Dual-motor automatic extended-range hybrid drive system

Abstract

The present application belongs to the technical field of vehicle hybrid power system, and in particular, relates to a dual-motor automatic transmission extended-range hybrid drive system and a car using the system, which includes an engine, a generator and an electric motor, wherein the engine output shaft is connected to one end of the generator main shaft, and the other end of the generator main shaft is inserted into the electric main shaft, and the two are coaxially arranged, and the generator main shaft and the electric main shaft are respectively rotatably connected to an electric coupling gearbox, and the electric coupling gearbox is used to connect the power output shaft; the electric coupling gearbox includes a gear actuator, a mode switching mechanism and a gearbox intermediate shaft connecting them; the gear actuator realizes the connection or disconnection of the electric main shaft and the power output shaft; the mode switching mechanism realizes the connection or disconnection of the generator main shaft and the power output shaft. The present application realizes multiple driving modes; reduces the energy consumption of pure motor drive at high speed, increases power followability and climbing performance; matches the speed ratio of the engine and the generator; the system structure is compact, reliable, and the power transmission is efficient.

Description

Technical Field

[0001] The present application belongs to the technical field of vehicle hybrid power systems, and in particular to a dual-motor automatic range-extended hybrid drive system. Background Art

[0002] As a new energy vehicle, electric vehicles have the characteristics of low noise, high energy efficiency, and no mobile waste emissions. Energy supply is an important link in the electric vehicle industry chain, and the energy supply mode is closely related to the development of electric vehicles. An extended-range electric vehicle is one in which the range extender will automatically start and continue to provide power when the on-board battery is low. The battery capacity of an extended-range electric vehicle is only about 40% of that of a pure electric vehicle. The motor is directly driven, there is no clutch or gearbox, and the structure is simple.

[0003] There are some problems with the power systems of the extended-range electric vehicles currently on the market, such as Figure 1 As shown, the generator, motor and battery are electrically connected. The battery pack can provide electric energy to the motor, which is then transmitted to the main reducer by the motor and then drives the wheels of the extended-range electric vehicle forward. The engine and the generator are connected by a transmission device. When the battery pack is almost exhausted, the engine provides mechanical energy to the generator, and the generator maintains the optimal torque operation to output fixed power electric energy. The generator provides electric energy to the motor, which is then transmitted to the main reducer and then drives the wheels of the extended-range electric vehicle forward. The engine here is only used to drive the generator rotor to provide electric energy to the battery. The pure motor drive of the car at high speed has problems such as high power consumption, insufficient power follow-up, low speed, difficulty in climbing and insufficient power; the current hybrid extended-range power system mostly uses a planetary gear mechanism with complex process; the engine and generator speed ratios do not match, and only a single speed ratio output is difficult to adapt to more working conditions of the car, resulting in the power and efficiency not being able to perform to the best state; when the layout of the motor and generator is unreasonable, the power system will occupy too much space. Utility Model Content

[0004] In order to reduce the energy consumption of pure electric motor drive at high speed, increase power followability, and enhance the climbing performance of the car; match the speed ratio of the engine and generator; reasonably arrange the motor and generator to reduce the occupied space. This application provides a dual-motor automatic transmission extended-range hybrid drive system.

[0005] The present application provides a dual-motor automatic extended-range hybrid drive system, which is implemented using the following technical solutions.

[0006] The dual-motor automatic transmission extended-range hybrid drive system includes an engine, a generator and an electric motor. The engine output shaft is connected to one end of the generator main shaft through a generator gearbox. The other end of the generator main shaft is inserted into the electric main shaft, and the two are coaxially arranged. The generator main shaft and the electric main shaft are respectively rotatably connected to the electric coupling gearbox, and the electric coupling gearbox is used to connect the power output shaft;

[0007] The power generation gearbox is provided with at least two gears for transmitting power to each other, the engine output shaft is connected to one gear in the power generation gearbox, and the other gear in the power generation gearbox is connected to the power generation main shaft.

[0008] The electric coupling gearbox includes a gear actuator, a mode switching mechanism, and a gearbox intermediate shaft connecting the gear actuator and the mode switching mechanism;

[0009] The gear actuator realizes the connection or disconnection between the electric spindle and the power output shaft;

[0010] The mode switching mechanism realizes the connection or disconnection between the power generation main shaft and the power output shaft;

[0011] The gear actuator includes at least one electric movable gear sleeve connected to the electric main shaft, and at least two gears that cooperate with the electric movable gear sleeve and transmit power to the power output shaft.

[0012] The mode switching mechanism includes at least one active power generation gear sleeve connected to the power generation main shaft, and at least one pair of gear sets that cooperate with the active power generation gear sleeve and transmit power to the power output shaft.

