Power system, vehicle and gear shifting method

Abstract

The invention discloses a power system, a vehicle and a gear shifting method, the power system comprises an engine, a driving gear and a jaw clutch, and the engine is provided with an engine shaft; the driving gear is rotationally assembled on an engine shaft; the jaw clutch comprises a gear hub and a gear sleeve, the gear hub is arranged on the engine shaft, the gear sleeve is assembled on the peripheral side of the gear hub in a meshed mode, the gear sleeve can move in the axial direction of the engine shaft and is provided with a neutral gear and a transmission gear, the gear sleeve is only meshed with the gear hub at the neutral gear, and the gear sleeve is simultaneously meshed with the gear hub and the driving gear at the transmission gear; and the first motor is connected with the engine shaft, and the first motor is used for driving the engine shaft to rotate before the gear sleeve is switched from one of the neutral gear and the transmission gear to the other of the neutral gear and the transmission gear so as to reduce the rotating speed difference between the gear sleeve and the driving gear or the gear hub. The technical problems that in the prior art, a synchronizer is prone to being damaged during gear shifting, and gear shifting cannot be conducted smoothly are solved.

Description

TECHNICAL FIELD

[0001] The present application belongs to the technical field of vehicles, and particularly relates to a power system of a vehicle, a vehicle and a gear shifting method. BACKGROUND

[0002] In recent years, with the promotion of the concept of energy saving and environmental protection, new energy vehicles as a kind of vehicle powered by clean energy have developed rapidly. At present, new energy vehicles mostly use power batteries as power sources, and the power output by the power batteries drives the motor to rotate, thereby meeting the use needs of driving the vehicle to run. However, the new energy vehicles in the prior art have problems such as easy damage of the synchronizer during gear shifting and inability to smoothly shift gears during actual use. SUMMARY

[0003] The present application aims to at least solve one of the technical problems in the related art to some extent.

[0004] To solve the above technical problems, the present application provides a power system which can reduce the speed difference during gear shifting when in use, thereby avoiding the situation that the speed difference is too large and the gear shifting mechanism is easily damaged, and ensuring smooth gear shifting.

[0005] The present application also provides a vehicle comprising the above power system.

[0006] The present application also provides a gear shifting method corresponding to the above power system.

[0007] The technical scheme adopted to achieve the purpose of the present application is as follows:

[0008] The power system of the present application comprises:

[0009] an engine, the engine having an engine shaft;

[0010] a driving gear, the driving gear being rotatably assembled on the engine shaft;

[0011] a dog clutch, the dog clutch comprising a tooth hub and a tooth sleeve, the tooth hub being arranged on the engine shaft, the tooth sleeve being meshingly assembled on the outer circumferential side of the tooth hub, the tooth sleeve being movable along the axial direction of the engine shaft and having a neutral gear position and a transmission gear position, in the neutral gear position, the tooth sleeve is only meshed with the tooth hub, in the transmission gear position, the tooth sleeve is simultaneously meshed with the tooth hub and the driving gear;

[0012] a first motor, the first motor being connected with the engine shaft, the first motor being used to drive the engine shaft to rotate before the tooth sleeve is switched from one of the neutral gear position and the transmission gear position to the other, so as to reduce the speed difference between the tooth sleeve and the driving gear or the tooth hub.

[0013] In some embodiments, a second motor is further included, the driving gear is connected to a wheel drive of the vehicle, the second motor is connected to the driving gear and the wheel drive, and the second motor is used to drive the driving gear and the wheel drive simultaneously.

[0014] In some embodiments, a differential is further included, the differential has a differential shaft, and the differential shaft is engaged between the driving gear and a motor shaft of the second motor.

[0015] In some embodiments, a first shaft group is further included, the first shaft group includes:

[0016] a first intermediate shaft;

[0017] a driven gear, the driven gear is assembled on an outer circumferential side of the first intermediate shaft, and the driven gear is engaged with the driving gear;

[0018] a transition gear, the transition gear is assembled on an outer circumferential side of the first intermediate shaft, the differential further includes a differential gear, the differential gear is assembled on an outer circumferential side of the differential shaft, and the differential gear is engaged between the transition gear and the motor shaft of the second motor.

[0019] In some embodiments, the driving gear has two, the toothed hub is located between the two driving gears, the toothed sleeve has two transmission gears, in one transmission gear, the toothed sleeve is engaged between the toothed hub and one driving gear, and in another transmission gear, the toothed sleeve is engaged between the toothed hub and another driving gear.

