Power system and vehicle

Abstract

The utility model relates to the technical field of vehicle power systems, and provides a power system and a vehicle, a power transmission mechanism of the power system comprises a first gear train and a second gear train selectively connected with the first gear train, the power output end of the first motor is in transmission connection with the first gear train and the second gear train, the power output end of the engine is selectively connected with the second gear train, the power output end of the second motor is selectively connected with the first gear train, and the power output end of the second motor is selectively connected with the second gear train. According to the power system, more driving modes can be conveniently achieved, gears in each driving mode are more, and gear switching among the driving modes is convenient.

Description

Technical Field

[0001] This utility model relates to the field of vehicle powertrain technology, and in particular to a powertrain system. Furthermore, this utility model also relates to vehicles using this powertrain system. Background Technology

[0002] The power system includes a power source and a power transmission mechanism. It is a series of components on the vehicle that generate power and transmit the power to the road surface. For example, the power source may include an engine and an electric motor, while the power transmission mechanism usually uses the existing transmission. The power generated by the power source is transmitted to the vehicle's drive axle through the power transmission mechanism to drive the vehicle.

[0003] A powertrain system that includes both an engine and an electric motor is generally referred to as a hybrid powertrain. Existing hybrid powertrains primarily operate in modes such as range-extending, parallel operation, and power-split, with different systems typically possessing one or more of these modes. A drawback of existing hybrid powertrains is the limited number of achievable operating modes and gears within each mode, which necessitates further performance improvement. Utility Model Content

[0004] In view of this, the present invention aims to provide a power system to improve its performance.

[0005] To achieve the above objectives, the technical solution of this utility model is implemented as follows:

[0006] A power system includes a power transmission mechanism, and an engine, a first motor, and a second motor that provide power to the power transmission mechanism;

[0007] The power transmission mechanism includes a first gear train and a second gear train selectively connected to the first gear train;

[0008] The power output terminal of the first motor is connected to both the first gear system and the second gear system. The power output terminal of the engine is selectively connected to the second gear system. The power output terminal of the second motor is selectively connected to the first gear system, and the power output terminal of the second motor is selectively connected to the second gear system.

[0009] Furthermore, the first gear train includes a first planetary gear train, and the second gear train includes...

[0010] The system includes a second planetary gear system; the power output end of the first motor is connected to both the sun gear of the first planetary gear system and the sun gear of the second planetary gear system; the power output end of the engine is selectively connected to the planet carrier of the second planetary gear system; the power output end of the second motor is selectively connected to the ring gear of the second planetary gear system, and the ring gear of the second planetary gear system is selectively connected to the planet carrier of the first planetary gear system, wherein the planet carrier of the first planetary gear system is the output part of the power transmission mechanism.

[0011] Furthermore, it also includes a second brake, which is used to brake the ring gear of the first planetary gear system.

[0012] Furthermore, a second clutch is provided between the planet carrier of the first planetary gear system and the ring gear of the second planetary gear system to control the power supply between them.

[0013] Furthermore, the power output end of the second motor is connected to the gear ring of the second planetary gear system.

[0014] Furthermore, it also includes a first brake; the sun gear of the first planetary gear system and the sun gear of the second planetary gear system are connected together, and the first brake is used to brake the sun gear of the first planetary gear system; or, the first brake is used to brake the sun gear of the second planetary gear system.

[0015] Furthermore, a first clutch is provided between the sun gear of the first planetary gear system and the planet carrier of the second planetary gear system to control the power supply between them; or,

[0016] A first clutch is provided between the sun gear of the second planetary gear system and the planet carrier of the second planetary gear system to control the power supply between them.

[0017] Furthermore, the power transmission mechanism also includes a first input shaft connected to the planet carrier of the second planetary gear system, and a second input shaft connecting the sun gear of the first planetary gear system and the second planetary gear system, the second input shaft being sleeved on the first input shaft.

