Power system, new energy series-parallel power system and automatic driving vehicle

Abstract

The utility model provides a power system, a new energy series-parallel power system and an automatic driving vehicle. The power system comprises an engine; the generator is in transmission connection with an output shaft of the engine; the input end of the gearbox is in transmission connection with an output shaft of the engine, and the output end of the gearbox is used for being in transmission connection with a main speed reducer; an output shaft of the first driving motor is in coupling transmission connection with an output shaft of the generator through a main clutch, and the output shaft of the first driving motor is selectively in transmission connection with a gear shifting gear set in the gearbox; the motor controller is electrically connected with the generator and the first driving motor respectively; and the shock absorber is arranged between the generator and the engine and is connected to an output shaft of the engine.

Description

Technical Field

[0001] This disclosure pertains to the fields of autonomous driving technology and smart mining, specifically involving a power system, a new energy hybrid power system, and an autonomous vehicle. Background Technology

[0002] Currently, the power configuration used in hybrid mining trucks in the industry is mainly the range-extended hybrid system. As a series hybrid system configuration, this system has the advantages of simple structure, low control complexity, and high system reliability. However, the disadvantages of this configuration are poor fuel economy, high system cost, short power battery life, and poor safety.

[0003] How to solve the above problems has become a technical problem that urgently needs to be solved by those skilled in the art. Utility Model Content

[0004] This disclosure aims to solve at least one of the technical problems existing in the prior art, and to provide a power system, a new energy hybrid power system, and an autonomous vehicle.

[0005] A first aspect of the embodiments of this disclosure provides a power system comprising:

[0006] engine;

[0007] A generator, which is connected to the output shaft of the engine.

[0008] A gearbox, wherein the input end of the gearbox is connected to the output shaft of the engine, and the output end of the gearbox is used to be connected to the final drive.

[0009] A first drive motor, the output shaft of which is coupled to the output shaft of the generator via a main clutch, and the output shaft of the first drive motor is selectively connected to the shift gear set in the gearbox.

[0010] A motor controller, which is electrically connected to both the generator and the first drive motor;

[0011] A vibration damper is disposed between the generator and the engine and connected to the output shaft of the engine.

[0012] Furthermore, it also includes: a second drive motor, the output shaft of the second drive motor being loosely fitted on the output shaft of the first drive motor, and the output shaft of the second drive motor being selectively connected to the shift gear set in the gearbox;

[0013] The second drive motor controller is electrically connected to the second drive motor.

[0014] Furthermore, it also includes a power battery, which is electrically connected to the motor controller and the second drive motor controller respectively.

[0015] Optionally, the gearbox further includes a coupler for selectively coupling the second drive motor to the first drive motor.

[0016] Optionally, the transmission includes a first shift gear set and a second shift gear set;

[0017] When the coupler couples the second drive motor to the first drive motor, the output shafts of both the second drive motor and the first drive motor are coupled to the first shift gear set or the second shift gear set.

[0018] Optionally, the gearbox includes a first shift shaft, a second shift shaft arranged parallel to the first shift shaft, and a shifting device disposed on the first shift shaft;

[0019] The first shift shaft is driven to the first shift gear set or the second shift gear set via the shifting device, and the output end of the first shift shaft is driven to the main reducer; the second shift shaft is driven to the second drive motor.

[0020] From the input end to the output end of the first shift shaft, the second shift gear set and the first shift gear set are arranged sequentially and are respectively coupled to the first shift shaft and the second shift shaft;

[0021] The shifting device is used for shifting gears in the first shifting gear set and / or the second shifting gear set.

[0022] Optionally, the shifting device includes: at least one first clutch and / or at least one second clutch;

[0023] The first clutch is respectively disposed between the corresponding shift gears in the first shift gear set and the second shift gear set;

[0024] The second clutch is disposed between the adjacent shift gears of the first shift gear set and the second shift gear set.

