Hybrid power driving system

Abstract

The invention relates to a hybrid power driving system. The hybrid power driving system comprises an engine, a motor and a power transmission mechanism, the power transmission mechanism achieves power coupling between the engine and the motor, the motor comprises a driving motor providing power for wheels, the power transmission mechanism comprises a clutch, and the clutch is arranged on a transmission shaft, meshed with a motor shaft of the driving motor, of the power transmission mechanism. The clutch includes a driving member and a driven member slidably disposed relative to each other. And the clutch is configured to be automatically switched among a combination state, a separation state and a sliding friction state at least according to the whole vehicle control strategy information, the engine control strategy information and the motor control strategy information so as to adjust dynamic coupling of the engine and the driving motor under different working conditions. According to the invention, the dynamic coupling between the engine and the driving motor can be adjusted according to the actual strategy requirement, the continuous tooth knocking sound generated when the torque of the driving motor is zero is reduced, and the noise problem generated when the torque of the driving motor is in the zero-crossing position is eliminated.

Description

Technical Field

[0001] The present invention relates to the technical field of transmission devices of hybrid vehicles, and in particular to a hybrid power drive system. Background Art

[0002] A hybrid drive system is a hybrid drive system with pure electric drive, pure engine drive and hybrid drive capabilities, and mainly uses the power drive system to achieve switching between various power sources. The hybrid drive system includes an engine, a motor and a power transmission mechanism, and the power transmission mechanism allows power coupling between the engine and the motor. During the NVH test of the whole vehicle equipped with this hybrid drive system, it was found that when driving with a small throttle (small accelerator pedal opening), obvious continuous gear knocking sounds are likely to occur, and when driving with a small throttle and rapid acceleration and deceleration, obvious instantaneous gear knocking sounds are likely to occur.

[0003] The inventor found through test analysis and system simulation that the noise under these two working conditions is mainly caused by the knocking caused by the engagement of the small gear on the motor shaft of the drive motor with the large gear on the output shaft of the power transmission mechanism. Specifically, there is a tooth gap between the small gear on the motor shaft of the drive motor and the large gear on the output shaft of the power transmission mechanism, and the inertia of the drive motor shaft is very large. Therefore, when the torque of the drive motor is continuously zero or close to zero, the pair of gears that should be meshed will have a continuous back and forth knocking vibration, so a continuous tooth knocking noise will be generated. Continuous tooth knocking sound usually occurs in parallel low throttle conditions, when the engine directly drives the vehicle, and the drive motor torque is zero. When the drive motor torque crosses the zero position, the torque of the motor shaft commutates to zero, and the inertia of the motor shaft is large, so there will be a momentary tooth knocking sound. Transient noise usually occurs in the frequent charging and discharging conditions of the drive motor.

[0004] For the continuous gear knocking sound generated when the drive motor torque is zero, the existing technology cancels the true engine direct drive condition in the hybrid power drive system by changing the calibration, and does not allow the drive motor torque to be zero or stay near zero torque for a long time. However, this calibration strategy will cause the dynamic response of the hybrid system to slow down and the energy consumption to increase under certain specific conditions (such as low battery or power demand in winter). As for the instantaneous noise when the drive motor torque passes through zero, the existing technology also optimizes the calibration strategy to reduce the energy of instantaneous gear knocking during torque reversal by reducing the slope or setting a gradient threshold when the motor torque passes through zero. However, in actual applications, the calibration of the drive motor torque when it passes through zero is very difficult, including the impact of consistency differences in manufacturing mass production such as gear assembly. The above calibration strategy cannot fundamentally solve this type of noise.

[0005] Therefore, a new hybrid power drive system is urgently needed to solve the above problems. Summary of the invention

[0006] The object of the present invention is to provide an improved hybrid power drive system, which can reduce the continuous tooth knocking sound that occurs when the motor torque is zero (the engine directly drives the wheels), and can also reduce the transient noise problem generated when the motor torque passes through zero.

[0007] According to an embodiment of the present invention, a hybrid power drive system is provided, which includes an engine, a motor and a power transmission mechanism, wherein the power transmission mechanism allows power coupling between the engine and the motor, the motor includes a drive motor, the power transmission mechanism includes a clutch, the clutch is arranged on a transmission shaft of the power transmission mechanism meshing with the motor shaft of the drive motor, the clutch includes an active member and a driven member rotatably arranged around the transmission shaft, the active member and the driven member are arranged to be slidable relative to each other; and the clutch is configured to automatically switch between a coupled state, a disengaged state and a slidable state according to at least vehicle control strategy information, engine control strategy information and motor control strategy information, so as to adjust the power coupling between the engine and the drive motor under different working conditions, wherein in the coupled state, the active member and the driven member rotate together to allow power transmission between the power transmission mechanism and the drive motor, in the disengaged state, the active member and the driven member are separated from each other to disconnect the power transmission between the power transmission mechanism and the drive motor, and in the slidable state, the active member and the driven member can slide relative to each other.

