Hybrid system, control method for hybrid system, and automobile

Abstract

The application provides a hybrid power system, a control method of the hybrid power system and an automobile. The hybrid power system comprises an engine, two electric machines, two planetary gear mechanisms, two clutches, a brake assembly and a power system output shaft. The two planetary gear mechanisms are connected through the second clutch. Different combinations of the on-off states of the components in the hybrid power system can realize multiple working modes. The output shaft of the engine, the output shafts of the first electric machine and the second electric machine, the input shaft and the output shaft of the first planetary gear mechanism and the second planetary gear mechanism and the output shaft of the power system are arranged on the same axis. The second sun gear and the third sun gear in the second planetary gear mechanism are coaxially arranged and connected with the fourth sun gear through the corresponding second planetary gear and the third planetary gear. Therefore, the axial space size occupied by the multiple planetary gear mechanisms is reduced, and the structure is simpler.

Description

Technical Field

[0001] This invention belongs to the field of automotive powertrain technology, and specifically relates to a hybrid power system, a control method for the hybrid power system, and an automobile. Background Technology

[0002] In order to adapt to the trend of energy conservation and new energy development, the automotive industry has increasingly higher requirements for fuel economy, such as the "Technical Roadmap for Energy-Saving and New Energy Vehicles" already released. Figure 2 The "2020 Standard" requires that the average fuel consumption of new passenger vehicles reach 2 liters per 100 kilometers in the future. Against this backdrop, traditional automotive powertrains can no longer meet the higher fuel economy requirements, and hybrid transmissions are gradually becoming the main path in the subsequent technological roadmap.

[0003] As a mechanism in a vehicle that changes the engine's speed and torque, the transmission can fix or shift the gear ratio between the input and output shafts. To meet the energy conservation and emission reduction demands under the trend of new energy development, hybrid transmissions, powered by electric drive, have been widely used in automobile manufacturing. Hybrid transmissions primarily add an electric motor to a traditional transmission; the engine, motor, and transmission together constitute a hybrid power system.

[0004] Based on the connection method of hybrid drive, hybrid power units mainly include the following three types: series hybrid systems consist of core components such as an engine, generator, and drive motor connected in series; parallel hybrid systems use the engine and drive motor as power units, which can output power individually or jointly; and series-parallel hybrid systems combine the structural characteristics of series and parallel systems. However, because hybrid systems have two power systems and their respective management and control systems, they have the disadvantage of complex structure.

[0005] Existing technologies utilize planetary gear sets as power splitters in hybrid power systems, combined with clutches and brakes, to achieve multiple operating modes. While single-planetary gear set systems are relatively simple in structure, they suffer from limited operating modes and insufficient power. Multi-planetary gear set systems, on the other hand, occupy excessive space, complicating the gearbox structure. Summary of the Invention

[0006] The purpose of this invention is to solve the problems in the prior art where single planetary gear systems in hybrid power systems have fewer operating modes and insufficient power; while multi-planetary gear systems occupy too much space and cause the gearbox structure to be complex.

[0007] To address the aforementioned technical problems, embodiments of the present invention disclose a hybrid power system, comprising an engine, a first motor, a second motor, a first planetary gear transmission mechanism, a second planetary gear transmission mechanism, a first clutch, a second clutch, a brake assembly, and a power system output shaft. The engine output shaft, the output shafts of each of the first and second motors, the input and output shafts of each of the planetary gear transmission mechanisms in the first and second planetary gear transmission mechanisms, and the power system output shaft are all arranged on the same axis; the first motor and the second motor are respectively fixedly connected to the housing of the hybrid power system.

[0008] The first planetary gear transmission mechanism includes: a first sun gear, a first planet gear, a first ring gear, and a first planet carrier; the first planet gear meshes with the first sun gear and the first ring gear respectively; the first planet carrier is connected to the first planet gear.

[0009] The engine is fixedly connected to the first planetary carrier via the engine output shaft; the output shaft of the first motor is fixedly connected to the first sun gear; the first sun gear is connected to the first planetary carrier via the first clutch, and the locking or unlocking between the first sun gear and the first planetary carrier is controlled by engaging or disengaging the first clutch. When the first clutch is engaged, the first sun gear and the first planetary carrier are locked.

[0010] The second planetary gear transmission mechanism includes: a second sun gear, a third sun gear, a second planet gear, a third planet gear, a fourth planet gear, a second ring gear, and a second planet carrier; the second sun gear meshes with the second planet gear, the third sun gear meshes with the third planet gear, and the fourth planet gear meshes with the second planet gear, the third planet gear, and the second ring gear; the second planet carrier is connected to the second planet gear, the third planet gear, the fourth planet gear, and the output shaft of the power system; the output shaft of the second motor is fixedly connected to the second sun gear; and a brake assembly is used to brake the second planetary gear transmission mechanism.

[0011] The first ring gear is connected to the second sun gear via the second clutch. Engaging or disengaging the second clutch controls the connection or disconnection between the first planetary gear transmission mechanism and the second planetary gear transmission mechanism.

[0012] Using the above technical solution, the hybrid power system includes two planetary gear transmission mechanisms. The first planetary gear transmission mechanism and the second planetary gear transmission mechanism are connected through a second clutch. The first planetary gear transmission mechanism and the second planetary gear transmission mechanism are respectively connected to the engine output shaft, the first motor, the second motor, the second clutch, the brake assembly, and the power system output shaft. By controlling the opening and closing states of the engine, the first motor, the second motor, the first clutch, the second clutch, and the brake assembly in the hybrid power system, various operating modes can be achieved by using different combinations, such as: series mode, pure electric mode, parallel direct drive mode, power split mode, and energy recovery mode. Compared with the single planetary gear system structure, more operating modes can be achieved.

[0013] The engine output shaft, the output shafts of the first and second motors, the input and output shafts of the first and second planetary gear transmission mechanisms, and the output shaft of the power system are all mounted on the same axis. Specifically, the engine is fixedly connected to the first planetary carrier of the first planetary gear mechanism via the engine output shaft. The first ring gear of the first planetary gear transmission mechanism is connected to the second sun gear of the second planetary gear transmission mechanism via a second clutch. The second planetary gear transmission mechanism also includes a third sun gear. The second and third sun gears are coaxially arranged and mesh with their corresponding second and third planetary gears, respectively. Furthermore, the second and third planetary gears mesh together with a fourth planetary gear. That is, the second planetary gear transmission mechanism connects two planetary gears (second and third planetary gears) through a planetary carrier (second planetary carrier), indirectly connecting two corresponding sun gears (second and third sun gears). The second planetary carrier is also connected to the power system output shaft, thus enabling power transmission between the second planetary gear transmission mechanism and the power system output shaft. This arrangement offers greater spatial integration, reducing the axial space occupied by multiple planetary gear transmission mechanisms (multi-planetary gear system). In other words, it occupies less axial space than existing technologies with multiple planetary gear transmission mechanisms (multi-planetary gear system), simplifying the hybrid power system structure. The fixed connection between the output shaft of the second motor and the second sun gear allows for power transmission; when the brake assembly engages with the second planetary gear transmission mechanism, it brakes the second planetary gear transmission mechanism, thereby altering the power transmission path and speed ratio.

[0014] Specifically, by controlling the engine to drive the first motor to generate electricity or the engine to be in a non-working state, controlling the second motor to be in a driving, generating, or non-working state, controlling the engagement or disengagement of the first clutch to control the locking or unlocking between the first sun gear and the first planetary carrier, controlling the engagement or disengagement of the second clutch to control the connection or disconnection between the first planetary gear transmission mechanism and the second planetary gear transmission mechanism, and controlling the connection of the brake assembly with the second planetary gear transmission mechanism to brake the second planetary gear transmission mechanism, by using different combinations of the opening and closing states of the above components, multiple operating modes and a wider speed ratio range of the hybrid power system can be realized, which can improve fuel economy and ensure good power performance.

[0015] According to another specific embodiment of the present invention, the hybrid power system disclosed in this embodiment further includes a third clutch, through which the second sun gear is connected to the second planetary carrier. By engaging or disengaging the third clutch, the locking or unlocking of the second sun gear and the second planetary carrier is controlled. When the third clutch is engaged, the second sun gear and the second planetary carrier are locked.

[0016] Using the above technical solution, when the third clutch is engaged, the second sun gear is locked to the second planetary carrier, meaning the second sun gear cannot rotate freely; when the third clutch is disengaged, the second sun gear is unlocked to the second planetary carrier, meaning the second sun gear can rotate freely. By controlling whether the second sun gear cannot rotate freely or can rotate freely, the hybrid power system can be in different gears, thereby achieving multiple gear changes and greater speed ratio changes.