[0025] Optionally, the first shift gear set includes a first driving gear set disposed on the first shift shaft, and a first driven gear set loosely fitted on the second shift shaft and meshing with the first driving gear set;

[0026] The second shift gear set includes a second driving gear set loosely fitted on the first shift shaft, and a second driven gear set fixed to the second shift shaft and meshing with the second driving gear set.

[0027] Optionally, the input end of the second shift shaft is provided with a transmission gear, which is used to mesh with the output gear of the second drive motor so that the second drive motor is connected to the second shift shaft in a transmission manner.

[0028] A second aspect of the embodiments of this disclosure provides a new energy hybrid power system, comprising: the power system described in any of the preceding claims.

[0029] A third aspect of the embodiments of this disclosure is to provide an autonomous vehicle, including the power system described in any of the foregoing claims or the new energy hybrid power system described above.

[0030] The beneficial effects of the embodiments of this disclosure include:

[0031] In this disclosure, the design not only improves fuel efficiency but also reduces the need for electric motors and batteries, lowers the cost of the entire powertrain, effectively extends battery life, and enhances overall vehicle performance and adaptability to different road conditions. Attached Figure Description

[0032] Figure 1 This is a schematic diagram of the structure of a power system according to an embodiment of the present disclosure;

[0033] Figure 2 This is a schematic diagram of the structure of a power system according to another embodiment of the present disclosure.

[0034] In the diagram, 1. Engine; 2. Generator; 3. Gearbox; 4. First drive motor; 5. Second drive motor; 6. Motor controller; 7. Second drive motor controller; 8. Power battery; 9. Coupler; 10. Shock absorber; 11. Main clutch; 31. First shift gear set; 32. Second shift gear set; 33. First shift shaft; 34. Second shift shaft; 35. Transmission gear; 36. First clutch; 37. Second clutch; 311. Second gear transmission gear set; 312. Fourth gear transmission gear set; 313. Sixth gear transmission gear set; 321. First gear transmission gear set; 322. Third gear transmission gear set; 323. Fifth gear transmission gear set. Detailed Implementation

[0035] To enable those skilled in the art to better understand the technical solutions of this disclosure, the disclosure will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0036] The embodiments of this application will be further described in detail below with reference to the accompanying drawings and examples. The detailed descriptions and accompanying drawings of the following embodiments are used to exemplarily illustrate the principles of this application, but should not be used to limit the scope of this application; that is, this application is not limited to the described embodiments. In the description of this application, it should be noted that, unless otherwise stated, "a plurality of" means two or more; the terms "upper," "lower," "left," "right," "inner," "outer," etc., indicating orientation or positional relationships are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application. Furthermore, the terms "first," "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance. "Vertical" is not strictly vertical, but within the allowable error range. "Parallel" is not strictly parallel, but within the allowable error range.

[0037] In the description of this application, it should also be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in this application depending on the specific circumstances.

[0038] To address the problems existing in the series hybrid power system configuration in related technologies, according to an embodiment of this disclosure, a power system is provided, comprising:

[0039] Engine 1; generator 2; gearbox 3; first drive motor 4; and motor controller 6.

[0040] In this system, generator 2 is driven by the output shaft of engine 1, and the input end of gearbox 3 is driven by the output shaft of engine 1. The output end of gearbox 3 is driven by the main reducer. The output shaft of the first drive motor 4 is coupled to the output shaft of generator 2 via the main clutch 11, and the output shaft of the first drive motor 4 is selectively driven by the shift gear set in gearbox 3. Motor controller 6 is electrically connected to both generator 2 and the first drive motor 4.

[0041] The embodiments disclosed herein not only improve fuel efficiency but also reduce the demand for electric motors and batteries, lowering the overall cost of the powertrain, effectively extending battery life, and enhancing the overall vehicle performance and adaptability to different road conditions.

[0042] like Figure 1-2As shown, a power system includes: an engine 1, a generator 2, a gearbox 3, a first drive motor 4, a motor controller 6, and a shock absorber 10. The generator 2 is driven to the output shaft of the engine 1, the input end of the gearbox 3 is driven to the output shaft of the engine 1, and the output end of the gearbox 3 is driven to the main reducer.

