Hybrid power system and vehicle

Abstract

The utility model discloses a hybrid power system and a vehicle, and relates to the technical field of vehicles, the hybrid power system comprises an engine, a generator, a driving motor, a clutch, a differential mechanism, a first reducing mechanism, a second reducing mechanism, an input shaft and an output shaft; the engine is in transmission connection with the input shaft, the input shaft is sleeved with a first reducing mechanism, and the engine is in transmission connection with the generator through the first reducing mechanism; the output shaft is sleeved with a second speed reducing mechanism, and the driving motor is in transmission connection with the output shaft through the second speed reducing mechanism. The output shaft is in transmission connection with the differential; the clutch is used for controlling combination or disconnection of the first speed reducing mechanism and the output shaft so as to control transmission of power of the engine between the first speed reducing mechanism and the output shaft. According to the technical scheme, the hybrid power system is simple in structure, and the cost of the hybrid power system is reduced.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicles, in particular to a hybrid power system and a vehicle. Background Art

[0002] At present, with the proposal of the dual carbon goals, energy conservation and emission reduction in the vehicle industry will be an important work goal in the coming years. Due to the large carbon emissions of traditional power drive systems, new energy power systems are receiving more and more attention.

[0003] Hybrid systems can achieve energy conservation and emission reduction while also meeting the requirements for endurance. However, hybrid systems currently on the market are often complex in structure and expensive. Utility Model Content

[0004] The main purpose of the utility model is to provide a hybrid power system and a vehicle, aiming to provide a hybrid power system with a simple structure so as to reduce the cost of the hybrid power system.

[0005] To achieve the above-mentioned purpose, the hybrid power system proposed by the utility model includes an engine, a generator, a drive motor, a clutch, a differential, a first reduction mechanism, a second reduction mechanism, an input shaft and an output shaft;

[0006] The engine is drivingly connected to the input shaft, the input shaft is sleeved with the first reduction mechanism, and the engine is drivingly connected to the generator via the first reduction mechanism;

[0007] The output shaft is sleeved with the second reduction mechanism, and the drive motor is drivingly connected to the output shaft via the second reduction mechanism;

[0008] The output shaft is drivingly connected to the differential;

[0009] The clutch is used to control the connection or disconnection between the first reduction mechanism and the output shaft, so as to control the transmission of the power of the engine between the first reduction mechanism and the output shaft.

[0010] In one embodiment, the first reduction mechanism includes a first driving gear and a first floating gear meshing with each other, the first driving gear is fixedly sleeved on the input shaft, and the clutch is used to control the connection or disconnection of the first floating gear and the output shaft.

[0011] In one embodiment, at least part of the clutch is located within the first floating gear.

[0012] In one embodiment, the first reduction mechanism further includes a first driven gear meshing with the first driving gear, and the first driven gear is drivingly connected to the generator.

[0013] In one embodiment, the second reduction mechanism includes a primary gear pair and a secondary gear pair that are transmission-connected, and the drive motor is transmission-connected to the output shaft via the primary gear pair and the secondary gear pair.

[0014] In one embodiment, the primary gear pair includes a first driving gear and a first driven gear meshing with each other, the first driving gear is transmission-connected to the drive motor, and the first driven gear is transmission-connected to the secondary gear pair.

[0015] In one embodiment, the secondary gear pair includes a second driving gear and a second driven gear meshing with each other, the second driving gear is transmission-connected to the primary gear pair, and the second driven gear is fixedly sleeved on the output shaft.

[0016] In one embodiment, the driving motor is a high-speed motor.

[0017] In one embodiment, the hybrid power system has any one or more of the following operating modes:

[0018] Pure electric driving mode: the clutch is disconnected, the engine does not work, the generator does not work, and the drive motor works;

[0019] Extended-range driving mode: the clutch is disconnected, the engine drives the generator to generate electricity, and the drive motor works;

[0020] Engine drive mode: the clutch is engaged, the engine is driven, the generator is not working, and the drive motor is not working;

[0021] Engine driven power generation mode: the clutch is engaged, the engine drives and drives the generator to generate electricity, and the drive motor does not work;

[0022] Parallel drive mode: the clutch is engaged, the engine is driven, the generator is not working, and the drive motor is working;

[0023] Parallel drive power generation mode: the clutch is engaged, the engine drives and drives the generator to generate electricity, and the drive motor works.