[0017] According to another specific embodiment of the present invention, a dual-mass flywheel is further provided between the engine output shaft and the first planetary carrier of the hybrid power system disclosed in this embodiment. The braking assembly includes a first brake and a second brake; the first brake is connected to a third sun gear, and brakes the third sun gear when the first brake is engaged; the second brake is connected to a second ring gear, and brakes the second ring gear when the second brake is engaged.

[0018] By employing the above technical solution, a dual-mass flywheel is installed between the engine output shaft and the first planetary carrier to start and transmit the engine's rotational torque and increase the rotational inertia of the hybrid power system. This also effectively isolates vibrations transmitted from the engine output shaft to the first planetary carrier. The first brake is connected to the third sun gear. When the first brake is engaged, it brakes the third sun gear, preventing it from rotating freely. When the first brake is closed, the third sun gear can rotate freely. By controlling whether the third sun gear can rotate freely or not, the hybrid power system can be positioned in different gears, thus achieving multiple gear changes and a larger speed ratio. The second brake is connected to the second ring gear. When the second brake is open, it brakes the second ring gear, preventing it from rotating freely. When the second brake is closed, the second ring gear can rotate freely. By controlling whether the second ring gear can rotate freely or not, the hybrid power system can be positioned in different gears, thus achieving multiple gear changes and a larger speed ratio.

[0019] According to another specific embodiment of the present invention, the present invention also discloses a control method for a hybrid power system, wherein the hybrid power system is the aforementioned hybrid power system, and the control method includes: realizing series mode, pure electric mode, parallel direct drive mode, power split mode and energy recovery mode by controlling the combination of the opening and closing states of the engine, the first clutch, the second clutch, the first motor, the second motor and the brake assembly.

[0020] The control method for the aforementioned hybrid power system, employing the above technical solution, can achieve multiple operating modes. Specifically, in series mode, the engine is on, driving the first motor to generate electricity, which then powers the second motor, which acts as a drive motor, suitable for high-speed driving conditions. In pure electric mode, the engine is off, the first motor is off, and the second motor acts as a drive motor, suitable for low-speed driving conditions such as starting and reversing. In parallel direct drive mode, the engine is on, the first motor generates electricity or is off, and the second motor acts as a drive motor or is off, effectively reducing fuel consumption at high speeds while significantly improving acceleration performance. In power-split mode, the engine is on, the first motor generates electricity or acts as a drive motor, and the second motor acts as a drive motor or generates electricity; the engine power is divided into two branches, suitable for medium-to-high-speed driving conditions. In energy recovery mode, the engine is off, the first motor is off, and the second motor generates electricity, suitable for coasting and braking conditions, where the energy regenerated during braking is converted into electrical energy and stored in the battery.

[0021] According to another specific embodiment of the present invention, the control method for a hybrid power system disclosed in the present invention specifically includes:

[0022] By controlling the engine to start, the first clutch engages, the first motor generates electricity, the second motor acts as a drive motor, the second motor is in first gear, the second brake of the brake assembly engages, and the second clutch, the third clutch of the hybrid system and the first brake of the brake assembly disengage, to achieve the first series mode of series operation.

[0023] By controlling the engine to start, the first clutch engages, the first motor generates electricity, the second motor acts as a drive motor, the second motor is in second gear, the first brake engages, and the second clutch, the third clutch and the second brake disengage, so as to realize the second series mode of series mode.

[0024] By controlling the engine to start, the first clutch engages, the first motor generates electricity, the second motor acts as a drive motor, the second motor is in third gear, the third clutch engages, and the second clutch, the first brake, and the second brake are disengaged, so as to realize the third series mode of the series mode.

[0025] Using the above technical solution, the first series mode, the second series mode, and the third series mode correspond to the three gears of the hybrid power system. In the three series modes, the engine is turned on and drives the first motor to generate electricity, which provides power to the second motor. The second motor serves as the drive motor, and the first clutch is engaged and the second clutch is disengaged. The second motor, as the drive motor, is in first gear, second gear, and third gear respectively. By switching the third clutch, the first brake, and the second brake to different engaged or disengaged states, the hybrid power system can achieve multiple speed ratios, so that the engine and the second motor are at their optimal operating points.

[0026] According to another specific embodiment of the present invention, the control method for a hybrid power system disclosed in the present invention further includes:

[0027] By controlling the engine to shut down, the first clutch to engage, the first motor to shut down, the second clutch to disengage, the second motor to act as a drive motor, the second brake of the brake assembly to engage, and the third clutch of the hybrid system and the first brake of the brake assembly to disengage, a first pure electric mode is achieved.

[0028] By controlling the engine to shut down, the first clutch to engage, the first motor to shut down, the second clutch to disengage, the second motor to act as a drive motor, the first brake to engage, and the third clutch and the second brake to disengage, a second pure electric mode is achieved.

[0029] By controlling the engine to shut down, the first clutch to engage, the first motor to shut down, the second clutch to disengage, the second motor to act as a drive motor, the third clutch to engage, and the first and second brakes to disengage, a third pure electric mode is achieved.

[0030] Using the above technical solution, the first pure electric mode, the second pure electric mode, and the third pure electric mode correspond to the three gears of the hybrid system. In the three pure electric modes, the engine is turned off, the first motor is turned off, the second motor is used as the drive motor, and the first clutch is engaged and the second clutch is disengaged. By switching the third clutch, the first brake, and the second brake to different engaged or disengaged states, the hybrid system can achieve multiple speed ratios, so that the second motor is at the optimal operating point.

[0031] According to another specific embodiment of the present invention, the control method for a hybrid power system disclosed in the present invention further includes:

[0032] By controlling the engine to start, the first clutch to engage, the first motor to generate electricity or shut down, the second motor to act as a drive motor or shut down, the second clutch and the second brake of the brake assembly to engage, and the third clutch and the first brake of the hybrid system to disengage, the first parallel direct drive mode of the parallel direct drive mode is realized.

[0033] By controlling the engine to start, the first clutch to engage, the first motor to generate electricity or shut down, the second motor to act as a drive motor or shut down, the second clutch and the first brake to engage, and the third clutch and the second brake to disengage, a second parallel direct drive mode is achieved.

[0034] By controlling the engine to start, the first clutch to engage, the first motor to generate electricity or shut down, the second motor to act as a drive motor or shut down, the second and third clutches to engage, and the first and second brakes to disengage, the third parallel direct drive mode of the parallel direct drive mode is realized.

[0035] Using the above technical solution, the first parallel direct drive mode, the second parallel direct drive mode, and the third parallel direct drive mode correspond to the three gears of the hybrid system. In the three parallel direct drive modes, the engine is turned on, the first motor generates electricity or is turned off, the second motor acts as a drive motor or is turned off, and both the first clutch and the second clutch are engaged. By switching the third clutch, the first brake, and the second brake to different engaged or disengaged states, the hybrid system can achieve multiple speed ratios, so that the engine and the second motor are at their optimal operating points.

[0036] According to another specific embodiment of the present invention, the control method for a hybrid power system disclosed in the present invention further includes:

[0037] By controlling the engine to start, the first motor generates electricity or acts as a drive motor, the first clutch is disengaged, the second motor acts as a drive motor or generates electricity, the second clutch and the second brake of the brake assembly are engaged, and the third clutch of the hybrid system and the first brake of the brake assembly are disengaged, so as to realize the first power split mode of the power split mode.

[0038] By controlling the engine to start, the first motor generates electricity or acts as a drive motor, the first clutch is disengaged, the second motor acts as a drive motor or generates electricity, the second clutch and the first brake are engaged, and the third clutch and the second brake are disengaged, so as to realize the second power split mode of the power split mode.

[0039] By controlling the engine to start, the first motor generates electricity or acts as a drive motor, the first clutch is disengaged, the second motor acts as a drive motor or generates electricity, the second clutch and the third clutch are engaged, and the first brake and the second brake are disengaged, so as to realize the third power split mode of the power split mode.

[0040] Using the above technical solution, the first power split mode, the second power split mode, and the third power split mode correspond to the three gears of the hybrid power system. In the three power split modes, the engine is turned on, the first motor generates electricity or acts as a drive motor, the second motor acts as a drive motor or generates electricity, and the first clutch and the second clutch are both engaged. By switching the third clutch, the first brake, and the second brake to different engaged or disengaged states, the hybrid power system can achieve multiple speed ratios, so that the engine and the second motor are at their optimal operating points.

[0041] According to another specific embodiment of the present invention, the control method for a hybrid power system disclosed in the present invention further includes:

[0042] By controlling the engine to shut down, the first motor to shut down, the second motor to generate electricity, the first clutch, the second clutch, the third clutch of the hybrid system, and the first brake of the brake assembly are all disengaged, and the second brake of the brake assembly is engaged to achieve the energy recovery mode.

