Hybrid power speed control system and control method thereof

Abstract

The invention discloses a hybrid power speed control system and a control method thereof, and the hybrid power speed control system comprises an engine, a first motor, a second motor, an input shaft, an output shaft, a first synchronizer, a second synchronizer and a plurality of transmission gears, the first motor shaft is connected with the input shaft through the first synchronizer and the transmission gear or disconnected from the input shaft through the first synchronizer; the first motor shaft is connected with the output shaft through the second synchronizer and the transmission gear or disconnected from the output shaft through the second synchronizer; the second motor shaft is connected with the output shaft; the first motor is used for driving or regenerative braking or power generation or synchronization adjustment or engine starting, the second motor is an induction type motor or other non-permanent magnet motors, and the second motor is used for auxiliary driving or auxiliary regenerative braking or hybrid driving working condition series driving or driving during gear shifting or driving when the first motor starts the engine. The cost can be reduced, the energy consumption can be reduced, and the use safety can be improved.

Description

Technical Field

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

[0002] Hybrid vehicles are an important technology for vehicle energy conservation and emission reduction, and the hybrid transmission system is one of the core technologies in this field. A hybrid transmission system with excellent performance needs to meet various requirements, including: small size, low cost, multiple gears, low fuel consumption, good power performance, good drivability, high technical availability, etc. Currently, there are mainly three technical routes in the industry: a power split system based on a dual-motor planetary gear, a single-motor parallel system, and a dual-motor series-parallel system.

[0003] In the prior art, whether it is pure electric drive or hybrid drive, the motor usually adopts a permanent magnet synchronous motor. The reasons are as follows: The stator of the permanent magnet synchronous motor has multiple-phase windings. When alternating current of multiple phases passes through the stator windings, a rotating magnetic field is generated; there are permanent magnets on the rotor of the permanent magnet synchronous motor, generating magnetic poles on the rotor; the magnetic poles on the rotor interact with the rotating magnetic field generated by the stator to generate motor torque. The rotor magnetic field of the permanent magnet synchronous motor is generated by the permanent magnet and does not require energy consumption, so the motor has high efficiency; other advantages of the permanent magnet synchronous motor also include: high torque / power density; high control accuracy, etc.

[0004] However, the permanent magnet synchronous motor also has some disadvantages, such as: it requires permanent magnets, increasing the manufacturing cost of the motor. The price of rare earth permanent magnets required for one drive motor can exceed 500 yuan; whether the motor is working or outputting torque, as long as the rotor rotates, an induced electromotive force will be generated in the stator windings, and the faster the speed, the stronger the induced electromotive force and the higher the voltage. This will bring problems: The high-voltage induced electromotive force will inevitably cause certain energy losses, and the higher the motor speed, the more energy losses; in order to eliminate the influence of the induced electromotive force, current needs to be passed through the stator windings to weaken the magnetic field generated by the permanent magnets, which also consumes energy, and the power loss and consumption of the drive motor can reach about 5 kilowatts; the high-voltage induced electromotive force will also act on the motor controller, possibly exceeding the operating voltage of some components and damaging the electronic devices. In particular, when being towed, when the motor control and high-voltage power system are turned off, the monitoring and protection devices for the high-voltage circuit are also turned off; but as long as the wheels rotate, driving the motor rotor to rotate, the stator windings will generate an induced electromotive force; at this time, the system has no high-voltage power monitoring and protection, but there is a high-voltage induced electromotive force in the motor stator windings, which may be dangerous: if there is electric leakage, it may cause electric shock, if there is a short circuit, it may cause a fire, or damage the electronic devices in the motor controller.

[0005] Non-permanent magnet motors do not have the above problems. Non-permanent magnet motors do not require permanent magnets, which reduces costs; when not working or when motor torque is not needed, the magnetic field of non-permanent magnet motors no longer exists, and all problems caused by high-speed rotating magnetic fields disappear. Non-permanent magnet motors include, but are not limited to, excited synchronous motors, switched reluctance motors, and induction motors.

[0006] The magnetic field of an excited synchronous motor is generated by energizing the excitation winding to produce the required magnetic field; when the motor idles with zero torque, the excitation current is cut off, the rotor magnetic field disappears, and the problems caused by the high-speed rotating magnetic field also disappear. The excited synchronous motor has relatively high rotational speed accuracy, high energy conversion efficiency, fast response speed, strong adaptability, and good stability; however, the disadvantages of the excited synchronous motor are: complex structure and control, high manufacturing and maintenance costs, and lack of competitiveness in the field of new energy vehicles.

[0007] The rotor of a switched reluctance motor has no magnetic field, and there are no problems caused by high-speed rotating magnetic fields. The characteristics of a switched reluctance motor are: there are no windings of any form on the rotor, only simple concentrated windings on the stator, and no inter-phase jumper wires. Such motors have the following advantages: high motor efficiency; simple structure, high speed, fast dynamic response, simple drive system circuit, high reliability, and low cost. The switched reluctance motor uses a pulsed power supply method, resulting in two main disadvantages: one is the large torque ripple of the motor, and the other is the large noise and vibration of the motor.

[0008] A polyphase induction motor is also called a polyphase asynchronous motor. When polyphase alternating current flows through the stator winding of an induction motor, a rotating magnetic field is generated in the stator; when and only when the rotational speed of the rotor is different (asynchronous) from the rotational speed of the stator magnetic field, the conductors of the rotor winding cut the magnetic force lines of the stator magnetic field, generating an induced electromotive force, and an induced current is generated in the rotor winding that forms a closed circuit. The induced current then generates a rotor magnetic field; the stator magnetic field and the rotor magnetic field interact to generate an electromagnetic torque to drive the rotor to rotate. Since the magnetic field of the rotor is an induced magnetic field generated in the stator magnetic field, as long as the current in the stator winding is cut off and the stator magnetic field is eliminated, the rotor magnetic field can be eliminated, thereby eliminating the problems caused by the high-speed rotating rotor magnetic field.

[0009] However, the disadvantages of induction motors are as follows: the rotor magnetic field of an induction motor is an induced magnetic field, which consumes energy. During operation (driving or generating electricity), the efficiency of an induction motor is slightly lower than that of a permanent magnet synchronous motor by about 3-5%; and it has a large volume / small energy density; the control accuracy is not as good as that of a permanent magnet synchronous motor, etc. Therefore, in the prior art, whether it is a pure electric drive or a hybrid drive, induction motors are usually not used for the motor. However, induction motors also have the following advantages: since no permanent magnets are required, the manufacturing cost is reduced; during idle running, as long as the motor controller (inverter) stops power supply, there are no magnetic poles on the motor rotor, no induced electromotive force will be generated in the stator winding, and no field weakening current is required, thus reducing energy consumption and losses. At high speeds, the power loss can be reduced by about 4 kW; since no high-voltage induced electromotive force is generated in the stator winding during idle running, damage to the electronic components of the motor controller can be avoided, and the hazard of high-voltage induced electromotive force during towing can be avoided; there is no failure mode of high-temperature demagnetization, and the reliability of the motor is improved. Summary of the Invention

[0010] The technical problem to be solved by the present invention is to provide a hybrid power transmission system that can reduce costs, reduce energy consumption, improve the use safety, and ensure that the working performance is not reduced.

[0011] To achieve the above object, the technical solution of the present invention is: a hybrid power transmission system, including an engine, a first motor, a second motor, an input shaft, an output shaft, a first synchronizer, a second synchronizer, and a plurality of transmission gears. The input shaft is connected to the engine, the first synchronizer is connected to the input shaft, the second synchronizer is connected to the output shaft. The first motor shaft is connected to the input shaft through the first synchronizer and the transmission gears, or the first motor shaft is disconnected from the input shaft through the first synchronizer; the first motor shaft is connected to the output shaft through the second synchronizer and the transmission gears, or the first motor shaft is disconnected from the output shaft through the second synchronizer; the second motor shaft is connected to the output shaft through the transmission gears;

[0012] The first motor is a permanent magnet synchronous motor or a reluctance motor, and the first motor is used for driving or regenerative braking or generating electricity or synchronizing or starting the engine. The second motor is an induction motor or other non-permanent magnet motors, and the second motor is used for auxiliary driving or auxiliary regenerative braking or series driving in a hybrid driving condition or driving during gear shifting or driving when the first motor starts the engine.

[0013] As a preference, several of the transmission gears of the present system include a first gear, a second gear, a third gear, a fourth gear, a fifth gear, a sixth gear, a seventh gear, an eighth gear, and a ninth gear. The first gear and the second gear are sleeved on the input shaft, and the input shaft is respectively connected or disconnected from the first gear or the second gear through a first synchronizer; the third gear and the fourth gear are sleeved on the output shaft, and the output shaft is respectively connected or disconnected from the third gear or the fourth gear through a second synchronizer; the ninth gear is connected to the third gear; the first motor shaft is connected to the fifth gear and the sixth gear, the fifth gear meshes with the ninth gear, the third gear meshes with the first gear, the sixth gear meshes with the fourth gear, and the second gear meshes with the fourth gear; the seventh gear is connected to the second motor shaft, the eighth gear is connected to the output shaft, and the seventh gear meshes with the eighth gear.