[0008] In a preferred embodiment of the present invention, the clutch is configured to separate the active member and the driven member from each other to disconnect the power transmission between the power transmission mechanism and the drive motor when all the output torque of the engine is used to drive the wheels and the output torque of the drive motor is zero.

[0009] In a preferred embodiment of the present invention, the clutch is configured such that when the drive motor repeatedly switches between a charging condition and a discharging condition within a predetermined time period, the active member and the driven member may slide relative to each other to reduce the gear meshing knocking sound generated when the drive motor and the engine are power coupled.

[0010] In a preferred embodiment of the present invention, the clutch is configured such that when the engine charges the drive motor or the drive motor assists the engine to drive the wheels, the active member and the driven member rotate together to achieve power transmission between the power transmission mechanism and the drive motor.

[0011] In a preferred embodiment of the present invention, the clutch is configured to partially combine the active member and the driven member to achieve partial power transmission between the power transmission mechanism and the drive motor.

[0012] In a preferred embodiment of the present invention, the transmission shaft of the power transmission mechanism meshes with the motor shaft of the drive motor via a gear pair, and the clutch is arranged at the position of the gear located on the transmission shaft of the power transmission mechanism in the gear pair.

[0013] In a preferred embodiment of the present invention, an input gear is loosely mounted on the transmission shaft of the power transmission mechanism, the active member of the clutch is fixedly connected to the input gear, the driven member of the clutch is fixedly connected to the transmission shaft, and the driven member of the clutch is loosely mounted on the transmission shaft of the power transmission mechanism, so that when the active member and the driven member are separated from each other, the input gear drives the active member of the clutch to rotate, while the transmission shaft and the driven member of the clutch remain stationary.

[0014] In a preferred embodiment of the present invention, an input gear is fixedly connected to the transmission shaft of the power transmission mechanism, and the active member of the clutch is fixedly connected to the transmission shaft, so that when the active member and the driven member are separated from each other, the input gear drives the transmission shaft and the active member of the clutch to rotate, while the driven member of the clutch remains stationary.

[0015] In a preferred embodiment of the present invention, the clutch is any one of a dry clutch, a wet clutch and an electromagnetic clutch.

[0016] In a preferred embodiment of the present invention, the power transmission mechanism includes a planetary gear and a differential, the planetary gear is dynamically coupled to the engine, the differential is connected between the planetary gear and the clutch, and the differential is dynamically coupled to the transmission shaft.

[0017] In a preferred embodiment of the present invention, the power transmission mechanism further includes a synchronizer, which is connected between the planetary gear set and the differential. The synchronizer is connected to the differential via different transmission chains to achieve different gears.

[0018] According to the hybrid power drive system of the present invention, by arranging a clutch with coupling function, sliding function and separation function on the transmission shaft where the power transmission mechanism is meshed with the motor shaft, the power coupling between the engine and the motor under different working conditions can be adjusted according to actual strategic needs, thereby reducing the continuous tooth knocking sound that occurs when the motor torque is zero and eliminating the noise problem generated when the motor torque passes through the zero position, so as to meet the dynamic response and energy economy under specific working conditions. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Features, advantages, and technical effects of exemplary embodiments of the present invention will be described below with reference to the accompanying drawings.

[0020] Figure 1 A schematic structural diagram of a hybrid power drive system according to a first embodiment of the present invention is shown.

[0021] Figure 2 A schematic structural diagram of a hybrid power drive system according to a second embodiment of the present invention is shown.

[0022] Figure 3 A schematic structural diagram of a hybrid power drive system according to a third embodiment of the present invention is shown.

[0023] Figure 4 A schematic structural diagram of a hybrid power drive system according to a fourth embodiment of the present invention is shown. DETAILED DESCRIPTION

[0024] The following is a further detailed description of the embodiments of the present invention in conjunction with the accompanying drawings and examples, wherein the same or similar components in the drawings are indicated by the same reference numerals. The detailed description of the following embodiments and the accompanying drawings are used to illustrate the principles of the present invention by way of example, but are not intended to limit the scope of the present invention, i.e., the present invention is not limited to the described embodiments.

[0025] In the description of the present application, unless otherwise specified, the terms "upper", "lower", "inner", "outer", etc. indicating directions or positional relationships are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific direction, be constructed and operate in a specific direction, and therefore cannot be understood as limiting the present application. In addition, the terms "first", "second", and "third", etc. are only used for descriptive purposes and cannot be understood as indicating or implying relative importance. The directional words appearing in the following description are all directions shown in the drawings, and do not limit the specific structure of the present application.