[0018] Furthermore, a third clutch is provided between the power output end of the engine and the planet carrier of the second planetary gear system to control the power supply between the two.

[0019] Compared with the prior art, this utility model has the following advantages:

[0020] (1) The power system described in this utility model is connected to both the first gear system and the second gear system through the power output end of the first motor. The power output end of the engine is selectively connected to the second gear system, and the power output end of the second motor is selectively connected to the first gear system. The power output end of the second motor is selectively connected to the second gear system, which facilitates the realization of more gears in the power split mode. When the power of the engine is transmitted to the second gear system for power split, multiple gears can be realized in the power split mode by changing the working mode of the first motor and the second motor. The second motor is a generator and the first motor is a drive motor to realize the first gear of the power split mode. The second motor is a drive motor and the first motor is a generator to realize the second gear of the power split mode, thereby improving the performance of the power system.

[0021] (2) By setting the first gear train as the first planetary gear train and the second gear train as the second planetary gear train, the advantages of the planetary gear train, such as compact structure, small size, and high load-bearing capacity, can be utilized to improve the performance of the power system. By connecting the second motor with the ring gear of the second planetary gear train, and the ring gear of the second planetary gear train is connected to the planet carrier of the first planetary gear train, the power of the second motor can be connected in parallel with the power of the first motor and / or the engine, and then output by the planet carrier of the first planetary gear train.

[0022] (3) By setting a second brake, the speed ratio can be changed and the corresponding gear can be added by controlling the gear ring of the first planetary gear system. The second brake can adopt the structure of the existing technology.

[0023] (4) By setting a second clutch, the power of the second motor can be transmitted to the first gear system. By controlling the engagement and disengagement of the second clutch, the power of the second motor can be coupled with the power of the first motor or the power of the second motor can be output, thereby increasing the corresponding gears. The second clutch is set between the first planetary carrier and the second gear ring. Existing standard parts can be used to reduce costs, and its slip friction characteristics can be easily utilized to facilitate gear switching without power interruption.

[0024] (5) Since the gear ring of the second planetary gear system is the power output part of the second planetary gear system, the power output end of the second motor is connected to the gear ring of the second planetary gear system for transmission, which facilitates power output, reduces torque loss, and helps to ensure the power performance of the power system.

[0025] (6) By setting a first brake, during the gear shifting process, the first sun gear or the second sun gear can be braked by the first brake to achieve a change in speed ratio and increase the corresponding gear.

[0026] (7) The first clutch can be a standard component with low cost. In addition, the slippery friction characteristics of the first clutch can be used to facilitate gear shifting without power interruption during gear shifting. The first clutch can connect the first gear train and the second gear train, enabling the first motor to transmit power to both gear trains simultaneously. By controlling the engagement and disengagement of the first clutch, the output speed ratio of the two gear trains can be changed, thereby increasing the number of gears.

[0027] (8) Set up a first input shaft and a second input shaft, and fit the second input shaft onto the first input shaft to make the overall structure compact, convenient for overall layout, and occupy less space.

[0028] (9) By means of the third clutch, when switching from pure electric mode to hybrid mode, the engine can be started by the slippage of the third clutch. After the engine starts, the third clutch is fully closed and enters the corresponding parallel gear. The third clutch can use existing standard parts, which is low cost.

[0029] Another objective of this invention is to provide a vehicle equipped with the power system described above.

[0030] The vehicle described in this utility model has the same beneficial effects as the aforementioned power system compared to the prior art, and will not be repeated here. Attached Figure Description

[0031] The accompanying drawings, which form part of this utility model, are used to provide a further understanding of the utility model. The illustrative embodiments of the utility model and their descriptions are used to explain the utility model and do not constitute an undue limitation of the utility model. In the drawings:

[0032] Figure 1 This is an exemplary structural diagram of the power system described in Embodiment 1 of this utility model;

[0033] Figure 2 for Figure 1 Another schematic diagram of the structure shown.

