A hybrid control system and vehicle

Abstract

The application provides a hybrid control system and a vehicle. The hybrid control system comprises an input shaft connected with an engine, a first motor and a first motor shaft, the first motor is internally provided with a second clutch, the second clutch controls connection or disconnection of the first motor shaft and the first motor, the first motor shaft is further provided with a first driving gear, a second motor and a second motor shaft, the second motor shaft is further provided with a second driving gear, an intermediate shaft and a differential, the intermediate shaft is provided with a first driven gear engaged with the first driving gear and a second driven gear engaged with the second driving gear, the intermediate shaft further comprises an intermediate shaft gear, and the differential comprises a differential gear engaged with the intermediate shaft gear. The hybrid control system realizes state control of the first motor and the second motor through the clutch, can realize coupling of a power source, and ensures that the first motor and the second motor can work simultaneously.

Description

Technical Field

[0001] This application relates to the field of automotive technology, specifically to a hybrid control system and an automobile. Background Technology

[0002] Currently, the power sources of dual-motor hybrid transmissions cannot be fully coupled. For example, in pure electric drive, the engine does not start, and due to structural limitations, only one motor can drive, while the other motor cannot participate. Summary of the Invention

[0003] The purpose of this application is to provide a hybrid control system and a vehicle, which can achieve full coupling of the power source and ensure that the two motors can work simultaneously.

[0004] To address the aforementioned technical problems, this application provides a hybrid control system, comprising:

[0005] The input shaft is used to connect to the engine.

[0006] A first motor and a first motor shaft; the first motor has a built-in second clutch, which controls the connection or disconnection of the first motor shaft from the first motor; a first drive gear is also provided on the first motor shaft.

[0007] The second motor and the second motor shaft are provided with a second drive gear;

[0008] The intermediate shaft and the differential are provided, wherein the intermediate shaft is provided with a first driven gear that meshes with the first driving gear and a second driven gear that meshes with the second driving gear; the intermediate shaft also includes an intermediate shaft gear, and the differential includes a differential gear that meshes with the intermediate shaft gear.

[0009] Optionally, the hybrid control system further includes a housing, the housing comprising an outer shell and an end cap assembly disposed within the outer shell, the end cap assembly comprising a first end cap and a second end cap; the outer shell comprises a front shell and a rear shell, the front shell and the first end cap forming a first cavity, the rear shell and the second end cap forming a second cavity, and the first end cap and the second end cap forming a third cavity; the outer shell further includes a mounting shell protruding from the lower part of the outer shell;

[0010] One end of the input shaft is inserted into the front housing and sealed by a seal; the first motor is disposed in the first cavity, the second motor is disposed in the second cavity, the intermediate shaft is disposed in the third cavity, and the differential is disposed in the mounting housing.

[0011] Optionally, one end of the input shaft inserted into the front housing has a cavity, one end of the first motor shaft is supported in the cavity by a first motor bearing, and the other end of the first motor shaft is supported in the first end cover by a first motor bearing component.

[0012] Optionally, the second motor shaft is supported by a second motor bearing component on the rear housing and the second end cover.

[0013] Optionally, a support frame is provided inside the third cavity, and the support frame is connected to the second end cover; the end of the first motor shaft has a support structure, and the end of the second motor shaft is supported in the support structure by a second motor bearing, and the support structure is supported in the support frame by the second motor bearing.

[0014] Optionally, the intermediate shaft is supported on the first end cover and the second end cover by an intermediate shaft bearing.

[0015] Optionally, the first motor also has a built-in first clutch, which controls the connection or disconnection of the input shaft and the first motor;

[0016] The hybrid control system further includes a first solenoid valve and a second solenoid valve. The first solenoid valve can control the first clutch, and the second solenoid valve can control the second clutch. Both the first solenoid valve and the second solenoid valve are located on the first end cover.

[0017] Optionally, the hybrid control system further includes a lubrication system, which includes a clutch control oil passage disposed on the first end cover. The first solenoid valve and the second solenoid valve control the first clutch and the second clutch respectively through the clutch control oil passage.

[0018] Optionally, the first clutch is a normally closed clutch; the second clutch is a normally open clutch.

[0019] Optionally, the first motor further includes a motor support hub, which is supported inside the first motor and is connected to the first motor rotor of the first motor for transmission; and the first clutch and the second clutch are both disposed inside the motor support hub, and the first clutch driving end of the first clutch and the second clutch driving end of the second clutch are both fixedly connected to the motor support hub.

[0020] Optionally, the first motor further includes a motor hub support shaft, which is a hollow shaft. The motor hub support shaft is connected to the motor support hub for transmission. The first motor shaft passes through the motor hub support shaft, and a first motor bearing is provided between the first motor shaft and the motor hub support shaft.

[0021] Optionally, the operating modes of the hybrid control system include: idle speed power generation mode, pure electric motor drive mode 1, pure electric motor drive mode 2, series drive mode, direct engine drive mode 1, direct engine drive mode 2, second motor reverse drive mode, and energy recovery mode.

[0022] In the idle power generation mode, the first motor generates electricity and the first clutch is normally closed; the second motor does not work and the second clutch is normally open.

[0023] In the pure electric drive first mode, the first motor is not working and the first clutch is normally closed; the second motor is driven and the second clutch is normally open.

[0024] In the second pure electric drive mode, when the first motor is driven, the first clutch is disengaged; when the second motor is driven, the second clutch is engaged.

[0025] In the series drive mode, the first motor generates electricity and the first clutch is normally closed; the second motor drives the motor and the second clutch is normally open.

[0026] In the engine direct drive first mode, the first motor is not working or the first motor generates electricity, the first clutch is normally closed, and the second clutch is closed; the second motor is not working.

[0027] In the engine direct drive second mode, the first clutch is normally closed; the second clutch is closed.

[0028] In the reverse drive mode of the second motor, the first motor is not working or the first motor generates electricity, and the first clutch is normally closed; when the second motor is driven, the second clutch is normally open.

