Hybrid power system, operation method and vehicle

Abstract

The invention provides a hybrid power system, an operation method and a vehicle, and relates to the technical field of automobile hybrid power. The hybrid power system comprises an engine, a power generation motor, a driving motor, a first planet row, a second planet row and a speed increasing mechanism. An input shaft of the engine is connected with a first planet carrier of the first planet row, a first outer gear ring of the first planet row is connected with the driving motor, an input shaft of the driving motor is connected with a second sun gear of the second planet row, and a second planet carrier of the second planet row is used for being connected with wheels. The power generation motor is connected with the first sun gear of the first planet row through the speed increasing mechanism. According to the technical scheme, miniaturization, light weight and high efficiency of the power generation motor can be achieved.

Description

Technical Field

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

[0002] At present, the hybrid control strategies of mainstream international automakers are mainly divided into two categories: power split hybrid system and series-parallel hybrid system. Among them, the power split hybrid system includes input power split system, output power split system and composite power split system according to the different structures of its transmission.

[0003] The input power split system is a system that divides the engine's mechanical power into two branches at the input end of the transmission: one is directly transmitted to the wheels through the planetary gear mechanism, and the other is converted into electrical energy through the generator motor to drive the motor or charge the battery. Due to the complex design and high manufacturing difficulty of the existing input power split system, it is difficult to flexibly respond to the needs of different vehicle models, especially when used in compact vehicles with high space layout requirements, it will face greater challenges.

[0004] Therefore, a hybrid power system is needed to at least solve the above problems. Summary of the invention

[0005] The purpose of the embodiment of the present application is to provide a hybrid power system to solve the problem of miniaturization and lightweight of the generator motor to save the interior space of the vehicle.

[0006] In order to solve the above technical problems, the embodiments of the present application provide the following technical solutions:

[0007] In a first aspect, the present application provides a hybrid power system, including: an engine, a generator motor, a drive motor, a first planetary gear, a second planetary gear and a speed increasing mechanism; the input shaft of the engine is connected to the first planetary carrier of the first planetary gear, the first outer ring gear of the first planetary gear is connected to the drive motor, the input shaft of the drive motor is connected to the second sun gear of the second planetary gear, and the second planetary carrier of the second planetary gear is used to connect to the wheels; the generator motor is connected to the first sun gear of the first planetary gear through the speed increasing mechanism.

[0008] In some embodiments of the present application, the speed increasing mechanism includes a first ring gear and a second ring gear, the first sun gear is connected to the first ring gear, the first ring gear is meshingly connected to the second ring gear, and the second ring gear is connected to the generator motor; the first number of teeth of the first ring gear is Z1, the second number of teeth of the second ring gear is Z2, and the ratio of the second number of teeth to the first number of teeth is K=Z2 / Z1, and Z2>Z1.

[0009] In some embodiments of the present application, the first ring gear and the second ring gear are arranged in parallel with the first planetary gear set.

[0010] In some embodiments of the present application, the engine, the first planetary gear, the drive motor and the second planetary gear are arranged sequentially in the same direction, and the engine, the first planetary gear, the drive motor and the second planetary gear are arranged coaxially.

[0011] In some embodiments of the present application, the hybrid power system further includes: a first clutch connected to the input shaft of the engine and used to limit the rotation direction of the input shaft.

[0012] In some embodiments of the present application, the hybrid system also includes: a second clutch, which is connected to the first outer gear ring of the first planetary gear row and is used to control the rotation of the first outer gear ring; a third clutch, which is arranged between the first planetary gear row and the drive motor, and the third clutch is respectively connected to the first outer gear ring and the drive motor.

[0013] In some embodiments of the present application, the hybrid system also includes: a fourth clutch, which is connected to the second outer gear ring of the second planetary gear row and is used to control the rotation of the first outer gear ring; a fifth clutch, which is arranged between the drive motor and the second planetary gear row, and the fifth clutch is respectively connected to the drive motor and the second planetary carrier.

[0014] The third aspect of the present application provides an operating method. According to the hybrid power system provided in the first aspect, based on a low-speed driving condition, the second clutch is controlled to close, and the third clutch is controlled to open; based on a high-speed driving condition, the second clutch is controlled to open, and the third clutch is controlled to close.

[0015] In some embodiments of the present application, based on the low-speed driving condition, the fourth clutch is controlled to close, and the fifth clutch is controlled to open; based on the high-speed driving condition, the fourth clutch is controlled to open, and the fifth clutch is controlled to close.

[0016] A third aspect of the present application provides a vehicle, comprising the hybrid power system provided by the first aspect of the present application.

[0017] Compared with the prior art, the hybrid power system provided in the first aspect of the present application is connected to the first sun gear of the first planetary row through a generator motor through a speed-increasing mechanism. Compared with the first sun gear mechanism in which the traditional generator motor is directly connected to the first planetary row, the speed-increasing mechanism is provided so that the speed of the generator motor is higher than the speed of the first sun gear. Due to the increase in speed, the torque can be reduced, and then the generator motor can be made smaller, thereby realizing the miniaturization, lightweight and high efficiency of the generator motor. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] By reading the detailed description below with reference to the accompanying drawings, the above and other purposes, features and advantages of the exemplary embodiments of the present application will become easy to understand. In the accompanying drawings, several embodiments of the present application are shown in an exemplary and non-limiting manner, and the same or corresponding reference numerals represent the same or corresponding parts, wherein:

[0019] Figure 1 The structural diagram of the hybrid power system of the embodiment of the present application is schematically shown.

