Drive system and vehicle

Abstract

This utility model provides a drive system and a vehicle. The drive system includes an engine, an input shaft, a first motor, a dual clutch, an intermediate shaft, a second motor, and a power battery. The engine is connected to the input shaft. The dual clutch includes a clutch input end, a first output end, and a second output end. The clutch input end is connected to the input shaft. The first and second output ends can be engaged or disengaged from the clutch input end, respectively. The intermediate shaft is driven by the first and second output ends. The transmission ratio between the intermediate shaft and the first output end and the transmission ratio between the intermediate shaft and the second output end are not equal, so that switching between two gears can be achieved through the control of the dual clutch. The second motor is driven by the intermediate shaft. By controlling the engine, the first and second motors, and the dual clutch, switching between different working modes can be achieved to adapt to different road conditions.

Description

Technical Field

[0001] This utility model relates to the field of vehicle technology, and mainly to a drive system and a vehicle. Background Technology

[0002] A hybrid powertrain system comprises an engine, a second electric motor, a first electric motor, and a transmission system consisting of a clutch, a reducer, and drive shaft gears. Its function is to provide the driving force required by the vehicle's drive wheels. An engine has a limited speed and torque range, but driver intentions and actual road conditions are constantly changing, reflected not only in the speed of the drive wheels but also in the torque required by them. Therefore, achieving optimal efficiency or power output from the engine's speed and torque, and matching it well with the power output of the drive wheels, is the primary task of the transmission.

[0003] Currently, the common hybrid powertrain systems only have two modes: pure electric mode and hybrid power mode. This system is only suitable for urban driving conditions and small and medium-sized vehicles. For non-urban driving conditions and larger vehicles, the power and economy are not ideal. Utility Model Content

[0004] In view of the shortcomings of the prior art, the purpose of this utility model is to provide a drive system and vehicle that enable the vehicle to have multiple working modes to adapt to different road conditions.

[0005] To achieve the above objectives, the present invention adopts the following technical solution:

[0006] A drive system includes an engine, an input shaft, a first motor, a dual-clutch transmission, an intermediate shaft, a second motor, and a power battery. The input shaft is connected to the output end of the engine; the input end of the first motor is drive-connected to the input shaft; the dual-clutch transmission includes a clutch input end, a first output end, and a second output end, the clutch input end being connected to the input shaft; the intermediate shaft is drive-connected to both the first and second output ends, and the transmission ratio between the intermediate shaft and the first output end is unequal to the transmission ratio between the intermediate shaft and the second output end; the output end of the second motor is drive-connected to the intermediate shaft; the power battery is electrically connected to both the first and second motors; the drive system includes three driving modes: pure electric mode, hybrid mode, and range-extended mode. These modes are divided into three regions based on battery charge and vehicle speed. A hysteresis interval is provided between these three regions. During the transition from one driving mode to another, the drive system maintains its original driving mode within the hysteresis interval.

[0007] In some embodiments of this application, the first output end includes a first gear, and a second gear is provided on the intermediate shaft, the second gear meshing with the first gear; the second output end includes a third gear, and a fourth gear is provided on the intermediate shaft, the fourth gear meshing with the third gear.

[0008] In some embodiments of this application, the first output terminal and the second output terminal are arranged opposite to each other, and a fifth gear is also provided on the intermediate shaft, the fifth gear being located between the second gear and the fourth gear; the drive system also includes a differential, on which a differential gear is provided, the differential gear being meshed with the fifth gear.

[0009] In some embodiments of this application, the output end of the second motor is provided with a sixth gear, which meshes with the second gear; the input shaft is provided with a seventh gear, and the output shaft of the first motor is provided with an eighth gear, which meshes with the seventh gear, and the diameter of the eighth gear is smaller than the diameter of the seventh gear.

[0010] In some embodiments of this application, a seventh gear is provided on the input shaft, and an eighth gear is provided on the output shaft of the first motor. The eighth gear meshes with the seventh gear, and the diameter of the eighth gear is smaller than the diameter of the seventh gear.

[0011] In some embodiments of this application, the operating mode of the drive system includes at least the following: dual-motor pure electric first gear mode: the engine is not working, the clutch input terminal is engaged with the first output terminal, and both the second motor and the first motor are working and jointly outputting power.

[0012] In some embodiments of this application, the dual-motor pure electric two-speed mode is as follows: the engine is not working, the clutch input terminal is engaged with the second output terminal, and both the second motor and the first motor work and jointly output power.

[0013] In some embodiments of this application, the following modes are described: Single-motor pure electric mode: The engine and the first motor are not working; the clutch input terminal is disconnected from the first output terminal and from the second output terminal; the second motor works and outputs power. Series range extender mode: The clutch input terminal is disconnected from the first output terminal and from the second output terminal; the engine drives the first motor to generate electricity; the second motor works and outputs power. Engine direct drive first gear mode: The first motor and the second motor are not working; the clutch input terminal is engaged with the first output terminal; the engine works and outputs power. Engine direct drive second gear mode: The first motor and the second motor are not working; the clutch input terminal is engaged with the second output terminal; the engine works and outputs power. Hybrid first gear mode: The clutch input terminal is engaged with the first output terminal; the engine and the second motor work and jointly output power. Hybrid second gear mode: The clutch input terminal is engaged with the second output terminal; the engine and the second motor work and jointly output power.

[0014] In some embodiments of this application, in the parking power generation mode: the second motor is not working, the clutch input terminal is separated from the first output terminal and the clutch input terminal is separated from the second output terminal, and the engine drives the first motor to generate electricity; in the braking energy recovery mode: the clutch input terminal is separated from the first output terminal and the clutch input terminal is separated from the second output terminal, and the second motor generates electricity under the drive of the wheels.

[0015] A vehicle includes a body, a drive system, wheels, and a controller. The drive system is mounted on the body; the wheels are drive-connected to the drive system; and the controller is electrically connected to the drive system to control the drive system to switch operating modes.