[0026] In the following description of the present invention, it should be noted that, unless otherwise specified, "multiple" means more than two; the directions or positional relationships indicated by the terms "inside" and "outside" are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific direction, be constructed and operated in a specific direction, and therefore cannot be understood as limiting the present invention. The directional words appearing in the following description are all directions shown in the drawings, and do not limit the specific structure of the present invention.

[0027] In the description of the present invention, it is also necessary to explain that, unless otherwise expressly specified and limited, the terms "installation", "connection" and "connection" 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 directly connected or indirectly connected through an intermediate medium. In addition, it should be understood that the term "torque-resistant connection" means that two elements are connected in a manner that does not rotate relative to each other, so that torque can be transmitted between the two elements, and the torque-resistant connection can be achieved through interference fit, bolt connection, gear connection, welding, spline connection, bonding by adhesive, etc., or by forming the two mentioned elements into one piece. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to the specific circumstances.

[0028] In order to better understand the present invention, Figure 1 A hybrid power transmission system according to a first embodiment of the present invention will be described.

[0029] Figure 1 FIG. 2 shows a schematic structural diagram of a hybrid power drive system according to a first embodiment of the present invention. Figure 1 As shown, the hybrid power drive system according to the first embodiment of the present invention is a series-parallel hybrid power drive system 100A, which includes an engine 1, a motor 2 and a power transmission mechanism 3A. The power transmission mechanism 3A can be respectively connected to the engine 1 and the motor 2 in a transmission manner to allow power coupling between the engine 1 and the motor 2. The "transmission connection" here refers to connecting two components to each other at a certain transmission ratio via one or more gear sets to achieve power coupling. The motor 2 can include a first motor 2A and a second motor 2B. The first motor 2A can be coupled to the engine 1 in a power manner and is generally used as a starter, which is configured to provide power to start the engine 1 when the engine 1 is in a stopped state. The second motor 2B can be coupled to the engine 1 in a power manner and is generally used as a drive motor, which is configured to be able to provide power to the wheels to drive the vehicle. For example, the second motor 2B can selectively provide power to the wheels together with the engine 1 or provide power to the wheels alone according to the driving conditions of the vehicle. The power transmission mechanism 3A according to the first embodiment mainly includes: a coupler C1, several gear sets, a differential 40 and a clutch 50A, etc.

[0030] like Figure 1As shown, the power transmission mechanism 3A can transmit power between the engine 1 and the first motor 2A via the coupler C1 and the first gear set. Specifically, the coupler C1 is power-coupled to the engine shaft 101 of the engine 1, the other end of the engine shaft 101 is fixedly connected to the first gear 201, and the motor shaft 102 of the first motor 2A is fixedly connected to the second gear 202. The first gear 201 and the second gear 202 are meshed with each other to form a first gear set to transmit power between the engine 1 and the first motor 2A.

[0031] The power transmission mechanism 3A can transmit power between the engine 1 and the second motor 2B via the coupler C1, the second gear set, the third gear set and the fourth gear set. The coupler C1, the second gear set, the third gear set and the fourth gear set constitute a first transmission chain. Specifically, the second gear set is power-coupled with the coupler C1, and the second gear set includes a third gear 203 that is power-coupled to the engine shaft 101 and a fourth gear 204 that is power-coupled to the first shaft 103. The third gear 203 and the fourth gear 204 are meshed with each other to transmit power from the engine shaft 101 to the first shaft 103. The third gear set includes a fifth gear 205 fixed to the first shaft 103, a sixth gear 206 that is power-coupled to the second shaft 104, and a seventh gear 207A fixed to the third shaft 105, whereby the power on the first shaft 103 can be transmitted to the third shaft 105 via the third gear set. The second shaft 104 here can be the output shaft of the differential 40, and the third shaft 105 is the transmission shaft of the power transmission mechanism 3A, that is, the output shaft of the power transmission mechanism 3A. The fourth gear set includes an eighth gear 208 that is power-coupled to the third shaft 105 and a ninth gear 209 that is fixedly connected to the fourth shaft 106, so that power can be transmitted from the third shaft 105 to the fourth shaft 106 via the fourth gear set, and the fourth shaft 106 here is the motor shaft of the second motor 2B.