[0043] The output shaft of the first drive motor 4 is coupled to the output shaft of the generator 2 via the main clutch 11. The output shaft of the first drive motor 4 is selectively coupled to the shift gear set in the gearbox 3. The motor controller 6 is electrically connected to both the generator 2 and the first drive motor 4. The shock absorber 10 is located between the generator 2 and the engine 1 and is connected to the output shaft of the engine.

[0044] Vehicles using this utility model's power system, when the vehicle speed exceeds a set value, adopt a parallel mode, i.e., the engine 1 directly drives the vehicle. Specifically, the main clutch 11 engages, and the engine 1 directly drives the vehicle forward through the transmission 3. This parallel mode avoids secondary energy conversion; that is, the engine 1 drives the generator 2 to generate electricity, and uses the electricity to drive the vehicle (i.e., energy conversion from mechanical energy to electrical energy to mechanical energy), thereby improving fuel economy.

[0045] The first drive motor 4 starts when additional power is needed, such as during acceleration or hill climbing, assisting the engine 1 in providing greater driving force. Since the engine 1 has a higher direct-drive power, the power required by the first drive motor 4 can be relatively reduced. Furthermore, the motor controller 6 manages the operating status of the first drive motor 4, including speed control and torque distribution. In parallel mode, the generator 2 and the first drive motor 4 require lower power, thus enabling more efficient control through the same motor controller 6. This reduces system complexity and cost, significantly decreases battery charging and discharging frequency and charge amount, and effectively extends battery life.

[0046] In this invention, the design not only improves fuel efficiency but also reduces the demand for electric motors and batteries, lowers the cost of the entire power system, effectively extends battery life, and enhances the overall performance of the vehicle and its ability to adapt to different road conditions.

[0047] Vehicles using this utility model's power system operate in series mode when the vehicle speed is less than or equal to a set value, meaning engine 1 does not directly drive the vehicle. In series mode, the main clutch 11 disengages, and engine 1 drives generator 2 to generate electrical energy. That is, engine 1 does not directly participate in the vehicle's power output, but indirectly supplies power to the first drive motor by driving generator 2.

[0048] Specifically, generator 2 converts the mechanical energy generated by engine 1 into electrical energy, which is then supplied to the battery or directly to the first drive motor. During low-speed driving or starting, when engine efficiency is low, the electric motor and the first drive motor ensure good power response.

[0049] In some embodiments, the power system further includes a second drive motor 5 and a second drive motor controller 7. The output shaft of the second drive motor 5 is loosely fitted on the output shaft of the first drive motor 4. The output shaft of the second drive motor 5 is selectively connected to the shift gear set in the gearbox 3. The second drive motor controller 7 is electrically connected to the second drive motor 5.

[0050] During gear shifting, the motor controller 6 can dynamically adjust the output power of the first drive motor 4 according to the current state and demand of the vehicle, and the second drive motor controller 7 can dynamically adjust the output power of the second drive motor 5 according to the current state and demand of the vehicle, and selectively connect with the shift gear set in the gearbox 3 to ensure that there is enough power to be provided to the wheels during gear shifting.

[0051] In this disclosure, by loosely mounting the output shaft of the second drive motor 5 onto the output shaft of the first drive motor 4, the second drive motor 5 and the first drive motor 4 can work independently or collaboratively. Furthermore, through the control of the second drive motor 5 and the first drive motor 4 by the motor controller 6 and the second drive motor controller 7, and the selective transmission connection between the second drive motor 5 and the first drive motor 4 and the shift gear set, uninterrupted power output can be maintained during gear shifting. This configuration improves the smoothness and safety of vehicle driving, especially in application scenarios requiring continuous power (such as heavy-duty climbing in mines).

[0052] The combined use of engine 1 and generator 2 allows the system to flexibly adjust the operating status of engine 1 according to actual needs, thereby optimizing fuel consumption and reducing harmful emissions.