[0016] Beneficial effects:

[0017] The drive system of this application includes an engine, an input shaft, a first motor, a dual clutch, an intermediate shaft, a second motor, and a power battery. The engine is connected to the input shaft. The dual clutch includes a clutch input terminal, a first output terminal, and a second output terminal. The clutch input terminal is connected to the input shaft. The first and second output terminals can be engaged or disengaged from the clutch input terminal, respectively. When the first output terminal is engaged with the clutch input terminal, it forms first gear; when the second output terminal is engaged with the clutch input terminal, it forms second gear. The intermediate shaft is driven by the first and second output terminals. The transmission ratio between the intermediate shaft and the first output terminal and the transmission ratio between the intermediate shaft and the second output terminal are not equal, so that switching between the two gears can be achieved through the control of the dual clutch. The second motor is driven by the intermediate shaft. By controlling the engine, the first and second motors, and the dual clutch, switching between different working modes can be achieved to adapt to different road conditions. Furthermore, the drive system includes pure electric mode, hybrid mode, and range-extended mode. These three modes are divided into three zones based on battery charge and vehicle speed. A hysteresis interval is set between these three zones. During the transition from one drive mode to another, the drive system maintains the original drive mode within the hysteresis interval. This avoids switching back and forth between different operating modes, thereby improving the vehicle's economy and comfort, and enhancing the reliability of the drive system.

[0018] The vehicle provided in this application includes the aforementioned drive system, enabling switching between different operating modes to adapt to different road conditions. Attached Figure Description

[0019] Figure 1 This is a schematic diagram of the drive system.

[0020] Figure 2 This is a schematic diagram of the drive system in single-motor pure electric mode, with arrows indicating the direction of power transmission.

[0021] Figure 3 This is a schematic diagram of the drive system in dual-motor pure electric first gear mode, with arrows indicating the direction of power transmission.

[0022] Figure 4 This is a schematic diagram of the drive system in dual-motor pure electric second-gear mode, with arrows indicating the direction of power transmission.

[0023] Figure 5 This is a schematic diagram of the drive system in engine direct drive first gear mode, with arrows indicating the direction of power transmission.

[0024] Figure 6This is a schematic diagram of the drive system in engine direct drive second gear mode, with arrows indicating the direction of power transmission.

[0025] Figure 7 This is a schematic diagram of the drive system in hybrid mode, with arrows indicating the direction of power transmission.

[0026] Figure 8 This is a schematic diagram of the drive system in hybrid second-gear mode, with arrows indicating the direction of power transmission.

[0027] Figure 9 This is a schematic diagram of the drive system in series range-extending mode, with arrows indicating the direction of power transmission.

[0028] Figure 10 This is a schematic diagram of the drive system in regenerative braking mode, with arrows indicating the direction of power transmission.

[0029] Figure 11 This is a diagram illustrating the vehicle's operating mode management.

[0030] Figure 12 This is a diagram illustrating the operating mode management of a vehicle in pure electric mode.

[0031] Key component symbols: 1-Engine; 2-Input shaft; 3-First motor; 4-Dual clutch; 41-First output end; 42-Second output end; 43-Clutch output shaft; 5-Intermediate shaft; 6-Second motor; 411-First gear; 412-Second gear; 421-Third gear; 422-Fourth gear; 7-Fifth gear; 8-Differential; 81-Differential gear; 9-Sixth gear; 10-Seventh gear; 11-Eighth gear; 100-Drive system; 200-Wheel. Detailed Implementation

[0032] This utility model provides a drive system and a vehicle. To make the purpose, technical solution, and effects of this utility model clearer and more explicit, the following describes this utility model in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain this utility model and are not intended to limit the scope of protection of this utility model.

[0033] In the description of this utility model, it should be understood that the terms "upper", "lower", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings. They 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. Therefore, they should not be construed as limitations on this utility model.

[0034] In the description of this utility model, it should be noted that, unless otherwise explicitly 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 mechanical connection, an electrical connection, or a connection that allows for communication; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0035] A vehicle includes a body, a drive system 100, wheels 200, and a controller. The drive system 100 is mounted on the body. The wheels 200 are connected to the drive system 100 via a transmission connection, causing them to rotate under the drive of the drive system 100, thus enabling the vehicle to move. The controller is electrically connected to the drive system 100 to control the drive system 100 to switch operating modes, allowing the drive system 100 to operate in different modes to improve economy and comfort.

[0036] See Figure 1 The drive system 100 includes an engine 1, an input shaft 2, a first motor 3, a dual clutch 4, an intermediate shaft 5, a second motor 6, and a power battery (not shown in the figure). The input shaft 2 is connected to the output end of the engine 1, enabling the engine 1 to drive the input shaft 2 to rotate. The direct connection between the input shaft 2 and the output end of the engine 1 reduces the axial structure of the drive system 100 along the input shaft 2, thereby reducing the axial dimension of the drive system 100. The input end of the first motor 3 is drively connected to the input shaft 2, allowing the engine 1 to drive the first motor 3 to rotate via the input shaft 2, and the first motor 3 to also drive the input shaft 2 to rotate.

[0037] The dual-clutch 4 includes a clutch input terminal 43, a first output terminal 41, and a second output terminal 42. The clutch input terminal 43 of the dual-clutch 4 is connected to the input shaft 2, and the first and second output terminals can be engaged or disengaged from the clutch input terminal 43, respectively. An intermediate shaft 5 is drivenly connected to the first output terminal 41 and the second output terminal 42 of the dual-clutch 4, forming two power transmission paths between the first output terminal 41 and the intermediate shaft 5 and between the second output terminal 42 and the intermediate shaft 5. By controlling the engagement of the first output terminal 41 with the clutch input terminal 43 or the second output terminal 42 with the clutch input terminal 43, power can be transmitted through one of the two power transmission paths. The output terminal of the second motor 6 is drivenly connected to the intermediate shaft 5; the power battery is electrically connected to both the first motor 3 and the second motor 6.

[0038] Specifically, the first output terminal 41, the second output terminal 42, and the clutch input terminal 43 are integrated into a single housing. The first output terminal 41 can engage with the clutch input terminal 43, and the second output terminal 42 can also engage with the clutch input terminal 43, thus realizing the function of two clutches and making the structure more compact. However, the first output terminal 41 and the clutch input terminal 43, and the second output terminal 42 and the clutch input terminal 43, cannot be engaged simultaneously. That is, when the first output terminal 41 and the clutch input terminal 43 are engaged, the second output terminal 42 and the clutch input terminal 43 are disengaged; conversely, when the second output terminal 42 and the clutch input terminal 43 are engaged, the first output terminal 41 and the clutch input terminal 43 are disengaged.

