Hybrid power system with electromagnetic clutch, vehicle and control method

Abstract

The invention provides a hybrid power system with an electromagnetic clutch, a vehicle and a control method. The hybrid power system with the electromagnetic clutch comprises an engine, a generator and the engine, an output shaft of the generator and an output shaft of the engine are coaxially arranged, the electromagnetic clutch is provided with a plurality of transmission gears, and the electromagnetic clutch is connected with the engine, the generator and a differential assembly through the transmission gears. Wherein the axis extension line of the electromagnetic clutch is located between the axis extension lines of the differential assembly and the engine, and the axial directions of the engine and the generator are arranged in the width direction of the vehicle. By adopting the electromagnetic clutch scheme, the number of mechanical parts and pipeline design in the hybrid transmission are greatly reduced, the cost is reduced, the response is faster, and the gear shifting time is shortened.

Description

TECHNICAL FIELD

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

[0002] With the rapid development of new energy vehicles, compared with traditional fuel vehicles, hybrid vehicles significantly reduce fuel consumption through intelligent energy management, and have more stable endurance compared with pure electric vehicles, especially in low temperature environment. As one of the core components of the hybrid system, the technical progress of the hybrid transmission directly affects the performance and cost of the vehicle. At present, most hybrid transmissions use a wet clutch to realize the power on-off between the engine and the transmission. Most hybrid transmission mode switching uses a hydraulic control module + wet clutch scheme, and gear shifting uses a hydraulic control module + actuator. The wet clutch is lubricated by hydraulic oil, which has a large drag torque loss, high hardware cost and large space size. The wet clutch is lubricated by hydraulic oil, which has a large drag torque loss. SUMMARY

[0003] The main purpose of the present application is to provide a hybrid system with an electromagnetic clutch, a vehicle and a control method to solve the problem of high hardware cost and large space size of the wet clutch in the prior art.

[0004] In order to achieve the above-mentioned purpose, according to one aspect of the present application, a hybrid system with an electromagnetic clutch is provided, comprising: an engine; a generator, the generator being arranged opposite to the engine, the output shaft of the generator being coaxially arranged with the output shaft of the engine; an electromagnetic clutch, the electromagnetic clutch being provided with a plurality of transmission gears, the electromagnetic clutch being connected with the engine, the generator and the differential assembly through the plurality of transmission gears; wherein the extended line of the axis of the electromagnetic clutch is located between the extended lines of the axes of the differential assembly and the engine, and the axial directions of the engine and the generator are arranged along the width direction of the vehicle.

[0005] Further, the electromagnetic clutch comprises: a middle shaft, an axis of the middle shaft extending along a width direction of the vehicle, and an axis extension line of the middle shaft being between an axis extension line of the differential assembly and an axis extension line of the engine; a first blocking gear connected with the middle shaft; a second blocking gear connected with the middle shaft, the first blocking gear and the second blocking gear being coaxially arranged, and the first blocking gear and the second blocking gear being connected with an output end of the engine; and an electromagnetic combination assembly connected with the middle shaft, the electromagnetic combination assembly being between the first blocking gear and the second blocking gear, the electromagnetic combination assembly having an energized state, when the electromagnetic combination assembly is in the energized state, adjusting an energized current value of the electromagnetic combination assembly can make part of the electromagnetic combination assembly selectively combine with one of the first blocking gear and the second blocking gear, or adjusting the energized current value of the electromagnetic combination assembly can make part of the electromagnetic combination assembly be separated from the first blocking gear and the second blocking gear. The engine and the generator are provided with transmission gears matched with the first blocking gear and the second blocking gear.

[0006] Further, the electromagnetic combination assembly comprises: a tooth hub connected with the middle shaft, and the tooth hub being between the first blocking gear and the second blocking gear; a sliding tooth sleeve arranged along a circumferential direction of the tooth hub, the sliding tooth sleeve being slidably arranged relative to the tooth hub, the sliding tooth sleeve being between the first blocking gear and the second blocking gear, the sliding tooth sleeve having a first position combined with the first blocking gear, the sliding tooth sleeve having a second position combined with the second blocking gear, and the sliding tooth sleeve having a third position separated from the first blocking gear and the second blocking gear; and a stator assembly connected with the housing, the stator assembly being arranged along the circumferential direction of the sliding tooth sleeve, the sliding tooth sleeve being rotatably arranged relative to the stator assembly, the stator assembly having an energized state, and by controlling an electric current value flowing into the stator assembly, the sliding tooth sleeve can be controlled to move to the first position, the second position or the third position along the circumferential direction of the middle shaft.

[0007] Further, the stator assembly comprises: a stator being an annular structure, two accommodating cavities being arranged in the stator, the two accommodating cavities being arranged along the circumferential direction of the middle shaft and being spaced apart, one of the two accommodating cavities being provided with a first blocking electromagnet, and the other of the two accommodating cavities being provided with a second blocking electromagnet, the accommodating cavities being provided with openings facing an inner side of the stator, and the stator being connected with the tooth hub through the openings, and by controlling a current flowing into the first blocking electromagnet and the second blocking electromagnet, the sliding tooth sleeve can be controlled to move to the first position, the second position or the third position.