[0020] Description of Figure Numbers:

[0021] 1. Engine, 2. Generator motor; 3. Drive motor; 4. First planetary gear; 401. First sun gear; 402. First planetary carrier; 403. First outer ring gear; 5. Second planetary gear; 501. Second sun gear; 502. Second planetary carrier; 503. Second outer ring gear; 6. Speed ​​increasing mechanism; 601. First ring gear; 602. Second ring gear; 7. First clutch; 8. Second clutch; 9. Third clutch; 10. Fourth clutch; 11. Fifth clutch; 12. Wheels. DETAILED DESCRIPTION

[0022] The exemplary embodiments of the present application will be described in more detail below with reference to the accompanying drawings. Although the exemplary embodiments of the present application are shown in the accompanying drawings, it should be understood that the present application can be implemented in various forms and should not be limited by the embodiments described herein. On the contrary, these embodiments are provided in order to enable a more thorough understanding of the present application and to fully convey the scope of the present application to those skilled in the art.

[0023] It should be noted that, unless otherwise specified, the technical terms or scientific terms used in this application should have the common meanings understood by technicians in the field to which this application belongs.

[0024] The performance of existing hybrid powertrain systems needs to be further improved. There are deficiencies in improving the efficiency of the powertrain system. For example, it is difficult to maximize efficiency, and it is difficult for the engine to always be in the best fuel-saving state. The miniaturization and lightweight of the generator motor (MG1) and the drive motor (MG2) and the efficiency of the plug-in powertrain system (PHEV) need to be strengthened. At the same time, the speed range of the engine is relatively limited, and the energy efficiency of the entire vehicle needs to be effectively improved.

[0025] Therefore, the present application can add a speed increasing mechanism to the generator motor (MG1), so that it is connected to the planetary sun gear through the speed increasing mechanism. Through the relationship between speed, torque and power, under the same output power, the speed can be increased by increasing the speed to reduce the required torque, thereby reducing the motor phase current, thereby achieving miniaturization, lightweight and high efficiency of the generator motor (MG1).

[0026] Example 1

[0027] The present application embodiment provides a hybrid power system, such as Figure 1 As shown, it includes: an engine 1, a generator motor 2, a drive motor 3, a first planetary row 4, a second planetary row 5 and a speed increasing mechanism 6; the input shaft of the engine 1 is connected to the first planetary carrier 402 of the first planetary row 4, the first outer gear ring 403 of the first planetary row 4 is connected to the drive motor 3, the input shaft of the drive motor 3 is connected to the second sun gear 501 of the second planetary row 5, and the second planetary carrier 502 of the second planetary row 5 is used to connect to the wheel 12; the generator motor 2 is connected to the first sun gear 401 of the first planetary row 4 through the speed increasing mechanism 6.

[0028] The input shaft of the engine 1 is connected to the first planetary carrier 402 of the first planetary row 4, forming a starting link for power transmission, so that the power of the engine 1 can be transmitted to the first planetary row 4, a key transmission component. The first outer gear ring 403 of the first planetary row 4 is connected to the drive motor 3, realizing the power connection between the two. At the same time, the input shaft of the drive motor 3 is connected to the second sun gear 501 of the second planetary row 5, thereby connecting the first planetary row 4, the drive motor 3 and the second planetary row 5 in series, so that power can flow and transmit between these components. Finally, the second planetary carrier 502 of the second planetary row 5 is used to connect to the wheel 12, so as to output the power of the entire hybrid system to the wheel 12 and drive the vehicle to travel. The generator motor 2 is connected to the first sun gear 401 of the first planetary row 4 through the speed increasing mechanism 6.

[0029] The output power of the engine 1 is divided into two at the input end of the first planetary gear 4, namely, a mechanical power flow and an electric power flow. The mechanical power flow flows through the input shaft of the first planetary gear 4 to the first planetary carrier 402 and then flows out of the first outer gear ring 403. The electric power flow drives the generator motor 2 to generate electricity through the first planetary carrier 402 to the first sun gear 401, and the generated electric energy is transmitted to the drive motor 3 for conversion from electric energy to mechanical energy. The two power flows divided into the mechanical power flow and the electric power flow converge at the output shaft of the second planetary gear 5. Since the output power of the engine 1 is diverted at the input end of the first planetary gear 4, this system can be called input power diversion.

[0030] The formula for engine 1 speed under input power split is:

[0031]

[0032] The planetary gear mechanism is generally composed of a sun gear (S), a planet carrier (C) and an outer ring gear (R). S and outer ring gear ω R The speed can change the transmission path and method of power in the planetary gear mechanism.

[0033] In the vehicle transmission system, the purpose of the continuously variable transmission (CVT) is to be able to continuously change the transmission ratio within a certain range, so that the power of the vehicle engine 1 can be transmitted to the wheels 12 in an optimized manner according to different working conditions (such as starting, acceleration, cruising, etc.). S and ω R When the speed is ω, the power on the outer gear ring can be changed steplessly. S and ω R The gear ratio can be changed continuously by changing the gear ratio, just like a CVT gearbox, which can achieve stepless speed change. For example, when the vehicle starts, the outer ring gear can obtain a larger torque output through appropriate speed control; when driving at high speed, the speed can be adjusted to make the power output more suitable for high-speed driving conditions, so that the vehicle can achieve stepless speed change.

[0034] Engine 1 torque formula under input power split:

[0035]

[0036] From the above two formulas, we can know that the speed of engine 1 ω C and torque T C , not affected by the outer ring gear speed ω of the planetary gear R and torque T RConstraints are implemented to achieve the decoupling of vehicle speed and vehicle load torque.

[0037] In a hybrid system, the movement of the various components of the planetary gear mechanism can be controlled by auxiliary equipment such as motors. Since there are multiple power sources (engine 1 and motors) and control methods in the system, the speed and torque of engine 1 can be adjusted independently of the speed and torque of the outer ring gear.

