Control method, storage medium, controller, power system and vehicle

Abstract

The invention discloses a control method, a storage medium, a controller, a power system and a vehicle. The control method is used for controlling the power system. The power system comprises a first motor and a second motor. The control method comprises the steps that the first motor is controlled to be coupled with the transmission assembly to output power through the transmission assembly; when the rotating speed difference between the second motor and the first motor is smaller than the preset value, the second motor is controlled to be coupled with the transmission assembly, so that the second motor and the first motor are combined through the transmission assembly to output power. According to the control method, when the rotating speed difference between the second motor and the first motor is smaller than the preset value, the second motor and the first motor are combined to output power, so that when the first motor and the second motor are coupled, the vehicle is prevented from rushing, and the running smoothness of the vehicle is improved.

Description

Technical Field

[0001] The present application relates to the field of power distribution technology, and more specifically, to a control method, a storage medium, a controller, a power system, and a vehicle. Background Art

[0002] To increase a hybrid vehicle's power output in pure electric mode, the power from the vehicle's two electric motors can be coupled and outputted simultaneously. However, not all vehicles require high power output. Therefore, in daily driving, one motor can meet power requirements. When the driver requires more power, the other motor is activated and coupled with the first motor to combine output power. However, if the two motors are operating in inconsistent states, they will interfere with each other, resulting in uneven power output and possible vehicle jerking. Summary of the Invention

[0003] Embodiments of the present application provide a control method, a storage medium, a controller, a power system, and a vehicle.

[0004] The control method of an embodiment of the present application is used to control a power system, which includes a first motor and a second motor. The control method includes controlling the first motor to couple with a transmission component to output power through the transmission component; and when the speed difference between the second motor and the first motor is less than a preset value, controlling the second motor to couple with the transmission component so that the second motor and the first motor are combined to output power through the transmission component.

[0005] In some embodiments, the preset value is less than or equal to 50 rpm; or the preset value is less than or equal to 100 rpm.

[0006] In some embodiments, the power system further includes an engine, and controlling the first motor to couple with the transmission assembly to output power through the transmission assembly includes:

[0007] controlling the coupling between the engine and the second motor;

[0008] controlling the engine to be decoupled from the second motor;

[0009] The second motor is controlled to rotate, and when the rotation speed of the engine is less than the rotation speed of the second motor, the second motor is controlled to be ready to couple with the transmission assembly.

[0010] In some embodiments, the power system further includes an engine. When the speed difference between the second motor and the first motor is less than a preset value, after controlling the second motor to couple with the transmission assembly so that the second motor and the first motor combine to output power through the transmission assembly, the control method further includes:

[0011] controlling the second motor to decouple from the transmission assembly;

[0012] controlling the second motor to stop;

[0013] controlling the second motor to be coupled to the engine;

[0014] controlling the second motor to rotate;

[0015] When the second motor rotates to cause the engine to rotate accordingly, the second motor is controlled to stop.

[0016] In some embodiments, the power system further includes an engine, the transmission assembly further includes a one-way clutch, and the engine and the second motor are coupled via the one-way clutch; the control method, after controlling the first motor to couple with the transmission assembly to output power via the transmission assembly, further includes:

[0017] When the rotation speed of the second motor exceeds the rotation speed of the engine, the engine is controlled to enter an idle state.

[0018] In some embodiments, when the rotational speed of the second motor exceeds the rotational speed of the engine, controlling the engine to enter an idle state includes:

[0019] controlling the second motor to increase its speed;

[0020] obtaining a rotational speed of the second motor and a rotational speed of the engine;

[0021] When the rotation speed of the second motor is greater than the rotation speed of the engine, determining that the one-way clutch is disconnected;

[0022] The engine is controlled to enter an idle state.

[0023] In some embodiments, the power system further includes an engine, the transmission assembly further includes a one-way clutch, and the engine and the second motor are coupled via the one-way clutch; the control method, after controlling the second motor to couple with the transmission assembly when the speed difference between the second motor and the first motor is less than a preset value so that the second motor and the first motor combine to output power through the transmission assembly, further includes:

[0024] In some embodiments, controlling the rotational speed of the second motor to match the rotational speed of the engine so that the engine in an idle state is coupled to the second motor via the one-way clutch includes:

[0025] controlling the second motor to reduce its speed;

[0026] obtaining a rotational speed of the second motor and a rotational speed of the engine;

[0027] When the rotation speed of the second motor is equal to the rotation speed of the engine, determining that the one-way clutch is engaged;

[0028] Controlling the engine output power.

[0029] The rotation speed of the second motor is controlled to match the rotation speed of the engine, so that the engine in an idle state is coupled to the second motor through the one-way clutch.

[0030] The storage medium according to the embodiment of the present application stores the above-mentioned control method.

[0031] The controller according to the embodiment of the present application includes the above-mentioned storage medium.

[0032] The power system according to an embodiment of the present application includes a transmission assembly, a first motor, a second motor, and a controller. The first motor is coupled to the transmission assembly to output power. The second motor is coupled to the transmission assembly to output power. The controller is configured to control the coupling of the second motor to the transmission assembly when the speed difference between the second motor and the first motor is less than a preset value, so that the second motor and the first motor combine to output power through the transmission assembly.

[0033] In some embodiments, the power system further includes an engine, and the transmission assembly includes a first coupler and a second coupler. The first coupler is used to couple or decouple the second motor to the engine. The second coupler is used to couple or decouple the engine to the first motor, and the second motor to the first motor.

[0034] In some embodiments, the first coupler comprises a normally closed clutch.

[0035] In some embodiments, the second coupler comprises a normally open clutch.

[0036] In some embodiments, the first coupler includes a synchronizer.

[0037] In some embodiments, the first coupler comprises a hydraulic clutch.

[0038] In some embodiments, the first coupler comprises an electromagnetic clutch.

[0039] In some embodiments, the transmission assembly includes a first shaft and a second shaft, and the first coupler includes a first gear disc and a second gear disc; the first shaft is connected to the engine, and the second shaft is connected to the second motor; the first gear disc is sleeved on the first shaft, and the second gear disc is sleeved on the second shaft; the first gear disc and the second gear disc are used to engage with each other to couple the first shaft and the second shaft; the first gear disc and the second gear disc are also used to be spaced apart from each other to decouple the first shaft and the second shaft.

[0040] In some embodiments, the transmission assembly further includes a needle bearing; the first shaft and the second shaft are coaxially arranged; the needle bearing is arranged between the first shaft and the second shaft to enable the first shaft and the second shaft to be rotationally connected.

[0041] The vehicle according to the embodiment of the present application includes the above-mentioned storage medium, the above-mentioned controller or the above-mentioned power system.

