Hybrid power transmission device and system thereof, vehicle control method, computer-readable storage medium, vehicle control unit, and vehicle

Abstract

Provided are a hybrid power transmission device and a system thereof, a vehicle control method, a computer-readable storage medium, a vehicle control unit, and a vehicle. The hybrid power transmission device comprises an input shaft comprising a first shaft section configured to be connected to an engine and a second shaft section configured to be connected to a first motor; and an output shaft connected to the input shaft by means of a first transmission system, wherein the first shaft section and the second shaft section are selectively engaged or disconnected, so that the engine is decoupled from the first motor in at least one target working mode of outputting power by the engine.

Description

Hybrid power transmission device and system thereof, vehicle control method, computer-readable storage medium, vehicle controller and vehicle

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application claims priority to the Chinese patent application filed with the China Patent Office on November 17, 2023, with application number 202311549506.3, entitled “Vehicle Control Method, Computer-Readable Storage Medium, Vehicle Controller and Vehicle”, and the Chinese patent application filed with the China Patent Office on November 17, 2023, with application number 202323131945.0, entitled “Hybrid Power Transmission Device, Hybrid Power 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 vehicle technology, and in particular to a hybrid power transmission device and system thereof, a vehicle control method, a computer-readable storage medium, a vehicle controller, and a vehicle. Background Art

[0004] Hybrid vehicles combine the advantages of a traditional internal combustion engine and an electric motor, delivering efficient fuel economy while reducing exhaust emissions and providing a superior, efficient driving experience. The vehicle's hybrid architecture enables multiple power modes, from simple independent drive to hybrid drive. In related technologies, the engine within the hybrid architecture assembly cannot operate completely independently of the electric motor. In some drive modes, engine operation can cause drag losses in the electric motor circuit.

[0005] Summary of the Invention

[0006] The purpose of the present disclosure is to provide a hybrid power transmission device and system thereof, a vehicle control method, a computer-readable storage medium, a vehicle controller and a vehicle, so as to at least partially solve the problems existing in the above-mentioned related technologies.

[0007] In order to achieve the above-mentioned objectives, a first aspect of an embodiment of the present disclosure provides a hybrid power transmission device, comprising: an input shaft, including a first shaft segment for connecting to an engine and a second shaft segment for connecting to a first motor; an output shaft, connected to the input shaft through a first transmission system, wherein the first shaft segment and the second shaft segment are selectively engaged or disengaged, so that in at least one target working mode in which the engine outputs power, the engine is decoupled from the first motor.

[0008] Optionally, the hybrid transmission device further includes a first clutch for selectively engaging the first shaft segment and the second shaft segment.

[0009] Optionally, the first transmission system includes a first wheel set connected between the first shaft section and the output shaft, and a second wheel set connected between the second shaft section and the output shaft, wherein the first wheel set and the second wheel set respectively selectively transmit power to the output shaft.

[0010] Optionally, the first wheel set includes: a first driving gear, which is torsionally sleeved on the first shaft section; a first driven gear, which is loosely sleeved on the output shaft and meshes with the first driving gear; and a second clutch, which is used to selectively engage the first driven gear to the output shaft.

[0011] Optionally, the second wheel set includes: a second driving gear, which is anti-torsionally sleeved on the second shaft section; a second driven gear, which is loosely sleeved on the output shaft and meshes with the second driving gear; a third driving gear, which is anti-torsionally sleeved on the second shaft section; a third driven gear, which is loosely sleeved on the output shaft and meshes with the third driving gear; and a first synchronizer for coupling at most one of the second driven gear and the third driven gear to the output shaft.

[0012] Optionally, the second wheel set includes: a fourth driving gear, which is torsionally sleeved on the second shaft segment; a fourth driven gear, which is loosely sleeved on the output shaft and meshes with the fourth driving gear; and a third clutch, which is used to selectively engage the fourth driven gear to the output shaft.

[0013] Optionally, the second clutch and the third clutch are integrally mounted on the output shaft.

[0014] Optionally, the first clutch is a dual clutch, and the first wheel set includes: a fifth driving gear, which is loosely sleeved on the second shaft segment and selectively engaged with the first shaft segment through the first clutch; and a fifth driven gear, which is torsionally sleeved on the output shaft and meshes with the fifth driving gear.