[0034] Explanation of reference numerals in the attached figures:

[0035] 11. Engine; 22. First motor; 33. Second motor;

[0036] 1. First planetary gear train; 2. Second planetary gear train; 3. First clutch; 4. Second clutch; 5. Third clutch; 6. First input shaft; 7. Second input shaft; 8. Output shaft; 9. First brake; 10. Second brake;

[0037] 101. First sun gear; 102. First planet carrier; 103. First planet gear; 104. First gear ring;

[0038] 201. Second sun gear; 202. Second planet carrier; 203. Second planet gear; 204. Second gear ring. Detailed Implementation

[0039] It should be noted that, unless otherwise specified, the embodiments and features described in these embodiments can be combined with each other.

[0040] In the description of this utility model, it should be noted that if terms such as "upper," "lower," "inner," or "outer" appear, indicating orientation or positional relationship, they are based on the orientation or positional relationship shown in the accompanying drawings and are only for the convenience of describing this utility model 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 utility model. Furthermore, if terms such as "first" or "second" appear, they are also used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0041] Furthermore, in the description of this utility model, unless otherwise explicitly defined, the terms "installation," "connection," "joining," and "connector" 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 mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model in light of the specific circumstances.

[0042] The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0043] A hybrid power system is a powertrain system that combines an engine and an electric motor. Its main operating modes include range-extending mode, parallel mode, and power-split mode. Different hybrid power systems typically possess one or more of these operating modes.

[0044] The power split mode has two key advantages: first, the engine speed and torque are decoupled from the wheel end, which can optimize engine efficiency to the greatest extent; second, part of the engine's power can directly drive the vehicle, reducing energy conversion losses and making it suitable for complex and ever-changing urban driving conditions.

[0045] In parallel mode, with a suitable speed ratio, it can provide greater torque output during rapid acceleration, and also reduce energy loss during stable driving at medium and high speeds by directly driving the vehicle through the engine, thus reducing energy loss during cyclic charging and discharging. This allows the power split mode and parallel mode to complement each other well.

[0046] Existing hybrid systems that include both P1 and P3 motors have a problem: in parallel mode, shifting between odd-numbered gears, shifting between even-numbered gears, and shifting between gears in power-split mode are generally achieved through a synchronizer. Each gear shift requires changing the synchronizer's lock-up position, which is a type of AMT (Automated Manual Transmission) shifting. Before switching the lock-up position, neutral must be engaged, which interrupts the output torque of the power transmission mechanism, leaving only the P3 motor to output power. This results in a significant decrease in the external torque characteristics during gear shifts.

[0047] In addition, switching between adjacent gears in parallel mode requires two synchronizers to switch the locking position sequentially, which takes longer. During the switching process, the power transmission mechanism cannot output power and only the P3 motor outputs power, resulting in a significant decrease in the external characteristics of the output torque.

[0048] In addition, although the gears in parallel mode can be switched through the gears in power split mode, the P1 motor changes from driving to charging. Although the power transmission mechanism can still provide torque output, the external torque characteristics are reduced to a certain extent.

[0049] For hybrid power systems that combine multi-gear power split mode and multi-gear parallel mode, it is necessary to further improve the smoothness and power of the shifting process while reducing costs. Therefore, it is required that, while reducing the number of clutch friction plates, not only can gear shifting be achieved without power interruption, but also gear shifting without power descent.

[0050] This embodiment relates to a power system, such as Figure 1 As shown, the overall structure mainly includes a power transmission mechanism, as well as an engine 11, a first motor 22 and a second motor 33 that provide power to the power transmission mechanism.

[0051] The power transmission mechanism includes a first gear train and a second gear train selectively connected to the first gear train. The power output end of the first motor 22 is connected to both the first gear train and the second gear train. The power output end of the engine 11 is selectively connected to the second gear train. The power output end of the second motor 33 is selectively connected to the first gear train, and the power output end of the second motor 33 is selectively connected to the second gear train.