[0029] In the energy recovery mode, the first motor is not working and the first clutch is normally closed; the second motor recovers energy and the second clutch is normally open.

[0030] Optionally, the first motor shaft and the second motor shaft are coaxially arranged.

[0031] This application also provides a vehicle including any of the hybrid control systems described above.

[0032] In this application, the hybrid control system includes two motors, one of which has a built-in second clutch, and each of the two motor shafts has a drive gear. Furthermore, the hybrid control system also includes an intermediate shaft and a differential. Driven gears meshing with the two drive gears are respectively arranged on the left and right sides of the intermediate shaft, and an intermediate shaft gear is also provided on the intermediate shaft. The differential also includes a differential gear. Through gear meshing and the cooperation of the second clutch, the motors can operate under different driving conditions. Power is transmitted from the motors to the differential and finally to the wheel ends, thus achieving power source coupling.

[0033] The vehicle provided in this application includes any of the hybrid control systems described above and has the same technical effects as the aforementioned hybrid control systems. Attached Figure Description

[0034] Figure 1 This is a simplified schematic diagram of the hybrid control system in one embodiment of this application;

[0035] Figure 2 This is a schematic diagram of the structure of the hybrid control system near the clutch assembly in one embodiment of this application;

[0036] Figure 3 This is a simplified diagram of the lubrication oil circuit of the hybrid control system in one embodiment of this application;

[0037] Figure 4 This is a schematic diagram of the lubrication circuit of the hybrid control system in one embodiment of this application;

[0038] Figure 5 This is a schematic diagram of the lubrication oil circuit of the second motor shaft, the first motor shaft, and the first motor in one embodiment of this application;

[0039] Figure 6 for Figure 5 A magnified view of part A in the middle;

[0040] Figure 7 for Figure 1 A schematic diagram of the structure of the first end cap;

[0041] Figure 8 This is a logic diagram for determining lubricating oil flow rate in one embodiment of this application;

[0042] Figure 9 This is a simplified schematic diagram of the hybrid control system in another embodiment of this application;

[0043] Figure 10 for Figure 9 A simplified diagram of the lubrication control system for a hybrid electric vehicle;

[0044] Figure 11 for Figure 1A simplified diagram of the hydraulic circuit in the case study.

[0045] The annotations in the attached figures are explained as follows:

[0046] 10-Input shaft; 10a-Cavity; 11-Seal;

[0047] 20-First motor; 21-First motor shaft; 211-Support structure; 22-Clutch; 221-First clutch; 2211-First clutch driven end; 2212-First clutch driving end; 2213-First clutch friction unit; 2214-First clutch actuation chamber; 2215-First clutch pressure spring; 2216-First clutch pressure plate; 222-Second clutch; 2221-Second clutch driven end; 2222-Second clutch driving end; 2223-Second clutch friction unit; 2224-Second clutch actuation chamber; 23-First drive gear; 241-First motor bearing one; 242-First motor bearing two; 243-First motor bearing three; 244-First motor bearing four; 25-Motor support hub; 26-First motor rotor; 27-First motor stator; 28-Motor hub support shaft;

[0048] 30 - Second motor; 31 - Second motor shaft; 32 - Second drive gear; 331 - Second motor bearing one; 332 - Second motor bearing two; 333 - Second motor bearing three; 334 - Second motor bearing four; 34 - Second motor rotor; 35 - Second motor stator;

[0049] 40 - Intermediate shaft; 41 - First driven gear; 42 - Second driven gear; 43 - Intermediate shaft gear; 44 - Intermediate shaft bearing;

[0050] 50 - Differential; 51 - Differential gear;

[0051] 60 - Housing; 61 - Outer shell; 611 - Front housing; 612 - Rear housing; 62 - End cap; 621 - First end cap; 6211 - First solenoid valve; 6212 - Second solenoid valve; 622 - Second end cap; 6a - First cavity; 6b - Second cavity; 6c - Third cavity; 63 - Platform; 64 - Support tower;

[0052] 70-Lubrication system; 701-Lubrication first branch; 702-Lubrication second branch; 703-Lubrication third branch; 71-Guide plug; 711-Guide plug sealing ring; 72-Fuel injector; 73-Oil seal; 74-Clutch control oil passage; 75-Oil baffle plug;

[0053] 805 - Oil pan; MOP - First pump source; EOP - Second pump source; 801 - Main oil circuit valve; 803 - First solenoid valve; 802 - Second solenoid valve; 804 - Switching valve; 80a - First solenoid valve control circuit; 80b - Second solenoid valve control circuit. Detailed Implementation

[0054] To enable those skilled in the art to better understand the technical solutions of this application, the application will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0055] In the embodiments of this application, the terms "first" and "second" are mainly used to distinguish the same or similar features, and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated.

[0056] Please refer to Figure 1 , Figure 1 This is a simplified schematic diagram of the hybrid control system in one embodiment of this application.

[0057] The hybrid control system in this embodiment includes two coaxially arranged motors, namely a first motor 20 and a second motor 30. The first motor 20 can be used as both a motor and a generator, and the coaxial arrangement facilitates a compact structure. The hybrid control system in this embodiment also includes an input shaft 10, one end of which is connected to the engine, and the other end of which can be drivenly connected to the first motor 20 to input the engine's power into the hybrid control system. A clutch assembly 22 is disposed inside the first motor 20, specifically including a first clutch 221 and a second clutch 222, which will be described in detail later.

[0058] When the first motor 20 is engaged with the input shaft 10 via the clutch assembly 22, the first motor 20 acts as a generator to produce electricity, which can power the second motor 30. When the first motor 20 is disconnected from the input shaft 10, the engine cannot provide power to the hybrid control system, and both the first motor 20 and the second motor 30 are driven by the vehicle's power battery. In addition, the first motor 20 includes a first motor shaft 21, on which a first drive gear 23 is also provided.

[0059] The second motor 30 mainly functions as an electric motor, and its power source is either the power battery provided by the hybrid control system or the electricity generated by the first motor 20. The second motor 30 may not be operational, and when operational, it can rotate forward, reverse, or be in energy recovery mode. In addition, the second motor 30 includes a second motor shaft 31, on which a second drive gear 32 is also provided.

