Hybrid power system and automobile

Abstract

The utility model discloses a hybrid power system and an automobile. The hybrid power system comprises an engine, a generator, a driving motor, a differential mechanism, a planetary gear mechanism, a brake and a clutch. The engine is connected with the generator through a first transmission shaft. The driving motor is connected with the differential through a second transmission shaft; the planet gear is arranged on the planet carrier and is meshed with the sun gear and the gear ring; the planet carrier is connected with the second transmission shaft; the first transmission shaft is sleeved with the gear ring and the sun gear, any one of the gear ring and the sun gear is connected with the first transmission shaft, and the other one is used for being connected with the first transmission shaft through the brake. And a clutch is arranged between two of the sun gear, the gear ring and the planet carrier. Any one of the brake and the clutch is in a combined state, and the other one of the brake and the clutch is in a separated state, so that engine driving of different gears can be realized, a wider speed ratio selection range can be improved, and the improvement of the dynamic property and the fuel economy of the whole vehicle is facilitated.

Description

Technical Field

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

[0002] A hybrid power system refers to a power system that uses both fuel and electric drive. Its advantage is that when the vehicle starts and stops, it is driven only by the motor. The engine will not work unless it reaches a certain speed, which can keep the engine in the best working state, with good power and low emissions. Existing hybrid power systems generally include series hybrid power systems and parallel hybrid power systems.

[0003] In a series hybrid system, a series power chain is formed between the engine-generator-drive motor-axle system-wheel. The powertrain structure is extremely simple. The combination of the engine and the drive motor can be regarded as a transmission in the sense of transmission. When it is used in conjunction with an energy storage device (such as a power battery and a capacitor), the transmission can be used as an energy regulating device to achieve independent regulation of speed and torque. The series hybrid system has the advantages of simple structure and flexible layout, but all power needs to pass through the generator and the drive motor, which makes the motor have high power requirements, large size, and heavy weight. In addition, the power transmission process undergoes two electromechanical-motor conversions, resulting in low power transmission efficiency of the series hybrid system.

[0004] The parallel hybrid system has two parallel independent power chains, one consisting of a traditional mechanical transmission and the other consisting of a motor-battery system. The mechanical transmission is responsible for speed regulation, while the motor-battery system is responsible for power or torque regulation. In the parallel hybrid system, only part of the power passes through the motor-battery system, so the power demand for the motor is low, the size is small, the weight is light, and the energy transmission efficiency is high, but two independent systems are required, which is costly. Utility Model Content

[0005] The embodiment of the utility model provides a hybrid power system and a car to solve the problem that the existing hybrid power system cannot take into account both economy and power.

[0006] A hybrid power system includes an engine, a generator, a drive motor, a differential, a planetary gear mechanism, a brake and a clutch;

[0007] The engine is connected to the generator via a first transmission shaft;

[0008] The drive motor is connected to the differential through a second transmission shaft;

[0009] The planetary gear mechanism comprises a planet carrier, a sun gear, a planetary gear and a ring gear; the planetary gear is arranged on the planet carrier, and the planetary gear is meshed with the sun gear and the ring gear; the planet carrier is connected to the second transmission shaft;

[0010] The ring gear and the sun gear are sleeved on the first transmission shaft, either one of the ring gear and the sun gear is connected to the first transmission shaft, and the other one is connected to the brake;

[0011] The clutch is arranged between two of the sun gear, the ring gear and the planet carrier.

[0012] Preferably, the ring gear is connected to the first transmission shaft, and the sun gear is not connected to the first transmission shaft; the first end of the brake is connected to the housing of the hybrid power system, and the second end of the brake is connected to the sun gear;

[0013] Alternatively, the sun gear is connected to the first transmission shaft, and the ring gear is not connected to the first transmission shaft; the first end of the brake is connected to the housing of the hybrid power system, and the second end of the brake is connected to the ring gear.

[0014] Preferably, the first end of the clutch is connected to the ring gear, and the second end of the clutch is connected to the planet carrier;

[0015] Alternatively, the first end of the clutch is connected to the ring gear, and the second end of the clutch is connected to the sun gear;

[0016] Alternatively, the first end of the clutch is connected to the planet carrier, and the second end of the clutch is connected to the sun gear.

[0017] Preferably, the hybrid power system further comprises a first gear, a second gear and a third transmission shaft;

[0018] The first gear is connected to the first transmission shaft, the second gear is connected to the generator through a third transmission shaft, and the first gear is meshed with the second gear.

[0019] Preferably, the hybrid power system further comprises a third gear, a fourth gear and a fifth gear;

[0020] The third gear and the fourth gear are arranged on the second transmission shaft, and the planet carrier is meshed with the third gear or the fourth gear.

[0021] Preferably, the hybrid power system further comprises a fifth gear and a fourth transmission shaft;

[0022] The fifth gear is connected to the driving motor through the fourth transmission shaft, and the fifth gear is meshed with the third gear or the fourth gear.

[0023] Preferably, the hybrid system further comprises a sixth gear, and the sixth gear is arranged on the differential;

[0024] Either one of the planet carrier and the fifth gear is meshed with the third gear, and the other one is meshed with the fourth gear.

[0025] Preferably, the hybrid power system further includes a torque damper disposed on the first transmission shaft.

[0026] Preferably, the hybrid power system includes multiple working modes, and the working modes are any one of a parking power generation mode, a pure electric drive mode, a series range extension mode, a parallel hybrid mode, an engine direct drive mode, and a brake energy recovery mode. The parallel hybrid mode includes a hybrid first gear mode and a hybrid second gear mode; the engine direct drive mode includes a direct drive first gear mode and a direct drive second gear mode;

[0027] The parking power generation mode is: the brake and the clutch are disengaged, the engine drives the generator to generate electricity, and the drive motor does not work;

[0028] The pure electric driving mode is: the brake and the clutch are disengaged, the engine and the generator are not working, and the driving motor drives the wheels;

[0029] The series range-extending mode is: the brake and the clutch are disengaged, the engine drives the generator to generate electricity, and the drive motor drives the wheels;

[0030] The hybrid first gear mode is: the brake is engaged, the clutch is disengaged, the engine drives the generator to generate electricity, and the engine and the drive motor jointly drive the wheels;

[0031] The hybrid second gear mode is: the brake is disengaged, the clutch is engaged, the engine drives the generator to generate electricity, and the engine and the drive motor jointly drive the wheels;

[0032] The direct drive first gear mode is: the brake is engaged, the clutch is disengaged, the engine drives the wheels, and the generator and the drive motor do not work;

[0033] The direct drive second gear mode is: the brake is disengaged, the clutch is engaged, the engine drives the wheels, and the generator and the drive motor do not work;

[0034] The braking energy recovery mode is as follows: the brake and the clutch are disengaged, the engine and the generator are not working, and the drive motor charges the power battery.

[0035] A car comprises the above hybrid power system.

[0036] In the above hybrid power system and automobile, the first transmission shaft connects the engine and the generator to realize power transmission between the two, and the second transmission shaft connects the drive motor and the differential to realize power transmission between the two; the planetary gear mechanism includes a planetary carrier, a sun gear, a planetary gear and a ring gear; any one of the ring gear and the sun gear is directly connected to the first transmission shaft, and the other is connected to the first transmission shaft through a brake; the clutch is provided between two of the sun gear, the ring gear and the planetary carrier, and the planetary carrier is connected to the second transmission shaft, and when the brake and the clutch are both in a disengaged state, there is no power transmission between the first transmission shaft and the second transmission shaft; when any one of the brake and the clutch is in a coupled state and the other is in a disengaged state, the engine drive of different gears can be realized, a wider speed ratio selection range can be improved, and the engine can be more reasonably operated in the optimal working range, which is helpful to improve the power and fuel economy of the whole vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] In order to more clearly illustrate the technical solutions of the embodiments of the utility model, the drawings required for use in the description of the embodiments of the utility model will be briefly introduced below. Obviously, the drawings in the following description are only some embodiments of the utility model. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0038] Figure 1 It is a structural schematic diagram of a hybrid power system in one embodiment of the utility model;

[0039] Figure 2 It is a schematic diagram of a hybrid power system in an embodiment of the utility model working in a parking power generation mode;

[0040] Figure 3 It is a schematic diagram of a hybrid power system in an embodiment of the utility model working in a pure electric driving mode;

[0041] Figure 4 It is a schematic diagram of a hybrid power system in an embodiment of the utility model working in a series range-extending mode;

[0042] Figure 5 It is a schematic diagram of a hybrid power system in one embodiment of the utility model working in a direct drive first gear mode;

[0043] Figure 6It is a schematic diagram of a hybrid power system in one embodiment of the utility model working in a direct drive second gear mode;

[0044] Figure 7 It is a schematic diagram of a hybrid power system in one embodiment of the utility model working in a hybrid first gear mode;

[0045] Figure 8 It is a schematic diagram of a hybrid power system in one embodiment of the utility model working in a hybrid second gear mode;

[0046] Fig. 9 It is a schematic diagram of vehicle mode management when a hybrid power system works in a braking energy recovery mode in one embodiment of the utility model;

[0047] Fig.10 is a schematic diagram of vehicle mode management of a hybrid power system in one embodiment of the utility model;

[0048] Fig.11 is a flow chart of a control method of a hybrid power system in one embodiment of the utility model;

[0049] Fig.12 is another flow chart of a control method of a hybrid power system in one embodiment of the utility model;

[0050] Fig.13 is another flow chart of a control method of a hybrid power system in one embodiment of the utility model;

[0051] Fig.14 is another flow chart of a control method of a hybrid power system in one embodiment of the utility model;

[0052] Fig.15 It is another flow chart of the control method of the hybrid power system in one embodiment of the utility model.

[0053] In the figure: 1. engine; 2. first transmission shaft; 3. brake; 4. planetary carrier; 5. sun gear; 6. planetary gear; 7. ring gear; 8. clutch; 9. first gear; 10. second gear; 11. third transmission shaft; 12. generator; 13. third gear; 14. fourth gear; 15. second transmission shaft; 16. fifth gear; 17. fourth transmission shaft; 18. drive motor; 19. sixth gear; 20. differential; 21. torque damper. DETAILED DESCRIPTION

[0054] The following will be combined with the drawings in the embodiments of the utility model to clearly and completely describe the technical solutions in the embodiments of the utility model. Obviously, the described embodiments are part of the embodiments of the utility model, not all of the embodiments. Based on the embodiments of the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model.

[0055] The present utility model provides a hybrid power system, such as Figure 1 As shown, the hybrid power system includes an engine 1, a generator 12, a drive motor 18, a differential 20, a planetary gear mechanism, a brake 3 and a clutch 8; the engine 1 is connected to the generator 12 through a first transmission shaft 2; the drive motor 18 is connected to the differential 20 through a second transmission shaft 15; the planetary gear mechanism includes a planet carrier 4, a sun gear 5, a planetary gear 6 and a ring gear 7; the planetary gear 6 is arranged on the planet carrier 4, and the planetary gear 6 is meshed with the sun gear 5 and the ring gear 7; the planet carrier 4 is connected to the second transmission shaft 15; the ring gear 7 and the sun gear 5 are sleeved on the first transmission shaft 2, and any one of the ring gear 7 and the sun gear 5 is connected to the first transmission shaft 2, and the other is connected to the brake 3; a clutch 8 is provided between two of the sun gear 5, the ring gear 7 and the planet carrier 4.

[0056] The first transmission shaft 2 is a transmission shaft disposed between the engine 1 and the generator 12. As an example, the first end of the first transmission shaft 2 may be connected to the engine 1, and the second end of the first transmission shaft 2 may be directly connected to the generator 12 or connected to the generator 12 through a gear.

[0057] The second transmission shaft 15 is a transmission shaft disposed between the drive motor 18 and the differential 20. As an example, the first end of the second transmission shaft 15 can be directly connected to the drive motor 18 or connected to the drive motor 18 through a gear, and the second end of the second transmission shaft 15 can be connected to the differential 20 or connected to the differential 20 through a gear.

[0058] As an example, the planetary gear mechanism includes a ring gear 7, a sun gear 5, a planet carrier 4 and a planet gear 6. The ring gear 7 and the sun gear 5 have the same axis, and both are sleeved on the first transmission shaft 2. Either the ring gear 7 or the sun gear 5 is connected to the first transmission shaft 2, and the other is connected to the brake 3. The brake 3 is connected to the housing of the hybrid system. When the brake 3 is in the engaged state, the ring gear 7 and the sun gear 5 are both connected to the first transmission shaft 2, so that they both rotate synchronously with the first transmission shaft 2; when the brake 3 is in the disengaged state, either the ring gear 7 or the sun gear 5 rotates synchronously with the first transmission shaft 2, and the other rotates asynchronously with the first transmission shaft 2. A clutch 8 is provided between two of the sun gear 5, the ring gear 7 and the planet carrier 4, that is, the two ends of the clutch 8 are connected to any two of the sun gear 5, the ring gear 7 and the planet carrier 4, respectively. When the clutch 8 is in a coupled state, any two of the sun gear 5, the ring gear 7 and the planet carrier 4 in the planetary gear mechanism can be combined into a whole for power transmission; when the clutch 8 is in a disengaged state, any two of the sun gear 5, the ring gear 7 and the planet carrier 4 in the planetary gear mechanism can be made to not form a whole for power transmission. A planetary gear 6 is provided on the planetary carrier 4, and the planetary gear 6 can be mounted on the planetary carrier 4 through a sliding bearing or a rolling bearing. The planetary gear 6 is meshed with not only the sun gear 5 located on the inner ring of the planetary gear mechanism, but also the ring gear 7 located on the outer ring of the planetary gear mechanism. The planetary carrier 4 is connected to the second transmission shaft 15, and the power transmitted from the engine 1 to the first transmission shaft 2 can be transmitted to the second transmission shaft 15 through the planetary gear mechanism to achieve power transmission.

