60 to the drive motor 20 and converted into electrical energy which is stored in the vehicle battery.

[0061] The present application also provides a hybrid vehicle, such as Figure 4 As shown, the hybrid vehicle includes a hybrid powertrain system 1 of any optional embodiment described above and a vehicle controller 2, and the vehicle controller 2 is connected to the clutch 50. The vehicle controller 2 can control the state of the clutch 50, and can control the clutch 50 to be in a disengaged state or an engaged state. In addition, the vehicle controller 2 can also communicate with the engine 10, the drive motor 20 and the generator 70, and can control the starting state of the engine 10, the starting state of the drive motor 20 and the starting state of the generator 70, for example, the engine 10 can be controlled to start or stop starting, the drive motor 20 can be controlled to start or stop starting, and the generator 70 can be controlled to start or stop starting, etc.

[0062] The hybrid vehicle designed as above includes the hybrid power transmission system described above. Therefore, the designed hybrid vehicle can be arranged with a clutch on the output shaft, and the clutch is located between the engine transmission assembly and the drive motor transmission assembly. In this way, when the vehicle is in pure electric mode, that is, the engine is not started and the vehicle is driven only by the drive motor, the clutch is in a disengaged state, and the clutch in the disengaged state isolates the transmission force of the drive motor transmission assembly, so that the transmission force of the drive motor transmission assembly is not transmitted to the engine transmission assembly. In this way, the rotation of the mechanical parts of the engine transmission assembly is completely cut off by the isolator, thereby reducing the resistance generated by the mechanical parts of the engine due to the follow-up when the drive motor is driven, thereby reducing energy loss and improving the pure electric cruising range of the vehicle.

[0063] The present application also provides a power control method, which can be applied to the hybrid vehicle described above. Specifically, the power control method can be applied to a vehicle controller, etc. Figure 5 As shown, the power control method can be implemented in the following ways, including:

[0064] Step S500: Obtain the driving mode currently selected by the driver.

[0065] Step S510: Determine whether the vehicle driving mode currently selected by the driver is a full-range pure electric mode. If so, go to step S520.

[0066] Step S520: Control the clutch to be in a disengaged state to isolate the engine transmission assembly from the drive motor transmission assembly.

[0067] In the above embodiment, when the driver is driving the vehicle, the system can recommend some driving mode options to the driver. For example, the system can recommend the five driving modes described above to the driver for selection, and the driver can transmit the selected driving mode to the vehicle controller via the on-board device.

[0068] As a possible implementation method, in addition to the five driving modes described above, this solution can also provide feedback to the driver on the full-range pure electric mode. The full-range pure electric mode means that the vehicle is driven only by the drive motor for the current navigation mileage, that is, the driver uses the pure electric mode for the entire journey from the current location to the destination.

[0069] Before giving feedback and recommending the full-range pure electric mode, the present scheme can also determine whether the recommendation conditions are met. Specifically, the present scheme can first obtain the navigation destination information currently input by the driver, and the current mileage from the current location to the navigation destination can be known through the navigation destination information and the current location of the vehicle. Then, the present scheme can obtain the vehicle status information, and based on the vehicle status information, the vehicle's current mileage in pure electric driving can be known. Then, by determining whether the vehicle's pure electric mileage is greater than the current mileage, it is determined whether to feedback the full-range pure electric mode to the driver. If the vehicle's pure electric mileage is greater than the current mileage, it means that the vehicle's traversable pure electric mileage meets the mileage to reach the destination. Therefore, the full-range pure electric mode is fed back to the driver.

[0070] Through the above method, the present scheme can feedback the full-range pure electric mode to the driver. In this case, the driver can select the driving mode. After receiving the driving mode selected by the driver, the present scheme can determine the driving mode selected by the driver, that is, determine whether the vehicle driving mode currently selected by the driver is the full-range pure electric mode. If it is determined that the vehicle driving mode currently selected by the driver is the full-range pure electric mode, the present scheme controls the vehicle's clutch to be in a disengaged state, so that the transmission force generated by the drive motor transmission assembly stops at the isolator, and the transmission force will not be transmitted to the engine transmission assembly through the clutch. Therefore, in the pure electric mode, the drive motor only generates driving force for the drive motor transmission assembly, and the engine transmission assembly will not follow when only the drive motor is working, thereby reducing the resistance generated by the mechanical parts of the engine due to following when the drive motor is driving, thereby reducing energy loss and improving the vehicle's pure electric cruising range.