[0060] With this configuration, by changing the state of the clutch assembly 22, the first motor 20 and the second motor 30 can be ensured to work simultaneously, thus ensuring full coupling of the power source.

[0061] Although the two motors in this embodiment are coaxially arranged, their motor shafts (i.e., the first motor shaft 21 and the second motor shaft 31) are not directly connected. The hybrid control system also includes an intermediate shaft 40 and a differential 50. The intermediate shaft 40 is equipped with a first driven gear 41 and a second driven gear 42, which mesh with the first driving gear 23 and the second driving gear 32, respectively. This connects the power of the separate first motor shaft 21 and the second motor shaft 31, ensuring that their power can be superimposed; that is, the power of both the first motor 20 and the second motor 30 can be transmitted to the intermediate shaft 40. Furthermore, an intermediate shaft gear 43 is also provided on the intermediate shaft 40, and a differential gear 51 is simultaneously provided on the differential 50. The cooperation between the intermediate shaft gear 43 and the differential gear 51 ensures that power is transmitted from the intermediate shaft 40 to the differential 50, and then output to the wheel ends through the differential 50.

[0062] As can be seen, the hybrid control system in this embodiment is equivalent to a transmission. The hybrid control system includes a housing 60, and all the above-mentioned components are disposed inside the housing 60. The housing 60 not only protects its internal components but also facilitates spatial arrangement and selection of subsequent lubrication paths. The housing 60 includes an outer shell 61, which encloses the entire hybrid control system. The outer shell 61 includes a front shell 611 and a rear shell 612, which are fixedly connected. One end of the input shaft 10 is inserted into the front shell 611 and supported by the first motor bearing component, and a sealed connection is achieved by the seal 11. In addition, the housing 60 also includes an end cap assembly 62 disposed inside the outer shell 61. The end cap assembly 62 is mainly used to isolate and support the motor shaft, corresponding to the first motor 20 and the second motor 30. The end cap assembly 62 includes a first end cap 621 and a second end cap 622. The front housing 611 and the first end cap 621 form a first cavity 6a, the rear housing 612 and the second end cap 622 form a second cavity 6b, and the first end cap 621 and the second end cap 622 form a third cavity 6c. The lower part of the outer housing 61 also has an opening, and a protruding mounting shell 63 is provided at the opening. The internal space of the mounting shell 63 is also the aforementioned third cavity 6c.

[0063] The first motor 20 is disposed in the first cavity 6a. The first motor shaft 21 is supported by a first motor bearing assembly, which includes a first motor bearing 241 and a second motor bearing 242. Specifically, the first motor bearing 241 supports the front housing 611, and the second motor bearing 242 supports the first end cover 621. The second motor 30 is disposed in the second cavity 6b. The second motor shaft 31 is supported by a second motor bearing assembly, which includes a second motor bearing 331 and a second motor bearing 332. Specifically, the second motor bearing 331 supports the rear housing 612, and the second motor bearing 332 supports the second end cover 622. The bearings used can be ball bearings, or any other type of bearing that meets the requirements. In addition to providing support, the bearings also make the rotation of the motor shaft smoother. A support frame 64 is also provided inside the third cavity 6c. The support frame 64 is connected to the second end cover 622. One end of the second motor shaft 31 is also supported by the support frame 64, which can also be defined as a support tower. The first motor shaft 21 also includes a support structure 211, which is located at one end of the first motor shaft 21. The support structure 211 is also supported by the support frame 64. This arrangement can make the support more stable. Figure 1 In the first motor shaft 21, the support structure 211 at one end is a support sleeve, and one end of the second motor shaft 31 is inserted into the support sleeve. A second motor bearing 333 is provided between the second motor shaft 31 and the support sleeve. The second motor bearing 331 is provided between the outer periphery of the support sleeve and the support frame 64. In this way, the first motor shaft 21 and the second motor shaft 31 can rotate relative to each other without interfering with each other.

[0064] As previously described, the third cavity 6c includes a cavity located between the first end cover 621 and the second end cover 622, and a cavity with a protruding mounting shell 63. The intermediate shaft 40 and the differential 50 are both disposed in the third cavity 6c. The intermediate shaft 40 and the differential 50 are connected by the aforementioned intermediate shaft gear 43 and differential gear 51, which can output power to the wheels of the vehicle. Separating the first motor 20, the second motor 30, the intermediate shaft 40, and the differential 50 into three different cavities ensures that there is no interference during rotation and facilitates the arrangement of lubrication channels.

[0065] Please refer to Figure 2 , Figure 2 This is a schematic diagram of the hybrid control system located near the clutch assembly 22 in one embodiment of this application.

[0066] As mentioned above, the first motor 20 has a built-in clutch assembly 22, which includes a first clutch 221 and a second clutch 222. The first clutch 221 and the second clutch 222 are arranged inside the rotor cavity of the first motor 20. The first clutch 221 includes a first clutch driven end 2211, a first clutch driving end 2212, a first clutch friction unit 2213, and a first clutch actuation chamber 2214. The first clutch driven end 2211 can engage with the first clutch driving end 2212 according to the working state of the motor. The second clutch 222 includes a second clutch driven end 2221, a second clutch driving end 2222, a second clutch friction unit 2223, and a second clutch actuation chamber 2224. The second clutch driven end 2221 can also engage with the second clutch driving end 2222 according to the working state of the motor. By setting two clutches 22, the first motor 20 and the second motor 30 can work synchronously, which facilitates gear shifting and ensures smooth driving of the vehicle.

