Hybrid power system, vehicle and vehicle control method

Abstract

The invention provides a hybrid power system, a vehicle and a vehicle control method, and relates to the field of vehicle power systems. The hybrid power system comprises a power part which comprises an engine, a first generator set and a second generator set; the transmission part comprises a first transmission shaft and a second transmission shaft which are arranged in parallel, and the second transmission shaft is connected with the wheel end; the engine and the first generator set are connected to a first transmission shaft in series, and the second engine set is arranged on a second transmission shaft so as to be connected with the engine and the first generator set in parallel. The transmission part further comprises a multi-gear speed change mechanism and a transmission part which are used for outputting power of the engine and / or the first generator set and / or the second generator set to the wheel ends.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of vehicle power systems, in particular to a hybrid power system, a vehicle and a vehicle control method. BACKGROUND

[0002] At present, the automobile industry is moving towards electrification, intelligentization and networking. With the development of the automobile industry, open-pit mines, as an important development direction of global mineral resources, further increase the demand for reducing energy consumption and improving efficiency of vehicles. The daily work route of the existing mine truck in the open-pit mine is not fixed, and the driving surface condition is not fixed. As the mining work progresses, the mine route will gradually change and become more in-depth, and the slope will also change constantly as the work progresses. Therefore, the new energy mine truck needs to have a more flexible and stable power system in addition to the power of the traditional vehicle to meet the more variable terrain conditions and ensure the power and stability of the vehicle. In addition, long-time downhill working conditions are common in mine areas, and the vehicle also needs to have stable and efficient energy recovery capability.

[0003] At present, the power system of the new energy mine truck has a range extender and a pure electric type, but the pure electric mine truck has a low mileage and needs to be charged for a long time. In the series hybrid architecture of the range extender mine truck, the mechanical energy of the engine needs to be converted into electrical energy at the range extender, and then converted into mechanical energy at the drive motor when needed. In addition, the storage and release of electrical energy at the battery will cause energy loss due to internal resistance. In addition, when the mine truck is fully loaded and continuously climbing, the motor needs to be continuously driven at high power, and when the mine truck is descending, the motor needs to be continuously energy recovered at high power. Under these two common working conditions, the motor often reduces the working power of the motor due to the limited output and input power of the motor or the limited cooling capacity, which reduces the power of the vehicle and the economy caused by the energy recovery of the vehicle.

[0004] That is, the existing power system applied to the mine truck cannot meet the actual operation requirements of the mine truck. SUMMARY

[0005] Therefore, the purpose of the present application is to provide a hybrid power system, a vehicle and a vehicle control method to solve the problem that the existing power system applied to the mine truck cannot meet the actual operation requirements of the mine truck.

[0006] According to the above purpose, the first aspect of the present application provides a hybrid power system, wherein the hybrid power system comprises: a power unit comprising an engine, a first generator set and a second generator set; The transmission unit includes a first drive shaft and a second drive shaft arranged parallel to each other, the second drive shaft being connected to the wheel end; the engine and the first generator set are connected in series at the first drive shaft, and the second engine set is arranged at the second drive shaft to be connected in parallel with the engine and the first generator set; the transmission unit also includes a multi-speed transmission mechanism and transmission components for outputting power from the engine and / or the first generator set and / or the second generator set to the wheel end.

[0007] Preferably, the engine is connected to the end of the first drive shaft; The first generator set includes a first motor and a second motor, which are distributed on both sides of the first drive shaft and connected to the first drive shaft through a first gear set.

[0008] Preferably, a first clutch is further provided between the engine and the first generator set along the axial direction of the first drive shaft.

[0009] Preferably, the multi-gear transmission mechanism includes a two-gear planetary gear, and the transmission component further includes a second gear set. The two-gear planetary gear and the second gear set are meshed and sequentially mounted on the first transmission shaft. The two-gear planetary gear and the second gear set are located at the end of the first generator set away from the engine.

[0010] Preferably, the second generator set includes a third motor and a fourth motor; along the axial direction of the second transmission shaft, the third motor and the fourth motor are distributed on both sides of the second transmission shaft and connected to the first end of the second transmission shaft through a third gear set.