[0008] Further, the sliding tooth sleeve can drive the stator to move along an axial direction of the middle shaft, or the sliding tooth sleeve can move relative to the stator along the axial direction of the middle shaft.

[0009] Further, an end face of the opening is provided with a first inclined surface, outer circumferential surfaces of two ends of the sliding tooth sleeve are provided with second inclined surfaces matched with the first inclined surface, and heights of the second inclined surfaces at the two ends gradually increase at a geometric center along an axial direction of the sliding tooth sleeve.

[0010] Further, the first gear is provided with a first gear engaging tooth on a side facing the sliding gear sleeve, and the second gear is provided with a second gear engaging tooth on a side facing the sliding gear sleeve.

[0011] Further, the electromagnetic clutch comprises an engine output gear connected with the intermediate shaft, the engine output gear being arranged on a side close to the first gear, and the engine output gear being engaged with a gear on the generator input shaft; and an intermediate shaft driving gear connected with the intermediate shaft, the intermediate shaft driving gear being engaged with an input gear of the differential assembly, the first gear and the second gear being located between the engine output gear and the intermediate shaft driving gear.

[0012] Further, the toothed hub is provided with one or more mounting grooves in a circumferential direction, and the sliding gear sleeve is provided with a first limiting groove, a second limiting groove and a third limiting groove at an inner circumferential surface opposite to the mounting grooves, the first limiting groove, the second limiting groove and the third limiting groove being arranged in an axial direction of the sliding gear sleeve, and part of the elastic limiting components being located in the first limiting groove when the sliding gear sleeve is located at the first position, part of the elastic limiting components being located in the third limiting groove when the sliding gear sleeve is located at the second position, and part of the elastic limiting components being located in the third limiting groove when the sliding gear sleeve is located at the third position.

[0013] According to another aspect of the present application, a vehicle is provided, comprising the hybrid system as described above.

[0014] According to another aspect of the present application, a control method of a vehicle is provided, for controlling the vehicle as described above, the control method comprising the following steps: receiving shift information, the shift information at least comprising: information of switching from the first gear to the second gear, and information of switching from the second gear to the first gear; obtaining speed difference information of the driving end and the driven end, wherein the driving end comprises at least one of the first gear, the second gear, the engine output gear and the intermediate shaft driving gear, and the driven end comprises at least the intermediate shaft; generating a control instruction when the speed difference is determined to be less than a certain number, the control instruction being used to control the energization state of the electromagnetic clutch, so as to combine the driving end and the driven end, wherein the energization state comprises the energization state and the de-energization state of the first electromagnetic iron and the second electromagnetic iron in the electromagnetic clutch.

[0015] By means of the technical scheme, the axis extension line of the electromagnetic clutch is located between the axis extension line of the differential assembly and the axis extension line of the engine, the axial directions of the engine and the generator are arranged along the width direction of the vehicle, the spatial layout of the hybrid system is optimized, the problem of reducing the spatial occupation size of the hybrid system is solved, the transmission efficiency of the hybrid system is effectively improved by means of the electromagnetic clutch, the number of mechanical components and the pipeline design of the hybrid system are reduced, the number of parts is reduced, the cost is reduced, the response is faster, and the gear shifting time is shortened. BRIEF DESCRIPTION OF DRAWINGS

[0016] The drawings constituting a part of the specification of the present application are used to provide further understanding of the present application, the illustrative embodiments of the present application and the description thereof are used to explain the present application, and do not constitute improper limitation on the present application. In the drawings:

[0017] Figure 1 A DHT configuration schematic diagram using an electromagnetic clutch of a first embodiment of a hybrid system with an electromagnetic clutch according to the present application is shown;

[0018] Figure 2 A cross-sectional structure schematic diagram of an electromagnetic clutch of a second embodiment of a hybrid system with an electromagnetic clutch according to the present application is shown;

[0019] Figure 3 A 1st gear corresponding electromagnet energization control method schematic diagram when a transmission works of a third embodiment of a hybrid system with an electromagnetic clutch according to the present application is shown;

[0020] Figure 4 A 2nd gear corresponding electromagnet energization control method schematic diagram when a transmission works of a fourth embodiment of a hybrid system with an electromagnetic clutch according to the present application is shown;

[0021] Figure 5 A 1st gear clutch disconnection instruction control method schematic diagram when a transmission works of a fifth embodiment of a hybrid system with an electromagnetic clutch according to the present application is shown;

[0022] Figure 6 A 2nd gear clutch disconnection instruction control method schematic diagram when a transmission works of a sixth embodiment of a hybrid system with an electromagnetic clutch according to the present application is shown;

[0023] Figure 7 A generator driving instruction schematic diagram of a seventh embodiment of a hybrid system with an electromagnetic clutch according to the present application is shown;