[0053] In some embodiments, the power system further includes a power battery 8, which is electrically connected to the motor controller 6 and the second drive motor controller 7.

[0054] Specifically, the system comprises a motor controller 6, a second drive motor controller 7, and a power battery 8. The first terminals of both the motor controller 6 and the second drive motor controller 7 are electrically connected to the power battery 8. The second terminal of the motor controller 6 is electrically connected to both the generator 2 and the first drive motor 4. The second terminal of the second drive motor controller 7 is electrically connected to the second drive motor 5. The motor controller 6 manages the operation of the generator 2 and the first drive motor 4, while the second drive motor controller 7 specifically manages the operating status of the second drive motor 5.

[0055] In this disclosure, the generator 2 can convert the excess energy generated by the engine 1 into electrical energy and store it in the power battery 8, thereby further improving energy utilization efficiency.

[0056] Furthermore, the second drive motor 5 and the first drive motor 4 can work independently or in coordination according to driving conditions to provide strong and flexible power support. This design not only improves the overall power performance of the vehicle, but also enhances its ability to cope with complex road conditions.

[0057] In some embodiments, reference is made to Figure 1 Alternatively, the gearbox 3 further includes a coupler 9, which is used to selectively couple the second drive motor 5 to the first drive motor 4. In this disclosure, when the vehicle needs to shift gears and the currently used gear begins to disengage, the coupler 9 connects the power paths of the second drive motor 5 and the first drive motor 4, and the power paths of the second drive motor 5 and the first drive motor 4 output power to the wheels through the coupler 9 to ensure that the vehicle has continuous power.

[0058] The motor controller 6 and the second drive motor controller 7 are used to predict and adjust the working state of the second drive motor 5 and the first drive motor 4 before shifting gears, and adjust the output power of the first drive motor 4 and the second drive motor 5 according to the upcoming changes in power demand, so as to ensure that the first drive motor 4 and the second drive motor 5 have sufficient power to supply the wheels during gear shifting, so as to maintain the power continuity and speed smoothness of the vehicle.

[0059] In some embodiments, the gearbox 3 includes a first shift gear set 31 and a second shift gear set 32. When the coupler 9 couples the second drive motor 5 to the first drive motor 4, the output shafts of both the second drive motor 5 and the first drive motor 4 are coupled to either the first shift gear set 31 or the second shift gear set 32.

[0060] When the coupler 9 is not coupled to the second drive motor 5, the output shaft of the second drive motor 5 is not connected to the first shift gear set 31 or the second shift gear set 32, that is, it does not provide driving force.

[0061] In this disclosure, when the coupler 9 couples the second drive motor 5 to the first drive motor 4, the output shafts of both are coupled to either the first shift gear set 31 or the second shift gear set 32, ensuring that power can be transmitted to the wheels regardless of which motor is operating. In the uncoupled state, only the first drive motor 4 provides driving force, while the second drive motor 5 serves as a backup power reserve. When the second drive motor controller 7 determines that the vehicle needs additional power, it controls the coupler 9 to couple the second drive motor 5 to the first drive motor 4 to provide additional power. This configuration allows for flexible allocation of power sources to adapt to different driving conditions.

[0062] In some embodiments, the gearbox 3 includes a first shift shaft 33, a second shift shaft 34 arranged parallel to the first shift shaft 33, and a shifting device disposed on the first shift shaft 33. The first shift shaft 33 is drivenly connected to a first shift gear set 31 or a second shift gear set 32 ​​through the shifting device, the output end of the first shift shaft 33 is drivenly connected to the main reducer, and the second shift shaft 34 is drivenly connected to the second drive motor 5.

[0063] Starting from the input end of the first shift shaft 33 and pointing towards the output end, the second shift gear set 32 ​​and the first shift gear set 31 are arranged sequentially and coupled to the first shift shaft 33 and the second shift shaft 34, respectively. The shifting device is used for shifting gears in the first shift gear set 31 and / or the second shift gear set 32.