[0015] Optionally, the second wheel set includes: a sixth driving gear, which is torsionally sleeved on the second shaft segment; a sixth driven gear, which is loosely sleeved on the output shaft and meshes with the sixth driving gear; and a second synchronizer for selectively engaging the sixth driven gear to the output shaft.

[0016] Optionally, the hybrid transmission device further includes: a sleeve shaft loosely mounted on the first shaft segment or the second shaft segment; a fourth clutch selectively engaging the sleeve shaft with the first shaft segment; and a fifth clutch selectively engaging the sleeve shaft with the second shaft segment.

[0017] Optionally, the first transmission system includes a third wheel set connected between the sleeve shaft and the output shaft.

[0018] Optionally, the third wheel set includes: a seventh driving gear, which is anti-torsionally sleeved on the sleeve shaft; a seventh driven gear, which is loosely sleeved on the output shaft and meshes with the seventh driving gear; an eighth driving gear, which is anti-torsionally sleeved on the sleeve shaft; an eighth driven gear, which is loosely sleeved on the output shaft and meshes with the eighth driven gear; and a third synchronizer for coupling at most one of the seventh driven gear and the eighth driven gear to the output shaft.

[0019] Optionally, one of the first shaft segment and the second shaft segment is loosely mounted on the other, and the first transmission system includes a fourth wheel set connected between the first shaft segment and the output shaft, and a fifth wheel set connected between the second shaft segment and the output shaft, wherein the fourth wheel set and the fifth wheel set respectively selectively transmit power to the output shaft.

[0020] Optionally, the first transmission system includes: a sixth clutch for selectively engaging the output gear loosely mounted on the output shaft to the output shaft.

[0021] Optionally, the fourth wheel set includes: a ninth driving gear, which is torsionally sleeved on the first shaft segment; a ninth driven gear, which is torsionally sleeved on the output shaft and meshes with the ninth driving gear; and a seventh clutch, which is used to selectively engage the ninth driven gear to the output shaft.

[0022] Optionally, the sixth clutch and the seventh clutch are integrally mounted on the output shaft.

[0023] Optionally, the fifth wheel set includes: a tenth driving gear, which is torsionally sleeved on the second shaft segment; a tenth driven gear, which is torsionally sleeved on the output shaft and meshes with the tenth driving gear; and a fourth synchronizer, which is used to selectively engage the input gear that is loosely sleeved on the second shaft segment to the second shaft segment.

[0024] Optionally, the output shaft is used to be connected to the axle via a second transmission system, the second transmission system includes a sixth wheel set connected between the output shaft and the axle, and the sixth wheel set includes the output gear.

[0025] A second aspect of the present disclosure provides a hybrid power system, comprising: an engine; a first motor; and any one of the hybrid power transmission devices described above.

[0026] Optionally, the hybrid power system further includes a second motor, the engine and the first motor are configured to transmit power to the first axle; and the second motor is configured to output power to the second axle.

[0027] Optionally, the first motor is a GM motor and the second motor is a TM motor.

[0028] A third aspect of the present disclosure provides a vehicle control method, which is applied to a vehicle having a hybrid power system, wherein the hybrid power system includes an engine, a first motor and a hybrid power transmission device. The vehicle control method includes: obtaining status information of the vehicle; determining a target operating mode from a plurality of preset modes based on the status information; and controlling the operating state of the hybrid power system based on the target operating mode, wherein, in at least one target operating mode in which the engine outputs power, the engine is decoupled from the first motor.

[0029] Optionally, the hybrid transmission device includes: an input shaft, including a first shaft segment for connecting to the engine and a second shaft segment for connecting to the first motor, wherein the first shaft segment and the second shaft segment are selectively engaged or disconnected, wherein, when the target operating mode is the engine-independent drive mode, controlling the operating state of the hybrid system according to the target operating mode includes: controlling the first shaft segment and the second shaft segment to disconnect.

[0030] Optionally, the hybrid transmission device includes a first clutch that selectively engages the first shaft segment and the second shaft segment. When the target operating mode is the engine-independent drive mode, controlling the operating state of the hybrid system according to the target operating mode includes: controlling the first clutch to disconnect the first shaft segment and the second shaft segment.

[0031] Optionally, the hybrid transmission device includes an output shaft connected to the input shaft through a first transmission system, the first transmission system includes a first wheel set connected between the first shaft section and the output shaft, and a second wheel set connected between the second shaft section and the output shaft, wherein the first wheel set and the second wheel set selectively transmit power to the output shaft respectively, wherein, when the target operating mode is the engine-independent drive mode, controlling the operating state of the hybrid system according to the target operating mode includes: controlling the power transmission between the first wheel set and the output shaft, and controlling the second wheel set to be disconnected from the output shaft.