[0011] Preferably, a second clutch is provided between the third motor and the third gear set; a third clutch is provided between the fourth motor and the third gear set.

[0012] Preferably, the multi-speed transmission mechanism further includes a four-speed gearbox and a two-speed reducer sequentially mounted on the second drive shaft, wherein the two-speed reducer is connected to the second end of the first drive shaft via a fourth gear set.

[0013] According to a second aspect of the invention, a vehicle is provided, wherein the vehicle includes a hybrid power system as described above.

[0014] According to a third aspect of the present invention, a vehicle control method is provided, wherein the vehicle control method is applied to a vehicle as described above, and the vehicle control method is capable of controlling the vehicle to be in a preset mode.

[0015] Preferably, the preset modes include parking charging mode, direct drive mode, series mode, driving charging mode, parallel mode, combined drive mode, pure electric mode, electric auxiliary braking mode, electric auxiliary coasting energy recovery mode, combined auxiliary braking mode, and combined coasting energy recovery mode. Controlling the vehicle to be in parking and charging mode includes: controlling the engine to work, the first generator set absorbing power and converting it into electrical energy to generate electricity, and the second generator set stopping; Controlling the vehicle to be in direct drive mode includes: controlling the engine to operate, both the first generator set and the second generator set to stop, and the transmission unit to transmit the power generated by the engine to the wheel ends; Controlling the vehicle to be in series mode includes: controlling the engine and the first generator set to operate, and the second generator set to stop; the transmission unit transmits the power generated by the engine and the first generator set to the wheel ends; Controlling the vehicle to be in driving charging mode includes: limiting the maximum driving power of the vehicle to be consistent with the output power of the engine, the excess power output by the engine is absorbed by the first generator set, and the first generator set only generates electricity; Controlling the vehicle to be in parallel mode includes: controlling the engine and the second generator set to operate, and stopping the first generator set; the transmission unit transmits the power generated by the engine and the second generator set to the wheel ends; Controlling the vehicle to be in a combined drive mode includes: controlling the engine, the first generator set, and the second generator set to operate, and the transmission unit to transmit the power generated by the engine, the first generator set, and the second generator set to the wheel ends; Controlling the vehicle to be in pure electric mode includes: controlling the engine to stop, the first generator set and the second generator set to operate, and the transmission unit to transmit the power generated by the first generator set and the second generator set to the wheel end; Controlling the vehicle to be in electric-assisted braking mode or electric-assisted coasting energy recovery mode includes: controlling the engine to idle or stop, stopping the first generator set, operating the second generator set, and absorbing the kinetic energy at the wheel end through the transmission unit by generating electricity from the second generator set; Controlling the vehicle to be in a combined assisted braking mode or a combined coasting energy recovery mode includes: controlling the engine to be in an exhaust braking, in-cylinder braking, idling, or shutdown mode, with the first generator set and the second generator set operating, and the engine, the first generator set, and the second generator set all capable of absorbing kinetic energy for braking.

[0016] According to the hybrid power system, vehicle, and vehicle control method of the present invention, three power sources are provided in the power unit: an engine, a first generator set, and a second generator set. The engine and the first generator set are connected in series through the transmission unit, and the second generator set is connected in parallel with both the engine and the first generator set. This configuration allows the engine's power energy to be converted into electrical energy, which can also be directly transmitted to the wheel ends. Furthermore, by changing the operating states of the different power sources, multiple operating modes can be switched to adapt to different working conditions. This enables the transmission unit to output power from the engine and / or the first generator set and / or the second generator set to the wheel ends (i.e., only one of the engine, the first generator set, and the second generator set can operate to provide power, any two can operate to provide power, or all three can operate simultaneously to provide power). This allows the power system to balance power, flexibility, and stability to meet the actual operational needs of mining trucks.