[0059] Since the brake 3 and the clutch 8 have two working states: engagement and disengagement,

[0060] When the brake 3 is engaged and the clutch 8 is disengaged, the ring gear 7 and the sun gear 5 of the planetary gear mechanism are connected to the first transmission shaft 2, and the sun gear 5, the ring gear 7 and the planet carrier 4 are separated from each other and do not form a whole for power transmission. At this time, the planetary gear mechanism is equivalent to a fixed axis gear mechanism, which can realize a fixed speed ratio transmission. Figure 5 and Figure 7 As shown, when the brake 3 is engaged and the clutch 8 is disengaged, the brake 3 brakes the sun gear 5 or the ring gear 7, so that the sun gear 5 and the ring gear 7 rotate synchronously with the first transmission shaft 2, and the power is transmitted from the ring gear 7 to the planetary gear 6, and then output to the second transmission shaft 15 through the planetary carrier 4. In this process, the speed ratio of the planetary gear mechanism is (k+1) / 1>1.

[0061] When the brake 3 is released and the clutch 8 is engaged, any one of the ring gear 7 and the sun gear 5 rotates synchronously with the first transmission shaft 2, and the other rotates asynchronously with the first transmission shaft 2; and any two of the sun gear 5, the ring gear 7 and the planetary carrier 4 in the planetary gear mechanism are combined into a whole to transmit power, and the speed ratio can be switched. Figure 6 and Figure 8 As shown, when the brake 3 is disengaged and the clutch 8 is engaged, the brake 3 does not brake the sun gear 5 or the ring gear 7, so that one of the sun gear 5 and the ring gear 7 rotates synchronously with the first transmission shaft 2, and the other rotates asynchronously with the first transmission shaft 2; any two of the sun gear 5, the ring gear 7 and the planet carrier 4 in the planetary gear mechanism are combined into a whole, so that the planetary row formed by the sun gear 5, the ring gear 7 and the planet carrier 4 rotates together. At this time, the speed ratio of the planetary gear mechanism is 1, which is a fixed speed ratio.

[0062] When the brake 3 and the clutch 8 are both disengaged, the power output by the engine 1 cannot be transmitted to the second transmission shaft 15 through the first transmission shaft 2, but power can be transmitted between the engine 1 and the generator 12 through the first transmission shaft 2, and power can be transmitted between the drive motor 18 and the differential 20 through the second transmission shaft 15, so that the vehicle can enter the corresponding working mode when the brake 3 and the clutch 8 are both disengaged.

[0063] When the brake 3 and the clutch 8 are both engaged, the ring gear 7 and the sun gear 5 of the planetary gear mechanism are connected to the first transmission shaft 2, and any two of the sun gear 5, the ring gear 7 and the planetary carrier 4 form a whole. At this time, the planetary gear mechanism cannot realize the power transmission function. In order to ensure the normal operation of the hybrid power system, it is necessary to control the brake 3 and the clutch 8 to not be in the engaged state at the same time.

[0064] In this embodiment, the first transmission shaft 2 connects the engine 1 and the generator 12 to achieve power transmission between the two, and the second transmission shaft 15 connects the drive motor 18 and the differential 20 to achieve power transmission between the two; the planetary gear mechanism includes a planet carrier 4, a sun gear 5, a planetary gear 6 and a ring gear 7; any one of the ring gear 7 and the sun gear 5 is directly connected to the first transmission shaft 2, and the other is connected to the brake 3; a clutch 8 is provided between two of the sun gear 5, the ring gear 7 and the planet carrier 4, and the planet carrier 4 is connected to the second transmission shaft 15, and when the brake 3 and the clutch 8 are both in a disengaged state, there is no power transmission between the first transmission shaft 2 and the second transmission shaft 15; when any one of the brake 3 and the clutch 8 is in a coupled state and the other is in a disengaged state, the engine 1 can be driven in different gears, and a wider speed ratio selection range can be improved, so that the engine 1 can run more reasonably in the optimal working range, which is helpful to improve the power and fuel economy of the whole vehicle. In this solution, a single brake 3 and a single clutch 8 are used to achieve two-gear drive, and the overall axial size is small, which is conducive to platform layout.

[0065] In one embodiment, the ring gear 7 is connected to the first transmission shaft 2, and the sun gear 5 is not connected to the first transmission shaft 2; the first end of the brake 3 is connected to the housing of the hybrid power system, and the second end of the brake 3 is connected to the sun gear 5; or, the sun gear 5 is connected to the first transmission shaft 2, and the ring gear 7 is not connected to the first transmission shaft 2; the first end of the brake 3 is connected to the housing of the hybrid power system, and the second end of the brake 3 is connected to the ring gear 7.

[0066] As an example, the ring gear 7 in the planetary gear mechanism is connected to the first transmission shaft 2, so that the ring gear 7 rotates synchronously with the first transmission shaft 2, while the sun gear 5 is not connected to the first transmission shaft 2, so that the sun gear 5 does not rotate synchronously with the first transmission shaft 2. The first end of the brake 3 is connected to the housing of the hybrid system, and the second end of the brake 3 is connected to the sun gear 5. When the brake 3 is engaged and the clutch 8 is disengaged, the ring gear 7 and the sun gear 5 both rotate synchronously with the first transmission shaft 2, and the planetary gear mechanism is equivalent to a fixed-axis gear mechanism, which can realize a fixed-speed ratio transmission; when the brake 3 is disengaged and the clutch 8 is engaged, the sun gear 5 does not rotate asynchronously with the first transmission shaft 2, and any two of the sun gear 5, the ring gear 7 and the planet carrier 4 in the clutch 8 are combined into a whole, which can realize a variable-speed ratio transmission.

[0067] As another example, the sun gear 5 in the planetary gear mechanism is connected to the first transmission shaft 2, so that the sun gear 5 rotates synchronously with the first transmission shaft 2, while the ring gear 7 is not connected to the first transmission shaft 2, so that the ring gear 7 does not rotate synchronously with the first transmission shaft 2. The first end of the brake 3 is connected to the housing of the hybrid system, and the second end of the brake 3 is connected to the ring gear 7. When the brake 3 is engaged and the clutch 8 is disengaged, the ring gear 7 and the sun gear 5 both rotate synchronously with the first transmission shaft 2. The planetary gear mechanism is equivalent to a fixed-axis gear mechanism, which can realize a fixed-speed ratio transmission; when the brake 3 is disengaged and the clutch 8 is engaged, the ring gear 7 does not rotate synchronously with the first transmission shaft 2, and any two of the sun gear 5, the ring gear 7 and the planet carrier 4 in the clutch 8 are combined into a whole, which can realize a variable-speed ratio transmission.

[0068] In one embodiment, the first end of the clutch 8 is connected to the ring gear 7, and the second end of the clutch 8 is connected to the planet carrier 4; or, the first end of the clutch 8 is connected to the ring gear 7, and the second end of the clutch 8 is connected to the sun gear 5; or, the first end of the clutch 8 is connected to the planet carrier 4, and the second end of the clutch 8 is connected to the sun gear 5.

[0069] As an example, the first end of the clutch 8 is connected to the ring gear 7, and the second end of the clutch 8 is connected to the planetary carrier 4. When the clutch 8 is engaged, the ring gear 7 and the planetary carrier 4 can be combined into a whole so that the two rotate synchronously; conversely, when the clutch 8 is disengaged, the ring gear 7 and the planetary carrier 4 are separated from each other so that the two rotate asynchronously.

[0070] As an example, Figure 5-Figure 8As shown, the first end of the clutch 8 is connected to the ring gear 7, and the second end of the clutch 8 is connected to the sun gear 5. When the clutch 8 is engaged, the ring gear 7 and the sun gear 5 can be combined into a whole, so that the two rotate synchronously; conversely, when the clutch 8 is disengaged, the ring gear 7 and the sun gear 5 are separated from each other, so that the two rotate asynchronously.

[0071] As an example, the first end of the clutch 8 is connected to the planet carrier 4, and the second end of the clutch 8 is connected to the sun gear 5. When the clutch 8 is engaged, the planet carrier 4 and the sun gear 5 can be combined into a whole so that the two rotate synchronously; conversely, when the clutch 8 is disengaged, the planet carrier 4 and the sun gear 5 are separated from each other so that the two rotate asynchronously.

[0072] In this embodiment, the planetary gear mechanism includes a planet carrier 4, a sun gear 5, a planetary gear 6 and a ring gear 7. The clutch 8 is set at any two of the sun gear 5, the ring gear 7 and the planet carrier 4, so that when the clutch 8 is engaged, the planetary row formed by the sun gear 5, the ring gear 7 and the planet carrier 4 follows the first transmission shaft 7 to rotate through the sun gear 5 or the ring gear 7 to cooperate with the brake in the engaged state to achieve fixed speed ratio transmission. At this time, the speed ratio of the planetary gear mechanism is 1; when the clutch 8 is disengaged, the sun gear 5, the ring gear 7 and the planet carrier 4 do not form a whole and rotate with the first transmission shaft to achieve variable speed ratio transmission. At this time, the speed ratio of the planetary gear mechanism is (k+1) / 1>1.

[0073] In one embodiment, the hybrid power system further includes a first gear 9 , a second gear 10 and a third transmission shaft 11 ; the first gear 9 is connected to the first transmission shaft 2 , the second gear 10 is connected to the generator 12 via the third transmission shaft 11 , and the first gear 9 is meshed with the second gear 10 .

[0074] As an example, the hybrid system also includes a first gear 9 and a second gear 10, the first gear 9 is connected to the engine 1 through the first transmission shaft 2, the second gear 10 is connected to the generator 12 through the third transmission shaft 11, and the first gear 9 is meshed with the second gear 10, so that a power transmission path is formed between the engine 1-first transmission shaft 2-first gear 9-second gear 10-third transmission shaft 11-generator 12. The generator 12 is connected to the first transmission shaft 2 through the mutually meshing first gear 9 and second gear 10. Compared with the traditional method of directly connecting the second transmission shaft 2 to the generator 12, the use of gear meshing to achieve speed increase and torque reduction can effectively reduce the size and cost of the generator 12, making the entire hybrid system compact and highly integrated.

[0075] In one embodiment, the hybrid power system further includes a third gear 13 , a fourth gear 14 and a fifth gear 16 ; the third gear 13 and the fourth gear 14 are disposed on the second transmission shaft 15 , and the planet carrier 4 is meshed with the third gear 13 or the fourth gear 14 .

[0076] As an example, the hybrid system also includes a third gear 13 and a fourth gear 14, and the fourth gear 14 and the fourth gear 14 are arranged on the second transmission shaft 15. Specifically, the third gear 13 and the fourth gear 14 can be arranged at both ends of the second transmission shaft 15, and the planetary carrier 4 is meshed with the third gear 13 or the fourth gear 14. The power transmitted by the engine 1 through the planetary gear mechanism can pass through the planetary carrier 4-third gear 13 / fourth gear 14-second transmission shaft 15 in sequence, so as to be transmitted to the differential 20 through the second transmission shaft 15.

[0077] In one embodiment, the hybrid power system further includes a fifth gear 16 and a fourth transmission shaft 17 ; the fifth gear 16 is connected to the drive motor 18 via the fourth transmission shaft 17 , and the fifth gear 16 is meshed with the third gear 13 or the fourth gear 14 .

[0078] As an example, the hybrid system further includes a fifth gear 16 and a fourth transmission shaft 17, wherein the fifth gear 16 is connected to the drive motor 18 through the fourth transmission shaft 17, and the fifth gear 16 is meshed with the third gear 13, so that a power transmission path is formed between the drive motor 18-fourth transmission shaft 17-fifth gear 16-third gear 13 / fourth gear 14-second transmission shaft 15-differential 20. The drive motor 18 and the second transmission shaft 15 are connected through mutually meshing gear assemblies. Compared with the conventional method in which the second transmission shaft 15 is directly connected to the drive motor 17, the size and cost of the drive motor 18 can be effectively reduced by using gear meshing to achieve belt increase and torque reduction. The size and cost make the entire hybrid system compact and highly integrated.

[0079] In one embodiment, the hybrid system further includes a sixth gear 19 , which is disposed on the differential 20 ; either one of the planet carrier 4 and the fifth gear 16 is meshed with the third gear 13 , and the other is meshed with the fourth gear 14 .

