Hybrid drive system, hybrid drive system control method, and vehicle

Abstract

A hybrid drive system (100), a hybrid drive system control method, and a vehicle. The hybrid drive system (100) comprises: an engine (1), a generator (2), a drive motor (3), and a controller (4). The controller (4) is connected to the engine (1), the generator (2) and the drive motor (3) respectively, and is used in the process of the hybrid drive system (100) switching from a dual-motor drive mode to a parallel mode to: when the generator (2) unloads torque, control the drive motor (3) to increase the torque, and when the engine (1) loads torque, control the drive motor (3) to decrease the torque, so that the total output torque of the hybrid drive system (100) is equal to the total required torque, the total required torque being constant.

Description

Hybrid power drive system, hybrid power drive system control method, and vehicle

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This disclosure claims priority to the Chinese patent application filed with the Chinese Patent Office on September 25, 2023, with application number 202311249378.0 and titled “Hybrid Drive System and Vehicle” and the Chinese patent application filed with the Chinese Patent Office on September 25, 2023, with application number 202311246026.X and titled “Hybrid Drive System Control Method, Device, System and Vehicle”, the entire contents of which are incorporated by reference into this disclosure. Technical Field

[0003] The present disclosure relates to the field of hybrid power technology, and in particular, to a hybrid power drive system, a hybrid power drive system control method, and a vehicle. Background Art

[0004] With the development of three-electric technology and the improvement of charging infrastructure, hybrid vehicles are increasingly using more electricity while reducing the use of internal combustion engines. The typical series-parallel architecture enables efficient operation in all vehicle scenarios: pure electric mode is used for high power, series mode is used for low power and low speed, and hybrid mode is used for high speed. Hybrid drive systems typically include single-motor drive mode, dual-motor drive mode, hybrid mode, and series mode. The system switches modes based on the vehicle's power requirements. Ensuring the vehicle's power requirements during mode switching is particularly important for improving the driving experience.

[0005] Summary of the Invention

[0006] In order to overcome the problems existing in the related art, the present disclosure provides a hybrid power drive system, a hybrid power drive system control method and a vehicle.

[0007] To achieve the above objectives, in a first aspect, the present disclosure provides a hybrid drive system, comprising: an engine, a generator, a drive motor, and a controller;

[0008] Among them, the controller is connected to the engine, generator and drive motor respectively, and is used to control the drive motor to increase the torque when the generator unloads the torque during the process of the system switching from the dual-motor drive mode to the parallel mode, and to control the drive motor to reduce the torque when the engine loads the torque, so that the total output torque of the system is equal to the total required torque, and the total required torque is constant.

[0009] In a second aspect, the present disclosure provides a method for controlling a hybrid drive system, wherein the system includes an engine, a generator, and a drive motor, and the method includes:

[0010] During the process of switching the system from the dual-motor drive mode to the parallel mode, when the generator unloads the torque, the drive motor is controlled to increase the torque, and when the engine loads the torque, the drive motor is controlled to reduce the torque, so that the total output torque of the system is equal to the total required torque, and the total required torque is constant.

[0011] Optionally, the method further includes:

[0012] obtaining a current power demand of the system;

[0013] If the current power demand is greater than the first demand threshold and less than or equal to the second demand threshold, the system is controlled to operate in the dual-motor drive mode, wherein, when the current power demand is less than or equal to the first demand threshold, the system operates in the single-drive motor drive mode, the output capacity of the drive motor is greater than or equal to the second demand threshold, and the drive distribution amount of the drive motor in the dual-motor drive mode is less than the first demand threshold, so that when the generator unloads torque during the system switching from the dual-motor drive mode to the hybrid mode, the drive motor has a torque margin for compensating for the torque unloaded by the generator.

[0014] In a third aspect, the present disclosure provides a vehicle, comprising:

[0015] A hybrid drive system, wherein the hybrid drive system is the hybrid drive system provided in the first aspect of the present disclosure; and

[0016] wheel.

[0017] In the above technical solution, when the hybrid drive system switches from dual-motor drive mode to parallel mode, the generator unloads torque and transfers the generator's torque to the drive motor, enabling the generator to start the engine. The drive motor must withstand the torque output during the transition from generator torque to the corresponding engine torque output. This ensures that the hybrid drive system's total output torque equals the total required torque during the mode switch, meeting vehicle power requirements and enhancing the driving experience.

[0018] Other features and advantages of the present disclosure will be described in detail in the following detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] The accompanying drawings are used to provide a further understanding of the present disclosure and constitute a part of the specification. Together with the following detailed description, they are used to explain the present disclosure but do not constitute a limitation of the present disclosure. In the accompanying drawings:

[0020] FIG1 is a block diagram of a hybrid driving system according to an exemplary embodiment.

[0021] FIG. 2 is a block diagram of a hybrid driving system according to another exemplary embodiment.

[0022] FIG3 is a schematic structural diagram of a hybrid drive system according to an exemplary embodiment.

[0023] FIG4 is a schematic diagram showing energy transmission in a single-motor driving mode according to an exemplary embodiment.

[0024] FIG5 is a schematic diagram showing energy transfer in a dual-motor driving mode according to an exemplary embodiment.

[0025] FIG6 is a schematic diagram showing energy transfer in a series mode according to an exemplary embodiment.

[0026] FIG7 is a schematic diagram showing energy transfer in a parallel mode according to an exemplary embodiment.

[0027] FIG8 is a schematic diagram showing energy transmission in a three-power source mode according to an exemplary embodiment.

[0028] FIG9 is a schematic diagram showing energy transfer in a dual-motor feedback mode according to an exemplary embodiment.

[0029] FIG10 is a flowchart showing a method for switching from a dual-motor driving mode to a parallel mode according to an exemplary embodiment.

[0030] FIG. 11 is a timing diagram showing switching from a dual-motor driving mode to a parallel mode according to an exemplary embodiment.

[0031] FIG12 is a schematic diagram showing energy transmission for starting an engine according to an exemplary embodiment.

[0032] FIG13 is a flow chart showing a method for controlling a hybrid driving system according to an exemplary embodiment.

[0033] DESCRIPTION OF REFERENCE NUMERALS 1 Engine 2 Generator 3 Drive motor 4 Controller 5 Shift mechanism 6 Differential 7 Clutch 8 Drive gear 9 Generator gear 10 First motor shaft 11 Engine second gear driving gear 12 Engine second gear driven gear 13 Engine first gear driving gear 14 Intermediate shaft 15 Second motor shaft 16 Second motor reduction gear shaft 17 Second motor first-stage reduction driven gear 19 Shaft gear 18 Second motor second-stage reduction driving gear 20 Intermediate shaft reduction driving gear 21 Final reduction gear 22 Engine output shaft 100 Hybrid drive system 200 Wheel 300 Battery DETAILED DESCRIPTION

[0034] The following describes the specific embodiments of the present disclosure in detail with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are only used to illustrate and explain the present disclosure and are not intended to limit the present disclosure.