[0042] In the control method, storage medium, controller, power system, and vehicle of the embodiments of the present application, the speed difference between the first and second motors reflects the difference in their operating states; the smaller the speed difference, the closer the operating states of the two motors. When the speed difference is less than a preset value, the difference in the operating states of the first and second motors is sufficiently small, thereby minimizing interference with the first motor when the second motor is coupled to the transmission assembly. This results in smoother changes in the combined torque output by the first and second motors, smoother changes in the vehicle's driving force, and prevents jerking, thereby improving the smoothness of vehicle operation.

[0043] Additional aspects and advantages of the present application will be given in part in the description below, and in part will become obvious from the description below, or will be learned through practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0044] The above and / or additional aspects and advantages of the present application will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0045] Figure 1 This is a flow chart of the first embodiment of the control method of the present application;

[0046] Figure 2 is a flow chart of a second embodiment of the control method of the present application;

[0047] Figure 3 is a flow chart of a third embodiment of the control method of the present application;

[0048] Figure 4 is a flow chart of a fourth embodiment of the control method of the present application;

[0049] Figure 5 is a flow chart of a fifth embodiment of the control method of the present application;

[0050] Figure 6 is a flow chart of a sixth embodiment of the control method of the present application;

[0051] Figure 7 is a flow chart of a seventh embodiment of the control method of the present application;

[0052] Figure 8 is a cross-sectional schematic diagram of a first embodiment of the power system of the present application;

[0053] Figure 9 yes Figure 8 Enlarged view of part A;

[0054] Figure 10 is a partial cross-sectional schematic diagram of a second embodiment of the power system of the present application;

[0055] Figure 11 is a partial cross-sectional schematic diagram of a third embodiment of the power system of the present application;

[0056] Figure 12 is a partial cross-sectional schematic diagram of a fourth embodiment of the power system of the present application;

[0057] Figure 13 is a first mode conversion flow chart of a vehicle according to certain embodiments of the present application;

[0058] Figure 14 is a second mode transition flow chart of a vehicle according to certain embodiments of the present application;

[0059] Figure 15 is a third mode transition flow chart of a vehicle according to certain embodiments of the present application;

[0060] Figure 16 is a fourth mode transition flowchart of a vehicle according to certain embodiments of the present application.

[0061] Description of main component symbols:

[0062] Power system 1000;

[0063] a first motor 100;

[0064] a second motor 200;

[0065] Engine 300; Flywheel 310;

[0066] Transmission assembly 400;

[0067] First coupler 410; spring 411; first gear plate 412; second gear plate 413; end face gear 414; first friction plate 415; second friction plate 416; one-way clutch 417;

[0068] a second coupler 420;

[0069] First axis 430;

[0070] Second axis 440;

[0071] Needle roller bearing 450;

[0072] Piston 460;

[0073] Oil channel 470;

[0074] Bearing 480;

[0075] First electromagnet 491; second electromagnet 492;

[0076] Push ring 4100;

[0077] First gear pair 4111; second gear pair 4112; third gear pair 4113; fourth gear pair 4114;

[0078] First gear 4121; second gear 4122; third gear 4123; fourth gear 4124;

[0079] Differential 4130. DETAILED DESCRIPTION

[0080] To make the above-mentioned objects, features, and advantages of the present application more clearly understood, the specific embodiments of the present application are described in detail below with reference to the accompanying drawings. The following description sets forth many specific details to facilitate a full understanding of the present application. However, the present application can be implemented in many other ways than those described herein, and those skilled in the art can make similar improvements without violating the scope of the present application. Therefore, the present application is not limited to the specific embodiments disclosed below.

[0081] In the description of this application, it should be understood that the terms "center", "length", "up", "down", "front", "back", "vertical", "horizontal", "top", "bottom", "inside", "outside", etc., indicating the orientation or position relationship, are based on the orientation or position relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on this application.

[0082] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of the technical features being referred to. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of such features. Throughout the description of this application, "plurality" means at least two, for example, two, three, etc., unless otherwise specifically defined.

[0083] In this application, unless otherwise specified or limited, the terms "mounted," "connected," and "connected" should be understood in a broad sense. For example, they can refer to fixed connections, detachable connections, or integration; mechanical connections, electrical connections; direct connections, or indirect connections through an intermediate medium; and internal communication between two components or interaction between two components, unless otherwise specified. Those skilled in the art will understand the specific meanings of the above terms in this application based on specific circumstances.

[0084] In this application, unless otherwise expressly specified or limited, when a first feature is "above" or "below" a second feature, it may mean that the first and second features are in direct contact, or the first and second features are in indirect contact through an intermediate medium. Furthermore, when a first feature is "above," "above," or "above" a second feature, it may mean that the first feature is directly above or diagonally above the second feature, or simply means that the first feature is at a higher level than the second feature. When a first feature is "below," "below," or "below" a second feature, it may mean that the first feature is directly below or diagonally below the second feature, or simply means that the first feature is at a lower level than the second feature.

[0085] Embodiments of the present application provide a control method, a storage medium, a controller, a power system, and a vehicle.

[0086] Please refer to Figure 8 and Figure 12 The vehicle of the embodiment of the present application includes the above-mentioned storage medium, the above-mentioned controller or the above-mentioned power system 1000.

[0087] The vehicle according to the embodiments of the present application may include two motors, namely, a first motor 100 and a second motor 200 described below. Both motors can output power to drive the vehicle. When the vehicle is a hybrid vehicle (such as a hybrid electric vehicle or an extended-range vehicle), the first motor 100 can be a P3 motor and the second motor 200 can be a P1 motor. However, the first motor 100 and the second motor 200 can also be other motors, such as P2 or P4 motors. The first motor 100 and the second motor 200 only need to output power to drive the vehicle and are not limited to a specific location. When the vehicle is a pure electric vehicle, the first motor 100 and the second motor 200 can be separately located on the front axle or rear axle of the vehicle and provide power to the front wheels or rear wheels respectively. The first motor 100 and the second motor 200 can also be located simultaneously on the front axle or rear axle to provide power to both front wheels or both rear wheels of the vehicle respectively. Therefore, the first motor 100 and the second motor 200 can have multiple arrangements in a pure electric vehicle, and this application does not limit this.

[0088] The controller according to the embodiment of the present application includes the above-mentioned storage medium.

[0089] The controller is a device or system for controlling the power distribution path of the power system 1000. When the controller is a control system and is applied to a vehicle, the controller can be one or more of the vehicle's vehicle control unit (VCU), transmission control unit (TCU), engine 300 control unit (ECU), powertrain control module (PCM) and drive motor controller (DMC). In this case, the controller can directly control the output torque and speed of the first motor 100 and the second motor 200, as well as the speed of the engine 300 in some embodiments, and can directly obtain the speed or angle information of the first motor 100 and the second motor 200 and the engine 300 in some embodiments through sensors.

