Hybrid control system

Abstract

The invention belongs to the technical field of hybrid power, and discloses a hybrid power control system which comprises an engine, a generator, a driving motor, an energy storage part, an input shaft, a rear axle output shaft, a front axle output shaft, a first transmission assembly, a second transmission assembly, a first clutch and a second clutch. The generator and the driving motor are in communication connection with the energy storage part, the first transmission assembly comprises a first gear, the driving motor is in transmission connection with the first gear, the first gear is in transmission connection with the rear axle output shaft, the first clutch is used for connecting or disconnecting the first gear and the input shaft, and the second transmission assembly comprises a fifth gear. The fifth gear is in transmission connection with the rear axle output shaft, and the second clutch is used for connecting or disconnecting the fifth gear and the front axle output shaft. According to the hybrid control system, mode selection of engine direct drive, pure electric direct drive, series hybrid drive and parallel hybrid drive and drive selection of rear drive or four-wheel drive can be achieved, the structure is simple, and functionality is high.

Description

Technical Field

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

[0002] At present, the power system in medium and large horsepower articulated tractors is basically realized in the form of a combination of engine and gearbox. The gearbox mainly uses a multi-speed gearbox and a CVT continuously variable transmission. Due to the complexity and diversity of tractor operating conditions, the requirements for vehicle speed and drive selection are high, and the operating speed corresponding to different typical working conditions is also quite different. Frequent gear shifting is required to change the gear ratio of the gearbox so that the engine is at a relatively economical and efficient speed, and on some types of road surfaces, it needs to be adjusted to a form of front and rear axle co-drive. Traditional multi-speed gearboxes generally have more than a dozen forward gears, and the wet clutch equipped has relatively harsh operating conditions, complex shifting strategies, and complex gearbox design, control and manufacturing. Although the CVT continuously variable transmission has reduced the number of gears, the design and control of the high-pressure, high-efficiency pump motor and planetary mechanism coupling are difficult, and it is not easy to promote and use in large quantities. Summary of the invention

[0003] The purpose of the present invention is to provide a hybrid control system that can realize engine direct drive, pure electric direct drive, series hybrid, parallel hybrid mode selection and rear-wheel drive or four-wheel drive drive selection, with a simple structure and strong functionality.

[0004] To achieve this object, the present invention adopts the following technical solutions:

[0005] A hybrid control system includes an engine, a generator, a drive motor, an energy storage component, an input shaft, a rear axle output shaft, a front axle output shaft, a first transmission assembly, a second transmission assembly, a first clutch and a second clutch; wherein:

[0006] The engine is connected to the input shaft, the generator is arranged on the input shaft, the generator and the drive motor are respectively connected to the energy storage component for communication, the generator is used to generate electrical energy and store it in the energy storage component, and the energy storage component is used to supply power to the drive motor;

[0007] The first transmission assembly includes a first gear, the first gear is movably sleeved on the input shaft, the drive motor is transmission-connected to the first gear, the first gear is transmission-connected to the rear axle output shaft, and the first clutch is used to engage or disengage the first gear and the input shaft;

[0008] The second transmission assembly includes a fifth gear, which is movably mounted on the front axle output shaft and is drivingly connected to the rear axle output shaft. The second clutch is used to engage or disengage the fifth gear and the front axle output shaft.

[0009] As a preference, it further includes a third clutch and a fourth clutch; wherein,

[0010] The first transmission assembly further includes a second gear, a third gear and a fourth gear, the second gear is movably sleeved on the input shaft and remains relatively fixed to the first gear, the third gear and the fourth gear are movably sleeved on the rear axle output shaft respectively, the first gear is meshed and connected with the third gear to form a high-speed transmission gear set, and the second gear is meshed and connected with the fourth gear to form a low-speed transmission gear set;

[0011] The third clutch is used to engage or disengage the third gear and the front axle output shaft; the fourth clutch is used to engage or disengage the fourth gear and the front axle output shaft.

[0012] Preferably, the output shaft of the driving motor is connected with a transmission gear, and the transmission gear is meshingly connected with the first gear.

[0013] Preferably, the second transmission assembly further includes a sixth gear and a seventh gear, the sixth gear is fixedly disposed on the rear axle output shaft, the sixth gear is meshingly connected to the seventh gear, and the seventh gear is meshingly connected to the fifth gear.