[0013] By adopting the above technical solutions, various modes such as pure electric drive, pure oil drive, hybrid power generation and hybrid drive, idle power generation and brake mass recovery are realized. The power generation gearbox plays the role of power conversion between the engine and the power generation component.

[0014] Preferably, the gear actuator includes an electric movable gear sleeve connected to the electric spindle, a pair of externally meshing gear low-speed gears and a pair of externally meshing gear high-speed gears;

[0015] in:

[0016] One gear low-speed gear is an active gear low-speed gear, which can be matched with the electric movable gear sleeve, and the other is a driven gear low-speed gear, which is connected to the intermediate shaft of the gearbox;

[0017] One gear high-speed gear is an active gear high-speed gear, which can be matched with the electric movable gear sleeve, and the other is a driven gear high-speed gear, which is connected to the intermediate shaft of the gearbox.

[0018] By adopting the above technical solution, it is possible to connect the electric spindle to the power output shaft in two gears respectively.

[0019] Preferably, the mode switching mechanism comprises a generator movable gear sleeve connected to the generator main shaft, a pair of externally meshing mode low-speed gears and a pair of externally meshing mode high-speed gears;

[0020] in:

[0021] One mode low-speed gear is an active mode low-speed gear, which can be matched with the generator active gear sleeve, and the other is a driven mode low-speed gear, which is connected to the gearbox intermediate shaft;

[0022] One mode low-speed gear is an active mode high-speed gear, which can be matched with the generator active gear sleeve, and the other is a driven mode high-speed gear, which is connected to the gearbox intermediate shaft.

[0023] By adopting the above technical solution, it is possible to connect the power generation main shaft to the power output shaft in two gears respectively.

[0024] Preferably, the electric coupling transmission is provided with a gear control mechanism and a mode control mechanism, wherein the gear control mechanism controls the motion state of the gear actuator; and the mode control mechanism controls the motion state of the mode switching mechanism.

[0025] By adopting the above technical solution, the connection relationship between the power generation main shaft, the electric main shaft and the power output shaft is controlled.

[0026] Preferably, the gear control mechanism includes a gear drive motor, a gear transmission member, a gear shift head connected to the gear transmission member, and a gear shift fork cooperating with the gear shift head.

[0027] By adopting the above technical solution, the output gear position control of the engine shaft is achieved.

[0028] Preferably, the mode control mechanism includes a mode driving motor, a mode transmission member, a mode shift head connected to the mode transmission member, and a mode shift fork matched with the mode shift head.

[0029] By adopting the above technical solution, the output gear control of the power generation main shaft is achieved.

[0030] In summary, the present application includes at least the following beneficial technical effects:

[0031] 1. The generator gearbox and the electric coupling gearbox are arranged at both ends of the motor and use traditional gear sets with different transmission ratios, realizing multiple working modes such as pure electric drive, pure oil drive, hybrid power generation and hybrid drive, idling power generation, neutral gear start and brake energy recovery. The traditional gear set has a simple processing technology, avoiding the use of complex planetary gear mechanisms and reducing costs.

[0032] 2. The engine outputs power through the multi-speed high-efficiency power output of the generator gearbox and the electric coupling gearbox, reducing the energy consumption of the pure motor drive when the car outputs at high speed, achieving energy conservation and emission reduction; through the different movement directions of the motor movable gear sleeve on the motor shaft, the motor multi-speed power output is realized, the power follow-up is increased, the car climbing performance is enhanced, and the high-speed cruising and acceleration performance are optimized; the two gears of the generator gearbox and the four gears of the electric coupling gearbox can realize the selection and replacement of two gears of the generator, two gears of the motor, and four gears of the engine. Similarly, adding more movable gear sleeves, transmission gear sets and related control mechanisms can meet more speed ratio matching requirements of the engine and generator.

[0033] 3. The engine, generator and motor have coaxial power output, the overall power structure is compact and the power transmission is efficient; the radial space occupied is small, which fully meets the space requirements of rear-wheel drive vehicles and is extremely suitable for use in rear-wheel drive vehicles.

[0034] 4. The gear control mechanism and mode control mechanism with drive motor and sensor are combined with the electronic control unit to realize the fully automatic switching and gear switching of the motor and engine power, and realize the automatic energy conversion of the engine and generator. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] Figure 1 This is the working block diagram of the current electric vehicle drive system.

[0036] Figure 2 This is a working block diagram of the drive system of Example 1.

[0037] Figure 3 It is a composition diagram of the drive system of Example 1.