[0014] In this way, a dual-motor series-parallel hybrid transmission system with four gears for the engine and two gears for the drive motor can be realized; by connecting the ninth gear to the third gear together, it is convenient to design a suitable speed ratio. The composition of this hybrid transmission system can not only meet various required working conditions, but also has fewer components, lower component costs, and is easy to operate. The system can realize working conditions such as EV motor first gear, EV motor second gear, EV motor drive, HEV series, HEV first gear, HEV second gear, HEV third gear, and HEV fourth gear, and can be smoothly switched between them. The system consists of an engine, a first motor, a second motor, several parallel-axis gear sets, and two pairs of synchronizers, which can realize various working conditions and can be smoothly switched between working conditions. There are only two pairs of synchronizers, with a small number of control components, simple operation, mature technology, and low cost.

[0015] Secondly, by utilizing the characteristics of multiple power sources, smooth working condition switching is realized. When a gear shift is required, the engine unloads, and one motor maintains driving and compensates for torque; after removing the original gear, the other motor drags and adjusts the speed to synchronize the new gear with the relevant shaft, and then the new gear is engaged, and the engine drives through the new gear to complete the gear shift without power interruption.

[0016] For further improvement, the present system further includes a first transmission shaft and a second transmission shaft. The first transmission shaft is connected to the first motor shaft, and the second transmission shaft is connected to the second motor shaft. The fifth gear and the sixth gear are connected to the first transmission shaft and are connected to the first motor shaft through the first transmission shaft; the seventh gear is connected to the second transmission shaft and is connected to the second motor shaft through the second transmission shaft. This makes the structural arrangement more flexible.

[0017] As another preference, several of the transmission gears of the present system include a first gear, a second gear, a third gear, a fourth gear, a fifth gear, a sixth gear, a seventh gear, and an eighth gear. The first gear and the second gear are sleeved on the input shaft, and the input shaft is respectively connected or disconnected from the first gear or the second gear through a first synchronizer; the third gear and the fourth gear are sleeved on the output shaft, and the output shaft is respectively connected or disconnected from the third gear or the fourth gear through a second synchronizer;

[0018] The fifth gear and the sixth gear are connected to the first motor shaft. The first gear meshes with the third gear, the third gear meshes with the fifth gear, the second gear meshes with the fourth gear, and the fourth gear meshes with the sixth gear;

[0019] The seventh gear is connected to the second motor shaft, the eighth gear is connected to the output shaft, and the seventh gear meshes with the eighth gear.

[0020] As another preference, the present system further includes a first transmission shaft. The first transmission shaft is connected to the first motor shaft. Several of the transmission gears include a first gear, a second gear, a third gear, a fourth gear, a fifth gear, a sixth gear, a seventh gear, an eighth gear, and a ninth gear. The first gear and the second gear are sleeved on the input shaft, and the input shaft is respectively connected or disconnected from the first gear or the second gear through a first synchronizer; the third gear and the fourth gear are sleeved on the output shaft, and the output shaft is respectively connected or disconnected from the third gear or the fourth gear through a second synchronizer;

[0021] The seventh gear is connected to the second motor shaft, the eighth gear is connected to the output shaft, and the seventh gear meshes with the eighth gear;

[0022] The ninth gear, the fifth gear, and the sixth gear are connected to the first transmission shaft; the ninth gear meshes with the third gear, the fifth gear meshes with the first gear; the second gear meshes with the sixth gear, and the sixth gear meshes with the fourth gear.

[0023] This structure also realizes a dual-motor series-parallel hybrid transmission system with four gears for the engine and two gears for the drive motor; it is also convenient to design a suitable speed ratio by connecting the ninth gear, the fifth gear, and the sixth gear to the first transmission shaft.

[0024] For further improvement, the present system further includes a second transmission shaft. The second transmission shaft is connected to the second motor shaft. The seventh gear is connected to the second transmission shaft and is connected to the second motor shaft through the second transmission shaft.

[0025] As another preference, several of the transmission gears of the present system include a first gear, a second gear, a third gear, a fourth gear, a fifth gear, a sixth gear, a seventh gear, and an eighth gear. The first gear and the second gear are sleeved on the input shaft, and the input shaft is respectively connected or disconnected from the first gear or the second gear through a first synchronizer; the third gear and the fourth gear are sleeved on the output shaft, and the output shaft is respectively connected or disconnected from the third gear or the fourth gear through a second synchronizer;

[0026] The fifth gear and the sixth gear are connected to the first motor shaft. The first gear meshes with the fifth gear, and the fifth gear meshes with the third gear. The second gear meshes with the sixth gear, and the sixth gear meshes with the fourth gear;

[0027] The seventh gear is connected to the second motor shaft, the eighth gear is connected to the output shaft, and the seventh gear meshes with the eighth gear.

[0028] As another preference, the present system further includes a first transmission shaft connected to the first motor shaft. Several of the transmission gears include a first gear, a second gear, a third gear, a fourth gear, a fifth gear, a sixth gear, a seventh gear, an eighth gear, and a ninth gear. The first gear and the second gear are sleeved on the input shaft, and the input shaft is respectively connected or disconnected from the first gear or the second gear through a first synchronizer; the third gear and the fourth gear are sleeved on the output shaft, and the output shaft is respectively connected or disconnected from the third gear or the fourth gear through a second synchronizer;

[0029] The seventh gear is connected to the second motor shaft, the eighth gear is connected to the output shaft, and the seventh gear meshes with the eighth gear;

[0030] The fifth gear and the sixth gear are connected to the first transmission shaft, and the ninth gear is connected to the first gear; the ninth gear meshes with the fifth gear, the first gear meshes with the third gear, the second gear meshes with the sixth gear, and the second gear meshes with the fourth gear.

[0031] This structure also realizes a dual-motor series-parallel hybrid transmission system with four gears for the engine and two gears for the drive motor; connecting the ninth gear to the first gear also facilitates the design of a suitable speed ratio.

[0032] For further improvement, it further includes a second transmission shaft connected to the second motor shaft. The seventh gear is connected to the second transmission shaft and is connected to the second motor shaft through the second transmission shaft.

[0033] As another preference, several of the transmission gears of the present system include a first gear, a second gear, a third gear, a fourth gear, a fifth gear, a sixth gear, a seventh gear, and an eighth gear. The first gear and the second gear are sleeved on an input shaft, and the input shaft is respectively connected or disconnected from the first gear or the second gear through a first synchronizer; the third gear and the fourth gear are sleeved on an output shaft, and the output shaft is respectively connected or disconnected from the third gear or the fourth gear through a second synchronizer;

[0034] The fifth gear and the sixth gear are connected to the first motor shaft. The first gear meshes with the fifth gear, the first gear meshes with the third gear, the second gear meshes with the sixth gear, and the second gear meshes with the fourth gear;

[0035] The seventh gear is connected to the second motor shaft, the eighth gear is connected to the output shaft, and the seventh gear meshes with the eighth gear.

[0036] As a variation, the first synchronizer and / or the second synchronizer is replaced by a clutch.

[0037] In the trailer state of the present hybrid transmission system, the first synchronizer and the second synchronizer are in the neutral state, the engine and the first motor are disconnected from the output shaft, and the power supply of the second motor is disconnected.

[0038] In this way, when the vehicle is towed, the engine and the second motor are in neutral, completely decoupled from the wheels, and are turned off. The second motor will not generate induced electromotive force, and will not cause trouble to the inverter and the battery system, such as damaging electronic devices or overcharging the battery, etc.; the safety in the trailer state is improved; although the second motor shaft cannot be decoupled from the wheel shaft and is driven to rotate by the wheel through the transmission chain and increases with the increase of the vehicle speed, after the power supply is cut off, the second motor will not generate induced electromotive force, and various problems will not exist.

[0039] In the present invention, since the first motor is a permanent magnet synchronous motor, the first motor is used for driving, or regenerative braking, or power generation, or synchronism adjustment, or starting the engine. The second motor is an induction motor or other non-permanent magnet motors, and the second motor is used for auxiliary driving, or auxiliary regenerative braking, or series driving in a hybrid driving condition, or driving during gear shifting, or driving when the first motor starts the engine. Utilizing the high-precision control characteristic of the first motor (permanent magnet synchronous motor), the first motor performs the synchronism adjustment function, controls the rotational speed with high precision, and ensures the smooth engagement of the synchronizer; utilizing the high-efficiency working characteristic of the first motor (permanent magnet synchronous motor), the first motor outputs continuous torque, drives with high efficiency, and reduces energy consumption; secondly, the first motor can also start the engine and generate electricity when the engine is running; thirdly, the first motor can also be used for regenerative braking, realizing multiple functions of one motor, and the structure is more compact and reasonable.