[0014] Preferably, it further comprises a power take-off, a power take-off output shaft and a fifth clutch, wherein the power take-off output shaft is connected to the power take-off, and the fifth clutch is used to engage or disengage the rear axle output shaft and the power take-off output shaft.

[0015] As a preferred embodiment, it also includes a power take-off input shaft, a third transmission assembly and a shift mechanism; wherein,

[0016] The power take-off input shaft is connected to the fifth clutch, and the fifth clutch is used to engage or disengage the rear axle output shaft and the power take-off input shaft;

[0017] The third transmission assembly includes an eighth gear, a ninth gear, a tenth gear and an eleventh gear, wherein the eighth gear and the ninth gear are movably sleeved on the input shaft of the power take-off, the tenth gear and the eleventh gear are fixedly sleeved on the output shaft of the power take-off, the eighth gear is meshed and connected with the tenth gear to form a low-speed transmission gear set, and the ninth gear is meshed and connected with the eleventh gear to form a high-speed transmission gear set;

[0018] The shift mechanism is used to selectively engage the eighth gear and the ninth gear with the power take-off input shaft.

[0019] As a preferred embodiment, it also includes a generator control component and a drive motor control component; wherein,

[0020] The generator is communicatively connected to the energy storage component via the generator control component; the drive motor is communicatively connected to the energy storage component via the drive motor control component.

[0021] Preferably, a power distribution component is further included, the energy storage component is communicatively connected to the power distribution component, and the generator control component and the drive motor control component are both communicatively connected to the power distribution component.

[0022] Preferably, the engine is connected to the input shaft via a coupling.

[0023] Preferably, the rear axle output shaft is connected to the rear axle via a differential.

[0024] Beneficial effects:

[0025] In this embodiment, the hybrid control system has engine direct drive, pure electric direct drive, series hybrid, parallel hybrid mode selection and rear drive or four-wheel drive drive selection. Exemplarily, when the engine direct drive mode is selected, the generator is controlled not to generate electricity, the drive motor is idle without torque, the first clutch engages the first gear and the input shaft, and the engine works. The power of the engine is transmitted to the rear axle output shaft through the input shaft and the first gear in sequence, thereby driving the power output of the rear axle. Exemplarily, when the pure electric direct drive mode is selected, the engine is not started, the first clutch does not engage the first gear and the input shaft, that is, the first gear rotates on the input shaft. The energy storage component supplies power to the drive motor, the drive motor works, generates power and transmits it to the rear axle output shaft through the first gear in sequence, thereby driving the power output of the rear axle. Exemplarily, when the series hybrid mode is selected, the first clutch does not engage the first gear and the input shaft, that is, the first gear rotates on the input shaft. The engine is started, the input shaft rotates to drive the generator to generate electricity, the generator generates electrical energy and stores it in the energy storage component, and supplies power to the drive motor through the energy storage component. The drive motor works, generates power and transmits it to the rear axle output shaft through the first gear in sequence, thereby driving the power output of the rear axle. Exemplarily, when the parallel hybrid mode is selected, the first clutch engages the first gear and the input shaft, the engine works, and the power is transmitted to the rear axle output shaft through the input shaft and the first gear in sequence; the energy storage component supplies power to the drive motor, the drive motor works, generates power and transmits it to the rear axle output shaft through the first gear in sequence. The engine and the drive motor jointly input power to the input shaft to achieve parallel input, so that the sudden load condition can be impacted and the output supplement can be achieved through the regulation of the drive motor, reducing the engine speed drop due to sudden load torque. When the engine load rate is low, the drive motor can be controlled to be in the power generation mode to realize energy supply to the energy storage component, thereby ensuring that the engine load rate is relatively stable and avoiding the increase in fuel consumption caused by sudden changes. Exemplarily, when only the rear axle of the whole machine needs to be driven, the second clutch is not connected to the fifth gear and the front axle output shaft. When the front axle and the rear axle need to be driven together, the second clutch engages the fifth gear and the front axle output shaft, and the fifth gear is connected to the rear axle output shaft. The power of the rear axle output shaft can be transmitted to the front axle output shaft through the fifth gear in turn, thereby driving the front axle output shaft and the rear axle output shaft to rotate together, thereby realizing four-wheel drive of the entire machine.

