Hybrid power system and vehicle with same

Abstract

The utility model discloses a hybrid power system and a vehicle with the same. The hybrid power system comprises an engine, a first gear shaft transmission system, a first motor, a second motor and a second gear shaft transmission system. The first gear shaft transmission system is in transmission connection with the differential mechanism; the second gear shaft transmission system comprises a first gear, a second gear, a third gear, a fourth gear and an intermediate shaft, the third gear is meshed with the first gear, the fourth gear is meshed with the second gear, the intermediate shaft is in transmission connection with the differential mechanism, the first gear and the second gear are arranged on a second motor shaft, and the third gear and the fourth gear are arranged on the intermediate shaft. The second motor is selectively in transmission connection with the differential mechanism through the first gear and the third gear or in transmission connection with the differential mechanism through the second gear and the fourth gear. According to the hybrid power system provided by the utility model, the hybrid power system can operate in a hybrid power mode, a pure electric drive mode and the like, and the hybrid power system can be switched between two gears.

Description

Technical Field

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

[0002] Since the beginning of the 21st century, the development of energy-saving and new energy vehicles (such as hybrid electric vehicles) has become a major trend. The most common hybrid electric vehicles have an engine and an electric motor. The engine consumes fuel and the traction motor consumes the power of the power battery. In recent years, the hybrid working mode used in hybrid vehicles has become a research hotspot. Utility Model Content

[0003] The utility model aims to solve at least one of the technical problems existing in the prior art. To this end, the utility model proposes a hybrid power system, which can operate in hybrid power and pure electric drive modes, and the hybrid power system can switch between two gears.

[0004] The utility model also provides a vehicle, which comprises the hybrid power system mentioned above.

[0005] According to the hybrid system of the embodiment of the utility model, it includes an engine, a first gear shaft transmission system, a first motor, a second motor and a second gear shaft transmission system. The first gear shaft transmission system is connected to the differential; the engine is connected to the first motor through the first gear shaft transmission system; the second gear shaft transmission system includes a first gear, a second gear, a third gear, a fourth gear and an intermediate shaft, the third gear is meshed with the first gear, the fourth gear is meshed with the second gear, the intermediate shaft is connected to the differential, the first gear and the second gear are arranged on the motor shaft of the second motor, the third gear and the fourth gear are arranged on the intermediate shaft, and the second motor can be selectively connected to the differential through the first gear and the third gear or through the second gear and the fourth gear.

[0006] According to the hybrid power system of the embodiment of the utility model, by setting the engine and the second motor, the hybrid power system can drive the first gear shaft transmission system to work under the drive of the engine, so as to supply energy to the first motor, so that the first motor generates electricity and charges the battery of the vehicle, and at the same time, the kinetic energy is transmitted to the differential through the first gear shaft transmission system, and the differential transmits the driving force of the engine to the drive wheel to realize the movement of the vehicle. The hybrid power system can obtain energy from the battery of the vehicle through the second motor, and the second motor can be selectively connected to the differential through the first gear and the third gear or connected to the differential through the second gear and the fourth gear. The differential can switch between the two transmission connections, so that the vehicle can switch between two gears. At this time, the vehicle can move in the engine drive mode, and the vehicle can also move under the drive of the second motor, and the engine can drive the first motor to generate electricity when working, and charge the battery of the vehicle through the first motor to realize the energy supply for the second motor. The hybrid power system can operate in the hybrid power and pure electric drive modes, and the hybrid power system has higher working efficiency.

[0007] In some embodiments of the present invention, the first gear and the second gear are both connected to the motor shaft of the second motor and rotate synchronously, the third gear and the fourth gear are both loosely mounted on the intermediate shaft, and the second gear shaft transmission system also includes a synchronizer, which is arranged on the intermediate shaft and rotates synchronously with the intermediate shaft. The synchronizer can be selectively connected to the third gear or the fourth gear, or is not connected to the third gear and the fourth gear.

[0008] In some embodiments of the present invention, the first gear and the second gear are both loosely mounted on the motor shaft of the second motor, the third gear and the fourth gear are both connected to the intermediate shaft and rotate synchronously with the intermediate shaft, and the second gear shaft transmission system also includes a synchronizer, which is arranged on the motor shaft of the second motor and rotates synchronously with the motor shaft of the second motor. The synchronizer can be selectively connected to the first gear or the second gear, or is not connected to both the first gear and the second gear.

[0009] In some embodiments of the present invention, the first gear shaft transmission system includes an input shaft, a dual clutch, a fifth gear and a sixth gear, one end of the input shaft is connected to the engine, and the other end is connected to the motor shaft of the first motor; the dual clutch includes a first clutch and a second clutch, the active ends of the first clutch and the second clutch are selectively connected to the input shaft, the driven end of the first clutch is connected to the fifth gear through a first connecting shaft, the driven end of the second clutch is connected to the sixth gear through a second connecting shaft, the fifth gear and the sixth gear are loosely mounted on the input shaft, the fifth gear is meshed with the fourth gear, and the sixth gear is meshed with the third gear.

[0010] In some embodiments of the present invention, a transmission ratio between the fifth gear and the fourth gear is different from a transmission ratio between the sixth gear and the third gear.

[0011] In some embodiments of the present invention, the first gear shaft transmission system further includes a seventh gear and an eighth gear, the seventh gear is connected to the motor shaft of the first motor, and the eighth gear is connected to the input shaft and meshes with the seventh gear.

[0012] In some embodiments of the present invention, a vibration damper is provided on the input shaft, and the vibration damper is located between the dual clutch and the engine.

[0013] In some embodiments of the present invention, the second gear shaft transmission system further includes a ninth gear and a tenth gear, the ninth gear is connected to the intermediate shaft, and the tenth gear is connected to the differential and meshes with the ninth gear.

[0014] In some embodiments of the present invention, a transmission ratio between the first gear and the third gear is different from a transmission ratio between the second gear and the fourth gear.

[0015] A vehicle according to an embodiment of the present utility model includes the above-mentioned hybrid power system.