[0020] In some embodiments, a first shaft group is further included, the first shaft group is transmissionally connected between the driving gear and a wheel of the vehicle and includes:

[0021] a first intermediate shaft;

[0022] two driven gears, the two driven gears are both assembled on an outer circumferential side of the first intermediate shaft, the two driven gears are respectively engaged with the two driving gears, the two driving gears have different radial sizes, and the two driven gears have different radial sizes;

[0023] the driving gear with a larger radial size among the two driving gears is engaged with the driven gear with a smaller radial size among the two driven gears, and the driving gear with a smaller radial size among the two driving gears is engaged with the driven gear with a larger radial size among the two driven gears.

[0024] In some embodiments, the driving gear includes a first gear portion and a second gear portion, the first gear portion and the second gear portion are arranged in sequence in the axial direction of the engine shaft, the second gear portion is located between the first gear portion and the gear hub, the first gear portion is used to be connected with the wheel drive of the vehicle, and in the transmission gear, the second gear portion is engaged with the gear sleeve.

[0025] In some embodiments, the second shaft group includes:

[0026] a second intermediate shaft;

[0027] a transmission gear, the transmission gear is assembled on the outer circumferential side of the second intermediate shaft, an engine gear is assembled on the outer circumferential side of the engine shaft, and the transmission gear is engaged between the engine gear and the motor shaft of the first motor.

[0028] The vehicle of the present application includes the power system as described in any of the above technical solutions.

[0029] The shift method of the present application includes the following steps:

[0030] reducing the output torque of the engine to a set parameter;

[0031] applying an intervention torque to make the wheel edge torque and the demand torque consistent, and the intervention torque drives the driving gear to rotate;

[0032] switching the gear sleeve of the jaw clutch to the neutral gear;

[0033] adjusting the rotating speed of the gear sleeve until the difference between the rotating speed of the gear sleeve and the rotating speed of the driving gear is less than a set value;

[0034] switching the gear sleeve to the target transmission gear;

[0035] increasing the output torque of the engine to make the wheel edge torque and the demand torque consistent.

[0036] As can be seen from the above technical solutions, the power system, vehicle and shift method of the present application can reduce the speed difference during shifting, avoid the situation that the speed difference is too large and easily causes damage to the shift mechanism, and ensure smooth shifting. BRIEF DESCRIPTION OF DRAWINGS

[0037] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed in the embodiment description will be briefly introduced. Obviously, the drawings in the following description are some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative labor.

[0038] Figure 1 Fig. 1 is a schematic diagram of an overall structure of a power system in an embodiment of the present application.

[0039] Figure 2 Fig. 3 is a schematic diagram of a dog clutch in an embodiment of the present application.

[0040] Figure 3 Fig. 4 is a flowchart of a shifting method in an embodiment of the present application.

[0041] BRIEF DESCRIPTION OF DRAWINGS

[0042] 1 - engine; 11 - engine shaft; 12 - engine gear;

[0043] 2 - driving gear; 21 - first tooth portion; 22 - second tooth portion;

[0044] 3 - dog clutch; 31 - tooth hub; 32 - tooth sleeve;

[0045] 4 - first motor;

[0046] 5 - second motor;

[0047] 6 - differential; 61 - differential shaft; 62 - differential gear;

[0048] 7 - first shaft group; 71 - first intermediate shaft; 72 - driven gear; 73 - transition gear;

[0049] 8 - second shaft group; 81 - second intermediate shaft; 82 - transmission gear. DETAILED DESCRIPTION

[0050] In order to make the skilled in the art to which the present application belongs more clearly understand the present application, the following will be combined with the drawings in the embodiments of the present application, the technical solutions in the embodiments of the present application are described clearly and completely, obviously, the described embodiments are only part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by the person skilled in the art without creative labor are within the scope of protection of the present application.

[0051] In addition, the present application can repeat reference numerals and / or reference letters in different examples, such repetition is for the purpose of simplification and clarity, which itself does not indicate the relationship between the various embodiments and / or settings discussed. In addition, the present application provides various specific examples of processes and materials, but the person skilled in the art can realize the application of other processes and / or the use of other materials.

[0052] The specific technical solutions of the present application will be described in detail below in conjunction with the drawings which are not necessarily drawn to scale. Similar or identical reference numerals can be used to designate similar or identical parts in different drawings. The use of similar or identical reference numerals in different drawings does not mean that all drawings comprising similar or identical reference numerals constitute a single or same embodiment. The drawings generally illustrate various embodiments discussed in the present application in an exemplary and non-limiting manner.

[0053] It should be noted that the present application is made based on the discovery and realization of the inventors on the following facts and problems:

[0054] In the related art, the gearbox of some hybrid new energy vehicles is driven by pure electricity at low speed and driven by engine at medium and high speed, that is, the hybrid gearbox generally adopts a P1+P3 configuration scheme, wherein the P1 motor is responsible for power generation and the P3 motor is responsible for driving the vehicle. In the shifting process, the P1 motor is responsible for speed regulation. Because the speed response of the motor is fast, the speed interval of shifting is large, and there will be a large speed difference, and in addition, the shifting control strategy is unreasonable, etc., thus causing the synchronizer to be damaged and unable to shift.