[0067] The hybrid control system also includes a first solenoid valve 6211 and a second solenoid valve 6212. The first solenoid valve 6211 controls the first clutch 221, and the second solenoid valve 6212 controls the second clutch 222. Both the first solenoid valve 6211 and the second solenoid valve 6212 can be mounted on the first end cover 621. Specifically, the hybrid control system in this embodiment also includes a hydraulic control system, and both the first solenoid valve 6211 and the second solenoid valve 6212 are part of the hydraulic control system. The clutch assemblies 22 are all controlled by the hydraulic control system. In this embodiment, the first clutch 221 is a normally closed clutch, and its first clutch driving end 2212 includes a first clutch pressure spring 2215 and a first clutch pressure plate 2216. Specifically, when there is no hydraulic drive, the first clutch pressure plate 2216 presses against the first clutch pressure spring 2215, thus keeping the first clutch friction unit 2213 in an engaged state. The second clutch 222 is a normally open clutch, and when there is no hydraulic drive, the second clutch 222 is always in an open state.

[0068] Depend on Figure 1 It is understood that the first motor 20 also includes a motor support hub 25 and a motor hub support shaft 28. The motor support hub 25 is located inside the first motor 20, and the motor support hub 25 and the housing 60 can be supported by a first motor bearing 241. The motor support hub 25 and the first motor rotor 26 of the first motor 20 are connected by transmission. The first clutch 221 and the second clutch 222 are both located inside the motor support hub 25. This arrangement can protect and fix the clutch assembly 22, and also ensure more accurate positioning of the first motor shaft 21.

[0069] The specific support method for this hybrid control system can be described as follows:

[0070] The first motor bearing component of the hybrid control system includes a first motor bearing 241, a second motor bearing 242, a third motor bearing 243, and a fourth motor bearing 244. The front end of the motor support hub 25 is supported on the front housing 611 by the first motor bearing 241, and its rear end is supported on the first motor shaft 21 by the second motor bearing 242. The input shaft 10 is supported by the motor support hub 25 by the third motor bearing 243. The end of the input shaft 10 inserted into the housing 60 is provided with a cavity 10a. The front end of the first motor shaft 21 is inserted into the cavity 10a, and the front end of the first motor shaft 21 is supported in the cavity 10a of the input shaft 10 by the fourth motor bearing 244. The rear end of the first motor shaft 11 is assembled on the first motor shaft 21 by the second motor bearing 242. In this embodiment, the first motor rotor 26 of the first motor 20 is driven by the motor support hub 25, for example, by press-fitting or keying. The first clutch drive end 2212 of the first clutch 221 is also driven by the motor support hub 25, for example, by press-fitting or keying. The second clutch drive section 2222 of the second clutch 222 is fixed to or driven by the motor support hub 25, for example, by press-fitting or keying. Thus, the input shaft 10 can rotate synchronously with the first motor rotor 26, the motor support hub 25, the first clutch drive end 2212, and the second clutch drive end 2222. Figure 1 , 2 As can be seen, in this embodiment, the connection between the first motor 20, the motor support hub 25, the input shaft 10, the clutch assembly 22, and the first motor shaft 21 is compact, which can save space.

[0071] The hybrid control system also includes a motor hub support shaft 28. A connecting sleeve is provided on the side of the first end cover 621 facing the first motor 20. A part of the motor hub support shaft 28 is located in the connecting sleeve of the first end cover 61. The motor hub support shaft 28 is a hollow shaft. The first motor shaft 21 passes through the motor hub support shaft 28 and a first motor bearing 24 is provided between the two. The motor hub support shaft 28 and the motor support hub 25 are fixedly or transmittedly connected. This arrangement is conducive to the first motor shaft 21 being well supported.

[0072] In addition, the second motor rotor 34 and the second motor shaft 31 in the hybrid control system are connected by transmission. The second motor shaft 31 is supported by the support structure 211 at the end of the rear housing 612, the second end cover 622 and the first motor shaft 21 respectively through the corresponding second motor bearing components. The second motor bearing components also include the second motor bearing 334. The second motor shaft 31 is specifically supported by the second motor bearing 334 on the rear housing 612.

[0073] In summary, this hybrid control system can operate in different modes, including: idle power generation mode, pure electric motor drive mode 1, pure electric motor drive mode 2, series drive mode, direct engine drive mode 1, direct engine drive mode 2, second motor reverse drive mode, and energy recovery mode. The selection of these modes depends on the specific driving conditions of the vehicle. Correspondingly, the states of the first motor 20, the second motor 30, the first clutch 221, and the second clutch 222 differ depending on the operating mode. The different states of the first clutch 221, the second clutch 222, the first motor 20, and the second motor 30 under the above operating modes are described in detail below:

[0074] In idle speed power generation mode, no hydraulic system control is required. The first clutch 221 remains normally closed, while the second clutch 222 remains normally open. At this time, the driving end and the driven end of the first clutch 221 are engaged, and the engine connected to the input shaft 10 starts. Power is transmitted through the input shaft 10 to the motor support hub 25, thereby driving the first motor 20 to generate electricity. The second motor 30 does not work. That is, at this time, the power source of the car is actually the engine.

[0075] In the first mode of pure electric drive, no hydraulic system control is required. The first clutch 221 remains normally closed, while the second clutch 222 remains normally open. At this time, the first motor 20 does not work, and the second motor 30 is driven. The power source of the car is the power battery equipped with the hybrid control system. The engine is not started. The battery directly drives the second motor 30 and the second motor shaft 31 to rotate, and transmits the power through gears to the intermediate shaft 40, then to the differential 50, and finally to the wheel ends.

[0076] In the second pure electric drive mode, controlled by the hydraulic system, the first clutch 221 is in the open state, meaning the driving end 2212 of the first clutch is disengaged from the driven end 2211, and the second clutch 222 is in the closed state, meaning the driving end of the second clutch 222 is engaged with the driven end of the second clutch 222. The first motor 20 is driven, and the second motor 30 is also driven. The connection between the first motor 20 and the engine is disconnected due to the opening of the first clutch 221, similar to the first pure electric drive mode. The power source in this mode remains the system's battery, not the engine. The battery drives the first motor 20 and the first motor shaft 21 to rotate, transmitting power to the intermediate shaft 40 via gears. Simultaneously, the battery also drives the second motor 30 and the second motor shaft 31 to rotate. Therefore, in the second pure electric drive mode, the first motor 20 and the second motor 30 can work simultaneously, ensuring power superposition and coupling.