[0024] The utility model also provides a vehicle, comprising the hybrid power system.

[0025] The technical solution of the utility model is to set an engine, a generator, a drive motor, a clutch, a differential, a first reduction mechanism, a second reduction mechanism, an input shaft and an output shaft in a hybrid power system. The engine is connected to the generator through the input shaft and the first reduction mechanism, the drive motor is connected to the output shaft through the second reduction mechanism, and the output shaft is connected to the differential. The clutch is used to control the combination or interruption of the first reduction mechanism and the output shaft, so as to control whether the power of the engine can be transmitted to the output shaft through the first reduction mechanism. In this way, compared with the more complex hybrid power system in the prior art, the utility model can realize multiple driving modes such as the drive motor drive, engine drive, and simultaneous drive of the drive motor and the engine of the vehicle by only setting one clutch in the hybrid power system, which simplifies the overall structure of the hybrid power system while meeting the use requirements of the vehicle, and also reduces the cost of the hybrid power system. On the other hand, the setting of the clutch realizes the decoupling of the engine and the drive motor, so that it is more convenient to design the motor efficiency curve to match the universal curve of the engine, so as to improve the power generation efficiency and reduce energy consumption loss. On the other hand, the simple hybrid power system allows the engine power to be transmitted directly to the output shaft via the first reduction mechanism and the clutch, thereby avoiding passing through multiple reduction mechanisms and further avoiding additional power loss, improving the transmission efficiency of the engine power, and helping to save energy. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] In order to more clearly illustrate the embodiments of the utility model or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the utility model. For ordinary technicians in this field, other drawings can be obtained based on the structures shown in these drawings without paying creative work.

[0027] Figure 1 This is a structural schematic diagram of an embodiment of a hybrid power system provided by the utility model.

[0028] Description of Figure Numbers:

[0029] 11. Engine; 12. Generator; 13. Drive motor; 14. Clutch; 15. Differential;

[0030] 21. Input shaft; 22. Output shaft;

[0031] 100, first speed reduction mechanism; 110, first driving gear; 120, first floating gear; 130, first driven gear;

[0032] 200, second reduction mechanism; 210, primary gear pair; 211, first driving gear; 212, first driven gear; 220, secondary gear pair; 221, second driving gear; 222, second driven gear.

[0033] The realization of the purpose, functional features and advantages of the utility model will be further explained in conjunction with embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0034] The following will be combined with the drawings in the embodiments of the utility model to clearly and completely describe the technical solutions in the embodiments of the utility model. Obviously, the described embodiments are only part of the embodiments of the utility model, not all of the embodiments. Based on the embodiments of the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model.

[0035] It should be noted that if the embodiments of the present invention involve directional indications (such as up, down, left, right, front, back...), the directional indications are only used to explain the relative position relationship, movement status, etc. between the components in a certain specific posture. If the specific posture changes, the directional indications will also change accordingly.

[0036] In addition, if there are descriptions involving "first", "second", etc. in the embodiments of the utility model, the descriptions of "first", "second", etc. are only used for descriptive purposes and cannot be understood as indicating or implying their relative importance or implicitly indicating the number of technical features indicated. Therefore, the features limited to "first" and "second" may explicitly or implicitly include at least one of the features. In addition, if "and / or" or "and / or" appears in the full text, its meaning includes three parallel solutions. Taking "A and / or B" as an example, it includes solution A, solution B, or solutions that satisfy both A and B. In addition, the technical solutions between the various embodiments can be combined with each other, but it must be based on the ability of ordinary technicians in this field to implement. When the combination of technical solutions is contradictory or cannot be implemented, it should be deemed that such combination of technical solutions does not exist and is not within the scope of protection required by the utility model.

[0037] At present, with the proposal of the dual carbon goals, energy conservation and emission reduction in the vehicle industry will be an important work goal in the coming years. Due to the large carbon emissions of traditional power drive systems, new energy power systems are receiving more and more attention.

[0038] Hybrid systems can achieve energy conservation and emission reduction while also meeting the requirements for endurance. However, hybrid systems currently on the market are often complex in structure and expensive.

[0039] The utility model provides a hybrid power system.