[0071] The power control method designed above, this scheme is by setting the clutch on the output shaft, and the clutch is located between the engine transmission assembly and the drive motor transmission assembly. In this way, when the driver chooses the full-time pure electric driving mode, this scheme controls the clutch to be in a disengaged state. The clutch in the disengaged state isolates the transmission force of the drive motor transmission assembly, so that the transmission force of the drive motor transmission assembly will not be transmitted to the engine transmission assembly. In this way, the rotation of the mechanical parts of the engine transmission assembly is completely cut off by the isolator, thereby reducing the resistance generated by the mechanical parts of the engine due to the follow-up when the drive motor is driven, thereby reducing energy loss and improving the pure electric cruising range of the vehicle.

[0072] In an optional implementation of this embodiment, when this solution executes step S520, this solution can also monitor the vehicle during the subsequent driving process, so as to make the driving of the vehicle more reasonable, such as Figure 6 As shown, the following methods may be included:

[0073] Step S600: Monitor the remaining power of the vehicle.

[0074] Step S610: Determine whether the remaining power of the vehicle is lower than a first preset power. If so, go to step S620.

[0075] Step S620: Determine whether the remaining power of the vehicle is lower than the second preset power, if yes, go to step S650; if no, go to step S630. Step S630: Send a prompt message.

[0076] Step S640: Determine whether the change confirmation information selected by the driver is received, if so, go to step S650.

[0077] Step S650: Control the clutch to be in an engaged state, and control the drive motor and the engine to provide driving power for the vehicle.

[0078] In the above implementation, the first preset power is greater than the second preset power, for example, the first preset power can be 80%, and the second preset power can be 15%. After controlling the vehicle to be in full-range pure electric mode, this solution can monitor the remaining power of the vehicle in real time. If it is determined that the remaining power of the vehicle is lower than the first preset power but not lower than the second preset power, it means that although the current power of the vehicle has consumed some, it is enough for the user to drive to the destination. In this case, this solution can issue a prompt message, which is used to prompt the driver whether to change the current driving mode to a hybrid driving mode. The hybrid driving mode is a mode in which both the engine and the drive motor start hybrid driving the vehicle. This solution can monitor the user's selection operation. If the user chooses the driving mode or the pure electric mode, this solution continues to drive in the pure electric mode. If the user changes the driving mode to the hybrid driving mode, this solution controls the clutch to engage, and then controls the drive motor and the engine to provide driving power for the vehicle, so that the vehicle changes to the hybrid driving mode.

[0079] When it is determined that the remaining power of the vehicle is lower than the second preset power, it means that the remaining power of the vehicle is at a low level. In order to avoid the vehicle being unable to reach the destination due to low power, this solution directly controls the clutch to engage, and then controls the drive motor and the engine to provide driving power for the vehicle, so that the vehicle changes to a hybrid driving mode, thereby saving the remaining power of the vehicle.

[0080] In the above implementation mode, after the vehicle is in full-time pure electric mode, this scheme monitors the remaining power of the vehicle in real time, and when the remaining power is lower than a first preset power, feedback is given to the driver to prompt the driver to change the driving mode, so that when the driver changes the driving mode, the hybrid driving mode is adopted, and when the remaining power is lower than a second preset power, the vehicle is forced to change to the hybrid driving mode, thereby saving the remaining power of the vehicle and improving the reliability of the vehicle's driving.

[0081] For example, when the remaining power of the vehicle is less than 80%, this solution will issue a prompt message to remind the driver. At this time, the power mode can be determined based on the driver's choice. When the remaining power of the vehicle is less than 15%, this solution will force the clutch to engage, and then control the drive motor and engine to provide driving power for the vehicle, so that the vehicle changes to hybrid driving mode, thereby saving the remaining power of the vehicle.