[0035] FIG1 is a block diagram of a hybrid drive system according to an exemplary embodiment. As shown in FIG1 , the hybrid drive system 100 includes an engine 1 , a generator 2 , a drive motor 3 , and a controller 4 .

[0036] Among them, the controller 4 is connected to the engine 1, the generator 2 and the drive motor 3 respectively, and is used to control the drive motor 3 to increase the torque when the generator 2 unloads the torque during the switching process of the hybrid drive system 100 from the dual-motor drive mode to the parallel mode, and to control the drive motor 3 to reduce the torque when the engine 1 loads the torque, so that the total output torque of the hybrid drive system 100 is equal to the total required torque, and the total required torque is constant.

[0037] In the present disclosure, the hybrid drive system can adopt different operating modes according to the different working conditions of the vehicle, which may specifically include single-motor drive mode (i.e., single-drive motor drive mode), dual-motor drive mode, series mode, parallel mode, three-power source mode and dual-motor feedback mode (i.e., energy recovery mode).

[0038] When the hybrid drive system is in dual-motor drive mode, if the hybrid drive system meets the conditions for switching to parallel mode, the hybrid drive system is controlled to switch from dual-motor drive mode to parallel mode. To ensure the vehicle's power demand during the mode switch and enhance the driving experience, the total output torque of the hybrid drive system must be equal to the total required torque. Therefore, when the total required torque is fixed, when generator 2 is unloading torque, drive motor 3 increases torque, and when engine 1 is loading torque, drive motor 3 decreases torque.

[0039] In the above technical solution, when the hybrid drive system switches from dual-motor drive mode to parallel mode, the generator unloads torque and transfers the generator's torque to the drive motor, enabling the generator to start the engine. The drive motor must withstand the torque output during the transition from generator torque to the corresponding engine torque output. This ensures that the hybrid drive system's total output torque equals the total required torque during the mode switch, meeting vehicle power requirements and enhancing the driving experience.

[0040] In one embodiment, as shown in FIG2 , the hybrid drive system may further include: a shift mechanism 5 , a differential 6 , a clutch 7 , a driving gear 8 , and a generating gear 9 .

[0041] As shown in Figure 2, the generator 2 is selectively connected to the driving gear 8 or the generating gear 9 through the shifting mechanism 5; the driving gear 8 is connected to the engine 1 through the clutch 7; the generating gear 9 is connected to the engine 1; the differential 6, the first end is connected to the clutch 7, the second end is connected to the driving motor 3, and the third end is used to connect to the wheel 200; the controller 4 is connected to the shifting mechanism 5 and the clutch 7 respectively. In addition, the generator 2 and the driving motor 3 are respectively connected to the battery 300.

[0042] Specifically, as shown in Figure 3 (controller 4 is not shown), the above-mentioned hybrid drive system also includes a first motor shaft 10, an engine second gear driving gear 11, an engine second gear driven gear 12, an engine first gear driving gear 13, an intermediate shaft 14, a second motor shaft 15, a second motor reduction gear shaft 16, a second motor first-stage reduction driven gear 17, a second motor second-stage reduction driving gear 18, a shaft gear 19, an intermediate shaft reduction driving gear 20 fixedly connected to the intermediate shaft 14, a main reduction gear 21 arranged on the differential 6, and an engine output shaft 22.

[0043] As shown in Figure 3, the generating gear 9 and the driving gear 8 are respectively loosely mounted on the first motor shaft 10. The shifting mechanism 5 is arranged on the first motor shaft 10 and is located between the generating gear 9 and the driving gear 8. The shifting mechanism 5 is selectively combined with the generating gear 9 or the driving gear 8. The first motor shaft 10 is connected to the generator 2.

[0044] In the present disclosure, the generator 2 is used to connect to the battery 300 (not shown in FIG3 ), and the shift mechanism 5 can be a synchronizer (as shown in FIG3 ) or a clutch shift mechanism. The output end of the generator 2 is selectively connected to the power generation gear 9 or the drive gear 8 through the shift mechanism 5. When the engine 1 needs to be started or the engine 1 needs to drive the generator 2 to generate electricity, the shift mechanism 5 can be combined with the power generation gear 9; when the generator 2 needs to drive the wheels, the shift mechanism 5 can be combined with the drive gear 8.

[0045] As shown in Figure 3, the engine output shaft 22 is connected to the engine 1, the engine second gear driving gear 11 is loosely mounted on the engine output shaft 22, the engine first gear driving gear 13 is fixedly connected to the engine output shaft 22, and the clutch 7 is arranged on the engine output shaft 22, the active end of the clutch 7 is connected to the engine 1, and the driven end of the clutch 7 is connected to the engine second gear driving gear 11.

[0046] As shown in FIG3 , the second-gear driven gear 12 of the engine is connected to the intermediate shaft 14. The intermediate shaft 14 can be connected to the differential 6 via the intermediate shaft reduction driving gear 20 fixedly connected to the intermediate shaft 14 and the main reduction gear 21 provided on the differential 6. The second-gear driven gear 12 of the engine can be fixedly connected to the intermediate shaft 14 (as shown in FIG3 ) or can be loosely connected to the intermediate shaft 14. The present disclosure does not specifically limit the connection method between the second-gear driven gear 12 of the engine and the intermediate shaft 14. The second-gear driving gear 11 of the engine is meshed with the driving gear 8 and the second-gear driven gear 12 of the engine respectively, and the first-gear driving gear 13 of the engine is meshed with the generating gear 9.

[0047] As shown in FIG3 , the second motor primary reduction driven gear 17 and the second motor secondary reduction driving gear 18 are respectively fixedly connected to the second motor reduction gear shaft 16 , and the shaft gear 19 is fixedly connected to the second motor shaft 15 , which is connected to the drive motor 3 ; the second motor primary reduction driven gear 17 is meshed with the shaft gear 19 , and the main reduction gear 21 is meshed with the intermediate shaft reduction driving gear 20 and the second motor secondary reduction driving gear 18 . The drive motor 3 can be mechanically connected to the differential 6 via the shaft gear 19 , the second motor primary reduction driven gear 17 , the second motor secondary reduction driving gear 18 , and the main reduction gear 21 in sequence; the drive motor 3 is used to connect to the battery 300 (not shown in FIG3 ).