[0026] The hybrid control system can realize the mode selection of engine direct drive, pure electric direct drive, series hybrid, parallel hybrid and rear-wheel drive or four-wheel drive, with simple structure and strong functionality. The engine works in the economic fuel consumption area. When the load changes, the drive motor adjusts the speed to meet the operation requirements. The engine speed is basically not affected, the fuel consumption is low, and the corresponding working pump flow changes little, which does not affect the tractor operation quality. In addition, the wide speed range of the drive motor in the series hybrid mode basically realizes a typical operating condition without shifting, reduces the number of clutch disengagement and engagement, and has high clutch reliability; at the same time, there are fewer gears, the structural design is relatively simple, the cost is low, and the manufacturing difficulty is small. When the engine and the drive motor are connected in parallel, the engine load rate can be relatively stable to avoid the increase in fuel consumption caused by sudden changes. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Figure 1 It is a schematic diagram of the hybrid control system provided by the present invention.

[0028] In the figure:

[0029] 1. Engine; 11. Coupling;

[0030] 2. Generator; 21. Stator; 22. Rotor;

[0031] 3. Driving motor; 31. Transmission gear;

[0032] 4. Energy storage components; 41. Generator control components; 42. Drive motor control components; 43. Power distribution components;

[0033] 51, input shaft; 52, rear axle output shaft; 521, differential; 522, rear axle; 53, front axle output shaft; 54, power take-off input shaft; 55, power take-off output shaft;

[0034] 61, first gear; 62, second gear; 63, third gear; 64, fourth gear;

[0035] 71, fifth gear; 72, sixth gear; 73, seventh gear;

[0036] 81, the eighth gear; 82, the ninth gear; 83, the tenth gear; 84, the eleventh gear;

[0037] 91. First clutch; 92. Second clutch; 93. Third clutch; 94. Fourth clutch; 95. Fifth clutch; 96. Shift mechanism. DETAILED DESCRIPTION

[0038] The present invention will be further described in detail below in conjunction with the accompanying drawings and embodiments. It is to be understood that the specific embodiments described herein are only used to explain the present invention, rather than to limit the present invention. It should also be noted that, for ease of description, only parts related to the present invention, rather than all structures, are shown in the accompanying drawings.

[0039] In the description of the present invention, unless otherwise clearly specified and limited, the terms "connected", "connected", and "fixed" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0040] In the present invention, unless otherwise clearly specified and limited, a first feature being "above" or "below" a second feature may include that the first and second features are in direct contact, or may include that the first and second features are not in direct contact but are in contact through another feature between them. Moreover, a first feature being "above", "above" and "above" a second feature includes that the first feature is directly above and obliquely above the second feature, or simply indicates that the first feature is higher in level than the second feature. A first feature being "below", "below" and "below" a second feature includes that the first feature is directly below and obliquely below the second feature, or simply indicates that the first feature is lower in level than the second feature.

[0041] In the description of this embodiment, the terms "upper", "lower", "right", etc., directions or positional relationships are based on the directions or positional relationships shown in the drawings, and are only for the convenience of description and simplification of operation, rather than indicating or implying 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. In addition, the terms "first" and "second" are only used to distinguish in the description and have no special meaning.

[0042] This embodiment provides a hybrid control system. Figure 1As shown, the hybrid control system includes an engine 1, a generator 2, a drive motor 3, an energy storage component 4, an input shaft 51, a rear axle output shaft 52, a front axle output shaft 53, a first transmission component, a second transmission component, a first clutch 91 and a second clutch 92. Among them, the engine 1 is connected to the input shaft 51, the generator 2 is arranged on the input shaft 51, the generator 2 and the drive motor 3 are respectively connected to the energy storage component 4 for communication, the generator 2 is used to generate electric energy and store it in the energy storage component 4, and the energy storage component 4 is used to supply power to the drive motor 3. The first transmission component includes a first gear 61, the first gear 61 is movably sleeved on the input shaft 51, the drive motor 3 is connected to the first gear 61 for transmission, the first gear 61 is connected to the rear axle output shaft 52 for transmission, and the first clutch 91 is used to engage or disengage the first gear 61 and the input shaft 51. The second transmission component includes a fifth gear 71, the fifth gear 71 is movably sleeved on the front axle output shaft 53, the fifth gear 71 is connected to the rear axle output shaft 52 for transmission, and the second clutch 92 is used to engage or disengage the fifth gear 71 and the front axle output shaft 53.