[0052] In this embodiment, the power system includes a first gear train and a second gear train in its power transmission mechanism, facilitating the simultaneous use of the engine 11, the first motor 22, and the second motor 33 as power sources. Specifically, the power output terminal of the engine 11 is selectively connected to the first gear train, allowing the power of the engine 11 to be transmitted to or not transmitted to the first gear train as needed. The power output terminal of the first motor 22 is connected to both the first and second gear trains, enabling the power of the first motor 22 to be transmitted to both simultaneously.

[0053] Because the second gear train selectively connects to the first gear train, when the second gear train is connected to the first gear train and also to the power output end of the engine 11, the power of the engine 11 and the power of the first motor 22 can be combined to jointly drive the power transmission mechanism. When the second gear train is connected to the first gear train but not connected to the power output end of the engine 11, the first motor 22 drives the power transmission mechanism. When the second gear train is disconnected from the first gear train and connected to the power output end of the engine 11, the power of the first motor 22 and the power of the engine 11 are transmitted to the power transmission mechanism respectively.

[0054] The power output end of the second motor 33 is connected to the first gear system or the second gear system, so that the power of the second motor 33 can be transmitted to the second gear system, and the power of the second motor 33 can be combined with the power of at least one of the engine 11 and the first motor 22.

[0055] In a preferred embodiment, the first gear system includes a first planetary gear system 1, and the second gear system includes a second planetary gear system 2; the power output end of the first motor 22 is connected to both the sun gear of the first planetary gear system 1 and the sun gear of the second planetary gear system 2; the power output end of the engine 11 is selectively connected to the planet carrier of the second planetary gear system 2; the power output end of the second motor 33 is selectively connected to the ring gear of the second planetary gear system 2, and the ring gear of the second planetary gear system 2 is selectively connected to the planet carrier of the first planetary gear system 1, wherein the planet carrier of the first planetary gear system 1 is the output part of the power transmission mechanism.

[0056] In order to improve the performance of the power system, in the preferred embodiment above, the first gear train is set as a first planetary gear train 1 and the second gear train is set as a second planetary gear train 2. The advantages of planetary gear trains, such as compact structure, small size and high load-bearing capacity, can be utilized to improve the performance of the power system.

[0057] In this embodiment, the second planetary gear system 2 has the same structure as the first planetary gear system 1. Here, the first planetary gear system 1 and the second planetary gear system 2 are taken as the simplest planetary gear system for explanation. It mainly includes a sun gear, a gear ring sleeved outside the sun gear, and multiple planet gears that are respectively connected to the sun gear and the gear ring for transmission, as well as a planet carrier for fixing each planet gear.

[0058] For ease of understanding, the sun gear of the first planetary gear system 1 is referred to as the first sun gear 101, the ring gear of the first planetary gear system 1 is referred to as the first ring gear 104, the planet gears of the first planetary gear system 1 are referred to as the first planet gears 103, and the planet carrier of the first planetary gear system 1 is referred to as the first planet carrier 102.

[0059] For ease of description, the sun gear of the second planetary gear system 2 is referred to as the second sun gear 201, the ring gear of the second planetary gear system 2 is referred to as the second ring gear 204, the planet gears of the second planetary gear system 2 are referred to as the second planet gears 203, and the planet carrier of the second planetary gear system 2 is referred to as the second planet carrier 202.

[0060] It should be noted that by connecting the second motor 33 to the second gear ring 204, and the second gear ring 204 to the first planetary carrier 102, the power of the second motor 33 can be mixed with the power of the first motor 22 and / or the engine 11, and then output by the first planetary carrier 102.

[0061] In one exemplary embodiment, the aforementioned output section includes an output shaft 8 that is drivenly connected to the first planetary carrier 102, and the power system can output power through the first planetary carrier 102 and the output shaft 8. It should be understood that, in addition to drivingly connecting the output shaft 8 to the first planetary carrier 102, the output shaft 8 can also be drivenly connected to the second gear ring 204, in which case the power system can output power through the second gear ring 204 and the output shaft 8. It should also be understood that the output section may not include the output shaft 8.