[0040] The second motor is an induction motor or other non-permanent magnet motor. The second motor is used for auxiliary driving, auxiliary regenerative braking, or driving in a hybrid driving condition in series driving or shifting, or driving when the first motor starts the engine. Taking the induction motor as an example of the non-permanent magnet motor, since the induction motor has a low cost, the manufacturing cost of the overall system can be reduced. The second motor is an induction motor or other non-permanent magnet motor, and the continuous idling energy consumption is reduced, which can effectively reduce the energy consumption of the whole vehicle. The second motor is an induction motor or other non-permanent magnet motor. When the vehicle is being towed, there is no induced electromotive force in the second motor, eliminating various risks caused thereby, preventing damage to the corresponding electronic devices, and improving the use safety. The second motor is an induction motor or other non-permanent magnet motor, and there is no problem of high-temperature demagnetization. The second motor is more durable, which can reduce the failure rate. The second motor is an induction motor or other non-permanent magnet motor, and there is no permanent magnet. During production and assembly, the phenomenon that the rotor magnetic steel adsorbs the surrounding magnetic objects will not occur, and the processability can also be improved. In addition, by using a permanent magnet synchronous motor as the first motor and an induction motor or other non-permanent magnet motor as the second motor, the control strategy can be changed. The second motor only participates in driving when a large torque is required during the acceleration process and the first motor cannot meet the demand. Or, when the vehicle is driving in series at a low speed, it is driven by the second motor. Or, when the first motor shifts gears / drags the engine to shift gears, it is driven by the second motor. The efficiency of the second motor has little impact on the energy consumption of the whole vehicle. In this way, the second motor can be used flexibly and reasonably, making the best use of its advantages and avoiding its disadvantages, and enabling the more capable to do more work. Under the condition that the functions and performance remain unchanged, the energy consumption of the whole vehicle is reduced.

[0041] Therefore, this system can reduce costs, reduce energy consumption, improve the use safety, and ensure that the working performance is not reduced.

[0042] The present invention also provides the above-mentioned control method for a hybrid powertrain system, including: ① During the EV mode cruise, the first motor provides continuous driving force or regenerative braking force, and the second motor idles; ② During the EV mode rapid acceleration or when additional driving force is required, the first motor provides continuous driving force or regenerative braking force, and the second motor provides auxiliary driving force and auxiliary braking force to supplement the insufficient driving force or braking force of the first motor; ③ During the gear shifting process in the EV mode, the first motor adjusts synchronization and shifts gears, and at this time, the second motor provides driving force; ④ During the process of switching from the EV mode to the HEV mode, the first motor drags the engine to start it, and at this time, the second motor provides driving force; ⑤ During the series drive process in the HEV mode, the engine drives the first motor to generate electricity, and at this time, the second motor provides driving force; ⑥ During the gear engagement or gear shifting process in the HEV mode, the first motor drags the engine to adjust synchronization and shift gears, and at this time, the second motor provides driving force; ⑦ During the gear engaged driving in the HEV mode, the engine drives the wheels through the engaged gears, the first motor provides assistance for driving or generating electricity or idles, and the second motor idles; ⑧ During the rapid acceleration with gears engaged in the HEV mode, when the torque of the engine and the first motor is insufficient, the second motor provides auxiliary driving torque; ⑨ During energy regenerative braking, the first motor outputs regenerative braking torque, and the second motor only outputs auxiliary braking torque to supplement the insufficient regenerative braking torque of the first motor. This control method can effectively reduce energy consumption and ensure the performance of the system. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] Figure 1 is a schematic structural diagram of the first embodiment of the present invention;

[0044] Figure 2 is a schematic structural diagram of the second embodiment of the present invention;

[0045] Figure 3 is a schematic structural diagram of the third embodiment of the present invention;

[0046] Figure 4 is a schematic structural diagram of the fourth embodiment of the present invention;

[0047] Figure 5 is a schematic structural diagram of the fifth embodiment of the present invention;

[0048] Figure 6 is a schematic structural diagram of the sixth embodiment of the present invention. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0049] The present invention will be further described in detail below with reference to the drawings and specific embodiments.

[0050] Embodiment 1 Figure 1As shown in the figure, a hybrid transmission system includes an engine 1, a first motor 2, a second motor 3, an input shaft 4, an output shaft 5, a first synchronizer S1, a second synchronizer S2, and several transmission gears. The input shaft 4 is connected to the engine 1, the first synchronizer S1 is connected to the input shaft 4, and the second synchronizer S2 is connected to the output shaft 5. The shaft of the first motor 2 is connected to the input shaft 4 through the first synchronizer S1 and the transmission gears, or the shaft of the first motor 2 is disconnected from the input shaft 4 through the first synchronizer S1; the shaft of the first motor 2 is connected to the output shaft 5 through the second synchronizer S2 and the transmission gears, or the shaft of the first motor 2 is disconnected from the output shaft 5 through the second synchronizer S2; the shaft of the second motor 3 is connected to the output shaft 5 through the transmission gears; the first motor 2 is a permanent magnet synchronous motor, and the first motor 2 is used for driving or regenerative braking or power generation or synchronization adjustment or starting the engine. The second motor 3 is an induction motor, and the second motor 3 is used for auxiliary driving or auxiliary regenerative braking or series driving in a hybrid driving condition or driving during gear shifting or driving when the first motor 2 starts the engine 1.

[0051] The first motor 2 can also be selected as a high-efficiency and high-performance motor similar to the permanent magnet synchronous motor, such as a reluctance motor; the second motor 3 can also be selected as other non-permanent magnet motors, such as an excited synchronous motor or a switched reluctance motor, which have similar characteristics; the following descriptions will all be represented by an induction motor.

[0052] Specifically, several transmission gears include a first gear A1, a second gear B1, a third gear A3, a fourth gear B3, a fifth gear A2, a sixth gear B2, a seventh gear C1, an eighth gear C3, and a ninth gear A4;

[0053] The first gear A1 and the second gear B1 are sleeved on the input shaft 4. The input shaft 4 is connected or disconnected from the first gear A1 or the second gear B1 through the first synchronizer S1 respectively. Specifically, as shown in Figure 1 the figure, when the first synchronizer S1 moves leftward to engage with the first gear A1, the input shaft 4 is connected to the first gear A1. When the first synchronizer S1 moves rightward to engage with the second gear B1, the input shaft 4 is connected to the second gear B1. When the first synchronizer S1 is in the middle position, the input shaft 4 is not connected to either the first gear A1 or the second gear B1; the third gear A3 and the fourth gear B3 are sleeved on the output shaft 5. The output shaft 5 is connected or disconnected from the third gear A3 or the fourth gear B3 through the second synchronizer S2 respectively. Specifically, as shown in Figure 1 the figure, when the second synchronizer S2 moves leftward to engage with the third gear A3, the output shaft 5 is connected to the third gear A3. When the second synchronizer S2 moves rightward to engage with the fourth gear B3, the output shaft 5 is connected to the fourth gear B3. When the second synchronizer S2 is in the middle position, the output shaft 5 is not connected to either the third gear A3 or the fourth gear B3;

[0054] The ninth gear A4 is connected to the third gear A3 and can be integrated; the shaft of the first motor 2 is connected to the fifth gear A2 and the sixth gear B2. The fifth gear A2 meshes with the ninth gear A4, the third gear A3 meshes with the first gear A1, the sixth gear B2 meshes with the fourth gear B3, and the second gear B1 meshes with the fourth gear B3; the seventh gear C1 is connected to the shaft of the second motor 3, and the eighth gear C3 is connected to the output shaft 5. The seventh gear C1 and the eighth gear C3 mesh with each other.

[0055] This embodiment further includes a first transmission shaft 6 and a second transmission shaft 7. The first transmission shaft 6 is connected to the shaft of the first motor 2, and the second transmission shaft 7 is connected to the shaft of the second motor 3. The second transmission shaft 7 can be arranged coaxially with the input shaft 4 to save space. The fifth gear A2 and the sixth gear B2 are connected to the first transmission shaft 6 and are connected to the shaft of the first motor 2 through the first transmission shaft 6; the seventh gear C1 is connected to the second transmission shaft 7 and is connected to the shaft of the second motor 3 through the second transmission shaft 7. An output gear D1 is also connected to the output shaft 5.

[0056] The engine 1 of this embodiment has four gears, or rather, there are four speed ratios between the engine 1 and the output shaft 5. If the first synchronizer S1 is in the left gear position and the second synchronizer S2 is in the left gear position, the gear pair of the first gear A1 / third gear A3 forms the first speed ratio; if the first synchronizer S1 is in the left gear position and the second synchronizer S2 is in the right gear position, three gear pairs, namely the first gear A1 / third gear A3, the gear pair of the ninth gear A4 / fifth gear A2, and the gear pair of the sixth gear B2 / fourth gear B3, form the second speed ratio; if the first synchronizer S1 is in the right gear position and the second synchronizer S2 is in the left gear position, three gear pairs, namely the second gear B1 / fourth gear B3, the gear pair of the fourth gear B3 / sixth gear B2, and the gear pair of the fifth gear A2 / ninth gear A4, form the third speed ratio; if the first synchronizer S1 is in the right gear position and the second synchronizer S2 is in the right gear position, the gear pair of the second gear B1 / fourth gear B3 forms the fourth speed ratio. By changing the number of teeth of the above gears, the transmission speed ratio can be changed; the order of magnitudes of the above four speed ratios can also be changed.