[0024] Figure 8 A partial enlarged structure schematic diagram of a hybrid system with an electromagnetic clutch according to the present application is shown;

[0025] Wherein, the above-mentioned drawings include the following reference signs:

[0026] 1, drive motor; 2, drive motor intermediate shaft; 3, wheel end; 5, generator; 6, gear; 8, engine; 9, electromagnetic clutch; 10, differential assembly; 11, drive motor input shaft;

[0027] 901, intermediate shaft; 902, engine intermediate shaft front bearing; 903, bearing spacer; 904, engine output gear; 905, first gear engaging tooth; 906, spring; 907, steel ball; 908, stator; 909, first gear electromagnet; 910, second gear electromagnet; 911, sliding sleeve; 9110, first limit slot; 9113, second limit slot; 9112, third limit slot;

[0028] 912, second gear engaging tooth; 913, gear spacer; 914, intermediate shaft drive gear; 915, engine intermediate shaft rear bearing; 916, second gear bearing; 917, second gear; 918, gear hub; 919, first gear bearing; 920, first gear; 921, gear bearing;

[0029] 9081, first inclined surface; 9111, second inclined surface. DETAILED DESCRIPTION

[0030] It should be noted that the embodiments in the present application and the features in the embodiments can be combined with each other without conflict. The present application will be described in detail below with reference to the drawings and in combination with the embodiments.

[0031] It should be noted that the terms used herein are only for describing specific embodiments, and are not intended to limit the exemplary embodiments according to the present application. As used herein, the singular form is intended to include the plural form unless the context clearly indicates otherwise, and it should also be understood that when the terms "comprise" and / or "include" are used in the specification, there is a presence of the features, steps, operations, devices, components and / or combinations thereof.

[0032] It is to be understood that the terms "first", "second", and the like, used in the description and the claims of the present application as well as the above description of the drawings merely refer to the structure described relative to the other and do not necessarily describe a particular chronological or sequential order. Unless otherwise specified, it is to be understood that the use of the terms "and / or" and "one or more of the preceding elements" includes any and all combinations of one or more of the stated elements. It is to be understood that the terms "comprising", "including", "having" and "encompassing" and any variations thereof are intended to cover a non-exclusive inclusion, such that processes, methods, articles, or apparatuses that comprise, include, have, or encompass a series of elements do not require that each element be present or are limited to those elements specifically listed. It is to be understood that the terms "comprising", "including", "having" and "encompassing" and any variations thereof are intended to cover a non-exclusive inclusion, such that processes, methods, articles, or apparatuses that comprise, include, have, or encompass a series of elements do not require that each element be present or are limited to those elements specifically listed.

[0033] Example embodiments according to the present application will now be described in detail with reference to the accompanying drawings. However, these example embodiments can be implemented in various different forms, and should not be construed as being limited to only the embodiments set forth herein. It is understood that the embodiments are provided so as to make the present disclosure thorough and complete and to fully convey the concept of the example embodiments to those skilled in the art, and the drawings can exaggerate the thickness of layers and regions for the sake of clarity, and the same reference numerals are used to denote the same elements, and thus a description thereof will be omitted.

[0034] In conjunction with Figures 1 to 8 As shown, according to specific embodiments of the present application, a hybrid system with an electromagnetic clutch is provided.

[0035] The hybrid system with the electromagnetic clutch comprises an engine 8, a generator 5, the generator 5 being arranged opposite to the engine 8, an output shaft of the generator 5 being coaxially arranged with an output shaft of the engine 8, an electromagnetic clutch 9, the electromagnetic clutch 9 being provided with a plurality of transmission gears, the electromagnetic clutch 9 being connected with the engine 8, the generator 5 and a differential assembly 10 through the plurality of transmission gears respectively, wherein an axis extension line of the electromagnetic clutch 9 is located between axis extension lines of the differential assembly 10 and the engine 8, and axial directions of the engine 8 and the generator 5 are arranged along a width direction of a vehicle.

[0036] In the present embodiment, by arranging the axis extension line of the electromagnetic clutch 9 between the axis extension lines of the differential assembly 10 and the engine 8, and arranging the axial directions of the engine 8 and the generator 5 along the width direction of the vehicle, the spatial layout of the hybrid system is optimized, which can reduce the spatial occupation size of the hybrid system. Meanwhile, by using the electromagnetic clutch 9, the transmission efficiency of the hybrid system can be effectively improved, the number of mechanical components and the pipeline design of the hybrid system are reduced, the number of parts is reduced, the cost is reduced, the response is faster, and the shifting time is shortened.