[0017] To make the above-mentioned objectives, features and advantages of this application more apparent and understandable, preferred embodiments are described below in detail with reference to the accompanying drawings. Attached Figure Description

[0018] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort. Figure 1 This is a schematic diagram of a hybrid power system according to an embodiment of the present invention; Figure 2 This is a schematic diagram of a hybrid power system according to another embodiment of the present invention; Figure 3 This is the power transmission path of the vehicle when it is in parking and charging mode according to the present invention. Figure 4 This is the power transmission path of the vehicle in direct drive mode according to the present invention; Figure 5 This is the power transmission path when the vehicle is in series mode according to the present invention; Figure 6 The present invention describes the power transmission path when the vehicle is in driving and charging mode. Figure 7 This is the power transmission path of the control vehicle when it is in parallel mode according to the present invention; Figure 8 This is the power transmission path of the vehicle when it is in the combined drive mode according to the present invention; Figure 9 This is the power transmission path of the vehicle in pure electric mode according to the present invention; Figure 10 The power transmission path according to the present invention is when the vehicle is in electric assisted braking mode or electric assisted coasting energy recovery mode; Figure 11 The present invention describes the power transmission path when the vehicle is in a combined assisted braking mode or a combined coasting energy recovery mode.

[0019] Icons: 11-First generator set; 110-First motor; 111-Second motor; 12-Second generator set; 120-Third motor; 121-Fourth motor; 13-Engine; 21-First drive shaft; 22-Second drive shaft; 31-First gear set; 32-Second gear set; 33-Third gear set; 34-Fourth gear set; 41-Second-gear planetary gear; 42-Fourth-gear transmission; 43-Second-gear reducer; 51-First clutch; 52-Second clutch; 53-Third clutch; 6-Wheel end. Detailed Implementation

[0020] The following detailed embodiments are provided to help the reader gain a comprehensive understanding of the methods, apparatus, and / or systems described herein. However, various changes, modifications, and equivalents of the methods, apparatus, and / or systems described herein will be apparent after understanding the disclosure of this application. For example, the order of operations described herein is merely illustrative and is not limited to the order set forth herein; changes that will be apparent after understanding the disclosure of this application are possible, except for operations that must occur in a specific order. Furthermore, for clarity and brevity, descriptions of features known in the art may be omitted.

[0021] The features described herein may be implemented in different forms and should not be construed as being limited to the examples described herein. Rather, the examples described herein have been provided merely to illustrate some of the many feasible ways of implementing the methods, apparatus, and / or systems described herein that will be apparent upon understanding the disclosure of this application.

[0022] Throughout the specification, when an element (such as a layer, region, or substrate) is described as being "on" another element, "connected to" another element, "bonded to" another element, "on" another element, or "covering" another element, it may be directly "on" another element, "connected to" another element, "bonded to" another element, "on" another element, or "covering" another element, or there may be one or more other elements in between. In contrast, when an element is described as being "directly on" another element, "directly connected to" another element, "directly bonded to" another element, "directly on" another element, or "directly covering" another element, there may be no other elements in between.

[0023] As used herein, the term “and / or” includes any one of the relevant items listed and any combination of any two or more items.

[0024] Although terms such as “first,” “second,” and “third” may be used herein to describe individual components, assemblies, regions, layers, or parts, these components, assemblies, regions, layers, or parts are not limited by these terms. Rather, these terms are used only to distinguish one component, assembly, region, layer, or part from another. Therefore, without departing from the teachings of the examples described herein, the first component, assembly, region, layer, or part referred to as the second component, assembly, region, layer, or part may also be referred to as the second component, assembly, region, layer, or part.

[0025] For ease of description, spatial relation terms such as “above,” “upper,” “below,” and “lower” are used herein to describe the relationship between one element and another, as shown in the accompanying drawings. Such spatial relation terms are intended to include not only the orientation depicted in the drawings but also different orientations of the device during use or operation. For example, if the device in the drawings is flipped, an element described as being “above” or “upper” relative to another element will subsequently be “below” or “lower” relative to that other element. Therefore, the term “above” includes both “above” and “below” orientations depending on the spatial orientation of the device. The device may also be positioned in other ways (e.g., rotated 90 degrees or in other orientations), and the spatial relation terms used herein will be interpreted accordingly.

[0026] The terminology used herein is for the purpose of describing various examples only and is not intended to limit this disclosure. Unless the context clearly indicates otherwise, the singular form is also intended to include the plural form. The terms “comprising,” “including,” and “having” enumerate the stated features, quantities, operations, components, elements, and / or combinations thereof, but do not exclude the presence or addition of one or more other features, quantities, operations, components, elements, and / or combinations thereof.