[0057] There are two gears in the EV working condition. EV gear position Ⅰ: The first synchronizer S1 is in the neutral (N) position, the second synchronizer S2 is in the left gear position, the engine 1 is decoupled, the first motor 2 drives the output shaft 5 through the fifth gear A2 and the ninth gear A4, and the second motor 3 drives the output shaft 5 through the seventh gear C1 and the eighth gear C3; EV gear position Ⅱ: The first synchronizer S1 is in the neutral position, the second synchronizer S2 is in the right gear position, the engine 1 is decoupled, the first motor 2 drives through the sixth gear B2 and the fourth gear B3, and the second motor 3 drives the output shaft 5 through the seventh gear C1 and the eighth gear C3.

[0058] Series drive mode in HEV working condition: The first synchronizer S1 is in the left gear (or right gear), and the second synchronizer S2 is in the neutral gear. The engine drives the first motor 2 to generate electricity through the gear pair of the first gear A1 / the third gear A3 and the gear pair of the ninth gear A4 / the fifth gear A2 (or the gear pair of the second gear B1 / the fourth gear B3, the gear pair of the fourth gear B3 / the sixth gear B2). The second motor 3 drives the output shaft 5 through the gear pair of the seventh gear C1 / the eighth gear C3.

[0059] Gear shifting in EV working condition: Initially, the first synchronizer S1 is in the neutral gear + the second synchronizer S2 is in the left gear; the first motor 2 unloads, and the second motor 3 compensates for the torque to drive and maintain the driving force; the second synchronizer S2 disengages from the left gear; the second motor 2 adjusts the speed; after synchronization is achieved, the second synchronizer S2 is in the right gear; the torque is restored.

[0060] Switching from EV working condition to HEV working condition: Initially, the first synchronizer S1 is in the neutral gear + the second synchronizer S2 is in the left (or right) gear; the first motor 2 unloads, and the second motor 3 compensates for the torque to drive and maintain the driving force; the second synchronizer S2 disengages from the left (or right) gear; the second motor 2 drags the first gear A1 (or the second gear B1) to decelerate through the corresponding gear; when the speed of the first gear A1 (or the second gear B1) drops to zero, the first synchronizer S1 is in the left (or right) gear; the first motor 2 drags the engine 1 to rotate and start it; the system enters the series drive mode of the HEV working condition.

[0061] Switching from the series drive mode of the HEV working condition to the gear-shifting drive mode of the HEV working condition: Initially, the first synchronizer S1 is in the left (or right) gear and the second synchronizer S2 is in the neutral gear, and the second motor 3 drives; the first motor 2 drags the engine 1 to adjust the speed so that the third gear A3 (or the fourth gear B3) is synchronized with the output shaft 5; the second synchronizer S2 is in the left (or right) gear; the torques of the engine 1, the first motor 2, and the second motor 3 are adjusted, and the system enters the gear-shifting drive mode of the HEV working condition.

[0062] Gear shifting in the gear-shifting drive mode of the HEV working condition (the first synchronizer S1 does not shift gears): Initially, the first synchronizer S1 is in the left (or right) gear and the second synchronizer S2 is in the left (or right) gear, and the engine 1 and the two motors drive in parallel; the engine 1 and the first motor 2 unload, and the second motor 3 compensates for the torque to drive and maintain the driving force; the second synchronizer S2 disengages from the left (or right) gear; the first motor 2 drags the engine 1 to adjust the speed so that the fourth gear B3 (or the third gear A3) is synchronized with the output shaft 5; the second synchronizer S2 is in the right (or left) gear; the torques of the engine 1, the first motor 2, and the second motor 3 are restored, and the gear-shifting process is completed. The first synchronizer S1 is in the left (or right) gear + the second synchronizer S2 is in the right (or left) gear.

[0063] HEV operating condition gear shifting drive mode gear shifting (the first synchronizer S1 shifts gears): Initially, the first synchronizer S1 engages the left (or right) gear and the second synchronizer S2 engages the left (or right) gear, and the engine 1 and two motors are in parallel drive; the engine 1 and the first motor 2 unload, and the second motor 3 compensates for torque to drive and maintain the driving force; both the first synchronizer S1 and the second synchronizer S2 disengage the gears; the first motor 2 drives the second gear B1 (or the first gear A1) to adjust the speed to synchronize with the input shaft 4; the first synchronizer S1 engages the right (or left) gear; the first motor 2 drives the engine 1 to adjust the speed so that the third gear A3 (or the fourth gear B3) synchronizes with the output shaft 5; the second synchronizer S2 engages the left (or right) gear; the torques of the engine 1, the first motor 2 and the second motor 3 are restored, and the gear shifting process is completed. The first synchronizer S1 engages the right (or left) gear + the second synchronizer S2 engages the left (or right) gear.

[0064] When the first synchronizer S1 is disengaged and the second synchronizer S2 is engaged, the first motor 2 is disengaged from the engine 1 and connected to the output shaft 5, and has the functions of driving (the wheels) and regenerative braking; when the first synchronizer S1 is engaged and the second synchronizer S2 is disengaged, the first motor 2 is connected to the engine 1 and disengaged from the wheels, and has the functions of generating electricity, starting the engine 1 and driving the engine 1 to adjust synchronization; the second motor 3 has the functions of driving the wheels and regenerative braking, and drives the wheels during the process of the vehicle running in series with the engine 1 and during the gear shifting of the engine 1 and / or the first motor 2 to achieve power interruption-free.

[0065] In this embodiment, the first motor 2 is a permanent magnet synchronous motor, which has high control precision and high energy conversion efficiency, and is preferentially used. It has multiple functions: dragging and starting the engine 1 when parking or driving; generating electricity (with high efficiency) when parking or in series drive; generating electricity or assisting in driving (with high efficiency) in parallel drive, and is preferentially used over the second motor 3; when gear shifting is required in HEV operating conditions, dragging the engine 1 to adjust the speed and synchronization (with high precision) for gear engagement; in EV operating conditions, not only participating in driving, but also being the preferentially used driving motor (ensuring high efficiency): only when the torque or power of the first motor 2 cannot meet the requirements, the second motor 3 is used.

[0066] In this embodiment, the second motor 3 is a polyphase AC induction motor, mainly for two reasons: one is to reduce costs, and the other is to eliminate the high-voltage induced electromotive force generated in the stator winding when the motor idles, reduce energy loss, and eliminate the risk of damaging the electronic components of the motor controller and electric shock due to leakage. A permanent magnet synchronous motor requires permanent magnets, which are made of rare and expensive rare earth materials, resulting in higher costs; an AC induction motor does not require permanent magnets, which can reduce costs. The rotor poles of an AC induction motor are induced. As long as the current in the stator winding of the motor is cut off, the stator magnetic field will disappear, and the induced poles of the rotor will disappear. After the rotor loses the induced poles, no induced electromotive force will be generated in the stator winding, and no corresponding energy loss will occur; there is no need to consume electrical energy to supply power to the winding and weaken the rotor magnetic field; it will not cause damage to the electronic components in the motor controller; when the high-voltage power system is turned off, no high-voltage electromotive force and its potential threat will be generated.

[0067] According to the characteristics of the permanent magnet synchronous motor and the induction motor, the following control methods are also proposed in this embodiment: ① When cruising in the EV mode, the first motor 2 of the permanent magnet synchronous motor provides continuous driving force, with high energy conversion efficiency; the induction motor second motor 3 idles to reduce energy loss; ② During rapid acceleration in the EV mode or other processes that require additional driving force (for several seconds), the first motor 2 outputs driving torque, and the induction motor second motor 3 only provides auxiliary driving force to supplement the insufficient part of the first motor 2; ③ During the gear shifting process in the EV mode, the first motor 2 adjusts synchronization and shifts gears, and the second motor 3 provides the required driving force (about 1 second); ④ During the process of switching from the EV mode to the HEV mode, the first motor 2 drags the engine 1 to start, and the second motor 3 provides the required driving force (about 2 seconds); ⑤ During the series drive process in the HEV mode, the engine 1 drives the first motor 1 to generate electricity, and the second motor 3 provides the required driving force (about 3 seconds); ⑥ During the gear shifting or gear changing process in the HEV mode, the first motor 2 drags the engine 1 to adjust synchronization and shift gears, and the second motor 3 provides the required driving force (about 1.2 seconds); ⑦ When driving in gear in the HEV mode, the engine 1 drives the wheels through the gearshift gears, the first motor 2 drives with high efficiency or generates electricity with high efficiency or idles, and the second motor 3 idles to reduce energy loss; ⑧ During rapid acceleration with the gear engaged in the HEV mode, when the torque of the engine 1 and the first motor 2 is insufficient, the second motor 3 outputs auxiliary driving torque; ⑨ During energy regeneration braking, the first motor 2 is preferentially used to output regenerative braking torque to improve the efficiency of energy regeneration, and the second motor 3 only outputs auxiliary braking torque to supplement the insufficient regenerative braking torque of the first motor 2.