[0080] As an example, the hybrid system further includes a sixth gear 19, which is disposed on the differential 20, and either the planetary carrier 4 or the fifth gear 16 is meshed with the third gear 13, and the other is meshed with the fourth gear 14, specifically: the planetary carrier 4 is meshed with the third gear 13, and the sixth gear 19 is meshed with the fourth gear 14, then a power transmission path is formed between the planetary carrier 4-third gear 13-second transmission shaft 15-fourth gear 14-sixth gear 19-differential 20, and then transmitted to the wheel end by the differential 20, so that the power output by the engine 1 can drive the wheels to work; at this time, the drive motor 18 can be meshed with the third gear 13 through the fifth gear 16. Alternatively, the planetary carrier 4 is meshed with the fourth gear 14, and the sixth gear 19 is meshed with the third gear 13, and accordingly, the drive motor 18 can be meshed with the fourth gear 14 through the fifth gear 16.

[0081] In one embodiment, the hybrid power system further includes a torque damper 21 disposed on the first transmission shaft 2 .

[0082] As an example, a torque damper 21 is provided on the first transmission shaft 2 , and the torque damper 21 can effectively reduce the torque stiffness and noise on the first transmission shaft 2 .

[0083] In one embodiment, the hybrid power system further includes an on-board controller, which works with the brake 3, the clutch 8, the engine 1, the generator 12 and the drive motor 18 to control the vehicle to enter any one of the parking power generation mode, the pure electric drive mode, the series range extension mode, the parallel hybrid mode, the engine direct drive mode and the brake energy recovery mode. The parallel hybrid mode includes a hybrid first gear mode and a hybrid second gear mode; the engine direct drive mode includes a direct drive first gear mode and a direct drive second gear mode;

[0084] The parking power generation mode is: the brake 3 and the clutch 8 are disengaged, the engine 1 drives the generator 12 to generate electricity, and the drive motor 18 does not work;

[0085] The pure electric driving mode is: the brake 3 and the clutch 8 are disengaged, the engine 1 and the generator 12 are not working, and the drive motor 18 drives the wheels;

[0086] The series range-extending mode is: the brake 3 and the clutch 8 are disengaged, the engine 1 drives the generator 12 to generate electricity, and the drive motor 18 drives the wheels;

[0087] The hybrid first gear mode is: the brake 3 is engaged, the clutch 8 is disengaged, the engine 1 drives the generator 12 to generate electricity, and the engine 1 and the drive motor 18 jointly drive the wheels;

[0088] The hybrid second gear mode is: the brake 3 is disengaged, the clutch 8 is engaged, the engine 1 drives the generator 12 to generate electricity, and the engine 1 and the drive motor 18 jointly drive the wheels;

[0089] The direct drive first gear mode is: the brake 3 is engaged, the clutch 8 is disengaged, the engine 1 drives the wheels, and the generator 12 and the drive motor 18 are not working;

[0090] The direct drive second gear mode is: the brake 3 is disengaged, the clutch 8 is engaged, the engine 1 drives the wheels, and the generator 12 and the drive motor 18 are not working;

[0091] The braking energy recovery mode is: the brake 3 and the clutch 8 are disengaged, the engine 1 and the generator 12 are not working, and the drive motor 18 charges the power battery.

[0092] As an example, the hybrid system can realize automatic switching among multiple operating modes, including parking power generation mode, pure electric drive mode, series range-extended mode, parallel hybrid mode, engine direct drive mode and brake energy recovery mode, so as to take into account both fuel economy and vehicle power.

[0093] like Figure 2 As shown, the on-board controller can control the vehicle to enter the parking power generation mode, specifically control the brake 3 and the clutch 8 to be separated, control the engine 1 not to work, and only control the generator 12 and the generator 12 to work, specifically control the generator 12 to start the engine 1 first, and the started engine 1 drives the generator 12 to generate electricity, and charges the power battery connected to the generator 12 to ensure the power of the power battery.

[0094] like Figure 3 As shown, the on-board controller can control the vehicle to enter the pure electric drive mode, specifically controlling the brake 3 and the clutch 8 to separate, controlling the engine 1 and the generator 12 to stop working, and only controlling the drive motor 18 to work, so that the power output by the drive motor 18 is transmitted to the wheels through the second transmission shaft 15 and the differential 20 to drive the wheels to work.

[0095] like Figure 4 As shown, the on-board controller can control the vehicle to enter the series extended-range mode, specifically control the brake 3 and the clutch 8 to separate, and control the engine 1, the generator 12 and the drive motor 18 to work. Specifically, there are two power transmission paths. One is to first control the generator 12 to start the engine 1, and the engine 1 drives the generator 12 to generate electricity, and charges the power battery and the drive motor 18 connected to the generator 12, that is, the power transmission path of the above-mentioned parking power generation mode; the other is to control the drive motor 18 to drive the wheels, so that the power output of the drive motor 18 is transmitted to the wheels through the second transmission shaft 15 and the differential 20 to drive the wheels to work, that is, the power transmission path of the above-mentioned pure electric drive mode.

[0096] like Figure 5 As shown, the on-board controller can control the vehicle to enter the direct drive first gear mode, specifically controlling the brake 3 to engage, the clutch 8 to disengage, the engine 1 to drive the wheels, the generator 12 and the drive motor 18 to stop working. At this time, the ring gear 7 and the sun gear 5 both rotate synchronously with the first transmission shaft 2, while the sun gear 5, the ring gear 7 and the planetary carrier 4 are not combined into an integrated structure, the planetary gear 6 is meshed with the ring gear 7 and the sun gear 5, and the overall rotation speed ratio of the planetary gear structure is greater than 1, specifically (k+1) / k. Therefore, the power output by the engine 1 is transmitted to the wheels via the torque damper 21 / first transmission shaft 2, the ring gear 7, the planetary gear 6, the planetary carrier 4, the fourth gear 14, the second transmission shaft 15, the third gear 14, the sixth gear 19 and the differential 20, so that the engine 1 runs in a higher gear within the optimal working range to drive the wheels, so that the engine can run in the optimal working state and ensure the power of the whole vehicle.

[0097] like Figure 6 As shown, the on-board controller can control the vehicle to enter the direct drive second gear mode, specifically controlling the brake 3 to be disengaged, the clutch 8 to be engaged, the engine 1 to drive the wheels, the generator 12 and the drive motor 18 to be non-operating, at this time, one of the ring gear 7 and the sun gear 5 rotates synchronously with the first transmission shaft 2, and the other does not rotate synchronously with the first transmission shaft 2, and the three elements of the sun gear 5, the ring gear 7 and the planetary carrier 4 are combined into one, and the overall rotation speed ratio of the planetary gear structure is 1, and the power output by the engine 1 is transmitted to the wheels via the torque damper 21 / first transmission shaft 2, the sun gear 5, the planetary gear 6, the planetary carrier 4, the fourth gear 14, the second transmission shaft 15, the third gear 14, the sixth gear 19 and the differential 20, so that the engine 1 runs in a higher gear in the optimal working range to drive the wheels, so that the engine can run in the optimal working state and ensure the power of the whole vehicle.

[0098] like Figure 7 As shown, the on-board controller can control the vehicle to enter the hybrid first gear mode, specifically controlling the brake 3 to engage, the clutch 8 to disengage, the engine 1 to drive the generator 12 to generate electricity, and the engine 1 and the drive motor 18 to drive the wheels together. At this time, the ring gear 7 and the sun gear 5 both rotate synchronously with the first transmission shaft 2, while the sun gear 5, the ring gear 7 and the planet carrier 4 are not combined into an integrated structure, the planetary gear 6 is meshed with the ring gear 7 and the sun gear 5, and the overall rotation speed ratio of the planetary gear structure is greater than 1, specifically (k+1) / k, and there are the following power transmission paths:

[0099] Path 1: The power of the engine 1 is transmitted to the wheels via the torque damper 21 / the first transmission shaft 2, the ring gear 7, the planetary gear 6, the planetary carrier 4, the fourth gear 14, the second transmission shaft 15, the third gear 14, the sixth gear 19 and the differential 20.

[0100] Path 2: The power of the generator 12 is transmitted to the wheels through the third transmission shaft 11, the second gear 10, the first gear 9, the torque damper 21 / the first transmission shaft 2, the ring gear 7, the planetary gear 6, the planetary carrier 4, the fourth gear 14, the second transmission shaft 15, the third gear 14, the sixth gear 19 and the differential 20.

[0101] Path 3: The power of the driving motor 18 is transmitted to the wheels through the fourth transmission shaft 17 , the fifth gear 16 , the fourth gear 14 , the second transmission shaft 15 , the third gear 14 , the sixth gear 19 and the differential 20 .

[0102] like Figure 8As shown, the on-board controller can control the vehicle to enter the hybrid second gear mode, specifically controlling the brake 3 to be disengaged, the clutch 8 to be engaged, the engine 1 to drive the generator 12 to generate electricity, and the engine 1 and the drive motor 18 to drive the wheels together. At this time, one of the ring gear 7 and the sun gear 5 rotates synchronously with the first transmission shaft 2, and the other does not rotate synchronously with the first transmission shaft 2. The three elements of the sun gear 5, the ring gear 7 and the planetary carrier 4 are combined into one, and the overall rotation speed ratio of the planetary gear structure is 1. Specifically, there are the following power transmission paths:

[0103] Path 1: The power of the engine 1 is transmitted to the wheels via the torque damper 21 / the first transmission shaft 2, the sun gear 5, the planetary gear 6, the planetary carrier 4, the fourth gear 14, the second transmission shaft 15, the third gear 14, the sixth gear 19 and the differential 20.

[0104] Path 2: The power of the generator 12 is transmitted to the wheels through the third transmission shaft 11, the second gear 10, the first gear 9, the torque damper 21 / the first transmission shaft 2, the sun gear 5, the planetary gear 6, the planetary carrier 4, the fourth gear 14, the second transmission shaft 15, the third gear 14, the sixth gear 19 and the differential 20.

[0105] Path 3: The power of the driving motor 18 is transmitted to the wheels through the fourth transmission shaft 17 , the fifth gear 16 , the fourth gear 14 , the second transmission shaft 15 , the third gear 14 , the sixth gear 19 and the differential 20 .

[0106] like Fig. 9 As shown, the on-board controller can control the vehicle to enter the braking energy recovery mode, specifically controlling the brake 3 and the clutch 8 to be disengaged, the engine 1 and the generator 12 to stop working, and the drive motor 18 to charge the power battery, that is, when the vehicle brakes and decelerates, the drive motor 18 is controlled to generate a braking torque to decelerate the vehicle, and at the same time, the induced current generated by the motor winding in the drive motor 18 is charged to the power battery to achieve the braking energy recovery effect.

[0107] In one embodiment, a control method for a hybrid power system is provided, and the control method is described by taking the application of the control method in a vehicle-mounted controller as an example. Fig.11 As shown, the control method of the hybrid power system includes:

[0108] S1: When the vehicle is in the current working mode, obtain the current vehicle data corresponding to the vehicle;

[0109] S2: Determine the target working mode based on the current vehicle data;

[0110] S3: Control the clutch state of the brake 3 and the clutch 8, and control the working state of the engine 1, the generator 12 and the drive motor 18, so that the vehicle enters the target working mode.

[0111] Among them, the current working mode refers to the working mode of the vehicle at the current moment, and the current working mode may include any one of the pure electric drive mode, series extended range mode, parallel hybrid mode, engine direct drive mode, parking power generation mode and brake energy recovery mode. The parallel hybrid mode includes the hybrid first gear mode and the hybrid second gear mode; the engine direct drive mode includes the direct drive first gear mode and the direct drive second gear mode. The target working mode refers to other working modes except the current working mode, specifically, the working mode to be switched into is determined according to the current vehicle data.

[0112] Among them, the current vehicle data refers to the vehicle data collected by the vehicle at the current moment. As an example, the current vehicle data may include but is not limited to the current throttle opening, the current SOC and the current vehicle speed. The current throttle opening here refers to the throttle opening collected at the current moment. The current SOC refers to the SOC collected at the current moment, which can be collected in real time by the battery management system connected to the power battery to reflect the remaining capacity of the power battery. The current vehicle speed refers to the vehicle speed collected at the current moment.

[0113] As an example, in step S1, the on-board controller can obtain current vehicle data such as current SOC and current vehicle speed when the vehicle is in the current operating mode, that is, when the vehicle is in any of the pure electric drive mode, series extended-range mode, parallel hybrid mode, engine direct drive mode, parking power generation mode and brake energy recovery mode, so as to evaluate whether it is necessary to switch to other operating modes based on the current vehicle data.

[0114] As an example, in step S2, after obtaining the current vehicle data, the on-board controller may compare the current vehicle data with the mode switching conditions corresponding to other working modes except the current working mode. If the current vehicle data satisfies any mode switching condition, the working mode corresponding to the mode switching condition is determined as the target working mode.