[0090] When the controller is a separate controller, for example, in one example, when the transmission assembly 400 of the present application is the internal structure of an electronically-controlled continuously variable transmission (E-CVT), the controller can be the controller of the E-CVT. In this way, the controller does not directly control the speed of the motor and the engine 300 in some embodiments, but can cooperate with the DMC and ECU to control the motor and the engine 300, thereby completing the following control method.

[0091] The storage medium according to the embodiment of the present application stores the above-mentioned control method.

[0092] The storage medium can be any one of random access memory (RAM), read-only memory (ROM), hard disk drive (HDD), flash memory, and optical disc, or a combination thereof. The storage medium allows the processor in the controller to read the control method, thereby executing the control method described below.

[0093] Please refer to Figure 8 and Figure 12 The power system 1000 of the present embodiment includes a transmission assembly 400, a first motor 100, a second motor 200, and a controller. The first motor 100 is coupled to the transmission assembly 400 to output power. The second motor 200 is coupled to the transmission assembly 400 to output power. The controller is configured to control the coupling of the second motor 200 with the transmission assembly 400 when the speed difference between the second motor 200 and the first motor 100 is less than a preset value, so that the second motor 200 and the first motor 100 combine to output power through the transmission assembly 400.

[0094] The power system 1000 can be a vehicle power system 1000, but it can also be a power system 1000 for other systems requiring a change in power output capacity. For example, it can be a machine tool power system 1000. When the equipment produced by the machine tool requires greater power to operate, the power output of the first motor 100 and the second motor 200 can be combined to provide power for system operation. However, for the sake of convenience in describing the beneficial effects of the control method and power system 1000 of the embodiments of the present application, the following description will use the application of the power system 1000 and control method to a vehicle as an example.

[0095] Please refer to Figure 1 and Figure 12The control method of the embodiment of the present application is used to control a power system 1000, which includes a first motor 100 and a second motor 200. The control method includes S10 controlling the first motor 100 to couple with the transmission component 400 to output power through the transmission component 400; and S20 controlling the second motor 200 to couple with the transmission component 400 when the speed difference between the second motor 200 and the first motor 100 is less than a preset value, so that the second motor 200 and the first motor 100 are combined to output power through the transmission component 400.

[0096] When the power of the first motor 100 and the second motor 200 is combined, the speeds of the two motors are forced to match. This is because after the power is combined, the two motors simultaneously drive the same component in the power system 1000. For example, in the case of a vehicle, this is to drive the wheels. Therefore, the speeds of both motors must match the wheels. Therefore, after the power is combined, the speed ratio between the first motor 100 and the wheels is constant, and the speed ratio between the second motor 200 and the wheels is also constant. Thus, the speed ratio between the first motor 100 and the second motor 200 is constant, and it is considered that the speed ratio between the first motor 100 and the second motor 200 is now the preset speed ratio.

[0097] If the speed ratio of the first motor 100 and the second motor 200 is not the above-mentioned preset speed ratio, the second motor 200 will interfere with the power output of the first motor 100 when the power is merged. For example, when the speed ratio of the first motor 100 and the second motor 200 is higher than the above-mentioned preset speed ratio before merging, the first motor 100 will tend to increase the speed of the second motor 200, and part of the power will be input into the second motor 200, resulting in a decrease in the power obtained by the vehicle; when the speed ratio of the first motor 100 and the second motor 200 is lower than the above-mentioned preset speed ratio before merging, the second motor 200 will tend to increase the speed of the first motor 100, which is equivalent to increasing the power obtained by the vehicle.

[0098] Whether reducing or increasing the power obtained by the vehicle, excessively rapid changes in the power obtained by the vehicle will cause the vehicle to jerk, i.e., shake along the vehicle's X-axis, which degrades the riding experience for the vehicle user. However, when the speed difference between the second motor 200 and the first motor 100 is less than a preset value, the speeds of the second motor 200 and the first motor 100 are sufficiently close that the first motor 100 does not need to significantly increase the speed of the second motor 200, nor does it need to be increased in speed by the second motor 200. Therefore, the power obtained by the vehicle will neither be significantly reduced nor significantly increased. This has the effect of preventing the vehicle from shaking along the direction of travel, preventing the user from experiencing jerky movements, and improving the smoothness of the vehicle's operation.

[0099] The transmission assembly 400 may be as follows Figure 8 and Figure 12The assembly shown includes a transmission shaft and a gear, but may also include an assembly including a chain (belt) and a sprocket (pulley). The transmission assembly 400 may be provided with an actuator for controlling the power coupling or decoupling between the first motor 100 and the second motor 200, such as a clutch, synchronizer, or fluid coupling. Alternatively, the actuator may be omitted, and such an actuator may be provided outside the transmission assembly 400 to execute the control method of the embodiment of the present application under the control of a controller.

[0100] When the first motor 100 and the second motor 200 have speed sensors, the controller can obtain the motor speed information by directly connecting to the motor signals. When the first motor 100 and the second motor 200 do not have speed sensors, a speed sensing mechanism such as a photoelectric encoder assembly can be installed outside the motor to detect the speed of the motor output shaft to represent the motor speed.

[0101] Unless otherwise specified, the speed difference in this application refers to the absolute value of the speed difference. For example, when the speed of the first motor 100 is 50 rpm higher or 50 rpm lower than the speed of the second motor 200, the speed difference is 50. Furthermore, the reduction ratio can be taken into account when considering the speed difference. For example, if the speed ratio between the first motor 100 and the wheel is 5:1 and the speed ratio between the second motor 200 and the wheel is 7:1, the speed difference can be the difference between one-fifth of the speed of the first motor 100 and one-seventh of the speed of the second motor 200.

[0102] The combination of the power of the first motor 100 and the second motor 200 means that the power of the first motor 100 and the second motor 200 is output to the same device at the same time, for example Figure 8 In the illustrated embodiment, when the first coupler 410 and the second coupler 420 are coupled, the power of the first motor 100 and the second motor 200 can be simultaneously output to the differential 4130 for driving the wheels.

[0103] In some embodiments, the preset value is less than or equal to 50 rpm.

[0104] When the driver requires smoother operation, the preset value may be less than or equal to 50 rpm. This reduces vehicle jerking and improves vehicle operation smoothness when the power of the first motor 100 and the second motor 200 are combined. In one example, the preset value may be 0 rpm, 5 rpm, 10 rpm, 15 rpm, 20 rpm, 25 rpm, 30 rpm, 35 rpm, 40 rpm, 45 rpm, or 50 rpm.

[0105] In some embodiments, the preset value is less than or equal to 100 rpm.