[0038] Figure 4 It is the schematic diagram of the drive system of Example 1.

[0039] Figure 5 It is a schematic diagram of the structure of the drive system of Example 1.

[0040] Figure 6 This is the gear group diagram of the electric coupling transmission in Example 1.

[0041] Figure 7 It is a structural diagram of the gear control mechanism and mode control mechanism of Example 1.

[0042] Figure 8 It is a schematic diagram of the working of the gear shift fork and the mode shift fork in Example 1.

[0043] Fig. 9 It is a schematic diagram of the drive system mechanism of Example 2.

[0044] Explanation of the reference numerals: 1. engine; 11. engine output shaft; 2. generator gearbox; 21. first gearbox; 22. second gearbox; 23. third gearbox; 24. fourth gearbox; 25. gearbox intermediate shaft; 26. gearbox movable gear sleeve; 27. gearbox sensor; 3. generator; 31. generator main shaft; 311. generator movable gear sleeve; 32. generator stator; 33. generator rotor; 4. motor; 41. electric main shaft; 411. electric movable gear sleeve; 42. electric stator; 43. electric rotor; 5. electric coupling gearbox; 51. power output shaft; 52. gearbox intermediate shaft; 53. gear actuator; 531. active gear low speed Gear; 532, driven gear low speed gear; 533, active gear high speed gear; 534, driven gear high speed gear; 54, mode switching mechanism; 541, active mode low speed gear; 542, driven mode low speed gear; 543, active mode high speed gear; 544, driven mode high speed gear; 55, gear control mechanism; 551, gear drive motor; 552, gear transmission member; 553, gear shift head; 554, gear shift fork; 555, gear sensor; 56, mode control mechanism; 561, mode drive motor; 562, mode transmission member; 563, mode shift head; 564, mode shift fork; 565, mode sensor; 57, support shaft. DETAILED DESCRIPTION

[0045] The following is combined with Figure 1-9 , further details of this application are given.

[0046] Example 1

[0047] Example 1 of the present application discloses a dual-motor four-speed extended-range hybrid drive system.

[0048] Reference Figure 2 The dual-motor automatic transmission extended-range hybrid drive system includes an engine 1, a generator gearbox, a generator 3, a motor 4 and an electric coupling gearbox 5. The motor 4 is transmitted to the differential rear axle through the electric coupling gearbox 5. The generator 3 is connected to the engine 1 through the generator gearbox. The generator 3 can drive the engine 1 to start, and the engine 1 can also drive the generator 3 to generate electricity. The engine 1 can be directly transmitted to the electric coupling gearbox 5 through the generator gearbox, and the electric coupling gearbox 5 is transmitted to the differential rear axle of the extended-range electric vehicle to realize the drive of the engine 1.

[0049] Reference Figure 3 The driving system includes an engine 1, a generator gearbox 2, a generator 3, an electric motor 4 and an electric coupling gearbox 5 which are arranged and connected in sequence.

[0050] Reference Figure 4 and Figure 5The engine output shaft 11 is connected to the generator gearbox 2, and the generator gearbox 2 includes a first box gear 21, a second box gear 22, a third box gear 23, a fourth box gear 24 and a gearbox intermediate shaft 25. The engine output shaft 11 is fixedly connected to the first box gear 21, the first box gear 21 is externally meshed with the second box gear 22, the second box gear 22 is fixedly connected to the gearbox intermediate shaft 25, the gearbox intermediate shaft 25 is fixedly connected to the fourth box gear 24, the fourth box gear 24 is externally meshed with the third box gear 23, and the third box gear 23 is connected to the generator main shaft 31. The electric main shaft 41 is hollow, that is, the electric main shaft 41 is a hollow sleeve, the generator main shaft 31 is inserted into the electric main shaft 41, and is coaxially arranged, that is, the generator main shaft 31 and the electric main shaft 41 are concentrically output, but do not transmit to each other, the generator main shaft 31 and the electric main shaft 41 are both inserted into the electric coupling gearbox 5, and the electric coupling gearbox 5 includes a gear actuator 53 (see Figure 5 ), gear control mechanism 55 (see Figure 5 ), mode switching mechanism 54 (see Figure 5 ), mode control mechanism 56 (see Figure 5 ) and the gearbox intermediate shaft 52, the gear control mechanism 55 (see Figure 5 ) realizes the electric spindle 41 and the gear actuator 53 (see Figure 5 ) connection or disconnection, mode control mechanism 56 (see Figure 5 ) realizes the power generation main shaft 31 and the mode switching mechanism 54 (see Figure 5 ) connection or disconnection.