[0016] According to the vehicle of the embodiment of the utility model, by setting the engine and the second motor, the hybrid system can drive the first gear shaft transmission system to work under the drive of the engine, so as to supply energy to the first motor, so that the first motor generates electricity and charges the battery of the vehicle, and at the same time, the kinetic energy is transmitted to the differential through the first gear shaft transmission system, and the differential transmits the driving force of the engine to the drive wheel to realize the movement of the vehicle. The hybrid system can obtain energy from the battery of the vehicle through the second motor, and the second motor can be selectively connected to the differential through the first gear and the third gear or connected to the differential through the second gear and the fourth gear. The differential can switch between the two transmission connections, so that the vehicle can switch between two gears. At this time, the vehicle can move in the engine drive mode, and the vehicle can also move under the drive of the second motor, and the engine can drive the first motor to generate electricity when working, and charge the battery of the vehicle through the first motor to realize the energy supply for the second motor. The hybrid system can operate in the hybrid and pure electric drive modes, and the hybrid system has higher working efficiency. At this time, the engine and the drive motor of the vehicle are more reasonably operated in the high efficiency range, which improves the power and economy of the vehicle.

[0017] Additional aspects and advantages of the present invention will be given in part in the following description, and in part will become apparent from the following description, or will be learned through the practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] The above and / or additional aspects and advantages of the present invention will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0019] Figure 1 is a structural diagram of a hybrid power system according to an embodiment of the utility model;

[0020] Figure 2 is a flow chart of an idle power generation mode of a hybrid power system according to an embodiment of the utility model;

[0021] Figure 3 is a flow chart of a single-motor pure electric first-gear driving mode of a hybrid power system according to an embodiment of the utility model;

[0022] Figure 4 is a flow chart of a single-motor pure electric second-gear driving mode of a hybrid power system according to an embodiment of the utility model;

[0023] Figure 5 is a flow chart of a series first gear driving mode of a hybrid power system according to an embodiment of the utility model;

[0024] Figure 6 is a flow chart of a series two-speed driving mode of a hybrid power system according to an embodiment of the utility model;

[0025] Figure 7 is a flow chart of a parallel first gear driving mode of a hybrid power system according to an embodiment of the utility model;

[0026] Figure 8 is a flow chart of a parallel second-gear driving mode of a hybrid power system according to an embodiment of the utility model;

[0027] Fig. 9 It is a control flow diagram of a hybrid power system according to an embodiment of the utility model.

[0028] Reference numerals:

[0029] 100. Hybrid power system;

[0030] 1. Engine;

[0031] 2. First gear transmission system; 21. Input shaft; 211. Shock absorber; 22. Dual clutch; 221. First clutch; 222. Second clutch; 23. Fifth gear; 24. Sixth gear; 25. Seventh gear; 26. Eighth gear; 27. First connecting shaft; 28. Second connecting shaft;

[0032] 3. a first motor; 31. a first motor shaft;

[0033] 4. a second motor; 41. a second motor shaft;

[0034] 5. Second gear transmission system; 51. First gear; 52. Second gear; 53. Third gear; 54. Fourth gear; 55. Intermediate shaft; 56. Synchronizer; 57. Ninth gear; 58. Tenth gear;

[0035] 6. Differential. DETAILED DESCRIPTION

[0036] The embodiments of the present invention are described in detail below, and examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and cannot be understood as limiting the present invention.

[0037] In the description of the present utility model, it is necessary to understand that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate positions or positional relationships based on the positions or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present utility model and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present utility model. In addition, features defined as "first" and "second" may explicitly or implicitly include one or more of such features. In the description of the present utility model, unless otherwise specified, "multiple" means two or more.

[0038] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installation", "connection" and "connection" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0039] Reference below Figure 1 A hybrid power system 100 according to an embodiment of the present invention is described.

[0040] like Figure 1 As shown, the hybrid power system 100 according to the embodiment of the present utility model includes an engine 1, a first gear transmission system 2, a first motor 3, a second motor 4 and a second gear transmission system 5.

[0041] Specifically, the first gear transmission system 2 is connected to the differential 6, and the engine 1 is connected to the first motor 3 through the first gear transmission system 2. When the engine 1 is in the ignition state, the first motor 3 works and starts the engine 1. When the engine 1 works, it can drive the first gear transmission system 2 to work, and transfer the kinetic energy to the first motor 3 through the first gear transmission system 2. The engine 1 can supply energy to the first motor 3, so that the first motor 3 generates electricity and charges the battery of the vehicle. When the engine 1 works, it can drive the first gear transmission system 2 to work, and transfer the kinetic energy to the differential 6 through the first gear transmission system 2. The differential 6 can transfer the driving force of the engine 1 to the drive wheels to realize the movement of the vehicle.

[0042] The second gear shaft transmission system 5 includes a first gear 51, a second gear 52, a third gear 53, a fourth gear 54 and an intermediate shaft 55. The third gear 53 is meshed with the first gear 51, the fourth gear 54 is meshed with the second gear 52, and the intermediate shaft 55 is drivingly connected to the differential 6. The first gear 51 and the second gear 52 are arranged on the first motor shaft 41, and the third gear 53 and the fourth gear 54 are arranged on the intermediate shaft 55. The second motor 4 can be selectively connected to the differential 6 through the first gear 51 and the third gear 53 or through the second gear 52 and the fourth gear 54.

[0043] When the second motor 4 is working, the second motor 4 obtains energy from the battery of the vehicle, the first motor shaft 41 rotates, the second motor 4 can be connected to the intermediate shaft 55 through the first gear 51 and the third gear 53 or connected to the intermediate shaft 55 through the second gear 52 and the fourth gear 54, the intermediate shaft 55 is transmitted to the differential 6, and the differential 6 can transmit the driving force at this time to the driving wheel to realize the movement of the vehicle; when the fourth gear 54 drives the intermediate shaft 55 to rotate, the rotation of the second gear 52 driven by the second motor 4 when working can be transmitted to the intermediate shaft 55 through the fourth gear 54, and the intermediate shaft 55 is transmitted to the differential 6, and the differential 6 can transmit the driving force at this time to the driving wheel to realize the movement of the vehicle. At this time, the second motor 4 can be selectively connected to the differential 6 through the first gear 51 and the third gear 53 or connected to the differential 6 through the second gear 52 and the fourth gear 54, and the differential 6 can be switched between the two transmission connections, so that the vehicle can switch between two gears.