[0037] The engine and the generator are coaxially arranged, which is less than a set of gears compared with parallel shaft arrangement, so that the transmission efficiency is higher, the operation is smoother, the gear meshing knock is reduced, and the NVH performance is better. The engine is bolted to the torsional vibration damper, the torsional vibration damper is spline-connected to the engine input shaft, the engine input shaft is in long engagement with the power generation gear, the first gear and the second gear on the engine intermediate shaft, and the output gear on the engine intermediate shaft is in long engagement with the differential assembly gear, the differential is connected to the wheel end 3, so that the intermediate shaft power is transmitted to the differential assembly and then to the wheel end; the drive motor input shaft 11 of the drive motor 1 is in long engagement with the gear of the drive motor intermediate shaft 2, and the drive motor intermediate shaft is in long engagement with the differential assembly gear, so that the drive motor power is transmitted to the differential assembly through the drive motor intermediate shaft and then to the wheel end, wherein the electromagnetic clutch is engaged and disconnected to realize the switching of the transmission in series, parallel and engine direct drive mode.

[0038] As shown in Figure 2 The electromagnetic clutch 9 includes an intermediate shaft 901, a first gear 920, a second gear 917 and an electromagnetic coupling assembly. The axis of the intermediate shaft 901 extends in the width direction of the vehicle, and the extension line of the axis of the intermediate shaft 901 is located between the axis extension lines of the differential assembly 10 and the engine 8. The first gear 920 is connected to the intermediate shaft 901. The second gear 917 is connected to the intermediate shaft 901. The first gear 920 and the second gear 917 are coaxially arranged, and the first gear 920 and the second gear 917 are connected to the output end of the engine 8. The electromagnetic coupling assembly is connected to the intermediate shaft 901, and the electromagnetic coupling assembly is located between the first gear 920 and the second gear 917. The electromagnetic coupling assembly has a power-on state. When the electromagnetic coupling assembly is in the power-on state, adjusting the power-on current value of the electromagnetic coupling assembly can selectively couple part of the electromagnetic coupling assembly with one of the first gear 920 and the second gear 917, or adjusting the power-on current value of the electromagnetic coupling assembly can make part of the electromagnetic coupling assembly be disconnected from the first gear 920 and the second gear 917. The engine 8 and the generator 5 are provided with transmission gears matched with the first gear 920 and the second gear 917. The axis of the intermediate shaft 901 extends in the width direction of the vehicle, and the extension line of the axis is located between the axis extension lines of the differential assembly 10 and the engine 8. The first gear 920 and the second gear 917 are coaxially arranged and connected to the intermediate shaft 901. This design realizes the compact layout of the powertrain, the power transmission path is shorter, and the transmission efficiency of the entire hybrid system is improved. The electromagnetic coupling assembly is connected to the intermediate shaft 901 and located between the first gear 920 and the second gear 917. By adjusting the power-on current value, the coupling or disconnection of the electromagnetic coupling assembly with the first or second gear can be accurately controlled. This enables the transmission to quickly and smoothly switch between series, parallel and engine direct drive modes, improving the flexibility and response speed of the vehicle power mode.

[0039] Further, the electromagnetic combination assembly comprises a tooth hub 918, a sliding tooth sleeve 911, and a stator assembly. The tooth hub 918 is connected to the intermediate shaft 901, and the tooth hub 918 is located between the first gear 920 and the second gear 917. The sliding tooth sleeve 911 is arranged along the circumference of the tooth hub 918, and the sliding tooth sleeve 911 is arranged to be slidable relative to the tooth hub 918. The sliding tooth sleeve 911 is located between the first gear 920 and the second gear 917. The sliding tooth sleeve 911 has a first position combined with the first gear 920, a second position combined with the second gear 917, and a third position disengaged from the first gear 920 and the second gear 917. The stator assembly is connected to the housing, and the stator assembly is arranged along the circumference of the sliding tooth sleeve 911. The sliding tooth sleeve 911 is arranged to be rotatable relative to the stator assembly. The stator assembly has a current passing state. By controlling the current value passing through the stator assembly, the sliding tooth sleeve 911 can be controlled to move to the first position, the second position, or the third position along the circumference of the intermediate shaft 901. In this embodiment, the sliding tooth sleeve 911 can be switched between the three positions according to the current value. By controlling the current value in the stator assembly, the position of the sliding tooth sleeve 911 can be accurately controlled to achieve combination or disengagement with the first gear 920 or the second gear 917. This precise control capability enables rapid switching of the power mode, shortens the gear shifting time, and enhances the driving experience.

[0040] In another embodiment of the present application, the stator assembly comprises a stator 908. The stator 908 is an annular structure. Two accommodating cavities are arranged in the stator 908. The two accommodating cavities are arranged at intervals along the circumference of the intermediate shaft 901. One of the two accommodating cavities is provided with a first gear electromagnet 909, and the other is provided with a second gear electromagnet 910. The accommodating cavities are provided with openings facing the inner side of the stator 908. The stator 908 is connected to the tooth hub 918 through the openings. By controlling the current value passing through the first gear electromagnet 909 and the second gear electromagnet 910, the sliding tooth sleeve 911 can be controlled to move to the first position, the second position, or the third position. The stator assembly adopts an annular structure and is provided with the first gear electromagnet 909 and the second gear electromagnet 910. By independently controlling the current value of the first gear electromagnet 909 and the second gear electromagnet 910, the position of the sliding tooth sleeve 911 can be accurately adjusted, which helps to achieve efficient and smooth power mode switching. The electromagnetic response is rapid, which greatly improves the driving experience and power transmission efficiency.