[0038] Taking the motor as an example, for example, there is a motor connected to the sun gear, and the motion state of the sun gear can be changed by controlling the speed and torque of the motor. According to the kinematic formula of the planetary gear mechanism, even if the speed and torque of the outer ring gear change due to changes in vehicle load or speed, the speed and torque of the engine 1 (connected to the planetary carrier) can be maintained at the desired state by adjusting the sun gear through the motor.

[0039] When the vehicle speed changes, such as when the vehicle accelerates, the speed of the outer ring gear will increase accordingly. However, in this hybrid system, since the sun gear or other components can be controlled by a motor or other device, the speed of the engine 1 does not need to change with the change. The engine 1 can maintain a relatively stable speed and torque according to its own optimal operating curve (such as the most efficient speed-torque curve), thereby achieving the decoupling of the working state of the engine 1 from the vehicle speed change.

[0040] When the vehicle climbs a slope or tows a heavy object, the vehicle load torque increases, which causes the torque of the outer ring gear to change. However, the system can adjust the torque output of the motor or other power distribution methods so that the torque of engine 1 is not affected by the change of the torque of the outer ring gear, and engine 1 can still work in its efficient torque range, thus achieving the decoupling of the working state of engine 1 from the vehicle load torque.

[0041] Therefore, although the electric power flow loses a part of energy during transmission, which reduces the efficiency, the overall efficiency of the hybrid system is improved because the engine 1 can be adjusted to operate in a high-efficiency area.

[0042] The planetary gear power formula under input power splitting is:

[0043] ω C ×T C =ω S ×T s +ω R ×T R

[0044] ω S : Planetary gear sun gear speed;

[0045] ω R : Planetary gear outer ring speed;

[0046] ω C : Planetary gear carrier speed;

[0047] T S : Planetary gear sun gear torque;

[0048] T R : Planetary gear ring torque;

[0049] T C : Planetary gear planet carrier torque;

[0050] ρ: planetary gear characteristic parameter ρ=St / Rt<1;

[0051] S t : Number of sun gear teeth, Rt: Number of outer ring gear teeth.

[0052] Working principle of planetary gearbox with speed increasing mechanism 6:

[0053] The lever suppression formula of the speed of the engine 1, the generator motor 2 and the drive motor 3 is:

[0054]

[0055] The speed of the generator motor 2MG1 is calculated by the following formula:

[0056] ω MG1 =K×ω S

[0057] Available

[0058]

[0059] ω MG1 : Speed ​​of generator motor 2MG1.

[0060] K: Speed ​​increasing ratio of speed increasing mechanism 6. K>1

[0061] T R , T S and T C The three related torque equations are as follows:

[0062]

[0063] The torque of the generator motor 2MG1 is calculated by the following formula:

[0064]

[0065] From the above, we can get

[0066] The traditional solution adopts a single motor solution without an integrated speed reduction mechanism. In order to meet the input speed, torque and power of the planetary sun gear, the size of the generator motor 2MG1 will inevitably increase, and the cost of the motor will be greatly increased. The invention integrates a speed increase mechanism, and through the optimized speed increase ratio and the best match of the motor volume, the size and weight of the generator motor 2MG1 and the speed increase mechanism 6 are minimized compared with the traditional single motor solution in terms of energy efficiency and cost.

[0067] The torque T of the generator motor 2MG1 MG1 , into the planet carrier torque T C In the formula, we can get

[0068]

[0069] T MG1 : Torque of generator motor 2MG1. Output torque of engine 1 T C Transmitted to the planet carrier, by adjusting T MG1 and T R The torque of engine 1 can be decoupled, and engine 1 can operate under the condition with optimal efficiency.

[0070] The generator motor 2 is connected to the first sun gear 401 of the first planetary row 4 through the speed increasing mechanism 6; compared with the conventional mechanism in which the generator motor 2 is directly connected to the first sun gear 401 of the first planetary row 4, the speed increasing mechanism 6 is provided so that the speed of the generator motor 2 is higher than that of the first sun gear 401. According to the power calculation formula "power (P) = torque (T) × speed (ω)", when the power output of the generator motor 2 is required to remain unchanged, the speed and torque are interrelated and inversely proportional. In other words, if the speed is increased, the torque required to maintain the same power output can be reduced accordingly.

[0071] For the generator motor 2 itself, the magnitude of the torque is closely related to the motor phase current it requires, which is specifically manifested as the smaller the torque, the smaller the motor phase current required during its operation. Because the required torque becomes smaller, the corresponding motor phase current also becomes smaller, so when designing and manufacturing the generator motor 2, its specifications can be made smaller. For example, the weight of the generator motor 2 in the traditional direct connection method is 100 kilograms (only for the convenience of example assumption), and its internal windings, iron cores and other components need to use thicker and more wires and sufficiently thick and strong iron core materials and other structures in order to carry the large current corresponding to the larger torque. After adding the speed increase mechanism 6, due to the smaller torque, the generator motor 2 is made smaller, the corresponding winding wire can be made of finer specifications, and the volume of the iron core can also be reduced. For example, after redesign and material selection, the weight of the entire generator motor 2 may be reduced to about 60 kilograms, which intuitively reflects the advantage in weight, reducing by about 40%.

[0072] In addition, the conventional generator motor 2 has to meet the requirements of high torque and high current operation, and its dimensions may be 100 cm, 80 cm, and 60 cm in length, width, and height, respectively, and its overall volume is length×width×height=100×80×60=480,000 cubic centimeters. After the miniaturized generator motor 2 adopts the speed increasing mechanism 6, its length, width, and height may be reduced to 60 cm, 50 cm, and 40 cm, respectively, and its volume becomes 60×50×40=120,000 cubic centimeters, which is about 75% smaller than the original volume.