[0032] Optionally, the hybrid transmission device includes: a sleeve shaft, which is loosely mounted on the first shaft segment or the second shaft segment; a fourth clutch, which selectively engages the sleeve shaft with the first shaft segment; and a fifth clutch, which selectively engages the sleeve shaft with the second shaft segment, wherein, when the target operating mode is the engine-independent drive mode, controlling the operating state of the hybrid system according to the target operating mode includes: controlling the fourth clutch to engage the sleeve shaft with the first shaft segment, and controlling the fifth clutch to disconnect the sleeve shaft from the second shaft segment.

[0033] Optionally, the first transmission system includes: a sixth clutch, used to selectively engage the output gear loosely mounted on the output shaft to the output shaft, wherein, when the target operating mode is the engine-independent drive mode, controlling the operating state of the hybrid system according to the target operating mode includes: controlling the sixth clutch to engage the output gear to the output shaft.

[0034] Optionally, the hybrid power system further includes a second motor, wherein the engine and the first motor are configured to transmit power to the first axle, and the second motor is configured to output power to the second axle, wherein, when the target operating mode is the four-wheel drive parallel mode, controlling the operating state of the hybrid power system according to the target operating mode includes: controlling the first shaft segment and the second shaft segment to be disconnected, controlling the engine to drive the first axle, and controlling the second motor to drive the second axle.

[0035] Optionally, the status information includes the SOC value of the battery, the required power of the wheel end, and the required torque of the wheel end, and determining the target operating mode from multiple preset modes based on the status information includes: determining the target operating mode based on the SOC value, the required power and the required torque.

[0036] According to a fourth aspect of an embodiment of the present disclosure, a computer-readable storage medium is provided, on which a computer program is stored. When the program is executed by a processor, the steps of the vehicle control method provided in the first aspect of the present disclosure are implemented.

[0037] According to the fifth aspect of an embodiment of the present disclosure, a vehicle controller is provided, comprising: a memory on which a computer program is stored; and a processor for executing the computer program in the memory to implement the steps of the vehicle control method provided in the first aspect of the present disclosure.

[0038] According to a sixth aspect of an embodiment of the present disclosure, a vehicle is provided, comprising the hybrid power system provided by the second aspect of the present disclosure or the vehicle controller provided by the fifth aspect of the embodiment of the present disclosure.

[0039] Through the above technical solution, the input shaft is divided into two parts, a first shaft section and a second shaft section, which are respectively connected to the engine or the first motor. When the first shaft section and the second shaft section are disconnected, the first motor is not working and the engine is driven independently, the power of the engine will not be transmitted to the motor, thereby avoiding drag loss in the motor circuit.

[0040] Other features and advantages of the present disclosure will be described in detail in the following detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] 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:

[0042] 1-7 are flowcharts of a control method according to an exemplary embodiment.

[0043] 8-12 are schematic structural diagrams of a hybrid power transmission device according to an exemplary embodiment.

[0044] 13-15 are schematic diagrams of power transmission paths in an engine independent drive mode according to the embodiment shown in FIG. 1 .

[0045] 16-17 are schematic diagrams of power transmission paths in the first motor independent drive mode according to the embodiment shown in FIG. 1 .

[0046] 18-21 are schematic diagrams of the power transmission path of the dual-drive parallel mode according to the embodiment shown in FIG1 .

[0047] FIG. 22 is a schematic diagram of a power transmission path in a second motor independent driving mode according to the embodiment shown in FIG. 1 .

[0048] FIG23 is a schematic diagram of the power transmission path of the pure electric parallel four-wheel drive mode according to the embodiment shown in FIG1 .

[0049] 24-25 are schematic diagrams of the power transmission path of the hybrid parallel four-wheel drive mode according to the embodiment shown in FIG1 .

[0050] FIG. 26 is a schematic diagram of a power transmission path in a parking power generation mode according to the embodiment shown in FIG. 1 .

[0051] FIG. 27 is a schematic diagram of a power transmission path in a series mode according to the embodiment shown in FIG. 1 .

[0052] FIG28 is a block diagram of a vehicle controller according to an exemplary embodiment. DETAILED DESCRIPTION

[0053] 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.