[0068] The hybrid vehicle has two operating conditions: EV and HEV. For this system, the EV condition cruise driving and the HEV gear engaged driving account for the vast majority of the time, usually several minutes, dozens of minutes or several hours; the duration of rapid acceleration is very short, usually several seconds; the duration of the EV to HEV switching process is very short, about 2 seconds; the duration of all gear engagement / shift processes is very short, about 1.5 seconds; the HEV condition series drive mode is only limited to low vehicle speeds (such as for the engine to drive the vehicle during the starting stage, only 2 - 3 seconds, or in the speed range less than 13 km / h, calibrated according to the vehicle model requirements. When the vehicle speed reaches about 13 km / h, the system can enter the HEV gear engaged drive mode). For the convenience of narration, those with short durations are called "processes", such as the "HEV condition acceleration drive process"; those with long durations are respectively called the "EV condition cruise driving" and the "HEV condition gear engaged driving".

[0069] The first motor 2 is a high - efficiency and high - performance permanent magnet synchronous motor. When it outputs positive torque, it is in the driving or assisting state; when it outputs negative torque, it is in the power generation or regenerative braking state; when it outputs zero torque, it is in the "idle running" state. During idle running, the permanent magnets on the rotor will generate induced electromotive force in the stator winding, and the motor controller needs to work to adjust the frequency, phase and voltage to make the torque of the first motor 2 zero, thus generating a certain amount of electromagnetic energy loss. Different from the permanent magnet synchronous motor, the second motor 3 is a non - permanent - magnet induction motor. When the output torque is zero, the motor controller stops supplying power to the stator winding, and there is no electromagnetic energy loss. For the convenience of narration, when the motor is rotating and the output torque is zero, the first motor 2 is called "idle running", and the second motor 3 is called "idle speed idle running".

[0070] According to the control strategy of this system, the second motor 3 can work only in various "processes" with very short durations. Although the efficiency is slightly lower, the working time is very short, and the cumulative extra energy consumption is very small; in the state with long durations, this motor is in the "idle speed idle running" state, without electromagnetic energy loss, and saves energy compared with the permanent magnet synchronous motor. Since the "idle speed idle running" time is much longer than the working time, the energy saved by the second motor 3 during "idle speed idle running" is much greater than the extra energy consumed during its operation.

[0071] The present invention discloses a system control strategy, such that the second motor 3 is only in the working (electric or generating) state during various "processes" with a very short duration; during the long-duration EV cruising and HEV gear engaged driving, the second motor 3 is in the "idle running" state; in this way, the working time of the second motor 3 is less than one tenth or even one hundredth of the idle running time. The second motor 3 uses an induction motor, although its efficiency is slightly lower by about 3-5%, but its working time is very short, the duty cycle is very small (<1%), and the efficiency difference after time weighting is less than 0.05%. On the other hand, when a permanent magnet motor runs idle at high speed, it needs to consume electrical energy for field weakening, and it is tested that the electrical power can reach 3-5 kW at this time; by testing and comparing the electrical energy consumption of a four-wheel drive vehicle with "permanent magnet motor + permanent magnet motor" and a four-wheel drive vehicle with "permanent magnet motor + induction motor", the result is that the electrical energy consumption of the "permanent magnet motor + induction motor" electric vehicle is reduced by about 4%. Therefore, the energy saved by using the induction motor for the second motor 3 due to "idle running" is much greater than the additional energy consumed during its operation.

[0072] Since the first motor 2 is a permanent magnet synchronous motor with high working efficiency, it is preferably used as much as possible under various working conditions, and the average efficiency is high; the first motor 2 has two gears and can achieve a balance between a large torque and high speed with low consumption through gear shifting.

[0073] In the EV working condition, the first motor 2 participates in driving and is preferred: as long as the torque / power of the first motor 2 is sufficient, the first motor 2 is used for single drive; only when the required torque is greater than the torque of the first motor 2, the second motor 3 participates in driving. The reason for such an arrangement is that the second motor 3 is an induction motor and its working efficiency is not as good as that of the permanent magnet synchronous first motor 2. Specifically, in working conditions such as EV cruising, the required torque is small, and the first motor 2 alone can meet the torque requirement, so the first motor 2 is used for single drive; during EV acceleration or climbing, the required torque is greater than the torque of the first motor 2, and the second motor 3 participates in driving. It should be particularly noted that compared with the cruising time, the time ratios of acceleration and climbing are very small, and the energy consumption reduction due to the idle running of the second motor 3 can far exceed the influence of its slightly lower working efficiency.

[0074] HEV working condition: In the parallel drive working condition, the first motor 2 and the engine 1 can meet the torque requirements in the vast majority of cases, the second motor 3 stops power supply and runs idle, reducing energy consumption; only when the maximum torque is required, the second motor 3 drives together with the engine 1 and the first motor 2, and the time ratio of this working condition is extremely small, and the increased energy consumption is very little; during gear shifting, the second motor 3 takes over to drive the wheels, the first motor 2 drags the engine 1 to adjust synchronization and engage the gear, and then the engine 1 and the first motor 2 resume driving. This process time is very short, and the energy consumption increment caused by the efficiency of the induction motor is very small. In short, the time when the wheel requires a small torque and the second motor 3 is turned off is much longer than the working time of the second motor 3. Therefore, the energy saved by turning off the second motor 3 is much greater than the increased energy consumption brought about by the reduction of the working efficiency of the second motor 3.

[0075] Appropriately increase the overall speed ratio of the second motor 3 so that the second motor 3 can provide a greater driving force; since the second motor 3 is an induction motor, when the second motor 3 is not required to operate, turn off the power supply of this motor, and the loss of induced electromotive force at high speeds will not increase. If it is a permanent magnet synchronous motor, increasing the reduction ratio will necessarily increase the high-voltage electromotive force at high speeds, increasing the energy consumption caused by the induced electromotive force.

[0076] This design also has an advantage: when being towed, the first synchronizer S1 and the second synchronizer S2 are in the neutral position, the engine 1 and the first motor 2 can be in the neutral position, and are completely decoupled from the wheels, and can stop and be turned off. At this time, turn off the power supply under the high-voltage power battery and the high-voltage system. In this way, no high-voltage induced electromotive force will be generated in the windings of the first motor 2, there will be no current energy loss caused by the induced electromotive force, and no other safety risks caused by the high-voltage electromotive force will occur;

[0077] Although the shaft of the second motor 3 cannot be decoupled from the wheel shaft and is driven to rotate by the wheel through the transmission chain and increases with the increase of the vehicle speed, however, the second motor 3 is an AC induction motor and the winding power supply is cut off, so no induced magnetic field will be generated in the rotor of the second motor 3, and no induced electromotive force will be generated in the stator winding, and various problems will not exist. If the second motor 3 uses a permanent magnet synchronous motor, the stator winding of the motor will generate an induced electromotive force, bringing many troubles to the inverter and the battery system, such as damaging electronic devices or other safety risks such as overcharging of the battery; however, when the second motor 3 is an AC induction motor, the situation is much simpler. As long as the power supply is cut off, various problems will not exist. Therefore, in the towing state of this embodiment, the first synchronizer S1 and the second synchronizer S2 are in the neutral position, and the engine 1 and the first motor 2 are disconnected from the output shaft 5, that is, the engine 1 and the first motor 2 are decoupled from the vehicle wheels, and the input power supply of the second motor 3 is cut off.

[0078] The first synchronizer S1 and / or the second synchronizer S2 of this embodiment can also be replaced by a clutch.

[0079] The schematic table of various working conditions of this embodiment is as follows:

[0080]

[0081] Embodiment 2 Figure 2As shown in the figure, a hybrid transmission system includes an engine 1, a first motor 2, a second motor 3, an input shaft 4, an output shaft 5, a first synchronizer S1, a second synchronizer S2, and several transmission gears. The input shaft 4 is connected to the engine 1. The first synchronizer S1 is connected to the input shaft 4. The second synchronizer S2 is connected to the output shaft 5. The shaft of the first motor 2 is connected to the input shaft 4 through the first synchronizer S1 and the transmission gears, or the shaft of the first motor 2 is disconnected from the input shaft 4 through the first synchronizer S1. The shaft of the first motor 2 is connected to the output shaft 5 through the second synchronizer S2 and the transmission gears, or the shaft of the first motor 2 is disconnected from the output shaft 5 through the second synchronizer S2. The shaft of the second motor 3 is connected to the output shaft 5 through the transmission gears. The first motor 2 is a permanent magnet synchronous motor, and the first motor 2 is used for driving or regenerative braking or power generation or synchronization adjustment or starting the engine. The second motor 3 is an induction motor, and the second motor 3 is used for auxiliary driving or auxiliary regenerative braking or series driving in a hybrid driving condition or driving during gear shifting or driving when the first motor 2 starts the engine 1.