[0040] See also Figure 1 In one embodiment of the utility model, the hybrid power system includes an engine 11, a generator 12, a drive motor 13, a clutch 14, a differential 15, a first reduction mechanism 100, a second reduction mechanism 200, an input shaft 21 and an output shaft 22.

[0041] The engine 11 is connected to the input shaft 21 by transmission, and the first reduction mechanism 100 is sleeved on the input shaft 21. The engine 11 is connected to the generator 12 by transmission through the first reduction mechanism 100. Specifically, the engine 11 is connected to the input shaft 21 by transmission. In one embodiment, the input shaft 21 is the rotor shaft of the engine 11, and the power of the engine 11 is directly transmitted to the first reduction mechanism 100 through the rotor shaft. Of course, the input shaft 21 can also be an additionally provided shaft, and the input shaft 21 is connected to the rotor shaft of the engine 11 by splines, so that the power of the engine 11 is transmitted to the first reduction mechanism 100 through the input shaft 21. One side of the first reduction mechanism 100 is sleeved on the input shaft 21, and the other side is connected to the generator 12 by transmission, so that the power of the engine 11 is transmitted to the generator 12 through the first reduction mechanism 100, so that the engine 11 can drive the generator 12 to generate electricity. The electricity generated by the generator 12 is used to supply the drive motor 13 for the drive motor 13 to work, or stored in the battery. In one embodiment, the engine 11 can be a gasoline engine or a diesel engine, and there is no limitation on the type of the engine 11. In one embodiment, a flywheel is further provided between the engine 11 and the first reduction mechanism 100, and the main function of the flywheel is to store energy and inertia outside the power stroke of the engine 11.

[0042] The output shaft 22 is sleeved with a second reduction mechanism 200, and the drive motor 13 is connected to the output shaft 22 through the second reduction mechanism 200. Specifically, the output shaft 22 is arranged in parallel with the input shaft 21 to save lateral space, wherein the lateral direction refers to the width direction of the vehicle. The second reduction mechanism 200 is sleeved on the output shaft 22, and the drive motor 13 is connected to the second reduction mechanism 200, so that the power of the drive motor 13 is decelerated by the second reduction mechanism 200 and then transmitted to the output shaft 22.

[0043] The output shaft 22 is connected to the differential 15 in a driving manner. Specifically, the output shaft 22 is connected to the differential 15 in a driving manner, and the differential 15 is connected to the wheels in a driving manner, so that the power on the output shaft 22 is transmitted to the differential 15, and then to the wheels. In one embodiment, the differential 15 adopts a bevel gear differential. The bevel gear differential includes a differential housing, and two planetary gears and two half-shaft gears are arranged in the differential housing. The two planetary gears are respectively connected to the left half-shaft and the right half-shaft of the vehicle to transmit power to the left half-shaft and the right half-shaft respectively, thereby driving the left wheel and the right wheel of the vehicle to achieve the driving of the vehicle.

[0044] The clutch 14 is used to control the connection or disconnection between the first reduction mechanism 100 and the output shaft 22, so as to control the transmission of the power of the engine 11 between the first reduction mechanism 100 and the output shaft 22. Specifically, the clutch 14 is provided between the first reduction mechanism 100 and the output shaft 22, and is used to control the connection or disconnection between the first reduction mechanism 100 and the output shaft 22. When the clutch 14 is connected, the first reduction mechanism 100 and the output shaft 22 are connected, and the power of the engine 11 is transmitted to the differential 15 through the input shaft 21, the first reduction mechanism 100, the clutch 14, and the output shaft 22. At this time, the power of the engine 11 is transmitted to the wheels after being decelerated by the first reduction mechanism 100. When the clutch 14 is disconnected, the first reduction mechanism 100 and the output shaft 22 are disconnected, and the power of the engine 11 cannot be transmitted to the output shaft 22 through the first reduction mechanism 100.

[0045] Thus, in the hybrid power system of the utility model, generally, when the vehicle is traveling at a low speed, it is driven by the drive motor 13, and when the vehicle is traveling at a medium or high speed, it is driven by the engine 11, so that the engine 11 operates in a high efficiency zone. The setting of the clutch 14 enables the hybrid power system to achieve a variety of operating modes to meet the use requirements of the vehicle. More specifically, when the clutch 14 is disconnected, the power of the engine 11 cannot be transmitted to the output shaft 22, and only the drive motor 13 is involved in the driving work. When the clutch 14 is engaged, the power of the engine 11 can be transmitted to the output shaft 22. At this time, there are two situations. One is that only the engine 11 participates in the driving work, and the drive motor 13 does not work; the other is that both the engine 11 and the drive motor 13 participate in the driving work.