[0106] When the vehicle is running at high speed, the speed of the first motor 100 is also higher. Compared with the speed of the first motor 100, the speed difference between the first motor 100 and the second motor 200 is larger and is not likely to affect the power output of the first motor 100. Therefore, the larger speed difference is not likely to cause the vehicle to move. However, when the vehicle is running at high speed, the second motor 200 needs to have a higher speed than the first motor 100 to combine the output power, and the acceleration time required by the second motor 200 is longer (because the second motor 200 is often running at the same speed as the engine 300 or directly shut down when not used to drive the vehicle). Therefore, by increasing the upper limit of the preset value, the conversion time from the first motor 100 drive mode to the combined drive mode of the first motor 100 and the second motor 200 can be reduced, thereby improving the power response speed of the vehicle.

[0107] When the driver requires higher power output without a strong sense of ride comfort (e.g., track driving), the power response speed can be improved by increasing the upper limit of the preset value to accommodate more intense driving. In one example, the preset values can be 0rpm, 10rpm, 20rpm, 30rpm, 40rpm, 50rpm, 60rpm, 70rpm, 80rpm, 90rpm, and 100rpm.

[0108] Please refer to Figure 2 、 Figure 12 and Figure 13 In some embodiments, the power system 1000 further includes an engine 300 , and S10 controls the first motor 100 to couple with the transmission assembly 400 to output power through the transmission assembly 400 , including:

[0109] S11 controls the engine 300 to couple with the second motor 200;

[0110] S12 controls the engine 300 to be decoupled from the second motor 200;

[0111] S13 controls the second motor 200 to rotate. When the rotation speed of the engine 300 is lower than the rotation speed of the second motor 200 , the second motor 200 is controlled to be ready to be coupled with the transmission assembly 400 .

[0112] During the actual operation of the power system 1000, the engine 300 and the transmission assembly 400 need to be coupled through a coupler, for example, Figure 12 The first coupler 410 shown is coupled so that the power of the engine 300 can be output through the transmission assembly 400, for example, to the Figure 12The differential 4130 shown may be used to drive the second motor 200, allowing the second motor 200 to function as a generator. The coupling can also be decoupled to disconnect the power output of the engine 300. However, sometimes the coupling may fail to decouple due to damage or control errors. In particular, when the coupling between the engine 300 and the second motor 200 fails to decouple, the vehicle may enter a mode in which the first motor 100 and the second motor 200 are driven simultaneously. The engine 300 is also coupled into the power output path of the power system 1000. In this case, the engine 300 does not perform work, but simply consumes the power of the first motor 100 and the second motor 200, resulting in power waste and reduced vehicle power. When the engine 300 speed is less than the speed of the second motor 200, it can be determined that the engine 300 does not rotate with the second motor 200, that is, the coupling between the engine 300 and the second motor 200 is successfully decoupled, thereby preventing the engine 300 from consuming power.

[0113] Please refer to Figure 12 and Figure 13 ,exist Figure 12 In the illustrated embodiment, after the first coupler 410 is decoupled, the second motor 200 can be controlled to pre-regulate its speed, that is, the second motor 200 can be controlled to rotate. If the speed of the engine 300 is less than the pre-regulated speed of the second motor 200, for example, when the speed of the engine 300 is 0, it is determined that the next step can be entered. Otherwise, the process enters the "first coupler 410 decoupling" step and attempts to decouple the first coupler 410. After it is determined that the first coupler 410 is successfully decoupled, the second motor 200 can be controlled to adjust its speed, that is, the speed of the second motor 200 is close to that of the first motor 100. When the speed difference between the first motor 100 and the second motor 200 is less than a preset value, the second coupler 420 can be coupled to combine the power output of the first motor 100 and the second motor 200.

[0114] Figure 13 It can be considered as a flow chart of the vehicle switching from the "single motor output mode" in which the first motor 100 alone outputs power to the "dual motor output mode" in which the first motor 100 and the second motor 200 output power in combination. In the single motor output mode, the engine 300 is sometimes directly coupled to the second motor 200, so that the first motor 100 outputs power, and the engine 300 drives the second motor 200 to rotate and generate electricity. Therefore, before the step S12 of controlling the decoupling of the engine 300 and the second motor 200, there can be a step S11 of controlling the coupling of the engine 300 and the second motor 200, so that the second motor 200 generates electricity. When switching from the single motor output mode to the dual motor output mode, it is necessary to first decouple the engine 300 from the second motor 200. Figure 12 In the embodiment shown, the first coupler 410 is disconnected. Figure 2 The embodiment shown or Figure 13 According to the fact shown, it can be determined that the first coupler 410 is successfully disconnected.

[0115] Figure 13 When the engine speed 300 is 0, the second motor 200 is adjusted, that is, the speed of the second motor 200 is matched with the first motor 100, until the speeds of the first motor 100 and the second motor 200 are less than the preset value, the second coupler 420 is coupled. Figure 12 In the embodiment shown, the power of the first motor 100 and the second motor 200 are combined. At this time, the second motor 200 starts to output torque, and the first motor 100 and the second motor 200 are combined to output power.

[0116] Please refer to Figure 3 、 Figure 12 and Figure 14 In some embodiments, the power system 1000 further includes an engine 300. At S20, when the speed difference between the second motor 200 and the first motor 100 is less than a preset value, the second motor 200 is controlled to couple with the transmission assembly 400 so that the second motor 200 and the first motor 100 combine to output power through the transmission assembly 400. The control method further includes:

[0117] S30 controls the second motor 200 to be decoupled from the transmission assembly 400;

[0118] S40 controls the second motor 200 to stop rotating;

[0119] S50 controls the second motor 200 to couple with the engine 300;

[0120] S60 controls the second motor 200 to rotate;

[0121] S70 When the second motor 200 rotates and the engine 300 rotates accordingly, the second motor 200 is controlled to stop.

[0122] The engine 300 can drive the second motor 200 to rotate through the coupler. However, if the coupler between the engine 300 and the second motor 200 fails to connect successfully due to an accident and is in a virtual connection state, the coupler may be damaged. For example, Figure 8 and Figure 9 In the embodiment shown, when the coupler includes Figure 9As shown in the first friction disc 415 and the second friction disc 416, since the first friction disc 415 rotates with the engine 300 via the first shaft 430, and the second friction disc 416 rotates with the second motor 200 via the second shaft 440, the first friction disc 415 and the second friction disc 416 are not pressed against each other, so the rotation of the engine 300 will cause a speed difference between the first friction disc 415 and the second friction disc 416, causing mutual wear and damage. For example, in Figure 10 or Figure 11 In the illustrated embodiment, the coupler includes a first gear plate 412 and a second gear plate 413. The first gear plate 412 and the second gear plate 413 are coupled via face teeth 414. If the coupling fails, teeth may snap, damaging the coupler. However, if the second motor 200 rotates, causing the engine 300 to rotate accordingly, the coupler between the second motor 200 and the engine 300 is determined to be successfully coupled, preventing damage to the coupler.