[0082] Specifically, the several transmission gears include a first gear A1, a second gear B1, a third gear A3, a fourth gear B3, a fifth gear A2, a sixth gear B2, a seventh gear C1, an eighth gear C3, and a ninth gear A4.

[0083] The first gear A1 and the second gear B1 are sleeved on the input shaft 4. The input shaft 4 is connected or disconnected from the first gear A1 or the second gear B1 through the first synchronizer S1 respectively. Specifically, as Figure 2 shown in the figure, when the first synchronizer S1 moves leftward to engage with the first gear A1, the input shaft 4 is connected to the first gear A1. When the first synchronizer S1 moves rightward to engage with the second gear B1, the input shaft 4 is connected to the second gear B1. When the first synchronizer S1 is in the middle position, the input shaft 4 is not connected to either the first gear A1 or the second gear B1. The third gear A3 and the fourth gear B3 are sleeved on the output shaft 5. The output shaft 5 is connected or disconnected from the third gear A3 or the fourth gear B3 through the second synchronizer S2 respectively. Specifically, as Figure 2 shown in the figure, when the second synchronizer S2 moves leftward to engage with the third gear A3, the output shaft 5 is connected to the third gear A3. When the second synchronizer S2 moves rightward to engage with the fourth gear B3, the output shaft 5 is connected to the fourth gear B3. When the second synchronizer S2 is in the middle position, the output shaft 5 is not connected to either the third gear A3 or the fourth gear B3.

[0084] This embodiment further includes a first transmission shaft 6 and a second transmission shaft 7. The first transmission shaft 6 is connected to the shaft of the first motor 2, and the second transmission shaft 7 is connected to the shaft of the second motor 3. The ninth gear A4, the fifth gear A2, and the sixth gear B2 are connected to the first transmission shaft 6 and are connected to the shaft of the first motor 2 through the first transmission shaft 6. The ninth gear A4 meshes with the third gear A3, and the fifth gear A2 meshes with the first gear A1. The second gear B1 meshes with the sixth gear B2, and the sixth gear B2 meshes with the fourth gear B3. The seventh gear C1 is connected to the second transmission shaft 7 and is connected to the shaft of the second motor 3 through the second transmission shaft 7. The eighth gear C3 is connected to the output shaft 5. The seventh gear C1 and the eighth gear C3 mesh with each other, and an output gear D1 is also connected to the output shaft 5.

[0085] The first synchronizer S1 and / or the second synchronizer S2 in this embodiment can also be replaced by a clutch.

[0086] The various working conditions of this embodiment can be referred to in the following table:

[0087]

[0088] The functions, principles, and control methods controlled and implemented in this embodiment are basically the same as those in Embodiment 1, and will not be elaborated here.

[0089] Embodiment 3 Figure 3 As shown, a hybrid power transmission system includes an engine 1, a first motor 2, a second motor 3, an input shaft 4, an output shaft 5, a first synchronizer S1, a second synchronizer S2, and several transmission gears. The input shaft 4 is connected to the engine 1, the first synchronizer S1 is connected to the input shaft 4, the second synchronizer S2 is connected to the output shaft 5. The shaft of the first motor 2 is connected to the input shaft 4 through the first synchronizer S1 and the transmission gears, or the shaft of the first motor 2 is disconnected from the input shaft 4 through the first synchronizer S1. The shaft of the first motor 2 is connected to the output shaft 5 through the second synchronizer S2 and the transmission gears, or the shaft of the first motor 2 is disconnected from the output shaft 5 through the second synchronizer S2. The shaft of the second motor 3 is connected to the output shaft 5 through the transmission gears. The first motor 2 is a permanent magnet synchronous motor, and the first motor 2 is used for driving or regenerative braking or power generation or synchronization adjustment or starting the engine. The second motor 3 is an induction motor, and the second motor 3 is used for auxiliary driving or auxiliary regenerative braking or series driving in a hybrid driving condition or driving during gear shifting or driving when the first motor 2 starts the engine 1.

[0090] Specifically, the several transmission gears include a first gear A1, a second gear B1, a third gear A3, a fourth gear B3, a fifth gear A2, a sixth gear B2, a seventh gear C1, an eighth gear C3, and a ninth gear A4;

[0091] The first gear A1 and the second gear B1 are sleeved on the input shaft 4. The input shaft 4 is connected or disconnected from the first gear A1 or the second gear B1 respectively through the first synchronizer S1. Specifically: According to Figure 3 As shown, when the first synchronizer S1 moves leftward to engage with the first gear A1, the input shaft 4 is connected to the first gear A1. When the first synchronizer S1 moves rightward to engage with the second gear B1, the input shaft 4 is connected to the second gear B1. When the first synchronizer S1 is in the middle position, the input shaft 4 is not connected to either the first gear A1 or the second gear B1. The third gear A3 and the fourth gear B3 are sleeved on the output shaft 5. The output shaft 5 is connected or disconnected from the third gear A3 or the fourth gear B3 respectively through the second synchronizer S2. Specifically: According to Figure 3 As shown, when the second synchronizer S2 moves leftward to engage with the third gear A3, the output shaft 5 is connected to the third gear A3. When the second synchronizer S2 moves rightward to engage with the fourth gear B3, the output shaft 5 is connected to the fourth gear B3. When the second synchronizer S2 is in the middle position, the output shaft 5 is not connected to either the third gear A3 or the fourth gear B3;

[0092] This embodiment further includes a first transmission shaft 6 and a second transmission shaft 7. The first transmission shaft 6 is connected to the shaft of the first motor 2, and the second transmission shaft 7 is connected to the shaft of the second motor 3. The seventh gear C1 is connected to the second transmission shaft 6 and is connected to the shaft of the second motor 3 through the second transmission shaft 6. The eighth gear C3 is connected to the output shaft 5, and the seventh gear C1 meshes with the eighth gear C3;

[0093] The fifth gear A2 and the sixth gear B2 are connected to the first transmission shaft 6 and are connected to the shaft of the first motor 2 through the first transmission shaft 6. The ninth gear A4 is connected to the first gear A1 and can be integrated into one body; the ninth gear A4 meshes with the fifth gear A2, the first gear A1 meshes with the third gear A3, the second gear B1 meshes with the sixth gear B2, the second gear B1 meshes with the fourth gear B3, and an output gear D1 is also connected to the output shaft 5.

[0094] The first synchronizer S1 and / or the second synchronizer S2 in this embodiment can also be replaced by a clutch.

[0095] The various working conditions of this embodiment can be referred to the following table:

[0096]

[0097] The functions, principles, and control methods controlled and implemented in this embodiment are basically the same as those in the first embodiment, and will not be elaborated here.

[0098] Embodiment Four Figure 4As shown in the figure, a hybrid transmission system includes an engine 1, a first motor 2, a second motor 3, an input shaft 4, an output shaft 5, a first synchronizer S1, a second synchronizer S2, and several transmission gears. The input shaft 4 is connected to the engine 1, the first synchronizer S1 is connected to the input shaft 4, and the second synchronizer S2 is connected to the output shaft 5. The shaft of the first motor 2 is connected to the input shaft 4 through the first synchronizer S1 and the transmission gears, or the shaft of the first motor 2 is disconnected from the input shaft 4 through the first synchronizer S1; the shaft of the first motor 2 is connected to the output shaft 5 through the second synchronizer S2 and the transmission gears, or the shaft of the first motor 2 is disconnected from the output shaft 5 through the second synchronizer S2; the shaft of the second motor 3 is connected to the output shaft 5 through the transmission gears; the first motor 2 is a permanent magnet synchronous motor, and the first motor 2 is used for driving or regenerative braking or power generation or synchronization adjustment or starting the engine. The second motor 3 is an induction motor, and the second motor 3 is used for auxiliary driving or auxiliary regenerative braking or series driving in a hybrid driving condition or driving during gear shifting or driving when the first motor 2 starts the engine 1.