[0064] In this disclosure, by setting a first shift shaft 33 and a second shift shaft 34 and connecting them to a first drive motor 4 and a second drive motor 5 respectively, one or both motors can be selectively used to provide power to the vehicle during gear shifting via a coupler 9. This design ensures continuous power output even during gear shifting.

[0065] This disclosure, through the parallel arrangement of the first shift shaft 33, the second shift shaft 34, and the coupler 9, allows two motors to work independently or collaboratively, thereby flexibly adjusting the power source according to actual driving conditions and improving the overall power transmission efficiency.

[0066] The second shift gear set 32 ​​and the first shift gear set 31 are sequentially mounted on the first shift shaft 33, allowing power demands at different speed ranges to be met through different gear ratios, further optimizing power transmission efficiency. Because uninterrupted gear shifting is possible, drivers can enjoy a smoother and more stable acceleration experience, especially in situations requiring frequent gear changes (such as urban traffic or mountain roads). Furthermore, the power distribution between the second drive motor 5 and the first drive motor 4 by the motor controller 6 and the second drive motor controller 7, along with the efficient shifting mechanism, enables the vehicle to perform excellently in various road conditions.

[0067] In some embodiments, referring to 1 or 2, the shifting device includes at least one first clutch 36 and / or at least one second clutch 37, wherein the first clutch 36 is respectively disposed between the shifting gears of the corresponding first shifting gear set 31 and the second shifting gear set 32, and the second clutch 37 is disposed between the adjacent shifting gears of the first shifting gear set 31 and the second shifting gear set 32.

[0068] In some embodiments, the first shift gear set 31 includes a first driving gear set disposed on the first shift shaft 33, and a first driven gear set loosely fitted on the second shift shaft 34 and meshing with the first driving gear set.

[0069] The second shift gear set 32 ​​includes a second driving gear set loosely fitted on the first shift shaft 33, and a second driven gear set fixed to the second shift shaft 34 and meshing with the second driving gear set.

[0070] In some embodiments, the input end of the second shift shaft 34 is provided with a transmission gear 35, which is used to mesh with the output gear of the second drive motor 5 so that the second drive motor 5 is connected to the second shift shaft 34 in a transmission connection.

[0071] In some embodiments, the power system also includes a shock absorber 10, which is disposed between the generator 2 and the engine 1 and connected to the output shaft of the engine 1.

[0072] In this disclosure, the vibration damper 10 can effectively absorb and reduce the torsional vibration generated during the operation of the engine 1, preventing these vibrations from being directly transmitted to the generator 2 and other transmission components. This design improves the smoothness of the entire power system, reduces mechanical wear caused by vibration, and extends the service life of the equipment.

[0073] In addition, by isolating the irregular torque fluctuations generated by the engine 1, the damper 10 protects sensitive components such as the generator 2 from damage.

[0074] In some embodiments, the damper 10 is a torsional damper.

[0075] One specific example provided in this disclosure includes:

[0076] like Figure 1 As shown, the new energy hybrid power system includes: 1. Engine; 2. ISG generator; 3. 6AMT uninterrupted power transmission; 4. First drive motor TM1; 5. Second drive motor TM2; 6. Motor controller; 7. Second drive motor controller; 8. Power battery; 9. Coupler; 10. Shock absorber; 11. Main clutch; 35. Transmission gear; 36. First clutch; 37. Second clutch; 311. Two-speed gear set; 312. Four-speed gear set; 313. Six-speed gear set; 321. First-speed gear set; 322. Three-speed gear set; 323. Five-speed gear set.

[0077] The first-speed gear set 321, the third-speed gear set 322, and the fifth-speed gear set 323 each include a master shift gear loosely fitted on the first shift shaft 33 and a driven shift gear disposed on the second shift shaft 34. The second-speed gear set 311, the fourth-speed gear set 312, and the sixth-speed gear set 313 each include a master shift gear disposed on the first shift shaft and a driven shift gear loosely fitted on the second shift shaft 34.