[0041] Further, the sliding sleeve 911 can drive the stator 908 to move along the axial direction of the intermediate shaft 901, or the sliding sleeve 911 can be arranged to move along the axial direction of the intermediate shaft 901 relative to the stator 908. By allowing the sliding sleeve 911 to drive the stator 908 to move or move relative to each other, the magnetic force of the electromagnet can be adjusted more finely, and the accuracy of gear shifting is improved.

[0042] In an embodiment of the present application, the end surface of the opening is provided with a first inclined surface 9081, and the outer circumferential surface of the two ends of the sliding sleeve 911 is provided with a second inclined surface 9111 matched with the first inclined surface 9081. The height of the second inclined surface 9111 at the two ends gradually increases along the geometric center in the axial direction of the sliding sleeve 911. By setting the inclined surface, the movement of the sliding sleeve 911 under the action of the electromagnet can be smoother, and the noise and vibration during gear shifting or mode switching are reduced, and the NVH performance of the vehicle is optimized. The height change design of the second inclined surface can assist the electromagnet to control the accurate position of the sliding sleeve, and ensure that the sliding sleeve can be accurately positioned when engaging or disengaging the first gear 920 or the second gear 917.

[0043] Further, the side of the first gear 920 facing the sliding sleeve 911 is provided with a first engagement tooth 905 matched with the first end of the sliding sleeve 911, and the side of the second gear 917 facing the sliding sleeve 911 is provided with a second engagement tooth 912 matched with the second end of the sliding sleeve 911. The design of the engagement tooth ensures that the sliding sleeve 911 can accurately engage with the first gear 920 or the second gear 917 when moving, and realizes efficient power mode switching.

[0044] In an embodiment of the present application, the electromagnetic clutch 9 comprises an engine output gear 904 and an intermediate shaft drive gear 914. The engine output gear 904 is connected to the intermediate shaft 901 and is arranged on the side close to the first gear 920. The engine output gear 904 is engaged with the gear 6 on the input shaft of the generator 5. The intermediate shaft drive gear 914 is connected to the intermediate shaft 901 and is engaged with the input gear of the differential assembly 10. The first gear 920 and the second gear 917 are arranged between the engine output gear 904 and the intermediate shaft drive gear 914. The direct connection of the engine output gear 904 to the intermediate shaft 901 and the engagement of the engine output gear 904 with the gear 6 on the input shaft of the engine 8 ensure that the engine power can be transmitted to the generator or directly to the differential assembly 10 through the electromagnetic clutch with minimal loss, improving the efficiency of power transmission. The arrangement of the first gear 920 and the second gear 917 between the engine output gear 904 and the intermediate shaft drive gear 914 allows the sliding sleeve 911 to directly contact the first gear or the second gear when moving, simplifying the shifting logic and making the shifting process more direct and efficient. This design optimizes the gear layout, helps to reduce vibration and noise during power transmission, improves the NVH performance of the vehicle, and provides a more comfortable driving experience.

[0045] Specifically, the toothed hub 918 is circumferentially provided with one or more mounting grooves, and the mounting grooves are provided with elastic limiting components 900. The sliding sleeve 911 is provided with a first limiting groove 9110, a second limiting groove 9113, and a third limiting groove 9112 at the inner circumferential surface opposite to the mounting grooves. The first limiting groove, the second limiting groove, and the third limiting groove are arranged in the axial direction of the sliding sleeve 911. When the sliding sleeve 911 is in the first position, part of the elastic limiting components 900 is located in the first limiting groove. When the sliding sleeve 911 is in the second position, part of the elastic limiting components 900 is located in the third limiting groove. When the sliding sleeve 911 is in the third position, part of the elastic limiting components 900 is located in the third limiting groove. By arranging one or more mounting grooves in the circumferential direction of the toothed hub 918 and designing the elastic limiting components and different limiting grooves, the precise positioning of the sliding sleeve in the first position, the second position, or the third position can be ensured, achieving reliable gear engagement. At the same time, the elastic limiting components can reduce the hard collision of the sliding sleeve during axial movement, improving the durability of the electromagnetic clutch.

[0046] In an embodiment of the present application, the elastic limiting component 900 comprises a spring 906 and a steel ball 907 arranged in the mounting groove. This arrangement makes the structure of the elastic limiting component 900 simple and reliable.