[0073] Assuming that the energy conversion efficiency of the traditional generator motor 2 is 80%, it has relatively high internal electromagnetic loss, mechanical friction loss, etc. due to the large torque it has to deal with during operation. After adding the speed increasing mechanism 6, the speed is increased so that the generator motor 2 works under conditions that are more conducive to energy conversion. For example, after optimization, the energy conversion efficiency can be increased to 90%, which means that for every certain amount of energy input, the output of useful electrical energy accounts for a higher proportion, which is increased by about 12.5%, thereby improving the system efficiency.

[0074] Although the speed increasing mechanism 6 is added, the increase in volume and weight of the speed increasing mechanism 6 is much less than the volume and weight reduction due to the optimization of the structure of the generator motor 2 itself (such as the optimization of the electromagnetic components and the mechanical structure). Therefore, overall, the system with the speed increasing mechanism 6 can be smaller in volume and lighter in weight than the generator motor 2 of the traditional direct connection method without the speed increasing mechanism 6. Thus, the miniaturization, lightness and high efficiency of the generator motor 2 are achieved.

[0075] In some embodiments, the speed increasing mechanism 6 includes a first ring gear 601 and a second ring gear 602, the first sun gear 401 is connected to the first ring gear 601, the first ring gear 601 is meshingly connected to the second ring gear 602, and the second ring gear 602 is connected to the generator motor 2; the first number of teeth of the first ring gear 601 is Z1, the second number of teeth of the second ring gear 602 is Z2, and the ratio of the second number of teeth to the first number of teeth K=Z2 / Z1, Z2>Z1.

[0076] The first sun gear 401 is connected to the first ring gear 601. When the power source drives the first sun gear 401 to rotate, the first ring gear 601 also rotates. Then, the first ring gear 601 is meshed and connected with the second ring gear 602. The rotation of the first ring gear 601 will drive the second ring gear 602 to rotate. Since the second number of teeth Z2 is greater than the first number of teeth Z1, and the gear ratio K=Z2 / Z1 (Z2>Z1), according to the principle of gear transmission, in the same time, the speed of the second ring gear 602 will be faster than the speed of the first ring gear 601, achieving the effect of speed increase. Finally, the second ring gear 602 is connected to the generator, so that the speed-increased rotation is transmitted to the generator, so that the generator can operate at a higher speed.

[0077] The speed increase mechanism 6 of the gear ring structure effectively increases the speed of the generator. According to the power formula P = T × ω (P is power, T is torque, ω is speed), when the output power requirement is constant, the increase in speed reduces the required torque accordingly. This means that the electromagnetic structure inside the generator (such as the stator winding and the iron core) can be optimized, using thinner wires and smaller iron cores, thereby reducing the size and weight of the generator, and achieving a lightweight and miniaturized design of the generator.

[0078] And a higher speed can make the generator work in a more efficient operating range. In some cases, when the generator is running at a low speed and high torque, the energy conversion efficiency is relatively low due to factors such as electromagnetic loss and mechanical friction loss. By increasing the speed through the speed increasing mechanism 6, the influence of these losses can be reduced, the overall energy conversion efficiency can be improved, and the generator can more efficiently convert the input mechanical energy into electrical energy.

[0079] In some embodiments, the first ring gear 601 and the second ring gear 602 are arranged in parallel with the first planetary gear set 4 .

[0080] The first planetary gear row 4 is in a parallel position relationship with the speed increasing mechanism 6 (the first gear ring 601 and the second gear ring 602). For example, in a compact chassis of a power system, the first planetary gear row 4 is arranged along a horizontal axis of the chassis, and the two gear rings of the speed increasing mechanism 6 are also installed parallel to the first planetary gear row 4 along the same or similar horizontal direction.

[0081] This parallel setting can make the power transmission path more regular. The power output from the first sun gear 401 is first transmitted to the first ring gear 601 connected thereto. Since they are in a parallel relationship, the direction of the force changes relatively simply and directly during the power transmission process, reducing unnecessary spatial distortion and steering. And the parallel structure helps to save space. In the overall layout of the equipment, compared with the complex and staggered structure, this parallel layout can more effectively utilize the space in the chassis. For example, in an environment with limited space such as the engine compartment of an automobile 1, by placing the first planetary gear 4 and the speed increasing mechanism 6 in parallel, the power components can be reasonably arranged without increasing the cabin space, leaving enough space for other auxiliary equipment (such as cooling system, control system, etc.).

[0082] In some embodiments, the engine 1 , the first planetary gear 4 , the drive motor 3 and the second planetary gear 5 are sequentially arranged in the same direction, and the engine 1 , the first planetary gear 4 , the drive motor 3 and the second planetary gear 5 are coaxially arranged.

[0083] The engine 1, as the initial source of power, is located at one end of the entire layout, followed by the first planetary gear 4, the drive motor 3 and the second planetary gear 5 arranged in sequence.

[0084] The output shaft of the engine 1, the central axis of the first planetary gear 4, the rotor shaft of the drive motor 3 and the central axis of the second planetary gear 5 are all on the same axis. That is to say, after the power is output from the engine 1, it passes through the first planetary gear 4 in sequence along the direction of this common axis for corresponding power distribution or speed change, and then is transmitted to the drive motor 3 to realize the conversion of electrical energy and mechanical energy, and finally the power is further adjusted by the second planetary gear 5 to meet the actual working conditions such as vehicle driving.

[0085] The output shaft of the engine 1 is rigidly connected to the first planetary carrier 402 of the first planetary gear 4 through a suitable mechanical connector (such as a coupling, a spline, etc.), ensuring that the power output by the engine 1 can be smoothly and efficiently transmitted to the first planetary gear 4. The first planetary gear 4 will preliminarily process the power according to the structural characteristics of its internal planetary gears and the rules such as the pre-set transmission ratio, and then transmit the power to the drive motor 3. The drive motor 3 is also connected to the first planetary gear 4 through an adaptive connection structure, so that it can receive and process the transmitted power and perform functions such as power generation or electric drive when necessary. After that, the drive motor 3 is connected to the second planetary gear 5, and the power processed by itself is transmitted to the second planetary gear 5. The second planetary gear 5 again makes a final allocation of the power based on its own planetary gear principle to output appropriate power to drive the vehicle's transmission system and allow the vehicle to run normally.