[0078] Engine 1 is connected to shock absorber 10, which in turn is connected to ISG generator 2. ISG generator 2 is connected to first drive motor 4 via main clutch 11. Second drive motor 5 is directly connected to five-speed transmission gear set 323, three-speed transmission gear set 322, and first-speed transmission gear set 321 via transmission gear 35. First drive motor 4 is directly connected to six-speed transmission gear set 313, four-speed transmission gear set 312, and second-speed transmission gear set 311. Second drive motor 5 and first drive motor 4 are connected via a shaft-to-shaft connection. Motor controller 6 is connected to ISG generator 2 and first drive motor 4 via U, V, and W three-phase lines respectively. Second drive motor controller 7 is connected to second drive motor 5 via U, V, and W three-phase lines. Power battery 8 is connected to motor controller 6 and second drive motor controller 7 via positive and negative lines respectively.

[0079] The shifting process of the 6AMT uninterrupted power transmission 3 is as follows: When the first clutch 36 in the second shift gear set 32 ​​is in the middle position between the first gear set 321 and the third gear set 322, it indicates neutral. When the first clutch 36 is in the right position and engaged with the first gear set 321, it indicates first gear is engaged; when it is in the left position and engaged with the third gear set 322, it indicates third gear is engaged. When the second clutch 37 between the first shift gear set 31 and the second shift gear set 32 ​​is in the middle position, it indicates neutral. When the second clutch 37 is in the right position and engaged with the fifth gear set 323, it indicates fifth gear is engaged; when it is in the left position and engaged with the second gear set 311, it indicates second gear is engaged. When the first clutch 36 in the first shift gear set 31 is in the middle position, it indicates neutral. When the first clutch 36 is in the right position and engaged with the fourth gear set 312, it indicates fourth gear is engaged; when it is in the left position and engaged with the sixth gear set 313, it indicates sixth gear is engaged.

[0080] Coupler 9 is in such a position Figure 1 The position indicates that the second drive motor 5 and the first drive motor 4 are not connected. When the coupler 9 is in the left position and coupled to the second drive motor, it indicates that the second drive motor 5 and the first drive motor 4 are connected.

[0081] Taking the shift from first gear to second gear as an example, the process of shifting without power interruption is described as follows: The first clutch 36 in the second shift gear set 32 ​​engages the first gear set 321. At this time, the coupler 9 can be disengaged or engaged (it can be understood that disengagement or engagement refers to the coupling connection or non-coupling connection between the coupler 9 and the output shaft of the second drive motor 5). If the coupler 9 is engaged, when shifting from the first gear set 321 to the second gear set 311, the coupler 9 is first disengaged from the output shaft of the second drive motor 5. Then, the first clutch 36 in the first shift gear set 31 engages the second gear set 311. Then, the first clutch 36 in the second shift gear set 32 ​​disengages from the first gear set 321. The vehicle energy management determines whether the coupler 9 re-engages based on the total power demand. The process of shifting from first gear to second gear describes the process of uninterrupted power. It is understandable that the vehicle energy management system controls whether the coupler 9 reconnects based on the total power demand: when the power provided by the first drive motor 4 meets the total power demand, there is no need to reconnect the coupler 9; when the power provided by the first drive motor 4 is lower than the total power demand, the coupler 9 is controlled to couple the second drive motor 5 and the first drive motor 4, and the second drive motor controller 7 drives the second drive motor 5 according to the power difference to output driving force.

[0082] Similarly, the shifting process from second to third, third to fourth, fourth to fifth, and fifth to sixth gears is similar to the shifting process from first to second gear.

[0083] The series-parallel mode switching process includes: when the vehicle speed is below a certain value (generally below 5km / h-10km / h), the main clutch 11 disengages, and the vehicle is driven by the second drive motor 5 and the first drive motor 4. When the vehicle speed is above a certain value (generally above 7km / h-12km / h), the ISG generator 2 quickly adjusts the engine speed of the engine 1 to within the range of the speed of the first drive motor 4 (generally the speed difference is less than 50rpm), and then the main clutch 11 engages, and the vehicle is directly driven by the engine 1. The vehicle energy management determines whether the second drive motor 5 and the first drive motor 4 provide assistance or generate electricity based on the total power demand.