[0043] Using the above technical solution, only the second motor generates electricity, and the second brake engages to brake the second gear ring, meaning the second gear ring cannot rotate freely, thus enabling the energy regenerated by braking to be converted into electrical energy and stored in the battery.

[0044] According to another specific embodiment of the present invention, the present invention also discloses an automobile that includes the above-described hybrid power system, or is controlled by the above-described hybrid power system control method.

[0045] Vehicles employing the above-mentioned technical solutions, including those with the aforementioned hybrid power systems, or those controlled by the aforementioned hybrid power system control methods, can achieve multiple operating modes. Furthermore, they can reduce the space occupied by the axial arrangement of multiple planetary gear transmission mechanisms, simplifying the hybrid power system structure. By controlling the on / off states of the various components of the hybrid power system using different combinations, a wider speed ratio range can be achieved, improving fuel economy and ensuring good power performance.

[0046] The beneficial effects of this invention are as follows:

[0047] This invention provides a hybrid power system, a control method for the hybrid power system, and a vehicle. The hybrid power system includes an engine, two electric motors, two planetary gear transmission mechanisms, two clutches, a brake assembly, and a power system output shaft. By connecting the first and second planetary gear transmission mechanisms through a second clutch, and connecting the first and second planetary gear transmission mechanisms to the engine, the first electric motor, the second electric motor, the first clutch, the second clutch, the brake assembly, and the power system output shaft, the opening and closing states of the engine, the first electric motor, the second electric motor, the first clutch, the second clutch, and the brake assembly in the hybrid power system can be controlled in different combinations to achieve multiple operating modes, such as: series mode, pure electric mode, parallel direct drive mode, power split mode, and energy recovery mode.

[0048] The engine output shaft, the output shafts of the first and second motors, the input and output shafts of the first and second planetary gear transmission mechanisms, and the output shaft of the power system are all mounted on the same axis. The first and second motors are fixedly connected to the housing of the hybrid power system. Specifically, the engine is fixedly connected to the first planetary carrier of the first planetary gear mechanism via the engine output shaft. The first ring gear of the first planetary gear transmission mechanism is connected to the second sun gear of the second planetary gear transmission mechanism via a second clutch. The second planetary gear transmission mechanism also includes a third sun gear. The second and third sun gears are coaxially arranged and mesh with their corresponding second and third planetary gears, respectively. Furthermore, the second and third planetary gears mesh together with a fourth planetary gear. That is, the second planetary gear transmission mechanism connects the two sun gears (the second and third sun gears) through a planetary gear (the fourth planetary gear). The second planetary gear, the third planetary gear, the fourth planetary gear, and the power system output shaft are connected through the second planetary carrier. This arrangement has a higher integration in terms of spatial dimensions, reduces the axial space occupied by multiple planetary gear transmission mechanisms, and simplifies the structure of the hybrid power system. By controlling the on / off states of the various components of a hybrid power system in different combinations, a wider speed ratio range can be achieved, which can improve fuel economy and ensure good power performance. Attached Figure Description

[0049] Figure 1 This is a schematic diagram of a specific embodiment of the hybrid power system provided in Embodiment 1 of the present invention;

[0050] Figure 2This is a schematic diagram of the power transmission path in the first series mode of the control method for the hybrid power system provided in Embodiment 2 of the present invention;

[0051] Figure 3 This is a schematic diagram of the power transmission path in the second series mode of the control method for the hybrid power system provided in Embodiment 2 of the present invention;

[0052] Figure 4 A schematic diagram of the power transmission path in the third series mode of the control method for the hybrid power system provided in Embodiment 2 of the present invention;

[0053] Figure 5 This is a schematic diagram of the power transmission path in the first pure electric mode of the control method for the hybrid power system provided in Embodiment 2 of the present invention;

[0054] Figure 6 This is a schematic diagram of the power transmission path in the second pure electric mode of the control method for the hybrid power system provided in Embodiment 2 of the present invention.

[0055] Figure 7 This is a schematic diagram of the power transmission path in the third pure electric mode of the control method for the hybrid power system provided in Embodiment 2 of the present invention;

[0056] Figure 8 A schematic diagram of the power transmission path in the first parallel direct drive mode of the control method for the hybrid power system provided in Embodiment 2 of the present invention;

[0057] Figure 9 This is a schematic diagram of the power transmission path in the second parallel direct drive mode of the control method for the hybrid power system provided in Embodiment 2 of the present invention;

[0058] Figure 10 This is a schematic diagram of the power transmission path in the third parallel direct drive mode of the control method for the hybrid power system provided in Embodiment 2 of the present invention;

[0059] Figure 11 A schematic diagram of the power transmission path in the first power split mode of the control method for the hybrid power system provided in Embodiment 2 of the present invention;

[0060] Figure 12 A schematic diagram of the power transmission path in the second power split mode of the control method for the hybrid power system provided in Embodiment 2 of the present invention;

[0061] Figure 13 A schematic diagram of the power transmission path in the third power split mode of the control method for the hybrid power system provided in Embodiment 2 of the present invention;

[0062] Figure 14 This is a schematic diagram of the power transmission path under the energy recovery mode of the control method for the hybrid power system provided in Embodiment 2 of the present invention.

[0063] Explanation of reference numerals in the attached figures:

[0064] 10. Engine; 100. Engine output shaft; 20. Dual-mass flywheel; 30. First motor; 301. Output shaft of the first motor; 31. Second motor; 311. Output shaft of the second motor; 40. First planetary gear transmission mechanism; 401. First sun gear; 402. First planetary gear; 403. First ring gear; 404. First planetary carrier; 50. Second planetary gear transmission mechanism; 501. Second sun gear; 502. Third sun gear; 503. Second planetary gear; 504. Third planetary gear; 505. Fourth planetary gear; 506. Second ring gear; 507. Second planetary carrier; 60. First clutch; 61. Second clutch; 62. Third clutch; 70. Brake assembly; 701. First brake; 702. Second brake; 80. Power system output shaft. Detailed Implementation

[0065] Hybrid transmissions primarily add an electric motor to a traditional transmission, with the engine, motor, and transmission together forming a hybrid system. Currently, there are three main types of hybrid systems: those based on a dual-clutch automatic transmission (DCT) with an added electric motor, those based on a continuously variable transmission (CVT) with an added electric motor, and those based on an automatic transmission (AT) with an added electric motor. Based on the connection method of the hybrid drive, hybrid devices mainly include the following three types: series hybrid systems consist of core components such as an engine, generator, and drive motor connected in series; parallel hybrid systems use the engine and drive motor as power units, which can output power individually or jointly; and series-parallel hybrid systems combine the structural characteristics of series and parallel systems. However, because hybrid systems have two power systems and their respective management and control systems, they suffer from structural complexity.

[0066] Existing technologies utilize planetary gearboxes as power splitters in hybrid power systems, combined with clutches and brakes, to achieve multiple operating modes. Hybrid transmissions using a single planetary gearbox system have a relatively simple structure, but suffer from limitations in the number of operating modes and insufficient power.

[0067] Multi-planetary gearbox systems suffer from excessive space requirements, resulting in complex transmission structures. Examples include the Toyota Hybrid System (THS) transmission based on a power split mechanism and the CHS power split hybrid transmission from Corun. To make the objectives, technical solutions, and advantages of this invention clearer, the embodiments of this invention will be described in further detail below with reference to the accompanying drawings.

[0068] Example 1

[0069] To address the issues mentioned above regarding the limited operating modes and insufficient power of single planetary gear systems in existing hybrid power systems, and the excessive space required and complex gearbox structure of multi-planetary gear systems, this invention provides a hybrid power system that can achieve multiple operating modes and reduce the space occupied by the axial arrangement of multiple planetary gear transmission mechanisms, thus simplifying the hybrid power system structure.

[0070] like Figure 1 As shown, the hybrid power system includes: an engine 10, a first motor 30, a second motor 31, a first planetary gear transmission mechanism 40, a second planetary gear transmission mechanism 50, a first clutch 60, a second clutch 61, a brake assembly 70, and a power system output shaft 80. The engine output shaft 100 of the engine 10, the output shaft 301 of the first motor and the output shaft of the second motor 31, the input shafts and output shafts of each planetary gear transmission mechanism in the first planetary gear transmission mechanism 40 and the second planetary gear transmission mechanism 50, and the power system output shaft 80 are arranged on the same axis; the first motor 30 and the second motor 31 are respectively fixedly connected to the housing of the hybrid power system.