[0043] In this embodiment, the hybrid control system has mode selections of engine 1 direct drive, pure electric direct drive, series hybrid, parallel hybrid, and rear-wheel drive or four-wheel drive.

[0044] For example, when the direct drive mode of the engine 1 is selected, the generator 2 is controlled not to generate electricity, the drive motor 3 is idle without torque, the first clutch 91 engages the first gear 61 and the input shaft 51, and the engine 1 works. The power of the engine 1 is sequentially transmitted to the rear axle output shaft 52 through the input shaft 51 and the first gear 61, thereby driving the power output of the rear axle 522.

[0045] For example, when the pure electric direct drive mode is selected, the engine 1 is not started, and the first clutch 91 does not engage the first gear 61 and the input shaft 51, that is, the first gear 61 rotates on the input shaft 51. The energy storage member 4 supplies power to the drive motor 3, and the drive motor 3 works to generate power and transmit it to the rear axle output shaft 52 through the first gear 61 in turn, thereby driving the power output of the rear axle 522.

[0046] For example, when the series hybrid mode is selected, the first clutch 91 does not engage the first gear 61 and the input shaft 51, that is, the first gear 61 rotates on the input shaft 51. The engine 1 is started, the input shaft 51 rotates to drive the generator 2 to generate electricity, the generator 2 generates electrical energy and stores it in the energy storage member 4, and supplies power to the drive motor 3 through the energy storage member 4. The drive motor 3 works, generates power and transmits it to the rear axle output shaft 52 through the first gear 61 in turn, thereby driving the power output of the rear axle 522.

[0047] For example, when the parallel hybrid mode is selected, the first clutch 91 engages the first gear 61 and the input shaft 51, the engine 1 works, and the power is transmitted to the rear axle output shaft 52 through the input shaft 51 and the first gear 61 in sequence; the energy storage component 4 supplies power to the drive motor 3, the drive motor 3 works, generates power and transmits it to the rear axle output shaft 52 through the first gear 61 in sequence. The engine 1 and the drive motor 3 jointly input power to the input shaft 51 to achieve parallel input, so that the sudden load condition can be impacted to achieve output supplement through the regulation of the drive motor 3, and reduce the engine 1 speed drop phenomenon due to sudden load torque. When the load rate of the engine 1 is low, the drive motor 3 can be controlled to be in the power generation mode to realize energy supply to the energy storage component 4, thereby ensuring that the load rate of the engine 1 is relatively stable and avoiding the increase in fuel consumption caused by sudden changes.

[0048] For example, when only the rear axle 522 of the whole machine needs to be driven, the second clutch 92 is not connected to the fifth gear 71 and the front axle output shaft 53. When the front axle and the rear axle 522 need to be driven together, the second clutch 92 is connected to the fifth gear 71 and the front axle output shaft 53, and the fifth gear 71 is in driving connection with the rear axle output shaft 52. The power of the rear axle output shaft 52 can be sequentially transmitted to the front axle output shaft 53 through the fifth gear 71, thereby driving the front axle output shaft 53 and the rear axle output shaft 52 to rotate together, thereby realizing the four-wheel drive of the whole machine.

[0049] The hybrid control system can realize the mode selection of engine 1 direct drive, pure electric direct drive, series hybrid, parallel hybrid and rear drive or four-wheel drive, with simple structure and strong functionality. The engine 1 works in the economic fuel consumption area. When the load changes, the drive motor 3 adjusts the speed to meet the operation requirements. The engine 1 speed is basically not affected, the fuel consumption is low, and the corresponding working pump flow changes little, which does not affect the tractor operation quality. In addition, the wide speed range of the drive motor 3 in the series hybrid mode basically realizes that a typical operating condition does not need to shift gears, reduces the number of clutch disengagement and engagement, and has high clutch reliability; at the same time, there are few gears, the structural design is relatively simple, the cost is low, and the manufacturing difficulty is small. When the engine 1 and the drive motor 3 are connected in parallel, the load rate of the engine 1 can be relatively stable, avoiding the increase in fuel consumption caused by sudden changes.

[0050] In this embodiment, the energy storage component 4 is configured as an energy storage battery.

[0051] In this embodiment, the generator 2 includes a stator 21 and a rotor 22 . The stator 21 is fixedly disposed on a housing of the hybrid control system, and the rotor 22 is fixedly disposed on the input shaft 51 .