[0086] This arrangement of sequential and coaxial arrangement in the same direction greatly optimizes the space occupation of the entire power system. All key power components are arranged in an orderly manner along the same axis, avoiding the waste of space caused by the disorderly layout between components, so that the entire power system can be arranged more compactly in a limited installation space (such as a relatively cramped space environment such as the engine compartment of a car), leaving more space for the vehicle to house other important systems, such as the cooling system, exhaust system, and various electronic control units. Since the components are coaxial, there are almost no adverse mechanical factors such as eccentric force and bending moment caused by inconsistent axes during the power transmission process. The power can be transmitted sequentially along a smooth straight line, minimizing the energy loss and vibration during the power transmission process.

[0087] In some embodiments, the hybrid power system further includes: a first clutch 7, the first clutch 7 is connected to the input shaft of the engine 1, and is used to limit the rotation direction of the input shaft.

[0088] The first clutch 7 is arranged at the input shaft of the engine 1. The first clutch 7 can be a common one-way clutch, which is tightly matched with the input shaft of the engine 1 through a spline connection or other reliable mechanical connection methods. For example, in an automobile hybrid power system, the input shaft of the engine 1 extends from the cylinder body of the engine 1, and the first clutch 7 is sleeved on the input shaft, and forms a special connection relationship with the input shaft through an internal mechanical structure (such as a wedge, a roller, etc.), which can limit the rotation direction of the input shaft under specific conditions.

[0089] When the engine 1 is running normally, power is generated from the inside of the engine 1 and transmitted to the input shaft, and the first clutch 7 is in a state of "allowing" power transmission, and the power of the engine 1 can be smoothly transmitted to the subsequent transmission components (such as planetary gears, etc.) through the input shaft. However, when certain special working conditions occur, such as when the vehicle is coasting or relying on other power sources (such as electric motors) to drive the vehicle forward, and the engine 1 is not working or is required not to output power, if there is an external reverse force acting on the output end of the engine 1 and trying to reversely drive the input shaft of the engine 1 to rotate, the first clutch 7 will play its role in limiting the direction of rotation. It will use the internal mechanical locking mechanism to prevent the input shaft from rotating in the reverse direction, thereby avoiding possible damage to the engine 1 due to reverse rotation, such as preventing the oil pump inside the engine 1 from pumping oil in the reverse direction to cause poor lubrication and other problems, and also preventing the engine 1 from being dragged in the reverse direction under unexpected circumstances to generate additional resistance and energy loss.

[0090] In some embodiments, the hybrid power system further includes: a second clutch 8, which is connected to the first outer gear ring 403 of the first planetary gear row 4 and is used to control the rotation of the first outer gear ring 403; a third clutch 9, which is arranged between the first planetary gear row 4 and the drive motor 3, and the third clutch 9 is respectively connected to the first outer gear ring 403 and the drive motor 3.

[0091] The second clutch 8 is directly connected to the first outer gear ring 403 of the first planetary gear row 4. The second clutch 8 can be a multi-plate wet clutch or an electromagnetic clutch. For example, in an automotive hybrid system, the first outer gear ring 403 of the first planetary gear row 4 has a specially designed connection structure around it, and the second clutch 8 is closely matched with it through a spline or other mechanical connection method. When the second clutch 8 is in different working states (engaged or disengaged), it can determine whether the first outer gear ring 403 can rotate freely and in what way. For example, under certain working conditions, when the second clutch 8 is engaged, the rotation of the first outer gear ring 403 is restricted, and its speed and direction of rotation will depend on the synergy of the clutch connected to it and other planetary gear components; when the second clutch 8 is disengaged, the first outer gear ring 403 can rotate relatively independently, and its rotation state may be determined by other power transmission paths or external forces.

[0092] The third clutch 9 is located between the first planetary gear 4 and the drive motor 3, and is connected to the first outer gear ring 403 and the drive motor 3 respectively. Its structure can also be in various forms, such as a friction plate clutch. One end is connected to the first outer gear ring 403 through a specific connecting component, so that the rotation state of the first outer gear ring 403 can be transmitted to the drive motor 3 or vice versa through the third clutch 9; the other end is connected to the output shaft of the drive motor 3. In the process of switching between different working modes of the hybrid power system, the third clutch 9 plays a key bridge role, determining whether power is transmitted between the first planetary gear 4 and the drive motor 3 and the direction and size of the transmission.

[0093] The combined use of the second clutch 8 and the third clutch 9 enables the power transmission path of the hybrid system to be flexibly changed. For example, in the pure electric drive mode, the third clutch 9 can be engaged to directly transmit the power of the drive motor 3 to the wheel 12 (possibly through other transmission components such as the second planetary gear 5, etc.), and at this time the second clutch 8 may be disengaged, so that the first outer gear ring 403 of the first planetary gear 4 is in a free state or rotates according to a specific auxiliary control method to reduce unnecessary power interference. In the hybrid drive mode, the second clutch 8 and the third clutch 9 can adjust the participation degree of the first outer gear ring 403 and the power coupling relationship between the drive motor 3 and the first planetary gear 4 in a timely manner according to the needs and control strategies of the system. For example, the power of the engine 1 and the drive motor 3 can be integrated and distributed through the first planetary gear 4 to adapt to different driving conditions, such as acceleration, climbing, etc., to achieve efficient collaborative work of multiple power sources.