[0046] The technical solution of the utility model is to set an engine 11, a generator 12, a drive motor 13, a clutch 14, a differential 15, a first reduction mechanism 100, a second reduction mechanism 200, an input shaft 21 and an output shaft 22 in a hybrid power system. The engine 11 is connected to the generator 12 through the input shaft 21 and the first reduction mechanism 100, the drive motor 13 is connected to the output shaft 22 through the second reduction mechanism 200, and the output shaft 22 is connected to the differential 15. The clutch 14 is used to control the combination or interruption of the first reduction mechanism 100 and the output shaft 22, so as to control whether the power of the engine 11 can be transmitted to the output shaft 22 through the first reduction mechanism 100. In this way, compared with the more complex hybrid power system in the prior art, the utility model can realize multiple driving modes such as the drive motor 13 driving, the engine 11 driving, and the drive motor 13 and the engine 11 driving at the same time by setting only one clutch 14 in the hybrid power system, which simplifies the overall structure of the hybrid power system while meeting the use requirements of the vehicle, and also reduces the cost of the hybrid power system. On the other hand, the setting of the clutch 14 realizes the decoupling of the engine 11 and the drive motor 13, so that it is more convenient to design the motor efficiency curve to match the universal curve of the engine 11, thereby improving the power generation efficiency and reducing energy consumption losses. On the other hand, the simple hybrid power system allows the power of the engine 11 to be directly transmitted to the output shaft 22 through the first reduction mechanism 100 and the clutch 14, thereby avoiding passing through multiple stages of reduction mechanisms, thereby avoiding additional power losses, improving the transmission efficiency of the power of the engine 11, and helping to save energy consumption.

[0047] In the embodiment of the utility model, the first reduction mechanism 100 includes a first driving gear 110 and a first floating gear 120 meshing with each other. The first driving gear 110 is fixedly sleeved on the input shaft 21 . The clutch 14 is used to control the connection or disconnection between the first floating gear 120 and the output shaft 22 .

[0048] Specifically, the first driving gear 110 is fixedly arranged on the input shaft 21 by welding, splines, interference fit or integrally formed with the shaft. The first floating gear 120 is meshed with the first driving gear 110, and the first floating gear 120 can rotate under the drive of the first driving gear 110. In this way, the first floating gear 120 is meshed and connected with the first driving gear 110, so that there is no need to additionally set an intermediate gear matched with the first floating gear 120, so that the lateral space of the reduction box is not occupied, and the length of the gear and the length of the reduction box are reduced in the width direction of the vehicle, while saving the lateral space, the material cost is also reduced.

[0049] The clutch 14 is arranged on the output shaft 22, and the clutch 14 is used to control the connection or disconnection between the first floating gear 120 and the output shaft 22, so as to control whether the power of the engine 11 can be transmitted to the output shaft 22 through the first reduction mechanism 100. In one embodiment, at least part of the clutch 14 is located in the first floating gear 120. It can be understood that a groove is provided on the end surface of the first floating gear 120, so that at least part of the clutch 14 extends into the groove of the first floating gear 120 and is combined with the first floating gear 120. In this way, compared with the method of arranging the clutch 14 and the first floating gear 120 in the transverse direction, the utility model extends at least part of the clutch 14 into the first floating gear 120, thereby further saving the transverse arrangement space. Compared with the method of arranging the clutch 14 and the first floating gear 120 in sequence in the longitudinal direction, the utility model also further saves the longitudinal arrangement space.

[0050] In the embodiment of the present utility model, the first reduction mechanism 100 further includes a first driven gear 130 meshing with the first driving gear 110 , and the first driven gear 130 is drivingly connected to the generator 12 .