[0052] In this embodiment, the rear axle output shaft 52 is connected to the rear axle 522 through a differential 521. The differential 521 can flexibly distribute torque between the left and right axles to ensure smooth driving of the tractor. When the tractor is driving, according to different road conditions and power requirements, the differential 521 reasonably distributes the torque transmitted by the engine 1 to the left and right wheels. The differential 521 allows the two axles to rotate at different angular velocities to adapt to various driving conditions.

[0053] In this embodiment, the engine 1 is connected to the input shaft 51 through the coupling 11. The most basic function of the coupling 11 is to transmit torque and rotational motion between the two shafts, so that the power is smoothly transmitted from the driving end of the engine 1 to the driven end of the input shaft 51, ensuring the normal operation of the mechanical equipment. In addition, due to manufacturing and installation errors or factors such as thermal expansion and vibration during operation, axial, radial or angular offsets may occur between the shafts. The coupling 11 can compensate for these offsets, ensure the normal connection and power transmission of the two shafts, absorb vibrations and shocks caused by load changes, mechanical shocks or imbalances, protect other components in the transmission system from damage, and improve the stability and life of the entire system.

[0054] In this embodiment, the hybrid control system further includes a third clutch 93 and a fourth clutch 94. The first transmission assembly further includes a second gear 62, a third gear 63 and a fourth gear 64. The second gear 62 is movably mounted on the input shaft 51 and remains relatively fixed with the first gear 61. The third gear 63 and the fourth gear 64 are movably mounted on the rear axle output shaft 52. The first gear 61 is meshed with the third gear 63 to form a high-speed transmission gear 31 group. The second gear 62 is meshed with the fourth gear 64 to form a low-speed transmission gear 31 group. The third clutch 93 is used to engage or disengage the third gear 63 and the front axle output shaft 53; the fourth clutch 94 is used to engage or disengage the fourth gear 64 and the front axle output shaft 53.

[0055] Specifically, the first gear 61 and the third gear 63 can be fixedly connected by a fixing sleeve. The first gear 61 and the third gear 63 can rotate synchronously. Specifically, the first gear 61, the second gear 62, the third gear 63 and the fourth gear 64 together form a speed change assembly, so that the first transmission assembly has the function of a small gear transmission. Specifically, the first gear 61 and the third gear 63 together form a high-speed transmission gear 31 group, and the second gear 62 and the fourth gear 64 together form a low-speed transmission gear 31 group. When it is necessary to switch to a high-speed gear, the third clutch 93 engages the third gear 63 with the front axle output shaft 53, and the fourth clutch 94 does not engage the fourth gear 64 with the front axle output shaft 53, so that the power can be transmitted to the rear axle output shaft 52 via the input shaft 51, the third gear 63, and the fourth gear 64 in sequence. When it is necessary to switch to a low gear, the third clutch 93 does not engage the third gear 63 and the front axle output shaft 53, and the fourth clutch 94 engages the fourth gear 64 and the front axle output shaft 53, so that the power can be transmitted to the rear axle output shaft 52 via the input shaft 51, the fourth gear 64, and the third gear 63 in sequence. It can be understood that the diameter of the first gear 61 is greater than the diameter of the second gear 62, and the diameter of the third gear 63 is smaller than the diameter of the fourth gear 64.

[0056] Specifically, the output shaft of the driving motor 3 is connected to the transmission gear 31 , and the transmission gear 31 is meshed and connected with the first gear 61 . The output shaft of the driving motor 3 rotates, and the power is transmitted to the first gear 61 through the transmission gear 31 .

[0057] In this embodiment, the second transmission assembly further includes a sixth gear 72 and a seventh gear 73, the sixth gear 72 is fixedly arranged on the rear axle output shaft 52, the sixth gear 72 is meshedly connected with the seventh gear 73, and the seventh gear 73 is meshedly connected with the fifth gear 71. Specifically, the seventh gear 73 is rotationally connected to the housing of the hybrid control system. When the second clutch 92 engages the fifth gear 71 with the front axle output shaft 53, the power of the rear axle output shaft 52 is sequentially transmitted to the front axle output shaft 53 of the front axle through the sixth gear 72, the seventh gear 73, and the fifth gear 71, thereby realizing the simultaneous driving of the front and rear axles 522.