[0027] Variations in the shapes shown in the accompanying drawings may occur due to manufacturing techniques and / or tolerances. Therefore, the examples described herein are not limited to the specific shapes shown in the accompanying drawings, but include changes in shape that may occur during manufacturing.

[0028] The features of the examples described herein can be combined in various ways that will be apparent upon understanding the disclosure of this application. Furthermore, although the examples described herein have a wide variety of constructions, other constructions are possible, as will be apparent upon understanding the disclosure of this application.

[0029] According to a first aspect of the present invention, a hybrid power system is provided, such as Figures 1 to 2 As shown, the hybrid power system in this embodiment includes a power unit and a transmission unit. The power unit specifically includes three power sources: an engine 13, a first generator set 11, and a second generator set 12. Depending on the working conditions faced by the vehicle equipped with this hybrid power system, these three power sources can adjust their operating states accordingly, enabling the hybrid power system to balance power, flexibility, and stability, thereby meeting the actual operational needs of mining trucks. Furthermore, the engine 13, the first generator set 11, and the second generator set 12 are connected to the wheel ends 6 via the transmission unit, and power is transmitted through the transmission unit (including a multi-speed transmission mechanism and transmission components). The specific connection and positional relationships of the above-mentioned components of the hybrid power system according to the present invention will be described in detail below.

[0030] In this embodiment, as Figures 1 to 2As shown, the transmission unit includes a first drive shaft 21 and a second drive shaft 22 arranged parallel to each other. An engine 13 and a first generator set 11 are sequentially arranged at the first end of the first drive shaft 21 (axial direction), and a second generator set 12 is arranged at the first end of the second drive shaft 22 (axial direction). Furthermore, the second end of the second drive shaft 22 (axial direction) is connected to the wheel end 6, thus forming a "series" structure between the engine 13 and the first generator set 11. The engine 13 can output kinetic energy to power the first generator set 11 and can also directly transfer kinetic energy to the wheel end to reduce energy conversion losses. The second generator set 12 forms a "parallel" structure with the engine 13 and the first generator set 11. This arrangement enables more flexible mode switching and power output, and facilitates power compensation during gear shifts, achieving the technical effect of uninterrupted power during gear changes.

[0031] Specifically, the first generator set 11 includes a first motor 110 and a second motor 111, which are distributed on both sides of the first drive shaft 21 (axial direction) and connected to the first drive shaft 21 through a first gear set 31 in the transmission component. Furthermore, a first clutch 51 is provided between the engine 13 and the first generator set 11. This first clutch 51 can be configured as a single clutch, having an engaged state and an disengaged state for transmitting or disconnecting power, respectively. Further, the multi-gear transmission mechanism includes a second-gear planetary gear 41, and the transmission component includes a second gear set 32. The second-gear planetary gear 41 and the second gear set 32 ​​are correspondingly meshed and sequentially mounted on the first drive shaft 21.

[0032] In other words, such as Figures 1 to 2 As shown, along the axial direction of the first drive shaft 21, the engine 13, the first clutch 51, the first gear set 31, the first generator set 11, the second-gear planetary gear 41, and the second gear set 32 ​​are arranged sequentially. In this embodiment, the first gear set 31 includes three sequentially meshing gears and two gear shafts. The first motor 110 and the second motor 111 are respectively connected to their corresponding gears via corresponding gear shafts to transmit power. Similarly, the second gear set 32 ​​also includes gear shafts and multiple sequentially meshing gears. The second-gear planetary gear 41 itself (e.g., its structure, working principle, etc.) and its connection method with the second gear set 32 ​​are all existing technologies and will not be described in detail here. It should be noted that the specific structure of the first gear set 31 and the second gear set 32 ​​(e.g., the number, specifications, and types of gears included) is not fixed, as long as the technical effect of connecting the first generator set 11 and the second-gear planetary gear 41 to the first drive shaft 21 to transmit power is achieved.