[0048] In one embodiment, as shown in FIG3 , the generator gear 9, the first-gear driving gear 13 of the engine, the intermediate shaft reduction driving gear 20, the main reduction gear 21, and the second-motor second-gear reduction driving gear 18 are axially overlapped (i.e., radially aligned and spaced apart), while the drive gear 8, the second-gear driving gear 11 of the engine, the second-gear driven gear 12 of the engine, the first-gear reduction driven gear 17 of the second motor, and the shaft gear 19 are axially overlapped. Thus, the hybrid drive system has only two rows of gears, which is equivalent to compressing the axial space and shortening the axial size of the hybrid drive system, making it easier to install and arrange on the vehicle, and making the hybrid drive system simple and compact in structure and easy to assemble.

[0049] The hybrid drive system can adopt different operating modes according to the different working conditions of the vehicle, which can include single-motor drive mode, dual-motor drive mode, series mode, parallel mode, three-power source mode and dual-motor feedback mode.

[0050] When the hybrid drive system is in pure electric mode and operates at medium and low loads, the system is in single-motor drive mode, as shown in Figure 4, the shift mechanism 5 is in the middle position, the clutch 7 is disconnected, the drive motor 3 drives the wheels 200 alone, and the engine 1 and the generator 2 are both stationary (i.e., not working).

[0051] When the hybrid drive system is in pure electric and high-load operation, the system is in dual-motor drive mode, as shown in Figure 5, the shift mechanism 5 is in the left position and connected to the drive gear 8, the clutch 7 is disconnected, the generator 2 and the drive motor 3 jointly drive the wheels 200, and the engine 1 remains stationary.

[0052] When the hybrid drive system is driven purely electrically, single-motor drive mode or dual-motor drive mode can be selected according to the load size. At the same time, engine 1 will not be dragged (engine 1 is in a stationary state). In this way, the system can reduce the power of a single motor and reduce the motor capacity without sacrificing power, thereby reducing system costs and improving driving efficiency.

[0053] When the hybrid drive system is operating in series mode, as shown in Figure 6, the shift mechanism 5 is in the right position, the clutch 7 is disengaged, and the engine 1 is engaged with the generator gear 9 via the first gear drive gear 13, driving the generator 2 to generate electricity. When the power demanded by the drive motor 3 exceeds the power generated by the generator 2, the battery 300 is discharged and the drive motor 3 drives the wheels 200. When the power demanded by the drive motor 3 is less than the power generated by the generator 2, the power generated by the generator 2 is provided to the drive motor 3 to drive the wheels 200, and the excess power is used to charge the battery 300.

[0054] In the dual-motor drive mode, the generator 2 drives the wheel 200 through the drive gear 8 for power transmission. When the engine 1 and the generator 2 work in series (i.e., the series mode), the power of the engine 1 is transmitted through the power generation gear 9, that is, the drive path and the power generation path of the generator 2 are different. In this way, the speed ratio matching of the pure electric drive and the series power generation of the generator 2 can be made more flexible and better.

[0055] When the hybrid drive system is in parallel mode, as shown in FIG7 , the shift mechanism 5 is in the neutral position, the generator 2 is stationary, the clutch 7 is engaged, and the engine 1 transmits power to the differential 6 in sequence through the engine second gear driving gear 11, the engine second gear driven gear 12, the intermediate shaft reduction driving gear 20, and the main reduction gear 21.

[0056] When the hybrid drive system is in parallel mode, the shift mechanism 5 is in the middle position, the generator 2 is disconnected from the engine 1, there is no no-load loss, and the generator drag loss is reduced.

[0057] When the hybrid drive system is operating in the three-power source mode, as shown in Figure 8, the shift mechanism 5 is in the left position, the clutch 7 is engaged, the generator 2 is connected to the drive gear 8 through the shift mechanism 5, and the power is transmitted to the differential 6 through the engine second gear driving gear 11, the engine second gear driven gear 12, the intermediate shaft reduction driving gear 20 and the main reduction gear 21, so that the generator 2, the engine 1 and the drive motor 3 jointly drive the wheels 200.

[0058] When the hybrid drive system is operating in the three-power source mode, the engine 1 drives the wheel path which requires the clutch 7 to transmit torque, while the generator 2 drives the wheel path which does not require the clutch 7 to transmit torque. Therefore, the torque capacity of the clutch 7 is reduced, the cost of the clutch 7 is reduced, and the reliability of the clutch 7 is improved.

[0059] When the vehicle brakes, the hybrid drive system enters the dual-motor feedback mode, as shown in Figure 9. The engine 1 is turned off, and the differential 6 absorbs the kinetic energy during the braking process and transfers it to the generator 2 and the drive motor 3. The two motors generate negative torque to charge the battery 300, realizing simultaneous energy recovery of the generator 2 and the drive motor 3, improving the energy recovery capability, and thus improving the energy utilization rate.

[0060] Hybrid drive systems switch modes based on vehicle power requirements. Ensuring the vehicle's power requirements during these transitions is crucial for enhancing the driving experience. The following describes the method for switching from dual-motor drive mode to parallel mode in detail.

[0061] Specifically, the controller 4 is used to switch from the dual-motor drive mode to the parallel mode in the following manner:

[0062] In response to detecting that the system meets the conditions for switching from the dual-motor drive mode to the parallel mode, the generator 2 is controlled to unload the torque and the drive motor 3 is controlled to increase the torque so that the total output torque is equal to the total required torque of the wheels 200, wherein the shift mechanism 5 is connected to the drive gear 8 (i.e., the shift mechanism 5 is in the left position);

[0063] If the torque of the generator 2 is unloaded to zero, the shift mechanism 5 is controlled to be in the middle position, the generator 2 is controlled to output the reverse torque, and when the speed of the generator 2 is less than or equal to the first preset speed, the generator 2 is controlled to unload the reverse torque;

[0064] When the speed of the generator 2 is zero, the shift mechanism 5 is controlled to connect with the generator gear 9, and the generator 2 is controlled to load torque to start the engine 1;

[0065] When the difference between the rotation speed of the engine 1 and the target rotation speed is greater than or equal to a second preset rotation speed, the generator 2 is controlled to unload the torque, wherein the target rotation speed is the rotation speed required for the clutch 7 to engage, the target rotation speed is determined based on the vehicle speed, and the second preset rotation speed is less than zero;

[0066] When the speed of the engine 1 reaches the target speed, the engine 1 is controlled to start, the clutch 7 is engaged, and the engine 1 is controlled to load torque and the drive motor 3 to reduce torque, so that the total output torque is equal to the total required torque;

[0067] When the torque of the engine 1 reaches the preset torque, the control system operates in the parallel mode.

[0068] Specifically, the controller 4 is used to control the system to operate in parallel mode in the following manner: when the torque of the engine 1 reaches the preset torque, the first torque of the engine 1 and the second torque of the drive motor 3 are determined according to the current total required torque of the wheel 200; the engine 1 is controlled to output the first torque, and the drive motor 3 is controlled to output the second torque.