[0062] In a preferred embodiment, the power system of this embodiment further includes a second brake 10, which is used to brake the first gear ring 104. In this embodiment, by setting the second brake 10, the first gear ring 104 can be allowed to rotate freely or be fixed, thereby changing the output speed ratio of the first planetary gear system and thus increasing the number of gears. The second brake 10 can adopt a structure from the prior art.

[0063] In a preferred embodiment, a second clutch 4 is provided between the first planetary carrier 102 and the second gear ring 204 to control the power supply between them. In practice, the second clutch 4 can be a standard component, reducing costs and facilitating seamless gear shifting by utilizing its slippery characteristics. By providing the second clutch 4, power from the second motor 33 can be transmitted to the first gear system. Controlling the engagement and disengagement of the second clutch 4 allows the power of the second motor 33 to couple with the power of the first motor 22 or enables the second motor 33 to output power, thereby increasing the number of gears.

[0064] In a preferred embodiment, the power output end of the second motor 33 is connected to the second gear ring 204 via a transmission connection. Since the second gear ring 204 is the power output part of the second planetary gear system 2, the power output end of the second motor 33 is connected to the second gear ring 204 via a transmission connection, which facilitates power output, reduces torque loss, and helps to ensure the power performance of the power system.

[0065] In a preferred embodiment, the power system further includes a first brake 9, with the first sun gear 101 and the second sun gear 201 connected together. The first brake 9 is used to brake the first sun gear 101, or the first brake 9 is used to brake the second sun gear 201.

[0066] The first brake 9 can adopt the structure in the prior art. By setting the first brake 9, during the gear shifting process, the first sun gear 101 or the second sun gear 201 can be braked by the first brake 9 to realize the speed ratio change and increase the corresponding gear.

[0067] In a preferred embodiment, a first clutch 3 is provided between the first sun gear 101 and the second planetary carrier 202 to control the power supply between them; or, a first clutch 3 is provided between the second sun gear 201 and the second planetary carrier 202 to control the power supply between them.

[0068] The first clutch 3 can be a standard component, which is cost-effective. Furthermore, the slippery friction characteristic of the first clutch 3 allows for seamless gear shifting during power system transitions. The first clutch 3 connects the first and second gear trains, enabling the first motor to simultaneously transmit power to both trains. Controlling the engagement and disengagement of the first clutch 3 changes the output speed ratio of the two gear trains, thereby increasing the number of gears.

[0069] In a preferred embodiment, the power transmission mechanism further includes a first input shaft 6 connected to the second planetary carrier 202, and a second input shaft 7 connecting the sun gear of the first planetary gear train 1 and the second planetary gear train 2, the second input shaft 7 being sleeved on the first input shaft 6.

[0070] In one exemplary embodiment, the first sun gear 101 and the second sun gear 201 are both fixed to the second input shaft 7, and the second planetary carrier 202 is fixed to the first input shaft 6. This arrangement makes the overall structure compact, facilitates overall layout, and occupies less space.

[0071] It should be noted that since the second input shaft 7, the first sun gear 101 and the second sun gear 201 are fixed together, in actual arrangement, the aforementioned first brake 9 can also brake the second input shaft 7, thereby achieving the purpose of the first brake 9 braking the first sun gear 101 and the second sun gear 201.

[0072] In a preferred embodiment, a third clutch 5 is provided between the power output end of the engine 11 and the second planetary carrier 202 to control the power supply between the two.

[0073] The engine 11 can be started by the slippage of the third clutch 5 when switching from pure electric mode to parallel mode. After the engine 11 starts, the third clutch 5 fully engages and enters the corresponding parallel gear. The third clutch 5 can use existing standard parts, which is inexpensive.