[0058] In this embodiment, the hybrid control system further includes a power take-off (not shown), a power take-off output shaft 55 and a fifth clutch 95, wherein the power take-off output shaft 55 is connected to the power take-off, and the fifth clutch 95 is used to engage or disengage the rear axle output shaft 52 and the power take-off output shaft 55. Specifically, a PTO (Power Take-Off, PTO) is a mechanical device that obtains power from a power source and transmits it to an external device, and is widely used in agricultural machinery, engineering machinery, trucks and other transportation tools to drive various auxiliary equipment or realize specific functions. The specific structure and working principle of the power take-off are prior art.

[0059] Further, the hybrid control system further includes a power take-off input shaft 54, a third transmission assembly and a shift mechanism 96. The power take-off input shaft 54 ​​is connected to a fifth clutch 95, and the fifth clutch 95 is used to engage or disengage the rear axle output shaft 52 with the power take-off input shaft 54. The third transmission assembly includes an eighth gear 81, a ninth gear 82, a tenth gear 83 and an eleventh gear 84, wherein the eighth gear 81 and the ninth gear 82 are movably sleeved on the power take-off input shaft 54, the tenth gear 83 and the eleventh gear 84 are fixedly sleeved on the power take-off output shaft 55, the eighth gear 81 is meshedly connected with the tenth gear 83 to form a low-speed gear transmission gear 31 group, and the ninth gear 82 is meshedly connected with the eleventh gear 84 to form a high-speed gear transmission gear 31 group. The shift mechanism 96 is used to select one of the eighth gear 81 and the ninth gear 82 to engage with the power take-off input shaft 54. Specifically, low-speed power output or high-speed power output can be realized to the power take-off. When it is necessary to output low-speed power to the power take-off, the fifth clutch 95 engages the rear axle output shaft 52 and the power take-off input shaft 54, and the shift mechanism connects the eighth gear 81 with the power take-off input shaft 54. This allows power to be transmitted to the power take-off via the rear axle output shaft 52, the power take-off input shaft 54, the eighth gear 81, the tenth gear 83, and the power take-off output shaft 55 in sequence. When it is necessary to output high-speed power to the power take-off, the fifth clutch 95 engages the rear axle output shaft 52 and the power take-off input shaft 54, and the shift mechanism connects the ninth gear 82 with the power take-off input shaft 54. This allows power to be transmitted to the power take-off via the rear axle output shaft 52, the power take-off input shaft 54, the ninth gear 82, the eleventh gear 84, and the power take-off output shaft 55 in sequence.

[0060] In this embodiment, the hybrid control system further includes a generator control component 41 and a drive motor control component 42. The generator 2 is connected to the energy storage component 4 through the generator control component 41; the drive motor 3 is connected to the energy storage component 4 through the drive motor control component 42. Specifically, the generator control component 41 is used to control the generator 2 to work in the power generation mode, so that the generator 2 generates electrical energy and transmits it to the energy storage component 4. The drive motor control component 42 is used to control the output shaft of the drive motor 3 to rotate at the target speed, or to control the output shaft of the drive motor 3 to idle without torque.

[0061] In this embodiment, the hybrid control system also includes a power distribution component 43, the energy storage component 4 is communicatively connected to the power distribution component 43, and the generator control component 41 and the drive motor control component 42 are both communicatively connected to the power distribution component 43. Specifically, the power distribution component 43 (Power Distribution Unit, PDU) can accurately distribute the electric energy of the energy storage component 4 to the generator control component 41 and the drive motor control component 42 to meet the power demand of the generator control component 41 and the drive motor control component 42. The core functions of the power distribution component 43 include power distribution and protection functions, and it has multiple safety protection mechanisms, including overload protection, short circuit protection and grounding protection, etc., to ensure that each device can obtain just the right amount of power supply, without overloading causing danger or undervoltage affecting operation. The specific structure and working principle of the power distribution component 43, the generator control component 41 and the drive motor control component 42 are prior art.

[0062] Obviously, the above embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not intended to limit the embodiments of the present invention. For those skilled in the art, various obvious changes, readjustments and substitutions can be made without departing from the protection scope of the present invention. It is not necessary and impossible to list all the embodiments here. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the protection scope of the claims of the present invention.