[0069] In one embodiment, the controller 4 is used to determine the drive motor torque and engine torque corresponding to the current total required torque as the second torque and the first torque, respectively, based on a pre-established correspondence between the total required torque, the drive motor torque, and the engine torque, wherein the driving efficiency of the system is highest when the engine 1 and the drive motor 3 distribute torque according to the correspondence, that is, the above correspondence records the optimal distribution of the drive motor torque and the engine torque that makes the system driving efficiency highest when the total required torque is constant, wherein, in the correspondence, the total required torque = the drive motor torque corresponding to the total required torque + the engine torque corresponding to the total required torque.

[0070] In addition, the controller 4 is also used to control the shift mechanism 5 to the middle position after the engine 1 is started, so that the generator 2 can be disconnected from the engine 1, eliminating no-load loss and reducing generator drag loss.

[0071] In addition, in order to reduce the wear of the clutch 7, the controller 4 is also used to control the difference between the speed of the engine 1 and the speed of the wheel 200 to be within a preset speed range when the speed of the engine 1 reaches the target speed, so as to align the engine speed; wherein, the engine speed corresponds to the speed of the clutch input end, and the speed of the wheel 200 (that is, the wheel end speed) corresponds to the speed of the clutch output end. Controlling the difference between the speed of the engine 1 and the speed of the wheel 200 to be within the preset speed range means controlling the speed difference between the input and output ends of the clutch to be within the preset speed range.

[0072] The controller 4 is also used to determine that the hybrid drive system meets the conditions for switching from the dual-motor drive mode to the parallel mode when the hybrid drive system is in the dual-motor drive mode, if the remaining power of the battery 300 is less than the first preset power threshold and the vehicle speed is greater than the preset speed, or the remaining power is less than the second preset power threshold and the total required power is greater than the preset power threshold.

[0073] In one embodiment, if the vehicle is cruising at high speed with low battery power, as the remaining power of the battery 300 decreases, the dual-motor drive mode cannot meet the wheel-end power demand, that is, the remaining power of the battery 300 is less than the first preset power threshold and the vehicle speed is greater than the preset speed. At this time, it is necessary to switch to the parallel mode.

[0074] In another embodiment, if the vehicle is low on power and continuously overtakes, as the remaining power of the battery 300 decreases, the dual-motor drive mode cannot meet the vehicle's power requirements, that is, the remaining power of the battery 300 is less than the second preset power threshold and the total required power is greater than the preset power threshold. In order to maintain the vehicle's power, it is necessary to switch to parallel mode at this time.

[0075] The process of switching from the dual-motor drive mode to the parallel mode is described in detail below with reference to the method flow chart shown in FIG10 . As shown in FIG10 , when the hybrid drive system is in the dual-motor drive mode, it is first determined whether the hybrid drive system meets the conditions for switching from the dual-motor drive mode to the parallel mode, that is, whether to switch to the parallel mode. If it is determined to switch to the parallel mode, the torque of generator 2 is first calculated by generator unloading and transferred to the drive motor 3, while maintaining the wheel-end torque unchanged (i.e., the total required torque is constant). This includes: torque transfer of generator 2 (reducing the torque of generator 2 and correspondingly increasing the torque of drive motor 3), shift mechanism 5 returning to the right position (switching the generator from the drive path to the power generation path), and generator speed alignment (reducing the generator speed to start engine 1). Next, the engine is started to drive the wheels through engine starting calculations, while maintaining the wheel-end torque unchanged. This includes: engine starting (generator 2 starts engine 1), engine speed alignment (i.e., controlling the speed difference between the clutch input and output ends to be within a preset speed range), clutch 7 engagement (controlling clutch 7 engagement to achieve the engine-driven wheel path), and engine 1 torque loading (increasing the engine 1 torque and reducing the drive motor 3 torque), ultimately achieving the engine and drive motor driving the wheels in parallel (i.e., parallel mode). If it is determined not to transfer to the parallel mode, then continue to determine whether to transfer to the parallel mode.

[0076] The following describes the switching process from dual-motor drive mode to parallel mode in detail with reference to the timing diagram shown in Figure 11. Figure 11 is an example of a timing diagram when switching to parallel mode during slow acceleration with dual-motor drive. Specifically, the switching process is divided into stages T1 to T7:

[0077] Phase T1: Dual motor drive, all system states remain unchanged;

[0078] Phase T2: The torque of the generator 2 begins to be unloaded. At the same time, to ensure that the vehicle's power meets the requirements, the torque of the drive motor 3 increases. During this process, the shift mechanism 5 is still in the left position, that is, the shift mechanism 5 is connected to the drive gear 8, maintaining the generator drive gear, and the clutch 7 remains disengaged, that is, the engine 1 does not drive or generate electricity;

[0079] Phase T3: After the torque of the generator 2 is completely unloaded to zero, the speed of the generator 2 is at its maximum. The shift mechanism 5 is placed in the middle position (i.e., neutral). At this time, the generator 2 is controlled to output reverse torque to reduce the speed of the generator 2, in preparation for subsequently placing the shift mechanism 5 in the right position to combine the generator 2 with the engine 1 with a speed of zero. When the speed of the generator 2 is less than or equal to the first preset speed (i.e., the speed of the generator is close to zero), the reverse torque of the generator 2 is unloaded. During this process, the output torque of the drive motor 3 is equal to the total required torque.

[0080] Stage T4: When the speed of the generator 2 drops to zero, it is aligned with the speed of the engine 1. At this time, as shown in FIG12 , the shift mechanism 5 can be smoothly engaged in the right position. After the shift mechanism 5 is successfully engaged with the generator gear 9, the torque of the generator 2 is loaded to start the engine 1. During this process, the clutch 7 is not engaged and the output of the drive motor 3 is equal to the total required torque.

[0081] Stage T5: The speed of the engine 1 increases, and when the difference between the speed of the engine 1 and the target speed is greater than or equal to a second preset speed (i.e., the speed of the engine 1 is close to the speed required for the clutch 7 to engage), the torque of the generator 2 is unloaded. During this process, the clutch 7 is not engaged, and the output of the drive motor 3 is equal to the total required torque.

[0082] Stage T6: After the engine 1 speed reaches the speed required for clutch 7 engagement (i.e., the target speed), the engine 1 is ignited and started, engaging the clutch 7. The engine 1 officially participates in the driving operation to output torque, while the torque of the drive motor 3 is reduced to ensure that the vehicle power meets the requirements. While ensuring the normal operation of the engine 1, the shift mechanism 5 is moved from the right position to the middle position, thereby disconnecting the generator 2 from the generator transmission path and reducing the drag of the generator 2.