[0123] Figure 14 The embodiment shown can be a flow chart of the vehicle switching from dual motor output mode to single motor output mode. Figure 12 , it can be seen that the decoupling of the second coupler 420 cuts off the power output of the engine 300 and the second motor 200. At this time, the second motor 200 is controlled to reduce its speed to 0, and then the first coupler 410 is controlled to couple. At this time, the second motor 200 is tested to determine whether the engine 300 rotates with it. When it is determined to be, the second motor 200 is shut down, so that the engine 300 can drive the second motor 200 to generate electricity, or the engine 300 and the second motor 200 both enter the standby state. Figure 12 In the manner shown, step S30 is to control the second coupler 420 to be decoupled; and step S50 is to control the first coupler 410 to be coupled.

[0124] Please refer to Figure 4 、 Figure 9 、 Figure 12 and Figure 15 In some embodiments, the power system 1000 further includes an engine 300, and the transmission assembly 400 further includes a one-way clutch 417. The engine 300 and the second motor 200 are coupled via the one-way clutch 417. The control method, after controlling the first motor 100 to couple with the transmission assembly 400 to output power via the transmission assembly 400 in S10, further includes:

[0125] S10* When the rotation speed of the second motor 200 exceeds the rotation speed of the engine 300, the engine 300 is controlled to enter an idle state.

[0126] The one-way clutch 417 allows the engine 300 and the second motor 200 to be coupled. The power of the engine 300 is transmitted to the second motor 200 only when the speed of the engine 300 exceeds the speed of the second motor 200. When the speed of the second motor 200 is higher than the speed of the engine 300, the power of the second motor 200 cannot be reversely transmitted to the engine 300. Figure 9 and Figure 12 When the first coupler 410 includes a one-way clutch 417, when the speed of the second motor 200 exceeds the speed of the engine 300, the first coupler 410 can be equivalent to being decoupled, so that the engine 300 has been decoupled from the transmission assembly 400. At this time, the engine 300 is controlled to enter the idle state. Then, the next time the engine 300 needs to be coupled with the second motor 200 to generate electricity or coupled with the first motor 100 to combine output power, there is no need for a second start, thereby improving the speed of the vehicle switching between different power modes.

[0127] Please refer to Figure 9 、 Figure 12 and Figure 15 When the first coupler 410 includes a one-way clutch 417, it may also include other types of couplers, such as Figure 9 In the embodiment shown, the one-way clutch 417 is between the first friction plate 415 and the second friction plate 416, and the first friction plate 415 and the second friction plate 416 are independent couplings. Figure 15 The decoupling of the first coupler 410 refers to the partial decoupling of the non-one-way clutch 417 in the first coupler 410; the speed regulation of the second motor 200 can be used to determine whether the engine 300 follows the rotation, which can be determined by obtaining the speed signal or angle signal of the engine 300: when the engine 300 follows the rotation of the second motor 200, the rotation angle of the engine 300 will change, or the speed of the engine 300 will change. If the rotation angle or speed of the engine 300 does not change, the engine 300 does not follow the rotation of the second motor 200. When the judgment of whether the engine 300 follows the rotation is no, it can be considered that the partial decoupling of the non-one-way clutch 417 in the first coupler 410 is successful, and the one-way clutch 417 is working normally. At this time, the engine 300 can be controlled to enter the idle state, and the second coupler 420 is coupled to enter the dual-motor output mode.

[0128] In actual applications, the dual-motor output mode may be used for a short time, such as when overtaking, starting or climbing a steep slope. Therefore, idling the engine 300 can reduce the energy consumption of the vehicle under such working conditions.

[0129] Please refer to Figure 6 、 Figure 9 、 Figure 12 and Figure 15In some embodiments, in S10*, when the rotation speed of the second motor 200 exceeds the rotation speed of the engine 300, controlling the engine 300 to enter the idle state includes:

[0130] S11* controls the second motor 200 to increase its speed;

[0131] S12* Obtain the rotation speed of the second motor 200 and the rotation speed of the engine 300;

[0132] S13* When the rotation speed of the second motor 200 is greater than the rotation speed of the engine 300, it is determined that the one-way clutch 417 is disconnected;

[0133] S14* controls the engine 300 to enter an idle state.

[0134] In step S11*, the second motor 200 is controlled to adjust its speed, thereby increasing the speed of the second motor 200. During the process of increasing the speed of the second motor 200, the speeds of the second motor 200 and the engine 300 are obtained. When the speed of the second motor 200 is greater than the speed of the engine 300, that is, the engine 300 does not rotate along with the second motor 200, it means that the one-way clutch 417 is successfully disconnected. At this point, the engine is controlled to enter the idle state. It can be seen that in this process, it is not necessary to set up a separate sensor for the one-way clutch 417 to sense the state of the one-way clutch 417. Instead, it is only necessary to use the speed sensor housings of the second motor 200 and the engine 300 to complete the state judgment of the one-way clutch 417, thereby saving the production cost of the power system 1000.

[0135] Please refer to Figure 5 、 Figure 12 and Figure 16 In some embodiments, the power system 1000 further includes an engine 300, and the transmission assembly 400 further includes a one-way clutch 417, and the engine 300 and the second motor 200 are coupled via the one-way clutch 417; the control method, in S20, when the speed difference between the second motor 200 and the first motor 100 is less than a preset value, controls the second motor 200 to couple with the transmission assembly 400 so that the second motor 200 and the first motor 100 combine to output power via the transmission assembly 400, further comprising:

[0136] S20* controls the rotation speed of the second motor 200 to match the rotation speed of the engine 300 so that the engine 300 in the idle state is coupled to the second motor 200 through the one-way clutch 417.

[0137] After the dual-motor output mode is activated, it may be necessary to immediately switch to "series mode," where the engine 300 and first motor 100 combine to output power. Because the one-way clutch 417 couples the engine 300 and second motor 200, once the dual-motor output mode is activated, the speed of the second motor 200 can be reduced to match the speed of the engine 300. This automatically engages the one-way clutch 417, reducing the time required for the mode switch.

[0138] It is understandable that when the dual-motor output mode call ends, the driver tends to reduce the vehicle speed. At this time, the rotational speeds of the first motor 100 and the second motor 200 will naturally drop, thereby allowing the second motor 200 to naturally couple with the engine 300. There is no need for the controller to perform additional control steps, which complies with the vehicle's operating laws, improves the vehicle's operating efficiency, and reduces the complexity of vehicle control.