[0055] Based on the above facts and problems, the present application provides a power system.

[0056] Embodiments of the power system of the present application are described below.

[0057] As shown in Figure 1 , the power system of the present application comprises an engine 1, a driving gear 2, a jaw clutch 3 and a first motor 4.

[0058] The engine 1 has an engine shaft 11. For example, the engine 1 can be an existing internal combustion engine 1, and can be a gasoline engine, a diesel engine, etc., and the engine shaft 11 is a power output part of the engine 1.

[0059] It should be noted that the directions in the present application can be the corresponding directions corresponding to the power system in actual use, and the axial direction of the above engine shaft 11 can be the left-right direction as shown in Figure 1 , with the front side from left to right as the front, the rear side from left to right as the rear, the upper side from left to right as the upper, and the lower side from left to right as the lower.

[0060] The driving gear 2 is rotationally assembled to the engine shaft 11. For example, as shown in Figure 1As shown, the driving gear 2 can be rotatably assembled on the outer circumferential side of the engine shaft 11 by a needle bearing or the like, and in use, the driving gear 2 can freely rotate relative to the engine shaft 11. It should be noted that the driving gear 2 can be connected to the transmission of the wheels of the vehicle or the like in actual assembly, and the connection can be in an indirect connection manner, for example, the driving gear 2 and the wheels can be connected by some transmission shaft or the like.

[0061] The dog clutch 3 comprises a toothed hub 31 and a toothed sleeve 32, the toothed hub 31 is arranged on the engine shaft 11, and the toothed sleeve 32 is engagedly assembled on the outer circumferential side of the toothed hub 31. For example, the toothed hub 31 can be a gear-like structure, and the outer circumferential side of the toothed hub 31 can be provided with a ring of engagement teeth, and the toothed hub 31 can be connected to the engine shaft 11 by a spline or the like. The toothed sleeve 32 can be a circular ring structure, and the inner circumferential side of the toothed sleeve 32 can also be provided with a ring of engagement teeth.

[0062] The toothed sleeve 32 can be sleeved on the outer circumferential side of the toothed hub 31, and the engagement teeth of the toothed sleeve 32 can be engaged with the engagement teeth of the toothed hub 31. In use, the engine shaft 11 can drive the toothed hub 31 to rotate, and the engagement of the toothed hub 31 and the toothed sleeve 32 can make the toothed sleeve 32 and the toothed hub 31 rotate synchronously.

[0063] The toothed sleeve 32 is movable along the axial direction of the engine shaft 11 and has a neutral gear position and a transmission gear position. For example, the tooth lines of the engagement teeth of the toothed sleeve 32 and the toothed hub 31 can both be parallel to the corresponding axial center line, that is, the engagement teeth of the toothed hub 31 and the toothed sleeve 32 can both be flat teeth. In this way, while satisfying the synchronous rotation of the toothed sleeve 32 with the toothed hub 31, the toothed sleeve 32 can also be translated in the left and right directions relative to the toothed hub 31. During the translation of the toothed sleeve 32, the toothed sleeve 32 can have a neutral gear position and a transmission gear position according to the transmission relationship and position.

[0064] In the neutral gear position, the toothed sleeve 32 is only engaged with the toothed hub 31. For example, when the toothed sleeve 32 is switched to the neutral gear position, the center of the toothed sleeve 32 can coincide with the center of the toothed hub 31. At this time, the toothed sleeve 32 and the toothed hub 31 are completely engaged, and when the toothed hub 31 rotates, the toothed sleeve 32 will idle with the toothed hub 31.

[0065] In the transmission gear position, the toothed sleeve 32 is engaged with the toothed hub 31 and the driving gear 2. For example, the transmission gear position can be located on the left or right side of the above-mentioned neutral gear position. Taking the case where the transmission gear position is located on the left side of the neutral gear position as an example, that is, the driving gear 2 is located on the left side of the toothed hub 31. In use, the toothed sleeve 32 can be switched to the transmission gear position by translating to the left. At this time, a part of the left side of the toothed sleeve 32 will be engaged with the driving gear 2, and the right side of the toothed sleeve 32 will still be engaged with the toothed hub 31.

[0066] When the gear hub 31 rotates, the synchronously rotating gear sleeve 32 drives the drive gear 2 to rotate, and the rotating drive gear 2 drives the wheels of the vehicle, thus satisfying the power output requirements for driving the vehicle.

[0067] The first motor 4 is connected to the engine shaft 11. The first motor 4 is used to drive the engine shaft 11 to rotate before the gear sleeve 32 switches from neutral to drive gear, so as to reduce the speed difference between the gear sleeve 32 and the drive gear 2 or the gear hub 31.