[0051] The gear actuator 53 includes an active gear low-speed gear 531, a driven gear low-speed gear 532, an active gear high-speed gear 533, a driven gear high-speed gear 534 and an electric movable gear sleeve 411; the mode switching mechanism 54 includes an active mode low-speed gear 541, a driven mode low-speed gear 542, an active mode high-speed gear 543, a driven mode high-speed gear 544 and a generator movable gear sleeve 311.

[0052] The active gear low-speed gear 531 is externally meshed with the driven gear low-speed gear 532, and the active gear high-speed gear 533 is externally meshed with the driven gear high-speed gear 534; the active mode low-speed gear 541 is externally meshed with the driven mode low-speed gear 542, and the active mode high-speed gear 543 is externally meshed with the driven mode high-speed gear 544.

[0053] The driven gear low speed gear 532 , the driven gear high speed gear 534 , the driven mode low speed gear 542 and the driven mode high speed gear 544 are all fixedly connected to the gearbox intermediate shaft 52 .

[0054] The active gear low speed gear 531 and the active gear high speed gear 533 are respectively arranged on the electric main shaft 41, and the active gear low speed gear 531 and the electric main shaft 41 do not transmit, and the active gear high speed gear 533 and the electric main shaft 41 do not transmit; the active mode low speed gear 541 and the active mode high speed gear 543 are respectively arranged on the power generation main shaft 31, and the active mode low speed gear 541 and the power generation main shaft 31 do not transmit, and the active mode high speed gear 543 and the power generation main shaft 31 do not transmit. The active mode high speed gear 543 is connected to the power output shaft 51 to realize the connection between the electric coupling gearbox 5 and the differential rear axle of the extended-range electric vehicle.

[0055] The electric main shaft 41 in the electric coupling gearbox 5 is connected to an electric movable gear sleeve 411, which is spline-connected to the electric main shaft 41 and moves together. The electric movable gear sleeve 411 can move axially along the electric main shaft 41. The active gear 531 and the active gear 533 are respectively provided with fixed gear sleeves; the power generation main shaft 31 in the electric coupling gearbox 5 is connected to a power generation movable gear sleeve 311, which is spline-connected to the power generation main shaft 31 and moves together. The power generation movable gear sleeve 311 can move axially along the power generation main shaft 31. The active mode low speed gear 541 and the active mode high speed gear 543 are respectively provided with fixed gear sleeves.

[0056] The gear control mechanism 55 includes a gear drive motor 551, a gear transmission member 552, a gear shift head 553 connected to the gear transmission member 552, and a gear shift fork 554 cooperating with the gear shift head 553; the mode control mechanism 56 includes a mode drive motor 561, a mode transmission member 562, a mode shift head 563 connected to the mode transmission member 562, and a mode shift fork 564 cooperating with the mode shift head 563.

[0057] Reference Figure 5 The engine output shaft 11 transmits power to the generator main shaft 31 through the first gearbox 21, the second gearbox 22, the gearbox intermediate shaft 25, the fourth gearbox 24 and the third gearbox 23. The generator main shaft 31 is fixedly connected to the generator rotor 33, and the generator rotor 33 can rotate relative to the generator stator 32. The electric main shaft 41 is hollow, the generator main shaft 31 passes through the electric main shaft 41 and extends to the electric coupling gearbox 5. The electric main shaft 41 is fixedly connected to the electric rotor 43, and the electric rotor 43 can rotate relative to the electric stator 42. The generator main shaft 31 and the electric main shaft 41 are coaxially arranged, and do not transmit power to each other.

[0058] The gear control mechanism 55 controls the gear actuator 53 to connect or disconnect with the power output shaft 51 , and the mode control mechanism 56 controls the mode switching mechanism 54 to connect or disconnect with the power output shaft 51 .

[0059] Reference Figure 6 and Figure 4The active gear low speed gear 531 is externally meshed with the driven gear low speed gear 532, the active gear high speed gear 533 is externally meshed with the driven gear high speed gear 534; the active mode low speed gear 541 is externally meshed with the driven mode low speed gear 542, the active mode high speed gear 543 is externally meshed with the driven mode high speed gear 544. The driven gear low speed gear 532, the driven gear high speed gear 534, the driven mode low speed gear 542 and the driven mode high speed gear 544 are all fixedly connected to the gearbox intermediate shaft 52.

[0060] The electric movable gear sleeve 411 is axially arranged between the active gear low speed gear 531 and the active gear high speed gear 533 of the electric main shaft 41 ; the generator movable gear sleeve 311 is axially arranged between the active mode low speed gear 541 and the active mode high speed gear 543 of the generator main shaft 31 .