[0051] Specifically, the first reduction mechanism 100 further includes a first driven gear 130, the first driven gear 130 meshes with the first driving gear 110, and the first driven gear 130 is located on the side of the first driving gear 110 away from the first floating gear 120, so that the first driving gear 110 can simultaneously drive the first driven gear 130 and the first floating gear 120 to rotate. In this way, the first driven gear 130 and the first floating gear 120 share a meshing gear, thereby saving a lateral arrangement space. The first driven gear 130 is transmission-connected with the generator 12. In one embodiment, the rotor shaft of the generator 12 is spline-connected with the first driven gear 130. In this way, the power of the engine 11 is transmitted to the generator 12 via the input shaft 21, the first driving gear 110, and the first driven gear 130, so that the engine 11 drives the generator 12 to generate electricity, so as to provide power for the drive motor 13, or charge the battery.

[0052] In an embodiment of the present utility model, the second reduction mechanism 200 includes a primary gear pair 210 and a secondary gear pair 220 which are transmission-connected, and the drive motor 13 is transmission-connected to the output shaft 22 via the primary gear pair 210 and the secondary gear pair 220 .

[0053] Specifically, the second reduction mechanism 200 includes a two-stage transmission structure, so that the power of the drive motor 13 is decelerated by the first-stage transmission structure, and then decelerated again by the other-stage transmission structure before being transmitted to the output shaft 22. The two-stage transmission structure is set to extend the power transmission path and reduce the vibration generated during the power transmission process, thereby improving the NVH performance of the vehicle and improving the comfort of the vehicle. In one embodiment, the two-stage transmission structure is configured as a first-stage gear pair 210 and a second-stage gear pair 220 connected in transmission, and the power of the drive motor 13 is transmitted to the output shaft 22 via the first-stage gear pair 210 and the second-stage gear pair 220. In the scheme shown in the figure of the utility model, the first-stage gear pair 210 and the second-stage gear pair 220 both use ordinary transmission gears. Compared with the setting of the planetary gear, the utility model uses ordinary transmission gears, so that the number of gears is less, the structure is simpler, the transmission efficiency is higher, and excessive gear oil stirring loss is avoided, thereby reducing fuel consumption.

[0054] In the embodiment of the utility model, the first gear pair 210 includes a first driving gear 211 and a first driven gear 212 meshing with each other, the first driving gear 211 is transmission-connected to the drive motor 13 , and the first driven gear 212 is transmission-connected to the second gear pair 220 .

[0055] Specifically, in one embodiment, the first gear pair 210 uses a common meshing gear, including a first driving gear 211 and a first driven gear 212, and the first driving gear 211 is connected to the driving motor 13. In one embodiment, the rotor shaft of the driving motor 13 is spline-connected to the first driving gear 211. The first driven gear 212 is connected to the second gear pair 220, so that the power of the driving motor 13 is transmitted to the second gear pair 220 via the first driving gear 211 and the first driven gear 212.

[0056] In the embodiment of the utility model, the secondary gear pair 220 includes a second driving gear 221 and a second driven gear 222 meshing with each other. The second driving gear 221 is transmission-connected to the primary gear pair 210 , and the second driven gear 222 is fixedly sleeved on the output shaft 22 .

[0057] Specifically, the secondary gear pair 220 uses a common meshing gear, including a No. 2 driving gear 221 and a No. 2 driven gear 222. The No. 2 driving gear 221 is connected to the No. 1 driven gear 212 in transmission. A gear shaft is arranged between the No. 1 driven gear 212 and the No. 2 driving gear 221. The No. 1 driven gear 212 and the No. 2 driving gear 221 are respectively fixed at both ends of the gear shaft, so that the No. 1 driven gear 212 and the No. 2 driving gear 221 can rotate coaxially. The No. 2 driven gear 222 is fixedly arranged on the output shaft 22 by welding, splines, interference fit or integrally formed with the shaft. In this way, the power of the driving motor 13 is transmitted to the output shaft 22 through the No. 1 driving gear 211, the No. 1 driven gear 212, the No. 2 driving gear 221, and the No. 2 driven gear 222, and then transmitted to the differential 15, thereby driving the vehicle.

[0058] In the embodiment of the present utility model, the driving motor 13 is a high-speed motor.