[0094] By controlling the rotation state of the first outer gear ring 403 (by means of the second clutch 8) and adjusting the connection relationship between the drive motor 3 and the first planetary gear 4 (by means of the third clutch 9), the engine 1 can be operated within a more efficient speed and load range. For example, when the vehicle is cruising at high speed, the second clutch 8 and the third clutch 9 can work together to allow the power of the engine 1 to be transmitted to the wheels 12 through the first planetary gear 4 at a suitable transmission ratio. At the same time, the drive motor 3 can be adjusted to a power generation mode or an auxiliary drive mode as needed. By adjusting the constraints and power flow of the first outer gear ring 403, the engine 1 can be prevented from operating in an inefficient area, thereby improving the fuel economy of the entire hybrid system.

[0095] In some embodiments, the hybrid power system further includes: a fourth clutch 10, which is connected to the second outer gear ring 503 of the second planetary gear row 5 and is used to control the rotation of the first outer gear ring 403; a fifth clutch 11, which is arranged between the drive motor 3 and the second planetary gear row 5, and the fifth clutch 11 is respectively connected to the drive motor 3 and the second planetary carrier 502.

[0096] The fourth clutch 10 is connected to the second outer gear ring 503 of the second planetary gear 5. In the actual mechanical structure of the hybrid power system, the fourth clutch 10 is closely matched with the second outer gear ring 503 through specific mechanical connectors, such as splines, sleeves, etc. For example, in the powertrain of the hybrid power system of an automobile, the second planetary gear 5 is located at a corresponding transmission link position, and the second outer gear ring 503 thereof is provided with a connection portion adapted to the fourth clutch 10, so that the fourth clutch 10 can directly act on the second outer gear ring 503, thereby accurately controlling its rotation state.

[0097] The fifth clutch 11 is located between the drive motor 3 and the second planetary gear 5, and is connected to the drive motor 3 and the second planetary carrier 502 respectively. In terms of the physical structure of the system, one end of the fifth clutch 11 is connected to the output shaft of the drive motor 3 (or has a specific association with the input shaft according to the design) through a coupling or a similar connection structure, and the other end is connected to the second planetary carrier 502 in a reliable mechanical connection manner (such as bolt connection with a locating pin, etc.). This allows the power transmission between the drive motor 3 and the second planetary carrier 502 to be effectively controlled by the fifth clutch 11, and determines whether to transmit power and the degree and direction of transmission according to different working conditions.

[0098] The control of the second outer gear ring 503 of the second planetary gear 5 by the fourth clutch 10 and the regulation of the connection between the drive motor 3 and the second planetary gear 502 by the fifth clutch 11 greatly enrich the power distribution strategy of the hybrid system. In different driving scenarios, such as frequent start-stop in urban congested road conditions, constant speed cruising on highways, climbing or accelerating overtaking, the system can flexibly allocate the flow and proportion of power between the engine 1, the drive motor 3, the first planetary gear 4 and the second planetary gear 5 by accurately controlling the engagement and disengagement states of the two clutches. For example, when pure electric drive and low torque output are required, the fourth clutch 10 can be disengaged to make the second outer gear ring 503 in a free or specifically controlled rotation state, the fifth clutch 11 is engaged, and the drive motor 3 drives the second planetary gear 502 alone, thereby realizing an efficient pure electric drive mode, reducing unnecessary intervention of the engine 1, and reducing fuel consumption and emissions.

[0099] By properly controlling the fourth clutch 10 and the fifth clutch 11, the engine 1 can be operated in its efficient working range for a longer time. For example, when driving at high speed and with a stable load, the system can use the fourth clutch 10 and the fifth clutch 11 to adjust the power transmission path, so that the power of the engine 1 can be transmitted to the wheels 12 at the most optimized transmission ratio through the reasonable combination of the planetary gears and the coordination of the drive motor 3 (which may be the drive motor 3 assisting in power generation or providing additional torque), thereby reducing energy loss during transmission and improving fuel economy. At the same time, under conditions such as acceleration that require large torque output, the synergy of the two clutches can integrate the power of the engine 1 and the drive motor 3, so that the system can respond quickly, provide sufficient torque, and improve the power performance of the vehicle.

[0100] Example 2

[0101] An embodiment of the present application provides an operating method. According to the hybrid power system of embodiment 1, based on the low-speed driving condition, the second clutch 8 is controlled to be closed, and the third clutch 9 is controlled to be opened; based on the high-speed driving condition, the second clutch 8 is controlled to be opened, and the third clutch 9 is controlled to be closed.

[0102] When the vehicle is in a low-speed driving state, for example, when it is moving slowly in a congested urban road condition, the control system issues a command to close the second clutch 8 and open the third clutch 9. At this time, the first outer gear ring 403 of the first planetary gear row 4 is locked by the second clutch 8, and its rotation is restricted. Since the third clutch 9 is opened, the power transmission path between the drive motor 3 and the first planetary gear row 4 is cut off. The power of the engine 1 can be converted and transmitted through other components of the first planetary gear row 4 (such as the meshing relationship between the sun gear and the planetary gear) to meet the higher demand for torque when driving at low speed. In this case, the engine 1 can output a large torque at a relatively low speed, and can adjust the gear ratio inside the first planetary gear row 4 according to the specific driving speed and load conditions of the vehicle, so that the vehicle can travel smoothly in the low-speed range.