[0071] Specifically, by providing a second clutch 61 between the first planetary gear transmission mechanism 40 and the second planetary gear transmission mechanism 50, the connection or disconnection between the first planetary gear transmission mechanism 40 and the second planetary gear transmission mechanism 50 can be controlled by engaging or disengaging the second clutch 61. It can be understood that when the second clutch 61 is engaged, the first planetary gear transmission mechanism 40 and the second planetary gear transmission mechanism 50 are mechanically connected and can transmit power.

[0072] The first planetary gear transmission mechanism 40 is connected to the engine output shaft 100, the first motor 30, and the second clutch 61 respectively; the second planetary gear transmission mechanism 50 is connected to the second clutch 61, the second motor 31, the brake assembly 70, and the power system output shaft 80 respectively. By controlling the opening and closing states of the engine 10, the first motor 30, the second motor 31, the first clutch 60, the second clutch 61, and the brake assembly 70 in the hybrid power system, various working modes can be realized, such as series mode, pure electric mode, parallel direct drive mode, power split mode, and energy recovery mode. Compared with the single planetary gear system structure, more working modes can be realized.

[0073] Furthermore, the first planetary gear transmission mechanism 40 includes: a first sun gear 401, a first planet gear 402, a first ring gear 403, and a first planet carrier 404; the first planet gear 402 meshes with the first sun gear 401 and the first ring gear 403 respectively; the first planet carrier 404 is connected to the first planet gear 402. The engine 10 is fixedly connected to the first planet carrier 404 via the engine output shaft 100; the output shaft 301 of the first motor is fixedly connected to the first sun gear 401; the first sun gear 401 is connected to the first planet carrier 404 via a first clutch 60, and the engagement or disengagement of the first clutch 60 controls the locking or unlocking of the first sun gear 401 and the first planet carrier 404. When the first clutch 60 is engaged, the first sun gear 401 and the first planet carrier 404 are locked. The first ring gear 403 is connected to the second planetary gear transmission mechanism 50 via a second clutch 61. It can be understood that when the second clutch 61 is engaged, the power of the first ring gear 403 is transmitted to the second planetary gear transmission mechanism 50.

[0074] Furthermore, the second planetary gear transmission mechanism 50 includes: a second sun gear 501, a third sun gear 502, a second planet gear 503, a third planet gear 504, a fourth planet gear 505, a second ring gear 506, and a second planet carrier 507. The first ring gear 403 is connected to the second sun gear 501 via a second clutch 61. By engaging or disengaging the second clutch 61, the connection or disconnection between the first planetary gear transmission mechanism 40 and the second planetary gear transmission mechanism 50 is controlled. It can be understood that when the second clutch 61 is engaged, the power of the first ring gear 403 is transmitted to the second sun gear 501.

[0075] The second sun gear 501 meshes with the second planet gear 503, and the third sun gear 502 meshes with the third planet gear 504, with the second sun gear 501 and the third sun gear 502 coaxially arranged. The fourth planet gear 505 meshes with the second planet gear 503, the third planet gear 504, and the second ring gear 506; the second planet carrier 507 is connected to the second planet gear 503, the third planet gear 504, the fourth planet gear 505, and the power system output shaft 80; that is, in the second planetary gear transmission mechanism 50, two planet gears (second planet gear 503 and third planet gear 504) are connected through a planet carrier (second planet carrier 507), indirectly connecting two corresponding sun gears (second sun gear 501 and third sun gear 502). The second sun gear 501 and the third sun gear 502 are connected through the second planet gear 503, the third planet gear 504, and the fourth planet gear 505. Braking of the second planetary gear transmission mechanism 50 can be achieved through the brake assembly 70. It should be noted that the brake assembly 70 may specifically include two brakes, namely brake B1 and brake B2. Brake B1 is connected to the third sun gear 502 to brake the third sun gear 502, and brake B2 is connected to the second ring gear 506 to brake the second ring gear 506. The second planetary carrier 507 is also connected to the power system output shaft 80, so that power can be transmitted between the second planetary gear transmission mechanism 50 and the power system output shaft 80. This arrangement has a higher degree of integration in terms of spatial dimensions, reducing the axial space occupied by multiple planetary gear transmission mechanisms (multi-planetary gear system). That is, compared with the multiple planetary gear transmission mechanisms (multi-planetary gear system) existing in the prior art, the axial space occupied is smaller, making the hybrid power system structure simpler.

[0076] The output shaft 311 of the second motor is fixedly connected to the second sun gear 501, so that power can be transmitted between the output shaft 311 of the second motor and the second sun gear 501. When the brake assembly 70 is engaged with the second planetary gear transmission mechanism 50, it is used to brake the second planetary gear transmission mechanism 50. When the brake assembly 70 includes two brakes B1 and brake B2, and brake B1 is connected to the third sun gear 502 and brake B2 is connected to the second gear ring 506, brakes B1 and brake B2 brake the third sun gear 502 and the second gear ring 506 respectively, thereby changing the path and speed ratio of power transmission.

[0077] It is understandable that when the first motor 30 and the second motor 31 generate electricity, the output shaft 301 of the first motor and the output shaft 311 of the second motor are also power input shafts.

[0078] Specifically, by controlling the engine 10 to drive the first motor 30 to generate electricity or the engine 10 to be in a non-working state, controlling the second motor 31 to be in a driving, generating, or non-working state, controlling the first clutch 60 to engage or disengage, thereby controlling the locking or unlocking between the first sun gear 401 and the first planetary carrier 404, controlling the second clutch 61 to engage or disengage, thereby controlling the connection or disconnection between the first planetary gear transmission mechanism 40 and the second planetary gear transmission mechanism 50, and controlling the brake assembly 70 to connect with the second planetary gear transmission mechanism 50 for braking the second planetary gear transmission mechanism 50, by adopting different combinations of the opening and closing states of the above-mentioned components, multiple working modes and a wider speed ratio range of the hybrid power system can be realized, which can improve fuel economy and ensure good power performance.

[0079] It should be noted that the various operating modes may specifically include: series mode, pure electric mode, parallel direct drive mode, power split mode, and energy recovery mode.

[0080] In addition, the first motor 30 can also be used to start the engine 10. Starting the engine 10 via the first motor 30 can switch the engine 10 from a non-operating state to an operating state. For example, when switching from pure electric mode to power split mode or series mode, the first motor 30 is needed to start the engine 10. When the first motor 30 starts the engine 10, the first clutch 60 is engaged. The power transmission path is as follows: power is input from the first motor 30, passes through the first clutch 60, is transmitted through the first clutch 60 to the first planetary carrier 404, then to the dual-mass flywheel 20, and finally to the engine 10 via the engine output shaft 100.

[0081] In one embodiment of the present invention, such as Figure 1 As shown, the hybrid power system also includes a third clutch 62, through which the second sun gear 501 is connected to the second planetary carrier 507. When the third clutch 62 is engaged, the second sun gear 501 is locked to the second planetary carrier 507, meaning the second sun gear 501 cannot rotate freely. Furthermore, as... Figure 1 As shown, the third clutch 62 is located between the second clutch 61, the second motor 31, and the second planetary carrier 507. Therefore, when the third clutch 62 is engaged, the power from the second clutch 61 or the second motor 31 can be transmitted to the second planetary carrier 507 through the third clutch 62. When the third clutch 62 is disengaged, the second sun gear 501 is unlocked from the second planetary carrier 507, that is, the second sun gear 501 can rotate freely. By controlling the relative rotation of the second sun gear 501 and the second planetary carrier 507 through the third clutch 62, the hybrid power system can be in different gears, thereby realizing multiple gear changes and greater speed ratio changes.

[0082] In one embodiment of the present invention, such as Figure 1 As shown, a dual-mass flywheel 20 is also provided between the engine output shaft 100 and the first planetary carrier 404 of the hybrid power system. The dual-mass flywheel 20 is used to transmit the rotational torque of the engine 10 and increase the rotational inertia of the hybrid power system. The dual-mass flywheel 20 can also effectively isolate the vibration transmitted from the engine output shaft 100 to the first planetary carrier 404. The brake assembly 70 includes a first brake 701 and a second brake 702. The first brake 701 is connected to the third sun gear 502. When the first brake 701 is open, it brakes the third sun gear 502, at which time the third sun gear 502 cannot rotate freely. When the first brake 701 is closed, the third sun gear 502 can rotate freely. By controlling the rotation of the third sun gear 502 through the first brake 701, the hybrid power system can be in different gears, thereby realizing multiple gear changes and larger speed ratio changes. The second brake 702 is connected to the second gear ring 506. When the second brake 702 is open, it brakes the second gear ring 506, at which time the second gear ring 506 cannot rotate freely. When the second brake 702 is closed, the second gear ring 506 can rotate freely. By controlling the rotation of the second gear ring 506 through the second brake 702, the hybrid power system can be in different gears, thereby realizing multiple gear changes and greater speed ratio changes.