[0139] Please refer to Figure 9 、 Figure 12 and Figure 16 The first coupler 410 may include a one-way clutch 417. When exiting the dual-motor output mode, the second motor 200 is first torque-reduced, and then the second coupler 420 is decoupled. This disengages the engine 300 and the second motor 200 from power output. At this point, the second motor 200 decelerates. When the speeds of the second motor 200 and the engine 300 match, the first clutch engages, meaning the one-way clutch 417 of the first clutch naturally engages. Pre-regulating the speed of the second motor 200 is unnecessary, as both the engine 300 and the second motor 200 have a certain speed. Simply determining whether the speeds of the engine 300 and the second motor 200 match allows for a determination of whether the engine 300 is following the speed. A false negative may indicate partial damage to the one-way clutch 417 of the first clutch, prompting the driver to inspect the vehicle. A true positive response results in the first coupler 410 engaging, meaning the non-one-way clutch 417 of the first coupler 410 is partially engaged, forming a bidirectional torque transmission path between the engine 300 and the second motor 200. The engine 300 then outputs torque. If the second coupler 420 is not coupled after this, the vehicle enters a single-motor driving mode in which the engine 300 drives the second motor 200 to generate electricity and the first motor 100 drives the vehicle; if the second coupler 420 is coupled, the vehicle enters a series mode in which the engine 300 and the first motor 100 jointly drive the vehicle.

[0140] Please refer to Figure 7 、 Figure 12 and Figure 16 In some embodiments, S20* controls the rotation speed of the second motor 200 to match the rotation speed of the engine 300 so that the engine 300 in the idle state is coupled to the second motor 200 through the one-way clutch 417, including:

[0141] S21* controls the second motor 200 to reduce its speed;

[0142] S22* obtains the rotation speed of the second motor 200 and the rotation speed of the engine 300;

[0143] S23* When the speed of the second motor 200 is equal to the speed of the engine 300, it is determined that the one-way clutch 417 is engaged;

[0144] S24* controls the engine 300 to output power.

[0145] Controlling the speed of the second motor 200 to decrease, i.e., controlling the second motor to decelerate, if the one-way clutch 417 is functioning properly, then when the speed of the second motor 200 is the same as that of the engine 300, the one-way clutch 417 should naturally engage. Therefore, when the speed of the second motor 200 drops to the speed of the engine 300, the speeds of the engine 300 and the second motor 200 should be consistent, rotating relative to the engine 300 and following the second motor 200. Therefore, when the speed of the second motor 200 equals the speed of the engine 300, the one-way clutch 417 is determined to be engaged, and thereafter the engine output power, i.e., the engine output torque, is controlled. It can be seen that in this process, determining whether the one-way clutch 417 is successfully engaged only requires utilizing the speed sensors provided by the second motor 200 and the engine 300, eliminating the need for a separate sensor for the one-way clutch 417, thereby reducing the manufacturing cost of the power system 1000.

[0146] Please refer to Figure 8 and Figure 12 In some embodiments, the power system 1000 further includes an engine 300 , and the transmission assembly 400 includes a first coupler 410 and a second coupler 420 . The first coupler 410 is used to couple or decouple the second motor 200 and the engine 300 .

[0147] The second coupler 420 is used to couple or decouple the engine 300 and the first motor 100 , and the second motor 200 and the first motor 100 .

[0148] The first coupler 410 decouples the second motor 200 from the engine 300, allowing them to have different speeds. It also couples the second motor 200 to the engine 300, allowing the engine 300 to drive the second motor 200 to generate electricity or start the engine 300. The second coupler 420 couples the engine 300 to the second motor 200, creating a series drive mode. It also couples the second motor 200 to the first motor 100, creating a dual-motor drive mode. When the second coupler 420 is decoupled, the power of the engine 300 and the second motor 200 is not coupled to the first motor 100, isolating the system formed by the engine 300 and the second motor 200 from the second motor 200. At this point, the engine 300 and the second motor 200 can function as a power generation system or enter a standby mode, consuming no vehicle energy. It can be seen that the setting of the first coupler 410 and the second coupler 420 can meet the switching of the above-mentioned dual-motor output mode, single-motor output mode and series mode, and can also provide pre-speed adjustment conditions for the engine 300 and the second motor 200 before the second motor 200 or the engine 300 is ready to be coupled with the first motor 100. In an example, the speed of the second motor 200 can be adjusted to a speed difference less than a preset value with the speed of the first motor 100 before coupling.

[0149] The power system 1000 only needs to set up two couplers to complete the switching of different modes, and only two couplers need to be controlled when switching different modes. Therefore, the coordinated setting of the first coupler 410 and the second coupler 420 can reduce the manufacturing cost of the power system 1000 and reduce the control difficulty of the power system 1000.

[0150] Please refer to Figure 8 and Figure 12 In some embodiments, the first coupler 410 includes a normally closed clutch.

[0151] Since the vehicle operates in a single-motor drive mode in most scenarios, the engine 300 can drive the second motor 200 to generate electricity. Therefore, dynamic coupling between the engine 300 and the second motor 200 is required most of the time. The first coupler 410, which includes a normally closed clutch, allows for natural coupling between the second motor 200 and the engine 300 most of the time, eliminating energy consumption and improving vehicle efficiency.

[0152] A normally closed clutch is a clutch that is naturally in a coupled state when no energy is input. Figure 9In the illustrated embodiment, a spring can be provided on either the first friction disc 415 or the second friction disc 416 to allow the first friction disc 415 and the second friction disc 416 to be in close contact and thus coupled; and when the first friction disc 415 and the second friction disc 416 need to be decoupled, the first electromagnet 491 can be energized to attract the first friction disc 415 and move the first friction disc 415 away from the second friction disc 416, so that the first friction disc 415 and the second friction disc 416 can rotate freely relative to each other, which allows the first shaft 430 fixed to the first friction disc 415 and the second shaft 440 fixed to the second friction disc 416 to rotate freely relative to each other, thereby decoupling the engine 300 from the second motor 200.

[0153] exist Figure 10 In the embodiment shown, a spring can be provided between the first toothed disc 412 and the second toothed disc 413, and the spring pulls the first toothed disc 412 and the second toothed disc 413 so that the end face teeth 414 of the two engage, thereby realizing a "normally closed" state; and when the first toothed disc 412 and the second toothed disc 413 need to be disengaged, it is only necessary to control the second electromagnet 492 so that the second electromagnet 492 attracts the first toothed disc 412, so that the first toothed disc 412 overcomes the spring force and moves away from the second toothed disc 413, and the engagement can be achieved.

[0154] exist Figure 11 In the illustrated embodiment, the oil in oil passage 470 can be connected to the oil circuit in the engine 300 or an E-CVT, so that when the vehicle is running, pressure naturally builds up in the oil circuit. When the vehicle stops running, a pressure-maintaining mechanism can also be provided to maintain the oil pressure in the oil circuit. The oil naturally pushes piston 460, which pushes push ring 4100, which pushes first sprocket 412, causing the first sprocket 412 and the second sprocket 413 to engage, again without the need for energy input. When the first and second sprockets 412, 413 need to be disengaged, the solenoid valve controlling the oil pressure in oil passage 470 can be energized to reduce the oil pressure. At this point, the spring can force the first and second sprockets 412, 413 away from each other, thereby disengaging them.