[0077] In series drive mode, no hydraulic system control is required. The first clutch 221 remains normally closed, and the second clutch 222 remains normally open. At this time, the engine starts, and the first motor 20 generates electricity, which drives the second motor 30. At this time, the input shaft 10 is connected to the first motor 20, that is, the generator drives the first motor 20 to generate electricity to provide power to the second motor 30 (obviously, in this working state, the battery can also provide power to the rotation of the second motor 30 at the same time). The second motor 30 and the second motor shaft 31 rotate, and the power is transmitted to the intermediate shaft 40 through gears and then to the wheel ends through the differential 50.

[0078] In the engine direct drive first mode, the first clutch 221 remains normally closed and is controlled by the hydraulic system. At this time, the state of the second clutch 222 changes from normally open to closed, that is, the second clutch driving end 2222 of the second clutch 222 engages with the second clutch driven end 2221 of the second clutch 222. Then the first rotor 26 and the first motor shaft 21 can be connected for transmission. The engine drives the first rotor 26 through the input shaft 10, and then drives the first motor shaft 21 to rotate. At this time, the first motor 20 can be either not working or in a generator state, while the second motor 30 is not working. That is, at this time, the power source is only the engine (which often occurs when the battery power is insufficient). In this case, the engine directly drives the wheel end without the aid of the motor and intermediate shaft 40 and other components.

[0079] In the second engine-driven direct drive mode, controlled by the hydraulic system, the states of the first clutch 221 and the second clutch 222 are the same as in the first engine-driven direct drive mode. The power source in this mode is solely the engine, not the battery. However, unlike the first engine-driven direct drive mode, in the second mode, the first motor 20 and the second motor 30 can engage as needed. Therefore, it is possible to select only the first motor 20, the second motor 30, or both motors simultaneously, depending on actual requirements. Power is transmitted via the motor input shaft 10 to the intermediate shaft 40 and then to the wheel ends. The power transmission path is similar to the pure electric drive mode, but the power source is different; in the pure electric drive mode, the power source is the battery.

[0080] In the reverse drive mode of the second motor 30, no hydraulic system control is required. The first clutch 221 remains normally closed, and the second clutch 222 remains normally open. The first motor 20 can be in a non-operating or generator state depending on its previous state, but it cannot be in a driving state. The second motor 30 remains in a driving state, simply changing from forward to reverse. The power source includes the power battery (and can also be provided by the engine). The car is in R gear, meaning it can reverse.

[0081] In energy recovery mode, this working mode mostly occurs when the car is braking. It does not require hydraulic system control. The first clutch 221 is normally closed and the second clutch 222 is normally open. At this time, the first motor 20 does not work, and the second motor 30 is in energy recovery mode, converting mechanical energy into electrical energy for storage.

[0082] By controlling the states of the first clutch 221, the second clutch 222, the first motor 20, and the second motor 30, the vehicle's power system can be ensured to operate in different modes, ensuring the coupling of the power source and enabling the first motor 20 and the second motor 30 to work synchronously. Moreover, the number of parts is relatively small, and the operating modes can be easily switched using only two clutches and six gears, resulting in higher energy transfer efficiency.

[0083] You can continue to refer to this. Figure 11 understand, Figure 11 This is a hydraulic schematic diagram of an embodiment of the present application, illustrating the control circuit and lubrication circuit of the clutch.

[0084] Figure 11 The diagram illustrates the oil pan 805, the first pump source MOP, the second pump source EOP, the main oil circuit valve 801, the first solenoid valve 803, the second solenoid valve 802, the switching valve 804, and the first solenoid valve control circuit 80a and the second solenoid valve control circuit 80b. The first pump source MOP is a mechanical pump located at the second wheel end, supplying oil as the differential rotates.

[0085] The starting and closing methods of the motor and clutch in each of the above modes can be understood by referring to Table 1 below:

[0086]

[0087] Please continue to refer to this. Figures 3 to 6 , Figure 3 This is a simplified diagram of the lubrication oil circuit of the hybrid control system in one embodiment of this application; Figure 4 This is a schematic diagram of the lubrication circuit of the hybrid control system in one embodiment of this application; Figure 5 This is a schematic diagram of the lubrication oil circuit of the second motor shaft, the first motor shaft, and the first motor in one embodiment of this application; Figure 6 for Figure 5 A magnified view of part A in the middle.

[0088] The hybrid control system contains mechanical components, and lubrication is essential as usage time increases. The hybrid control system in this embodiment also includes a lubrication system 70, which comprises an oil guide plug 71, an oil injector 72, and a clutch control oil passage 74. The clutch control oil passage 74 is located on the first end cover 621 and is also part of the hydraulic system. It works in conjunction with the first solenoid valve 6211 and the second solenoid valve 6212, also located on the first end cover 621, to control the opening and closing states of the first clutch 221 and the second clutch 222. Furthermore, when the first motor 20 and the second motor 30 rotate, friction between the mechanical components often generates a significant amount of heat. The lubricating oil used in the lubrication system 70 also serves to cool these components.

[0089] Based on the actual situation, the lubrication and cooling of the system can be divided into three branches. The first branch includes the first motor stator 27, the first motor bearing 24 located at the front end, the meshing point of the first driving gear 23 set on the first motor shaft 21 and the first driven gear 41 set on the intermediate shaft 40, and the intermediate shaft bearing 44 located at the front end for support of the intermediate shaft 40. The second branch includes the second motor stator 35, the second motor bearing 33, the meshing point of the second driving gear 32 set on the second motor shaft 31 and the second driven gear 42 set on the intermediate shaft 40, and the intermediate shaft bearing 44 located at the rear end for support of the intermediate shaft 40. The third branch includes the second motor bearing 33 of the second motor shaft 31, the second motor rotor 34, the first motor rotor 26, the first motor bearings 24 on the front and rear sides of the first motor shaft 21, and the bearings corresponding to the motor support hub 25.