[0039] The first output end 41 and the second output end 42 are located on both sides of the clutch input end 43 along the axial direction of the input shaft 2, that is, the first output end 41 and the second output end 42 are arranged back to back, which makes it convenient to set the transmission connection structure between the first output end 41, the second output end 42 and the intermediate shaft 5, and the structure is more compact, that is, it can reduce the axial dimension of the dual clutch 4, thereby reducing the axial dimension of the drive system 100.

[0040] When the first output end 41 is engaged with the clutch input end 43, it forms first gear; when the second output end 42 is engaged with the clutch input end 43, it forms second gear. The transmission ratio between the intermediate shaft 5 and the first output end 41 is not equal to the transmission ratio between the intermediate shaft 5 and the second output end 42, which makes the power output of the dual clutch 4 different when it is in first gear and when it is in second gear.

[0041] In the above description, the first motor 3 is mainly used for power generation, but it can also be used for power output, that is, for driving the vehicle to move. The second motor 6 is mainly used for power output, that is, mainly used for driving the vehicle to move, but it can also be used for power generation.

[0042] See Figures 2-10 The aforementioned drive system 100 has multiple operating modes, for example: dual-motor pure electric first gear mode, dual-motor pure electric second gear mode, single-motor pure electric mode, series range extender mode, engine direct drive first gear mode, engine direct drive second gear mode, hybrid first gear mode, hybrid second gear mode, parking generator mode, and braking energy recovery mode.

[0043] See Figure 3 In the dual-motor pure electric first gear mode, the engine 1 does not work, the clutch input terminal 43 is engaged with the first output terminal 41, the second motor 6 and the first motor 3 work and output power together, so that the second motor 6 and the first motor 3 jointly drive the vehicle to move.

[0044] See Figure 4In the dual-motor pure electric second-gear mode, engine 1 is not working, clutch input terminal 43 engages with the second output terminal 42, and the second motor 6 and the first motor 3 work together to output power, enabling the second motor 6 and the first motor 3 to jointly drive the vehicle. The difference between the dual-motor pure electric first-gear mode and the dual-motor pure electric second-gear mode lies in the different transmission ratio between the first motor 3 and the intermediate shaft 5, that is, the power output of the first motor 3 is different when it is working.

[0045] See Figure 2 In single-motor pure electric mode, engine 1 and first motor 3 are not working. The clutch input terminal 43 is in a disengaged state from the first output terminal 41 and from the second output terminal 42. The second motor 6 works and outputs power. Therefore, the vehicle only moves under the drive of the second motor 6.

[0046] See Figure 9 In series range extender mode, the clutch input terminal 43 is disconnected from the first output terminal 41, and the clutch input terminal 43 is also disconnected from the second output terminal 42. The engine 1 drives the first motor 3 to generate electricity, and the second motor 6 operates and outputs power. In other words, in series range extender mode, only the second motor 6 is used to drive the vehicle, while the engine 1 drives the first motor 3 to generate electricity. The electricity generated by the first motor 3 is used to operate the second motor 6 and to charge the power battery. When the electricity generated by the first motor 3 is insufficient to drive the second motor 6, the electricity in the power battery is also used to drive the second motor 6.

[0047] See Figure 5 In the direct drive first gear mode of the engine, the first motor 3 and the second motor 6 do not work, the clutch input terminal 43 is engaged with the first output terminal 41, the engine 1 works and outputs power, that is, the power of the engine 1 is output to the wheel 200 through the first output terminal 41 of the dual clutch 4 and the intermediate shaft 5.

[0048] See Figure 6 In the engine direct drive second gear mode, the first motor 3 and the second motor 6 are not working. The clutch input terminal 43 is engaged with the second output terminal 42, and the engine 1 works and outputs power. That is, the power of the engine 1 is output to the wheels 200 through the second output terminal 42 of the dual clutch 4 and the intermediate shaft 5. The difference between the engine direct drive first gear mode and the engine direct drive first gear mode lies in the different transmission ratio between the engine 1 and the intermediate shaft 5, that is, the power output of the engine 1 is different when it is working.

[0049] See Figure 7In hybrid first gear mode, the clutch input terminal 43 engages with the first output terminal 41, and the engine 1 and the second motor 6 work together to output power, meaning that the engine 1 and the second motor 6 jointly drive the vehicle to move. The first motor 3 can idle or generate electricity under the drive of the engine 1.

[0050] See Figure 8 In hybrid second-gear mode, the clutch input terminal 43 engages with the second output terminal 42, and the engine 1 and the second electric motor 6 work together to output power, meaning that the engine 1 and the second electric motor 6 jointly drive the vehicle. The difference between hybrid first-gear mode and hybrid second-gear mode lies in the different transmission ratio between the engine 1 and the intermediate shaft 5, meaning that the power output of the engine 1 is different when it is working. The first electric motor 3 can idle or generate electricity under the drive of the engine 1.

[0051] In the parking power generation mode, the second motor 6 is not working, and the clutch input terminal 43 and the first output terminal 41, as well as the clutch input terminal 43 and the second output terminal 42, are in a disengaged state. Therefore, the vehicle is in a stopped state, and the engine 1 drives the first motor 3 to generate electricity. The electricity generated by the first motor 3 is stored in the power battery.

[0052] See Figure 10 In regenerative braking mode, the clutch input terminal 43 is disengaged from the first output terminal 41, and the clutch input terminal 43 is also disengaged from the second output terminal 42. The second motor 6 generates electricity under the drive of the wheel 200, and the electricity generated by the second motor 6 is stored in the power battery. Alternatively, in regenerative braking mode, the first motor 3 can generate electricity under the drive of the engine 1, and the electricity generated by the first motor 3 is stored in the power battery, or both the engine 1 and the first motor 3 can be stopped.

[0053] When switching between the above-mentioned dual-motor pure electric mode (first gear), dual-motor pure electric mode (second gear), single-motor pure electric mode, series range extender mode, hybrid mode (first gear), and hybrid mode (second gear), the second motor 6 always maintains output driving force, avoiding power interruption and realizing stepless speed change.