[0155] exist Figure 8 and Figure 9In the illustrated embodiment, the flywheel 310 of the engine 300 is fixedly connected to the first shaft 430, which is coupled to the second shaft 440 via the first coupler 410. The second shaft 440 is fixedly connected to the second gear 4122. The second gear 4122 transmits power to the first gear 4121 via the first gear pair 4111. The first gear 4121 is coupled to the second motor 200, thereby completing the coupling between the engine 300 and the second motor 200. However, in other embodiments, the engine 300 may be drivenly connected to the first shaft 430 on the timing side, and the second motor 200 may be directly connected to the second shaft 440.

[0156] Please refer to Figure 8 and Figure 12 The power of the engine 300 can be transmitted to the second shaft 440 through the first coupler 410, and the second coupler 420 fixedly connected to the second shaft 440 is coupled, thereby transmitting the power to the third gear 4123. The third gear 4123 transmits the power to the fourth gear 4124 through the second gear 4122 pair 4112. The fourth gear 4124 transmits the power to the first motor 100 through the third gear 4123 pair 4113, thereby coupling the engine 300 and the first motor 100. Figure 12 In the illustrated embodiment, the power of the engine 300 and the power of the first motor 100 are combined at the fourth gear 4124 and output to the differential 4130 through the fourth gear 4124 pair 4114, thereby driving the vehicle.

[0157] Please refer to Figure 8 and Figure 12 The second motor 200 transmits power to the first gear 4121. The first gear 4121 transmits power to the second gear 4122 fixedly connected to the second shaft 440 via the first gear pair 4121 4111. In this way, the second shaft 440 receives the power of the second motor 200, and then transmits the power to the second coupler 420, the third gear 4123, and the fourth gear 4124 in sequence. Finally, the power is output to the first motor 100 via the third gear pair 4123 4113, completing the coupling between the first motor 100 and the second motor 200. The power of the first motor 100 and the second motor 200 also merges at the fourth gear 4124, and then is output to the differential 4130 via the fourth gear pair 4124 4114, driving the vehicle.

[0158] Please refer to Figure 8 and Figure 12 In some embodiments, the second coupler 420 includes a normally open clutch.

[0159] As mentioned above, the vehicle operates in a single-motor output mode most of the time. Therefore, the second coupler 420 employs a normally open clutch. This allows the first motor 100 and the engine 300, as well as the first motor 100 and the second motor 200, to be naturally decoupled, eliminating the need to consume energy to decouple the second coupler 420 and improving vehicle operating efficiency. A normally open clutch is one that does not require energy to maintain its decoupled state.

[0160] In some embodiments, the first coupler 410 includes a synchronizer.

[0161] The synchronizer is a coupler that includes a synchronizer ring and a coupling sleeve. The synchronizer ring can reduce the speed difference on both sides of the coupler through friction. Figure 10 or Figure 11 In the embodiment shown, the speed difference between the first gear disc 412 and the second gear disc 413, or the speed difference between the first shaft 430 and the second shaft 440, can be reduced by friction. The coupling sleeve can completely couple the coupler when the speed difference is substantially zero. Specifically, Figure 10 or Figure 11 In the embodiment shown, the first gear plate 412 is meshed with the second gear plate 413. Of course, in other embodiments, the synchronizer can have its own meshing element to couple the first shaft 430 and the second shaft 440.

[0162] In some embodiments, first coupler 410 includes a hydraulic clutch.

[0163] A hydraulic clutch is a clutch driven by hydraulic pressure. The hydraulic pressure compresses the friction plates within the clutch, coupling the two sides of the clutch. Hydraulic clutches are widely used in automatic transmissions (AT) and dual-clutch transmissions (DCT). Their control and production technologies are mature and reliable, improving the reliability of first coupler 410 and reducing the production cost of powertrain 1000. The hydraulic clutch's driving fluid can also share a common pump and control system with the fluids of other vehicle components, further reducing vehicle costs.

[0164] In some embodiments, the first coupler 410 includes an electromagnetic clutch.

[0165] An electromagnetic clutch is a clutch driven by an electromagnet. In an electromagnetic clutch using friction plates, the electromagnet can compress the friction plates to couple the coupler, or release the friction plates to decouple the coupler (depending on whether the coupler is normally open or normally closed). In an electromagnetic clutch using a toothed disc, the electromagnet can engage the toothed disc to couple the coupler, or disengage the toothed disc to decouple the coupler. The electromagnetic clutch's fast response can improve the responsiveness of the power system 1000.

[0166] Please refer to Figure 10 and Figure 11 In some embodiments, the transmission assembly 400 includes a first shaft 430 and a second shaft 440, and the first coupler 410 includes a first gear disc 412 and a second gear disc 413; the first shaft 430 is connected to the engine 300, and the second shaft 440 is connected to the second motor 200; the first gear disc 412 is sleeved on the first shaft 430, and the second gear disc 413 is sleeved on the second shaft 440; the first gear disc 412 and the second gear disc 413 are used to engage with each other to couple the first shaft 430 and the second shaft 440; the first gear disc 412 and the second gear disc 413 are also used to be spaced apart from each other to decouple the first shaft 430 and the second shaft 440.

[0167] In this way, the first shaft 430 and the second shaft 440 are coupled via the gear ring, and the torque that can be transmitted by the gear ring engagement is large, which can increase the torque that can be output by the power system 1000.

[0168] Please refer to Figure 11 In some embodiments, the transmission assembly 400 further includes a needle bearing 450; the first shaft 430 and the second shaft 440 are coaxially arranged; the needle bearing 450 is arranged between the first shaft 430 and the second shaft 440 to enable the first shaft 430 and the second shaft 440 to be rotationally connected.

[0169] Needle roller bearing 450 has a strong ability to bear radial forces, which helps improve the stability of first shaft 430 and second shaft 440. This prevents excessive radial forces from causing misalignment between first shaft 430 and second shaft 440 during movement, which could damage first shaft 430 and second shaft 440 during force transmission. Therefore, needle roller bearing 450 can improve the stability of power system 1000.

[0170] In some embodiments, the inner race and the outer race of the needle bearing 450 are fixed to the first shaft 430 and the second shaft 440 respectively; Figure 11 In the illustrated embodiment, the needle roller bearing 450 does not have independent inner and outer rings. The outer ring of the needle roller bearing 450 is formed by the second shaft 440 , and the inner ring of the needle roller bearing 450 is formed by the first shaft 430 .

[0171] Please refer to Figure 8In some embodiments, each shaft of the transmission assembly 400 (including the first shaft 430 and the second shaft 440) can be secured using bearings 480 to improve the rotational stability of each shaft. Bearings 480 can be mounted on a housing. For example, when the transmission assembly 400 is part of the internal structure of an E-CVT, bearings 480 can be mounted on the housing of the E-CVT.