[0059] Generally, compared with low-speed motors, high-speed motors are smaller in size, lower in cost, and faster in speed. In the scheme shown in the figure of the utility model, the power of the drive motor 13 is transmitted to the secondary gear pair 220 after being decelerated by the primary gear pair 210, and then transmitted to the output shaft 22 after being decelerated by the secondary gear pair 220, and then transmitted to the differential 15, and then transmitted to the wheels after being decelerated by the differential 15, so as to drive the vehicle to travel. The power of the drive motor 13 is decelerated by two stages of the primary gear pair 210 and the secondary gear pair 220 before being transmitted to the differential 15. In this way, the drive motor 13 can also meet the speed requirements of the power output by using a high-speed motor. In this way, the use of a high-speed motor saves layout space while also reducing the overall cost of the hybrid power system.

[0060] It is worth noting that the speed range of the high-speed motor is 0-20000rpm, or even 0-25000rpm. Taking the speed range of the high-speed motor as 0-20000rpm as an example, in one embodiment, when the vehicle speed reaches about 60km / h, the engine 11 intervenes in the driving, and the corresponding speed of the drive motor 13 reaches about 13000rpm. However, when the engine 11 intervenes in the driving, when the vehicle speed reaches about 100km / h, the drive motor 13 can be reversed to about 20000rpm. At this time, the drive motor 13 can also be used to supplement part of the power, effectively reducing fuel consumption.

[0061] In one embodiment, the generator 12 uses an oil-cooled motor, and the drive motor 13 also uses an oil-cooled motor. The lubricating oil in the first reduction mechanism 100, the second reduction mechanism 200 and the differential 15 and the coolant of the two motors use the same oil, which has a low viscosity, reduces the oil churning loss of the gears and motors, and reduces the resistance along the hydraulic oil circuit in the hybrid power system, thereby improving the efficiency of the first reduction mechanism 100, the second reduction mechanism 200 and the differential 15.

[0062] In an embodiment of the present utility model, the hybrid power system has any one or more of the following working modes:

[0063] Pure electric drive mode: the clutch 14 is disconnected, the engine 11 is not working, the generator 12 is not working, and the drive motor 13 is working. At this time, the vehicle is driven by the drive motor 13. The power transmission path of the drive motor 13 is: drive motor 13-first driving gear 211-first driven gear 212-second driving gear 221-second driven gear 222-output shaft 22-differential 15.

[0064] Extended range driving mode: the clutch 14 is disconnected, the engine 11 drives the generator 12 to generate electricity, and the drive motor 13 is working. At this time, the vehicle is driven by the drive motor 13, and the engine 11 drives the generator 12 to generate electricity. The power transmission path of the drive motor 13 is: drive motor 13-first driving gear 211-first driven gear 212-second driving gear 221-second driven gear 222-output shaft 22-differential 15.

[0065] Engine 11 driving mode: the clutch 14 is engaged, the engine 11 is driven, the generator 12 is not working, and the drive motor 13 is not working. At this time, the vehicle is driven by the engine 11, and the generator 12 is idling. The power transmission path of the engine 11 is: engine 11-input shaft 21-first driving gear 110-first floating gear 120-clutch 14-output shaft 22-differential 15.

[0066] Engine 11 driven power generation mode: the clutch 14 is engaged, the engine 11 drives and drives the generator 12 to generate electricity, and the drive motor 13 does not work. At this time, the vehicle is driven by the engine 11, and the engine 11 also drives the generator 12 to generate electricity. The power transmission path of the engine 11 is: engine 11-input shaft 21-first driving gear 110-first floating gear 120-clutch 14-output shaft 22-differential 15.

[0067] Parallel drive mode: the clutch 14 is engaged, the engine 11 is driven, the generator 12 is not working, and the drive motor 13 is working. At this time, the vehicle is driven by the engine 11 and the drive motor 13, and the generator 12 is idling. The power transmission path of the engine 11 is: engine 11-input shaft 21-first driving gear 110-first floating gear 120-clutch 14-output shaft 22-differential 15. The power transmission path of the drive motor 13 is: drive motor 13-first driving gear 211-first driven gear 212-second driving gear 221-second driven gear 222-output shaft 22-differential 15.

[0068] Parallel drive power generation mode: the clutch 14 is engaged, the engine 11 drives and drives the generator 12 to generate electricity, and the drive motor 13 works. At this time, the vehicle is driven by the engine 11 and the drive motor 13, and the engine 11 also drives the generator 12 to generate electricity. The power transmission path of the engine 11 is: engine 11-input shaft 21-first driving gear 110-first floating gear 120-clutch 14-output shaft 22-differential 15. The power transmission path of the drive motor 13 is: drive motor 13-first driving gear 211-first driven gear 212-second driving gear 221-second driven gear 222-output shaft 22-differential 15.