[0068] For example, the output shaft of the first motor 4 can be directly or indirectly meshed with the engine shaft 11 for transmission, that is, when one of the output shaft of the first motor 4 and the engine shaft 11 rotates, the other will also rotate synchronously.

[0069] Before the gear sleeve 32 shifts from neutral to gear, the engine shaft 11 and gear hub 31 can be driven to rotate by the first motor 4. The rotation speed of the gear sleeve 32 can be adjusted by the drive of the first motor 4, which can reduce the speed difference between the gear sleeve 32 and the drive gear 2. When the speed difference is less than a certain parameter, the gear sleeve 32 can be driven to move, thereby improving the meshing efficiency between the gear sleeve 32 and the drive gear 2 and ensuring smooth gear shifting.

[0070] Similarly, before the gear sleeve 32 shifts from the transmission gear to the neutral gear, the speed of the engine shaft 11 can be adjusted by the first motor 4, thereby reducing the speed difference between the gear sleeve 32 and the gear hub 31. When the speed difference is less than a certain parameter, the gear sleeve 32 can be driven to move towards the gear hub 31, thus facilitating the smooth shifting of the gear sleeve 32 from the transmission gear to the neutral gear.

[0071] In some embodiments, the power system further includes a second motor 5, the drive gear 2 is connected to the vehicle's wheel drive, the second motor 5 is connected to both the drive gear 2 and the wheel, and the second motor 5 is used to simultaneously drive the drive gear 2 and the wheel to rotate.

[0072] For example, such as Figure 1 As shown, the output shaft of the second motor 5 can be connected to the drive shaft between the drive gear 2 and the wheel, etc. In some other embodiments, the second motor 5 can also be directly connected to the drive gear 2, etc. When the second motor 5 is running, the output shaft of the second motor 5 will drive the drive gear 2 and the wheel to rotate simultaneously, thereby meeting the need for independently driving the wheel to rotate. In this way, when the engine 1 is idling, the second motor 5 can realize the power output to the wheel, so that the wheel torque can always be consistent with the required torque, etc.

[0073] In some embodiments, such as Figure 1As shown, the power system further comprises a differential 6, the differential 6 has a differential shaft 61, the differential shaft 61 is engaged between the driving gear 2 and the motor shaft of the second motor 5. For example, gears or the like can be fixed on the differential shaft 61 and the motor shaft of the second motor 5, and the driving gear 2, the second motor 5, the differential 6 and the like can be driven through the engagement of the gears, wherein the differential 6 can be connected with the wheels of the vehicle or the like.

[0074] In some embodiments, the power system further comprises a first shaft set 7, the first shaft set 7 comprises a first intermediate shaft 71, a driven gear 72 and a transition gear 73.

[0075] The driven gear 72 is assembled on the outer circumferential side of the first intermediate shaft 71, and the driven gear 72 is engaged with the driving gear 2. For example, as shown in the figure, Figure 1 The first intermediate shaft 71 can be a circular shaft and can be arranged to extend along the left-right direction, and the driven gear 72 can be assembled on the outer circumferential side of the first intermediate shaft 71 through spline or the like, and the driven gear 72 can be directly engaged with the above-mentioned driving gear 2, that is, when one of the driving gear 2 and the driven gear 72 rotates, the other one also rotates synchronously, and the above-mentioned first intermediate shaft 71 also rotates synchronously with the driven gear 72, thereby meeting the use requirement of transmitting driving force.

[0076] The transition gear 73 is assembled on the outer circumferential side of the first intermediate shaft 71, and the differential 6 further comprises a differential gear 62, the differential gear 62 is assembled on the outer circumferential side of the differential shaft 61, and the differential gear 62 is engaged between the transition gear 73 and the motor shaft of the second motor 5.

[0077] For example, as shown in the figure, Figure 1 The transition gear 73 can also be assembled on the outer circumferential side of the first intermediate shaft 71 through spline or the like, and the differential gear 62 can be fixed on the left end of the differential shaft 61, and the differential gear 62 can also be assembled on the outer circumferential side of the first intermediate shaft 71 through spline or the like, and the transition gear 73 can be directly engaged with the differential gear 62 on the differential shaft 61, and the differential gear 62 is also engaged with the gear on the motor shaft of the second motor 5.

[0078] In some embodiments, the driving gear 2 has two, the toothed hub 31 is located between the two driving gears 2, and the toothed sleeve 32 has two transmission gears, in one transmission gear, the toothed sleeve 32 is engaged between the toothed hub 31 and one driving gear 2, and in the other transmission gear, the toothed sleeve 32 is engaged between the toothed hub 31 and the other driving gear 2.