[0033] Similar to the first generator set 11 described above, in this embodiment, as... Figure 1As shown, the second generator set 12 includes a third motor 120 and a fourth motor 121; along the axial direction of the second drive shaft 22, the third motor 120 and the fourth motor 121 are distributed on both sides of the second drive shaft 22 and connected to the first end of the second drive shaft 22 through a third gear set 33. Furthermore, as... Figure 2 As shown, a second clutch 52 can be provided between the third motor 120 and the third gear set 33, and a third clutch 53 can be provided between the fourth motor 121 and the third gear set 33 (the second clutch 52 and the third clutch 53 are actually respectively provided at the two gear shafts of the third gear set 33). The second clutch 52 and the third clutch 53 can disconnect the second generator set 12 from the four-speed gearbox described below in the required working mode to reduce the energy loss generated when the second generator set 12 is towed backward.

[0034] Furthermore, the multi-speed transmission mechanism also includes a four-speed gearbox 42 and a two-speed reducer 43 sequentially mounted on the second drive shaft 22. That is, along the axial direction of the second drive shaft 22, the third gear set 33, the second generator set 12, the four-speed gearbox 42, and the two-speed reducer 43 are sequentially arranged, and the two-speed reducer 43 is connected to the second end of the first drive shaft 21 via a fourth gear set 34. Figures 1 to 2 As shown, the fourth gear set 34 includes three gears and a gear shaft, wherein two gears are connected by the gear shaft and then connected to the second gear reducer 43.

[0035] It should be noted that, similar to the first gear set 31 and the second gear set 32, there are no specific restrictions on the types of gears in the third gear set 33 and the fourth gear set 34, or on their connection methods with the corresponding gear shafts, the first transmission shaft 21, or the second transmission shaft 22 (for example, when the aforementioned gears are fixedly connected to their corresponding shafts, welding or key connections can be used to improve the stability of the connection, thereby improving the stability and accuracy of power transmission), as long as the aforementioned technical effects can be achieved. Furthermore, the four-speed gearbox 42 and the two-speed reducer 43 are existing components, and their specific structures and working principles will not be elaborated upon.

[0036] It should be further explained that in this embodiment, the first motor 110 and the second motor 111 can be set as medium-speed motors, while the third motor 120 and the fourth motor 121 can be set as high-speed motors. The specific power of the above motors is not limited and can be determined according to the actual situation.

[0037] According to the hybrid power system of the present invention as described above, three power sources are provided in the power unit, namely engine 13, first generator set 11 and second generator set 12. Through the arrangement of the transmission unit, engine 13 and first generator set 11 are connected in series, and second generator set 12 is connected in parallel with engine 13 and first generator set 11. With this arrangement, multiple working modes can be switched by changing the working state of different power sources to adapt to different working conditions and facilitate power compensation during gear shifting. Thus, the transmission unit can output the power of engine 13 and / or first generator set 11 and / or second generator set 12 to the wheel end 6 (that is, only one of engine 13, first generator set 11 and second generator set 12 can work to provide power, any two can work to provide power, or all three can work to provide power simultaneously). In this way, the power system can take into account power, flexibility and stability to meet the actual operating needs of mining trucks.

[0038] According to a second aspect of the invention, a vehicle is provided which is equipped with the hybrid power system described above. Specifically, the vehicle can be configured as a mining truck, and the hybrid power system is connected to the wheel end 6 of the vehicle after being configured (only one wheel of the vehicle is shown in the figure, but in actual applications, the power generated by the hybrid power system can be transmitted to all wheels, which is a conventional configuration of the vehicle and will not be described in detail here).

[0039] According to a third aspect of the present invention, a vehicle control method is provided, which is applied to the vehicle described above, and the vehicle control method can control the vehicle to be in a preset mode. Specifically, the preset mode includes a parking charging mode, a direct drive mode, a series mode, a driving charging mode, a parallel mode, a combined drive mode, a pure electric mode, an electric auxiliary braking mode, an electric auxiliary coasting energy recovery mode, a combined auxiliary braking mode, and a combined coasting energy recovery mode.

[0040] More specifically, such as Figure 3 As shown, controlling the vehicle to be in parking charging mode includes: controlling the engine 13 to work, the first clutch 51 to close, and power to be transmitted to the first generator set 11 through the first clutch 51 and the first gear set 31. The first generator set 11 absorbs power, converts it into electrical energy, and generates electricity; the second generator set 12 is stopped, the second clutch 52 and the third clutch 53 are both disengaged, and the second-gear planetary gear 41, the fourth-gear transmission 42, and the second-gear reducer 43 are all in neutral.