[0069] The following is a detailed description of the different working modes applicable to the hybrid power system under various working conditions.

[0070] When the vehicle is in a low-speed state, the pure electric drive mode or the extended-range drive mode is adopted, depending on the battery release power and the power requirements of the whole vehicle, especially some heavy-load direct-drive uphill conditions, which require the engine 11 to start to supplement the power.

[0071] When the vehicle enters the medium speed state and enters the high efficiency speed range of the engine 11, the engine 11 directly cuts in to participate in the driving work, and there are the following three situations:

[0072] 1. When the engine 11 is driven, the torque is below the high-efficiency zone (such as downhill conditions or flat roads without cargo), if it is in a downhill condition, the engine 11 charges the generator 12 or stops; if it is on a flat road, in addition to driving the vehicle, the engine 11 also needs to drive the generator 12 to generate electricity. When the battery is about to be fully charged, the engine 11 stops participating in the driving and adopts the pure electric driving mode.

[0073] 2. When the engine 11 is driven, the torque is just in the high-efficiency zone (such as hauling goods on a flat road or an empty vehicle going uphill), and the engine 11 is driven directly at this time; the excess energy of the engine 11 drives the generator 12 to generate electricity for charging the battery.

[0074] 3. When the engine 11 is driven, the torque exceeds the high efficiency zone (this includes the battery power and battery feeding states):

[0075] If the battery is in the feeding state, the engine 11 outputs maximum power, driving the generator 12 to generate electricity while driving the vehicle; when in downhill condition, the engine 11 also drives the generator 12 to generate electricity.

[0076] If the battery is in a charged state and the vehicle is in an overloaded state (the overloaded state is determined by the power or current on a flat road), first calculate whether the engine 11 can maintain power in the low-fuel-consumption and high-efficiency area. If it can maintain power (such as a small slope, pulling goods on a flat road, or when the overload is not serious), maintain the low-fuel-consumption state of the engine 11 in the high-efficiency area; if there is still power left (such as working conditions where the overload is not serious), charge the battery for high-speed climbing or pure electric driving; if the power is insufficient, the engine 11 enters the next high-fuel-consumption curve range, increases fuel consumption to achieve power conservation, and continuously adjusts the fuel consumption curve gear according to the overload situation.

[0077] In the above overload conditions, try to use the engine 11 driving mode in the medium speed area to improve efficiency. If the power is insufficient, it is necessary to disconnect the clutch 14 so that the engine 11 does not participate in the driving, and the engine 11 enters the high-speed power generation range at high speed, and adopts the extended-range driving mode. It is worth noting that the above power conservation refers to ensuring that the battery is in a charged state and avoiding the battery being in a feeding state.

[0078] When the vehicle speed is at a high speed, the vehicle is unloaded or half-loaded (the unloaded or half-loaded state is determined by the level road power or current). When the vehicle is unloaded, it first uses the pure electric drive mode to travel, and when it is close to the feeding state, the engine 11 drives the power generation mode. When the battery power reaches the intermediate state, the vehicle uses the pure electric drive mode to prevent the vehicle from reaching the destination when the battery is just fully charged.

[0079] When the vehicle is half-loaded, the required power is lower than the battery 1C power, and the pure electric drive mode is adopted at this time; the engine 11 driving power generation mode is the same as when it is no-loaded, and the maximum charging percentage is adjusted according to the actual situation; when the required power on a flat road is higher than the battery 1C power, the engine 11 enters the engine 11 drive mode or the extended-range drive mode; when in uphill conditions, the engine 11 and the drive motor 13 work together and adopt the parallel drive mode; when in downhill conditions, the vehicle recovers energy, stores the energy in the battery, and charges the battery.

[0080] When the vehicle speed is at a high speed and the vehicle is fully loaded or overloaded, the engine 11 driving mode is adopted to enable the engine 11 to output maximum power to the wheels; if the engine 11 has excess energy, it drives the generator 12 to generate electricity to recover the excess energy to the battery (including downhill conditions); if the engine 11 exceeds the power demand at the highest speed, the drive motor 13 assists in driving and adopts the parallel driving mode; when the power is close to the feeding state, the vehicle speed is reduced.