[0061] The active mode high-speed gear 543 is connected to the power output shaft 51. That is, the electric coupling gearbox 5 is connected to the rear axle of the vehicle differential, and the power output shaft 51 is controlled by the vehicle control system to connect the engine output shaft 11 and / or the electric main shaft 41, or to be out of the connection state. When the engine output shaft 11 is connected, the engine 1 is directly driven to the rear axle differential, and two drive speed ratios can be achieved; when the electric main shaft 41 is connected, the connection between the electric main shaft 41 and the power output shaft 51 is achieved, and the motor 4 drives the rear axle differential of the vehicle; when the engine 1 and the motor 4 are connected together, the engine 1 and the motor 4 are simultaneously connected to the rear axle with the power output shaft 51 to form a hybrid boost.

[0062] Reference Figure 7 The gear control mechanism 55 includes a gear drive motor 551, a gear transmission member 552, a gear shift head 553 and a gear shift fork 554. The gear sensor 555 feeds back the detected position signal to the vehicle control system. The vehicle control system receives the signal of the gear sensor 555, and the vehicle control system accurately controls the movement of the gear drive motor 551, transmits it to the gear shift head 553 through the gear transmission member 552, and the gear shift head 553 transmits it to the gear shift fork 554. The gear shift fork 554 is slidably connected to the support shaft 57, and the support shaft 57 is parallel to the electric spindle 41.

[0063] The gear control mechanism 55 in the electric coupling gearbox 5 controls the switching of high and low gears, so that the output of the motor 4 is high and low gears, which can be applied to different working conditions such as low-speed starting, climbing and high-speed operation.

[0064] The mode control mechanism 56 includes a mode driving motor 561, a mode transmission member 562, a mode shift head 563 connected to the mode transmission member 562, and a mode shift fork 564 cooperating with the mode shift head 563. The mode sensor 565 feeds back the detected position signal to the vehicle control system. The vehicle control system receives the signal of the gear sensor 555. The vehicle control system accurately controls the movement of the mode driving motor 561, transmits it to the mode shift head 563 through the mode transmission member 562, and the mode shift head 563 transmits it to the mode shift fork 564. The mode shift fork 564 is slidably connected to the support shaft 57.

[0065] Reference Figure 8 , the shift fork 554 is inserted into the annular groove of the electric movable gear sleeve 411, and the shift fork 554 drives the electric movable gear sleeve 411 to move toward the active gear low-speed gear 531 or toward the active gear high-speed gear 533. The active gear low-speed gear 531 is fixedly provided with a fixed gear sleeve at the end, and the active gear high-speed gear 533 is fixedly provided with a fixed gear sleeve at the end. The fixed gear sleeve is sleeved on the electric main shaft 41, is not connected to the electric main shaft 41, and can idling around the electric main shaft 41. The movement of the shift fork 554 connects the electric movable gear sleeve 411 with the fixed gear sleeve, and transmits power to the active gear low-speed gear 531 or the active gear high-speed gear 533, thereby realizing the conversion of the two gears. Therefore, the shift fork 554 realizes the electric high and low gear switching by meshing with different gear sets. The shift fork can also be placed in the middle position, disengaged from the gear, and completely disengaged from the electric main shaft 41. Figure 8 The middle electric movable gear sleeve 411 is in the middle position, and is neither connected to the active gear low-speed gear 531 nor to the active gear high-speed gear 533 .

[0066] The mode shift fork 564 is inserted into the annular groove of the generator active gear sleeve 311, and the mode shift fork 564 drives the generator active gear sleeve 311 to move toward the active mode low-speed gear 541 or the active mode high-speed gear 543. A fixed gear sleeve is provided at the end of the active mode low-speed gear 541, and the fixed gear sleeve is sleeved on the generator main shaft 31, is not connected to the generator main shaft 31, and can idle around the generator main shaft 31. A fixed gear sleeve is fixedly provided at the end of the active mode high-speed gear 543. The movement of the shift fork connects the generator active gear sleeve 311 with the fixed gear sleeve, and transmits power to the active mode low-speed gear 541 or the active mode high-speed gear 543, thereby realizing the conversion of the two gears. Figure 8 The generating active gear sleeve 311 is in the middle position, and is neither connected to the active mode low-speed gear 541 nor to the active mode high-speed gear 543 .

[0067] Reference Figure 4 , the transmission relationship of various driving modes is described in detail as follows:

[0068] The dual-motor four-speed extended-range hybrid drive system of this embodiment has four transmission shafts, namely, an engine output shaft 11, a generator main shaft 31, an electric main shaft 41 and a power output shaft 51, and they are coaxially arranged.