[0032] In addition, the power transmission mechanism 3A can transmit power between the engine 1 and the second motor 2B via the coupler C1, the fifth gear set, the third gear set and the fourth gear set. The coupler C1, the fifth gear set, the third gear set and the fourth gear set constitute a second transmission chain. Specifically, the fifth gear set includes a tenth gear 210 that is power-coupled to the engine shaft 101 and an eleventh gear 211 that is power-coupled to the first shaft 103. The tenth gear 210 and the eleventh gear 211 are meshed with each other to transmit power from the engine shaft 101 to the first shaft 103. The power transmitted to the first shaft 103 can be transmitted to the second motor 2B via the third gear set and the fourth gear set mentioned above. A synchronizer 30 is provided on the first shaft 103, and the synchronizer 30 can be configured to selectively transmit power via the first transmission chain or the second transmission chain to achieve different gears.

[0033] like Figure 1As shown, the transmission shaft 105 of the power transmission mechanism 3A and the motor shaft 106 of the second motor 2B are coupled to each other through the gear meshing between the eighth gear 208 on the transmission shaft 105 and the ninth gear 209 fixedly sleeved on the motor shaft 106. However, since there is a backlash between the larger eighth gear 208 provided on the transmission shaft 105 of the power transmission mechanism 3A and the smaller ninth gear 209 fixedly sleeved on the motor shaft 106 of the second motor 2B used as a driving motor, and the inertia of the motor shaft 106 of the second motor 2B is large, when the engine 1 directly drives the wheels and the torque of the second motor 2B is continuously zero or close to zero, the meshing position of the eighth gear 208 and the ninth gear 209 will have continuous back-and-forth knocking vibration, so continuous tooth knocking noise will be generated; and when the second motor 2B is in a frequent charging and discharging condition, that is, when the torque of the second motor 2B crosses the zero position, the meshing position of the eighth gear 208 and the ninth gear 209 will have a momentary tooth knocking sound.

[0034] In order to overcome these noises, the first embodiment of the present invention is provided with a clutch 50A on the transmission shaft 105 of the power transmission mechanism 3A that meshes with the motor shaft 106 of the second motor 2B used as a driving motor, so as to adjust the power coupling between the engine 1 and the second motor 2B under different working conditions. Figure 1 As shown, the clutch 50A is arranged at the position of the larger eighth gear 208 on the transmission shaft 105 of the power transmission mechanism 3A. The clutch 50A can be any one of a dry clutch, a wet clutch and an electromagnetic clutch. The clutch 50A includes an active member and a driven member that are rotatably arranged around the transmission shaft 105 of the power transmission mechanism 3A, and the active member and the driven member are arranged to be slidable relative to each other.

[0035] The clutch 50A is configured to automatically switch between a coupled state, a disengaged state and a slipping state according to at least the vehicle control strategy information, the engine control strategy information and the motor control strategy information to adjust the power coupling between the engine 1 and the second motor 2B under different working conditions. In the coupled state, the active member and the driven member rotate together to allow power transmission between the power transmission mechanism 3A and the second motor 2B. In the disengaged state, the active member and the driven member are separated from each other to disconnect the power transmission between the power transmission mechanism 3A and the second motor 2B. In the slipping state, the active member and the driven member may slip relative to each other so that power is partially transmitted between the power transmission mechanism 3A and the second motor 2B. In this description, the vehicle control strategy information includes, for example, the expected speed and actual speed of the vehicle, the expected torque, the actual torque, etc. The engine control strategy information includes, for example, the expected output torque, the actual output torque, the expected speed, the actual speed, etc. of the engine. The motor control strategy information includes drive motor information when the first motor 2A and the second motor 2B are used as drive motors, and generator information when the first motor 2A and the second motor 2B are used as generators, for example, including the power, torque and speed of the first motor 2A and the second motor 2B. Of course, those skilled in the art should understand that the clutch 50A can also be configured to automatically switch between the engagement state, the disengagement state and the slipping state according to the above control strategy information and the driver's driving intention.

[0036] For example, the clutch 50A can be configured as follows: when it is determined that the total output torque of the engine is used to drive the wheels and the output torque of the motor is zero according to the vehicle control strategy information, the engine control strategy information and the motor control strategy information as described above, the driving member and the driven member are separated from each other to disconnect the power transmission between the power transmission mechanism 3A and the second motor 2B. In this way, the separation function of the clutch 50A is used to ensure that the speed fluctuation directly driven by the engine 1 will not be transmitted to the ninth gear 209 on the motor shaft 106 of the second motor 2B with large inertia, so that the knocking energy between the ninth gear 209 on the second motor 2B side and the eighth gear 208 in meshing with each other is greatly reduced, thereby solving the continuous knocking sound that occurs when the engine 1 directly drives the wheels and the torque of the second motor 2B is zero, improving the NVH performance of the whole vehicle, and meeting the requirements of dynamic response and energy consumption economy.