[0090] In this embodiment, the second motor shaft 31 is a hollow shaft with an inner hole. The hybrid control system includes an oil guide plug 71, which is inserted into the rear end of the second motor shaft 31. An oil guide plug sealing ring 711 is provided on the oil guide plug 71 to support sealing when the second motor 30 rotates at high speed, thereby ensuring that lubricating oil is introduced into the inner hole of the second motor shaft 31. The second motor shaft 31 is provided with an oil hole that penetrates the wall of the second motor shaft 31, allowing lubricating oil to be delivered to the second motor rotor 34 for lubrication. An oil injector 72 is installed at the front end of the second motor shaft 31, and the side of the oil injector 72 has an opening for support. The first motor shaft 21 is also provided with a radially extending oil hole 21a to provide lubricating oil to the bearing at the outer support structure 211 position. The oil nozzle 72 sprays lubricating oil forward, which can flow to the hollow first motor shaft 21 and then to the first motor 20. An oil stop plug can also be provided, which is located in the first drive gear 23 of the first motor shaft 21 to prevent lubricating oil from splashing out. After the oil nozzle 72 sprays lubricating oil into the first motor shaft 21, it can be used to lubricate the first motor bearing 24, the first clutch 221 and the second clutch 222.

[0091] Please refer to Figure 7 , Figure 7 for Figure 1 A schematic diagram of the structure of the first end cap 621.

[0092] like Figure 7 As shown, a first solenoid valve 6211 and a second solenoid valve 6212 are arranged on the first end cover 621 (also known as the valve body assembly). In addition, cooling and lubrication oil passages, clutch control oil passages 74 and related oil passages can be arranged on the first end cover 621. This arrangement allows some small parts to be integrated in one place, which is more convenient than dispersing them.

[0093] This application also provides a method for calculating the lubricating oil flow rate of a hybrid control system. The lubrication and cooling flow rate of the entire system can be balanced using the following formula:

[0094] Q = Q1 + Q2 = Q3 + Q4 + Q5 + Q6;

[0095] In the formula: Q represents the total flow rate of the oil pump in the system; Q1 represents the flow rate provided by pump source one; Q2 represents the flow rate provided by pump source two; Q3 represents the flow rate of leakage in the lubrication system, mainly including leakage from the solenoid valve and leakage from the valve body; Q4 represents the flow rate of the actuator in the lubrication system, such as the first solenoid valve 6211 and the second solenoid valve 6212; Q5 represents the flow rate of the lubrication circuit in the lubrication system; Q6 represents the flow rate of the lubrication system when the pressure in the lubrication circuit is too high, resulting in pressure relief and oil return.

[0096] Based on the functions of each component, their priorities are determined as follows: When the system is operating based on the first solenoid valve 6211 and the second solenoid valve 6212, their functions must not fail; they must maintain their functions. Otherwise, the vehicle will be unable to achieve its intended goals, resulting in loss of power and affecting driving safety. Therefore, the priorities are set as follows: Q3 and Q4 are first-level, Q5 is second-level, and Q6 is the lowest level. The flow rate of the lubrication system 70 can be calculated according to these priorities.

[0097] (1) Q3 can be calculated using the following formula:

[0098] Q3 = Q31 + Q32 + Q33;

[0099] In the formula: Q31 represents the leakage flow of the first solenoid valve 6211; Q2 represents the leakage flow of the second solenoid valve 6212. Q31 and Q32 are the inherent characteristics of the corresponding solenoid valves. The specific leakage amount can be obtained according to the selected solenoid valve; Q33 is the leakage amount of the valve body, which is mainly the flow rate leaking between the various transition plates of the valve body. It is related to the system pressure, lubricating oil viscosity and lubricating oil density.

[0100] Q33 can be calculated using the following formula:

[0101] Q33=1 / (μ*ρ)*(2·(C0+C1)+Kvb·(C0+C1+2.5)+X);

[0102] In the formula: μ represents the viscosity of the lubricating oil; ρ represents the density of the lubricating oil; C0 represents the pressure at the first solenoid valve 6211; C1 represents the pressure at the second solenoid valve 6212; Kvb represents the correction coefficient; X represents the correction coefficient of the system under different operating modes. Specifically, in idle speed generator mode, X is 100; in the first pure electric drive mode, X is 150; in the second pure electric drive mode, X is 200; in series drive mode, X is 180; and in engine direct drive mode (whether in the first or second mode), X is 250.

[0103] (2) Q4 represents the flow rate of the actuator system, i.e., the cavity volume of the first clutch 221 actuator and the cavity volume of the second clutch 222 actuator. Initially, these cavities are empty; when engaged, they need to be filled. The value can be determined according to different operating modes: in idle generator mode, Q4 is 0; in the first pure electric drive mode and the second motor reverse drive mode (both operating modes only involve the second motor 30), Q4 is 0; in the second pure electric drive mode (where the first motor 20 and the second motor 30 operate simultaneously), Q4 is 100; in the series drive mode, Q4 is 0; and in the direct engine drive mode (regardless of whether it's the first or second mode), Q4 is 200. The first clutch actuator cavity 2214 is as follows: Figure 2 The second clutch actuator chamber 2224 is as follows Figure 2 .

[0104] (3) Q5 is the flow rate of the system lubrication circuit, which is calculated according to the following logic: First, the hybrid control system starts, then it first determines whether the first motor 20 is working, and then it determines whether the second motor 30 is working. The judgment logic should conform to the actual state of the first motor 20 and the second motor 30 corresponding to each working mode as described above.