[0079] For example, as shown in the figure, Figure 1As shown, the two driving gears 2 can be assembled on the outer circumferential side of the engine shaft 11 by means of splines or the like. In the left-right direction, one of the driving gears 2 can be located on the left side of the gear hub 31 and arranged spaced apart from the gear hub 31, and the other driving gear 2 can be located on the right side of the gear hub 31 and arranged spaced apart from the gear hub 31.

[0080] Since the driving gears 2 are provided in two, each driving gear 2 can meet the use requirement of transmitting driving force to the wheels, therefore, the transmission gears of the sleeve 32 in this embodiment are also provided in two, and the two transmission gears of the sleeve 32 are the positions of meshing with the two driving gears 2 respectively.

[0081] Specifically, when the sleeve 32 moves to the left transmission gear, at this time, the sleeve 32 can be meshed with the gear hub 31 and the left driving gear 2 at the same time. When the sleeve 32 moves to the right transmission gear, at this time, the sleeve 32 can be meshed with the gear hub 31 and the right driving gear 2 at the same time. In this way, the power system can have two different gears, thereby meeting the use requirement of switching to different gears in actual use of the vehicle.

[0082] It should be noted that when the driving gears 2 are provided in two, the above-mentioned first intermediate shaft 71 is also provided with two driven gears 72 corresponding to the two driving gears 2, and the two driven gears 72 are meshed with the two driving gears 2 respectively, thereby meeting the use requirement that the wheels can be driven to rotate when the sleeve 32 is switched to different gears.

[0083] In some embodiments, the power system further comprises a first shaft set 7 which is transmissionally connected between the driving gears 2 and the wheels of the vehicle, and the structure of the first shaft set 7 can be similar to that of the first shaft set 7 described in the above-mentioned embodiments, and similar structures will not be described herein.

[0084] The first intermediate shaft 71 of the first shaft set 7 in this embodiment is provided with two driven gears 72, and the two driven gears 72 are assembled on the outer circumferential side of the first intermediate shaft 71, and the two driven gears 72 are meshed with the two driving gears 2 respectively, and the radial dimensions of the two driving gears 2 are different, and the radial dimensions of the two driven gears 72 are different.

[0085] The driving gear 2 with larger radial dimension among the two driving gears 2 is meshed with the driven gear 72 with smaller radial dimension among the two driven gears 72, and the driving gear 2 with smaller radial dimension among the two driving gears 2 is meshed with the driven gear 72 with larger radial dimension among the two driven gears 72.

[0086] For example, as shown in FIG. 6, the sleeve 32 is provided with two transmission gears, and the two transmission gears are respectively meshed with the two driving gears 2. Figure 1As shown, the radial dimension of the left driving gear 2 is larger than that of the right driving gear 2, and the radial dimension of the left driven gear 72 is smaller than that of the right driving gear 2. At this time, the left driving gear 2 meshes with the left driven gear 72, and the right driving gear 2 meshes with the right driven gear 72.

[0087] By using this staggered engagement of large and small gears, the meshing positions of the two sets of driving gears 2 and driven gears 72 can be staggered in the front-to-back direction. This can improve the overall structure and transmission stability, meet the needs of different transmission ratios, and thus meet the needs of different torque outputs.

[0088] In some embodiments, the drive gear 2 includes a first tooth 21 and a second tooth 22, which are arranged sequentially in the axial direction of the engine shaft 11. The second tooth 22 is located between the first tooth 21 and the gear hub 31. The first tooth 21 is used to drive the vehicle's wheels. In the transmission gear position, the second tooth 22 meshes with the gear sleeve 32.

[0089] For example, such as Figure 1 and Figure 2 As shown, both the first tooth 21 and the second tooth 22 can be gear structures, and the first tooth 21 and the second tooth 22 can be arranged sequentially in the left-right direction. The second tooth 22 of the left driving gear 2 can be located to the right of the first tooth 21 of the driving gear 2, and the second tooth 22 of the right driving gear 2 can be located to the left of the first tooth 21 of the driving gear 2.

[0090] The radial dimensions of the second teeth 22 of the two driving gears 2 can be the same, thus satisfying the requirement of simultaneous meshing with the gear sleeve 32. The radial dimensions of the first teeth 21 of the two driving gears 2 can be different, and the first teeth 21 of the two driving gears 2 can mesh with the two driven gears 72 respectively, thus satisfying the requirement of output power.

[0091] Since the second teeth 22 of both drive gears 2 are located on the side of the corresponding drive gear 2 facing the hub 31, when the gear sleeve 32 of the jaw clutch 3 shifts gears, for example, when the gear sleeve 32 moves to the left, the gear sleeve 32 can engage with the outer periphery of the second teeth 22 of the left drive gear 2; when the gear sleeve 32 moves to the right, the gear sleeve 32 can engage with the outer periphery of the second teeth 22 of the right drive gear 2.