[0037] For another example, the clutch 50A can be configured to: when it is determined that the second motor 2B repeatedly switches between the charging condition and the discharging condition within a predetermined time period according to the vehicle control strategy information, the engine control strategy information, and the motor control strategy information as described above, the driving member and the driven member can slide relative to each other to reduce the meshing tooth clearance of the gear pair (the eighth gear 208 and the ninth gear 209) between the transmission shaft 105 connecting the power transmission mechanism 3A and the motor shaft 106 of the second motor 2B. In this way, the sliding friction function of the clutch 50A can ensure that when the torque of the motor shaft 106 of the second motor 2B frequently passes through the zero position, the impact energy caused by the torque reversal between the ninth gear 209 on the second motor 2B side and the eighth gear 208 in meshing with each other can be reduced, and the instantaneous noise problem generated when the torque of the motor shaft 106 of the second motor 2B frequently passes through the zero position can be eliminated.

[0038] In addition, the clutch 50A can be configured such that when it is determined that the engine 1 charges the second motor 2B or the second motor 2B discharges to assist the engine 1 to drive the wheels according to the vehicle control strategy information, the engine control strategy information, and the motor control strategy information as described above, the active member and the driven member rotate together to achieve power transmission between the power transmission mechanism 3A and the second motor 2B. Preferably, the clutch 50A can be configured to partially combine the active member and the driven member based on the driving condition of the vehicle to achieve partial power transmission between the power transmission mechanism 3A and the second motor 2B, thereby improving the dynamic response and energy consumption economy.

[0039] Continue to refer Figure 1 , the seventh gear 207A (i.e., the input gear receiving the power of the engine 1) is loosely mounted on the transmission shaft 105 of the power transmission mechanism 3A, the active member of the clutch 50A is fixed to the seventh gear 207A, and the driven member of the clutch 50A is fixed to the transmission shaft 105, so when the active member and the driven member are separated from each other, the seventh gear 207A drives the active member of the clutch 50A to rotate, while the transmission shaft 105 and the driven member of the clutch 50A remain stationary, thereby cutting off the power transmission between the power transmission mechanism 3A and the second motor 2B. When the active member and the driven member of the clutch 50A are engaged with each other, the seventh gear 207A will sequentially drive the active member, the driven member and the transmission shaft 105 of the clutch 50A to rotate, and the driven member transmits the power to the second motor 2B through the meshing of the eighth gear 208 and the ninth gear 209.

[0040] Figure 2A schematic structural diagram of a hybrid power drive system according to a second embodiment of the present invention is shown. The hybrid power drive system 100B according to the second embodiment differs from the hybrid power drive system 100A according to the first embodiment in the arrangement of the clutch 50B in the power transmission mechanism 3B. Only the differences between the second embodiment and the first embodiment are described below, wherein the same reference numerals represent the same or corresponding components.

[0041] In the power transmission mechanism 3B according to the second embodiment, the seventh gear 207B (i.e., the input gear receiving the power of the engine 1) is fixed to the transmission shaft 105 of the power transmission mechanism 3B, the active member of the clutch 50B is fixed to the transmission shaft 105, and the driven member of the clutch 52B is loosely sleeved on the transmission shaft 105 of the power transmission mechanism 3B, so when the active member and the driven member of the clutch 52B are separated from each other, the seventh gear 207B drives the transmission shaft 105 and the active member of the clutch 50B to rotate, while the driven member of the clutch 50B remains stationary, thereby cutting off the power transmission between the power transmission mechanism 3B and the second motor 2B. When the active member and the driven member of the clutch 52B are engaged with each other, the seventh gear 207A will sequentially drive the transmission shaft 105, the active member and the driven member of the clutch 50A to rotate, and the driven member further transmits the power to the second motor 2B via the mutual meshing of the eighth gear 208 and the ninth gear 209.

[0042] Figure 3 The schematic structural diagram of the hybrid power drive system according to the third embodiment of the present invention is shown. The hybrid power drive system according to the third embodiment is a power split hybrid power drive system 100C, which is different from the hybrid power drive system 100A according to the first embodiment in the power transmission mechanism. Only the differences between the third embodiment and the first embodiment are described below, where the same reference numerals represent the same or corresponding components. The power transmission mechanism 3C according to the third embodiment mainly includes: a planetary gear 10, a coupler 20, a synchronizer 30C, a differential 40, a clutch 50C, etc.