[0054] The above-mentioned various working modes are illustrated in the table below:

[0055]

[0056] In the table above, "full SOC" means that the corresponding operating mode can be used across all battery levels. "Full vehicle speed" means that the corresponding operating mode can be used across all vehicle speeds. "The first output terminal 41 of the dual clutch 4 is in an engaged or disengaged state" means that the first output terminal 41 is engaged or disengaged from the clutch input terminal 43; "The second output terminal 42 of the dual clutch 4 is in an engaged or disengaged state" means that the second output terminal 42 is engaged or disengaged from the clutch input terminal 43.

[0057] When switching operating modes, the vehicle comprehensively considers battery SOC, vehicle speed, and accelerator pedal depth to ensure optimal fuel economy and comfort. For example, in single-motor pure electric mode, when the vehicle speed is low and the accelerator pedal depth is high (i.e., high power demand), it switches to dual-motor pure electric mode one. When the vehicle speed is high and the accelerator pedal depth is high (i.e., high power demand), it switches to dual-motor pure electric mode two. This ensures that when switching operating modes, the vehicle operates at a similar speed and power demand, improving fuel economy and comfort.

[0058] When the power battery charge is lower than the second preset threshold, the second motor 6 does not output power when the vehicle is coasting or braking. Instead, the second motor 6 rotates under the drive of the wheels 200, generating electricity to achieve the braking energy recovery mode.

[0059] The first output end 41 includes a first gear 411, and a second gear 412 is provided on the intermediate shaft 5. The second gear 412 meshes with the first gear 411 to form a first power transmission path. The second output end 42 includes a third gear 421, and a fourth gear 422 is provided on the intermediate shaft 5. The fourth gear 422 meshes with the third gear 421 to form a second power transmission path. That is, the dual clutch 4 and the intermediate shaft 5 form two power transmission paths, namely the first power transmission path and the second power transmission path. The transmission ratio between the second gear 412 and the first gear 411 is different from the transmission ratio between the fourth gear 422 and the third gear 421. Moreover, the first output end 41 and the second output end 42 will not be engaged with the clutch input end 43 at the same time. When the first output end 41 is engaged with the clutch input end 43, power is transmitted from the input shaft 2 through the first gear 411 and the second gear 412 to the intermediate shaft 5, and then through the intermediate shaft 5 to the wheel 200. When the second output terminal 42 is engaged with the clutch input terminal 43, power is transmitted from the input shaft 2 through the third gear 421 and the fourth gear 422 to the intermediate shaft 5, and then through the intermediate shaft 5 to the wheel 200.

[0060] The first gear 411 and the third gear 421 are spaced apart along the axial direction of the input shaft 2 and are positioned close to the clutch input end 43, resulting in a smaller axial dimension of the dual clutch 4. Specifically, the first gear 411, the second gear 412, the third gear 421, and the fourth gear 422 are all planar gears, ensuring that the first gear 411 and the second gear 412 are located in the same longitudinal plane, and the third gear 421 and the fourth gear 422 are also located in the same longitudinal plane. The longitudinal plane refers to a plane perpendicular to the axial direction of the input shaft 2.

[0061] The drive system 100 also includes a differential 8, and the wheels 200 are connected to the differential 8 in a transmission. The differential 8 is provided with a differential gear 81, and the intermediate shaft 5 is also provided with a fifth gear 7. The differential gear 81 and the fifth gear 7 are meshed and connected to realize the power transmission between the differential 8 and the intermediate shaft 5, so that the power on the intermediate shaft 5 is transmitted to the wheels 200 through the fifth gear 7 and the differential 8.

[0062] The diameter of the differential gear 81 is larger than that of the fifth gear 7, which reduces speed and increases torque when power is transmitted from the fifth gear 7 to the differential gear 81. This allows the first motor 6 and the second motor 6 of the engine 1 to operate in a better working range, reducing energy consumption and improving the vehicle's economy and comfort.

[0063] The fifth gear 7 is located between the second gear 412 and the fourth gear 422, thus making full use of the space between the second gear 412 and the fourth gear 422. Furthermore, it at least partially overlaps with the dual clutch 4 in the axial direction, thereby shortening the length of the intermediate shaft 5 and reducing the axial dimension of the drive system 100. Figure 1 In the embodiment shown, the fifth gear 7 and the clutch input end 43 are arranged on the same longitudinal plane, so that the drive system 100 has only three gear surfaces at the intermediate shaft 5, thereby making the length of the intermediate shaft 5 shorter, and thus making the axial dimension of the drive system 100 smaller.

[0064] The output end of the second motor 6 is provided with a sixth gear 9, which meshes with the second gear 412; that is, the sixth gear 9 and the first gear 411 are both meshed with the second gear 412, reducing the number of gears and thus reducing the space required for gear installation. Moreover, the sixth gear 9, the first gear 411, and the second gear 412 are located on the same longitudinal plane, which can shorten the length of the intermediate shaft 5 and make the overall structure of the drive system 100 simpler.

[0065] The input shaft 2 is equipped with a seventh gear 10, and the output shaft of the first motor 3 is equipped with an eighth gear 11. The eighth gear 11 meshes with the seventh gear 10. The diameter of the eighth gear 11 is smaller than that of the seventh gear 10, which enables the power to be transmitted from the input shaft 2 to the first motor 3 with increased speed and reduced torque, thereby reducing the size of the first motor 3 while maintaining the same power generation effect.

[0066] The drive system of this application includes an engine, an input shaft 2, a first motor 3, a dual clutch 4, an intermediate shaft 5, a second motor 6, and a power battery. The engine 1 is connected to the input shaft 2. The dual clutch 4 includes a clutch input end 43, a first output end 41, and a second output end 42. The clutch input end 43 is connected to the input shaft 2. The first output end 41 and the second output end 42 can engage or disengage with the clutch input end 43, respectively. When the first output end 41 is engaged with the clutch input end 43, it forms first gear; when the second output end 42 is engaged with the clutch input end 43, it forms second gear. The intermediate shaft 5 is drive-connected to the first output end 41 and the second output end 42. The transmission ratio between the intermediate shaft 5 and the first output end 41 and the transmission ratio between the intermediate shaft 5 and the second output end 42 are not equal, allowing switching between the two gears through the control of the dual clutch 4. The second motor 6 is drive-connected to the intermediate shaft 5. By controlling the engine 1, the first motor 3, the second motor 6, and the dual clutch 4, switching between different operating modes can be achieved to adapt to different road conditions. The drive system of this application has only one gear operation component, the dual-clutch 4, which simplifies the overall structure of the drive system, reduces the difficulty of operation, and makes it easier to install on a vehicle.