[0083] T7 stage: After reaching the preset torque, it officially enters the parallel mode and distributes the engine torque and drive motor torque according to the most efficient distribution amount.

[0084] Fig. 13 is a flow chart showing a method for controlling a hybrid driving system according to an exemplary embodiment, wherein the method may be applied to a controller, for example, the controller 4 shown in Fig. 1. As shown in Fig. 12, the method may include S201.

[0085] In S201, during the switching process of the hybrid drive system from the dual-motor drive mode to the parallel mode, when the generator unloads the torque, the drive motor is controlled to increase the torque, and when the engine loads the torque, the drive motor is controlled to reduce the torque, so that the total output torque of the hybrid drive system is equal to the total required torque, and the total required torque is constant.

[0086] In the above technical solution, when the hybrid drive system switches from dual-motor drive mode to parallel mode, the generator unloads torque and transfers the generator's torque to the drive motor, enabling the generator to start the engine. The drive motor must withstand the torque output during the transition from generator torque to the corresponding engine torque output. This ensures that the hybrid drive system's total output torque equals the total required torque during the mode switch, meeting vehicle power requirements and enhancing the driving experience.

[0087] In a possible implementation, the system further includes: a shift mechanism, a differential, a clutch, a driving gear, and a generating gear;

[0088] Wherein, the generator is selectively connected to the driving gear or the generating gear through the shift mechanism;

[0089] The driving gear is connected to the engine through the clutch;

[0090] The power generation gear is connected to the engine;

[0091] The differential has a first end connected to the clutch, a second end connected to the drive motor, and a third end for connecting to the wheels;

[0092] The method comprises: controlling the drive motor to increase torque when the generator unloads torque, and controlling the drive motor to reduce torque when the engine loads torque, so that the total output torque of the system is equal to the total required torque, during the switching process of the system from the dual-motor drive mode to the parallel mode, including:

[0093] In response to detecting that the system meets the conditions for switching from the dual-motor drive mode to the parallel mode, controlling the generator to unload torque and the drive motor to increase torque so that the total output torque is equal to the total required torque of the wheels, wherein the shift mechanism is connected to the drive gear;

[0094] If the torque of the generator is unloaded to zero, the shift mechanism is controlled to be in a neutral position, the generator is controlled to output a reverse torque, and when the generator speed is less than or equal to a first preset speed, the generator is controlled to unload the reverse torque;

[0095] When the speed of the generator is zero, controlling the shift mechanism to connect with the power generation gear, and controlling the generator to load torque to start the engine;

[0096] When the difference between the engine speed and the target speed is greater than or equal to a second preset speed, controlling the generator to unload the torque, wherein the target speed is determined based on the vehicle speed and the second preset speed is less than zero;

[0097] When the engine speed reaches the target speed, the engine is started and the clutch is engaged, and the engine is loaded with torque and the drive motor is controlled to reduce torque, so that the total output torque is equal to the total required torque.

[0098] In one possible implementation, the method further includes:

[0099] When the torque of the engine reaches a preset torque, the system is controlled to operate in the parallel mode.

[0100] In a possible implementation, when the torque of the engine reaches a preset torque, controlling the system to operate in the parallel mode includes:

[0101] When the torque of the engine reaches a preset torque, determining a first torque of the engine and a second torque of the drive motor according to a current total torque requirement of the wheels;

[0102] The engine is controlled to output the first torque, and the drive motor is controlled to output the second torque.

[0103] In one possible implementation, determining the first torque of the engine and the second torque of the drive motor according to the current total required torque of the wheels includes:

[0104] According to the pre-established correspondence between the total required torque, the drive motor torque and the engine torque, the drive motor torque and the engine torque corresponding to the current total required torque are determined as the second torque and the first torque, respectively, wherein the driving efficiency of the system is highest when the engine and the drive motor distribute torque according to the correspondence.

[0105] In one possible implementation, the method further includes:

[0106] After the engine is started, the shift mechanism is controlled to be in a neutral position.

[0107] In one possible implementation, the method further includes:

[0108] When the rotation speed of the engine reaches the target rotation speed, the difference between the rotation speed of the engine and the rotation speed of the wheel is controlled to be within a preset rotation speed range.

[0109] In one possible implementation, the method further includes:

[0110] When the system is in the dual-motor drive mode, if the remaining battery power is less than a first preset power threshold and the vehicle speed is greater than a preset speed, or the remaining power is less than a second preset power threshold and the total required power is greater than a preset power threshold, it is determined that the system meets the conditions, wherein the battery is connected to the generator and the drive motor respectively.

[0111] In a possible implementation, the above method may further include the following two steps:

[0112] Obtain the current power demand of the hybrid drive system;

[0113] If the current power demand is greater than the first demand threshold and less than or equal to the second demand threshold, the hybrid drive system is controlled to operate in dual-motor drive mode. When the current power demand is less than or equal to the first demand threshold, the system operates in single-drive motor drive mode, and the output capacity of the drive motor is greater than or equal to the second demand threshold. The drive distribution amount of the drive motor in the dual-motor drive mode is less than the first demand threshold, so that when the system switches from the dual-motor drive mode to the hybrid mode, when the generator unloads the torque, the drive motor has a torque margin for compensating for the torque unloaded by the generator.

[0114] In the present disclosure, the current power demand may be the current total torque demand of the hybrid drive system, or the current power demand of the hybrid drive system.

[0115] When the current power demand of the hybrid drive system is less than or equal to a first demand threshold, the hybrid drive system operates in a single-motor drive mode (i.e., a single drive motor drive mode), i.e., the vehicle is driven by the drive motor. When the current power demand of the hybrid drive system is greater than the first demand threshold and less than or equal to a second demand threshold, the hybrid drive system operates in a dual-motor drive mode, i.e., the vehicle is driven by both the drive motor and the generator. The first demand threshold is less than the second demand threshold. When the current power demand is the current total demand torque, both the first demand threshold and the second demand threshold are torque values. When the current power demand is the current power demand, both the first demand threshold and the second demand threshold are power values.

[0116] The output capacity of the drive motor is greater than or equal to the second demand threshold, that is, the output capacity of the drive motor is greater than the first demand threshold. This indicates that the generator needs to be started for power compensation not because the current power demand exceeds the output capacity of the drive motor. This design is for in the process of switching from the dual-motor drive mode to the hybrid mode, due to the generator unloading torque to switch to the gear to start the engine, it is necessary to increase the output of the drive motor to compensate for the generator unloading part. Therefore, when the dual motor is driven, the drive motor cannot output at maximum power / torque, and the drive distribution amount of the drive motor in the dual-motor drive mode (that is, the output of the drive motor) is less than the first demand threshold, so that the drive motor has sufficient torque margin to compensate for the torque unloaded by the generator when the mode is switched.