[0099] Specifically, the several transmission gears include a first gear A1, a second gear B1, a third gear A3, a fourth gear B3, a fifth gear A2, a sixth gear B2, a seventh gear C1, and an eighth gear C3;

[0100] The first gear A1 and the second gear B1 are sleeved on the input shaft 4. The input shaft 4 is connected or disconnected from the first gear A1 or the second gear B1 through the first synchronizer S1 respectively. Specifically, as Figure 4 shown, when the first synchronizer S1 moves leftward to engage with the first gear A1, the input shaft 4 is connected to the first gear A1. When the first synchronizer S1 moves rightward to engage with the second gear B1, the input shaft 4 is connected to the second gear B1. When the first synchronizer S1 is in the middle position, the input shaft 4 is not connected to either the first gear A1 or the second gear B1; The third gear A3 and the fourth gear B3 are sleeved on the output shaft 5. The output shaft 5 is connected or disconnected from the third gear A3 or the fourth gear B3 through the second synchronizer S2 respectively. Specifically, as Figure 4 shown, when the second synchronizer S2 moves leftward to engage with the third gear A3, the output shaft 5 is connected to the third gear A3. When the second synchronizer S2 moves rightward to engage with the fourth gear B3, the output shaft 5 is connected to the fourth gear B3. When the second synchronizer S2 is in the middle position, the output shaft 5 is not connected to either the third gear A3 or the fourth gear B3;

[0101] This embodiment further includes a first transmission shaft 6 and a second transmission shaft 7. The first transmission shaft 6 is connected to the shaft of the first motor 2, and the second transmission shaft 7 is connected to the shaft of the second motor 3. The seventh gear C1 is connected to the second transmission shaft 6 and is connected to the shaft of the second motor 3 through the second transmission shaft 6. The eighth gear C3 is connected to the output shaft 5, and the seventh gear C1 and the eighth gear C3 are meshed with each other;

[0102] The fifth gear A2 and the sixth gear B2 are connected to the first transmission shaft 6 and connected to the shaft of the first motor 2 through the first transmission shaft 6. The first gear A1 meshes with the third gear A3, and the third gear A3 meshes with the fifth gear A2. The second gear B1 meshes with the fourth gear B3, and the fourth gear B3 meshes with the sixth gear B2. An output gear D1 is also connected to the output shaft 5.

[0103] In this embodiment, the first synchronizer S1 and / or the second synchronizer S2 can also be replaced by a clutch.

[0104] The functions, principles, and control methods controlled and implemented in this embodiment are basically the same as those in the first embodiment, and will not be elaborated here.

[0105] Embodiment Five Figure 5 As shown, a hybrid transmission system includes an engine 1, a first motor 2, a second motor 3, an input shaft 4, an output shaft 5, a first synchronizer S1, a second synchronizer S2, and several transmission gears. The input shaft 4 is connected to the engine 1, the first synchronizer S1 is connected to the input shaft 4, and the second synchronizer S2 is connected to the output shaft 5. The shaft of the first motor 2 is connected to the input shaft 4 through the first synchronizer S1 and the transmission gears, or the shaft of the first motor 2 is disconnected from the input shaft 4 through the first synchronizer S1; the shaft of the first motor 2 is connected to the output shaft 5 through the second synchronizer S2 and the transmission gears, or the shaft of the first motor 2 is disconnected from the output shaft 5 through the second synchronizer S2; the shaft of the second motor 3 is connected to the output shaft 5 through the transmission gears; the first motor 2 is a permanent magnet synchronous motor, and the first motor 2 is used for driving or regenerative braking or power generation or synchronization adjustment or starting the engine. The second motor 3 is an induction motor, and the second motor 3 is used for auxiliary driving or auxiliary regenerative braking or series driving in a hybrid driving condition or driving during shifting or driving when the first motor 2 starts the engine 1.

[0106] Specifically: the several transmission gears include a first gear A1, a second gear B1, a third gear A3, a fourth gear B3, a fifth gear A2, a sixth gear B2, a seventh gear C1, and an eighth gear C3;

[0107] The first gear A1 and the second gear B1 are sleeved on the input shaft 4. The input shaft 4 is respectively connected or disconnected from the first gear A1 or the second gear B1 through the first synchronizer S1. Specifically: according to Figure 5As shown, when the first synchronizer S1 moves leftward to engage with the first gear A1, the input shaft 4 is connected to the first gear A1. When the first synchronizer S1 moves rightward to engage with the second gear B1, the input shaft 4 is connected to the second gear B1. When the first synchronizer S1 is in the middle position, the input shaft 4 is not connected to either the first gear A1 or the second gear B1. The third gear A3 and the fourth gear B3 are sleeved on the output shaft 5, and the output shaft 5 is connected to or disconnected from the third gear A3 or the fourth gear B3 respectively through the second synchronizer S2. Specifically: According to Figure 5 As shown, when the second synchronizer S2 moves leftward to engage with the third gear A3, the output shaft 5 is connected to the third gear A3. When the second synchronizer S2 moves rightward to engage with the fourth gear B3, the output shaft 5 is connected to the fourth gear B3. When the second synchronizer S2 is in the middle position, the output shaft 5 is not connected to either the third gear A3 or the fourth gear B3;

[0108] This embodiment further includes a first transmission shaft 6 and a second transmission shaft 7. The first transmission shaft 6 is connected to the shaft of the first motor 2, and the second transmission shaft 7 is connected to the shaft of the second motor 3. The seventh gear C1 is connected to the second transmission shaft 6 and is connected to the shaft of the second motor 3 through the second transmission shaft 6. The eighth gear C3 is connected to the output shaft 5, and the seventh gear C1 and the eighth gear C3 are meshed with each other;

[0109] The fifth gear A2 and the sixth gear B2 are connected to the first transmission shaft 6 and are connected to the shaft of the first motor 2 through the first transmission shaft 6. The first gear A1 is meshed with the fifth gear A2, and the fifth gear A2 is meshed with the third gear A3. The second gear B1 is meshed with the sixth gear B2, and the sixth gear B2 is meshed with the fourth gear B3. An output gear D1 is also connected to the output shaft 5.

[0110] The first synchronizer S1 and / or the second synchronizer S2 of this embodiment can also be replaced by a clutch.

[0111] The functions, principles, and control methods controlled and implemented in this embodiment are basically the same as those in Embodiment 1, and will not be elaborated here.

[0112] Embodiment Six Figure 6As shown in the figure, a hybrid transmission system includes an engine 1, a first motor 2, a second motor 3, an input shaft 4, an output shaft 5, a first synchronizer S1, a second synchronizer S2, and several transmission gears. The input shaft 4 is connected to the engine 1, the first synchronizer S1 is connected to the input shaft 4, and the second synchronizer S2 is connected to the output shaft 5. The shaft of the first motor 2 is connected to the input shaft 4 through the first synchronizer S1 and the transmission gears, or the shaft of the first motor 2 is disconnected from the input shaft 4 through the first synchronizer S1; the shaft of the first motor 2 is connected to the output shaft 5 through the second synchronizer S2 and the transmission gears, or the shaft of the first motor 2 is disconnected from the output shaft 5 through the second synchronizer S2; the shaft of the second motor 3 is connected to the output shaft 5 through the transmission gears; the first motor 2 is a permanent magnet synchronous motor, and the first motor 2 is used for driving or regenerative braking or power generation or synchronization adjustment or starting the engine. The second motor 3 is an induction motor, and the second motor 3 is used for auxiliary driving or auxiliary regenerative braking or series driving in a hybrid driving condition or driving during gear shifting or driving when the first motor 2 starts the engine 1.

[0113] Specifically, the several transmission gears include a first gear A1, a second gear B1, a third gear A3, a fourth gear B3, a fifth gear A2, a sixth gear B2, a seventh gear C1, and an eighth gear C3;

[0114] The first gear A1 and the second gear B1 are sleeved on the input shaft 4. The input shaft 4 is connected or disconnected from the first gear A1 or the second gear B1 through the first synchronizer S1 respectively. Specifically, as Figure 6 shown in the figure, when the first synchronizer S1 moves leftward to engage with the first gear A1, the input shaft 4 is connected to the first gear A1. When the first synchronizer S1 moves rightward to engage with the second gear B1, the input shaft 4 is connected to the second gear B1. When the first synchronizer S1 is in the middle position, the input shaft 4 is not connected to either the first gear A1 or the second gear B1; The third gear A3 and the fourth gear B3 are sleeved on the output shaft 5. The output shaft 5 is connected or disconnected from the third gear A3 or the fourth gear B3 through the second synchronizer S2 respectively. Specifically, as Figure 6 shown in the figure, when the second synchronizer S2 moves leftward to engage with the third gear A3, the output shaft 5 is connected to the third gear A3. When the second synchronizer S2 moves rightward to engage with the fourth gear B3, the output shaft 5 is connected to the fourth gear B3. When the second synchronizer S2 is in the middle position, the output shaft 5 is not connected to either the third gear A3 or the fourth gear B3;

[0115] This embodiment further includes a first transmission shaft 6 and a second transmission shaft 7. The first transmission shaft 6 is connected to the shaft of the first motor 2, and the second transmission shaft 7 is connected to the shaft of the second motor 3. The seventh gear C1 is connected to the second transmission shaft 6 and is connected to the shaft of the second motor 3 through the second transmission shaft 7. The eighth gear C3 is connected to the output shaft 5, and the seventh gear C1 and the eighth gear C3 are meshed;

[0116] The fifth gear A2 and the sixth gear B2 are connected to the first transmission shaft 6 and are connected to the shaft of the first motor 2 through the first transmission shaft 6. The first gear A1 meshes with the fifth gear A2, and the first gear A1 meshes with the third gear A3. The second gear B1 meshes with the sixth gear B2, and the second gear B1 meshes with the fourth gear B3. An output gear D1 is also connected to the output shaft 5.