[0044] In summary, the vehicle can move under the drive mode of the engine 1, and the vehicle can also move under the drive of the second motor 4. When the engine 1 is working, it can drive the first motor 3 to generate electricity, and charge the battery of the vehicle through the first motor 3 to realize energy supply for the second motor 4. The hybrid power system 100 can operate in hybrid power and pure electric drive modes, and the hybrid working system has higher working efficiency.

[0045] According to the hybrid system 100 of the embodiment of the utility model, by setting the engine 1 and the second motor 4, the hybrid system 100 can drive the first gear shaft transmission system 2 to work under the drive of the engine 1, so as to supply energy to the first motor 3, so that the first motor 3 generates electricity and charges the battery of the vehicle, and at the same time, the kinetic energy is transmitted to the differential 6 through the first gear shaft transmission system 2, and the differential 6 transmits the driving force of the engine 1 to the driving wheel to realize the movement of the vehicle. The hybrid system 100 can obtain energy from the battery of the vehicle through the second motor 4, and the second motor 4 can be selectively connected to the differential 6 through the first gear 51 and the third gear 53 or connected to the differential 6 through the second gear 52 and the fourth gear 54, and the differential 6 can be switched between the two transmission connections, so that the vehicle can switch between two gears. The vehicle can move under the drive mode of the engine 1, and the vehicle can also move under the drive mode of the second motor 4. When the engine 1 is working, it can drive the first motor 3 to generate electricity, and charge the battery of the vehicle through the first motor 3 to realize energy supply for the second motor 4. The hybrid power system 100 can operate in hybrid power and pure electric drive modes, and the hybrid power system 100 has higher working efficiency.

[0046] In some embodiments of the present invention, Figure 1 As shown, the first gear 51 and the second gear 52 are both connected to the first motor shaft 41 and rotate synchronously, the third gear 53 and the fourth gear 54 are both sleeved on the intermediate shaft 55, the synchronizer 56 is arranged on the intermediate shaft 55 and rotates synchronously with the intermediate shaft 55, and the second gear transmission system 5 also includes a synchronizer 56, which can be selectively connected to the third gear 53 or the fourth gear 54, or not connected to the third gear 53 and the fourth gear 54. When the second motor 4 is working, the second motor 4 obtains energy from the battery of the vehicle, the first motor shaft 41 rotates, and can drive the first gear 51 and the second gear 52 to rotate, the first gear 51 can transfer its own rotation to the third gear 53 meshing therewith, and the second gear 52 can transfer its own rotation to the fourth gear 54 meshing therewith, and the third gear 53 and the fourth gear 54 rotate, and at this time, the rotation of the third gear 53 and the fourth gear 54 will not affect the motion state of the intermediate shaft 55. When the synchronizer 56 on the intermediate shaft 55 is not connected to the third gear 53 and the fourth gear 54 , the third gear 53 and the fourth gear 54 are idle, the differential 6 remains unchanged, and the vehicle does not move under the drive of the second motor 4 .

[0047] When the synchronizer 56 on the intermediate shaft 55 is connected to the third gear 53, the first gear 51 can transfer its own rotation to the third gear 53 meshing therewith, and the third gear 53 can transfer kinetic energy to the synchronizer 56. The synchronizer 56 rotates following the third gear 53 and drives the intermediate shaft 55 to rotate. The intermediate shaft 55 can transfer kinetic energy to the differential 6, and the driving force at this time is transferred to the driving wheel through the differential 6 to achieve the movement of the vehicle. When the synchronizer 56 on the intermediate shaft 55 is connected to the fourth gear 54, the second gear 52 can transfer its own rotation to the fourth gear 54 meshing therewith, and the fourth gear 54 can transfer kinetic energy to the synchronizer 56. The synchronizer 56 rotates following the fourth gear 54 and drives the intermediate shaft 55 to rotate. The intermediate shaft 55 can transfer kinetic energy to the differential 6, and the driving force at this time is transferred to the driving wheel through the differential 6 to achieve the movement of the vehicle.

[0048] At this time, the kinetic energy brought by the operation of the second motor 4 in the hybrid system 100 can be transmitted to the differential 6 under the transmission of the third gear 53 or the fourth gear 54, and the kinetic energy transmission path can be switched more conveniently by changing the position of the synchronizer 56, so that the structure of the hybrid system 100 is simpler, which helps to simplify the assembly work of the hybrid system 100, and the hybrid system 100 occupies less space inside the vehicle.

[0049] In some embodiments of the utility model, the first gear 51 and the second gear 52 are both sleeved on the first motor shaft 41, the third gear 53 and the fourth gear 54 are both connected to the intermediate shaft 55 and rotate synchronously with the intermediate shaft 55, the synchronizer 56 is arranged on the first motor shaft 41 and rotates synchronously with the first motor shaft 41, and the second gear transmission system 5 also includes the synchronizer 56, which can be selectively connected to the first gear 51 or the second gear 52, or not connected to the first gear 51 and the second gear 52. When the second motor 4 is working, the second motor 4 obtains energy from the battery of the vehicle, the first motor shaft 41 rotates, and the synchronizer 56 on the first motor shaft 41 can be driven to rotate. When the synchronizer 56 on the first motor shaft 41 is not connected to the first gear 51 and the second gear 52, the first gear 51 and the second gear 52 remain stationary, the third gear 53 and the fourth gear 54 meshing therewith remain stationary, the differential 6 remains unchanged, and the vehicle does not move under the drive of the second motor 4.