[0172] The technical features of the above-described embodiments may be combined in any manner. To simplify the description, not all possible combinations of the technical features in the above-described embodiments are described. However, as long as there are no conflicts in the combination of these technical features, they should be considered to be within the scope of this specification. Furthermore, other embodiments can be derived from the above-described embodiments, allowing for structural and logical substitutions and changes without departing from the scope of this disclosure.

[0173] The above-described embodiments merely represent several embodiments of the present application. While the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the patent. It should be noted that a person of ordinary skill in the art could make various modifications and improvements without departing from the spirit of the present application, all of which fall within the scope of protection of the present application. Therefore, the scope of protection of the patent in this application shall be determined by the appended claims.

Claims

1. A control method, characterized in that: For controlling a power system (1000), the power system (1000) comprising a first motor (100) and a second motor (200), the control method comprising: controlling the first motor (100) to couple with the transmission assembly (400) to output power through the transmission assembly (400); and When the speed difference between the second motor (200) and the first motor (100) is less than a preset value, the second motor (200) is controlled to couple with the transmission assembly (400), so that the second motor (200) and the first motor (100) are combined to output power through the transmission assembly (400).

2. The control method according to claim 1, characterized in that: The preset value is less than or equal to 50 rpm; or The preset value is less than or equal to 100 rpm.

3. The control method according to claim 1, wherein: The power system (1000) further includes an engine (300), and controlling the first motor (100) to couple with the transmission assembly (400) to output power through the transmission assembly (400) includes: controlling the engine (300) to couple with the second motor (200); controlling the engine (300) and the second motor (200) to be decoupled; The second motor (200) is controlled to rotate, and when the rotation speed of the engine (300) is less than the rotation speed of the second motor (200), the second motor (200) is controlled to prepare to couple with the transmission assembly (400).

4. The control method according to claim 1, wherein: The power system (1000) further includes an engine (300), and when the speed difference between the second motor (200) and the first motor (100) is less than a preset value, the second motor (200) is controlled to couple with the transmission assembly (400) so that the second motor (200) and the first motor (100) are combined to output power through the transmission assembly (400), and the control method further includes: controlling the second motor (200) to be decoupled from the transmission assembly (400); controlling the second motor (200) to stop rotating; controlling the second motor (200) to couple with the engine (300); controlling the second motor (200) to rotate; When the second motor (200) rotates to cause the engine (300) to rotate accordingly, the second motor (200) is controlled to stop.

5. The control method according to claim 1, characterized in that: The power system (1000) further includes an engine (300), the transmission assembly (400) further includes a one-way clutch (417), and the engine (300) and the second motor (200) are coupled via the one-way clutch (417); the control method, after controlling the first motor (100) to couple with the transmission assembly (400) so as to output power via the transmission assembly (400), further includes: When the rotation speed of the second motor (200) exceeds the rotation speed of the engine (300), the engine (300) is controlled to enter an idle state.

6. The control method according to claim 5, characterized in that: When the rotation speed of the second motor (200) exceeds the rotation speed of the engine (300), controlling the engine (300) to enter an idle state comprises: controlling the second motor (200) to increase its speed; Obtaining the rotational speed of the second motor (200) and the rotational speed of the engine (300); When the rotation speed of the second motor (200) is greater than the rotation speed of the engine (300), it is determined that the one-way clutch (417) is disconnected; The engine (300) is controlled to enter an idle state.

7. The control method according to claim 1, characterized in that: The power system (1000) further includes an engine (300), the transmission assembly (400) further includes a one-way clutch (417), and the engine (300) and the second motor (200) are coupled via the one-way clutch (417); the control method, when the speed difference between the second motor (200) and the first motor (100) is less than a preset value, controls the second motor (200) to couple with the transmission assembly (400), so that the second motor (200) and the first motor (100) are combined to output power via the transmission assembly (400), further includes: The rotation speed of the second motor (200) is controlled to match the rotation speed of the engine (300), so that the engine (300) in an idle state is coupled to the second motor (200) through the one-way clutch (417).

8. The control method according to claim 7, characterized in that: The controlling of the rotational speed of the second motor (200) to match the rotational speed of the engine (300) so that the engine (300) in an idle state is coupled to the second motor (200) via the one-way clutch (417) includes: controlling the second motor (200) to reduce its speed; Obtaining the rotational speed of the second motor (200) and the rotational speed of the engine (300); When the rotation speed of the second motor (200) is equal to the rotation speed of the engine (300), it is determined that the one-way clutch (417) is engaged; The engine (300) is controlled to output power.

9. A storage medium, characterized in that: The storage medium stores the control method according to any one of claims 1 to 8.

10. A controller, characterized in that: Including the storage medium according to claim 9.

11. A power system (1000), characterized in that: include: Transmission assembly (400); a first motor (100), configured to couple with the transmission assembly (400) to output power; a second motor (200), configured to couple with the transmission assembly (400) to output power; and A controller is used for controlling the second motor (200) to couple with the transmission assembly (400) when the speed difference between the second motor (200) and the first motor (100) is less than a preset value, so that the second motor (200) and the first motor (100) are combined to output power through the transmission assembly (400).

12. The power system (1000) according to claim 11, characterized in that The power system (1000) further includes an engine (300), and the transmission assembly (400) includes: a first coupler (410) for coupling or decoupling the second motor (200) and the engine (300); A second coupler (420) is used to couple or decouple the engine (300) and the first motor (100), and the second motor (200) and the first motor (100).

13. The power system (1000) according to claim 12, characterized in that The first coupler (410) comprises a normally closed clutch; and / or The second coupler (420) includes a normally open clutch.

14. The power system (1000) according to claim 12, characterized in that The first coupler (410) includes a synchronizer; and / or The first coupler (410) comprises a hydraulic clutch; and / or The first coupler (410) includes an electromagnetic clutch.

15. The power system (1000) according to claim 12, characterized in that The transmission assembly (400) includes a first shaft (430) and a second shaft (440), and the first coupler (410) includes a first gear disc (412) and a second gear disc (413); the first shaft (430) is connected to the engine (300), and the second shaft (440) is connected to the second motor (200); the first gear disc (412) is sleeved on the first shaft (430), and the second gear disc (413) is sleeved on the second shaft (440); the first gear disc (412) and the second gear disc (413) are used to engage with each other to couple the first shaft (430) and the second shaft (440); the first gear disc (412) and the second gear disc (413) are also used to be spaced apart from each other to decouple the first shaft (430) and the second shaft (440).

16. The power system (1000) according to claim 15, characterized in that The transmission assembly (400) further includes a needle bearing (450); the first shaft (430) and the second shaft (440) are coaxially arranged; the needle bearing (450) is arranged between the first shaft (430) and the second shaft (440) to enable the first shaft (430) and the second shaft (440) to be rotatably connected.

17. A vehicle, characterized in that: A power system (1000) comprising the storage medium of claim 9, the controller of claim 10, or any one of claims 11-16.

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