[0083] Example 2

[0084] The present invention also provides a control method for a hybrid power system, used to control the hybrid power system provided in Embodiment 1 above. The control method includes: by controlling the opening and closing states of the engine 10, the first clutch 60, the second clutch 61, the first motor 30, the second motor 31, and the brake assembly 70, series mode, pure electric mode, parallel direct drive mode, power split mode, and energy recovery mode can be respectively realized.

[0085] Specifically, in series mode, engine 10 is on, driving the first motor 30 to generate electricity, which provides power to the second motor 31. The second motor 31 acts as a drive motor, suitable for high-speed driving conditions. In pure electric mode, engine 10 and the first motor 30 are off, and the second motor 31 acts as a drive motor, suitable for low-speed driving conditions such as starting and reversing. In parallel direct drive mode, engine 10 is on, the first motor 30 generates electricity or is off, and the second motor 31 acts as a drive motor or is off. This effectively reduces fuel consumption at high speeds while significantly improving acceleration performance. In power-split mode, engine 10 is on, the first motor 30 generates electricity or acts as a drive motor, and the second motor 31 acts as a drive motor or generates electricity. In this mode, the power of engine 10 is divided into multiple branches, suitable for medium-to-high-speed driving conditions. In energy recovery mode, engine 10 is off, the first motor 30 is off, and the second motor 31 generates electricity, suitable for coasting and braking conditions. The energy regenerated during braking is converted into electrical energy and stored in the battery through the electricity generated by the second motor 31, improving fuel economy.

[0086] Furthermore, based on the aforementioned series mode, pure electric mode, parallel direct drive mode, power split mode, and energy recovery mode, combined with the second motor 31 or the first, second, and third gear modes of the transmission, more subdivided modes can be achieved in each mode, thereby enabling the hybrid system to have a wider speed ratio range. This ensures that the engine 10 and the motor are at their optimal operating points under different operating conditions, improving fuel economy and ensuring good power performance.

[0087] The following is a reference to Table 1, Figures 2-14 The specific on / off states of each component in the above-mentioned series mode, pure electric mode, parallel direct drive mode, power split mode and energy recovery mode, as well as the power transmission path of the hybrid power system under the corresponding control methods, are explained.

[0088] Table 1 Working status of each component under various working modes

[0089]

[0090]

[0091] In one embodiment of the present invention, such as Figures 2-4 The diagram shows the power transmission paths in three different series modes implemented by the control method of the hybrid power system. Corresponding to the three gears of the hybrid power system, the second motor 31, acting as the drive motor, is in first, second, and third gear respectively. By switching the third clutch 62, the first brake 701, and the second brake 702 to different engaged or disengaged states, the hybrid power system can achieve multiple speed ratios, ensuring that the engine 10 and the second motor 31 operate at their optimal points.

[0092] Specifically, such as Figure 2 As shown, by controlling the engine 10 to start, the first clutch 60 is engaged, the first motor 30 generates electricity, the second motor 31 acts as a drive motor, the second motor 31 is in first gear, the second brake 702 of the brake assembly 70 is engaged, and the second clutch 61, the third clutch 62 of the hybrid system and the first brake 701 of the brake assembly 70 are disengaged, so as to realize the first series mode of the series mode.

[0093] It should be noted that, in the first series mode, the input shaft of the first planetary gear transmission mechanism 40 is the shaft connecting the first planetary carrier 404 and the dual-mass flywheel 20, and the output shaft is the shaft connecting the first planetary carrier 404 and the first motor 30; the input shaft of the second planetary gear transmission mechanism 50 is the shaft connecting the second sun gear 501 and the second motor 31, and the output shaft is the shaft connecting the second planetary carrier 507 and the power system output shaft 80.

[0094] Figure 2 The direction indicated by the middle arrow is the power transmission path in the first series mode. Specifically, the power is output from the engine output shaft 100, transmitted to the first planetary carrier 404 through the dual-mass flywheel 20, and then transmitted to the first motor 30 through the first clutch 60 due to the engagement of the first clutch 60. This drives the first motor 30 to generate electricity, which in turn supplies power to the second motor 31. The second motor 31 converts electrical energy into kinetic energy and transmits it to the second sun gear 501 through its output shaft. The energy then passes through the second planetary gear 503 and the second planetary carrier 507 to the power system output shaft 80, and is finally transmitted to the wheels.

[0095] Furthermore, such as Figure 3 As shown, by controlling the engine 10 to start, the first clutch 60 is engaged, the first motor 30 generates electricity, the second motor 31 acts as a drive motor, the second motor 31 is in second gear, the first brake 701 is engaged, and the second clutch 61, the third clutch 62 and the second brake 702 are disengaged, so as to realize the second series mode of the series mode.

[0096] It should be noted that, in the second series mode, the input shaft of the first planetary gear transmission mechanism 40 is the shaft connecting the first planetary carrier 404 and the dual-mass flywheel 20, and the output shaft is the shaft connecting the first planetary carrier 404 and the first motor 30; the input shaft of the second planetary gear transmission mechanism 50 is the shaft connecting the second sun gear 501 and the second motor 31, and the output shaft is the shaft connecting the second planetary carrier 507 and the power system output shaft 80.

[0097] Figure 3The direction indicated by the middle arrow is the power transmission path in the second series mode. Specifically, the power is output from the engine output shaft 100, transmitted to the first planetary carrier 404 through the dual-mass flywheel 20, and then transmitted to the first motor 30 through the first clutch 60 due to the engagement of the first clutch 60. This drives the first motor 30 to generate electricity, which in turn supplies power to the second motor 31. The second motor 31 converts electrical energy into kinetic energy and transmits it to the second sun gear 501 through its output shaft. The energy then passes through the second planetary gear 503 and the second planetary carrier 507 to the power system output shaft 80, and is finally transmitted to the wheels.

[0098] Furthermore, such as Figure 4 As shown, by controlling the engine 10 to start, the first clutch 60 is engaged, the first motor 30 generates electricity, the second motor 31 acts as a drive motor, the second motor 31 is in third gear, the third clutch 62 is engaged, and the second clutch 61, the first brake 701 and the second brake 702 are disengaged, so as to realize the third series mode of the series mode.

[0099] It should be noted that, in the third series mode, the input shaft of the first planetary gear transmission mechanism 40 is the shaft connecting the first planetary carrier 404 and the dual-mass flywheel 20, and the output shaft is the shaft connecting the first planetary carrier 404 and the first motor 30; the input shaft of the second planetary gear transmission mechanism 50 is the shaft connecting the second sun gear 501 and the second motor 31, and the shaft connecting the second planetary carrier 507 and the second motor 31, and the output shaft is the shaft connecting the second planetary carrier 507 and the power system output shaft 80.

[0100] Figure 4 The direction indicated by the middle arrow is the power transmission path in the third series mode. Specifically, power is output from the engine output shaft 100, transmitted to the first planetary carrier 404 via the dual-mass flywheel 20, and then transmitted to the first motor 30 via the first clutch 60 due to the engagement of the first clutch 60. This drives the first motor 30 to generate electricity, which in turn supplies power to the second motor 31. The second motor 31 converts electrical energy into kinetic energy and transmits it to the second sun gear 501 via its output shaft. The power then passes through the second planetary gear 503 and the second planetary carrier 507 to the power system output shaft 80. Due to the engagement of the third clutch 62, the power output from the second motor 31's output shaft is also transmitted to the second planetary carrier 507 via the third clutch 62. The power is then coupled and transmitted to the power system output shaft 80 via the second planetary carrier 507, and finally to the wheels.

[0101] In one embodiment of the present invention, such as Figures 5-7The diagram shows the power transmission paths in three different pure electric modes implemented by the control method of the hybrid power system. These correspond to the three gears of the hybrid power system. By switching the third clutch 62, the first brake 701, and the second brake 702 to different engaged or disengaged states, the hybrid power system can achieve multiple speed ratios, ensuring the second motor 31 operates at its optimal point.

[0102] Specifically, such as Figure 5 As shown, by controlling the engine 10 to shut down, the first clutch 60 to engage, the first motor 30 to shut down, the second clutch 61 to disengage, the second motor 31 to act as a drive motor, the second brake 702 of the brake assembly 70 to engage, and the third clutch 62 of the hybrid system and the first brake 701 of the brake assembly 70 to disengage, a first pure electric mode is achieved.

[0103] It should be noted that in the first pure electric mode, the input shaft of the second planetary gear transmission mechanism 50 is the shaft connecting the second sun gear 501 and the second motor 31, and the output shaft is the shaft connecting the second planetary carrier 507 and the power system output shaft 80.