[0047] Specifically, in another embodiment of the present application, the electromagnetic clutch is arranged on the engine intermediate shaft (i.e. intermediate shaft 901), and the engine intermediate shaft is supported on the housing of the transmission through the engine intermediate shaft front bearing 902 and the engine intermediate shaft rear bearing 915. At the same time, the stator 908 of the electromagnetic clutch, the first gear electromagnet and the second gear electromagnet are also arranged on the housing. The generator output gear is shrink-fitted with the engine intermediate shaft, and is axially limited by the bearing pad, the first gear bearing 919 and the second gear bearing 916 are sleeved on the engine intermediate shaft, the first gear and the second gear are correspondingly sleeved on the bearings, the first gear engagement tooth is press-fitted on the first gear, the second gear engagement tooth is press-fitted on the second gear, the electromagnetic clutch is arranged between the first gear and the second gear, the gear hub of the electromagnetic clutch is splined with the engine intermediate shaft, there are three notch grooves on the gear hub, a spring 906 is placed inside, a steel ball 907 is placed on the spring 906, the steel ball 907 is clamped in the middle arc groove (i.e. installation groove) of the sliding gear sleeve, the sliding gear sleeve is splined with the gear hub, and the bearing pad 903 is axially limited, wherein the gear inner ring on the intermediate shaft 901 is provided with a gear bearing 921 and a gear pad 913.

[0048] According to another embodiment of the present application, a vehicle is provided, which comprises a hybrid system, and the hybrid system is the hybrid system in the above-mentioned embodiments. The vehicle adopting the hybrid system is designed by adopting a hybrid system with an electromagnetic clutch, the electromagnetic clutch is splined to transmit torque and arranged on the engine intermediate shaft, which improves the transmission efficiency of the transmission, reduces the axial size of the transmission, reduces the number of mechanical components and pipeline design of the transmission, reduces the number of parts, reduces the cost, responds faster, and shortens the shifting time.

[0049] According to another embodiment of the present application, a control method of a vehicle is provided for controlling the vehicle in the above embodiments, the method comprising the steps of: receiving shift information, the shift information comprising at least: from first gear to second gear information, from second gear to first gear information; obtaining the speed difference information of the driving end and the driven end, wherein the driving end comprises at least one of the first gear 920, the second gear 917, the engine output gear 904, the intermediate shaft driving gear 914, and the driven end comprises at least the intermediate shaft 901; generating a control instruction when the speed difference is determined to be less than a certain number, the control instruction being used to control the energization state of the electromagnetic clutch 9 to make the driving end and the driven end complete the combination, wherein the energization state comprises the energization state and the de-energization state of the first gear electromagnet 909 and the second gear electromagnet 910 in the electromagnetic clutch 9. This control method can ensure that the driving end and the driven end are synchronized during shifting by monitoring the speed difference and activating the electromagnetic clutch when the speed difference is less than a certain value, avoiding the impact and vibration that may occur during the traditional shifting process, providing a smoother driving experience. The precisely controlled shifting process reduces the gear impact caused by the speed difference, reduces the wear of the electromagnetic clutch and its related gears, prolongs the service life and reliability of the entire transmission system. The immediate speed difference monitoring and fast electromagnetic control response enable the shifting command to be quickly executed, shortens the shifting time, and enhances the dynamic performance of the vehicle.

[0050] Specifically, in the embodiments of the present application, when the transmission needs to enter the parallel mode or the direct drive mode, the vehicle first sends an engine operation instruction, selects a gear according to the vehicle speed, the position of the accelerator pedal and other signals, and sends a gear position instruction and a clutch combination instruction. At this time, the engine is started by the generator, and the speed adjustment on the engine intermediate shaft is performed to make the engine intermediate shaft gear speed difference less than a certain value (for example, 50 rpm). For example, if the gear position is selected to be 1st gear, the 1st gear electromagnet is energized, the current is IA, the sleeve moves to the left, and the sleeve compresses the spring through the steel ball. When the teeth on the sleeve are combined with the combination teeth, the steel ball is clamped in the right side tooth groove of the sleeve, the spring force presses against the steel ball to keep the sleeve position, and the direct drive movement of the 1st gear is completed. If it is required to disconnect the 1st gear, the 2nd gear electromagnet is energized, the current is Ic, the sleeve moves to the right, the steel ball returns to the middle tooth groove of the sleeve, and the disconnection of the 1st gear is completed. If the gear position is selected to be 2nd gear, the 2nd gear electromagnet is energized, the current is IB, the sleeve moves to the right, and the sleeve compresses the spring through the steel ball. When the teeth on the sleeve are combined with the combination teeth, the steel ball is clamped in the left side tooth groove of the sleeve, the spring force presses against the steel ball to keep the sleeve position, and the direct drive movement of the 2nd gear is completed. If it is required to disconnect the 2nd gear, the 2nd gear electromagnet is energized, the current is ID, the sleeve moves to the left, the steel ball returns to the middle tooth groove of the sleeve, and the disconnection of the 2nd gear is completed. The engine operation instruction control mode is as follows: Figure 3 、 Figure 4 、 Figure 5 ,Figure 6 The generator operation instruction control mode is as shown in FIG. 4. When the generator needs to participate in driving, the gear selection is 1st gear, the 1st gear electromagnet is energized, the current is IA, the sleeve moves left, and the sleeve compresses the spring through the steel ball. When the teeth on the sleeve are combined with the combination teeth, the steel ball is clamped in the right tooth groove of the sleeve at this time, the spring force presses against the steel ball, the position of the sleeve is maintained, the 1st gear position is completed, and the torque of the generator is engaged with the gear on the input shaft and the gear on the intermediate shaft of the engine. The power is transmitted to the gear end through the 1st gear. Figure 7

[0051] The technical scheme of the hybrid system has the following advantages:

[0052] 1. The 2nd gear DHT is arranged in parallel with the 5th shaft, the engine and the generator are coaxially arranged, the number of shafts is reduced, the arrangement space is reduced, and the NVH performance is good, and the generator can also participate in driving.