[0092] The arrangement of the first tooth 21 and the second tooth 22 enables the drive gear 2 to meet both the need for driving power to the wheel and the need for meshing transmission with the tooth sleeve 32 of the jaw clutch 3.

[0093] In some embodiments, the first tooth portion 21 and the second tooth portion 22 can be fixedly connected by welding, and in other embodiments, the first tooth portion 21 and the second tooth portion 22 can also be rotationally assembled by means of a key connection or the like.

[0094] In some embodiments, as shown in Figure 1 The power system further includes a second shaft set 8, which includes a second intermediate shaft 81 and a transmission gear 82. The second intermediate shaft 81 can be a circular shaft structure and can be arranged to extend along the left-right direction.

[0095] The transmission gear 82 is assembled on the outer peripheral side of the second intermediate shaft 81, for example, the transmission gear 82 can also be rotationally assembled on the outer peripheral side of the second intermediate shaft 81 by means of a spline or the like. The outer peripheral side of the engine shaft 11 is provided with an engine gear 12, which can be located at the left end of the second intermediate shaft 81, and the outer peripheral side of the motor shaft of the first motor 4 can also be provided with a gear or the like, and the transmission gear 82 is engaged between the engine gear 12 and the gear of the motor shaft of the first motor 4. Thus, the use requirement of transmitting power between the first motor 4 and the engine shaft 11 is realized by means of the second shaft set 8.

[0096] In some embodiments, the first motor 4 can be a generator (GCU), and the second motor 5 can be an electric motor.

[0097] In some embodiments, the above-mentioned dog clutch 3 has two transmission gears, and the above-mentioned neutral gear can be located between the two transmission gears in the left-right direction, and the transmission gear located on the right side of the neutral gear can be gear 1, and the transmission gear located on the left side of the neutral gear can be gear 2. The corresponding state of the dog clutch 3 in the driving mode of the vehicle can be as shown in Table 1.

[0098] Table 1: Dog clutch state corresponding to driving mode

[0099]

[0100]

[0101] When the sleeve 32 is located in the right transmission gear, that is, in the "right" position, that is, in gear 1; when the sleeve 32 is opposite to the hub 31, that is, in the "neutral" position, that is, in the neutral gear; when the sleeve 32 is located in the left transmission gear, that is, in the "left" position, that is, in gear 2.

[0102] When the vehicle is parked and powered and uses pure electric drive, the sleeve 32 can also be switched to the neutral gear. When the vehicle is driven by the engine 1 and the second motor 5 at the same time, the sleeve 32 can be located in gear 1 or gear 2.

[0103] A vehicle of an embodiment of the application is described below.

[0104] The vehicle of the application comprises a power system, which can be the power system as described in any of the above embodiments. The vehicle can be a hybrid vehicle in particular, and can be a car, an SUV, a bus, an off-road vehicle, etc., and of course can be any other vehicle that needs to be equipped with a power system.

[0105] A gear shifting method of an embodiment of the application is described below.

[0106] It should be noted that the gear shifting method of the application is implemented based on the power system described above, and the specific structure of the power system can be referred to the examples described above, which will not be described herein again. As shown in Figure 3 The gear shifting method of the application comprises the following steps:

[0107] S1: reduce the output torque of the engine 1 to a set parameter. For example, as shown in Figure 3 The vehicle can be in a driving state of gear 1, i.e. the sleeve 32 of the dog clutch 3 is located at the right side of the gear hub 31, and the driver can input a gear shifting instruction or perform a gear shifting operation to the control system of the vehicle according to the need, and the control system will control the operation of the engine 1 to reduce the output torque of the engine 1 after receiving the corresponding gear shifting instruction, for example, the torque can be reduced to 0Nm. In some other embodiments, the set parameter can also be a low torque parameter state, which can be 1Nm, 2Nm, etc.

[0108] S2: apply an intervention torque to make the wheel edge torque and the demand torque consistent, and the intervention torque drives the driving gear 2 to rotate. For example, while reducing the torque of the engine shaft 11, the driving of the wheels can be taken over by the second motor 5, and the driving of the wheels can be realized by the second motor 5, so that the wheel edge torque and the demand torque during the driving of the vehicle can be consistent, and the situation that the driving speed of the vehicle is greatly affected due to the reduction of the output torque of the engine 1 in the above step S1 can be avoided.

[0109] S3: switch the sleeve 32 of the dog clutch 3 to the neutral gear. For example, when the engine 1 is idling, and after the second motor 5 takes over the driving of the wheels, the gear shifting motor of the vehicle can be controlled to act, so that the sleeve 32 can be switched from gear 1 to neutral gear.