[0104] Figure 5 The direction indicated by the middle arrow is the power transmission path in the first pure electric mode. Specifically, the second motor 31 converts electrical energy into kinetic energy and transmits it to the second sun gear 501 through the output shaft of the second motor 31. After passing through the second planetary gear 503 and the second planetary carrier 507, it reaches the power system output shaft 80 and is finally transmitted to the wheels.

[0105] Furthermore, such as Figure 6 As shown, by controlling the engine 10 to shut down, the first clutch 60 to engage, the first motor 30 to shut down, the second clutch 61 to disengage, the second motor 31 to act as a drive motor, the first brake 701 to engage, and the third clutch 62 and the second brake 702 to disengage, a second pure electric mode is achieved.

[0106] It should be noted that in the second pure electric mode, the input shaft of the second planetary gear transmission mechanism 50 is the shaft connecting the second sun gear 501 and the second motor 31, and the output shaft is the shaft connecting the second planetary carrier 507 and the power system output shaft 80.

[0107] Figure 6 The direction indicated by the middle arrow is the power transmission path in the second pure electric mode. Specifically, the second motor 31 converts electrical energy into kinetic energy and transmits it to the second sun gear 501 through the output shaft of the second motor 31. After passing through the second planetary gear 503 and the second planetary carrier 507, it reaches the power system output shaft 80 and is finally transmitted to the wheels.

[0108] Furthermore, such as Figure 7As shown, by controlling the engine 10 to shut down, the first clutch 60 to engage, the first motor 30 to shut down, the second clutch 61 to disengage, the second motor 31 to act as a drive motor, the third clutch 62 to engage, and the first brake 701 and the second brake 702 to disengage, a third pure electric mode is achieved.

[0109] It should be noted that in the third pure electric mode, the input shaft of the second planetary gear transmission mechanism 50 is the shaft connecting the second sun gear 501 and the second motor 31, and the shaft connecting the second planetary carrier 507 and the second motor 31, and the output shaft is the shaft connecting the second planetary carrier 507 and the power system output shaft 80.

[0110] Figure 7 The direction indicated by the middle arrow is the power transmission path in the third pure electric mode. Specifically, the second motor 31 converts electrical energy into kinetic energy and transmits it to the second sun gear 501 through the output shaft of the second motor 31. After passing through the second planetary gear 503 and the second planetary carrier 507, it reaches the power system output shaft 80. Due to the engagement of the third clutch 62, the power output from the output shaft of the second motor 31 is also transmitted to the second planetary carrier 507 through the third clutch 62. The power is coupled and transmitted to the power system output shaft 80 through the second planetary carrier 507, and finally transmitted to the wheels.

[0111] In one embodiment of the present invention, such as Figures 8-10 The diagram shows the power transmission paths in three different parallel direct-drive modes implemented by the control method of the hybrid power system. These correspond to the three gears of the hybrid power system. By switching the third clutch 62, the first brake 701, and the second brake 702 to different engaged or disengaged states, the hybrid power system can achieve multiple speed ratios, ensuring that the engine 10 and the second motor 31 operate at their optimal points. Specifically, the first motor 30 generates electricity or is turned off; correspondingly, the second motor 31 functions as a drive motor or is turned off. Figures 8-10 As shown, the example is the case where the first motor 30 generates electricity and the second motor 31 serves as the drive motor.

[0112] Specifically, such as Figure 8 As shown, by controlling the engine 10 to start, the first clutch 60 is engaged, the first motor 30 generates electricity, the second motor 31 acts as a drive motor, the second clutch 61 and the second brake 702 of the brake assembly 70 are engaged, and the third clutch 62 of the hybrid system and the first brake 701 of the brake assembly 70 are disengaged, so as to realize the first parallel direct drive mode of the parallel direct drive mode.

[0113] It should be noted that, in the first parallel direct drive mode, the input shaft of the first planetary gear transmission mechanism 40 is the shaft connecting the first planetary carrier 404 and the dual-mass flywheel 20, and the output shaft is the shaft connecting the first planetary carrier 404 and the first motor 30, as well as the shaft connecting the first gear ring 403 and the second clutch 61; the input shaft of the second planetary gear transmission mechanism 50 is the shaft connecting the second sun gear 501 and the second motor 31, as well as the shaft connecting the second sun gear 501 and the second clutch 61, and the output shaft is the shaft connecting the second planetary carrier 507 and the power system output shaft 80.

[0114] Figure 8 The direction indicated by the middle arrow is the power transmission path in the first parallel direct drive mode. Specifically, power is output from the engine output shaft 100, transmitted to the first planetary carrier 404 via the dual-mass flywheel 20, and then transmitted to the first motor 30 via the first clutch 60 due to the engagement of the first clutch 60. This drives the first motor 30 to generate electricity, which in turn supplies power to the second motor 31. The second motor 31 converts electrical energy into kinetic energy and transmits it to the second sun gear 501 via its output shaft. Due to the engagement of the second clutch 61, power is also transmitted to the second sun gear 501 via the first planetary gear 402, the first ring gear 403, and the second clutch 61. The power then passes through the second planetary gear 503 and the second planetary carrier 507 to the power system output shaft 80, and is finally transmitted to the wheels.

[0115] Furthermore, such as Figure 9 As shown, by controlling the engine 10 to start, the first clutch 60 is engaged, the first motor 30 generates electricity, the second motor 31 acts as a drive motor, the second clutch 61 and the first brake 701 are engaged, and the third clutch 62 and the second brake 702 are disengaged, so as to realize the second parallel direct drive mode of parallel direct drive mode.

[0116] It should be noted that, in the second parallel direct drive mode, the input shaft of the first planetary gear transmission mechanism 40 is the shaft connecting the first planetary carrier 404 and the dual-mass flywheel 20, and the output shaft is the shaft connecting the first planetary carrier 404 and the first motor 30, as well as the shaft connecting the first gear ring 403 and the second clutch 61; the input shaft of the second planetary gear transmission mechanism 50 is the shaft connecting the second sun gear 501 and the second motor 31, as well as the shaft connecting the second sun gear 501 and the second clutch 61, and the output shaft is the shaft connecting the second planetary carrier 507 and the power system output shaft 80.

[0117] Figure 9The direction indicated by the middle arrow is the power transmission path in the second parallel direct drive mode. Specifically, power is output from the engine output shaft 100, transmitted to the first planetary carrier 404 via the dual-mass flywheel 20, and then transmitted to the first motor 30 via the first clutch 60 due to the engagement of the first clutch 60. This drives the first motor 30 to generate electricity, which in turn supplies power to the second motor 31. The second motor 31 converts electrical energy into kinetic energy and transmits it to the second sun gear 501 via its output shaft. Due to the engagement of the second clutch 61, power is also transmitted to the second sun gear 501 via the first planetary gear 402, the first ring gear 403, and the second clutch 61. The power then passes through the second planetary gear 503 and the second planetary carrier 507 to the power system output shaft 80, and is finally transmitted to the wheels.

[0118] Furthermore, such as Figure 10 As shown, by controlling the engine 10 to start, the first clutch 60 is engaged, the first motor 30 generates electricity, the second motor 31 serves as the drive motor, the second clutch 61 and the third clutch 62 are engaged, and the first brake 701 and the second brake 702 are disengaged, so as to realize the third parallel direct drive mode of the parallel direct drive mode.

[0119] It should be noted that, in the third parallel direct drive mode, the input shaft of the first planetary gear transmission mechanism 40 is the shaft connecting the first planetary carrier 404 and the dual-mass flywheel 20, and the output shaft is the shaft connecting the first planetary carrier 404 and the first motor 30, as well as the shaft connecting the first gear ring 403 and the second clutch 61; the input shaft of the second planetary gear transmission mechanism 50 is the shaft connecting the second sun gear 501 and the second motor 31, the shaft connecting the second sun gear 501 and the second clutch 61, and the shaft connecting the second planetary carrier 507 and the second motor 31, and the output shaft is the shaft connecting the second planetary carrier 507 and the power system output shaft 80.

[0120] Figure 10The middle arrow indicates the power transmission path in the third parallel direct drive mode. Specifically, power is output from the engine output shaft 100, transmitted through the dual-mass flywheel 20 to the first planetary carrier 404. With the first clutch 60 engaged, power is transmitted through the first clutch 60 to the first motor 30, driving the first motor 30 to generate electricity. The first motor 30 further supplies power to the second motor 31, which converts electrical energy into kinetic energy and transmits it through its output shaft to the second sun gear 501. With the second clutch 61 engaged, power is also transmitted through the first planetary gear 402, the first ring gear 403, and the second clutch 61 to the second sun gear 501, then through the second planetary gear 503 and the second planetary carrier 507 to the power system output shaft 80. With the third clutch 62 engaged, the power output from the second motor 31's output shaft and the power transmitted by the second clutch 61 are also transmitted through the third clutch 62 to the second planetary carrier 507. Power is coupled through the second planetary carrier 507 to the power system output shaft 80, and finally transmitted to the wheels.