[0115] As an example, in step S3, after determining the target working mode, the on-board controller needs to control the two actuator components, brake 3 and clutch 8, to adjust their clutch states according to the target working mode, that is, control the brake 3 and clutch 8 to enter an engaged state or a disengaged state, and when the brake 3 and the clutch 8 are both disengaged, cut off the power transmission path between the engine 1 and the differential 20; when one of the brake 3 and the clutch 8 is engaged and the other is disengaged, there is a power transmission path between the engine 1 and the differential 20, that is, there is a power transmission path between the engine 1 / generator 12-first transmission shaft 2-planetary gear mechanism-second transmission shaft 15-differential 20, so that the engine 1 can directly drive the wheels (that is, enter the engine direct drive mode), and can also drive the wheels together with the drive motor 181 (that is, enter the parallel hybrid mode); control the working states of the three power components of the engine 1, the generator 12 and the drive motor 18, specifically control the engine 1, the generator 12 and the drive motor 18 to work or not work, so that the vehicle enters the target working mode.

[0116] In this embodiment, based on the current vehicle data collected in the current working mode, the target working mode to be switched into is determined, the two actuator components, the brake 3 and the clutch 8, are controlled to adjust their clutch states, and the three power components, the engine 1, the generator 12 and the drive motor 18, are controlled to work or not work, so as to achieve coordinated control of the actuator components and the power components, so as to achieve fast and smooth switching between different working modes.

[0117] In one embodiment, a control method for a hybrid power system is provided, and the control method is described by taking the application of the control method in a vehicle-mounted controller as an example. Fig.12 As shown, the control method of the hybrid power system includes:

[0118] S11: When the vehicle is in the current driving mode, obtaining the current SOC and current vehicle speed of the vehicle;

[0119] S12: determining a target driving mode according to the current SOC and the current vehicle speed;

[0120] S13: Controlling the clutch state of the brake 3 and the clutch 8, and controlling the engine 1, the generator 12 and the drive motor 18 to enter the optimal working state, so that the vehicle enters the target driving mode.

[0121] Wherein, step S11 is a specific implementation of step S1, step S12 is a specific implementation of step S2, and step S13 is a specific implementation of step S3.

[0122] Among them, the current driving mode refers to the driving mode that the vehicle is in at the current moment, which is one of the current working modes. The target driving mode is the driving mode that the vehicle needs to switch into, which is a driving mode different from the current driving mode. As an example, the current driving mode here can be any one of the pure electric driving mode, the series extended range mode, the parallel hybrid mode, and the engine direct drive mode. The parallel hybrid mode includes the hybrid first gear mode and the hybrid second gear mode; the engine direct drive mode includes the direct drive first gear mode and the direct drive second gear mode; and the target driving mode is a driving mode other than the current driving mode.

[0123] As an example, in step S11, the on-board controller can obtain current vehicle data such as current SOC and current vehicle speed when the vehicle is in the current driving mode, that is, when the vehicle is in any of the pure electric driving mode, series extended-range mode and parallel hybrid mode, so as to evaluate whether it is necessary to switch to other driving modes based on the current vehicle data.

[0124] As an example, in step S12, after acquiring the current vehicle data, the on-board controller may compare the current vehicle data with mode entry conditions corresponding to other driving modes except the current driving mode. If the current vehicle data satisfies any mode entry condition, the driving mode corresponding to the mode entry condition is determined as the target driving mode.

[0125] As an example, in step S13, when the current vehicle data meets the mode switching condition corresponding to the target drive mode, the on-board controller needs to control the vehicle to enter the target drive mode, specifically by controlling the clutch state of the brake 3 and the clutch 8, that is, controlling the brake 3 and the clutch 8 to separate or combine, to determine whether to cut off the power transmission path between the engine 1 and the differential 20, and controlling the engine 1, the generator 12 and the drive motor 18 to cooperate to provide driving power to the wheels 9, so that the vehicle enters the target drive mode, so that the engine 1, the generator 12 and the drive motor 18 enter the optimal working state, so as to reasonably control the distribution of fuel power and electric power, so that each component of the hybrid power system always operates in the most efficient working range, and achieves the effect of both economy and power. The optimal working state here refers to the optimal working state that can take into account economy or power according to the current vehicle data, for example, it can be to make the engine 1 in a high efficiency range or a minimum fuel consumption range.

[0126] In this example, when the brake 3 and the clutch 8 are both disengaged, the power transmission path between the engine 1 and the differential 20 is cut off; when one of the brake 3 and the clutch 8 is engaged and the other is disengaged, there is a power transmission path between the engine 1 and the differential 20, that is, there is a power transmission path between the engine 1 / generator 2-first transmission shaft 2-planetary gear mechanism-second transmission shaft 15-differential 20, so that the engine 1 can directly drive the wheels (i.e., enter the engine direct drive mode), or can drive the wheels together with the drive motor 181 (i.e., enter the parallel hybrid mode). In this example, when one of the brake 3 and the clutch 8 is engaged and the other is disengaged, different gear switching can be achieved. Specifically, when the brake 3 is engaged and the clutch 8 is disengaged, the vehicle can be controlled to enter the direct drive first gear mode or the hybrid first gear mode, and when the brake 3 is disengaged and the clutch 8 is engaged, the vehicle can be controlled to enter the direct drive second gear mode or the hybrid second gear mode.

[0127] In this embodiment, the target driving mode to be switched into is determined based on the current vehicle data collected under the current driving mode, and the clutch state of the brake 3 and the clutch 8 is controlled based on the target driving mode to determine whether to cut off the power transmission path between the engine 1 and the differential 20; and the engine 1, the generator 12 and the drive motor 18 are controlled to drive the wheels so that the vehicle enters the optimal working state matching the current vehicle data, so as to reasonably control the distribution of fuel power and electric power, so that each component of the hybrid power system always operates in the most efficient working range, achieving the effect of both economy and power.

[0128] In one embodiment, step S12, i.e. determining the target driving mode according to the current SOC and the current vehicle speed, includes:

[0129] S121: querying a preset mode threshold line according to the current SOC and / or the current vehicle speed to obtain a target SOC threshold and a target vehicle speed threshold;

[0130] S122: Determine a target driving mode according to the current SOC, the target SOC threshold, the current vehicle speed and the target vehicle speed threshold.

[0131] The preset mode threshold line is a threshold curve corresponding to a preset driving mode, and the threshold curve is used to reflect the mapping relationship between the vehicle speed threshold and the SOC threshold. The target vehicle speed threshold is a vehicle speed threshold used to evaluate whether it is necessary to enter the driving mode corresponding to the preset mode threshold line. The target SOC threshold is an SOC threshold used to evaluate whether it is necessary to enter the driving mode corresponding to the preset mode threshold line.

[0132] As an example, in step S121, after obtaining the current SOC and the current vehicle speed, the on-board controller can query the pre-set preset mode threshold line based on the current SOC and the current vehicle speed respectively, and determine the speed threshold corresponding to the current SOC in the preset mode threshold line as the target vehicle speed threshold, and determine the SOC threshold corresponding to the current vehicle speed in the preset mode threshold line as the target SOC threshold, or directly determine the SOC lower limit value as the target SOC threshold, that is, the target vehicle speed threshold here is determined by querying the preset mode threshold line based on the current SOC, and the target SOC threshold can be determined by querying the preset mode threshold line based on the current vehicle speed, or it can be a pre-set default value, such as the SOC lower limit value.

[0133] As an example, in step S122, the on-board controller may compare the current SOC with the target SOC threshold and the current vehicle speed with the target vehicle speed threshold when determining the target vehicle speed threshold and the target SOC threshold corresponding to the current SOC, and determine whether the mode entry condition corresponding to the driving mode corresponding to the preset mode threshold line is met based on the comparison results of the two. If the mode entry condition is met, the driving mode corresponding to the preset mode threshold line is determined as the target driving mode; if the mode entry condition is not met, the current driving mode is maintained to avoid frequent changes in driving modes.

[0134] In this embodiment, the preset mode threshold line is queried based on the current SOC and the current vehicle speed collected under the current driving mode to determine the corresponding target SOC threshold and the target vehicle speed threshold, and then based on the comparison result of the current SOC and the target SOC threshold, and the comparison result of the current vehicle speed and the target vehicle speed threshold, it is determined whether it is necessary to switch to the target driving mode corresponding to the preset mode threshold line, so as to achieve a comprehensive evaluation of whether to switch the driving mode based on the current SOC and the current vehicle speed, so as to reasonably control the distribution of fuel power and electric power, so that each component of the hybrid power system always operates in the most efficient working range, achieving the effect of both economy and power.

[0135] In one embodiment, step S12, i.e. determining the target driving mode according to the current SOC and the current vehicle speed, includes:

[0136] A121: querying the pure electric drive mode threshold line according to the current SOC and the current vehicle speed, obtaining a first vehicle speed threshold corresponding to the current SOC and a first SOC threshold corresponding to the current vehicle speed;

[0137] A122: If the current SOC is greater than a first SOC threshold and the current vehicle speed is less than a first vehicle speed threshold, determine that the target driving mode is the pure electric driving mode.

[0138] Among them, step A121 is a specific implementation of step S121, and step A122 is a specific implementation of step S122.

[0139] Among them, the pure electric drive mode threshold line is a threshold curve used to control entry into the pure electric drive mode. The pure electric drive mode threshold line reflects the mapping relationship between the vehicle speed threshold and the SOC threshold. The SOC threshold on the curve determines the timing of entering the pure electric drive mode at different vehicle speeds. It is a curve formulated when the power battery is fully charged, taking into account economic factors such as pure electric driving range. The first vehicle speed threshold is a vehicle speed threshold used to evaluate whether it is necessary to enter the pure electric drive mode. The first SOC threshold is a vehicle speed threshold used to evaluate whether it is necessary to enter the pure electric drive mode.

[0140] As an example, after obtaining the current SOC and the current vehicle speed, the onboard controller can query the preset pure electric driving mode threshold line (such as Fig.10 As shown), determine the first vehicle speed threshold corresponding to the current SOC and the first SOC threshold corresponding to the current vehicle speed. When the current SOC is greater than the first SOC threshold and the current vehicle speed is less than the first vehicle speed threshold, it can be determined that the power battery has sufficient power. In order to effectively reduce fuel consumption and improve fuel economy, the vehicle can be controlled to drive in pure electric drive mode first, that is, the pure electric drive mode is determined as the target drive mode.

[0141] In one embodiment, step S12, i.e. determining the target driving mode according to the current SOC and the current vehicle speed, includes:

[0142] B121: querying the series range extension mode threshold line according to the current SOC and the current vehicle speed, and obtaining the second vehicle speed threshold corresponding to the current SOC and the second SOC threshold corresponding to the current vehicle speed;

[0143] B122: If the current SOC is less than the second SOC threshold and the current vehicle speed is less than the second vehicle speed threshold, or the current SOC is less than the SOC lower limit, determine that the target driving mode is the series extended range mode.

[0144] The series range-extending mode threshold line is a threshold curve used to control the entry into the series range-extending mode. The series range-extending mode threshold line reflects the mapping relationship between the vehicle speed threshold and the SOC threshold to determine the timing of entering the series range-extending mode at different vehicle speeds. The following two factors need to be considered when setting the series range-extending mode threshold line. First, when the SOC threshold is high, the vehicle speeds entering the series range-extending mode at each throttle are close, which can avoid frequent mode switching when the accelerator pedal is released, meeting the vehicle speed comfort requirements; second, when the SOC threshold is low, the vehicle speed is high under high throttle, which can switch the parallel hybrid mode to the series range-extending mode, meeting the driver's overtaking and acceleration requirements.

[0145] The second vehicle speed threshold is a vehicle speed threshold used to evaluate whether to enter the series range-extended mode, and the second SOC threshold is an SOC threshold used to evaluate whether to enter the series range-extended mode. The SOC lower limit value is a preset threshold used to distinguish between the series range-extended mode and the parallel hybrid mode.

[0146] As an example, after obtaining the current SOC and the current vehicle speed, the onboard controller can query the preset series range extension mode threshold line (such as Fig.10 As shown), a second vehicle speed threshold corresponding to the current SOC and a second SOC threshold corresponding to the current vehicle speed are obtained. When the current SOC is less than the second SOC threshold and the current vehicle speed is less than the second vehicle speed threshold, the series extended-range mode can be determined as the target driving mode to ensure that the vehicle driving meets the economy and power requirements.

[0147] As another example, after obtaining the current SOC, the on-board controller can compare the current SOC with the preset SOC lower limit value. When the current SOC is less than the SOC lower limit value, the series range extension mode can be determined as the target driving mode to ensure that the vehicle meets the economic and power requirements. In this example, when the current SOC is less than the SOC lower limit value, the on-board controller will actively limit the power output of the power battery and force the vehicle to enter the series range extension mode. While giving priority to meeting the power requirements of the entire vehicle, the engine 1 is controlled to drive the generator 12 to work to charge the power battery, so as to maintain the power balance of the power battery and prevent the power battery from being over-discharged.