[0043] The planetary gear 10 is connected between the engine 1 and the first motor 2A, and includes a sun gear 11, a plurality of planetary gears 12, a planetary carrier 13 and a ring gear 14. The planetary carrier 13 is connected to the engine 1 via a first shaft 71, for example, through a torque limiting damper, and the planetary carrier 13 is fixedly connected to the first shaft 71, and the first shaft 71 is connected to the engine 1, for example, and can be used as an input shaft of the engine 1 or an output shaft of the engine 1. The sun gear 11 is located radially inside the plurality of planetary gears 12 and can mesh with the plurality of planetary gears 12. The sun gear 11 is connected to the first motor 2A via a second shaft 72, and the sun gear 11 is fixedly connected to the second shaft 72, and the second shaft 72 is connected to the first motor 2A, for example, and can be used as an input shaft of the first motor 2A or an output shaft of the first motor 2A. The plurality of planetary gears 12 are evenly distributed on the planetary carrier 13 and can mesh with the sun gear 11 and the ring gear 14, respectively. Therefore, the planetary gear 10 can be respectively connected to the engine 1 and the first motor 2A in driving manner to achieve power coupling between the engine 1 and the first motor 2A, so that power can be transmitted between the engine 1 and the first motor 2A, on the one hand, the charging operation of the engine 1 to the first motor 2A is realized, and on the other hand, the starting operation of the engine 1 by the first motor 2A through discharge can also be realized.

[0044] The coupler 20 is connected between the planetary gear set 10 and the first motor 2A to allow and cut off the power transmission between the planetary gear set 10 and the first motor 2A. The coupler 20 includes a rotating member fixedly sleeved on the second shaft 72, a connecting member fixedly connected to the ring gear 14 of the planetary gear set 10, and a locking member fixedly connected to the housing (not shown). The rotating member can rotate with the rotation of the second shaft 72. The connecting member is connected to the ring gear 14 of the planetary gear set 10 in a torsion-proof manner. The rotating member can be switchably coupled to the locking member and the connecting member, so that the coupling member presents three positions. In the first position (i.e. Figure 1 The rotating member is coupled to the locking member, so that the coupler 20 is in a locked state, thereby cutting off the power transmission between the first motor 2A and the planetary gear 10. Figure 1 The rotating member is neither coupled to the locking member nor to the connecting member, and the rotating member can rotate synchronously with the second shaft 72, so the coupler 20 can transmit power between the first motor 2A and the sun gear 11 of the planetary gear 10. Figure 1 ), the rotating member is coupled to the connecting member, so the rotating member is coupled to both the ring gear 14 of the planetary row 10 and the sun gear 11 of the planetary row. Therefore, the coupler 20 can transmit power between the first motor 2A and the sun gear 11 of the planetary row 10 and between the first motor 2A and the ring gear 14 of the planetary row 10. At this time, the coupler 20, the sun gear 11 and the ring gear 14 have the same rotation speed, so the sun gear 11 and the ring gear 14 rotate synchronously.

[0045] The synchronizer 30C is arranged between the first gear 61 and the second gear 62 which are rotatably sleeved on the second shaft 72, and is fixedly connected to the ring gear 14 of the planetary gear 10. The synchronizer 30C can be respectively engaged with the first gear 61 and the second gear 62 in a switchable manner to achieve two gears, thereby intervening the output speed of the differential 40. The first gear 61 and the second gear 62 switch gears through the synchronizer 30C, which can make the structure of the entire power drive system simple, convenient and practical, and make the driving mode of the power drive system rich and diverse. Of course, the synchronizer 30C may not be engaged with the first gear 61 or the second gear 62. In this case, the power of the engine 1 and the power of the first motor 2A will not be transmitted to the differential 40.

[0046] The first gear 61 can mesh with the third gear 63, and the third gear 63 can mesh with the fourth gear 64 arranged on the third shaft 73, where the third shaft 73 is the transmission shaft of the power transmission mechanism 3C, that is, the output shaft of the power transmission mechanism 3C. The fourth gear 64 can mesh with the fifth gear 65 fixedly sleeved on the fourth shaft 74. The fourth shaft 74 is fixedly connected to the second motor 2B and can serve as the motor shaft of the second motor 2B. Therefore, when the synchronizer 30C is meshed with the first gear 61, since the planet carrier 13 of the planetary gear 10 is connected to the engine 1 and the ring gear 14 of the planetary gear 10 is connected to the synchronizer 30C, the power of the engine 1 can be transmitted to the second motor 2B via the planetary gear 10, the synchronizer 30C, the first gear 61, the third gear 63, the fourth gear 64, and the fifth gear 65.

[0047] At the same time, a sixth gear 66C is also provided on the transmission shaft 73 of the power transmission mechanism 3C, and the sixth gear 66C is power-coupled to the transmission shaft 73, and the sixth gear 66C can be meshed with the seventh gear 67 fixedly connected to the housing of the differential 40. Therefore, when the synchronizer 30C is meshed with the first gear 61, the planetary gear 10 can be transmission-connected with the differential 40 via the first gear 61, the third gear 63, the fourth gear 64, the sixth gear 66C and the seventh gear 67. Among them, the first gear 61, the third gear 63, the fourth gear 64, the sixth gear 66C and the seventh gear 67 constitute the first transmission chain of the present invention, and the power from the engine 1 can be transmitted to the differential 40 via the first transmission chain, so that the differential 40 controls the power input to the wheels to make them travel.