[0050] When the synchronizer 56 on the first motor shaft 41 is connected to the first gear 51, the synchronizer 56 can transfer the rotation of the first motor shaft 41 to the first gear 51, and the first gear 51 can transfer its own rotation to the third gear 53 meshing therewith, and the third gear 53 can drive the intermediate shaft 55 to rotate, and the intermediate shaft 55 can transfer kinetic energy to the differential 6, and the driving force at this time is transferred to the driving wheel through the differential 6, so as to realize the movement of the vehicle. When the synchronizer 56 on the first motor shaft 41 is connected to the second gear 52, the synchronizer 56 can transfer the rotation of the first motor shaft 41 to the second gear 52, and the second gear 52 can transfer its own rotation to the fourth gear 54 meshing therewith, and the fourth gear 54 can drive the intermediate shaft 55 to rotate, and the intermediate shaft 55 can transfer kinetic energy to the differential 6, and the driving force at this time is transferred to the driving wheel through the differential 6, so as to realize the movement of the vehicle.

[0051] At this time, in the hybrid system 100, the kinetic energy transmission path can be switched more conveniently by changing the position of the synchronizer 56, so that the structure of the hybrid system 100 is simpler, which helps to simplify the assembly of the hybrid system 100, and the hybrid system 100 occupies less space inside the vehicle.

[0052] In some embodiments of the present invention, Figure 1 As shown, the first gear transmission system 2 includes an input shaft 21, a dual clutch 22, a fifth gear 23 and a sixth gear 24. One end of the input shaft 21 is connected to the engine 1, and the other end is connected to the first motor shaft 31. In the ignition state, the first motor 3 works and starts the engine 1. When the engine 1 works, it can drive the input shaft 21 to rotate and transfer kinetic energy to the first motor 3 through the input shaft 21. The engine 1 can supply energy to the first motor 3, so that the first motor 3 generates electricity and charges the battery of the vehicle.

[0053] The dual clutch 22 includes a first clutch 221 and a second clutch 222. The driving ends of the first clutch 221 and the second clutch 222 are selectively connected to the input shaft 21. The driven end of the first clutch 221 is connected to the fifth gear 23 through the first connecting shaft 27. The driven end of the second clutch 222 is connected to the sixth gear 24 through the second connecting shaft 28. The fifth gear 23 and the sixth gear 24 are loosely mounted on the input shaft 21. The fifth gear 23 is meshed with the fourth gear 54, and the sixth gear 24 is meshed with the third gear 53. It can be understood that when the first clutch 221 is controlled to be connected to the input shaft 21 and the second clutch 222 is separated from the input shaft 21, part of the power of the started engine 1 is used to drive the first motor 3 to generate electricity to charge the battery or supply power to the second motor 4, and another part of the power drives the fifth gear 23 to rotate through the first connecting shaft 27, and the rotation of the fifth gear 23 can be transmitted to the fourth gear 54, thereby driving the fourth gear 54 to rotate; when the second clutch 222 is controlled to be connected to the input shaft 21 and the first clutch 221 is separated from the input shaft 21, part of the power of the started engine 1 is used to drive the first motor 3 to generate electricity to charge the battery or supply power to the second motor 4, and another part of the power drives the sixth gear 24 to rotate through the second connecting shaft 28, and the rotation of the sixth gear 24 can be transmitted to the third gear 53, thereby driving the third gear 53 to rotate.

[0054] When the third gear 53 and the fourth gear 54 may be loosely mounted on the intermediate shaft 55, a synchronizer 56 is provided on the intermediate shaft 55, and the synchronizer 56 can be connected to the third gear 53 or the fourth gear 54. When the second clutch 222 is controlled to be connected to the input shaft 21 and the first clutch 221 is separated from the input shaft 21, the synchronizer 56 on the intermediate shaft 55 is connected to the third gear 53, and the rotation of the sixth gear 24 driven by the engine 1 when working can be transmitted to the third gear 53, and the third gear 53 can transmit kinetic energy to the synchronizer 56, and the synchronizer 56 rotates with the third gear 53 and drives the intermediate shaft 55 to rotate, and the intermediate shaft 55 can transmit kinetic energy to the differential 6, and transmit the driving force at this time to the driving wheels through the differential 6 to realize the movement of the vehicle. When the first clutch 221 is controlled to be connected to the input shaft 21 and the second clutch 222 is separated from the input shaft 21, the synchronizer 56 on the intermediate shaft 55 is connected to the fourth gear 54. The rotation of the fifth gear 23 driven by the engine 1 when working can be transmitted to the fourth gear 54. The fourth gear 54 can transmit kinetic energy to the synchronizer 56. The synchronizer 56 rotates with the fourth gear 54 and drives the intermediate shaft 55 to rotate. The intermediate shaft 55 can transmit kinetic energy to the differential 6 and transmit the driving force at this time to the drive wheels through the differential 6 to realize the movement of the vehicle.

[0055] When the third gear 53 and the fourth gear 54 may both be connected to the intermediate shaft 55 and rotate synchronously with the intermediate shaft 55, the second clutch 222 is controlled to be connected to the input shaft 21, and the first clutch 221 is separated from the input shaft 21. The rotation of the sixth gear 24 driven by the engine 1 when working can be transmitted to the third gear 53, and the third gear 53 drives the intermediate shaft 55 to rotate. The intermediate shaft 55 can transmit kinetic energy to the differential 6, and transmit the driving force at this time to the driving wheel through the differential 6 to achieve the movement of the vehicle. When the first clutch 221 is controlled to be connected to the input shaft 21, and the second clutch 222 is separated from the input shaft 21, the rotation of the fifth gear 23 driven by the engine 1 when working can be transmitted to the fourth gear 54, and the fourth gear 54 drives the intermediate shaft 55 to rotate. The intermediate shaft 55 can transmit kinetic energy to the differential 6, and transmit the driving force at this time to the driving wheel through the differential 6 to achieve the movement of the vehicle.

[0056] At this time, in the hybrid power system 100, by switching the connection and separation between the first clutch 221 and the second clutch 222 and the input shaft 21, the kinetic energy transmission path can be switched more conveniently, making the structure of the hybrid power system 100 simpler, which helps to simplify the assembly of the hybrid power system 100. The hybrid power system 100 occupies a smaller space inside the vehicle, and the vehicle power is not interrupted during the gear shifting process.