[0103] When the vehicle enters a high-speed driving condition, such as driving at a constant speed on a highway, the control strategy is switched to the second clutch 8 opening and the third clutch 9 closing. After the second clutch 8 is opened, the first outer gear ring 403 of the first planetary gear 4 can rotate freely or according to the movement of other associated components. The third clutch 9 is closed to connect the drive motor 3 with the first planetary gear 4. At this time, the power of the engine 1 can be coordinated and integrated with the power of the drive motor 3, and transmitted to the wheel 12 through the first planetary gear 4 and subsequent transmission components (such as the second planetary gear 5, etc.). When driving at high speed, the engine 1 can operate in a more efficient speed range, and the drive motor 3 can assist in driving or energy recovery as needed. For example, if the vehicle needs to accelerate and overtake, the drive motor 3 can quickly provide additional power, which is superimposed with the power of the engine 1 and transmitted to the wheel 12 through the planetary gear, thereby improving the acceleration performance of the vehicle; when the vehicle is driving at a constant speed and has excess power, the drive motor 3 can switch to the power generation mode to recover and store the excess energy, thereby improving the energy utilization rate of the entire hybrid system.

[0104] By precisely controlling the clutch according to different driving conditions, the hybrid system can better adapt to various road conditions. When driving at low speeds, the focus is on utilizing the large torque output characteristics of the engine 1, and through the specific transmission ratio setting of the planetary gearbox, it is ensured that the vehicle has enough power to cope with frequent starts and stops and low-speed crawling, thereby improving the vehicle's driving performance under congested urban road conditions. When driving at high speeds, the coordinated work of the engine 1 and the drive motor 3 can not only allow the engine 1 to operate in the high-efficiency zone to save fuel, but also utilize the fast response characteristics of the drive motor 3 to meet the dynamic needs of the vehicle during high-speed driving, such as acceleration and overtaking, so that the hybrid system can perform at its best in different speed ranges.

[0105] In some embodiments, based on low-speed driving conditions, the fourth clutch 10 is controlled to be closed, and the fifth clutch 11 is controlled to be opened; based on high-speed driving conditions, the fourth clutch 10 is controlled to be opened, and the fifth clutch 11 is controlled to be closed.

[0106] When the vehicle is in a low-speed driving condition, such as slow driving on a congested road in the city, the control system will close the fourth clutch 10 and open the fifth clutch 11. After the fourth clutch 10 is closed, the second outer gear ring 503 of the second planetary gear 5 is locked and its rotation is restricted. The speed is reduced, the torque is increased, and the transmission ratio: (1+1 / ρ)>1 is in the first gear speed, at which time the vehicle can obtain the maximum acceleration torque. Since the fifth clutch 11 is opened, the power transmission between the drive motor 3 and the second planetary carrier 502 is blocked. At this time, the power is mainly transmitted and converted between the engine 1, the first planetary gear 4 and other fixed connection parts related to the second planetary gear 5 (such as the second outer gear ring 503 is locked). After the power of the engine 1 is initially adjusted by the first planetary gear 4, it is transmitted to the wheel 12 at a suitable transmission ratio through the second planetary gear 5 (when the second outer gear ring 503 is fixed), thereby providing the vehicle with sufficient torque to cope with the frequent starting and slow acceleration requirements when driving at low speed.

[0107] When the vehicle enters a high-speed driving state, such as stable cruising on a highway or high-speed overtaking, the fourth clutch 10 is opened and the fifth clutch 11 is closed. The opening of the fourth clutch 10 allows the second outer gear ring 503 of the second planetary gear 5 to rotate freely or rotate accordingly according to the movement of other power transmission-related components. After the fifth clutch 11 is closed, the drive motor 3 is connected to the second planetary gear 502. At this time, the power of the engine 1 is still processed by the first planetary gear 4, but at the same time, the drive motor 3 can work with the second planetary gear 5 according to demand. Transmission ratio: ρ = 1, in 2nd gear speed. The input end torque and speed are the same as the output end torque and speed. For example, when cruising at high speed, the engine 1 runs in the high-efficiency speed range to provide the main power, and the drive motor 3 can be connected to the second planetary gear 502 through the fifth clutch 11 according to the load condition and speed stability requirements of the vehicle, and perform auxiliary drive to maintain speed stability or switch to power generation mode to recover energy when there is excess energy; when additional power is needed for high-speed overtaking, the drive motor 3 can quickly intervene, integrate with the power of the engine 1, and transmit it to the wheel 12 through the planetary gear, thereby enhancing the acceleration performance of the vehicle.

[0108] When driving at low speed, by closing the fourth clutch 10 and locking the second outer gear ring 503, a power transmission path suitable for low-speed and high-torque output can be constructed, so that the power of the engine 1 is effectively converted into the driving force of the wheel 12 through the specific transmission combination of the planetary gear, meeting the high torque requirements of the vehicle when frequently starting and stopping and slowly accelerating under low-speed conditions, ensuring the stability and flexibility of the vehicle. When driving at high speed, opening the fourth clutch 10 and closing the fifth clutch 11 realizes the effective connection between the drive motor 3 and the second planetary gear 5, so that the engine 1 and the drive motor 3 can perform flexible power coordination according to different high-speed driving scenes (such as cruising, overtaking, etc.), which can give full play to the advantages of the engine 1 in the high-speed and high-efficiency range, and use the fast response characteristics of the drive motor 3 to improve the overall power performance of the vehicle, accurately matching the complex power requirements of high-speed driving conditions.

[0109] For low-speed conditions, the opening of the fifth clutch 11 avoids idling or unreasonable participation of the drive motor 3 in the inefficient range, reduces unnecessary energy loss, and the engine 1 can operate in a relatively economical manner and provide the required power, effectively improving fuel economy. When driving at high speed, the working modes of the engine 1 and the drive motor 3 (such as auxiliary driving or power generation of the drive motor 3) are flexibly adjusted according to the actual working conditions. Through reasonable power integration and energy recovery, the entire hybrid system can make fuller use of energy, reduce comprehensive energy consumption, and improve energy utilization efficiency. For example, when cruising at high speed, excess energy is recovered, and when accelerating to overtake, the power output of the engine 1 and the drive motor 3 is reasonably distributed to reduce energy waste.

[0110] Example 3

[0111] An embodiment of the present application provides a vehicle, comprising the hybrid power system of embodiment 1.