[0117] For example, the first demand threshold is 80% of the output capacity of the drive motor, and the second demand threshold is 90% of the output capacity of the drive motor.

[0118] In the above-described embodiment, when the hybrid drive system's current power demand is greater than a first demand threshold and less than or equal to a second demand threshold, the system drives the vehicle via both the generator and the drive motor (i.e., dual-motor drive mode). When the current power demand is less than or equal to the first demand threshold, the system drives the vehicle via the drive motor (i.e., single-motor drive mode). The output capacity of the drive motor is greater than or equal to the second demand threshold, and the drive allocation of the drive motor in the dual-motor drive mode is less than the first demand threshold. This allows the hybrid drive system to switch from dual-motor drive mode to hybrid mode. When the generator unloads torque, the drive motor has torque margin to compensate for the unloaded torque, thereby transferring the generator torque to the drive motor and enabling the generator to start the engine. The drive motor must withstand the torque output during the time it takes to transfer the generator torque to the corresponding engine output torque. This ensures that the total output of the hybrid drive system equals the total demand during mode switching, thereby meeting the vehicle's power demand and improving the driving experience.

[0119] In a possible implementation, the above method may further include the following steps:

[0120] When the current power demand is greater than the second demand threshold, the hybrid drive system is controlled to operate in the hybrid mode.

[0121] In the present disclosure, when the current power demand is greater than the second demand threshold, it indicates that the dual-motor drive mode can no longer meet the vehicle's power demand. At this time, the engine can be started to drive the vehicle with the help of the engine or to generate electricity by driving the generator through the engine, that is, to control the hybrid drive system to switch from the dual-motor drive mode to the hybrid mode.

[0122] Among them, when the hybrid drive system switches from the dual-motor drive mode to the hybrid mode, when the generator unloads the torque, the drive motor is controlled to increase the torque, and when the engine loads the torque, the drive motor is controlled to reduce the torque, so that the total output torque of the hybrid drive system is equal to the total required torque (that is, the current total required torque), wherein the current total required torque is constant, that is, the vehicle required torque remains fixed.

[0123] In order to ensure the power demand of the entire vehicle during mode switching and improve the driving experience, it is necessary to ensure that the total output torque of the hybrid drive system is equal to the total required torque. Therefore, when the total required torque is fixed, when the generator unloads the torque, the drive motor increases the torque, and when the engine loads the torque, the drive motor reduces the torque.

[0124] In the above embodiment, when the hybrid drive system switches from dual-motor drive mode to hybrid mode, the generator unloads torque, and the generator's torque is transferred to the drive motor, enabling the generator to start the engine. The drive motor must withstand the torque output required to transition from the generator torque to the corresponding engine torque output. This ensures that the hybrid drive system's total output torque equals the total required torque during the mode switch, meeting vehicle power requirements and enhancing the driving experience.

[0125] The following describes in detail the specific implementation of controlling the hybrid drive system to operate in the hybrid mode, in conjunction with Figures 2 and 3. Specifically, the hybrid mode includes the parallel mode and the three-power source mode. In this case, the hybrid drive system can be controlled to operate in the hybrid mode by following the steps (1) to (3):

[0126] Step (1): Control the engine 1 to start.

[0127] Step (2): After the engine 1 is started, the target mode of the hybrid drive system 100 is determined from the parallel mode and the three-power source mode according to the remaining power of the battery.

[0128] Step (3): Control the hybrid drive system 100 to operate in the target mode.

[0129] The following is a detailed description of the specific implementation method of controlling the start of the engine 1 in step (1). Specifically, the current power demand is the current total required torque. In this case, it can be achieved through steps (11) to (15):

[0130] Step (11): Control the generator 2 to unload the torque and the drive motor 3 to increase the torque so that the total output torque is equal to the current total required torque of the wheel (i.e., the total required torque), wherein the shift mechanism 5 is connected to the drive gear 8 (i.e., the shift mechanism 5 is in the left position), and the current total required torque is constant.

[0131] Step (12): If the torque of the generator 2 is unloaded to zero, the shift mechanism 5 is controlled to be in the middle position, the generator 2 is controlled to output the reverse torque, and when the speed of the generator 2 is less than or equal to the first preset speed, the generator 2 is controlled to unload the reverse torque.

[0132] Step (13): When the rotation speed of the generator 2 is zero, the shift mechanism 5 is controlled to be connected to the generator gear 9, and the generator 2 is controlled to load torque to start the engine 1.

[0133] Step (14): When the difference between the rotation speed of the engine 1 and the target rotation speed is greater than or equal to a second preset rotation speed, the generator 2 is controlled to unload the torque.

[0134] Step (15): When the speed of the engine 1 reaches the target speed, the engine 1 is controlled to start.

[0135] After controlling the engine 1 to start, the clutch 7 can also be controlled to engage, and the engine 1 can be controlled to load torque and the drive motor 3 can be controlled to reduce torque, so that the total output torque is equal to the total required torque. At the same time, according to the remaining power of the battery 300, the target mode of the hybrid drive system is determined from the parallel mode and the three-power source mode; when the torque of the engine 1 reaches the preset torque, the control system operates according to the target mode.

[0136] The following describes in detail the specific implementation of determining the target mode of the hybrid drive system from the parallel mode and the three-power source mode according to the remaining power of the battery in step (2).

[0137] Specifically, if the remaining power of the battery is greater than or equal to the third preset power threshold, the driving efficiency of the hybrid drive system when outputting the current power demand in the parallel mode and the driving efficiency of the system when outputting the current power demand in the three-power source mode are determined; thereafter, the parallel mode and the three-power source mode with the larger corresponding driving efficiency are determined as the target mode of the hybrid drive system.

[0138] If the remaining power of the battery is less than the third preset power threshold, the parallel mode is determined as the target mode.

[0139] Among them, when the remaining power of the battery is less than the third preset power threshold, it indicates that the remaining power of the battery is insufficient to support the generator and the drive motor to drive the vehicle at the same time. At this time, the generator can be selected to stop working, that is, the hybrid drive system adopts parallel mode to work.

[0140] The following describes in detail a specific implementation method for determining the driving efficiency of the hybrid drive system when outputting the current power demand in the parallel mode.

[0141] Specifically, a first correspondence between the required torque, the drive motor torque, the engine torque, and the driving efficiency can be pre-established for the parallel mode. Based on the first correspondence, the driving efficiency, the drive motor torque, and the engine torque corresponding to the current total required torque can be determined as the first driving efficiency, the second torque, and the first torque, respectively. The first driving efficiency is the driving efficiency of the hybrid drive system when delivering the current power demand in the parallel mode.