[0041] like Figure 4As shown, controlling the vehicle to be in direct drive mode includes: controlling the engine 13 to work and the first clutch 51 to be closed, the first generator set 11 and the second generator set 12 to be stopped, the second clutch 52 and the third clutch 53 to be disengaged, the second-gear planetary gear 41 and the second-gear reducer 43 to be in gear, the fourth-gear transmission 42 to be in neutral, and the power generated by the engine 13 to be transmitted to the wheel end 6 through the first clutch 51, the second-gear planetary gear 41 and the second-gear reducer 43.

[0042] It should be noted that direct drive mode is used when there is a fault in the vehicle's three-electric system or when there are special needs. Further, a fault in the three-electric system actually refers to a system composed of the motor, battery, and electronic control unit, and its fault level is relatively low (generally understood as a yellow warning light indicating a high motor temperature). If a serious fault occurs (usually a red warning light on the instrument panel), the vehicle still cannot be driven. Specific fault level classifications will not be elaborated further. In addition, for the aforementioned special needs, such as when the driver dislikes energy recovery, or when the vehicle is idle (the engine can meet its power requirements and has high thermal efficiency), direct drive mode can be used, using only the engine (13) to avoid energy losses (kinetic energy to generate electricity, electric drive to generate kinetic energy) that occur when using the motor.

[0043] like Figure 5 As shown, controlling the vehicle to be in series mode includes: controlling the engine 13 and the first generator set 11 to work, the second generator set 12 to stop, the first clutch 51 to close, the second clutch 52 and the third clutch 53 to disengage, the second-gear planetary gear 41 and the second-gear reducer 43 to be in gear, and the fourth-gear transmission 42 to be in neutral.

[0044] The series mode is applied when the vehicle's battery level is moderate, the power demand fluctuates little and is close to the optimal operating point of the engine 13. In this case, the engine 13 and the first generator set 11 work together as a power source. The power generated by the two is combined at the first gear set 31 and transmitted to the wheel end 6 through the second-gear planetary gear 41 and the second-gear reducer 43. Furthermore, in this mode, the engine 13 is at its optimal operating point and the output power remains unchanged. Any shortage or excess power demanded by the vehicle is compensated or absorbed by the first generator set 11.

[0045] like Figure 6As shown, controlling the vehicle to be in driving charging mode includes: controlling the engine 13 to work, at which time the engine 13 outputs high power, limiting the maximum driving power of the vehicle to be consistent with the output power of the engine 13, and the excess power output by the engine 13 is absorbed by the first generator set 11, and the first generator set 11 only generates electricity; the second generator set 12 stops, the first clutch 51 is closed, the second clutch 52 and the third clutch 53 are disengaged, the second gear planetary gear 41 and the second gear reducer 43 are in gear, and the fourth gear transmission 42 is in neutral.

[0046] like Figure 7 As shown, controlling the vehicle to be in parallel mode includes: controlling the engine 13 and the second generator set 12 to operate, the first generator set 11 to stop, the first clutch 51, the second clutch 52 and the third clutch 53 to be engaged, and the second-gear planetary gear 41, the second-gear reducer 43 and the fourth-gear transmission 42 to be in gear. Parallel mode is applied when the vehicle has sufficient battery power, is under light load at high speed, and has high power requirements. In this case, the engine 13 and the second generator set 12 jointly serve as power sources, and the power generated by both is combined at the second-gear reducer 43 and transmitted to the wheel ends 6. Furthermore, in this mode, the engine 13 is at its optimal operating point, and any insufficient or excessive power required by the vehicle is compensated or absorbed by the second generator set 12.