[0110] S4: Adjust the rotation speed of the gear sleeve 32 until the difference between the rotation speed of the gear sleeve 32 and the rotation speed of the driving gear 2 is less than a set value. For example, after the gear sleeve 32 is switched to the neutral gear, the first motor 4 can be started to drive the engine shaft 11 and the gear hub 31 to rotate, and the rotation of the gear hub 31 drives the gear sleeve 32 to rotate, so that the rotation speed of the gear sleeve 32 can be adjusted by starting the first motor 4. At the same time, the second motor 5 takes over the driving of the wheels, and the driving gear 2 is also driven to rotate. The rotation speed of the gear sleeve 32 is adjusted by the first motor 4 to reduce the rotation speed difference between the gear sleeve 32 and the driving gear 2. When the rotation speed difference is less than a set value, for example, less than 50 rpm, the rotation speed adjustment of the gear sleeve 32 is considered complete.

[0111] S5: Switch the gear sleeve 32 to the target transmission gear. For example, after the above rotation speed difference is adjusted to the target value, the gear sleeve 32 can be driven to rotate by a shift motor or the like, and then the gear sleeve 32 can be switched to the 2nd gear, which is the target gear in this example.

[0112] S6: Increase the output torque of the engine 1 to make the wheel torque consistent with the required torque. For example, after the gear switching is completed, the output torque of the engine 1 can be increased again to drive the wheels again, and at the same time, the output torque of the first motor 4 and the second motor 5 can be gradually reduced or removed.

[0113] A specific example of the shifting method of the present application is described below.

[0114] Stage 1: Torque control phase before shifting

[0115] 1. Control the engine torque to 0 Nm;

[0116] 2. EM torque positive intervention to make the wheel torque consistent with the driver's required torque;

[0117] Stage 2: Shifting phase

[0118] 1. Engine idle control;

[0119] 2. Control the shift motor to rotate and shift the current gear to the neutral gear;

[0120] 3. Second motor torque positive intervention to make the wheel torque consistent with the driver's required torque;

[0121] Stage 3: Rotation speed synchronization phase

[0122] 1. Control the first motor to adjust the speed to make the target gear rotation speed difference meet the shifting requirements;

[0123] 2. Second motor torque positive intervention to make the wheel torque consistent with the driver's required torque;

[0124] Phase 4: Gear engagement phase

[0125] 1. Control the shift motor to rotate and engage the target gear;

[0126] 2. The second motor torque is positively intervened to make the wheel torque consistent with the driver demand torque;

[0127] Phase 5: Torque recovery phase

[0128] 1. The first motor torque is reduced to 0Nm, and the first motor control is closed;

[0129] 2. The ICE engine torque is increased to the target torque, and the second motor torque is reduced to 0Nm, and during the adjustment process, the wheel torque is consistent with the driver demand torque.

[0130] In the present application, unless otherwise explicitly specified and limited, the first feature is "on" or "under" the second feature, which can include that the first and second features are in direct contact, or the first and second features are not in direct contact but are in contact through another feature between them. Moreover, the first feature "on", "above" and "above" the second feature includes that the first feature is directly above and obliquely above the second feature, or only indicates that the first feature is higher in horizontal height than the second feature. The first feature "under", "below" and "below" the second feature includes that the first feature is directly below and obliquely below the second feature, or only indicates that the first feature is lower in horizontal height than the second feature.

[0131] In the description of the present application, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise" indicate the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the devices or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as limiting the present application.

[0132] It should be noted that all directional indications in the embodiments of the present application are only used to explain the relative positional relationship, movement condition and the like between components in a certain posture, and if the certain posture changes, the directional indications also change accordingly.

[0133] In the present application, unless specifically defined otherwise, the terms "connected", "fixed", and the like should be construed broadly and do not necessarily denote a direct connection, but can also mean an indirect connection or an interaction in between. Unless otherwise specifically defined, the terms "connected" and "fixed" can mean a mechanical connection, an electrical connection, or a direct connection or an indirect connection through an intermediate medium, or an internal connection of two elements or an interaction between two elements. The specific meaning of the above terms in the present application can be understood by those skilled in the art according to the specific circumstances.

[0134] In addition, the descriptions such as "first", "second" and the like in the present application are only for the purpose of description, and cannot be understood as indicating or implying the relative importance of the technical features indicated, or implicitly indicating the number of technical features indicated. Therefore, the features defined as "first", "second" can explicitly or implicitly include one or more features. In the description of the present application, the meaning of "a plurality of" is two or more, unless otherwise specifically defined.

[0135] In the description of the present application, the description of the terms "one embodiment", "some embodiments", "an example", "a specific example", or "some examples" means that the specific features, structures, materials or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present application. In the present application, the illustrative description of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art can combine and combine different embodiments or examples described in the present application.

[0136] In addition, the technical solutions of various embodiments can be combined with each other, but it must be based on the fact that a person skilled in the art can realize it, when the combination of technical solutions appears contradictory or cannot be realized, it should be considered that the combination of technical solutions does not exist, nor within the scope of protection claimed by the present application.