[0069] 1. Drive transmission path of pure electric low-gear driving mode

[0070] The electric movable gear sleeve 411 is connected to the active gear low-speed gear 531, and the electric generating movable gear sleeve 311 is located in the middle position.

[0071] The motor 4, the electric main shaft 41, the electric movable gear sleeve 411, the active gear low-speed gear 531, the driven gear low-speed gear 532, the gearbox intermediate shaft 52, the driven mode high-speed gear 544, the active mode high-speed gear 543, the power output shaft 51, and the vehicle rear axle.

[0072] 2. Drive transmission path of pure electric high-gear drive mode

[0073] The electric movable gear sleeve 411 is connected to the active gear high-speed gear 533, and the electric movable gear sleeve 311 is located in the middle position.

[0074] The electric motor 4, the electric main shaft 41, the generator active gear sleeve 311, the active gear high-speed gear 533, the driven gear high-speed gear 534, the gearbox intermediate shaft 52, the driven mode high-speed gear 544, the active mode high-speed gear 543, the power output shaft 51, and the vehicle rear axle.

[0075] 3. Drive transmission path of engine 1 direct drive mode speed ratio 1

[0076] The electric movable gear sleeve 411 is located in the middle position, and the power generation movable gear sleeve 311 is connected to the active mode high-speed gear 543 .

[0077] Engine 1, engine output shaft 11, first gearbox 21, second gearbox 22, gearbox intermediate shaft 25, fourth gearbox 24, third gearbox 23, generator main shaft 31, generator active gear sleeve 311, active mode high-speed gear 543, power output shaft 51, vehicle rear axle.

[0078] 4. Drive transmission path of engine 1 direct drive mode speed ratio 2

[0079] The electric movable gear sleeve 411 is located in the middle position, and the generator movable gear sleeve 311 is connected to the active mode low-speed gear 541 .

[0080] Engine 1, engine output shaft 11, first box gear 21, second box gear 22, gearbox intermediate shaft 25, fourth box gear 24, third box gear 23, generator main shaft 31, generator active gear sleeve 311, active mode low-speed gear 541, driven mode low-speed gear 542, gearbox intermediate shaft 52, driven mode high-speed gear 544, active mode high-speed gear 543, power output shaft 51, vehicle rear axle.

[0081] 5. Drive transmission path of hybrid power generation mode

[0082] The electric movable gear sleeve 411 is connected to the active gear low-speed gear 531 (active gear high-speed gear 533 ), and the electric generating movable gear sleeve 311 is located in the middle position.

[0083] Electric motor 4, electric main shaft 41, electric movable gear sleeve 411, active gear low-speed gear 531 (active gear high-speed gear 533), driven gear low-speed gear 532 (driven gear high-speed gear 534), gearbox intermediate shaft 52, driven mode high-speed gear 544, active mode high-speed gear 543, power output shaft 51, vehicle rear axle.

[0084] The engine 1 , the engine output shaft 11 , the first gearbox 21 , the second gearbox 22 , the gearbox intermediate shaft 25 , the fourth gearbox 24 , the third gearbox 23 , the generator main shaft 31 , the generator rotor 33 , and the generator 3 .

[0085] 6. Drive transmission path of hybrid power-assist mode

[0086] The electric movable gear sleeve 411 is connected to the active gear low-speed gear 531 (active gear high-speed gear 533 ), and the power generation movable gear sleeve 311 is connected to the active mode high-speed gear 543 .

[0087] Electric motor 4, electric main shaft 41, electric movable gear sleeve 411, active gear low-speed gear 531 (active gear high-speed gear 533), driven gear low-speed gear 532 (driven gear high-speed gear 534), gearbox intermediate shaft 52, driven mode high-speed gear 544, active mode high-speed gear 543, power output shaft 51, vehicle rear axle.

[0088] Engine 1, engine output shaft 11, first gearbox 21, second gearbox 22, gearbox intermediate shaft 25, fourth gearbox 24, third gearbox 23, generator main shaft 31, generator active gear sleeve 311, active mode high-speed gear 543, power output shaft 51, vehicle rear axle.

[0089] When the hybrid power-assisted driving mode is working, the generator active gear sleeve 311 is in the middle position or connected to the active mode high-speed gear 543, so that the engine 1 switches between the two modes of power generation and direct drive of the engine 1. The hybrid power-assisted driving mode is a mode in which the pure electric driving mode and the pure oil driving mode of the engine 1 are operated together. This mode switches and adjusts the driving path according to different driving loads. It is used for driving conditions where the vehicle needs to accelerate and climb. Under the pure electric driving condition, the vehicle control system can control the high and low gear conversion of the electric drive according to signals such as the vehicle speed and the accelerator pedal. The four output powers and speeds can be changed according to the vehicle condition requirements. When it is determined that the vehicle system needs the assistance of the engine 1 when entering a high-load condition of climbing or accelerating, the vehicle control system first starts the engine 1 and adjusts the speed of the engine 1 to synchronize with the speed of the motor, and then outputs a signal to drive the mode switching mechanism 54 to shift gears to realize the engine 1 power-assisted working mode.