Claims

1. A hybrid control system, characterized in that: It comprises an engine (1), a generator (2), a drive motor (3), an energy storage component (4), an input shaft (51), a rear axle output shaft (52), a front axle output shaft (53), a first transmission assembly, a second transmission assembly, a first clutch (91) and a second clutch (92); wherein: The engine (1) is connected to the input shaft (51), the generator (2) is arranged on the input shaft (51), the generator (2) and the drive motor (3) are respectively connected to the energy storage component (4) for communication, the generator (2) is used to generate electric energy and store it in the energy storage component (4), and the energy storage component (4) is used to supply power to the drive motor (3); The first transmission assembly comprises a first gear (61), the first gear (61) is movably sleeved on the input shaft (51), the drive motor (3) is transmission-connected to the first gear (61), the first gear (61) is transmission-connected to the rear axle output shaft (52), and the first clutch (91) is used to engage or disengage the first gear (61) and the input shaft (51); The second transmission assembly comprises a fifth gear (71), the fifth gear (71) being movably sleeved on the front axle output shaft (53), the fifth gear (71) being transmission-connected to the rear axle output shaft (52), and the second clutch (92) being used for engaging or disengaging the fifth gear (71) and the front axle output shaft (53).

2. The hybrid control system according to claim 1, characterized in that: It also includes a third clutch (93) and a fourth clutch (94); wherein, The first transmission assembly further comprises a second gear (62), a third gear (63) and a fourth gear (64); the second gear (62) is movably sleeved on the input shaft (51) and is relatively fixed to the first gear (61); the third gear (63) and the fourth gear (64) are movably sleeved on the rear axle output shaft (52), respectively; the first gear (61) is meshedly connected with the third gear (63) to form a high-speed transmission gear set; the second gear (62) is meshedly connected with the fourth gear (64) to form a low-speed transmission gear set; The third clutch (93) is used to engage or disengage the third gear (63) and the front axle output shaft (53); the fourth clutch (94) is used to engage or disengage the fourth gear (64) and the front axle output shaft (53).

3. The hybrid control system according to claim 1, characterized in that: The output shaft of the driving motor (3) is connected to a transmission gear (31), and the transmission gear (31) is meshingly connected with the first gear (61).

4. The hybrid control system according to claim 1, characterized in that: The second transmission assembly also includes a sixth gear (72) and a seventh gear (73), wherein the sixth gear (72) is fixedly disposed on the rear axle output shaft (52), the sixth gear (72) is meshingly connected with the seventh gear (73), and the seventh gear (73) is meshingly connected with the fifth gear (71).

5. The hybrid control system according to claim 1, characterized in that: It also includes a power take-off, a power take-off output shaft (55) and a fifth clutch (95), wherein the power take-off output shaft (55) is connected to the power take-off, and the fifth clutch (95) is used to engage or disengage the rear axle output shaft (52) and the power take-off output shaft (55).

6. The hybrid control system according to claim 5, characterized in that: It also includes a power take-off input shaft (54), a third transmission assembly and a shift mechanism (96); wherein, The power take-off input shaft (54) is connected to the fifth clutch (95), and the fifth clutch (95) is used to engage or disengage the rear axle output shaft (52) and the power take-off input shaft (54); The third transmission assembly comprises an eighth gear (81), a ninth gear (82), a tenth gear (83) and an eleventh gear (84); the eighth gear (81) and the ninth gear (82) are movably sleeved on the power take-off input shaft (54); the tenth gear (83) and the eleventh gear (84) are fixedly sleeved on the power take-off output shaft (55); the eighth gear (81) is meshedly connected with the tenth gear (83) to form a low-speed transmission gear set; the ninth gear (82) is meshedly connected with the eleventh gear (84) to form a high-speed transmission gear set; The shift mechanism (96) is used to select one of the eighth gear (81) and the ninth gear (82) to engage with the power take-off input shaft (54).

7. The hybrid control system according to claim 1, characterized in that: It also includes a generator control component (41) and a drive motor control component (42); wherein, The generator (2) is communicatively connected to the energy storage component (4) via the generator control component (41); and the drive motor (3) is communicatively connected to the energy storage component (4) via the drive motor control component (42).

8. The hybrid control system according to claim 7, characterized in that: It also includes a power distribution component (43), the energy storage component (4) is communicatively connected to the power distribution component (43), and the generator control component (41) and the drive motor control component (42) are both communicatively connected to the power distribution component (43).

9. The hybrid control system according to claim 1, characterized in that: The engine (1) is connected to the input shaft (51) via a coupling (11).

10. The hybrid control system according to claim 1, characterized in that: The rear axle output shaft (52) is connected to the rear axle (522) via a differential (521).

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