[0084] Another specific example provided in this disclosure includes:

[0085] like Figure 2As shown, the new energy hybrid power system includes: 1. Engine; 2. ISG generator; 3. 4AMT uninterrupted power transmission; 4. First drive motor TM1; 5. Second drive motor TM2; 6. Motor controller; 7. Second drive motor controller; 8. Power battery; 9. Coupler; 10. Shock absorber; 11. Main clutch; 35. Transmission gear; 36. First clutch; 37. Second clutch; 311. Two-speed gear set; 312. Four-speed gear set; 321. First-speed gear set; 322. Three-speed gear set.

[0086] Engine 1 is connected to shock absorber 10, shock absorber 10 is connected to ISG generator 2, ISG generator 2 is connected to first drive motor 4 through main clutch 11, second drive motor 5 is directly connected to three-speed gear set 322 and first-speed gear set 321 through transmission gear 35, first drive motor 4 is directly connected to four-speed gear set 312 and second-speed gear set 311, second drive motor 5 and first drive motor 4 are connected by shaft sleeve shaft, motor controller 6 is connected to ISG generator 2 and first drive motor 4 through U, V and W three-phase lines respectively, second drive motor controller 7 is connected to second drive motor 5 through U, V and W three-phase lines, and power battery 8 is connected to motor controller 6 and second drive motor controller 7 through positive and negative lines respectively.

[0087] The shifting process of the 4AMT uninterrupted power transmission 3 includes: when the first clutch 36 in the second shift gear set 32 ​​is in the middle position, it indicates neutral; when the first clutch 36 is in the right position and engages with the first gear set 321, it indicates first gear is engaged; when it is in the left position and engages with the third gear set 322, it indicates third gear is engaged. When the first clutch 36 in the first shift gear set is in the middle position, it indicates neutral; when the first clutch 36 is in the right position and engages with the second gear set 311, it indicates second gear is engaged; when it is in the left position and engages with the fourth gear set 312, it indicates fourth gear is engaged.

[0088] Coupler 9 is in such a position Figure 2 When the position is in the first position, it indicates that the power of the second drive motor 5 and the first drive motor 4 is not connected. When the coupler 9 is in the left position, it indicates that the power of the second drive motor 5 and the first drive motor 4 is coupled together.

[0089] Taking the shift from first gear to second gear as an example, the process of shifting without power interruption is described as follows: The first clutch 36 in the second shift gear set is engaged in the first gear transmission gear set 321. At this time, the coupler 9 can be disengaged or engaged. If the coupler 9 is engaged, when shifting from first gear to second gear, the coupler 9 is first disengaged from the output shaft of the second drive motor 5. Then, the first clutch 36 in the first shift gear set 31 is engaged in the second gear transmission gear set 311. Then, the first clutch in the second shift gear set 32 ​​is disengaged from the first gear transmission gear set 321. The vehicle energy management determines whether the coupler 9 is re-engaged based on the total power demand. The process of shifting from first gear to second gear describes the process of uninterrupted power. It is understandable that the vehicle energy management system controls whether the coupler 9 reconnects based on the total power demand: when the power provided by the first drive motor 4 meets the total power demand, there is no need to reconnect the coupler 9; when the power provided by the first drive motor 4 is lower than the total power demand, the coupler 9 is controlled to couple the second drive motor 5 and the first drive motor 4, and the second drive motor controller 7 drives the second drive motor 5 according to the power difference to output driving force.

[0090] Similarly, shifting from second to third gear, and from third to fourth gear, is a similar process to shifting from first to second gear.