[0057] Furthermore, the transmission ratio of the fifth gear 23 and the fourth gear 54 is different from the transmission ratio of the sixth gear 24 and the third gear 53. At this time, by switching the connection and separation of the first clutch 221 and the second clutch 222 with the input shaft 21, the engine 1 can drive the fifth gear 23 or the sixth gear 24 respectively, the rotation of the fifth gear 23 can be transmitted to the fourth gear 54, and the rotation of the sixth gear 24 can be transmitted to the third gear 53. The rotation speed of the fourth gear 54 after rotation is different from the rotation speed of the third gear 53 after rotation. The vehicle gear can be switched by controlling the dual clutch 22, thereby improving the gear shifting comfort.

[0058] In some embodiments of the present invention, Figure 1As shown, the first gear transmission system 2 also includes a seventh gear 25 and an eighth gear 26. The seventh gear 25 is connected to the first motor shaft 31, and the eighth gear 26 is connected to the input shaft 21 and meshes with the seventh gear 25. In the ignition state, the first motor 3 works and starts the engine 1. When the engine 1 works, it can drive the input shaft 21 to work and transfer kinetic energy to the eighth gear 26 through the input shaft 21. The eighth gear 26 can transfer kinetic energy to the seventh gear 25 meshed therewith. At this time, the seventh gear 25 rotates and drives the first motor shaft 31 to rotate. The engine 1 can supply energy to the first motor 3, so that the first motor 3 generates electricity and charges the battery of the vehicle, realizing the hybrid power control of the vehicle, effectively reducing fuel consumption, and improving the fuel economy of the vehicle. By setting the seventh gear 25 and the eighth gear 26, and through the meshing of the seventh gear 25 and the eighth gear 26, the transmission from the engine 1 to the first motor 3 is realized, and the gears have a long life, stable operation, and high reliability, and can ensure a relatively constant transmission ratio. When there is an angle between the first motor shaft 31 and the input shaft 21 in the layout of the hybrid power system 100, the transmission can still be realized by setting the seventh gear 25 and the eighth gear 26 as helical gears, and the engine 1 and the first motor 3 can be staggered in layout, and the layout of the hybrid power system 100 is more reasonable.

[0059] In some embodiments of the present invention, Figure 1 As shown, a shock absorber 211 is provided on the input shaft 21, and the shock absorber 211 is located between the dual clutch 22 and the engine 1. The shock absorber 211 can reduce vibration and buffer when the engine 1 outputs kinetic energy, making the vehicle run more smoothly and comfortably.

[0060] In this embodiment, the vibration damper 211 may be a torsional vibration damper 211 or a dual mass flywheel.

[0061] In some embodiments of the present invention, Figure 1As shown, the second gear transmission system 5 further includes a ninth gear 57 and a tenth gear 58, wherein the ninth gear 57 is connected to the intermediate shaft 55, and the tenth gear 58 is connected to the differential 6 and meshes with the ninth gear 57. When the hybrid power system 100 is working, the movement of the intermediate shaft 55 can be transmitted to the ninth gear 57, and the ninth gear 57 can transmit kinetic energy to the tenth gear 58 meshing therewith, at which time the tenth gear 58 rotates and drives the differential 6 to work, and the differential 6 can transmit the driving force at this time to the driving wheels to realize the movement of the vehicle. By setting the ninth gear 57 and the tenth gear 58, and through the meshing of the ninth gear 57 and the tenth gear 58, the transmission from the intermediate shaft 55 to the differential 6 is realized, and the gears have a long life, stable operation, and high reliability, and a relatively constant transmission ratio can be guaranteed. When there is an angle between the first motor shaft 41 and the differential 6 in the layout of the hybrid power system 100, the transmission can still be realized by setting the ninth gear 57 and the tenth gear 58 as helical gears, and the second gear shaft transmission system 5 where the intermediate shaft 55 is located and the differential 6 can be staggered, and the layout of the hybrid power system 100 is more reasonable.

[0062] In some embodiments of the utility model, the transmission ratio of the first gear 51 and the third gear 53 is different from the transmission ratio of the second gear 52 and the fourth gear 54. At this time, the first gear 51 can transmit its own rotation to the third gear 53 meshing therewith, and the second gear 52 can transmit its own rotation to the fourth gear 54 meshing therewith. The rotation speed of the third gear 53 after rotation is different from the rotation speed of the fourth gear 54 after rotation. The third gear 53 or the fourth gear 54 can drive the intermediate shaft 55 to rotate, and the vehicle gear can be switched by the transmission connection with the intermediate shaft 55 driven by the third gear 53 or the fourth gear 54 through the differential 6, so as to realize two gears of the hybrid system 100 driven by the second motor 4, so that the hybrid system 100 can provide a wider speed ratio selection range, and improve the power and economy of the vehicle.

[0063] A hybrid power system 100 according to a specific embodiment of the present invention is described below with reference to the accompanying drawings. It is worth noting that the following description is only exemplary and intended to be used to explain the present invention, and cannot be construed as limiting the present invention.

[0064] Specifically, Figure 1 As shown, the hybrid system 100 includes an engine 1 , a first gear transmission system 2 , a first motor 3 , a second motor 4 and a second gear transmission system 5 .

[0065] The first gear transmission system 2 is suitable for being connected to the differential 6 in a driving manner; the first gear transmission system 2 includes an input shaft 21 and a dual clutch 22, one end of the input shaft 21 is connected to the engine 1, and the other end is connected to the first motor shaft 31, and a shock absorber 211 is provided on the input shaft 21, and the shock absorber 211 is located between the dual clutch 22 and the engine 1. The dual clutch 22 includes a first clutch 221 and a second clutch 222, and the active ends of the first clutch 221 and the second clutch 222 are selectively connected to the input shaft 21, the driven end of the first clutch 221 is connected to the fifth gear 23 through the first connecting shaft 27, and the driven end of the second clutch 222 is connected to the sixth gear 24 through the second connecting shaft 28, and the fifth gear 23 and the sixth gear 24 are loosely sleeved on the input shaft 21, and the fifth gear 23 is meshed with the fourth gear 54, and the sixth gear 24 is meshed with the third gear 53. The transmission ratio of the fifth gear 23 to the fourth gear 54 is different from the transmission ratio of the sixth gear 24 to the third gear 53.