[0105] When the first motor 20 operates alone, Q5 can be calculated using the following formula:

[0106] Q5 = QM1req / M1Factor;

[0107] When the first motor 20 and the second motor 30 work simultaneously, Q5 is calculated according to the following formula:

[0108] Q5=max(QM1req / M1Factor,QM2req / M2Factor);

[0109] When the second motor 30 operates independently, Q5 is calculated according to the following formula:

[0110] Q5 = QM2req / M2Factor;

[0111] In the formula: QM1req represents the required flow rate of the first motor 20, and QM2req represents the required flow rate of the second motor 30; M1Factor represents the relative correction coefficient of the first motor 20; M2Factor represents the relative correction coefficient of the second motor 30, and their values ​​vary depending on the operating state of the motors. Furthermore, their values ​​are also related to temperature. Specifically: when only the first motor 20 is working, the correction coefficient for the first motor 20 is 70% when the lubricating oil temperature is 80℃, 65% when the lubricating oil temperature is 50℃, and 55% when the lubricating oil temperature is -10℃; when only the second motor 30 is working... When the lubricating oil temperature is 80℃, the correction factor for the second motor 30 is 65%; when the lubricating oil temperature is 50℃, the correction factor for the second motor 30 is 70%; and when the lubricating oil temperature is -10℃, the correction factor for the second motor 30 is 85%. When the first motor 20 and the second motor 30 work simultaneously, the correction factor for the first motor 20 is 55% and the correction factor for the second motor 30 is 40% when the lubricating oil temperature is 80℃; the correction factor for the first motor 20 is 50% and the correction factor for the second motor 30 is 45% when the lubricating oil temperature is 50℃; and the correction factor for the first motor 20 is 40% and the correction factor for the second motor 30 is 60% when the lubricating oil temperature is -10℃.

[0112] The calculation formulas are as follows:

[0113] M1Factor=Tem Afactor / Tem Base factor;

[0114] M2Factor=Tem Afactor / Tem Base factor;

[0115] The Tem Base factor can be based on 80℃ and is selected as the correction factor for the first motor 20 and the second motor 30 when the lubricating oil temperature is 80℃, according to the working state of the first motor 20 and the second motor 30. The Tem Afactor is the correction factor for the first motor 20 and the second motor 30 when the lubricating oil temperature is corresponding to the current state, which can be calculated according to the actual situation.

[0116] For example, if the first motor 20 is working alone and the current temperature is 50℃, then the corresponding M1 Factor = Tem Afactor / Tem Base factor = 65% / 70%, therefore Q5 = QM1req / M1Factor = QM1req / (65% / 70%) = QM1req * 70% / 65%. Clearly, the same logic applies when the second motor 30 is working alone or when the first motor 20 and the second motor 30 are working simultaneously.

[0117] (4) Q6 represents the system's pressure relief return oil flow rate. When the pressure in the valve body's lubrication and cooling oil circuit exceeds 3 bar, the valve body system will release pressure, allowing the oil to leak through the valve built into the valve body into the bottom oil chamber of the transmission. This ensures that the system's lubrication oil circuit pressure is always less than 3 bar, hence Q6 needs to be corrected accordingly. The pressure in the lubrication oil circuit is detected by a pressure sensor mounted on the transmission. Q6 is affected by the resistance of the transmission oil passages, valve body oil passages, and oil cooler, therefore it is corrected based on the measured values ​​from the transmission and does not depend on a fixed formula or correction coefficient. This only indicates that this calculation exists; in actual applications, it should be corrected based on the measured values ​​from each transmission.

[0118] Please refer to Figure 8 , Figure 8 This is a logic diagram for determining lubricating oil flow rate in one embodiment of this application, where M1 represents the first motor 20 and M2 represents the second motor 30.

[0119] As mentioned above, the final requirements of the entire system can be expressed by the following formula, and combined with... Figure 8 Make a judgment:

[0120] In idle power generation mode:

[0121] Q=Q1=Q3+Q5+Q6=Q33+QM1req / M1Factor+Q6;

[0122] In the first mode of pure electric motor drive:

[0123] Q=Q2=Q3+Q5+Q6=Q33+QM2req / M2Factor+Q6;

[0124] In the second mode of pure electric motor drive:

[0125] Q=Q1+Q2=Q3+Q4+Q5+Q6=Q31+Q32+Q33+Q4+max(QM1req / M1Fact or,QM2req / M2Factor+Q6;

[0126] In series drive mode:

[0127] Q=Q1+Q2=Q3+Q4+Q5+Q6=Q32+Q33+Q4+max(QM1req / M1Factor,Q M2req / M2Factor+Q6;

[0128] In engine direct drive mode (regardless of whether it is mode 1 or mode 2):

[0129] Q=Q1+Q2=Q3+Q4+Q5+Q6=Q31+Q32+Q33+Q4+max(QM1req / M1Fact or,QM2req / M2Factor+Q6.

[0130] The above methods can improve the accuracy of calculating the required amount of lubricating oil.

[0131] Please refer to Figures 9 to 10 , Figure 9 This is a simplified schematic diagram of the hybrid control system in another embodiment of this application. Compared with the above embodiment, the first clutch 221 is not provided. Figure 10 for Figure 9 A simplified diagram of the lubrication control system for a hybrid electric vehicle.

[0132] As mentioned above, Figure 1 The first clutch 221 in the embodiment is a normally closed clutch, which can achieve multiple modes in the normally closed state, such as... Figure 9 As shown, the first clutch 221 is not provided; only the second clutch 222 is provided. The input shaft 10 and the motor support hub 25 can be integrally installed or connected by a transmission. This hybrid control system can also achieve coupling of the power source.

[0133] Accordingly, the lubrication system 70 no longer needs to lubricate the position of the first clutch 221 at this time. The lubrication path can be understood with reference to the above embodiment and will not be described again.

[0134] This application also provides a vehicle that includes the hybrid control system described in any of the above claims, and has the same technical effects as the hybrid control system described above, which will not be described again.

[0135] The above are merely preferred embodiments of this application. It should be noted that those skilled in the art can make various improvements and modifications without departing from the principles of this application, and these improvements and modifications should also be considered within the scope of protection of this application.