[0121] In one embodiment of the present invention, such as Figures 11-13 The diagram shows the power transmission paths under three different power split modes implemented by the control method of the hybrid power system. These correspond to the three gears of the hybrid power system. By switching the second clutch 61, the third clutch 62, the first brake 701, and the second brake 702 to different engaged or disengaged states, the hybrid power system can achieve multiple speed ratios, ensuring that the engine 10 and the second motor 31 operate at their optimal points. Specifically, the first motor 30 generates electricity or acts as a drive motor, and correspondingly, the second motor 31 acts as a drive motor or generates electricity. Figures 11-13 As shown, the example given is the case where the first motor 30 generates electricity and the second motor 31 acts as the drive motor. It can be understood that the second motor 31 can also generate electricity and the first motor 30 can act as the drive motor.

[0122] Specifically, such as Figure 11 As shown, by controlling the engine 10 to start, the first motor 30 generates electricity, the first clutch 60 is disengaged, the second motor 31 acts as a drive motor, the second clutch 61 and the second brake 702 of the brake assembly 70 are engaged, and the third clutch 62 of the hybrid system and the first brake 701 of the brake assembly 70 are disengaged, so as to realize the first power split mode of the power split mode.

[0123] It should be noted that, in the first power split mode, the input shaft of the first planetary gear transmission mechanism 40 is the shaft connecting the first planetary carrier 404 and the dual-mass flywheel 20, and the output shaft is the shaft connecting the first sun gear 401 and the first motor 30, as well as the shaft connecting the first ring gear 403 and the second clutch 61; the input shaft of the second planetary gear transmission mechanism 50 is the shaft connecting the second sun gear 501 and the second motor 31, the shaft connecting the second sun gear 501 and the second clutch 61, and the output shaft is the shaft connecting the second planetary carrier 507 and the power system output shaft 80.

[0124] Figure 11 The direction indicated by the middle arrow is the power transmission path in the first power split mode. Specifically, power is output from the engine output shaft 100, transmitted to the first planetary carrier 404 via the dual-mass flywheel 20, and then transmitted to the first motor 30 via the first planetary gear 402 and the first sun gear 401 due to the first clutch 60 being disengaged. This drives the first motor 30 to generate electricity, which in turn supplies power to the second motor 31. The second motor 31 converts electrical energy into kinetic energy and transmits it to the second sun gear 501 via its output shaft. Due to the engagement of the second clutch 61, power is also transmitted to the second sun gear 501 via the first planetary gear 402, the first ring gear 403, and the second clutch 61. Finally, the power is transmitted to the power system output shaft 80 via the second planetary gear 503 and the second planetary carrier 507, and then to the wheels.

[0125] Furthermore, such as Figure 12 As shown, by controlling the engine 10 to start, the first motor 30 generates electricity, the first clutch 60 is disengaged, the second motor 31 acts as a drive motor, the second clutch 61 and the first brake 701 are engaged, and the third clutch 62 and the second brake 702 are disengaged, so as to realize the second power split mode of the power split mode.

[0126] It should be noted that, in the second power split mode, the input shaft of the first planetary gear transmission mechanism 40 is the shaft connecting the first planetary carrier 404 and the dual-mass flywheel 20, and the output shaft is the shaft connecting the first sun gear 401 and the first motor 30, as well as the shaft connecting the first ring gear 403 and the second clutch 61; the input shaft of the second planetary gear transmission mechanism 50 is the shaft connecting the second sun gear 501 and the second motor 31, the shaft connecting the second sun gear 501 and the second clutch 61, and the output shaft is the shaft connecting the second planetary carrier 507 and the power system output shaft 80.

[0127] Figure 12The middle arrow indicates the power transmission path in the second power split mode. Specifically, power is output from the engine output shaft 100, transmitted to the first planetary carrier 404 via the dual-mass flywheel 20, and then, due to the disengagement of the first clutch 60, is transmitted to the first motor 30 via the first planetary gear 402 and the first sun gear 401, driving the first motor 30 to generate electricity. The first motor 30 further supplies power to the second motor 31, which converts electrical energy into kinetic energy and transmits it to the second sun gear 501 via its output shaft. Due to the engagement of the second clutch 61, power is also transmitted to the second sun gear 501 via the first planetary gear 402, the first ring gear 403, and the second clutch 61, and then to the power system output shaft 80 via the second planetary gear 503 and the second planetary carrier 507, finally reaching the wheels.

[0128] Furthermore, such as Figure 13 As shown, by controlling the engine 10 to start, the first motor 30 generates electricity, the first clutch 60 is disengaged, the second motor 31 acts as a drive motor, the second clutch 61 and the third clutch 62 are engaged, and the first brake 701 and the second brake 702 are disengaged, so as to realize the third power split mode of the power split mode.

[0129] It should be noted that, in the third power split mode, the input shaft of the first planetary gear transmission mechanism 40 is the shaft connecting the first planetary carrier 404 and the dual-mass flywheel 20, and the output shaft is the shaft connecting the first sun gear 401 and the first motor 30, and the shaft connecting the first ring gear 403 and the second clutch 61; the input shaft of the second planetary gear transmission mechanism 50 is the shaft connecting the second sun gear 501 and the second motor 31, the shaft connecting the second sun gear 501 and the second clutch 61, and the shaft connecting the second planetary carrier 507 and the second motor 31, and the output shaft is the shaft connecting the second planetary carrier 507 and the power system output shaft 80.

[0130] Figure 13The direction indicated by the middle arrow is the power transmission path in the third power split mode. Specifically, power is output from the engine output shaft 100, transmitted to the first planetary carrier 404 via the dual-mass flywheel 20, and then transmitted to the first motor 30 via the first planetary gear 402 and the first sun gear 401 due to the disengagement of the first clutch 60. This drives the first motor 30 to generate electricity, which in turn supplies power to the second motor 31. The second motor 31 converts electrical energy into kinetic energy, which is then transmitted to the second sun gear 501 via the output shaft of the second motor 31. The power then passes through the second planetary gear 503 and the second planetary carrier 507 to the power system output shaft 80. Due to the engagement of the second clutch 61, power is also transmitted to the second sun gear 501 via the first planetary gear 402, the first ring gear 403, and the second clutch 61, and then through the second planetary gear 503 and the second planetary carrier 507 to the power system output shaft 80. As the third clutch 62 engages, the power output from the output shaft of the second motor 31 and the power transmitted by the second clutch 61 are also transmitted to the second planetary carrier 507 via the third clutch 62. The power is then coupled to the power system output shaft 80 via the second planetary carrier 507 and finally transmitted to the wheels.

[0131] In one embodiment of the present invention, such as Figure 14 The figure shows a schematic diagram of the power transmission path under the energy recovery mode implemented by the control method of the hybrid power system.

[0132] Specifically, by controlling the engine 10 to shut down, the first motor 30 to shut down, and the second motor 31 to generate electricity, the first clutch 60, the second clutch 61, the third clutch 62 of the hybrid power system, and the first brake 701 of the brake assembly 70 are all disengaged, while the second brake 702 of the brake assembly 70 is engaged, thus achieving an energy recovery mode. In the energy recovery mode, only the second motor 31 generates electricity, and the second brake 702 is engaged to brake the second gear ring 506, meaning the second gear ring 506 cannot rotate freely, thereby converting the energy regenerated by braking into electrical energy stored in the battery.

[0133] It should be noted that in the energy recovery mode, the input shaft of the second planetary gear transmission mechanism 50 is the shaft connecting the second planetary carrier 507 and the power system output shaft 80, and the output shaft is the shaft connecting the second sun gear 501 and the second motor 31.

[0134] Figure 14 The direction indicated by the middle arrow is the power transmission path in the energy recovery mode. Specifically, the power generated by braking regeneration is transmitted to the second motor 31 through the power system output shaft 80, the second planetary carrier 507, the second planetary gear 503, and the second sun gear 501, and is recovered by the second motor 31.

[0135] Example 3

[0136] The present invention also provides an automobile that includes the hybrid power system of Embodiment 1 above, or is controlled by the control method of the hybrid power system of Embodiment 2 above.

[0137] Vehicles including the aforementioned hybrid power systems, or vehicles controlled using the aforementioned hybrid power system control methods, can achieve multiple operating modes and reduce the space occupied by the axial arrangement of multiple planetary gear transmission mechanisms, thus simplifying the hybrid power system structure. By controlling the on / off states of the various components of the hybrid power system using different combinations, the hybrid power system can have a wider speed ratio range, improving fuel economy and ensuring good power performance.