[0047] like Figure 8 As shown, controlling the vehicle to be in combined drive mode includes: controlling the engine 13, the first generator set 11, and the second generator set 12 to operate; the first clutch 51, the second clutch 52, and the third clutch 53 are all engaged; the second-gear planetary gear 41, the second-gear reducer 43, and the fourth-gear transmission 42 are all in gear. Combined drive mode is applied under heavy-load, high-speed, and full-power demand conditions. In this mode, the engine 13, the first generator set 11, and the second generator set 12 jointly serve as power sources, and the power generated by these three components is combined and transmitted to the wheel ends 6 at the second-gear reducer 43. Furthermore, in this mode, the engine 13 is at its optimal operating point, and any insufficient power demand from the vehicle is compensated by the first generator set 11 and the second generator set 12. When the vehicle requires power, the engine 13's operating point can change in a short time to output maximum power, and all motors output maximum power to maximize the vehicle's overall output power.

[0048] It should be noted that in the combined drive mode, when the second-gear planetary gear 41 or the second-gear reducer 43 is in the shifting stage while the fourth-gear transmission 42 is in gear, the second generator set 12 can provide power compensation; conversely, when the fourth-gear transmission 42 is shifting, the first generator set 11 and the engine 13 can provide power compensation. Thus, by providing power compensation from the power source at the non-shifting point, the technical effect of uninterrupted power supply during gear shifts can be achieved.

[0049] like Figure 9 As shown, controlling the vehicle to be in pure electric mode includes: stopping the engine 13, operating the first generator set 11 and the second generator set 12, disengaging the first clutch 51, and engaging the second clutch 52 and the third clutch 53. The second-gear planetary gear 41, the second-gear reducer 43, and the fourth-gear transmission 42 are all in gear. The power generated by the first generator set 11 and the second generator set 12 is combined at the second-gear reducer 43 and transmitted to the wheel ends 6. The pure electric module is used when the vehicle has a high battery level and the vehicle is starting, frequently starting and stopping, or traveling at low speeds. Furthermore, the combined action of the first generator set 11 and the second generator set 12 also achieves the technical effect of uninterrupted power supply.

[0050] like Figure 10 As shown, controlling the vehicle to be in electric-assisted braking mode or electric-assisted coasting energy recovery mode includes: controlling the engine 13 to idle or stop, stopping the first generator set 11 and disengaging the first clutch 51, operating the second generator set 12, operating both the second clutch 52 and the third clutch 53, keeping the second-gear planetary gear 41 and the second-gear reducer 43 in neutral, and keeping the fourth-gear transmission 42 in gear. The kinetic energy at the wheel end 6 is absorbed by the second generator set 12 through power generation. The electric-assisted braking mode is used in scenarios with short slopes, while the electric-assisted coasting energy recovery mode is used in situations with a gentle slope and short slope length.

[0051] like Figure 11 As shown, controlling the vehicle to be in combined auxiliary braking mode or combined coasting energy recovery mode includes: controlling the engine 13 to operate in exhaust braking, in-cylinder braking, idling, or shutdown mode; the first generator set 11 and the second generator set 12 are operating; the first clutch 51, the second clutch 52, and the third clutch 53 are all engaged; the second-gear planetary gear 41, the second-gear reducer 43, and the fourth-gear transmission 42 are all in gear; and the engine 13, the first generator set 11, and the second generator set 12 can all absorb kinetic energy for braking. The combined auxiliary braking mode is applied to scenarios with long inclines, especially when battery charging is limited, as it significantly improves the system's braking force. The combined coasting energy recovery mode is applied to scenarios with steep inclines and long inclines.

[0052] It should be noted that the switching of the various modes mentioned above (such as gear changes in different modes) is implemented by the control program, which is existing technology and will not be described in detail here.

[0053] Finally, it should be noted that the above-described embodiments are merely specific implementations of this application, used to illustrate the technical solutions of this application, and not to limit them. The protection scope of this application is not limited thereto. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that any person skilled in the art can still modify or easily conceive of changes to the technical solutions described in the foregoing embodiments, or make equivalent substitutions for some of the technical features, within the technical scope disclosed in this application. Such modifications, changes, or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be covered within the protection scope of this application. Therefore, the protection scope of this application should be defined by the protection scope of the claims.

Claims

1. A hybrid power system, characterized in that, The hybrid power system includes: The power unit includes an engine, a first generator set, and a second generator set; The transmission unit includes a first drive shaft and a second drive shaft arranged parallel to each other, the second drive shaft being connected to the wheel end; the engine and the first generator set are connected in series at the first drive shaft, and the second engine set is arranged at the second drive shaft to be connected in parallel with the engine and the first generator set; the transmission unit also includes a multi-speed transmission mechanism and transmission components for outputting power from the engine and / or the first generator set and / or the second generator set to the wheel end.