[0066] The first gear transmission system 2 further includes a seventh gear 25 and an eighth gear 26 . The seventh gear 25 is connected to the first motor shaft 31 , and the eighth gear 26 is connected to the input shaft 21 and meshes with the seventh gear 25 .

[0067] The second gear shaft transmission system 5 includes a first gear 51, a second gear 52, a third gear 53, a fourth gear 54 and an intermediate shaft 55. The third gear 53 is meshed with the first gear 51, the fourth gear 54 is meshed with the second gear 52, and the intermediate shaft 55 is drivingly connected to the differential 6. The first gear 51 and the second gear 52 are arranged on the first motor shaft 41, and the third gear 53 and the fourth gear 54 are arranged on the intermediate shaft 55. The second motor 4 can be selectively connected to the differential 6 through the first gear 51 and the third gear 53 or through the second gear 52 and the fourth gear 54.

[0068] The first gear 51 and the second gear 52 are both connected to the first motor shaft 41 and rotate synchronously, the third gear 53 and the fourth gear 54 are both sleeved on the intermediate shaft 55, and the second gear transmission system 5 also includes a synchronizer 56, which is arranged on the intermediate shaft 55 and rotates synchronously with the intermediate shaft 55. The synchronizer 56 can be selectively connected to the third gear 53 or the fourth gear 54, or is not connected to the third gear 53 and the fourth gear 54. The transmission ratio of the first gear 51 and the third gear 53 is different from the transmission ratio of the second gear 52 and the fourth gear 54.

[0069] The second gear transmission system 5 further includes a ninth gear 57 and a tenth gear 58 . The ninth gear 57 is connected to the intermediate shaft 55 , and the tenth gear 58 is connected to the differential 6 and meshes with the ninth gear 57 .

[0070] By controlling the engagement and disengagement of the first clutch 221, the second clutch 222, and the synchronizer 56, and simultaneously controlling the operating states of the engine 1, the first motor 3, and the second motor 4, the hybrid coupling system of this embodiment can realize multiple operating modes such as idle power generation mode, single-motor pure electric drive mode, series drive mode, parallel drive mode, and brake energy recovery mode. The switching of the above operating modes is determined based on a comprehensive combination of parameters such as battery power, throttle opening, vehicle speed, and brake pedal depth.

[0071] Specifically, Fig. 9 As shown, the control process of the hybrid control system includes three steps. First, the current battery power value, throttle opening value, vehicle speed value, brake pedal depth and other value parameters of the vehicle are obtained; then, the working mode of the vehicle is determined according to the current battery power value, throttle opening value, vehicle speed value, brake pedal depth value and the like; finally, according to the working mode of the vehicle, the working state of the engine 1, the first motor 3, the second motor 4, and the on-off of the power transmission path where the first clutch 221, the second clutch 222 and the synchronizer 56 are located are controlled to match the current working mode of the vehicle.

[0072] Specifically, the operation modes of the hybrid power system 100 include the following eight modes.

[0073] Idle power generation mode

[0074] like Figure 2 As shown, the first clutch 221, the second clutch 222, and the synchronizer 56 are all controlled to be separated; the first motor 3 is controlled to start the engine 1. After starting, the engine 1 can drive the input shaft 21 to work, and transmit the kinetic energy to the eighth gear 26 through the input shaft 21. The eighth gear 26 can transmit the kinetic energy to the seventh gear 25 meshing therewith. At this time, the seventh gear 25 rotates and drives the first motor shaft 31 to rotate. The engine 1 can supply energy to the first motor 3, so that the first motor 3 generates electricity and charges the battery of the vehicle. The second motor 4 is controlled not to work. At this time, the vehicle operates in idle power generation mode.

[0075] Single motor pure electric first gear driving mode

[0076] like Figure 3As shown, the first clutch 221 and the second clutch 222 are controlled to be separated, the synchronizer 56 is controlled to be engaged with the fourth gear 54, the engine 1 and the first motor 3 are controlled not to work, and the second motor 4 is controlled to drive the first gear 51 and the second gear 52 to rotate, and transmit the movement to the third gear 53 and the fourth gear 54. The third gear 53 and the fourth gear 54 are loosely mounted on the intermediate shaft 55. The transmission ratio of the first gear 51 and the third gear 53 is different from the transmission ratio of the second gear 52 and the fourth gear 54. The synchronizer 56 transmits the rotation of the fourth gear 54 to the ninth gear 57 through the intermediate shaft 55, and transmits the driving force of the second motor 4 to the differential 6 through the tenth gear 58 meshing with the ninth gear 57. The differential 6 can transmit the driving force at this time to the drive wheels to realize the movement of the vehicle. At this time, the vehicle operates in a single-motor pure electric first-gear drive mode.

[0077] Single motor pure electric second gear drive mode

[0078] like Figure 4 As shown, the first clutch 221 and the second clutch 222 are controlled to be separated, and the synchronizer 56 is controlled to be engaged with the third gear 53; the engine 1 and the first motor 3 are controlled not to work; the second motor 4 is controlled to drive the first gear 51 and the second gear 52 to rotate, and transmit the movement to the third gear 53 and the fourth gear 54. The third gear 53 and the fourth gear 54 are loosely mounted on the intermediate shaft 55. The transmission ratio of the first gear 51 and the third gear 53 is different from the transmission ratio of the second gear 52 and the fourth gear 54. The synchronizer 56 transmits the rotation of the third gear 53 to the ninth gear 57 through the intermediate shaft 55, and transmits the driving force of the second motor 4 to the differential 6 through the tenth gear 58 meshing with the ninth gear 57. The differential 6 can transmit the driving force at this time to the drive wheels to realize the movement of the vehicle. At this time, the vehicle operates in a single-motor pure electric second-gear drive mode.