[0138] It should be noted that, in addition to the specific embodiments described above, those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. Although the description of the present invention will be presented in conjunction with preferred embodiments, this does not mean that the features of the invention are limited to those embodiments. On the contrary, the purpose of describing the invention in conjunction with embodiments is to cover other options or modifications that may be derived based on the claims of the present invention. To provide a thorough understanding of the invention, many specific details will be included in the following description. The invention may also be implemented without using these details. Furthermore, to avoid confusion or obscuring the focus of the invention, some specific details will be omitted in the description. It should be noted that, unless otherwise specified, the embodiments and features in the embodiments of the present invention can be combined with each other.

[0139] It should be noted that in this specification, similar reference numerals and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0140] In the description of this embodiment, it should be noted that the terms "upper", "lower", "inner", "bottom", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship that the product of the invention is usually placed in during use. They are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limiting the present invention.

[0141] The terms “first”, “second”, etc., are used only to distinguish descriptions and should not be interpreted as indicating or implying relative importance.

[0142] In the description of this embodiment, it should also be noted that, unless otherwise explicitly specified and limited, the terms "set up," "connected," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this embodiment based on the specific circumstances.

[0143] While the present invention has been illustrated and described with reference to certain preferred embodiments, those skilled in the art should understand that the above description is a further detailed explanation of the invention in conjunction with specific embodiments, and should not be construed as limiting the specific implementation of the invention to these descriptions. Various changes in form and detail can be made by those skilled in the art, including several simple deductions or substitutions, without departing from the spirit and scope of the invention.

Claims

1. A hybrid power system, characterized in that, include: The system comprises an engine, a first electric motor, a second electric motor, a first planetary gear transmission mechanism, a second planetary gear transmission mechanism, a first clutch, a second clutch, a brake assembly, and a power system output shaft. The engine output shaft, the output shafts of the first motor and the second motor, the input and output shafts of the first planetary gear transmission mechanism and the second planetary gear transmission mechanism, and the power system output shaft are arranged on the same axis; the first motor and the second motor are respectively fixedly connected to the housing of the hybrid power system; The first planetary gear transmission mechanism includes: a first sun gear, a first planet gear, a first ring gear, and a first planet carrier; the first planet gear meshes with the first sun gear and the first ring gear respectively; the first planet carrier is connected to the first planet gear. The engine is fixedly connected to the first planetary carrier via the engine output shaft, and the output shaft of the first motor is fixedly connected to the first sun gear; the first sun gear is connected to the first planetary carrier via the first clutch, and the locking or unlocking between the first sun gear and the first planetary carrier is controlled by engaging or disengaging the first clutch, and the first sun gear and the first planetary carrier are locked when the first clutch is engaged. The second planetary gear transmission mechanism includes: a second sun gear, a third sun gear, a second planet gear, a third planet gear, a fourth planet gear, a second ring gear, and a second planet carrier; the second sun gear meshes with the second planet gear, the third sun gear meshes with the third planet gear, and the fourth planet gear meshes with the second planet gear, the third planet gear, and the second ring gear; the second planet carrier is connected to the second planet gear, the third planet gear, the fourth planet gear, and the power system output shaft; the output shaft of the second motor is fixedly connected to the second sun gear; the brake assembly is used to brake the second planetary gear transmission mechanism. The first ring gear is connected to the second sun gear via the second clutch, and the connection or disconnection between the first planetary gear transmission mechanism and the second planetary gear transmission mechanism is controlled by engaging or disengaging the second clutch.

2. The hybrid power system as described in claim 1, characterized in that, The hybrid power system also includes a third clutch; The second sun gear is connected to the second planetary carrier via the third clutch. Engaging or disengaging the third clutch controls the locking or unlocking of the second sun gear and the second planetary carrier. When the third clutch is engaged, the second sun gear is locked to the second planetary carrier.

3. The hybrid power system as described in claim 2, characterized in that, A dual-mass flywheel is also provided between the engine output shaft and the first planetary carrier; The brake assembly includes a first brake and a second brake; the first brake is connected to the third sun gear, and brakes the third sun gear when the first brake is engaged; the second brake is connected to the second gear ring, and brakes the second gear ring when the second brake is engaged.

4. A control method for a hybrid power system, characterized in that, The hybrid power system is the hybrid power system as described in claim 3, and the control method includes: By controlling the combination of the opening and closing states of the engine, the first clutch, the second clutch, the first motor, the second motor, and the brake assembly, it is possible to achieve series mode, pure electric mode, parallel direct drive mode, power split mode, and energy recovery mode.

5. The control method for a hybrid power system as described in claim 4, characterized in that, The control method specifically includes: By controlling the engine to start, the first clutch engages, the first motor generates electricity, the second motor acts as a drive motor, the second motor is in first gear, the second brake of the brake assembly is engaged, and the second clutch, the third clutch of the hybrid system, and the first brake of the brake assembly are disengaged to achieve the first series mode of the series mode. By controlling the engine to start, the first clutch engages, the first motor generates electricity, the second motor acts as a drive motor, the second motor is in second gear, the first brake engages, and the second clutch, the third clutch, and the second brake disengage, to realize the second series mode of the series mode; By controlling the engine to start, the first clutch engages, the first motor generates electricity, the second motor acts as a drive motor, the second motor is in third gear, the third clutch engages, and the second clutch, the first brake, and the second brake disengage, to realize the third series mode of the series mode.

6. The control method for a hybrid power system as described in claim 4, characterized in that, The control method further includes: By controlling the engine to shut down, the first clutch engages, the first motor shuts down, the second clutch disengages, the second motor acts as a drive motor, the second brake of the brake assembly engages, and the third clutch of the hybrid system and the first brake of the brake assembly disengage, to achieve the first pure electric mode of the pure electric mode. By controlling the engine to shut down, the first clutch engages, the first motor shuts down, the second clutch disengages, the second motor acts as a drive motor, the first brake engages, and the third clutch and the second brake disengage, to achieve a second pure electric mode of the pure electric mode; By controlling the engine to shut down, the first clutch engages, the first motor shuts down, the second clutch disengages, the second motor acts as a drive motor, the third clutch engages, and the first brake and the second brake disengage, to achieve the third pure electric mode of the pure electric mode.

7. The control method for a hybrid power system as described in claim 4, characterized in that, The control method further includes: By controlling the engine to start, the first clutch engages, the first motor generates electricity or shuts off, the second motor acts as a drive motor or shuts off, the second clutch engages with the second brake of the brake assembly, and the third clutch of the hybrid system disengages from the first brake of the brake assembly, thereby realizing the first parallel direct drive mode of the parallel direct drive mode; By controlling the engine to start, the first clutch engages, the first motor generates electricity or shuts down, the second motor acts as a drive motor or shuts down, the second clutch engages with the first brake, and the third clutch disengages from the second brake, thereby realizing the second parallel direct drive mode of the parallel direct drive mode; By controlling the engine to start, the first clutch engages, the first motor generates electricity or shuts down, the second motor acts as a drive motor or shuts down, the second clutch and the third clutch engage, and the first brake and the second brake disengage, to realize the third parallel direct drive mode of the parallel direct drive mode.

8. The control method for a hybrid power system as described in claim 4, characterized in that, The control method further includes: By controlling the engine to start, the first motor generates electricity or acts as a drive motor, the first clutch is disengaged, the second motor acts as a drive motor or generates electricity, the second clutch and the second brake of the brake assembly are engaged, and the third clutch of the hybrid system and the first brake of the brake assembly are disengaged, so as to realize the first power split mode of the power split mode. By controlling the engine to start, the first motor generates electricity or acts as a drive motor, the first clutch is disengaged, the second motor acts as a drive motor or generates electricity, the second clutch and the first brake of the brake assembly are engaged, and the third clutch of the hybrid system and the second brake of the brake assembly are disengaged, so as to realize the second power split mode of the power split mode. By controlling the engine to start, the first motor generates electricity or acts as a drive motor, the first clutch is disengaged, the second motor acts as a drive motor or generates electricity, the second clutch and the third clutch are engaged, and the first brake and the second brake are disengaged, so as to realize the third power split mode of the power split mode.

9. The control method for a hybrid power system as described in any one of claims 4-8, characterized in that, The control method further includes: controlling the engine to shut down, the first motor to shut down, the second motor to generate electricity, the first clutch, the second clutch, the third clutch of the hybrid power system, and the first brake of the brake assembly to disengage, and the second brake of the brake assembly to engage, so as to achieve the energy recovery mode.

10. A car, characterized in that, This includes the hybrid power system as described in any one of claims 1-3, or control by the control method of the hybrid power system as described in any one of claims 4-9.

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