[0082] Figure 7 The present application provides a schematic structural block diagram of a power control device. It should be understood that the device and Figures 5 and 6 Corresponding to the method embodiment executed in, the steps involved in the aforementioned method can be executed. The specific functions of the device can be found in the description above. To avoid repetition, detailed descriptions are appropriately omitted here. The device includes at least one software function module that can be stored in a memory in the form of software or firmware or solidified in the operating system (OS) of the device. Specifically, the device includes: an acquisition module 700, a judgment module 710 and a control module 720. The acquisition module 700 is used to obtain the driving mode currently selected by the driver; the judgment module 710 is used to determine whether the vehicle driving mode currently selected by the driver is a full-range pure electric mode; wherein the full-range pure electric mode means that the current navigation mileage is driven by the drive motor only; the control module 720 is used to control the clutch to be in a disengaged state when the judgment module 710 determines that the vehicle driving mode selected by the user is a full-range pure electric mode, so as to isolate the engine transmission assembly and the drive motor transmission assembly.

[0083] The power control device designed as above, this scheme is by setting the clutch on the output shaft, and the clutch is located between the engine transmission assembly and the drive motor transmission assembly. In this way, when the driver selects the full-time pure electric driving mode, this scheme controls the clutch to be in a disengaged state. The clutch in the disengaged state isolates the transmission force of the drive motor transmission assembly, so that the transmission force of the drive motor transmission assembly will not be transmitted to the engine transmission assembly. In this way, the rotation of the mechanical parts of the engine transmission assembly is completely cut off by the isolator, thereby reducing the resistance generated by the mechanical parts of the engine due to the follow-up when the drive motor is driven, thereby reducing energy loss and improving the pure electric cruising range of the vehicle.

[0084] In an optional implementation of this embodiment, the acquisition module 700 is also used to obtain the navigation purpose information currently input by the driver; the determination module 730 is used to determine the current mileage based on the navigation purpose information currently input by the driver; the judgment module 710 is also used to judge whether the vehicle's pure electric mileage is greater than the current mileage; the feedback module 740 is used to feedback the full-range pure electric mode to the driver when the judgment module 710 determines that the vehicle's pure electric mileage is greater than the current mileage.

[0085] In an optional implementation of the present embodiment, the device further includes a monitoring module 750 for monitoring the remaining power of the vehicle, and the judgment module 710 is further used to judge whether the remaining power of the vehicle is lower than a preset power, and if the remaining power of the vehicle is lower than a first preset power, then judge whether the remaining power of the vehicle is lower than a second preset power; wherein the first preset power is greater than the second preset power; a prompt module 760 is used to issue a prompt message when the judgment module 710 determines that the remaining power of the vehicle is not lower than the second preset power; wherein the prompt message includes information on whether to change the driving mode to a hybrid driving mode; the control module 720 is further used to control the clutch to be in an engaged state when the judgment module 710 determines that the remaining power of the vehicle is lower than the second preset power, and to control the drive motor and the engine to provide driving power for the vehicle.

[0086] In an optional implementation manner of this embodiment, the judgment module 710 is also used to determine whether the change confirmation information selected by the driver is received; the control module 720 is also used to control the clutch to be in an engaged state and control the drive motor and the engine to provide driving power for the vehicle when the judgment module 710 determines that the change confirmation information selected by the driver is received.

[0087] According to some embodiments of the present application, Figure 8 As shown, the present application provides an electronic device 8, including: a processor 801 and a memory 802, the processor 801 and the memory 802 are interconnected and communicate with each other through a communication bus 803 and / or other forms of connection mechanisms (not marked), the memory 802 stores a computer program executable by the processor 801, and when the computing device is running, the processor 801 executes the computer program to execute any optional implementation method during execution, such as executing steps S500 and S520: obtaining the driving mode currently selected by the driver; determining whether the vehicle driving mode currently selected by the driver is a full-range pure electric mode, and if so, controlling the clutch to be in a disengaged state to isolate the engine transmission assembly and the drive motor transmission assembly.

[0088] The present application provides a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, the method in any of the aforementioned optional implementations is executed.

[0089] Among them, the storage medium can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable red-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, disk or optical disk.