[0137] Although the embodiments of the present application have been shown and described, those skilled in the art can understand that various changes, modifications, replacements and variations can be made to these embodiments without departing from the principles and purposes of the present application, the scope of the present application is defined by the claims and their equivalents.

Claims

1. A power system, characterized by, Comprise: an engine (1) having an engine shaft (11); a driving gear (2) rotatably mounted on the engine shaft (11); a dog clutch (3) comprising a gear hub (31) provided on the engine shaft (11) and a gear sleeve (32) engagedly mounted on the outer circumferential side of the gear hub (31), the gear sleeve (32) being movable along the axial direction of the engine shaft (11) and having a neutral gear position in which the gear sleeve (32) is only engaged with the gear hub (31) and a driving gear position in which the gear sleeve (32) is engaged with the gear hub (31) and the driving gear (2) at the same time; a first motor (4) connected with the engine shaft (11), the first motor (4) being used to drive the engine shaft (11) to rotate before the gear sleeve (32) is switched from one of the neutral gear position and the driving gear position to the other one, so as to reduce the speed difference between the gear sleeve (32) and the driving gear (2) or the gear hub (31).

2. The power system of claim 1, wherein, Further comprising a second motor (5) connected with both the driving gear (2) and the wheel of the vehicle, the second motor (5) being used to drive the driving gear (2) and the wheel to rotate at the same time.

3. The power system of claim 2, wherein, Further comprising a differential (6) having a differential shaft (61) engagedly fitted between the driving gear (2) and the motor shaft of the second motor (5).

4. The power system of claim 3, wherein, Further comprising a first shaft set (7) comprising: a first intermediate shaft (71); a driven gear (72) mounted on the outer circumferential side of the first intermediate shaft (71), the driven gear (72) being engagedly fitted with the driving gear (2); a transition gear (73) mounted on the outer circumferential side of the first intermediate shaft (71), the differential (6) further comprising a differential gear (62) mounted on the outer circumferential side of the differential shaft (61), the differential gear (62) being engagedly fitted between the transition gear (73) and the motor shaft of the second motor (5).

5. The power system of claim 1, wherein, The driving gear (2) has two, the gear hub (31) is located between the two driving gears (2), and the gear sleeve (32) has two driving gear positions, in one of the driving gear positions, the gear sleeve (32) is engagedly fitted between the gear hub (31) and one of the driving gears (2), and in the other driving gear position, the gear sleeve (32) is engagedly fitted between the gear hub (31) and the other driving gear (2).

6. The power system of claim 5, wherein, Further comprising a first shaft set (7) drivingly connected between the driving gear (2) and the wheel of the vehicle and comprising: a first intermediate shaft (71); Two driven gears (72), both of which are assembled on the outer circumferential side of the first intermediate shaft (71), and both of which are engaged with the two driving gears (2), the radial dimensions of the two driving gears (2) being different, the radial dimensions of the two driven gears (72) being different; The driving gear (2) with the larger radial dimension among the two driving gears (2) is engaged with the driven gear (72) with the smaller radial dimension among the two driven gears (72), and the driving gear (2) with the smaller radial dimension among the two driving gears (2) is engaged with the driven gear (72) with the larger radial dimension among the two driven gears (72).

7. The power system of claim 1, wherein, The driving gear (2) comprises a first tooth portion (21) and a second tooth portion (22), which are arranged in sequence in the axial direction of the engine shaft (11), and the second tooth portion (22) is located between the first tooth portion (21) and the tooth hub (31), the first tooth portion (21) being used to be connected with the wheel drive of the vehicle, and in the transmission gear position, the second tooth portion (22) is engaged with the tooth sleeve (32).

8. The power system of any one of claims 1-7, wherein, Further comprising a second shaft group (8), which comprises: A second intermediate shaft (81); A transmission gear (82) assembled on the outer circumferential side of the second intermediate shaft (81), and an engine gear (12) is assembled on the outer circumferential side of the engine shaft (11), and the transmission gear (82) is engaged between the engine gear (12) and the motor shaft of the first motor (4).

9. A vehicle characterized by comprising: The power system as claimed in any one of claims 1-8.

10. A shift method characterized by, The method comprises the following steps: Lowering the output torque of the engine (1) to a set parameter; Applying an intervention torque to make the wheel edge torque and the demand torque consistent, and the intervention torque drives the driving gear (2) to rotate; Switching the tooth sleeve (32) of the jaw clutch (3) to the neutral gear position; Adjusting the rotating speed of the tooth sleeve (32) until the difference between the rotating speed of the tooth sleeve (32) and the rotating speed of the driving gear (2) is less than a set value; Switching the tooth sleeve (32) to the target transmission gear position; Increasing the output torque of the engine (1) to make the wheel edge torque and the demand torque consistent.

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