[0053] 2. The electromagnetic clutch is arranged on the intermediate shaft of the engine to realize mode switching and 1st gear position switching.

[0054] 3. The engagement and separation of the electromagnetic clutch are controlled by the current on-off, the electromagnetic iron is energized to push the sleeve of the electromagnetic clutch to combine with the gear combination teeth through the axial movement of the sleeve, the combination and disconnection of the gear position are realized, the electromagnetic clutch only needs to be energized when it needs to be combined and separated, and it does not need to be energized when it works. The spring keeps the position of the steel ball and maintains the combination of the gear position, reduces the system loss.

[0055] 4. The control method of the electromagnetic clutch is proposed to switch the mode of the transmission.

[0056] 5. The control method of the generator participating in driving the electromagnetic clutch is proposed.

[0057] ​For purposes of the description hereinafter, the terms "upper", "lower", "right", "left", "rear", "front", "vertical", "horizontal", and derivatives thereof (e.g., "vertical ly", "horizontal ly", etc.) can refer to the relative positions of an apparatus or feature as shown in the drawings, and shall not be construed as limiting the present application to any particular spatial orientation. Furthermore, the terms "first", "second", third", etc. merely identify one of a number of similar features or steps in an embodiment, and are not intended to denote a spatial or chronological priority of such features or steps to one another. The terms "comprise", "comprising", "include", "including", and the like, as used herein, are specifically intended to be construed as open-ended terms (i.e., the terms do not exclude the presence of other elements or steps). It is specifically intended that any total number or range of steps or components to be

[0058] In addition, it is to be appreciated that the use of any of the following "or" terms such as "comprising", "including", "containing", "consisting of", "consisting essentially of", and the like, are intended to be open-ended and allow for the possibility that the composition, process, method, article, or apparatus include more than the recited elements, to the principles of the present application. It will be apparent to those skilled in the art that various modifications and variations can be made to the present application without departing from the spirit or scope of the application. Thus, it is intended that the present application cover the modifications and variations of this application provided they come within the scope of the appended claims and their equivalents.

[0059] It is also to be understood that the following description is example only and is not intended to limit the application in any way except as set forth in the following claims.

[0060] The above description is embodiments of the present application only, and is not intended to limit the present application. The present application can be variously changed and modified by those skilled in the art. Any modified example, equivalent replacement, improvement, etc. within the spirit and principle of the present application shall be included in the scope of the present application.

Claims

1. A hybrid system having an electromagnetic clutch, characterized by, The application relates to an engine (8), a generator (5) arranged opposite to the engine (8), an output shaft of the generator (5) arranged coaxially with an output shaft of the engine (8), an electromagnetic clutch (9) provided with a plurality of transmission gears, the electromagnetic clutch (9) connected with the engine (8), the generator (5) and a differential assembly (10) through the transmission gears, wherein an axis extension line of the electromagnetic clutch (9) is located between axis extension lines of the differential assembly (10) and the engine (8), and the engine (8) and the generator (5) are arranged along the width direction of a vehicle. The electromagnetic clutch (9) comprises an intermediate shaft (901) with an axis extending along the width direction of the vehicle, and an axis extension line of the intermediate shaft (901) is located between axis extension lines of the differential assembly (10) and the engine (8), a one-gear gear (920) connected with the intermediate shaft (901), a two-gear gear (917) connected with the intermediate shaft (901), the one-gear gear (920) and the two-gear gear (917) arranged coaxially, the one-gear gear (920) and the two-gear gear (917) connected with an output end of the engine (8), an electromagnetic combination assembly connected with the intermediate shaft (901), the electromagnetic combination assembly located between the one-gear gear (920) and the two-gear gear (917), the electromagnetic combination assembly having an energized state, when the electromagnetic combination assembly is in the energized state, the energized current value of the electromagnetic combination assembly is adjusted to make part of the electromagnetic combination assembly selectively combined with one of the one-gear gear (920) and the two-gear gear (917), or the energized current value of the electromagnetic combination assembly is adjusted to make part of the electromagnetic combination assembly separated from the one-gear gear (920) and the two-gear gear (917), and the engine (8) and the generator (5) are provided with transmission gears matched with the one-gear gear (920) and the two-gear gear (917). The electromagnetic combination assembly comprises a gear hub (918) connected with the intermediate shaft (901) and located between the one-gear gear (920) and the two-gear gear (917). ​ ​ 2. The hybrid system according to claim 1, characterized by, ​ ​ ​ ​ ​ 3. The hybrid system according to claim 2, characterized by, ​ ​ A sliding gear sleeve (911) is arranged along the circumference of the gear hub (918), the sliding gear sleeve (911) is arranged to slide relative to the gear hub (918), the sliding gear sleeve (911) is located between the first gear (920) and the second gear (917), the sliding gear sleeve (911) has a first position combined with the first gear (920), the sliding gear sleeve (911) has a second position combined with the second gear (917), and the sliding gear sleeve (911) has a third position disengaged from the first gear (920) and the second gear (917); A stator assembly is connected with the housing, the stator assembly is arranged along the circumference of the sliding gear sleeve (911), the sliding gear sleeve (911) is arranged to rotate relative to the stator assembly, the stator assembly has the energized state, and the current value flowing into the stator assembly is controlled to control the sliding gear sleeve (911) to move to the first position, the second position or the third position along the circumference of the intermediate shaft (901).