[0148] In one embodiment, step S12, i.e. determining the target driving mode according to the current SOC and the current vehicle speed, includes:

[0149] C121: query the engine driving mode threshold line according to the current SOC to obtain the third vehicle speed threshold corresponding to the current SOC;

[0150] C122: If the current SOC is greater than the SOC lower limit value and the current vehicle speed is greater than the third vehicle speed threshold, determine that the target driving mode is the engine driving mode.

[0151] Among them, the third vehicle speed threshold is a vehicle speed threshold used to evaluate whether it is necessary to enter the engine drive mode. The engine drive mode here refers to a drive mode in which the engine 1 participates in driving the wheels. The engine drive mode can be any one of a parallel hybrid mode and an engine direct drive mode. The parallel hybrid mode includes a hybrid first gear mode and a hybrid second gear mode; the engine direct drive mode includes a direct drive first gear mode and a direct drive second gear mode. The parallel hybrid mode here is a drive mode in which the engine 1 and the drive motor 18 jointly drive the wheels, and the engine direct drive mode is a drive mode in which the engine 1 directly drives the wheels.

[0152] As an example, after obtaining the current SOC and the current vehicle speed, the on-board controller may compare the current SOC with the preset SOC lower limit value, and query the preset engine drive mode threshold line based on the current SOC to determine the third vehicle speed threshold value corresponding to the current SOC; when the current SOC is greater than the SOC lower limit value and the current vehicle speed is greater than the third vehicle speed threshold value, in order to obtain the best vehicle power performance, the engine drive mode may be determined as the target drive mode. The engine drive mode threshold line here is a threshold curve preset for controlling the entry into the engine drive mode. The engine drive mode threshold line reflects the mapping relationship between the vehicle speed threshold value and the SOC threshold value. The SOC threshold value on the curve determines the timing of starting the engine 1 for different vehicles. The third vehicle speed threshold value for entering the engine drive mode determined based on the current SOC actively needs to consider the vehicle power performance, that is, the higher the wheel end demand and the larger the throttle, the greater the power demand of the vehicle. In order to obtain the best power performance, the engine drive mode is entered so that the engine 1 directly drives the wheels or drives the wheels together with the drive motor 18.

[0153] like Fig.10 In the vehicle mode management diagram shown, curve 1 is the pure electric drive mode threshold line, curve 2 is the series extended-range mode threshold line, curve 3 is the engine drive mode threshold line, and curve 4 is the curve corresponding to the SOC lower limit value. The area between the curves is the hysteresis interval to avoid frequent switching of working modes.

[0154] When the current SOC is in the high SOC interval, the vehicle can be controlled to switch between the pure electric drive mode and the engine drive mode based on the comparison result between the current vehicle speed and the first vehicle speed threshold corresponding to the pure electric drive mode threshold line and the third vehicle speed threshold corresponding to the engine drive mode threshold line. The high SOC interval here refers to the interval where the SOC threshold is relatively high and the pure electric drive mode and the engine drive mode need to be switched. In this example, when the current SOC is in the high SOC interval, if the current vehicle speed is low (i.e., less than the first vehicle speed threshold), considering that the vehicle needs to have a certain pure electric driving range, the vehicle is controlled to enter the pure electric drive mode; if the current vehicle speed is high (greater than the third vehicle speed threshold), the vehicle needs to be controlled to enter the engine drive mode, so that the engine 1 and the drive motor 18 jointly drive the wheels to meet the wheel-end power requirements and achieve dynamic performance under optimal economy.

[0155] When the current SOC is in the middle SOC interval, the vehicle can be controlled to switch between the pure electric drive mode, the series extended-range mode and the engine drive mode based on the comparison results of the current vehicle speed with the first vehicle speed threshold corresponding to the pure electric drive mode threshold line, the second vehicle speed threshold corresponding to the series extended-range mode threshold line and the third vehicle speed threshold corresponding to the engine drive mode threshold line. The middle SOC interval here refers to the interval with moderate SOC thresholds required to achieve switching between the three modes of pure electric drive mode, series extended-range mode and engine drive mode. In this example, when the current SOC is in the medium SOC range, if the current vehicle speed is relatively small (i.e., less than the first vehicle speed threshold), it can be determined that the current throttle opening is relatively small at this time, and the vehicle needs to be controlled to enter the pure electric drive mode, so that the NVH performance of the whole vehicle is higher; when the current vehicle speed is in the medium and low speed range (i.e., greater than the first vehicle speed threshold and less than the second vehicle speed threshold), it can be determined that the current throttle opening is relatively large at this time, and the vehicle needs to be controlled to enter the series extended-range mode, and a power following strategy is adopted to make the engine 1 run along the optimal economic curve, and the electric energy generated by the generator 12 can directly drive the drive motor 18 to work; when the current vehicle speed is relatively high (i.e., greater than the third vehicle speed threshold), the vehicle needs to be controlled to enter the engine drive mode, so that the engine 1 directly drives the wheels or drives the wheels together with the drive motor 18 to meet the wheel-end power requirements and achieve dynamics under optimal economy.

[0156] When the current SOC is in the low SOC interval, the vehicle can be controlled to switch between the series range-extended mode and the engine drive mode based on the comparison result between the current vehicle speed and the second vehicle speed threshold corresponding to the series range-extended mode threshold line and the third vehicle speed threshold corresponding to the engine drive mode threshold line. The low SOC interval here refers to the interval where the SOC threshold is low and the switching between the series range-extended mode and the engine drive mode needs to be realized. In this example, when the current SOC is in the low SOC interval, if the current vehicle speed is less than the second vehicle speed threshold, the series range-extended mode can be switched; when the current vehicle speed is greater than the third vehicle speed threshold, the engine drive mode can be switched, so that the engine 1 directly drives the wheels or drives the wheels together with the drive motor 18 to meet the wheel-end power demand and ensure power under optimal economy.

[0157] When the current vehicle speed is in the low speed range, the vehicle can be controlled to switch between the pure electric drive mode and the series extended-range mode based on the comparison result of the current SOC with the first SOC threshold corresponding to the pure electric drive mode threshold line and the second SOC threshold corresponding to the series extended-range mode threshold line. The low speed range here refers to the range with a lower speed threshold and the need to switch between the pure electric drive mode and the series extended-range mode.

[0158] When the current vehicle speed is in the medium speed range, the vehicle can be controlled to switch between the pure electric drive mode, series extended-range mode and engine drive mode based on the comparison results of the current SOC and the first SOC threshold corresponding to the pure electric drive mode threshold line, the second SOC threshold corresponding to the series extended-range mode threshold line and the third SOC threshold corresponding to the engine drive mode. The medium speed range here refers to the range where the vehicle speed threshold is moderate and switching between the three modes of pure electric drive mode, series extended-range mode and engine drive mode needs to be achieved.

[0159] When the current vehicle speed is in the high speed range, the vehicle can be controlled to switch between the series extended-range mode and the engine drive mode based on the comparison result of the current vehicle speed with the second SOC threshold corresponding to the series extended-range mode threshold line and the third SOC threshold corresponding to the engine drive mode. The high speed range here refers to the range with a higher vehicle speed threshold value and the need to realize the switching of the three modes of the series extended-range mode and the engine drive mode.

[0160] When the current SOC is less than the SOC lower limit, there is no need to consider the current vehicle speed. The vehicle is controlled to enter the series extended-range mode. By decoupling the relationship between the engine 1 speed and the vehicle speed, the engine 1 speed is increased so that the engine 1 can output as much power as possible for power generation, replenish the power battery and drive the wheels, or directly give the generated power to the drive motor 18 to drive the wheels.

[0161] In one embodiment, step C122, i.e. determining that the target driving mode is the engine driving mode, includes:

[0162] C122-11: Get the required wheel speed;

[0163] C122-12: If the wheel end required speed is within the optimal operating range of engine 1, the target drive mode is determined to be the engine direct drive mode;

[0164] C122-13: If the wheel end required speed is not within the optimal operating range of engine 1, the target driving mode is determined to be the parallel hybrid mode.

[0165] The wheel end required speed refers to the speed determined based on wheel feedback. The optimal operating range of the engine 1 refers to the torque speed range in which the engine 1 can achieve the optimal performance index when it is working, that is, when the engine 1 works at a speed within this range, the efficiency, fuel consumption, exhaust emissions and other indicators of the engine 1 can reach the most understandable state.

[0166] As an example, in step C122-11, when the on-board controller determines that the current SOC is greater than the SOC lower limit and the current vehicle speed is greater than the third vehicle speed threshold, that is, when it determines that the target driving mode of the vehicle is the engine driving mode, it is necessary to further obtain the wheel-end required speed, and then compare the wheel-end required speed with the optimal operating range of the engine 1, so as to further determine the target driving mode to be entered at the next moment based on the comparison result.

[0167] As an example, in step C122-12, when the required wheel speed is within the optimal working range of the engine 1, the on-board controller can determine that the wheel speed can be met by directly driving the wheel by the engine 1. Therefore, the target drive mode can be determined to be the engine direct drive mode, so as to subsequently control the engine 1 to operate in the optimal working range to drive the wheel to work, so that the generator 12 and the drive motor 18 are idle and do not participate in the work. The engine direct drive mode here refers to the mode in which the engine 1 directly drives the wheel. The engine direct drive mode includes a direct drive first gear mode and a direct drive second gear mode. The direct drive first gear mode here refers to a mode in which the engine 1 directly drives the wheel with a higher gear, and the direct drive second gear mode refers to a mode in which the engine 1 directly drives the wheel with a lower gear. The higher gear here refers to a higher speed ratio of the planetary gear mechanism, and the lower gear refers to a lower speed ratio of the planetary gear mechanism.

[0168] As an example, in step C122-13, when the wheel-end required speed is not within the optimal working range of the engine 1, that is, the wheel-end required speed is greater than the optimal working range of the engine 1 or less than the optimal working range of the engine 1, the on-board controller can determine that the wheel-end required speed cannot be met by the engine 1 directly driving the wheel, and the wheel needs to be driven by the engine 1 and the drive motor 18 to meet the wheel-end required speed. Therefore, the target drive mode can be determined to be a parallel hybrid mode, so as to subsequently control the engine 1 to operate in the optimal working range, drive the generator 12 to generate electricity, and control the engine 1 and the drive motor 18 to drive the wheels. In this example, the parallel hybrid mode includes a hybrid first gear mode and a hybrid second gear mode. The hybrid first gear mode here refers to a mode in which the engine 1 and the drive motor 18 jointly drive the wheels and the gear is higher, and the hybrid second gear mode is a mode in which the engine 1 and the drive motor 18 jointly drive the wheels and the gear is lower.

[0169] In this embodiment, based on whether the required wheel-end speed is within the optimal operating range of the engine 1, it is evaluated whether the engine 1 can drive the wheels to meet the required wheel-end speed when operating in the optimal operating range, so as to determine the engine direct drive mode or parallel hybrid mode as the target drive mode, so as to ensure that when the vehicle is subsequently controlled to enter the target drive mode, the engine 1 can operate in the optimal operating range to meet the requirements of economy and power.

[0170] In one embodiment, step C122, i.e. determining that the target driving mode is the engine driving mode, includes:

[0171] C122-21: Get the wheel end required power;

[0172] C122-22: If the wheel-end required power is greater than the preset required power, the target driving mode is determined to be the engine first gear mode;

[0173] C122-23: If the wheel-end required power is not greater than the preset required power, the target driving mode is determined to be the engine second gear mode.

[0174] The wheel-end required power refers to the power required based on wheel feedback. The preset required power is a pre-set threshold for distinguishing between high power demand and low power demand.

[0175] As an example, in step C122-21, when the on-board controller determines that the current SOC is greater than the SOC lower limit and the current vehicle speed is greater than the third vehicle speed threshold, that is, when it determines that the target driving mode of the vehicle is the engine driving mode, it is necessary to further obtain the wheel-end required power. Specifically, the current throttle opening can be obtained, and the wheel-end required power can be determined according to the current throttle opening; then, the wheel-end required power is compared with the preset required power, so as to further determine the target driving mode to be entered at the next moment according to the comparison result.

[0176] As an example, in step C122-22, when the wheel-end power demand is greater than the preset power demand, the on-board controller may determine that the wheel-end power demand is a large power demand. In order to ensure the power of the entire vehicle, the target drive mode may be determined to be the engine first gear mode, so as to subsequently control the engine 1 to drive the wheels at a higher gear. The engine first gear mode here refers to a mode in which the engine 1 drives the wheels at a higher gear. The engine first gear mode includes a direct drive first gear mode and a hybrid first gear mode. The direct drive first gear mode refers to a mode in which the engine 1 directly drives the wheels with a higher gear, and the hybrid first gear mode refers to a mode in which the engine 1 and the drive motor 18 jointly drive the wheels with a higher gear.

[0177] As an example, in step C122-23, when the wheel-end power demand is not greater than the preset power demand, the on-board controller may determine that the wheel-end power demand is a small power demand. In order to ensure fuel economy, the target drive mode may be determined to be the engine second gear mode, so as to subsequently control the engine 1 to drive the wheels in a lower gear. The engine second gear mode here refers to a mode in which the engine 1 drives the wheels in a lower gear. The engine second gear mode includes a direct drive second gear mode and a hybrid second gear mode. The direct drive second gear mode refers to a mode in which the engine 1 directly drives the wheels with a lower gear, and the hybrid second gear mode refers to a mode in which the engine 1 and the drive motor 18 jointly drive the wheels with a lower gear.