[0079] Series 1st gear drive mode

[0080] like Figure 5As shown, the first clutch 221 and the second clutch 222 are controlled to be separated, the synchronizer 56 is controlled to be engaged with the fourth gear 54, and the first motor 3 is controlled to start the engine 1. After starting, the engine 1 can drive the input shaft 21 to work, and transmit the kinetic energy to the eighth gear 26 through the input shaft 21. The eighth gear 26 can transmit the kinetic energy to the seventh gear 25 meshing therewith. At this time, the seventh gear 25 rotates and drives the first motor shaft 31 to rotate. The engine 1 can supply energy to the first motor 3, so that the first motor 3 generates electricity and charges the battery of the vehicle. At this time, the electric energy generated by the first motor 3 driven by the engine 1 drives the second motor 4, and the second motor 4 The first gear 51 and the second gear 52 are driven to rotate, and the movement is transmitted to the third gear 53 and the fourth gear 54. The third gear 53 and the fourth gear 54 are loosely mounted on the intermediate shaft 55. The transmission ratio of the first gear 51 and the third gear 53 is different from the transmission ratio of the second gear 52 and the fourth gear 54. The synchronizer 56 transmits the rotation of the fourth gear 54 to the ninth gear 57 through the intermediate shaft 55, and transmits the driving force of the second motor 4 to the differential 6 through the tenth gear 58 meshing with the ninth gear 57. The differential 6 can transmit the driving force at this time to the drive wheels to realize the movement of the vehicle. At this time, the vehicle operates in the series first gear drive mode.

[0081] Series 2 gear drive mode

[0082] like Figure 6 As shown, the first clutch 221 and the second clutch 222 are controlled to be separated, the synchronizer 56 is controlled to be engaged with the third gear 53, and the first motor 3 is controlled to start the engine 1. After starting, the engine 1 can drive the input shaft 21 to work, and transmit the kinetic energy to the eighth gear 26 through the input shaft 21. The eighth gear 26 can transmit the kinetic energy to the seventh gear 25 meshing therewith. At this time, the seventh gear 25 rotates and drives the first motor shaft 31 to rotate. The engine 1 can supply energy to the first motor 3, so that the first motor 3 generates electricity and charges the battery of the vehicle. At this time, the electric energy generated by the first motor 3 driven by the engine 1 drives the second motor 4, and the second motor 4 The first gear 51 and the second gear 52 are driven to rotate, and the movement is transmitted to the third gear 53 and the fourth gear 54. The third gear 53 and the fourth gear 54 are loosely mounted on the intermediate shaft 55. The transmission ratio of the first gear 51 and the third gear 53 is different from the transmission ratio of the second gear 52 and the fourth gear 54. The synchronizer 56 transmits the rotation of the third gear 53 to the ninth gear 57 through the intermediate shaft 55, and transmits the driving force of the second motor 4 to the differential 6 through the tenth gear 58 meshing with the ninth gear 57. The differential 6 can transmit the driving force at this time to the driving wheels to realize the movement of the vehicle. At this time, the vehicle operates in a series second gear drive mode.

[0083] Parallel first gear drive mode

[0084] like Figure 7As shown, the first clutch 221 is controlled to be connected with the input shaft 21, the second clutch 222 is controlled to be separated from the input shaft 21, the synchronizer 56 is controlled to be engaged with the fourth gear 54, and the first motor 3 is controlled to start the engine 1. After the engine 1 is started, part of the power drives the input shaft 21 to work, and transmits the kinetic energy to the eighth gear 26 through the input shaft 21. The eighth gear 26 can transmit the kinetic energy to the seventh gear 25 meshing therewith. At this time, the seventh gear 25 rotates and drives the first motor shaft 31 to rotate. The engine 1 can supply energy to the first motor 3, so that the first motor 3 generates electricity and charges the battery of the vehicle. Another part of the power drives the fifth gear 23 to rotate through the first connecting shaft 27, and the rotation of the fifth gear 23 can be transmitted to the fourth gear 54, from And drive the fourth gear 54 to rotate; control the second motor 4 to obtain the electric energy in the battery of the vehicle and then work, drive the first gear 51 and the second gear 52 to rotate, and transmit the movement to the third gear 53 and the fourth gear 54, the third gear 53 and the fourth gear 54 are loosely mounted on the intermediate shaft 55, the transmission ratio of the first gear 51 and the third gear 53 is different from the transmission ratio of the second gear 52 and the fourth gear 54, the synchronizer 56 transmits the rotation of the fourth gear 54 to the ninth gear 57 through the intermediate shaft 55, and transmits the driving force of the second motor 4 to the differential 6 through the tenth gear 58 meshing with the ninth gear 57, the differential 6 can transmit the driving force at this time to the drive wheels to realize the movement of the vehicle, and the vehicle operates in the parallel first gear drive mode at this time.

[0085] Parallel 2nd gear drive mode

[0086] like Figure 8As shown, the first clutch 221 is controlled to be separated from the input shaft 21, the second clutch 222 is controlled to be connected to the input shaft 21, and the synchronizer 56 is controlled to be combined with the third gear 53; the first motor 3 is controlled to start the engine 1, and a part of the power of the started engine 1 drives the input shaft 21 to work, and transmits the kinetic energy to the eighth gear 26 through the input shaft 21, and the eighth gear 26 can transmit the kinetic energy to the seventh gear 25 meshing therewith. At this time, the seventh gear 25 rotates and drives the first motor shaft 31 to rotate, and the engine 1 can supply energy to the first motor 3, so that the first motor 3 generates electricity and charges the battery of the vehicle. Another part of the power drives the sixth gear 24 to rotate through the second connecting shaft 28, and the rotation of the sixth gear 24 can be transmitted to the third gear 53, from The third gear 53 is driven to rotate, and the second motor 4 is controlled to obtain electric energy from the battery of the vehicle to work, thereby driving the first gear 51 and the second gear 52 to rotate, and transmitting the motion to the third gear 53 and the fourth gear 54. The third gear 53 and the fourth gear 54 are loosely mounted on the intermediate shaft 55. The transmission ratio of the first gear 51 and the third gear 53 is different from the transmission ratio of the second gear 52 and the fourth gear 54. The synchronizer 56 transmits the rotation of the third gear 53 to the ninth gear 57 through the intermediate shaft 55, and transmits the driving force of the second motor 4 to the differential 6 through the tenth gear 58 meshing with the ninth gear 57. The differential 6 can transmit the driving force at this time to the drive wheels to realize the movement of the vehicle. At this time, the vehicle operates in the parallel second gear drive mode.