[0142] When the engine 1 and the drive motor 3 distribute torque according to the first correspondence, the driving efficiency of the hybrid drive system is the highest, that is, the above-mentioned first correspondence records the optimal distribution of the drive motor torque and the engine torque that makes the hybrid drive system drive efficiency the highest when the required torque is constant. Among them, in this first correspondence, the current total required torque = the drive motor torque corresponding to the current total required torque + the engine torque corresponding to the current total required torque, that is, the current total required torque = the first torque + the second torque.

[0143] The following describes in detail a specific implementation method for determining the driving efficiency of the hybrid drive system when outputting the current power demand in the three-power source mode.

[0144] Specifically, a second correspondence between the required torque, drive motor torque, generator torque, engine torque, and drive efficiency can be pre-established for the three-power source mode. Based on the second correspondence, the drive efficiency, drive motor torque, generator torque, and engine torque corresponding to the current total required torque can be determined as the second drive efficiency, third torque, fourth torque, and fifth torque, respectively. The second drive efficiency is the drive efficiency of the hybrid drive system when delivering the current power demand in the three-power source mode.

[0145] When the engine 1, generator 2 and drive motor 3 distribute torque according to the second corresponding relationship, the driving efficiency of the hybrid drive system is the highest, that is, the above-mentioned second corresponding relationship records the optimal distribution of the drive motor torque, engine torque and generator torque that makes the hybrid drive system drive efficiency the highest when the required torque is constant. Among them, in this second corresponding relationship, the current total required torque = the drive motor torque corresponding to the current total required torque + the generator torque corresponding to the current total required torque + the engine torque corresponding to the current total required torque, that is, the current total required torque = the third torque + the fourth torque + the fifth torque.

[0146] The specific implementation of controlling the hybrid drive system 100 to operate in the target mode in step (3) is described in detail below.

[0147] Specifically, if the target mode is the parallel mode, the engine 1 is controlled to output the first torque, and the drive motor 3 is controlled to output the second torque.

[0148] When the target mode of the hybrid drive system is the parallel mode, after the engine 1 is started, the shift mechanism 5 is controlled to be in the middle position, so that the generator 2 can be disconnected from the engine 1, eliminating no-load loss and reducing generator drag loss.

[0149] If the target mode is the three-power source mode, the drive motor 3 is controlled to output the third torque, the generator 2 is controlled to output the fourth torque, and the engine 1 is controlled to output the fifth torque.

[0150] In addition, the present disclosure also provides a vehicle, comprising:

[0151] A hybrid drive system 100 , wherein the hybrid drive system 100 is the aforementioned hybrid drive system provided by the present disclosure; and

[0152] Wheel 200.

[0153] The preferred embodiments of the present disclosure are described in detail above in conjunction with the accompanying drawings. However, the present disclosure is not limited to the specific details of the above embodiments. Within the technical concept of the present disclosure, various simple modifications can be made to the technical solutions of the present disclosure, and these simple modifications all fall within the scope of protection of the present disclosure.

[0154] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction. To avoid unnecessary repetition, the present disclosure will not further describe various possible combinations.

[0155] In addition, the various embodiments of the present disclosure may be arbitrarily combined, and as long as they do not violate the concept of the present disclosure, they should also be regarded as the contents disclosed by the present disclosure.

Claims

1. A hybrid power drive system (100), characterized in that: include: An engine (1), a generator (2), a drive motor (3) and a controller (4); The controller (4) is connected to the engine (1), the generator (2) and the drive motor (3) respectively, and is used to control the drive motor (3) to increase the torque when the generator (2) unloads the torque during the switching process of the system (100) from the dual-motor drive mode to the parallel mode, and to control the drive motor (3) to reduce the torque when the engine (1) loads the torque, so that the total output torque of the system (100) is equal to the total required torque, and the total required torque is constant.

2. The system (100) according to claim 1, characterized in that The system (100) further comprises: a shift mechanism (5), a differential (6), a clutch (7), a driving gear (8) and a power generation gear (9); Wherein, the generator (2) is selectively connected to the driving gear (8) or the generating gear (9) through the gear shifting mechanism (5); The driving gear (8) is connected to the engine (1) via the clutch (7); The power generation gear (9) is connected to the engine (1); The differential (6) has a first end connected to the clutch (7), a second end connected to the drive motor (3), and a third end used to be connected to the wheel (200).

3. The system (100) according to claim 2, characterized in that The controller (4) is connected to the shift mechanism (5) and the clutch (7) respectively, and is used to: In response to detecting that the system (100) meets the conditions for switching from the dual-motor drive mode to the parallel mode, the generator (2) is controlled to unload torque and the drive motor (3) is controlled to increase torque, so that the total output torque is equal to the total required torque of the wheel (200), wherein the shift mechanism (5) is connected to the drive gear (8); If the torque of the generator (2) is unloaded to zero, the shift mechanism (5) is controlled to be in a neutral position, the generator (2) is controlled to output a reverse torque, and when the rotation speed of the generator (2) is less than or equal to a first preset rotation speed, the generator (2) is controlled to unload the reverse torque; When the rotation speed of the generator (2) is zero, the shift mechanism (5) is controlled to be connected to the power generation gear (9), and the generator (2) is controlled to load torque to start the engine (1); When the difference between the rotation speed of the engine (1) and the target rotation speed is greater than or equal to a second preset rotation speed, controlling the generator (2) to unload the torque, wherein the target rotation speed is determined based on the vehicle speed and the second preset rotation speed is less than zero; When the speed of the engine (1) reaches the target speed, the engine (1) is controlled to start, the clutch (7) is controlled to engage, and the engine (1) is controlled to load torque and the drive motor (3) is controlled to reduce torque, so that the total output torque is equal to the total required torque.

4. The system (100) according to claim 3, characterized in that The controller (4) is also used to control the system (100) to operate in the parallel mode when the torque of the engine (1) reaches a preset torque.

5. The system (100) according to claim 4, characterized in that The controller (4) is used for: When the torque of the engine (1) reaches a preset torque, determining a first torque of the engine (1) and a second torque of the drive motor (3) according to a current total required torque of the wheel (200); The engine (1) is controlled to output the first torque, and the drive motor (3) is controlled to output the second torque.

6. The system (100) according to claim 5, characterized in that The controller (4) is used to determine the drive motor torque and the engine torque corresponding to the current total required torque according to a pre-established correspondence between the total required torque, the drive motor torque and the engine torque, as the second torque and the first torque respectively, wherein when the engine (1) and the drive motor (3) distribute the torque according to the correspondence, the driving efficiency of the system (100) is the highest.