[0090] 7. Path of Braking Energy Recovery Mode

[0091] The electric movable gear sleeve 411 is connected to the active gear high-speed gear 533, and the electric movable gear sleeve 311 is located in the middle position.

[0092] Wheel rear axle, power output shaft 51, active mode high-speed gear 543, driven mode high-speed gear 544, gearbox intermediate shaft 52, driven gear high-speed gear 534, active gear high-speed gear 533, electric movable gear sleeve 411, electric main shaft 41, and motor 4.

[0093] 8. Path of Idle Power Generation Mode

[0094] The electric movable gear sleeve 411 is located at a middle position, and the power generation movable gear sleeve 311 is located at a middle position.

[0095] The engine 1 , the engine output shaft 11 , the first gearbox 21 , the second gearbox 22 , the gearbox intermediate shaft 25 , the fourth gearbox 24 , the third gearbox 23 , the generator main shaft 31 , the generator rotor 33 , and the generator 3 .

[0096] When the engine 1 is in pure oil driving mode and hybrid power-assisted driving mode, the generator main shaft 31 rotates. At this time, the motor controller is adjusted to control the generator 3 so that its output torque is zero. At this time, the generator 3 stops generating electricity and the no-load operation loss is small, and there is no loss or impact on the entire system.

[0097] This dual-motor four-speed extended-range hybrid drive system can be used in extended-range electric vehicles or hybrid fields.

[0098] The implementation principle of the dual-motor automatic extended-range hybrid drive system of this embodiment 1 is: a wide range of multi-gear speed ratios are combined to enable the extended-range vehicle to achieve optimal power consumption and driving comfort under various working conditions, and to realize hybrid power and pure oil working modes. A pure electric low gear mode is used for starting and low speed, a pure electric high gear mode is used for medium speed and medium load, a hybrid power assist mode is used for acceleration or climbing, and a variety of speed ratio modes in which the engine 1 can be directly driven for power saving at medium and high speeds or high speeds.

[0099] Example 2

[0100] Reference Fig. 9 The difference between this embodiment and embodiment 1 is that the third box gear 23 in the power generation gearbox 2 is not fixedly connected to the generator shaft 31, but is sleeved on the generator shaft 31. A fixed gear sleeve is provided on the outer periphery of the third box gear 23, and a gearbox movable gear sleeve 26 is provided between the first box gear 21 and the third box gear 23 on the generator shaft 31. When the gearbox movable gear sleeve 26 moves in the direction of the generator 1, the engine output shaft 11 and the generator shaft 31 connected to the gearbox movable gear sleeve 26 are directly connected to realize transmission; when the gearbox movable gear sleeve 26 moves in the direction away from the generator 1, the engine output shaft 11 is transmitted to the generator shaft 31 through the first box gear 21, the second box gear 22, the third box gear 23 and the fourth box gear 24.

[0101] A gearbox control mechanism including a gearbox sensor 27 is also provided in the power generation gearbox 2 to control the movement direction of the gearbox movable gear sleeve 26 .

[0102] The implementation principle of this embodiment is basically the same as that of Embodiment 1. A gearbox movable gear sleeve 26 is added to the generator gearbox 2. Two transmission ratios are realized by different movement directions of the gearbox movable gear sleeve 26, thereby realizing the selection of two gears from the engine 1 to the generator 3.

[0103] Example 3

[0104] The difference between this embodiment and embodiment 1 is that the generator gearbox 2 is not included, and the engine output shaft 11 is connected to the generator main shaft 31.

[0105] The implementation principle of this embodiment is basically the same as that of the first embodiment, except that the power conversion between the engine 1 and the generator is not provided.

[0106] Example 4

[0107] The difference between this embodiment and the first embodiment is that: a further movable gear sleeve 311 for generating electricity is added, and a corresponding gear set and a fixed gear sleeve that can be connected thereto are added.

[0108] The implementation principle of this embodiment is basically the same as that of embodiment 1, and one or two gears can be added to the engine.

[0109] Example 5

[0110] The difference between this embodiment and the first embodiment is that: an electrically movable gear sleeve 411 is further added, and a corresponding gear set and a fixed gear sleeve that can be connected thereto are added.