[0087] Braking energy recovery

[0088] When the vehicle brakes and decelerates, the second motor 4 generates a braking torque to decelerate the vehicle, and at the same time, an induced current is generated in its motor winding to charge the battery, thereby realizing the recovery of braking energy. Therefore, the control method of this embodiment also includes, when braking and decelerating, controlling the second motor 4 to generate a braking torque and generate an induced current in the winding to charge the power battery.

[0089] In the eight working modes of the hybrid power system 100 , the working states of the engine 1 , the first motor 3 , the second motor 4 , the first clutch 221 , the second clutch 222 and the synchronizer 56 are shown in Table 1 below.

[0090] Table 1 Working status of important components of hybrid power system in different working modes

[0091]

[0092] A vehicle according to an embodiment of the present invention is described below.

[0093] The vehicle according to the embodiment of the present invention includes the hybrid power system 100 described above.

[0094] According to the vehicle of the embodiment of the utility model, by providing the engine 1 and the second motor 4, the hybrid system 100 can drive the first gear shaft transmission system 2 to work under the drive of the engine 1, so as to supply energy to the first motor 3, so that the first motor 3 generates electricity and charges the battery of the vehicle, and at the same time, the kinetic energy is transmitted to the differential 6 through the first gear shaft transmission system 2, and the differential 6 transmits the driving force of the engine 1 to the driving wheel to realize the movement of the vehicle. The hybrid system 100 can obtain energy from the battery of the vehicle through the second motor 4, and the second motor 4 can be selectively connected to the differential 6 through the first gear 51 and the third gear 53 or connected to the differential 6 through the second gear 52 and the fourth gear 54, and the differential 6 can be switched between the two transmission connections, so that the vehicle can switch between two gears. At this time, the vehicle can move under the driving mode of the engine 1, and the vehicle can also move under the driving mode of the second motor 4. When the engine 1 is working, it can drive the first motor 3 to generate electricity, and charge the battery of the vehicle through the first motor 3 to realize the energy supply for the operation of the second motor 4. The hybrid power system 100 can operate in hybrid power and pure electric driving modes, and the hybrid power system 100 has higher working efficiency. At this time, the engine 1 and the driving motor of the vehicle are more reasonably operated in the high efficiency range, which improves the power and economy of the vehicle.

[0095] Other structures and operations of the hybrid power system 100 according to the embodiment of the present invention are known to those skilled in the art and will not be described in detail here.

[0096] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the utility model. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner.

[0097] Although the embodiments of the present invention have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the claims and their equivalents.

Claims

1. A hybrid power system, characterized in that: include: engine; a first gear shaft transmission system, wherein the first gear shaft transmission system is drivingly connected to the differential; a first motor, the engine being connected to the first motor via the first gear shaft transmission system; Second motor; A second gear shaft transmission system, the second gear shaft transmission system includes a first gear, a second gear, a third gear, a fourth gear and an intermediate shaft, the third gear is meshed with the first gear, the fourth gear is meshed with the second gear, the intermediate shaft is connected to the differential, the first gear and the second gear are arranged on the motor shaft of the second motor, the third gear and the fourth gear are arranged on the intermediate shaft, and the second motor can be selectively connected to the differential through the first gear and the third gear or through the second gear and the fourth gear.

2. The hybrid power system according to claim 1, characterized in that: The first gear and the second gear are both connected to the motor shaft of the second motor and rotate synchronously. The third gear and the fourth gear are both loosely mounted on the intermediate shaft. The second gear shaft transmission system also includes a synchronizer, which is arranged on the intermediate shaft and rotates synchronously with the intermediate shaft. The synchronizer can be selectively connected to the third gear or the fourth gear, or is not connected to the third gear and the fourth gear.

3. The hybrid power system according to claim 1, characterized in that: The first gear and the second gear are both loosely mounted on the motor shaft of the second motor, the third gear and the fourth gear are both connected to the intermediate shaft and rotate synchronously with the intermediate shaft, the second gear shaft transmission system also includes a synchronizer, which is arranged on the motor shaft of the second motor and rotates synchronously with the motor shaft of the second motor, and the synchronizer can be selectively connected to the first gear or the second gear, or is not connected to the first gear and the second gear.

4. The hybrid power system according to claim 1, characterized in that: The first gear shaft transmission system comprises: An input shaft, one end of which is connected to the engine, and the other end of which is connected to the motor shaft of the first motor; fifth and sixth gears; A dual clutch, the dual clutch includes a first clutch and a second clutch, the active ends of the first clutch and the second clutch are selectively connected to the input shaft, the driven end of the first clutch is connected to the fifth gear through a first connecting shaft, the driven end of the second clutch is connected to the sixth gear through a second connecting shaft, the fifth gear and the sixth gear are loosely mounted on the input shaft, the fifth gear is meshed with the fourth gear, and the sixth gear is meshed with the third gear.

5. The hybrid power system according to claim 4, characterized in that: A gear ratio of the fifth gear and the fourth gear is different from a gear ratio of the sixth gear and the third gear.

6. The hybrid power system according to claim 4, characterized in that: The first gear shaft transmission system also includes: A seventh gear and an eighth gear, the seventh gear is connected to the motor shaft of the first motor, and the eighth gear is connected to the input shaft and meshes with the seventh gear.

7. The hybrid power system according to claim 4, characterized in that: A vibration damper is arranged on the input shaft, and the vibration damper is located between the dual clutch and the engine.

8. The hybrid power system according to claim 1, characterized in that: The second gear shaft transmission system also includes: A ninth gear and a tenth gear, the ninth gear is connected to the intermediate shaft, and the tenth gear is connected to the differential and meshes with the ninth gear.

9. The hybrid power system according to claim 1, characterized in that: A gear ratio of the first gear and the third gear is different from a gear ratio of the second gear and the fourth gear.

10. A vehicle, characterized in that: Comprising a hybrid power system according to any one of claims 1-9.

Images