7. The system (100) according to any one of claims 3 to 6, characterized in that: The controller (4) is also used to control the shift mechanism (5) to be in a neutral position after the engine (1) is started.

8. The system (100) according to any one of claims 3 to 7, characterized in that: The controller (4) is also used to control the difference between the rotation speed of the engine (1) and the rotation speed of the wheel (200) to be within a preset rotation speed range when the rotation speed of the engine (1) reaches the target rotation speed.

9. The system (100) according to any one of claims 3 to 8, characterized in that: The controller (4) is also used for: When the system (100) is in the dual-motor drive mode, if the remaining power of the battery (300) is less than a first preset power threshold and the vehicle speed is greater than a preset speed, or the remaining power is less than a second preset power threshold and the total required power is greater than a preset power threshold, then it is determined that the system (100) meets the condition, wherein the battery (300) is connected to the generator (2) and the drive motor (3), respectively.

10. A hybrid drive system control method, characterized in that: The system includes an engine, a generator and a drive motor, and the method includes: During the process of switching the system from the dual-motor drive mode to the parallel mode, when the generator unloads the torque, the drive motor is controlled to increase the torque, and when the engine loads the torque, the drive motor is controlled to reduce the torque, so that the total output torque of the system is equal to the total required torque, and the total required torque is constant.

11. The method according to claim 10, characterized in that The system also includes: a shift mechanism, a differential, a clutch, a driving gear and a generating gear; Wherein, the generator is selectively connected to the driving gear or the generating gear through the gear shifting mechanism; The driving gear is connected to the engine through the clutch; The power generation gear is connected to the engine; The differential has a first end connected to the clutch, a second end connected to the drive motor, and a third end connected to the wheel; In the process of switching the system from the dual-motor driving mode to the parallel mode, when the generator unloads torque, the driving motor is controlled to increase torque, and when the engine loads torque, the driving motor is controlled to reduce torque, so that the total output torque of the system is equal to the total required torque, including: In response to detecting that the system meets the condition for switching from the dual-motor drive mode to the parallel mode, controlling the generator to unload torque and the drive motor to increase torque so that the total output torque is equal to the total required torque of the wheels, wherein the shift mechanism is connected to the drive gear; If the torque of the generator is unloaded to zero, the shift mechanism is controlled to be in a neutral position, the generator is controlled to output a reverse torque, and when the generator speed is less than or equal to a first preset speed, the generator is controlled to unload the reverse torque; When the rotation speed of the generator is zero, the shift mechanism is controlled to be connected with the power generation gear, and the generator is controlled to load torque to start the engine; When the difference between the rotation speed of the engine and the target rotation speed is greater than or equal to a second preset rotation speed, controlling the generator to unload the torque, wherein the target rotation speed is determined based on the vehicle speed and the second preset rotation speed is less than zero; When the speed of the engine reaches the target speed, the engine is controlled to start, the clutch is controlled to engage, the engine is controlled to load torque, and the drive motor is controlled to reduce torque, so that the total output torque is equal to the total required torque.

12. The method according to claim 11, characterized in that The method further comprises: When the torque of the engine reaches a preset torque, the system is controlled to operate in the parallel mode.

13. The method according to claim 12, characterized in that When the torque of the engine reaches a preset torque, controlling the system to operate in the parallel mode comprises: When the torque of the engine reaches a preset torque, determining a first torque of the engine and a second torque of the drive motor according to a current total required torque of the wheels; The engine is controlled to output the first torque, and the drive motor is controlled to output the second torque.

14. The method according to claim 13, characterized in that The determining, according to the current total required torque of the wheels, the first torque of the engine and the second torque of the drive motor comprises: According to the pre-established correspondence between the total required torque, the drive motor torque and the engine torque, the drive motor torque and the engine torque corresponding to the current total required torque are determined as the second torque and the first torque, respectively, wherein when the engine and the drive motor distribute the torque according to the correspondence, the driving efficiency of the system is the highest.

15. The method according to any one of claims 11 to 14, characterized in that The method further comprises: After the engine is started, the shift mechanism is controlled to be in a neutral position.

16. The method according to any one of claims 11 to 15, characterized in that The method further comprises: When the rotation speed of the engine reaches the target rotation speed, the difference between the rotation speed of the engine and the rotation speed of the wheel is controlled to be within a preset rotation speed range.

17. The method according to any one of claims 11 to 16, characterized in that The method further comprises: When the system is in the dual-motor drive mode, if the remaining power of the battery is less than a first preset power threshold and the vehicle speed is greater than a preset speed, or the remaining power is less than a second preset power threshold and the total required power is greater than a preset power threshold, it is determined that the system meets the conditions, wherein the battery is connected to the generator and the drive motor respectively.

18. The method according to any one of claims 10 to 17, characterized in that: The method further comprises: obtaining a current power demand of the system; If the current power demand is greater than the first demand threshold and less than or equal to the second demand threshold, the system is controlled to operate in the dual-motor drive mode, wherein when the current power demand is less than or equal to the first demand threshold, the system operates in a single drive motor drive mode, the output capacity of the drive motor is greater than or equal to the second demand threshold, and the drive distribution amount of the drive motor in the dual-motor drive mode is less than the first demand threshold, so that during the system switching from the dual-motor drive mode to the hybrid mode, when the generator unloads torque, the drive motor has a torque margin for compensating for the torque unloaded by the generator.

19. The method according to claim 18, characterized in that The method further comprises: When the current power demand is greater than the second demand threshold, the system is controlled to operate in the hybrid mode.

20. The method according to claim 19, characterized in that The drive motor and the generator are respectively connected to a battery, and the hybrid mode includes the parallel mode and the three-power source mode; The controlling the system to operate in the hybrid mode includes: Controlling the engine to start; After the engine is started, determining a target mode of the system from the parallel mode and the three-power source mode according to the remaining power of the battery; The system is controlled to operate in the target mode.

21. The method according to claim 20, characterized in that Determining the target mode of the system from the parallel mode and the three-power source mode according to the remaining power of the battery includes: If the remaining power is greater than or equal to a third preset power threshold, determining the driving efficiency of the system when outputting the current power demand in the parallel mode and the driving efficiency of the system when outputting the current power demand in the three-power source mode; The parallel mode and the three-power source mode, whichever mode corresponds to a higher driving efficiency, is determined as the target mode of the system.

22. The method according to claim 21, characterized in that The step of determining the target mode of the system from the parallel mode and the three-power source mode according to the remaining power of the battery further includes: If the remaining power is less than the third preset power threshold, the parallel mode is determined as the target mode.

23. A vehicle, characterized in that: include: A hybrid power drive system (100), wherein the hybrid power drive system (100) is a hybrid power drive system according to any one of claims 1 to 9; and Wheel (200).

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