[0074] For example, in one exemplary embodiment, a third clutch 5 is provided between the power output end of the engine 11 and the first input shaft 6. The power output end of the engine 11 is selectively connected to the first input shaft 6 via the third clutch 5, which allows the power output end of the engine 11 to selectively connect to the second gear system. Providing the third clutch 5 between the power output end of the engine 11 and the first input shaft 6 allows the use of existing standard components, thus reducing costs.

[0075] In one exemplary embodiment, the power output end of the first motor 22 is connected to the second input shaft 7 via a transmission connection. This allows the power of the first motor 22 to be directly transmitted to the second input shaft 7, and then simultaneously transmitted to the first gear train and the second gear train via the second input shaft 7. When the first motor 22 functions as an electric motor, its function is to output power. In addition, the first motor 22 can also be used as a generator. In this case, the power transmitted to the second input shaft 7 drives the first motor 22 to work, enabling the first motor 22 to function as a generator.

[0076] In one example, the first clutch 3, the second clutch 4, and the third clutch 5 are preferably existing friction clutches, which have the advantages of smooth power transmission, strong overload protection, and flexible and convenient operation.

[0077] The power system in this embodiment can achieve pure electric operation mode, parallel hybrid operation mode, and power split mode. The pure electric and parallel hybrid operation modes each have four gears, while the power split mode also has two gears, as detailed in Table 1.

[0078] Table 1: The operating modes of this power system and the gears in each operating mode.

[0079]

[0080] In the table above, "√" indicates that the corresponding component is in working condition.

[0081] It should be noted that the speed ratio of a planetary gear system is defined as the ratio of the number of teeth on the ring gear to the number of teeth on the sun gear. Next, referring to Table 1, taking the first planetary gear system 1 and the second planetary gear system 2, both with a speed ratio of 2, we will analyze the performance characteristics of the gears in each working mode.

[0082] In pure electric EV mode 1, the third clutch 5 is disengaged, while the first clutch 3 and the second brake 10 are engaged. The first motor 22 and the second motor 33 work together to drive the vehicle at a speed ratio of 3, primarily for starting in pure electric mode while stationary.

[0083] In pure electric EV mode 2, the third clutch 5 is disengaged, and the second clutch 4 and the second brake 10 are engaged. The first motor 22 and the second motor 33 jointly drive the vehicle at speed ratios of 3 and 1, respectively.

[0084] In the pure electric EV, at speed 3, the third clutch 5 is disengaged, while the first clutch 3 and the second clutch 4 are engaged. The first motor 22 and the second motor 33 jointly drive the vehicle at a speed ratio of 1.

[0085] In the pure electric EV, at speed 4, the third clutch 5 is disengaged, and the second clutch 4 and the first brake 9 are engaged. The first motor 22 is locked to the housing of the power transmission mechanism, such as the gearbox, and is not operational. The second motor 33 drives the vehicle independently at a speed ratio of 1.

[0086] In parallel first gear, the third clutch 5 is engaged, the first clutch 3 and the second brake 10 are engaged, and the engine 11, the first motor 22 and the second motor 33 all drive the vehicle at a speed ratio of 3. In this mode and gear, the torque external characteristics of the power transmission mechanism are at their maximum, and it is mainly used for low-speed, high-throttle acceleration or hill climbing conditions.

[0087] In parallel 2nd gear, the third clutch 5 is engaged, the second clutch 4 and the second brake 10 are engaged, the speed ratio of engine 11 and first motor 22 remains unchanged, and the speed ratio of engine 11 and second motor 33 is reduced. This mode gear is mainly used for low and medium vehicle speed conditions.

[0088] In parallel 3rd gear, the third clutch 5 is engaged, and the first clutch 3 and the second clutch 4 are engaged. The engine 11, the first motor 22, and the second motor 33 all drive the vehicle at a speed ratio of 1. Compared to parallel 2nd gear, the speed ratio of the second motor 33 remains unchanged, while the speed ratios of the engine 11 and the first motor 22 are reduced. This mode is mainly used for medium to high speed conditions.