[0067] See Figure 11 and Figure 12 The drive system includes three driving modes: pure electric mode, hybrid mode, and range-extended mode. These modes are divided into three zones based on battery charge and vehicle speed. A hysteresis range is established between these three zones. During the transition from one driving mode to another, the drive system maintains the original driving mode within the hysteresis range. This avoids frequent switching between different operating modes, improving vehicle economy and comfort, and enhancing the reliability of the drive system. During mode switching, the second motor 6 continuously outputs driving force, preventing power interruption and achieving continuously variable transmission (CVT).

[0068] A method for controlling a vehicle, comprising:

[0069] S100: Upon receiving the power-on command, obtain the battery SOC value and determine whether the battery SOC value is higher than the first preset threshold. If yes, control the vehicle to be in single-motor pure electric mode; otherwise, control the vehicle to be in series range-extended mode.

[0070] In other words, when the vehicle is first powered on, both the vehicle speed and the accelerator pedal depth are 0. Based on the battery's SOC (State of Charge), the vehicle first enters either single-motor pure electric mode or series range-extended mode, and then starts moving within either mode. Once the vehicle is running, it switches its operating mode according to the actual situation.

[0071] In one embodiment, the vehicle preferably starts in pure electric mode, that is, in Figure 11 In the system, the value at which the vehicle speed transitions from pure electric mode to series range-extended mode when it reaches 0 is the first preset threshold. When the battery SOC value is higher than the first preset threshold, the system enters single-motor pure electric mode and starts using this mode; otherwise, it enters series range-extended mode and starts using this mode. After the vehicle moves, the system proceeds with the post-start control steps.

[0072] The steps after the vehicle starts moving include:

[0073] S200: Obtains battery SOC value, vehicle speed, and accelerator pedal depth value.

[0074] S300: Based on the battery SOC value, vehicle speed, and accelerator pedal depth, the target operating mode of the vehicle is determined. The target operating modes include single-motor pure electric mode, dual-motor pure electric first gear mode, dual-motor pure electric second gear mode, hybrid first gear mode, hybrid second gear mode, engine direct drive first gear mode, engine direct drive second gear mode, and series range extender mode.

[0075] S400: Controls the vehicle to switch to the target operating mode.

[0076] The vehicle's controller stores target operating modes, along with corresponding battery SOC values, vehicle speeds, and accelerator pedal depth values ​​set for each target operating mode. After the vehicle starts moving, the controller acquires the battery SOC value, vehicle speed, and accelerator pedal depth value, compares them with the parameters stored in the controller to determine the target operating mode, and then controls the vehicle to operate in that mode. Because the target operating mode comprehensively considers the battery SOC value, vehicle speed, and accelerator pedal depth, it allows the vehicle to operate in a mode that offers optimal economy and comfort.

[0077] In one embodiment, S300: Based on the battery SOC value, vehicle speed, and accelerator pedal depth, the target operating mode of the vehicle is obtained, specifically including:

[0078] S310: Based on the battery SOC value and vehicle speed, obtain the vehicle's target operating state, which includes pure electric state, hybrid state, and range-extended state. For example... Figure 11 As shown, the vehicle's controller stores the target operating state, as well as the corresponding battery SOC value and vehicle speed set for different target operating states. The battery SOC value and vehicle speed correspond to the target operating state, and the corresponding target operating state can be determined based on the battery SOC value and vehicle speed.

[0079] S320: Based on vehicle speed, accelerator pedal depth, and target operating state, the target operating mode of the vehicle is obtained. The vehicle controller stores the target operating modes, as well as the corresponding vehicle speed and accelerator pedal depth values ​​set for different target operating modes. Specifically, when the target operating state is pure electric, the target operating modes include single-motor pure electric mode, dual-motor pure electric first gear mode, and dual-motor pure electric second gear mode; when the target operating state is hybrid, the target operating modes include hybrid first gear mode, hybrid second gear mode, engine direct drive first gear mode, and engine direct drive second gear mode; when the target operating state is range-extended, the target operating modes include series range-extended mode. In other words, in the corresponding target operating state, the target operating mode is obtained based on the vehicle speed and accelerator pedal depth value, and then the vehicle is controlled to operate in the target operating mode.

[0080] In other embodiments, the controller can directly obtain the vehicle's target operating mode based on the battery SOC value, vehicle speed, and accelerator pedal depth, without needing to obtain the target operating state first.

[0081] In detail, by calibrating factors such as battery SOC, vehicle speed, and throttle, the vehicle is controlled to operate in an appropriate mode to achieve optimal performance. The power operation states are illustrated below based on vehicle speed, battery SOC, and overall vehicle power requirements:

[0082] When the battery level is high, considering that the vehicle has a certain pure electric driving range, it is prioritized to maintain pure electric mode to ensure the system's economy; in the relatively high-speed range, it is prioritized to maintain hybrid mode, using both engine 1 and electric motor to provide driving force to wheels 200 simultaneously to ensure the system's power.

[0083] When the battery level is moderate, in the high-speed range, to ensure both good system economy and power, it should be kept in hybrid mode as much as possible, with engine 1 and the second motor 6 simultaneously driving the wheels 200 to rotate. In the low-speed range, when high power is required, it should be kept in range-extended mode as much as possible, with engine 1 operating at a higher speed in its most efficient range, and the electrical energy generated by the first motor 3 can be used to drive the second motor 6 while charging the power battery. In the low-speed range, when low power is required, it should be kept in pure electric mode as much as possible, resulting in better NVH performance of the vehicle. NVH is an abbreviation for Noise, Vibration, and Harshness.

[0084] When the battery is low, engine 1 should be started to enter range-extending mode. By separating the relationship between engine 1 speed and vehicle speed, the speed of engine 1 is increased to avoid the low efficiency range of engine 1, so that engine 1 can output as much power as possible for the first motor 3 to generate electricity to supplement the power battery. The power battery's power is used to drive the second motor 6.