[0091] The series-parallel mode switching process: When the vehicle speed is below a certain value (generally below 5km / h-10km / h), the main clutch 11 disengages, and the vehicle is driven by the second drive motor 5 and the first drive motor 4. When the vehicle speed is above a certain value (generally above 7km / h-12km / h), the ISG generator 2 quickly adjusts the engine speed of 1 to within the range of the speed of the first drive motor 4 (generally the speed difference is less than 50rpm). Then, the main clutch 11 engages, and the vehicle is directly driven by the engine 1. The vehicle energy management system determines whether the second drive motor 5 and the first drive motor 4 provide power assistance or generate electricity based on the total power demand.

[0092] A second aspect of the embodiments of this disclosure is to provide a new energy hybrid power system, including the power system described above.

[0093] A third aspect of the embodiments of this disclosure is to provide an autonomous vehicle, including the power system described above or a new energy hybrid power system.

[0094] It is understood that the above embodiments are merely exemplary embodiments used to illustrate the principles of this disclosure, and this disclosure is not limited thereto. For those skilled in the art, various modifications and improvements can be made without departing from the spirit and substance of this disclosure, and these modifications and improvements are also considered to be within the scope of protection of this disclosure.

Claims

1. A power system, characterized in that, include: engine; A generator, which is connected to the output shaft of the engine. A gearbox, wherein the input end of the gearbox is connected to the output shaft of the engine, and the output end of the gearbox is used to be connected to the final drive. A first drive motor, the output shaft of which is coupled to the output shaft of the generator via a main clutch, and the output shaft of the first drive motor is selectively connected to the shift gear set in the gearbox. A motor controller, which is electrically connected to both the generator and the first drive motor; A vibration damper is disposed between the generator and the engine and connected to the output shaft of the engine.

2. The power system according to claim 1, characterized in that, Also includes: The output shaft of the second drive motor is loosely fitted onto the output shaft of the first drive motor, and the output shaft of the second drive motor is selectively connected to the shift gear set in the gearbox. The second drive motor controller is electrically connected to the second drive motor.

3. The power system according to claim 2, characterized in that, Also includes: The power battery is electrically connected to the motor controller and the second drive motor controller respectively.

4. The power system according to claim 2, characterized in that, The gearbox further includes a coupler for selectively coupling the second drive motor to the first drive motor.

5. The power system according to claim 4, characterized in that, The gearbox includes a first shift gear set and a second shift gear set; When the coupler couples the second drive motor to the first drive motor, the output shafts of both the second drive motor and the first drive motor are coupled to the first shift gear set or the second shift gear set.

6. The power system according to claim 5, characterized in that, The gearbox includes a first shift shaft, a second shift shaft arranged parallel to the first shift shaft, and a shifting device disposed on the first shift shaft; The first shift shaft is driven to the first shift gear set or the second shift gear set via the shifting device, and the output end of the first shift shaft is driven to the main reducer; the second shift shaft is driven to the second drive motor. From the input end to the output end of the first shift shaft, the second shift gear set and the first shift gear set are arranged sequentially and are respectively coupled to the first shift shaft and the second shift shaft; The shifting device is used for shifting gears in the first shifting gear set and / or the second shifting gear set.

7. The power system according to claim 6, characterized in that, The shifting device includes: at least one first clutch and / or at least one second clutch; The first clutch is respectively disposed between the corresponding shift gears in the first shift gear set and the second shift gear set; The second clutch is disposed between the adjacent shift gears of the first shift gear set and the second shift gear set.

8. The power system according to claim 6, characterized in that, The first shift gear set includes a first driving gear set disposed on the first shift shaft, and a first driven gear set loosely fitted on the second shift shaft and meshing with the first driving gear set; The second shift gear set includes a second driving gear set loosely fitted on the first shift shaft, and a second driven gear set fixed to the second shift shaft and meshing with the second driving gear set.

9. The power system according to claim 6, characterized in that, The input end of the second shift shaft is provided with a transmission gear, which is used to mesh with the output gear of the second drive motor so that the second drive motor is connected to the second shift shaft for transmission.

10. A new energy hybrid power system, characterized in that, include: The power system according to any one of claims 1-9.

11. An autonomous vehicle, characterized in that, It includes the power system described in any one of claims 1-9 or the new energy hybrid power system described in claim 10.

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