[0089] In parallel 4th gear, the third clutch 5 is engaged, the second clutch 4 and the first brake 9 are engaged, and the engine 11 and the second electric motor 33 drive the vehicle at speed ratios of 0.67 and 1 respectively. The first electric motor 22 is locked to the housing of the power transmission mechanism and does not operate. Compared to parallel 3rd gear, the speed ratio of the second electric motor 33 remains unchanged, while the speed ratio of the engine 11 decreases. This mode is mainly used for high-speed conditions.

[0090] In power split mode 1, the first motor 22 works as a drive motor, and the speed ratio of the second ring gear 204 is 3. At this time, the second planetary gear system 2 realizes the power split working mode, and the second motor 33 works as a generator. The output torque of the power split is output through the second sun gear 201 of the second planetary gear system 2, which is equal to 1 / 3 of the torque of the engine 11. The first planetary gear system 1 achieves a fixed speed ratio of 3, and transmits the output torque of the power split and the torque of the first motor 22 to the output shaft 8.

[0091] This mode can be used for the transient process of switching between parallel 1st and parallel 2nd gears at low and medium vehicle speeds, or as a steady-state mode for vehicle drive.

[0092] In power split mode 2, the second motor 33 works as a drive motor, and the speed ratio of the second ring gear 204 is 1. At this time, the second planetary gear system 2 realizes the power split working mode, and the first motor 22 works as a generator. The output torque of the power split is output through the second ring gear 204 of the second planetary gear system 2, which is equal to 2 / 3 of the torque of the engine 11. The first planetary gear system 1 achieves a fixed speed ratio of 1, and transmits the output torque of the power split and the torque of the second motor 33 to the output shaft 8.

[0093] This mode can be used for transient transitions between parallel 3rd and parallel 4th gears at medium to high speeds, and also as a steady-state mode for vehicle driving, such as when the battery is at low charge (SOC). Compared to power-split mode 1, because the speed ratio of the planetary gear set output is reduced, the demand for planetary gear set output torque and engine torque increases during vehicle driving. Consequently, the output power of engine 11 and the charging power of the motor also increase, which helps to increase the battery SOC.

[0094] The power system of this embodiment has the following advantages: it can transition through a power split mode during the switching process between all adjacent parallel gears. The first motor 22 and the second motor 33 work alternately as a generator and a drive motor. In particular, when switching between parallel gear 2 and parallel gear 3, it provides power output through eCVT gear 2.

[0095] In addition, between adjacent parallel gears, the power split mode transitions the portion of the torque external characteristic that decreases, which can be compensated by the clutch slip torque, thereby achieving a switching process without power reduction.

[0096] Furthermore, shifting between parallel 2nd, 3rd, and 4th gears can all be achieved through the eCVT 2nd gear transition, and direct shifting is possible between parallel 2nd and 4th gears. During the shifting process, the power-splitting planetary gear set maintains power output. Compared to the 4HAT (4-speed hybrid transmission) based on the P2 configuration derived from the 4AT (4-speed automatic transmission), the powertrain system in this embodiment, during parallel mode shifting, provides power output through the power-splitting gear, reducing reliance on clutch slip torque, thereby reducing the number of clutch friction plates and lowering production costs.

[0097] The power system has two starting methods: friction start and direct start, as detailed below.

[0098] The slip start is suitable for conditions where there is vehicle speed. In the EV mode with 4 gears, the engine 11 is started by slipping through the third clutch 5. After that, the engine 11 adjusts its speed and can enter the corresponding parallel gear by closing the third clutch 5.