[0117] In this embodiment, the first synchronizer S1 and / or the second synchronizer S2 can also be replaced by a clutch.

[0118] The functions, principles, and control methods controlled and implemented in this embodiment are basically the same as those in the first embodiment, and will not be elaborated here.

[0119] Although the present invention has been specifically shown and described in conjunction with the preferred embodiments, those skilled in the art should understand that various changes can be made to the present invention in terms of form and details without departing from the spirit and scope of the present invention defined by the appended claims, and all of them fall within the protection scope of the present invention.

Claims

1. A hybrid transmission system, comprising an engine, a first motor, a second motor, an input shaft, an output shaft, a first synchronizer, a second synchronizer and a plurality of transmission gears, characterized in that: The input shaft is connected to the engine, the first synchronizer is connected to the input shaft, the second synchronizer is connected to the output shaft, the first motor shaft is connected to the input shaft through the first synchronizer and the transmission gear, or the first motor shaft is disconnected from the input shaft through the first synchronizer; the first motor shaft is connected to the output shaft through the second synchronizer and the transmission gear, or the first motor shaft is disconnected from the output shaft through the second synchronizer; the second motor shaft is connected to the output shaft through the transmission gear; The first motor is a permanent magnet synchronous motor or a reluctance motor, and the first motor is used for driving or regenerative braking or generating electricity or synchronizing or starting the engine. The second motor is an induction motor or other non-permanent magnet motor, and the second motor is used for auxiliary driving or auxiliary regenerative braking or hybrid driving conditions, series driving, driving during gear shifting, or driving when the first motor starts the engine.

2. A hybrid power transmission system according to claim 1, characterized in that: The plurality of transmission gears include a first gear, a second gear, a third gear, a fourth gear, a fifth gear, a sixth gear, a seventh gear, an eighth gear and a ninth gear. The first gear and the second gear are sleeved on an input shaft, and the input shaft is connected or not connected to the first gear or the second gear respectively through a first synchronizer; the third gear and the fourth gear are sleeved on an output shaft, and the output shaft is connected or not connected to the third gear or the fourth gear respectively through a second synchronizer; the ninth gear is connected to the third gear; the first motor shaft is connected to the fifth gear and the sixth gear, the fifth gear is meshed with the ninth gear, the third gear is meshed with the first gear, the sixth gear is meshed with the fourth gear, and the second gear is meshed with the fourth gear; the seventh gear is connected to the second motor shaft, the eighth gear is connected to the output shaft, and the seventh gear is meshed with the eighth gear.

3. A hybrid power transmission system according to claim 1, characterized in that: The plurality of transmission gears include a first gear, a second gear, a third gear, a fourth gear, a fifth gear, a sixth gear, a seventh gear and an eighth gear. The first gear and the second gear are sleeved on an input shaft, and the input shaft is connected or disconnected with the first gear or the second gear respectively through a first synchronizer; the third gear and the fourth gear are sleeved on an output shaft, and the output shaft is connected or disconnected with the third gear or the fourth gear respectively through a second synchronizer; The fifth gear and the sixth gear are connected to the first motor shaft, the first gear is meshed with the third gear, the third gear is meshed with the fifth gear, the second gear is meshed with the fourth gear, and the fourth gear is meshed with the sixth gear; The seventh gear is connected to the second motor shaft, the eighth gear is connected to the output shaft, and the seventh gear is meshed with the eighth gear.

4. A hybrid power transmission system according to claim 1, characterized in that: It also includes a first transmission shaft, the first transmission shaft is connected to the first motor shaft, the plurality of transmission gears include a first gear, a second gear, a third gear, a fourth gear, a fifth gear, a sixth gear, a seventh gear, an eighth gear and a ninth gear, the first gear and the second gear are sleeved on the input shaft, and the input shaft is connected or disconnected with the first gear or the second gear respectively through a first synchronizer; the third gear and the fourth gear are sleeved on the output shaft, and the output shaft is connected or disconnected with the third gear or the fourth gear respectively through a second synchronizer; The ninth gear, the fifth gear and the sixth gear are connected to the first transmission shaft; the ninth gear is meshed with the third gear, the fifth gear is meshed with the first gear; the second gear is meshed with the sixth gear, and the sixth gear is meshed with the fourth gear; The seventh gear is connected to the second motor shaft, the eighth gear is connected to the output shaft, and the seventh gear is meshed with the eighth gear.

5. The hybrid power transmission system according to claim 1, characterized in that: The plurality of transmission gears include a first gear, a second gear, a third gear, a fourth gear, a fifth gear, a sixth gear, a seventh gear and an eighth gear. The first gear and the second gear are sleeved on an input shaft, and the input shaft is connected or disconnected with the first gear or the second gear respectively through a first synchronizer; the third gear and the fourth gear are sleeved on an output shaft, and the output shaft is connected or disconnected with the third gear or the fourth gear respectively through a second synchronizer; The fifth gear and the sixth gear are connected to the first motor shaft, the first gear is meshed with the fifth gear, the fifth gear is meshed with the third gear, the second gear is meshed with the sixth gear, and the sixth gear is meshed with the fourth gear; The seventh gear is connected to the second motor shaft, the eighth gear is connected to the output shaft, and the seventh gear is meshed with the eighth gear.

6. The hybrid power transmission system according to claim 1, characterized in that: It also includes a first transmission shaft, the first transmission shaft is connected to the first motor shaft, the plurality of transmission gears include a first gear, a second gear, a third gear, a fourth gear, a fifth gear, a sixth gear, a seventh gear, an eighth gear and a ninth gear, the first gear and the second gear are sleeved on the input shaft, and the input shaft is connected or disconnected with the first gear or the second gear respectively through a first synchronizer; the third gear and the fourth gear are sleeved on the output shaft, and the output shaft is connected or disconnected with the third gear or the fourth gear respectively through a second synchronizer; The seventh gear is connected to the second motor shaft, the eighth gear is connected to the output shaft, and the seventh gear is meshed with the eighth gear; The fifth gear and the sixth gear are connected to the first transmission shaft, and the ninth gear is connected to the first gear; the ninth gear is meshed with the fifth gear, the first gear is meshed with the third gear, the second gear is meshed with the sixth gear, and the second gear is meshed with the fourth gear.

7. The hybrid power transmission system according to claim 1, characterized in that: The plurality of transmission gears include a first gear, a second gear, a third gear, a fourth gear, a fifth gear, a sixth gear, a seventh gear and an eighth gear. The first gear and the second gear are sleeved on an input shaft, and the input shaft is connected or disconnected with the first gear or the second gear respectively through a first synchronizer; the third gear and the fourth gear are sleeved on an output shaft, and the output shaft is connected or disconnected with the third gear or the fourth gear respectively through a second synchronizer; The fifth gear and the sixth gear are connected to the first motor shaft, the first gear is meshed with the fifth gear, the first gear is meshed with the third gear, the second gear is meshed with the sixth gear, and the second gear is meshed with the fourth gear; The seventh gear is connected to the second motor shaft, the eighth gear is connected to the output shaft, and the seventh gear is meshed with the eighth gear.

8. The hybrid power transmission system according to claim 1, characterized in that: The first synchronizer and / or the second synchronizer is replaced by a clutch.

9. A hybrid power transmission system according to any one of claims 1 to 8, characterized in that: In the trailer state, the first synchronizer and the second synchronizer are in the disengaged state, the engine and the first motor are disconnected from the output shaft, and the input power of the second motor is disconnected.

10. A hybrid power transmission system control method according to any one of claims 1 to 9, characterized in that: ① When cruising in EV mode, the first motor provides continuous driving force or regenerative braking force, and the second motor idles; ② When the EV mode accelerates suddenly or requires additional driving force, the first motor provides continuous driving force or regenerative braking force, and the second motor provides auxiliary driving force and auxiliary braking force to supplement the insufficient driving force or insufficient braking force of the first motor; ③ During the gear shifting process in EV mode, the first motor synchronizes and shifts gears, and the second motor provides driving force at this time; ④ During the process of switching from EV mode to HEV mode, the first motor drags the engine and starts it, and the second motor provides driving force at this time; ⑤ During the series driving process in HEV mode, the engine The first motor is driven to generate electricity, and the second motor provides driving force at this time; ⑥ During the gear shifting or shifting process in HEV working condition, the first motor drags the engine to adjust synchronization and shift gears, and the second motor provides driving force at this time; ⑦ When driving in gear in HEV working condition, the engine drives the wheels through the gear shifting gear, the first motor assists driving or generates electricity or idles, and the second motor idles; ⑧ During the rapid acceleration process of HEV gear shifting, if the torque of the engine and the first motor is insufficient, the second motor provides auxiliary driving torque; ⑨ During energy regenerative braking, the first motor is used to output regenerative braking torque, and the second motor only outputs auxiliary braking torque to supplement the insufficient regenerative braking torque of the first motor.

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