[0085] In the step of obtaining the vehicle's target operating state based on the battery SOC value and vehicle speed, hysteresis states are implemented for switching between pure electric and range-extended states, between pure electric and hybrid states, and between range-extended and pure electric states. When the vehicle speed and battery SOC value fluctuate within the hysteresis state between two target operating states, the vehicle's target operating state remains unchanged. By setting hysteresis states, frequent switching between pure electric and range-extended states, between pure electric and hybrid states, or between range-extended and pure electric states can be avoided.

[0086] For example, when a vehicle is in pure electric mode or range-extended mode, with a constant vehicle speed V1, the preset battery SOC threshold for pure electric mode is C1, and the preset battery SOC threshold for range-extended mode is C2. If C2 > C1, a hysteresis region is formed between C1 and C2. If the battery SOC value is between C1 and C2, the vehicle is in this hysteresis state and continues to operate in its original mode. In other words, at vehicle speed V1, if the vehicle is in pure electric mode, it enters range-extended mode only when the battery SOC value is below C1; if the vehicle is in range-extended mode, it enters pure electric mode only when the battery SOC value is above C2. When the battery SOC value is between C1 and C2, it is necessary to determine which previous target operating state the vehicle is in based on the original target operating state.

[0087] For example, C1 is 30%, C2 is 40%, and there is an overlap region of 30%-40% between 0-40% and 30%-100%. This overlap region is the hysteresis region. When the battery SOC value is in this hysteresis region, if the battery SOC value enters the hysteresis region from a state greater than 40% (pure electric state), the vehicle is still in pure electric state. If the battery SOC value enters the hysteresis region from a state less than 30% (range-extended state), the vehicle is still in range-extended state.

[0088] Among them, vehicle speeds V1, C1, and C2 are variables, not fixed values, and C1 and C2 correspond to vehicle speed V1.

[0089] Similarly, when the vehicle is in pure electric or hybrid mode, with the vehicle speed V2 remaining constant, the preset battery SOC threshold for pure electric mode is C3, and the preset battery SOC threshold for hybrid mode is C4. When C4 > C3, a hysteresis region is formed between C3 and C4. If the battery SOC value is between C3 and C4, the vehicle is in a hysteresis state and continues to operate in its original mode. That is, at vehicle speed V1, if the vehicle is in pure electric mode, it only enters hybrid mode when the battery SOC value is below C3; if the vehicle is in hybrid mode, it only enters pure electric mode when the battery SOC value is above C4. When the battery SOC value is between C3 and C4, it is necessary to determine which target operating state the vehicle is in based on the current target operating state.

[0090] Among them, vehicle speeds V2, C3, and C4 are variables, not fixed values, and C3 and C4 correspond to vehicle speed V2.

[0091] Similarly, when the vehicle is in hybrid or range-extended mode, the vehicle speed V3 remains constant. The preset battery SOC threshold for hybrid mode is C5, and the preset battery SOC threshold for range-extended mode is C6, where C6 > C5. A hysteresis region is formed between C5 and C6. If the battery SOC value is between C5 and C6, the vehicle is in a hysteresis state and continues to operate in its original mode. At vehicle speed V3, if the vehicle is in hybrid mode, it enters range-extended mode only when the battery SOC value is below C5; if the vehicle is in range-extended mode, it enters hybrid mode only when the battery SOC value is above C6. When the battery SOC value is between C3 and C4, it is necessary to determine which target operating state the vehicle is in based on the current target operating state.

[0092] Among them, vehicle speeds V3, C5, and C6 are variables, not fixed values, and C5 and C6 correspond to vehicle speed V3.

[0093] For example, see below. Figure 11 The steps for obtaining the target operating state of a vehicle based on the battery SOC value and vehicle speed are explained.

[0094] Curves 1, 2, and 3 represent the target operating state entry curves after a comprehensive decision based on the preset battery SOC threshold and the preset vehicle speed threshold, respectively. The area between each curve is a hysteresis region to avoid frequent switching between target operating states.

[0095] Curve 1 represents the relationship between the preset battery SOC threshold for entering pure electric mode and vehicle speed, i.e., the relationship between the preset battery SOC threshold and vehicle speed when exiting hybrid or range-extended mode. The SOC value on this curve determines the engine 1's shutdown point at different vehicle speeds, taking into account economic factors such as pure electric range and dynamic factors at high speeds. The vehicle speed threshold calibration for exiting hybrid mode and entering pure electric mode needs to ensure that the vehicle speed for exiting hybrid mode is similar under different vehicle power demands at the same SOC, avoiding frequent state switching when frequently pressing and releasing the accelerator, and meeting the vehicle's comfort requirements. The vehicle's power demand is related to the accelerator pedal depth; that is, the greater the vehicle's power demand, the greater the required accelerator pedal depth.

[0096] Curve 2 represents the relationship between the preset battery SOC threshold for entering hybrid mode and vehicle speed, i.e., the relationship between the preset battery SOC threshold and vehicle speed when exiting pure electric or range-extended mode. The vehicle speed threshold on this curve is related to the vehicle's power demand. The vehicle speed threshold for exiting pure electric mode and entering hybrid mode needs to consider both vehicle power and economy: when the vehicle's power demand is high, a higher vehicle speed is needed to obtain optimal power performance; when the vehicle's power demand is low, a speed value with higher hybrid efficiency than pure electric efficiency should be selected to enter hybrid mode.

[0097] Curve 3 represents the relationship between the preset battery SOC threshold for entering range-extended mode and vehicle speed, i.e., the relationship between the preset battery SOC threshold and vehicle speed when exiting pure electric or hybrid mode. At low SOC, the controller (VCU) will actively limit the output power of the power battery, even limiting the power battery output power to 0. When the power battery output power is 0, the vehicle is in engine direct drive first gear or engine direct drive second gear. During calibration, the balance between vehicle power performance and charging needs needs to be considered to meet the power requirements for overtaking or some extreme test conditions (such as long-distance uphill conditions).