[0081] It is worth noting that the above-mentioned battery feeding state and intermediate state can be set according to actual conditions. In one embodiment, the battery feeding state refers to the battery power being less than 20%, and the intermediate state refers to the battery power being greater than or equal to 50% and less than or equal to 70%.

[0082] The low speed state, medium speed state and high speed state of the vehicle mentioned above can be set according to actual conditions. In one embodiment, the low speed state refers to a vehicle speed lower than 50 km / h, the medium speed state refers to a vehicle speed greater than or equal to 50 km / h and less than or equal to 70 km / h, and the high speed state refers to a vehicle speed higher than 70 km / h.

[0083] The utility model also proposes a vehicle, which includes a hybrid power system. The specific structure of the hybrid power system refers to the above-mentioned embodiment. Since the vehicle adopts all the technical solutions of all the above-mentioned embodiments, it has at least all the beneficial effects brought by the technical solutions of the above-mentioned embodiments, which will not be described one by one here.

[0084] The above description is only an exemplary embodiment of the present invention, and does not limit the patent scope of the present invention. All equivalent structural changes made by using the contents of the present invention specification and drawings under the technical concept of the present invention, or directly / indirectly applied in other related technical fields are included in the patent protection scope of the present invention.

Claims

1. A hybrid power system, characterized in that: It includes an engine, a generator, a drive motor, a clutch, a differential, a first reduction mechanism, a second reduction mechanism, an input shaft and an output shaft; The engine is drivingly connected to the input shaft, the input shaft is sleeved with the first reduction mechanism, and the engine is drivingly connected to the generator via the first reduction mechanism; The output shaft is sleeved with the second reduction mechanism, and the drive motor is drivingly connected to the output shaft via the second reduction mechanism; The output shaft is drivingly connected to the differential; The clutch is used to control the connection or disconnection between the first reduction mechanism and the output shaft, so as to control the transmission of the power of the engine between the first reduction mechanism and the output shaft.

2. The hybrid power system according to claim 1, characterized in that: The first reduction mechanism comprises a first driving gear and a first floating gear meshing with each other, the first driving gear is fixedly sleeved on the input shaft, and the clutch is used to control the connection or disconnection of the first floating gear and the output shaft.

3. The hybrid power system according to claim 2, characterized in that: At least a portion of the clutch is located within the first floating gear.

4. The hybrid power system according to claim 2, characterized in that: The first reduction mechanism further includes a first driven gear meshing with the first driving gear, and the first driven gear is drivingly connected to the generator.

5. The hybrid power system according to claim 1, characterized in that: The second reduction mechanism comprises a primary gear pair and a secondary gear pair which are transmission-connected, and the drive motor is transmission-connected to the output shaft via the primary gear pair and the secondary gear pair.

6. The hybrid power system according to claim 5, characterized in that: The primary gear pair comprises a first driving gear and a first driven gear meshing with each other, the first driving gear is transmission-connected to the driving motor, and the first driven gear is transmission-connected to the secondary gear pair.

7. The hybrid power system according to claim 5, characterized in that: The secondary gear pair comprises a second driving gear and a second driven gear meshing with each other, the second driving gear is transmission-connected with the primary gear pair, and the second driven gear is fixedly sleeved on the output shaft.

8. The hybrid power system according to claim 1, characterized in that: The driving motor is a high-speed motor.

9. The hybrid power system according to any one of claims 1 to 8, characterized in that: The hybrid power system has any one or more of the following working modes: Pure electric driving mode: the clutch is disconnected, the engine does not work, the generator does not work, and the drive motor works; Extended-range driving mode: the clutch is disconnected, the engine drives the generator to generate electricity, and the drive motor works; Engine drive mode: the clutch is engaged, the engine is driven, the generator is not working, and the drive motor is not working; Engine driven power generation mode: the clutch is engaged, the engine drives and drives the generator to generate electricity, and the drive motor does not work; Parallel drive mode: the clutch is engaged, the engine is driven, the generator is not working, and the drive motor is working; Parallel drive power generation mode: the clutch is engaged, the engine drives and drives the generator to generate electricity, and the drive motor works.

10. A vehicle comprising the hybrid power system according to any one of claims 1 to 9.

Images