[0048] The second gear 62 can mesh with the eighth gear 68, and the eighth gear 68 is fixedly sleeved on the fifth shaft 75. The fifth shaft 75 is also fixedly sleeved with the ninth gear 69, so the eighth gear 68 and the ninth gear 69 can rotate at the same speed as the fifth shaft 75. The ninth gear 69 can mesh with the seventh gear 67 fixedly connected to the housing of the differential 40. Therefore, when the synchronizer 30C is meshed with the second gear 62, the planetary gear 10 can be connected to the differential 40 through the second gear 62, the eighth gear 68, the ninth gear 69 and the seventh gear 67. The second gear 62, the eighth gear 68, the ninth gear 69 and the seventh gear 67 constitute the second transmission chain of the present invention. Since the planet carrier 13 of the planetary gear 10 is connected to the engine 1 and the ring gear 14 of the planetary gear 10 is connected to the synchronizer 30C, the power from the engine 1 can be transmitted to the differential 40 through the second transmission chain, so that the differential 40 controls the power input to the wheels, thereby controlling the driving of the vehicle.

[0049] At the same time, since the seventh gear 67 fixedly connected to the housing of the differential 40 is engaged with the sixth gear 66C arranged on the transmission shaft 73 of the power transmission mechanism 3C, the sixth gear 66C is transmission-connected to the fourth gear 64 also arranged on the transmission shaft 73 of the power transmission mechanism 3C, and since the fourth gear 64 is engaged with the fifth gear 65 on the motor shaft 74 fixedly connected to the second motor 2B, when the synchronizer 30C is engaged with the second gear 62, the power of the engine 1 can also be transmitted to the second motor 2B via the planetary gear 10, the synchronizer 30C, the second gear 62, the eighth gear 68, the ninth gear 69, the seventh gear 67, the sixth gear 66C, the fourth gear 64, and the fifth gear 65.

[0050] It can be seen that the transmission shaft 73 of the power transmission mechanism 3C and the motor shaft 74 of the second motor 2B are connected to each other via the gear meshing between the fourth gear 64 arranged on the transmission shaft 73 of the power transmission mechanism 3C and the fifth gear 65 fixedly sleeved on the motor shaft 74 of the second motor 2B. Similarly, since there is a backlash between the larger fourth gear 64 arranged on the transmission shaft 73 of the power transmission mechanism 3C and the smaller fifth gear 65 fixedly sleeved on the motor shaft 74 of the second motor 2B as the driving motor, and the inertia of the motor shaft 74 of the second motor 2B is large, when the engine 1 directly drives the wheel and the torque of the second motor 2B is continuously zero or close to zero, the meshing position of the fourth gear 64 and the fifth gear 65 will have continuous back and forth knocking vibration, so continuous knocking noise will be generated; and when the second motor 2B is in a frequent charging and discharging condition, that is, when the torque of the second motor 2B crosses the zero position, the meshing position of the fourth gear 64 and the fifth gear 65 will have a momentary knocking sound.

[0051] In order to overcome these noises, the third embodiment of the present invention is provided with a clutch 50C on the transmission shaft 73 where the power transmission mechanism 3C is meshed with the motor shaft 74 of the second motor 2B as the driving motor, so as to adjust the power coupling between the engine 1 and the second motor 2B under different working conditions. Figure 3 As shown, the clutch 50C is arranged at the position of the larger fourth gear 64 on the transmission shaft 73 of the power transmission mechanism 3C. The arrangement of the clutch 50C is the same as that of the clutch 30A according to the first embodiment, and will not be repeated here.

[0052] Figure 4 1 shows a schematic structural diagram of a hybrid power drive system according to a fourth embodiment of the present invention. The hybrid power drive system 100D according to the fourth embodiment differs from the hybrid power drive system 100C according to the third embodiment in the arrangement of the clutch 50D in the power transmission mechanism 3D, and the arrangement of the clutch 50D is the same as that of the clutch 50B according to the second embodiment, which will not be described in detail here.

[0053] The clutch 50B in the second embodiment, the clutch 50C in the third embodiment, and the clutch 50D in the fourth embodiment all have the same control strategy as the clutch 50A in the first embodiment, and therefore, they will not be described in detail herein.