[0098] At the same vehicle speed and accelerator pedal depth, the battery SOC threshold for transitioning from range-extended mode to pure electric mode is greater than the battery SOC threshold for transitioning from pure electric mode to range-extended mode. In other words, when the vehicle is in range-extended mode, the battery SOC threshold for transitioning to pure electric mode is the value on curve 1 (the segment of curve 1 closest to the range-extended mode). Within curve 1, the battery SOC threshold varies at different vehicle speeds. When the vehicle is in pure electric mode, the battery SOC threshold for transitioning to range-extended mode is the value on curve 3 (the segment of curve 3 closest to the pure electric mode). Within curve 3, the battery SOC threshold varies at different vehicle speeds. However, overall, at the same vehicle speed, the values ​​on curve 1 are all greater than the values ​​on curve 3, and there is a difference between the two. This avoids frequent switching between range-extended and pure electric modes when the battery SOC value is located at the position of curve 1 or curve 3.

[0099] Similarly, at the same vehicle speed and accelerator pedal depth, the battery SOC threshold for transitioning from range-extended mode to hybrid mode is greater than the battery SOC threshold for transitioning from hybrid mode to range-extended mode. In other words, when the vehicle is in range-extended mode and transitioning to hybrid mode, the battery SOC threshold is the value on curve 2 (the segment of curve 2 closest to the range-extended mode). Within curve 2, the battery SOC threshold varies at different vehicle speeds. When the vehicle is in hybrid mode and transitioning to range-extended mode, the battery SOC threshold is the value on curve 3 (the segment of curve 3 closest to the hybrid mode). Within curve 3, the battery SOC threshold also varies at different vehicle speeds. However, overall, at the same vehicle speed, the values ​​on curve 2 are all greater than the values ​​on curve 3, and there is a difference between the two, preventing the vehicle from frequently switching between range-extended and hybrid modes when the battery SOC value is located at the position of curve 2 or curve 3.

[0100] At the same vehicle speed and accelerator pedal depth, the battery SOC threshold for transitioning from hybrid to pure electric mode is greater than the battery SOC threshold for transitioning from pure electric to hybrid mode. In other words, when the vehicle is in hybrid mode and transitioning to pure electric mode, the battery SOC threshold is the value on curve 1 (the segment of curve 1 closest to the hybrid mode). Within curve 1, the battery SOC threshold varies at different vehicle speeds. When the vehicle is in pure electric mode and transitioning to hybrid mode, the battery SOC threshold is the value on curve 2 (the segment of curve 2 closest to the pure electric mode). Within curve 2, the battery SOC threshold also varies at different vehicle speeds. However, overall, at the same vehicle speed, the values ​​on curve 1 are greater than the values ​​on curve 2, and there is a difference between the two. This prevents the vehicle from frequently switching between pure electric and hybrid modes when the battery SOC value is located at the position of curve 1 or curve 2.

[0101] The method for obtaining the vehicle's target operating mode based on vehicle speed, accelerator pedal depth, and target operating state is similar to the method for obtaining the vehicle's target operating state based on battery SOC and vehicle speed. In other words, the switching between single-motor pure electric mode and dual-motor pure electric mode (level 1), between dual-motor pure electric mode (level 1) and dual-motor pure electric mode (level 2), between single-motor pure electric mode and dual-motor pure electric mode (level 2), and between hybrid mode (level 1) and hybrid mode (level 2) all have a lag state corresponding to vehicle speed and accelerator pedal depth. This avoids frequent switching between single-motor pure electric mode and dual-motor pure electric mode (level 1), between dual-motor pure electric mode (level 1) and dual-motor pure electric mode (level 2), between single-motor pure electric mode and dual-motor pure electric mode (level 2), or between hybrid mode (level 1) and hybrid mode (level 2) when the accelerator pedal depth changes.

[0102] For example: refer to the work mode table above and Figure 12 Under the same vehicle speed, the accelerator pedal depth threshold for transitioning from single-motor pure electric mode to dual-motor pure electric mode (first gear) is greater than the threshold for transitioning from dual-motor pure electric mode (first gear) to single-motor pure electric mode. In other words, when the vehicle is in single-motor pure electric mode, the threshold for transitioning to dual-motor pure electric mode (first gear) is the value on curve 5 (the section of curve 5 closest to single-motor pure electric mode). In curve 5, the accelerator pedal depth threshold varies at different vehicle speeds. When the vehicle is in dual-motor pure electric mode (first gear) and the threshold for transitioning to single-motor pure electric mode is the value on curve 4 (the section of curve 4 closest to dual-motor pure electric mode). In curve 4, the accelerator pedal depth threshold varies at different vehicle speeds. However, overall, at the same vehicle speed, the values ​​on curve 5 are all greater than the values ​​on curve 4, and there is a difference between the two. This avoids frequent switching between single-motor pure electric mode and dual-motor pure electric mode when the accelerator pedal depth value is located at the position of curve 5 or curve 4.

[0103] Similarly, the accelerator pedal depth threshold for transitioning from dual-motor pure electric first gear mode to dual-motor pure electric second gear mode is greater than the accelerator pedal depth threshold for transitioning from dual-motor pure electric second gear mode to dual-motor pure electric first gear mode.

[0104] exist Figure 12In the diagram, when the vehicle is in dual-motor pure electric mode (level 1) and transitions to dual-motor pure electric mode (level 2), the threshold is the value on curve 6 (the segment of curve 6 closest to dual-motor pure electric mode (level 1)). In curve 6, the accelerator pedal depth threshold varies at different vehicle speeds. Similarly, when the vehicle is in dual-motor pure electric mode (level 2) and transitions to dual-motor pure electric mode (level 1), the threshold is the value on curve 5 (the segment of curve 5 closest to dual-motor pure electric mode (level 2)). In curve 5, the accelerator pedal depth threshold also varies at different vehicle speeds. However, overall, at the same vehicle speed, the values ​​on curve 6 are greater than those on curve 5, and there is a difference between the two. This design prevents frequent switching between dual-motor pure electric mode (level 1) and dual-motor pure electric mode when the accelerator pedal depth value is located at curve 6 or curve 5.