[0178] In this embodiment, based on the comparison result between the wheel-end required power and the preset required power, the engine first gear mode and the engine second gear mode are determined as the target driving mode to ensure that when the vehicle is subsequently controlled to enter the target driving mode, the engine 1 can operate within the optimal working range to drive the wheels, ensure the vehicle's power when the gear is higher, and ensure its fuel economy when the gear is lower.

[0179] In one embodiment, step C122, i.e. determining that the target driving mode is the engine driving mode, includes:

[0180] C122-31: Obtain the wheel end required speed and wheel end required power;

[0181] C122-32: If the wheel end required speed is within the optimal operating range of the engine 1 and the wheel end required power is greater than the preset required power, then determine that the target drive mode is the direct drive first gear mode;

[0182] C122-33: If the wheel end required speed is within the optimal working range of the engine 1 and the wheel end required power is not greater than the preset required power, then determine that the target drive mode is the direct drive second gear mode;

[0183] C122-34: If the wheel-end required speed is not within the optimal operating range of the engine 1, and the wheel-end required power is greater than the preset required power, then determining the target driving mode to be the hybrid first gear mode;

[0184] C122-35: If the wheel-end required speed is not within the optimal operating range of the engine 1 and the wheel-end required power is not greater than the preset required power, the target driving mode is determined to be the hybrid second gear mode.

[0185] As an example, in step C122-31, when the on-board controller determines that the current SOC is greater than the SOC lower limit and the current vehicle speed is greater than the third vehicle speed threshold, that is, when it determines that the target driving mode of the vehicle is the engine driving mode, it is necessary to further obtain the wheel-end required speed and the wheel-end required power, compare the wheel-end required speed with the optimal operating range of the engine 1, and compare the wheel-end required power with the preset required power, so as to determine the target driving mode to be entered at the next moment based on the comparison results of the two.

[0186] As an example, in step C122-32, when the wheel-end required speed is within the optimal operating range of the engine 1 and the wheel-end required power is greater than the preset required power, the on-board controller can determine that the wheel-end required speed can be met by directly driving the wheels by the engine 1, and the wheel-end required power is a large required power. In order to ensure that the engine 1 operates in the optimal operating range and ensure the power of the entire vehicle, the target drive mode can be determined to be the direct drive first gear mode.

[0187] As an example, in step C122-33, when the wheel-end required speed is within the optimal operating range of the engine 1 and the wheel-end required power is not greater than the preset required power, the on-board controller can determine that the wheel-end required speed can be met by directly driving the wheels by the engine 1, and the wheel-end required power is a small required power. In order to ensure that the engine 1 operates in the optimal operating range and ensure fuel economy, the target drive mode can be determined to be the direct drive second gear mode.

[0188] As an example, in step C122-34, when the wheel-end required speed is not within the optimal operating range of the engine 1 and the wheel-end required power is greater than the preset required power, the on-board controller can determine that the wheel-end required speed cannot be met by directly driving the wheel by the engine 1, and the wheel-end required speed can be met only when the engine 1 and the drive motor 18 drive the wheel together, and the wheel-end required power is a large required power. In order to ensure that the engine 1 operates in the optimal operating range and ensure the power of the entire vehicle, the target drive mode can be determined to be the hybrid first gear mode.

[0189] As an example, in step C122-35, when the wheel-end required speed is not within the optimal operating range of the engine 1 and the wheel-end required power is not greater than the preset required power, the on-board controller can determine that the wheel-end required speed can be met by directly driving the wheels by the engine 1, and the wheel-end required power is a small required power. In order to ensure that the engine 1 operates in the optimal operating range and ensure fuel economy, the target drive mode can be determined to be the hybrid second gear mode.

[0190] In this embodiment, based on the comparison results of the wheel-end required speed and the optimal operating range of the engine 1 and the comparison results of the wheel-end required power and the preset required power, any one of the direct drive first gear mode, the direct drive second gear mode, the hybrid first gear mode and the hybrid second gear mode is determined as the target drive mode to ensure that when the vehicle is subsequently controlled to enter the target drive mode, the engine 1 can operate in the optimal operating range, directly drive the wheels or drive the wheels together with the drive motor 18, so as to ensure the vehicle's power when the gear is higher and ensure its fuel economy when the gear is lower.

[0191] In one embodiment, step S13, i.e., controlling the clutch state of the brake 3 and the clutch 8, controlling the engine 1, the generator 12 and the drive motor 18 to enter the optimal working state, so that the vehicle enters the target driving mode, includes:

[0192] S131: If the target driving mode is the pure electric driving mode, the brake 3 and the clutch 8 are controlled to be disengaged, the engine 1 and the generator 12 are controlled not to work, and the driving motor 18 is controlled to drive the wheels;

[0193] S132: If the target driving mode is the series extended range mode, the brake 3 and the clutch 8 are controlled to be disengaged, the engine 1 is controlled to drive the generator 12 to generate electricity, and the drive motor 18 is controlled to drive the wheels;

[0194] S133: If the target driving mode is the engine driving mode, one of the brake 3 and the clutch 8 is controlled to be disengaged and the other is engaged, the engine 1 is controlled to operate in the optimal working range to drive the wheels, and the generator 12 and the drive motor 18 are controlled to operate or not operate.

[0195] As an example, in step S131, when the target driving mode is the pure electric driving mode, the on-board controller needs to control the brake 3 and the clutch 8 to be disengaged, control the engine 1 and the generator 12 not to work, and only control the drive motor 18 to drive the wheels, so that the power output by the drive motor 18 is transmitted to the wheels 9 in sequence through the second transmission shaft 15 and the differential 20.

[0196] As an example, in step S132, when the target driving mode is the series extended-range mode, the on-board controller controls the brake 3 and the clutch 8 to be disengaged, and controls the engine 1, the generator 12 and the drive motor 18 to operate, specifically including two power transmission paths, one of which is to first control the generator 12 to start the engine 1, and the engine 1 drives the generator 12 to generate electricity, and charges the power battery and the drive motor 18 connected to the generator 12, which is the same as the power transmission path of the parking power generation mode; the second is to control the drive motor 18 to drive the wheels, so that the power output of the drive motor 18 is sequentially transmitted to the wheels 9 through the second transmission shaft 15 and the differential 20, which is the same as the power transmission path of the pure electric drive mode.

[0197] As an example, in step S133, when the target driving mode is the parallel hybrid mode, the on-board controller controls one of the brake 3 and the clutch 8 to be disengaged and the other to be engaged, so that the power output by the engine 1 is transmitted to the second transmission shaft 15 through the planetary gear mechanism and then to the differential 20, so that there is a power transmission path between the engine 1 and the differential 20; the engine 1 is controlled to run in the optimal working range to drive the wheels to ensure that the engine 1 is in the optimal working state, and according to the actual situation, it is determined whether it is necessary to control the generator 12 and the drive motor 18 to work. In this example, when the engine 1 is running in the optimal working range, it can directly drive the wheels. When the engine 1 is directly driving the wheels, the generator 12 and the drive motor 18 are in an inoperative state, that is, the generator 12 and the drive motor 18 are idling and have no power output; when the engine 1 is running in the optimal working range, it can drive the wheels together with the drive motor 181, and its power transmission path is as follows: first, the generator 12 is controlled to start the engine 1, and the engine 1 is running in the optimal working range. A part of the power output by the engine 1 drives the generator 12 to generate electricity, and charges the power battery and the drive motor 18 connected to the generator 12; another part of the power output by the engine 1 is transmitted to the second transmission shaft 15 through the planetary gear mechanism, and then transmitted to the wheel 9 through the second transmission shaft 15 through the differential 20 to drive the wheel; second, the drive motor 18 is controlled to drive the wheel, so that the power output by the drive motor 18 is transmitted to the wheel 9 through the second transmission shaft 15 and the differential 20 in sequence. At this time, the wheel 9 can not only receive the power of the drive motor 18, but also receive a part of the power of the engine 1 transmitted to the planetary gear mechanism, so as to achieve the purpose of hybrid driving.

[0198] In this embodiment, by controlling the clutch state of the brake 3 and the clutch 8, and controlling the engine 1, the generator 12 and the drive motor 18 to work or not work, they are placed in the optimal working state corresponding to the current vehicle data, so as to achieve smooth and rapid switching of the vehicle between the pure electric drive mode, the series extended-range mode and the parallel hybrid mode, so as to meet the economy and power requirements of the vehicle during driving.

[0199] In one embodiment, step S133, i.e. controlling one of the brake 3 and the clutch 8 to be disengaged and the other to be engaged, comprises:

[0200] A1331: If the engine driving mode is the engine first gear mode, the brake 3 is controlled to be engaged and the clutch 8 is controlled to be disengaged;

[0201] A1332: If the engine driving mode is the engine second gear mode, the brake 3 is controlled to be released and the clutch 8 is controlled to be engaged.

[0202] As an example, in step A1331, when the onboard controller determines that the engine driving mode is the engine first gear mode, that is, when the current SOC is greater than the SOC lower limit, the current vehicle speed is greater than the third vehicle speed threshold, and the wheel-end required power is greater than the preset required power, the engine driving mode is determined to be the engine first gear mode. Figure 5 and Figure 7 As shown, the brake 3 needs to be controlled to be engaged and the clutch 8 is disengaged, so that the first transmission shaft 2 is locked with the sun gear 5 and the ring gear 7 in the planetary gear mechanism as a whole, and the sun gear 5 and the ring gear 7 rotate synchronously with the first transmission shaft 2, so that the sun gear 5, the ring gear 7 and the planet carrier 4 in the planetary gear mechanism are not combined into an integrated structure, and the power output by the engine 1 is transmitted to the second transmission shaft 15 through the first transmission shaft 2, the ring gear 7, the planetary gear 6 and the planet carrier 4, so that the speed ratio of the planetary gear mechanism is relatively high, so as to enter the first gear mode of the engine, so as to subsequently control the engine 1 to drive the wheels to work at a higher gear.

[0203] As an example, in step A1332, when the onboard controller determines that the engine driving mode is the engine second gear mode, when the current SOC is greater than the SOC lower limit, the current vehicle speed is greater than the third vehicle speed threshold, and the wheel end required power is not greater than the preset required power, the engine driving mode is determined to be the engine first gear mode. Figure 6 and Figure 8 As shown, it is necessary to control the brake 3 to be disengaged and the clutch 8 to be engaged, so that the first transmission shaft 2 is separated from the sun gear 5 or the ring gear 7 in the planetary gear mechanism, that is, the sun gear 5 or the ring gear 7 does not rotate synchronously with the first transmission shaft 2, and the sun gear 5, the ring gear 7 and the planetary carrier 4 in the planetary gear mechanism are combined into one, so that the power output by the engine 1 is transmitted to the second transmission shaft 15 through the first transmission shaft 2, the sun gear 5, the planetary gear 6 and the planetary carrier 4, so that the speed of the planetary gear mechanism is relatively low, so as to enter the second gear mode of the engine, so as to subsequently control the engine 1 to drive the wheels to work at a lower gear.

[0204] In one embodiment, step S133, i.e., controlling the engine 1 to operate in the optimal operating range, controlling the generator 12 and the drive motor 18 to operate or not operate, includes:

[0205] B1331: If the engine driving mode is the engine direct driving mode, the engine 1 is controlled to run in the optimal working range to drive the wheels, and the generator 12 and the drive motor 18 are controlled to idle;

[0206] B1332: If the engine driving mode is the parallel hybrid mode, the engine 1 is controlled to operate in the optimal working range to drive the generator 12 to generate electricity, and the engine 1 and the drive motor 18 are controlled to drive the wheels.

[0207] As an example, in step B1331, when the on-board controller determines that the engine driving mode is the engine direct drive mode, that is, when the current SOC is greater than the SOC lower limit value, the current vehicle speed is greater than the third vehicle speed threshold, and the wheel end required speed is within the optimal working range of the engine 1, the engine 1 can be controlled to run in the optimal working range to drive the wheels, so as to ensure that the engine 1 is in the best working state to drive the wheels to work, so that the generator 12 and the drive motor 18 are idling and do not participate in the work, such as Figure 5 and Figure 6 shown.

[0208] As an example, when the on-board controller determines that the engine driving mode is the engine direct drive mode, that is, when the current SOC is greater than the SOC lower limit, the current vehicle speed is greater than the third vehicle speed threshold, and the wheel-end demand speed is not within the optimal working range of the engine 1 (that is, the wheel-end demand speed is greater than the optimal working range of the engine 1 or less than the optimal working range of the engine 1), the engine 1 can be controlled to run in the optimal working range to drive the wheels to ensure that the engine 1 is in the optimal working state to drive the wheels to work. At this time, when the engine 1 runs in the optimal working range, there will be insufficient driving energy or excess driving power. Therefore, the on-board controller should not only control the engine 1 to run in the optimal working range to drive the generator 12 to generate electricity, but also control the engine 1 and the drive motor 18 to drive the wheels to achieve hybrid drive wheels to ensure fuel economy and vehicle power. Figure 7 and Figure 8 shown.