Claims

1. A hybrid control system, characterized in that, include: Input shaft (10) for connection to the engine; A first motor (20) and a first motor shaft (21) are provided. The first motor (20) has a built-in second clutch (222). The second clutch (222) controls the connection or disconnection between the first motor shaft (21) and the first motor (20). A first drive gear (23) is also provided on the first motor shaft (21). The second motor (30) and the second motor shaft (31) are provided with a second drive gear (32); The intermediate shaft (40) and the differential (50) are provided with a first driven gear (41) meshing with the first driving gear (23) and a second driven gear (42) meshing with the second driving gear (32); the intermediate shaft (40) also includes an intermediate shaft gear (43), and the differential (50) includes a differential gear (51) meshing with the intermediate shaft gear (43).

2. The hybrid control system according to claim 1, characterized in that, The hybrid control system further includes a housing (60), which includes an outer shell (61) and an end cap assembly (62) disposed inside the outer shell (61); the end cap assembly (62) includes a first end cap (621) and a second end cap (622); the outer shell (61) includes a front shell (611) and a rear shell (612), a first cavity (6a) is formed between the front shell (611) and the first end cap (621), a second cavity (6b) is formed between the rear shell (612) and the second end cap (622), and a third cavity (6c) is formed between the first end cap (621) and the second end cap (622); the outer shell (61) further includes a mounting shell (63) protruding from the lower part of the outer shell (61); One end of the input shaft (10) is inserted into the front housing (611) and sealed by a seal (11); the first motor (20) is disposed in the first cavity (6a), the second motor (30) is disposed in the second cavity (6b), the intermediate shaft (40) is disposed in the third cavity (6c), and the differential (50) is disposed in the mounting housing (63).

3. The hybrid control system according to claim 2, characterized in that, The input shaft (10) has a cavity at one end inserted into the front housing (611). One end of the first motor shaft (21) is supported in the cavity by a first motor bearing component, and the other end of the first motor shaft (21) is supported in the first end cover (621) by a first motor bearing (24).

4. The hybrid control system according to claim 3, characterized in that, The second motor shaft (31) is supported by the rear housing (612) and the second end cover (622) via the second motor bearing component.

5. The hybrid control system according to claim 4, characterized in that, The third cavity (6c) is provided with a support frame (64), which is connected to the second end cover (622); the end of the first motor shaft (21) has a support structure (211), and the end of the second motor shaft (31) is supported in the support structure (211) by a second motor bearing (33), and the support structure (211) is supported in the support frame (64) by the second motor bearing (33).

6. The hybrid control system according to any one of claims 2-5, characterized in that, The intermediate shaft (40) is supported on the first end cap (621) and the second end cap (622) by an intermediate shaft bearing (44).

7. The hybrid control system according to any one of claims 2-5, characterized in that, The first motor (20) also has a built-in first clutch (221), which controls the connection or disconnection of the input shaft (10) and the first motor (20); The hybrid control system further includes a first solenoid valve (6211) and a second solenoid valve (6212). The first solenoid valve (6211) can control the first clutch (221), and the second solenoid valve (6212) can control the second clutch (222). The first solenoid valve (6211) and the second solenoid valve (6212) are both disposed on the first end cap (621).

8. The hybrid control system according to claim 7, characterized in that, The hybrid control system also includes a lubrication system (70), which includes a clutch control oil passage (74) disposed on the first end cover (621). The first solenoid valve (6211) and the second solenoid valve (6212) control the first clutch (211) and the second clutch (222) respectively through the clutch control oil passage (74).

9. The hybrid control system according to any one of claims 1-5, characterized in that, The first motor (20) also has a built-in first clutch (221), which controls the connection or disconnection of the input shaft (10) and the first motor (20).

10. The hybrid control system according to claim 7, characterized in that, The first clutch (221) is a normally closed clutch; the second clutch (222) is a normally open clutch.

11. The hybrid control system according to claim 7, characterized in that, The first motor (20) further includes a motor support hub (25), which is supported inside the first motor (20) and is connected to the first motor rotor (26) of the first motor (20) in a transmission connection; and the first clutch (221) and the second clutch (222) are both disposed inside the motor support hub (25), and the first clutch driving end (2212) of the first clutch (221) and the second clutch driving end (2222) of the second clutch (222) are both fixedly connected to the motor support hub (25).

12. The hybrid control system according to claim 11, characterized in that, The first motor (20) also includes a motor hub support shaft (28), which is a hollow shaft. The motor hub support shaft (28) is connected to the motor support hub (25) for transmission. The first motor shaft (21) passes through the motor hub support shaft (28), and a first motor bearing (24) is provided between the first motor shaft (21) and the motor hub support shaft (28).

13. The hybrid control system according to claim 7, characterized in that, The operating modes of the hybrid control system include: idle speed power generation mode, pure electric motor drive mode 1, pure electric motor drive mode 2, series drive mode, direct engine drive mode 1, direct engine drive mode 2, second motor reverse drive mode, and energy recovery mode. In the idle power generation mode, the first motor (20) generates electricity and the first clutch (221) is normally closed; the second motor (30) does not work and the second clutch (222) is normally open. In the pure electric drive first mode, the first motor (20) is not working and the first clutch (221) is normally closed; the second motor (30) is driven and the second clutch (222) is normally open. In the second pure electric drive mode, the first motor (20) drives and the first clutch (221) disengages; the second motor (30) drives and the second clutch (222) engages. In the series drive mode, the first motor (20) generates electricity and the first clutch (221) is normally closed; the second motor (30) drives the motor and the second clutch (222) is normally open. In the engine direct drive first mode, the first motor (20) is not working or the first motor (20) generates electricity, the first clutch (221) is normally closed, and the second clutch (222) is closed; the second motor (30) is not working. In the second mode of direct engine drive, the first clutch (221) is normally closed; the second clutch (222) is closed. In the reverse drive mode of the second motor (30), the first motor (20) is not working or the first motor (20) generates electricity, and the first clutch (221) is normally closed; the second motor (30) is driven, and the second clutch (222) is normally open; In the energy recovery mode, the first motor (20) is not working and the first clutch (221) is normally closed; the second motor (30) recovers energy and the second clutch (222) is normally open.

14. A car, characterized in that, The hybrid control system includes any one of claims 1-13.

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