[0111] The implementation principle of this embodiment is basically the same as that of Embodiment 1, and one or two gears can be added to the motor.

[0112] The above are all preferred embodiments of the present application, and the protection scope of the present application is not limited thereto. Therefore, all equivalent changes made according to the structure, structure, and principle of the present application should be included in the protection scope of the present application.

Claims

1. A dual-motor automatic transmission extended-range hybrid drive system, comprising an engine (1), a generator (3) and an electric motor (4), characterized in that: The engine output shaft (11) is connected to one end of the power generation main shaft (31), the other end of the power generation main shaft (31) is inserted into the electric main shaft (41), and the two are coaxially arranged. The power generation main shaft (31) and the electric main shaft (41) are respectively rotatably connected to the electric coupling gearbox (5), and the electric coupling gearbox (5) is used to connect the power output shaft (51); The electric coupling gearbox (5) comprises a gear actuator (53), a mode switching mechanism (54), and a gearbox intermediate shaft (52) connecting the gear actuator (53) and the mode switching mechanism (54); The gear actuator (53) realizes the connection or disconnection between the electric main shaft (41) and the power output shaft (51); The mode switching mechanism (54) realizes the connection or disconnection between the power generation main shaft (31) and the power output shaft (51).

2. The dual-motor automatic extended-range hybrid drive system according to claim 1, characterized in that: The gear actuator (53) comprises at least one electrically movable gear sleeve (411) connected to the electric main shaft (41), and at least two gears that cooperate with the electrically movable gear sleeve (411) and transmit power to the power output shaft (51).

3. The dual-motor automatic extended-range hybrid drive system according to claim 2, characterized in that: The gear actuator (53) comprises an electric movable gear sleeve (411) connected to the electric main shaft (41), a pair of externally meshing gear low-speed gears and a pair of externally meshing gear high-speed gears; in: One gear low-speed gear is an active gear low-speed gear (531) which can be matched with the electric movable gear sleeve (411), and the other is a driven gear low-speed gear (532) which is connected to the gearbox intermediate shaft (52); One gear high-speed gear is an active gear high-speed gear (533) which can be matched with the electric movable gear sleeve (411), and the other is a driven gear high-speed gear (534) which is connected to the gearbox intermediate shaft (52).

4. The dual-motor automatic extended-range hybrid drive system according to claim 1 or 2, characterized in that: The mode switching mechanism (54) comprises at least one active power generation gear sleeve (311) connected to the power generation main shaft (31), and at least one pair of gear sets that cooperate with the active power generation gear sleeve (311) and transmit power to the power output shaft (51).

5. The dual-motor automatic extended-range hybrid drive system according to claim 4, characterized in that: The mode switching mechanism (54) comprises a generator movable gear sleeve (311) connected to the generator main shaft (31), a pair of externally meshing mode low-speed gears and a pair of externally meshing mode high-speed gears; in: One mode low-speed gear is an active mode low-speed gear (541) which can be matched with the generator active gear sleeve (311), and the other is a driven mode low-speed gear (542) which is connected to the gearbox intermediate shaft (52); One mode low speed gear is an active mode high speed gear (543) which can be matched with the generator active gear sleeve (311), and the other is a driven mode high speed gear (544) which is connected with the gearbox intermediate shaft (52).

6. The dual-motor automatic extended-range hybrid drive system according to claim 4, characterized in that: It also includes a power generation gearbox (2), wherein the power generation gearbox (2) is provided with at least two gears for transmitting power to each other, the engine output shaft (11) is connected to one of the gears in the power generation gearbox (2), and the other gear in the power generation gearbox (2) is connected to the power generation main shaft (31).

7. The dual-motor automatic extended-range hybrid drive system according to claim 6, characterized in that: The electric coupling gearbox (5) is provided with a gear control mechanism (55) and a mode control mechanism (56), wherein the gear control mechanism (55) controls the motion state of the gear actuator (53); and the mode control mechanism (56) controls the motion state of the mode switching mechanism (54).

8. The dual-motor automatic extended-range hybrid drive system according to claim 7, characterized in that: The gear control mechanism (55) comprises a gear drive motor (551), a gear transmission member (552), a gear shift head (553) connected to the gear transmission member (552), and a gear shift fork (554) matched with the gear shift head (553).

9. The dual-motor automatic extended-range hybrid drive system according to claim 7, characterized in that: The mode control mechanism (56) comprises a mode driving motor (561), a mode transmission member (562), a mode shift head (563) connected to the mode transmission member (562), and a mode shift fork (564) matched with the mode shift head (563).

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