[0209] In one embodiment, in step B1332, after controlling the engine 1 to operate in the optimal working range to drive the generator 12 to generate electricity, and controlling the engine 1 and the drive motor 18 to drive the wheels, the control method of the hybrid power system further includes:

[0210] If the required wheel end speed is greater than the optimal operating range of the engine 1, the power battery is controlled to supply power to the drive motor 18;

[0211] If the required wheel end speed is less than the optimal operating range of the engine 1, the drive motor 18 is controlled to charge the power battery.

[0212] As an example, when the engine driving mode is the parallel hybrid mode, it can be determined that the wheel end required speed is not within the optimal working range of the engine 1. There are two possibilities: the wheel end required speed is greater than the optimal working range of the engine 1 and less than the optimal working range of the engine 1. After controlling the engine 1 to operate in the optimal working range to drive the generator 12 to generate electricity, and controlling the engine 1 and the drive motor 18 to drive the wheels, the following control needs to be performed according to the specific conditions of the two:

[0213] In the case that the required wheel-end speed is greater than the optimal operating range of the engine 1, the parallel hybrid mode is entered, the engine 1 is controlled to operate in the optimal operating range to drive the generator 12 to generate electricity, and the engine 1 and the drive motor 18 are controlled to jointly drive the wheels. At this time, the power output of the engine 1 operating in the optimal operating range cannot meet the power required for the required wheel-end speed. Therefore, it is necessary to control the power battery to supply power to the drive motor 18 so that the drive motor 18 can supplement power, so that the engine 1 and the drive motor 18 can jointly drive the wheels and provide the power required to meet the required wheel-end speed, thereby ensuring that the engine 1 can operate in the optimal operating range and achieving a balance between fuel economy and vehicle power.

[0214] When the required wheel-end speed is less than the optimal operating range of the engine 1, the parallel hybrid mode is entered, the engine 1 is controlled to operate in the optimal operating range to drive the generator 12 to generate electricity, and the engine 1 and the drive motor 18 are controlled to jointly drive the wheels. At this time, the power output by the engine 1 operating in the optimal operating range and the power output by the drive motor 18 will exceed the power required to meet the required wheel-end speed. Therefore, the drive motor 18 can be controlled to output excess power to the power battery to power the power battery, so as to store excess energy, ensure that the engine 1 can operate in the optimal operating range, and avoid energy waste.

[0215] As an example, step S133, that is, if the target driving mode is the engine driving mode, controlling one of the brake 3 and the clutch 8 to be disengaged and the other to be engaged, controlling the engine 1 to operate in the optimal working range to drive the wheels, and controlling the generator 12 and the drive motor 18 to operate or not operate, includes:

[0216] C1331: If the target driving mode is the direct drive first gear mode, the brake 3 is controlled to be engaged, the clutch 8 is controlled to be disengaged, the engine 1 is controlled to operate in the optimal working range to drive the wheels, and the generator 12 and the drive motor 18 are controlled to idle;

[0217] C1332: If the target driving mode is the direct drive second gear mode, the brake 3 is controlled to be released, the clutch 8 is controlled to be engaged, the engine 1 is controlled to operate in the optimal working range to drive the wheels, and the generator 12 and the drive motor 18 are controlled to idle;

[0218] C1333: If the target driving mode is the hybrid first gear mode, the brake 3 is controlled to be engaged, the clutch 8 is controlled to be disengaged, the engine 1 is controlled to operate in the optimal working range to drive the generator 12 to generate electricity, and the engine 1 and the drive motor 18 are controlled to drive the wheels;

[0219] C1334: If the target driving mode is the hybrid second gear mode, the brake 3 is controlled to be released, the clutch 8 is controlled to be engaged, the engine 1 is controlled to operate in the optimal working range to drive the generator 12 to generate electricity, and the engine 1 and the drive motor 18 are controlled to drive the wheels.

[0220] As an example, in step C1331, when the vehicle controller determines that the target driving mode is the direct drive first gear mode, Figure 5 As shown, the brake 3 needs to be controlled to engage and the clutch 8 needs to be controlled to disengage, so that the first transmission shaft 2 is locked with the sun gear 5 and the ring gear 7 in the planetary gear mechanism as a whole, and the sun gear 5 and the ring gear 7 both rotate synchronously with the first transmission shaft 2, so that the sun gear 5, the ring gear 7 and the planetary carrier 4 in the planetary gear mechanism are not combined into an integrated structure, and the power output by the engine 1 is transmitted to the second transmission shaft 15 through the first transmission shaft 2, the ring gear 7, the planetary gear 6 and the planetary carrier 4, so that the speed of the planetary gear mechanism is relatively high; and the engine 1 is controlled to run in the optimal working range to drive the wheels, so as to ensure that the engine 1 is in the best working state to drive the wheels to work, so that the generator 12 and the drive motor 18 are idle and do not participate in the work.

[0221] As an example, in step C1332, when the vehicle controller determines that the target driving mode is the direct drive second gear mode, Figure 6 As shown, the brake 3 needs to be controlled to be disengaged and the clutch 8 to be engaged, so that the first transmission shaft 2 is separated from the sun gear 5 or the ring gear 7 in the planetary gear mechanism, that is, the sun gear 5 or the ring gear 7 does not rotate synchronously with the first transmission shaft 2, and the sun gear 5, the ring gear 7 and the planet carrier 4 in the planetary gear mechanism are combined into one, so that the power output by the engine 1 is transmitted to the second transmission shaft 15 through the first transmission shaft 2, the sun gear 5, the planetary gear 6 and the planet carrier 4, so that the speed of the planetary gear mechanism is relatively low; and the engine 1 is controlled to run in the optimal working range to drive the wheels, so as to ensure that the engine 1 is in the best working state to drive the wheels to work, so that the generator 12 and the drive motor 18 are idle and do not participate in the work.

[0222] As an example, in step C1333, when the vehicle controller determines that the target driving mode is the hybrid first gear mode, Figure 7As shown, the brake 3 needs to be controlled to engage and the clutch 8 needs to be controlled to disengage, so that the first transmission shaft 2 is locked with the sun gear 5 and the ring gear 7 in the planetary gear mechanism as a whole, and the sun gear 5 and the ring gear 7 both rotate synchronously with the first transmission shaft 2, so that the sun gear 5, the ring gear 7 and the planetary carrier 4 in the planetary gear mechanism are not combined into an integrated structure, and the power output by the engine 1 is transmitted to the second transmission shaft 15 through the first transmission shaft 2, the ring gear 7, the planetary gear 6 and the planetary carrier 4, so that the speed of the planetary gear mechanism is relatively high; and the engine 1 is controlled to run in the optimal working range to drive the wheels to ensure that the engine 1 is in the optimal working state to drive the wheels to work. At this time, when the engine 1 runs in the optimal working range, there will be a situation of insufficient driving energy or excess driving power. Therefore, the on-board controller not only controls the engine 1 to run in the optimal working range to drive the generator 12 to generate electricity, but also controls the engine 1 and the drive motor 18 to drive the wheels to achieve hybrid drive wheels and ensure fuel economy and vehicle power.

[0223] As an example, in step C1332, when the vehicle controller determines that the target driving mode is the hybrid second gear mode, Figure 8 As shown, the brake 3 needs to be controlled to be disengaged and the clutch 8 needs to be controlled to be engaged, so that the first transmission shaft 2 is separated from the sun gear 5 or the ring gear 7 in the planetary gear mechanism, that is, the sun gear 5 or the ring gear 7 does not rotate synchronously with the first transmission shaft 2, and the sun gear 5, the ring gear 7 and the planetary carrier 4 in the planetary gear mechanism are combined into one, so that the power output by the engine 1 is transmitted to the second transmission shaft 15 through the first transmission shaft 2, the sun gear 5, the planetary gear 6 and the planetary carrier 4, so that the speed of the planetary gear mechanism is relatively low; and the engine 1 is controlled to run in the optimal working range to drive the wheels to ensure that the engine 1 is in the optimal working state to drive the wheels to work. At this time, when the engine 1 runs in the optimal working range, there will be a situation of insufficient driving energy or excess driving power. Therefore, the on-board controller not only controls the engine 1 to run in the optimal working range to drive the generator 12 to generate electricity, but also controls the engine 1 and the drive motor 18 to drive the wheels to achieve hybrid drive wheels to ensure fuel economy and vehicle power.

[0224] In one embodiment, a control method for a hybrid power system is provided, and the control method is described by taking the application of the control method in a vehicle-mounted controller as an example. Fig.13 As shown, the control method of the hybrid power system includes:

[0225] S21: When the vehicle is in a parking preparation mode, obtaining the current SOC of the vehicle;

[0226] S22: if the current SOC is less than a third SOC threshold, determining the target operating mode to be a parking power generation mode;

[0227] S23: Control the brake 3 and the clutch 8 to be disengaged, control the engine 1 to drive the generator 12 to generate electricity, and control the drive motor 18 not to work, so that the vehicle enters the parking power generation mode.

[0228] Wherein, step S21 is a specific implementation of step S1, step S22 is a specific implementation of step S2, and step S23 is a specific implementation of step S3.

[0229] The parking preparation mode refers to a working mode in which the vehicle is in a parking state and has completed the starting preparation. Specifically, it can be understood that the vehicle is in P gear and the READY indicator is on, indicating that the vehicle has made all preparations, has been successfully started, and can be set off at any time. The parking power generation mode refers to a working mode in which the vehicle is in a parking state and the engine 1 drives the generator 12 to generate electricity.

[0230] The third SOC threshold is a preset SOC threshold for evaluating whether the vehicle enters the parking power generation mode. The minimum fuel consumption range refers to a preset range in which the fuel consumption of the engine 1 is relatively low when the engine 1 is working.

[0231] As an example, in step S21, when the vehicle is in the parking preparation mode, the on-board controller may receive the current SOC of the power battery sent by the battery management system, and then compare the current SOC with the third SOC threshold value corresponding to the pre-set parking power generation mode, so as to evaluate whether it is necessary to switch to the parking power generation mode based on the comparison result.

[0232] As an example, in step S22, when the current SOC is less than the third SOC threshold, the on-board controller may determine that the remaining capacity of the power battery in the vehicle is small. In order to ensure the normal operation of the vehicle, the power battery needs to be charged, and the target operating mode may be determined to be the parking power generation mode.

[0233] As an example, in step S22, when the target working mode is the parking power generation mode, the on-board controller needs to control the brake 3 and the clutch 8 to be disengaged to cut off the transmission path between the first transmission shaft 2 and the second transmission shaft 15; control the engine 1 to drive the generator 12 to generate electricity, that is, control the generator 12 to start the engine 1, so that the engine 1 runs within the minimum fuel consumption range, drives the generator 12 to charge the power battery, and controls the drive motor 18 not to work, so that the vehicle enters the parking power generation mode.

[0234] In this embodiment, when the current SOC collected in the parking preparation mode is less than the third SOC threshold corresponding to the parking power generation mode, it is determined that the access conditions for switching from the parking preparation mode to the parking power generation mode are met, and the brake 3 and the clutch 8 are controlled to be separated to cut off the path for the engine 1 to provide power to the wheels 9, and the drive motor 18 is controlled not to work so that the drive motor 18 does not provide power to the wheels 9, so that the vehicle maintains a parking state; the generator 12 is controlled to start the engine 1, and the engine 1 is controlled to operate within the minimum fuel consumption range to drive the generator 12 to charge the power battery, which can not only reduce the fuel consumption of the engine 1, but also control the generator 12 to charge the power battery to ensure the power of the power battery.

[0235] In one embodiment, a control method for a hybrid power system is provided, and the control method is described by taking the application of the control method in a vehicle-mounted controller as an example. Fig.14 As shown, the control method of the hybrid power system includes:

[0236] S31: when the vehicle is in the parking power generation mode, obtaining the current SOC of the vehicle;

[0237] S32: if the current SOC is greater than a fourth SOC threshold, determining that the target working mode is a parking preparation mode;

[0238] S33: Control the brake 3 and the clutch 8 to be disengaged, and control the engine 1, the generator 12 and the drive motor 18 to not work, so that the vehicle enters the parking preparation mode.

[0239] Among them, step S31 is a specific implementation of step S1, step S32 is a specific implementation of step S2, and step S33 is a specific implementation of step S3.

[0240] The fourth SOC threshold is a preset SOC threshold for evaluating whether the condition for entering the parking preparation mode is met, and can also be understood as an SOC threshold for exiting the parking power generation mode. The fourth SOC threshold is greater than the third SOC threshold, and the difference between the fourth SOC threshold and the third SOC threshold is greater than a preset difference, so that there is a hysteresis interval between the parking preparation mode and the parking power generation mode to avoid frequent switching between the two working modes.