[0054] The above describes that a clutch with a coupling function, a sliding function, and a separation function is provided on the motor shaft side of the second motor 2B as a drive motor, so as to adjust the power coupling between the engine 1 and the second motor 2B under different working conditions according to actual strategic needs. However, it should be understood that the present invention is not limited to this. For example, a clutch with a coupling function, a sliding function, and a separation function can also be provided on the motor shaft side of the first motor 2A as a starter to adjust the power coupling between the engine 1 and the first motor 2A under different working conditions, thereby reducing the continuous tooth knocking sound that occurs when the motor torque is zero and eliminating the noise problem generated when the motor torque passes through the zero position, so as to meet the dynamic response and energy consumption economy under specific working conditions.

[0055] Although the present invention has been described with reference to preferred embodiments, various modifications may be made thereto and elements thereof may be replaced by equivalents without departing from the scope of the present invention. In particular, the various technical features mentioned in the various embodiments may be combined in any manner as long as there is no structural conflict. The present invention is not limited to the specific embodiments disclosed herein, but includes all technical solutions falling within the scope of the claims.

Claims

1. A hybrid power drive system, comprising an engine, a motor and a power transmission mechanism, wherein the power transmission mechanism allows power coupling between the engine and the motor, the motor comprising a drive motor capable of providing power to wheels, characterized in that: The power transmission mechanism includes a clutch, the clutch is arranged on a transmission shaft of the power transmission mechanism meshing with the motor shaft of the drive motor, the clutch includes a driving member and a driven member rotatably arranged around the transmission shaft, the driving member and the driven member are slidably arranged relative to each other; and The clutch is configured to automatically switch between an engaged state, a disengaged state and a sliding state based on at least vehicle control strategy information, engine control strategy information and motor control strategy information to adjust the power coupling between the engine and the drive motor under different working conditions, wherein, in the engaged state, the active member and the driven member rotate together to allow power transmission between the power transmission mechanism and the drive motor, in the disengaged state, the active member and the driven member are separated from each other to disconnect the power transmission between the power transmission mechanism and the drive motor, and in the sliding state, the active member and the driven member may slide relative to each other.

2. The hybrid power drive system according to claim 1, wherein: The clutch is configured to separate the driving member and the driven member from each other to disconnect the power transmission between the power transmission mechanism and the drive motor when the output torque of the engine is directly used to drive the wheels and the output torque of the drive motor is zero.

3. The hybrid power drive system according to claim 1, wherein: The clutch is configured such that when the drive motor repeatedly switches between a charging condition and a discharging condition within a predetermined time period, the active member and the driven member may slide relative to each other to reduce the gear meshing knocking sound generated when the drive motor is power-coupled with the engine.

4. The hybrid power drive system according to claim 1, wherein: The clutch is configured such that when the engine charges the drive motor or the drive motor assists the engine to drive the wheels, the active member and the driven member rotate together to achieve power transmission between the power transmission mechanism and the drive motor.

5. The hybrid power drive system according to claim 4, wherein: The clutch is configured to partially couple the active member and the driven member to achieve partial power transmission between the power transmission mechanism and the drive motor.

6. The hybrid power drive system according to claim 1, wherein: The transmission shaft of the power transmission mechanism and the motor shaft of the drive motor mesh with each other via a gear pair, and the clutch is provided at a position of a gear on the transmission shaft of the power transmission mechanism in the gear pair.

7. The hybrid power drive system according to claim 6, wherein: An input gear is loosely mounted on the transmission shaft of the power transmission mechanism, the active member of the clutch is fixedly connected to the input gear, and the driven member of the clutch is fixedly connected to the transmission shaft, so that when the active member and the driven member are separated from each other, the input gear drives the active member of the clutch to rotate, while the transmission shaft and the driven member of the clutch remain stationary.

8. The hybrid power drive system according to claim 6, wherein: An input gear is fixedly connected to the transmission shaft of the power transmission mechanism, the active member of the clutch is fixedly connected to the transmission shaft, and the driven member of the clutch is loosely mounted on the transmission shaft of the power transmission mechanism, so that when the active member and the driven member are separated from each other, the input gear drives the transmission shaft and the active member of the clutch to rotate, while the driven member of the clutch remains stationary.

9. The hybrid power drive system according to any one of claims 1 to 7, wherein: The clutch is any one of a dry clutch, a wet clutch, and an electromagnetic clutch.

10. The hybrid power drive system according to any one of claims 1 to 7, wherein: The power transmission mechanism includes a planetary gear and a differential, the planetary gear is dynamically coupled to the engine, the differential is connected between the planetary gear and the clutch, and the differential is dynamically coupled to the transmission shaft.

11. The hybrid power drive system according to claim 10, wherein: The power transmission mechanism further includes a synchronizer, which is connected between the planetary gear and the differential. The synchronizer is drivingly connected to the differential via different transmission chains to achieve different gears.

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