[0099] Direct start is applicable to all vehicle speed ranges. In the power split gear, the third clutch 5 is closed, and the engine speed of the engine 11 is 0 rpm when the engine is off. The engine 11 is started directly by the first motor 22. During the start-up process, the second motor 33 needs to compensate for the resistance torque caused by starting the engine 11 and the vibration caused by the pumping resistance torque of the engine 11. After the engine 11 starts successfully, it directly enters the corresponding power split gear.

[0100] The power system of this embodiment can provide a multi-gear parallel mode and a multi-gear power-split mode. The parallel gears can be switched through the power-split gear. The two motors take turns acting as a generator and a drive motor to maintain the power output of the power-split planetary gear set. At the same time, the clutch slippage is used to realize the gear switching process without power descent. Example

[0101] This embodiment relates to a vehicle equipped with a power system as described in Embodiment 1.

[0102] The vehicle in this embodiment has the same beneficial effects as the power system in Embodiment 1 compared to the prior art, and will not be repeated here. In addition, by applying the power system as in Embodiment 1, the vehicle improves energy efficiency and the driving experience of the driver and passengers because there is no power reduction during gear shifting.

[0103] The above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A power system, characterized in that: It includes a power transmission mechanism, and an engine (11), a first motor (22), and a second motor (33) that provide power to the power transmission mechanism. The power transmission mechanism includes a first gear train and a second gear train selectively connected to the first gear train; The power output end of the first motor (22) is connected to both the first gear system and the second gear system. The power output end of the engine (11) is selectively connected to the second gear system. The power output end of the second motor (33) is selectively connected to the first gear system, and the power output end of the second motor (33) is selectively connected to the second gear system.

2. The power system according to claim 1, characterized in that: The first gear train includes a first planetary gear train (1), and the second gear train includes a second planetary gear train (2); The power output end of the first motor (22) is connected to the sun gear of the first planetary gear system (1) and the sun gear of the second planetary gear system (2) in a transmission connection. The power output end of the engine (11) is selectively connected to the planet carrier of the second planetary gear system (2); The power output end of the second motor (33) is selectively connected to the ring gear of the second planetary gear system (2), and the ring gear of the second planetary gear system (2) is selectively connected to the planet carrier of the first planetary gear system (1). The planet carrier of the first planetary gear system (1) is the output part of the power transmission mechanism.

3. The power system according to claim 2, characterized in that: It also includes a second brake (10) for braking the ring gear of the first planetary gear system (1).

4. The power system according to claim 2, characterized in that: A second clutch (4) is provided between the planet carrier of the first planetary gear system (1) and the ring gear of the second planetary gear system (2) to control the power supply between them.

5. The power system according to claim 4, characterized in that: The power output end of the second motor (33) is connected to the gear ring of the second planetary gear system (2).

6. The power system according to claim 2, characterized in that: It also includes the first brake (9); The sun gear of the first planetary gear system (1) and the sun gear of the second planetary gear system (2) are connected together, and the first brake (9) is used to brake the sun gear of the first planetary gear system (1); or, the first brake (9) is used to brake the sun gear of the second planetary gear system (2).

7. The power system according to claim 6, characterized in that: A first clutch (3) for controlling the power supply between the sun gear of the first planetary gear train (1) and the planet carrier of the second planetary gear train (2) is provided; or, A first clutch (3) is provided between the sun gear of the second planetary gear system (2) and the planet carrier of the second planetary gear system (2) to control the power supply between them.

8. The power system according to claim 6, characterized in that: The power transmission mechanism further includes a first input shaft (6) connected to the planet carrier of the second planetary gear system (2), and a second input shaft (7) connecting the sun gear of the first planetary gear system (1) and the second planetary gear system (2), the second input shaft (7) being sleeved on the first input shaft (6).

9. The power system according to any one of claims 2-8, characterized in that: A third clutch (5) is provided between the power output end of the engine (11) and the planet carrier of the second planetary gear system (2) to control the power supply between the two.

10. A vehicle, characterized in that: The vehicle is equipped with a power system as described in any one of claims 1-9.

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