2. The hybrid power system according to claim 1, characterized in that, The engine is connected to the end of the first drive shaft; The first generator set includes a first motor and a second motor, which are distributed on both sides of the first drive shaft and connected to the first drive shaft through a first gear set.

3. The hybrid power system according to claim 2, characterized in that, Along the axial direction of the first drive shaft, a first clutch is also provided between the engine and the first generator set.

4. The hybrid power system according to claim 2, characterized in that, The multi-gear transmission mechanism includes a two-gear planetary gear, and the transmission component also includes a second gear set. The two-gear planetary gear and the second gear set are meshed and sequentially mounted on the first transmission shaft. The two-gear planetary gear and the second gear set are located at the end of the first generator set away from the engine.

5. The hybrid power system according to claim 1, characterized in that, The second generator set includes a third motor and a fourth motor; along the axial direction of the second drive shaft, the third motor and the fourth motor are distributed on both sides of the second drive shaft and connected to the first end of the second drive shaft through a third gear set.

6. The hybrid power system according to claim 5, characterized in that, A second clutch is provided between the third motor and the third gear set; a third clutch is provided between the fourth motor and the third gear set.

7. The hybrid power system according to claim 5, characterized in that, The multi-speed transmission mechanism also includes a four-speed gearbox and a two-speed reducer sequentially mounted on the second drive shaft. The two-speed reducer is connected to the second end of the first drive shaft via a fourth gear set.

8. A vehicle, characterized in that, The vehicle includes a hybrid power system as claimed in any one of claims 1 to 7.

9. A vehicle control method, characterized in that, The vehicle control method is applied to the vehicle as described in claim 8, and the vehicle control method is capable of controlling the vehicle to be in a preset mode.

10. The vehicle control method according to claim 9, characterized in that, The preset modes include parking charging mode, direct drive mode, series mode, driving charging mode, parallel mode, combined drive mode, pure electric mode, electric auxiliary braking mode, electric auxiliary coasting energy recovery mode, combined auxiliary braking mode, and combined coasting energy recovery mode. Controlling the vehicle to be in parking and charging mode includes: controlling the engine to work, the first generator set absorbing power and converting it into electrical energy to generate electricity, and the second generator set stopping; Controlling the vehicle to be in direct drive mode includes: controlling the engine to operate, both the first generator set and the second generator set to stop, and the transmission unit to transmit the power generated by the engine to the wheel ends; Controlling the vehicle to be in series mode includes: controlling the engine and the first generator set to operate, and the second generator set to stop; the transmission unit transmits the power generated by the engine and the first generator set to the wheel ends; Controlling the vehicle to be in driving charging mode includes: limiting the maximum driving power of the vehicle to be consistent with the output power of the engine, the excess power output by the engine is absorbed by the first generator set, and the first generator set only generates electricity; Controlling the vehicle to be in parallel mode includes: controlling the engine and the second generator set to operate, and stopping the first generator set; the transmission unit transmits the power generated by the engine and the second generator set to the wheel ends; Controlling the vehicle to be in a combined drive mode includes: controlling the engine, the first generator set, and the second generator set to operate, and the transmission unit to transmit the power generated by the engine, the first generator set, and the second generator set to the wheel ends; Controlling the vehicle to be in pure electric mode includes: controlling the engine to stop, the first generator set and the second generator set to operate, and the transmission unit to transmit the power generated by the first generator set and the second generator set to the wheel end; Controlling the vehicle to be in electric-assisted braking mode or electric-assisted coasting energy recovery mode includes: controlling the engine to idle or stop, stopping the first generator set, operating the second generator set, and absorbing the kinetic energy at the wheel end through the transmission unit by generating electricity from the second generator set; Controlling the vehicle to be in a combined assisted braking mode or a combined coasting energy recovery mode includes: controlling the engine to be in an exhaust braking, in-cylinder braking, idling, or shutdown mode, with the first generator set and the second generator set operating, and the engine, the first generator set, and the second generator set all capable of absorbing kinetic energy for braking.

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