[0241] As an example, in step S31, when the vehicle is in the parking power generation mode, that is, the brake 3 and the clutch 8 are disengaged, the on-board controller controls the generator 12 to start the engine 1, controls the engine 1 to operate within the minimum fuel consumption range, drives the generator 12 to charge the power battery, and controls the drive motor 18 not to work, and obtains the current SOC of the vehicle; then, the current SOC is compared with the preset fourth SOC threshold value, so as to evaluate whether it is necessary to exit the parking power generation mode based on the comparison result.

[0242] As an example, in step S32, when the current SOC is greater than the fourth SOC threshold, the on-board controller can determine that the remaining capacity of the power battery in the vehicle is large, that is, the power battery is sufficient and there is no need to continue charging the power battery. It can be determined that the conditions for exiting the parking power generation mode and re-entering the parking preparation mode are met. Therefore, the target operating mode can be determined to be the parking preparation mode.

[0243] As an example, in step S33, when the on-board controller determines that the target operating mode is the parking preparation mode, the brake 3 and the clutch 8 can be kept separated, so that the engine 1, the generator 12 and the drive motor 18 are all not working, so that the vehicle exits the parking power generation mode and enters the parking preparation mode.

[0244] In this embodiment, when the current SOC is detected to be greater than the fourth SOC threshold corresponding to the parking power generation mode in the parking power generation mode, it can be determined that the exit condition for exiting the parking power generation mode is met, and the brake 3 and the clutch 8 can be controlled to be separated to cut off the path for the engine 1 to provide power to the wheels 9, and the drive motor 18 can be controlled not to work so that the drive motor 18 does not provide power to the wheels 9 to maintain the parking state; and the engine 1 and the generator 12 can be controlled not to work so that the generator 12 stops charging the power battery.

[0245] In one embodiment, a control method for a hybrid power system is provided, and the control method is described by taking the application of the control method in a vehicle-mounted controller as an example. Fig.15 As shown, the control method of the hybrid power system includes:

[0246] S41: When the vehicle is in a current driving mode, obtaining a current control signal of the vehicle;

[0247] S42: If the current control signal is a braking signal, determining that the target working mode is a braking energy recovery mode;

[0248] S43: Control the brake 3 and the clutch 8 to be separated, control the engine 1 and the generator 12 to be not working, and control the drive motor 18 to generate braking torque and charge the power battery, so that the vehicle enters the braking energy recovery mode.

[0249] Wherein, step S41 is a specific implementation of step S1, step S42 is a specific implementation of step S2, and step S43 is a specific implementation of step S3.

[0250] As an example, in step S41, when the vehicle is in the current driving mode, the on-board controller can obtain the current control signal for controlling the vehicle's driving or braking through the CAN bus or other buses. The current control signal here can be a braking signal triggered by the driver stepping on the brake pedal, or it can be a driving signal triggered by the driver stepping on the accelerator pedal. It can be understood that when the vehicle is in the current driving mode, if the current control signal collected is a braking signal, it can be determined that the driver releases the accelerator pedal and steps on the brake pedal; if the current control signal collected is a driving signal, it can be determined that the driver has been stepping on the accelerator pedal at the current moment.

[0251] As an example, in S42, when the current control signal collected by the on-board controller in the current driving mode is a braking signal, it can be determined that the driver releases the accelerator pedal and steps on the brake pedal, and braking deceleration is required, and the target operating mode can be determined to be the braking energy recovery mode.

[0252] As an example, in step S42, when the on-board controller determines that the target operating mode is the braking energy recovery mode, it is necessary to control the brake 3 and the clutch 8 to be disengaged, control the engine 1 and the generator 12 to be not working, control the drive motor 18 to generate a braking torque and generate an induced current in the coil winding of the drive motor 18, and use the induced current to charge the power battery so that the vehicle enters the braking energy recovery mode, thereby realizing braking energy recovery.

[0253] In this embodiment, when the vehicle is in the current driving mode and receives a braking signal, the brake 3 and the clutch 8 can be controlled to be disengaged, and the power transmission paths where the two clutches 8 are located can be switched; the engine 1 and the generator 12 can be controlled not to work, and the drive motor 18 can be controlled to perform braking operations and charge the power battery to achieve braking energy recovery and improve economy.

[0254] The hybrid system of this embodiment can realize multiple working modes such as two gears of engine direct drive mode, one gear of pure electric drive mode, one series range extension mode, two parallel hybrid modes, and brake energy recovery mode and parking power generation mode, and can automatically switch between different modes according to the battery SOC value and the current vehicle speed. The execution actions of the execution components and execution elements corresponding to the above different modes are shown in Table 1 below:

[0255] Table 1 Execution action mapping table corresponding to different modes

[0256]

[0257] The following table lists the actuator actions that need to be performed in each mode switching process, mainly including the following types of actions:

[0258] 1) Engagement: Engage one brake 3 or clutch 8 individually;

[0259] 2) Disengagement: disengage one brake 3 or clutch 8 separately;

[0260] 3) Shifting: Both clutches B and C1 are actuated simultaneously, one disengaging and the other engaging;

[0261] 4) Starting the engine: controlling the engine to work;

[0262] 5) Turn off the engine: control the engine to stop working.

[0263] Since each of the above actions occurs in different mode switching scenarios and involves different components, the relevant power components and actuator components need to be coordinated and controlled accordingly to achieve smooth and fast mode switching, as shown in the following table.

[0264] Table 2 Drive mode jump actuator action type

[0265]

[0266] By comparing the state of the hybrid system before and after the mode switch, the system's mode switching process can be divided into two categories:

[0267] The first type is a mode switch that does not require the brake 3 and clutch 8 to be actuated. During this type of mode switching, the working state of the system's brake 3 and clutch 8 does not need to change. Only the working state of the power source needs to be changed to achieve the system mode switch. For example, when switching from pure electric drive mode to series range-extended mode, before and after the mode switch, the engagement state of each brake 3 and clutch 8 does not change, but the engine switches from the shutdown state to the torque mode, and the generator switches from the power-off state to the speed mode.

[0268] The second type is the mode switching of the brake 3 and the clutch 8. In this type of mode switching, only the brake 3 and the clutch 8 may be in operation, or the engine 1, the generator 12 and the drive motor 18 may be controlled to operate on the basis of the brake 3 and the clutch 8. For example, the mode switching between the hybrid first gear mode and the hybrid second gear mode only requires the control of the engagement and disengagement of the brake 3 and the clutch 8.

[0269] After summarizing and summarizing, the changes in the states of each component before and after switching between modes are summarized as shown in the following table, where OFF indicates the shutdown state of the engine, ST indicates the idling state of the motor, TQ indicates the torque mode of the engine or motor, SPD indicates the speed mode of the motor, OP indicates the disengaged state of the clutch, and LK is the closed state of the clutch.

[0270] Table 3. Component status changes before and after mode switching in hybrid system

[0271]

[0272]

[0273] It should be understood that the size of the serial numbers of the steps in the above embodiments does not mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the utility model.

[0274] In one embodiment, a vehicle-mounted controller is provided, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, the control method of the hybrid power system in the above embodiment is implemented, for example Fig.11 S1-S3 as shown, or Figures 12 to 15 To avoid repetition, it will not be described here.

[0275] In one embodiment, a control system of a hybrid power system is provided, including an on-board controller in the above embodiment and a hybrid power system in the above embodiment, wherein the on-board controller is connected to the brake 3, the clutch 8, the engine 1, the generator 12 and the drive motor 18, and the on-board controller can determine the target working mode to be switched to according to the current vehicle data collected in the current working mode, control the two actuator components of the brake 3 and the clutch 8 to adjust their clutch states, and control the three power components of the engine 1, the generator 12 and the drive motor 18 to work or not work, so as to realize coordinated control of the actuator components and the power components, so as to realize fast and smooth switching between different working modes. The control process is described in detail in the above embodiment, and is not repeated here to avoid repetition.

[0276] In one embodiment, a vehicle is provided, the vehicle comprising the control system of the hybrid power system in the above embodiment.

[0277] Those skilled in the art can understand that all or part of the processes in the above-mentioned embodiments can be completed by instructing the relevant hardware through a computer program, and the computer program can be stored in a non-volatile computer-readable storage medium. When the computer program is executed, it can include the processes of the embodiments of the above-mentioned methods. Among them, any reference to memory, storage, database or other media used in the embodiments provided in the present application can include non-volatile and / or volatile memory. Non-volatile memory can include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM) or flash memory. Volatile memory can include random access memory (RAM) or external cache memory. As an illustration and not limitation, RAM is available in many forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), double data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous link (Synchlink) DRAM (SLDRAM), memory bus (Rambus) direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM).

[0278] Those skilled in the art can clearly understand that for the convenience and simplicity of description, only the division of the above-mentioned functional units and modules is used as an example. In actual applications, the above-mentioned functions can be distributed and completed by different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above.

[0279] The embodiments described above are only used to illustrate the technical solutions of the present invention, rather than to limit the same. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that the technical solutions described in the aforementioned embodiments may still be modified, or some of the technical features may be replaced by equivalents. Such modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present invention, and should be included in the protection scope of the present invention.

Claims

1. A hybrid power system, characterized in that: Includes engine, generator, drive motor, differential, planetary gear mechanism, brake and clutch; The engine is connected to the generator via a first transmission shaft; The drive motor is connected to the differential through a second transmission shaft; The planetary gear mechanism comprises a planet carrier, a sun gear, a planetary gear and a ring gear; the planetary gear is arranged on the planet carrier, and the planetary gear is meshed with the sun gear and the ring gear; the planet carrier is connected to the second transmission shaft; The ring gear and the sun gear are sleeved on the first transmission shaft, either one of the ring gear and the sun gear is connected to the first transmission shaft, and the other one is connected to the brake; The clutch is arranged between two of the sun gear, the ring gear and the planet carrier.

2. The hybrid power system according to claim 1, characterized in that: The ring gear is connected to the first transmission shaft, and the sun gear is not connected to the first transmission shaft; the first end of the brake is connected to the housing of the hybrid power system, and the second end of the brake is connected to the sun gear; Alternatively, the sun gear is connected to the first transmission shaft, and the ring gear is not connected to the first transmission shaft; A first end of the brake is connected to a housing of the hybrid power system, and a second end of the brake is connected to the ring gear.

3. The hybrid power system according to claim 1, characterized in that: The first end of the clutch is connected to the ring gear, and the second end of the clutch is connected to the planet carrier; Alternatively, the first end of the clutch is connected to the ring gear, and the second end of the clutch is connected to the sun gear; Alternatively, the first end of the clutch is connected to the planet carrier, and the second end of the clutch is connected to the sun gear.

4. The hybrid power system according to claim 1, characterized in that: The hybrid system further includes a first gear, a second gear and a third transmission shaft; The first gear is connected to the first transmission shaft, the second gear is connected to the generator through a third transmission shaft, and the first gear is meshed with the second gear.

5. The hybrid power system according to claim 1, characterized in that: The hybrid system further includes a third gear, a fourth gear, and a fifth gear; The third gear and the fourth gear are arranged on the second transmission shaft, and the planet carrier is meshed with the third gear or the fourth gear.

6. The hybrid power system according to claim 5, characterized in that: The hybrid system also includes a fifth gear and a fourth transmission shaft; The fifth gear is connected to the driving motor through the fourth transmission shaft, and the fifth gear is meshed with the third gear or the fourth gear.

7. The hybrid power system according to claim 5, characterized in that: The hybrid system further includes a sixth gear, the sixth gear being disposed on the differential; Either one of the planet carrier and the fifth gear is meshed with the third gear, and the other one is meshed with the fourth gear.

8. The hybrid power system according to any one of claims 1 to 7, characterized in that: The hybrid power system includes multiple working modes, and the working modes are any one of a parking power generation mode, a pure electric drive mode, a series range extension mode, a parallel hybrid mode, an engine direct drive mode, and a brake energy recovery mode. The parallel hybrid mode includes a hybrid first gear mode and a hybrid second gear mode; the engine direct drive mode includes a direct drive first gear mode and a direct drive second gear mode; The parking power generation mode is: the brake and the clutch are disengaged, the engine drives the generator to generate electricity, and the drive motor does not work; The pure electric driving mode is: the brake and the clutch are disengaged, the engine and the generator are not working, and the driving motor drives the wheels; The series range-extending mode is: the brake and the clutch are disengaged, the engine drives the generator to generate electricity, and the drive motor drives the wheels; The hybrid first gear mode is: the brake is engaged, the clutch is disengaged, the engine drives the generator to generate electricity, and the engine and the drive motor jointly drive the wheels; The hybrid second gear mode is: the brake is disengaged, the clutch is engaged, the engine drives the generator to generate electricity, and the engine and the drive motor jointly drive the wheels; The direct drive first gear mode is: the brake is engaged, the clutch is disengaged, the engine drives the wheels, and the generator and the drive motor do not work; The direct drive second gear mode is: the brake is disengaged, the clutch is engaged, the engine drives the wheels, and the generator and the drive motor do not work; The braking energy recovery mode is as follows: the brake and the clutch are disengaged, the engine and the generator are not working, and the drive motor charges the power battery.

9. A car, characterized in that: A hybrid power system comprising any one of claims 1-8.

Images