[0090] The present application provides a computer program product. When the computer program product is run on a computer, the computer is enabled to execute the method in any optional implementation manner.

[0091] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them; although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or replace some or all of the technical features therein by equivalents; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the scope of the technical solutions of the embodiments of the present application, and they should all be included in the scope of the claims and specification of the present application. In particular, as long as there is no structural conflict, the various technical features mentioned in the various embodiments can be combined in any way. The present application is not limited to the specific embodiments disclosed herein, but includes all technical solutions that fall within the scope of the claims.

Claims

1. A hybrid powertrain system, It is characterized in that The hybrid powertrain system includes an engine, a drive motor, an engine transmission assembly, a drive motor transmission assembly, a clutch, and a system output shaft; The engine is connected to the output shaft through the engine transmission assembly, the drive motor is connected to the system output shaft through the drive motor transmission assembly, the clutch is arranged on the system output shaft and the clutch is arranged between the engine transmission assembly and the drive motor transmission assembly; The clutch is used to isolate the engine transmission assembly from the drive motor transmission assembly in a disengaged state.

2. The hybrid powertrain system according to claim 1, It is characterized in that The hybrid powertrain system further comprises a generator; an output shaft of the generator is connected to the engine transmission assembly.

3. The hybrid powertrain system according to claim 1, It is characterized in that The engine transmission assembly includes a first transmission gear set and a second transmission gear set; The output shaft of the engine is connected to the first transmission gear set, the output shaft of the first transmission gear set is connected to the second transmission gear set, and the second transmission gear set is connected to the system output shaft.

4. A hybrid electric vehicle, It is characterized in that The hybrid vehicle comprises a hybrid powertrain system according to any one of claims 1 to 3 and a vehicle controller, wherein the vehicle controller is communicatively connected with the clutch.

5. A power control method, It is characterized in that The method is applied to the hybrid vehicle according to claim 4, and the method comprises: Get the driving mode currently selected by the driver; Determine whether the vehicle driving mode currently selected by the driver is a full-range pure electric mode; wherein the full-range pure electric mode means that the vehicle is driven only by the drive motor during the current navigation mileage; If it is determined that the vehicle driving mode selected by the user is a full-range pure electric mode, the clutch is controlled to be in a disengaged state to isolate the engine transmission assembly from the drive motor transmission assembly.

6. The method according to claim 5, It is characterized in that Before obtaining the driving mode currently selected by the driver, the method further includes: Obtain the navigation destination information currently input by the driver; Determine the current mileage according to the navigation destination information currently input by the driver; Determine whether the vehicle's pure electric mileage is greater than the current mileage; If it is determined that the vehicle's pure electric mileage is greater than the current mileage, the full-range pure electric mode will be fed back to the driver.

7. The method according to claim 5, It is characterized in that After controlling the driving motor to provide driving power for the vehicle, the method further includes: Monitoring the remaining power of the vehicle to determine whether the remaining power of the vehicle is lower than a first preset power; If the remaining power of the vehicle is lower than the first preset power, determining whether the remaining power of the vehicle is lower than the second preset power; wherein the first preset power is greater than the second preset power; If the remaining power of the vehicle is not less than the second preset power, a prompt message is issued; wherein the prompt message includes information on whether to change the driving mode to the hybrid driving mode; If the remaining power of the vehicle is lower than the second preset power, the clutch is controlled to be in an engaged state, and the drive motor and the engine are controlled to provide driving power for the vehicle, so as to change the driving mode of the vehicle to a hybrid driving mode.

8. The method according to claim 7, It is characterized in that After the prompt information is issued, the method further includes: determining whether a change confirmation message selected by a driver is received; If the change confirmation information selected by the driver is received, the clutch is controlled to be in an engaged state, and the drive motor and the engine are controlled to provide driving power for the vehicle.

9. An electronic device comprising a memory and a processor, wherein the memory stores a computer program. It is characterized in that When the processor executes the computer program, the method according to any one of claims 1 to 7 is implemented.

10. A computer-readable storage medium having a computer program stored thereon, It is characterized in that When the computer program is executed by a processor, the method according to any one of claims 1 to 7 is implemented.

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