4. The hybrid system according to claim 3, characterized by, The stator assembly comprises: A stator (908) is arranged in an annular structure, two accommodating cavities are arranged in the stator (908), the two accommodating cavities are arranged along the circumference of the intermediate shaft (901) and are spaced apart, one of the two accommodating cavities is provided with a first gear electromagnet (909), and the other is provided with a second gear electromagnet (910), the accommodating cavities are provided with openings towards the inner side of the stator (908), the stator (908) is connected with the gear hub (918) through the openings, and the current flowing into the first gear electromagnet (909) and the second gear electromagnet (910) is controlled to control the sliding gear sleeve (911) to move to the first position, the second position or the third position.

5. The hybrid system according to claim 4, characterized by, The sliding gear sleeve (911) can drive the stator (908) to move along the axis of the intermediate shaft (901), or the sliding gear sleeve (911) can move along the axis of the intermediate shaft (901) relative to the stator (908).

6. The hybrid system according to claim 4, characterized by, A first inclined surface (9081) is arranged on the end face of the opening, a second inclined surface (9111) matched with the first inclined surface is arranged on the outer circumferential surface of the two ends of the sliding gear sleeve (911), and the height of the second inclined surface (9111) at the two ends gradually increases at the geometric center in the axial direction of the sliding gear sleeve (911).

7. The hybrid system according to claim 3, characterized by, The first gear (920) is provided with a first gear combination tooth (905) matched with the first end of the sliding gear sleeve (911) on one side of the sliding gear sleeve (911), and the second gear (917) is provided with a second gear combination tooth (912) matched with the second end of the sliding gear sleeve (911) on one side of the sliding gear sleeve (911).

8. The hybrid system according to claim 3, characterized by, The electromagnetic clutch (9) comprises: An engine output gear (904) is connected with the intermediate shaft (901), and is arranged near the side where the first gear (920) is located. The engine output gear (904) is engaged with the gear (6) on the input shaft of the generator (5); An intermediate shaft driving gear (914) is connected with the intermediate shaft (901), and is engaged with the input gear of the differential assembly (10). The first gear (920) and the second gear (917) are located between the engine output gear (904) and the intermediate shaft driving gear (914).

9. The hybrid system according to claim 3, characterized by, The toothed hub (918) is circumferentially provided with one or more mounting grooves, and the mounting grooves are provided with elastic limiting assemblies (900). The inner circumferential surface of the sliding gear sleeve (911) opposite to the mounting grooves is provided with a first limiting groove (9110), a second limiting groove (9113) and a third limiting groove (9112). The first limiting groove (9110), the second limiting groove (9113) and the third limiting groove (9112) are arranged at intervals along the axial direction of the sliding gear sleeve (911). When the sliding gear sleeve (911) is located at the first position, part of the elastic limiting assemblies (900) are located in the first limiting groove (9110). When the sliding gear sleeve (911) is located at the second position, part of the elastic limiting assemblies (900) are located in the third limiting groove (9112). When the sliding gear sleeve (911) is located at the third position, part of the elastic limiting assemblies (900) are located in the second limiting groove (9113).

10. A vehicle comprising a hybrid system, characterized in that The hybrid system is the hybrid system according to any one of claims 1 to 9.

11. A control method of a vehicle for controlling the vehicle as claimed in claim 10, characterized by The control method comprises the following steps: Receiving shift information, the shift information at least comprising: from first gear to second gear information, from second gear to first gear information; Obtaining the speed difference information of the driving end and the driven end, wherein the driving end comprises at least one of the first gear (920), the second gear (917), the engine output gear (904) and the intermediate shaft driving gear (914), and the driven end at least comprises the intermediate shaft (901); When it is determined that the speed difference is less than a certain number, a control instruction is generated, the control instruction being used for controlling the energization state of the electromagnetic clutch (9) to make the driving end and the driven end complete combination, wherein the energization state comprises the energization state and the de-energization state of the first gear electromagnetic iron (909) and the second gear electromagnetic iron (910) in the electromagnetic clutch (9).

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