[0105] The accelerator pedal depth threshold for transitioning from single-motor pure electric mode to dual-motor pure electric second-gear mode is greater than the accelerator pedal depth threshold for transitioning from dual-motor pure electric second-gear mode to single-motor pure electric mode. Figure 12 In the diagram, when the vehicle is in single-motor pure electric mode and transitions to dual-motor pure electric mode (second gear), the threshold is the value on curve 6 (the section of curve 6 closest to the single-motor pure electric mode). Within curve 6, the accelerator pedal depth threshold varies at different vehicle speeds. Similarly, when the vehicle is in dual-motor pure electric mode (second gear) and transitions to single-motor pure electric mode, the threshold is the value on curve 4 (the section of curve 4 closest to the dual-motor pure electric mode). Within curve 4, the accelerator pedal depth threshold also varies at different vehicle speeds. However, overall, at the same vehicle speed, the values ​​on curve 6 are greater than those on curve 4, and there is a difference between the two. This design prevents frequent switching between single-motor and dual-motor pure electric modes when the accelerator pedal depth value is located at curve 6 or curve 4.

[0106] Similarly, at the same vehicle speed, the accelerator pedal depth threshold for transitioning from hybrid mode 1 to hybrid mode 2 is greater than the threshold for transitioning from hybrid mode 2 to hybrid mode 1. This avoids frequent switching between hybrid mode 1 and hybrid mode 2.

[0107] In the hybrid first-gear mode, the controller controls the power output of the power battery based on the battery's SOC value. When the power battery has a high charge level, the second motor 6 provides the primary driving function, while the engine 1 provides auxiliary driving. When the power battery has a low charge level, the engine 1 provides the primary driving function, while the second motor 6 provides auxiliary driving. When the power battery charge level falls below a set threshold, the power battery stops outputting power, and the vehicle is driven by the engine 1, forming the engine direct drive first-gear mode.

[0108] Similarly, in hybrid second-gear mode, the controller controls the power output of the power battery based on the battery's SOC value. When the power battery has a high charge level, the second motor 6 provides the primary driving function, while the engine 1 provides auxiliary driving. When the power battery has a low charge level, the engine 1 provides the primary driving function, while the second motor 6 provides auxiliary driving. When the power battery's charge level falls below a set threshold, the power battery stops outputting power, and the vehicle is driven by the engine 1, forming the engine direct drive second-gear mode.

[0109] It is understood that those skilled in the art can make equivalent substitutions or changes based on the technical solution and inventive concept of this utility model, and all such substitutions or changes should fall within the protection scope of this utility model.

Claims

1. A drive system characterized by, include: engine; The input shaft is connected to the output end of the engine. A first motor, the input end of which is connected to the input shaft via a transmission connection; A dual clutch, comprising a clutch input terminal, a first output terminal, and a second output terminal, wherein the clutch input terminal is connected to the input shaft; An intermediate shaft is capable of being driven to the first output end and the second output end respectively, and the transmission ratio between the intermediate shaft and the first output end and the transmission ratio between the intermediate shaft and the second output end are not equal; The second motor, the output end of which is connected to the intermediate shaft drive; The drive system includes three driving modes: pure electric mode, hybrid mode, and range-extended mode. These modes are divided into three regions based on battery charge and vehicle speed. A hysteresis interval is provided between these three regions. During the transition from one driving mode to another, the drive system maintains its original driving mode within the hysteresis interval.

2. The drive system according to claim 1, characterized in that, The first output end includes a first gear, and a second gear is provided on the intermediate shaft, the second gear being meshed with the first gear; The second output end includes a third gear, and a fourth gear is provided on the intermediate shaft, the fourth gear being meshed with the third gear.

3. The drive system according to claim 2, characterized in that, The first output terminal and the second output terminal are arranged opposite to each other, and a fifth gear is also provided on the intermediate shaft, which is located between the second gear and the fourth gear; The drive system also includes a differential, which has a differential gear that meshes with the fifth gear.

4. The drive system according to claim 3, characterized in that, The output end of the second motor is provided with a sixth gear, which meshes with the second gear; the input shaft is provided with a seventh gear, and the output shaft of the first motor is provided with an eighth gear, which meshes with the seventh gear, and the diameter of the eighth gear is smaller than the diameter of the seventh gear.

5. The drive system of claim 1, wherein, The input shaft is provided with a seventh gear, and the output shaft of the first motor is provided with an eighth gear. The eighth gear is meshed with the seventh gear, and the diameter of the eighth gear is smaller than the diameter of the seventh gear.

6. The drive system of claim 1, wherein, The operating modes of the drive system include at least: Dual-motor pure electric first gear mode: The engine is not working, the clutch input terminal is engaged with the first output terminal, and both the second motor and the first motor work and output power together.

7. The drive system of claim 6, wherein, The operating modes of the drive system also include: Dual-motor pure electric two-speed mode: The engine is not working, the clutch input terminal is engaged with the second output terminal, and both the second motor and the first motor work and output power together.

8. The drive system of claim 7, wherein, The operating modes of the drive system also include: Single-motor pure electric mode: The engine and the first motor are not working, the clutch input terminal is in a disengaged state from the first output terminal and from the second output terminal, and the second motor is working and outputting power; Series range extender mode: The clutch input terminal is in a disengaged state from the first output terminal and from the second output terminal. The engine drives the first motor to generate electricity, and the second motor works and outputs power. Engine direct drive first gear mode: The first motor and the second motor are not working, the clutch input terminal is engaged with the first output terminal, and the engine works and outputs power; Engine direct drive second gear mode: The first motor and the second motor are not working, the clutch input terminal is engaged with the second output terminal, and the engine works and outputs power; Hybrid first gear mode: The clutch input terminal is engaged with the first output terminal, and the engine and the second motor work together to output power; Hybrid two-speed mode: The clutch input terminal is engaged with the second output terminal, and the engine and the second motor work together to output power.

9. The drive system of claim 7, wherein, The operating modes of the drive system also include: Parking power generation mode: The second motor is not working, the clutch input terminal and the first output terminal are both in a disengaged state, and the clutch input terminal and the second output terminal are both in a disengaged state, and the engine drives the first motor to generate electricity; Braking energy recovery mode: The clutch input terminal is in a disengaged state from the first output terminal and from the second output terminal, and the second motor generates electricity under the drive of the wheels.

10. A vehicle characterized by comprising: include: Vehicle body; The drive system as described in any one of claims 1-9, wherein the drive system is mounted on the vehicle body; The wheels are connected to the drive system via transmission. The controller is electrically connected to the drive system to control the drive system to switch operating modes.

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