[0112] In the design and construction of the vehicle, the hybrid power system of Example 1 is fully integrated. The engine 1, as one of the main power sources, is placed in a suitable position in the engine compartment 1 of the vehicle, and is connected to the first planetary gear 4 through a specific mechanical connection structure to ensure that the power can be smoothly output from the engine 1 and transmitted to the first planetary gear 4. The first planetary gear 4, the drive motor 3 and the second planetary gear 5 are arranged in sequence and coaxially in the same direction. They are cleverly arranged on the transmission system path of the vehicle, and accurate power transmission and control are achieved between each other through corresponding clutches (such as the first clutch 7, the second clutch 8, the third clutch 9, the fourth clutch 10 and the fifth clutch 11) and various mechanical parts such as shafts and gears. For example, the first clutch 7 is connected to the input shaft of the engine 1, and the rotation direction of the input shaft is limited according to different working conditions during the operation of the vehicle to protect the engine 1 and optimize power transmission. The second clutch 8 is connected to the first outer ring gear 403 of the first planetary gear row 4, the third clutch 9 is arranged between the first planetary gear row 4 and the drive motor 3, the fourth clutch 10 is connected to the second outer ring gear 503 of the second planetary gear row 5, and the fifth clutch 11 is arranged between the drive motor 3 and the second planetary gear row 5. These clutches work together to accurately control the distribution and flow of power between various components in different driving scenarios (such as starting, acceleration, cruising, deceleration, etc.).

[0113] Due to the existence of the hybrid power system, the vehicle can achieve the coordinated work of multiple power sources during operation, so as to achieve the goal of high efficiency and energy saving under different working conditions. Under congested urban road conditions, the vehicle starts and stops frequently. At this time, the hybrid power system can rely more on the drive motor 3 for pure electric drive, avoiding the operation of the engine 1 in the inefficient range, saving fuel consumption and reducing exhaust emissions. When driving at high speed or in scenarios requiring high torque output (such as climbing and overtaking), the engine 1 and the drive motor 3 can work together. The engine 1 operates in the efficient speed range to provide a stable power foundation, and the drive motor 3 intervenes in time to provide additional torque boost, which not only ensures the power performance of the vehicle, but also improves the energy utilization rate of the entire power system. Compared with traditional single-power source vehicles, fuel economy can be significantly improved.

[0114] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art who is familiar with the present technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A hybrid power system, characterized in that: include: An engine (1), a generator motor (2), a drive motor (3), a first planetary gear (4), a second planetary gear (5), and a speed increasing mechanism (6); The input shaft of the engine (1) is connected to the first planet carrier (402) of the first planetary row (4), the first outer gear ring (403) of the first planetary row (4) is connected to the drive motor (3), the input shaft of the drive motor (3) is connected to the second sun gear (501) of the second planetary row (5), and the second planet carrier (502) of the second planetary row (5) is used to connect to the wheel (12); The generator motor (2) is connected to the first sun gear (401) of the first planetary gear (4) via the speed increasing mechanism (6).

2. The hybrid power system according to claim 1, characterized in that: The speed increasing mechanism (6) comprises a first gear ring (601) and a second gear ring (602), the first sun gear (401) is connected to the first gear ring (601), the first gear ring (601) is meshingly connected to the second gear ring (602), and the second gear ring (602) is connected to the generator motor (2); The first number of teeth of the first gear ring (601) is Z1, the second number of teeth of the second gear ring (602) is Z2, and the ratio of the second number of teeth to the first number of teeth is K=Z2 / Z1, and Z2>Z1.

3. The hybrid power system according to claim 2, characterized in that: The first gear ring (601) and the second gear ring (602) are arranged in parallel with the first planetary gear set (4).

4. The hybrid power system according to claim 1, characterized in that: The engine (1), the first planetary gear (4), the drive motor (3) and the second planetary gear (5) are arranged in sequence along the same direction, and the engine (1), the first planetary gear (4), the drive motor (3) and the second planetary gear (5) are arranged coaxially.

5. The hybrid power system according to claim 1, characterized in that: Also includes: A first clutch (7), the first clutch (7) is connected to the input shaft of the engine (1) and is used to limit the rotation direction of the input shaft.

6. The hybrid power system according to claim 1, characterized in that: Also includes: A second clutch (8), the second clutch (8) being connected to the first outer gear ring (403) of the first planetary gear (4) and being used to control the rotation of the first outer gear ring (403); A third clutch (9), the third clutch (9) is arranged between the first planetary gear (4) and the drive motor (3), and the third clutch (9) is respectively connected to the first outer gear ring (403) and the drive motor (3).

7. The hybrid power system according to claim 6, characterized in that: Also includes: a fourth clutch (10), the fourth clutch (10) being connected to the second outer gear ring (503) of the second planetary gear (5) and being used for controlling the rotation of the first outer gear ring (403); A fifth clutch (11), the fifth clutch (11) is arranged between the drive motor (3) and the second planetary gear (5), and the fifth clutch (11) is respectively connected to the drive motor (3) and the second planetary gear (502).

8. An operating method, according to the hybrid power system of claim 7, characterized in that: Based on a low-speed driving condition, controlling the second clutch (8) to close, and controlling the third clutch (9) to open; Based on high-speed driving conditions, the second clutch (8) is controlled to be opened, and the third clutch (9) is controlled to be closed.

9. The operating method according to claim 8, characterized in that: Based on the low-speed driving condition, controlling the fourth clutch (10) to close, and controlling the fifth clutch (11) to open; Based on the high-speed driving condition, the fourth clutch (10) is controlled to be opened, and the fifth clutch (11) is controlled to be closed.

10. A vehicle, characterized in that: Comprising a hybrid power system according to any one of claims 1-7.

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