[0054] In the present disclosure, unless otherwise stated, the directional words used, such as "front" and "rear", are defined according to the normal direction of travel of the vehicle. In addition, the attributives "first" and "second" used in the present disclosure are to distinguish one element from another and do not have sequentiality or importance. The "connection" mentioned in the embodiments of the present disclosure may refer to a direct connection or an indirect connection, unless otherwise indicated. When the following description refers to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements.

[0055] The present disclosure provides a hybrid power transmission device and system thereof, a vehicle control method, a computer-readable storage medium, a vehicle controller, and a vehicle. The hybrid power system provided in the present disclosure may include an engine 200, a first motor 300, and the hybrid power transmission device 100 described above. The vehicle control method may be applied to a vehicle 1 having a hybrid power system. The vehicle controller may include a memory and a processor, and the processor may execute a computer program stored in the computer-readable storage medium to implement the vehicle control method described above. This solution will be described in detail below from the perspective of the vehicle control method.

[0056] An embodiment of the present disclosure provides a vehicle control method, as shown in FIG1 . The method can be applied to a vehicle 1 having a hybrid powertrain system, wherein the hybrid powertrain system includes an engine 200 , a first motor 300 , and a hybrid power transmission device 100 . The control method includes the following steps:

[0057] In step S101 , the status information of the vehicle 1 is acquired.

[0058] In step S102, a target operating mode is determined from a plurality of preset modes according to the acquired vehicle state information.

[0059] In step S103 , the operating state of the hybrid system is controlled according to the target operating mode, wherein in at least one target operating mode in which the engine 200 outputs power among the plurality of preset modes, the engine 200 is decoupled from the first motor 300 .

[0060] Here, the decoupling of the engine 200 from the first motor 300 means that the engine 200 can operate independently relative to the first motor 300 without interfering with each other, and the power of the engine 200 will not be transmitted to the first motor 300 and cause drag loss thereto. The decoupling action of the engine 200 and the first motor 300 can be achieved by setting a clutch as described below. Of course, in the specific configuration, other structures can also be used to assist in coordination. Since the engine 200 can be driven independently relative to the first motor 300, when the engine 200 and the first motor 300 are decoupled, the operation of the engine 200 will not cause drag loss in the motor circuit.

[0061] According to some embodiments, the acquired vehicle status information may include the battery's SOC (state of charge) value, the wheel-end power demand, and the wheel-end torque demand. After the system acquires the vehicle 1's SOC value, power demand, and torque demand, it may match the aforementioned status information among a variety of preset modes to execute the desired target operating mode, thereby controlling the hybrid power system's operating state. Furthermore, the vehicle 1's status information includes, but is not limited to, the aforementioned SOC value, power demand, and torque demand. It may also include the vehicle 1's current speed, current output torque, gravity change sensing (for detecting hill climbing), and other status information that needs to be monitored during vehicle 1 operation. The content of this information is not specifically limited herein, and it is considered that the vehicle status information in the disclosed embodiments can include conventional vehicle status information in the prior art.

[0062] The hybrid system in the embodiment of the present disclosure may further include a second motor 400, wherein the engine 200 and the first motor 300 can transmit power to the first axle 500, and the second motor 400 can transmit power to the second axle 600. It should be noted that the present disclosure does not limit the driving relationship between the engine 200, the first motor 300, and the second motor 400 for the front wheels or the rear wheels, respectively. That is, the engine 200 and the first motor 300 can be used for front-wheel drive, in which case the second motor 400 is used for rear-wheel drive, or the engine 200 and the first motor 300 can be used for rear-wheel drive, in which case the second motor 400 is used for front-wheel drive. For ease of description, the embodiment of the present disclosure is described as an example in which the engine 200 and the first motor 300 are used for front-wheel drive and the second motor 400 is used for rear-wheel drive.

[0063] In some embodiments, the first motor 300 can be a GM motor (generator motor), which can serve as both a power output motor and a generator. The second motor 400 can be a TM motor (traction motor), which serves as a drive motor. Both GM and TM motors are common in the art, and their specific structures are not described in detail here.

[0064] Vehicle 1 can have multiple preset modes based on the configuration of the hybrid transmission. Whether vehicle 1 is in rear-wheel drive or four-wheel drive mode can also be determined based on the presence or absence of second motor 400 in the operating mode. The multiple preset modes can include multiples of the following: engine-only drive mode, first motor-only drive mode, second motor-only drive mode, dual-drive parallel mode, four-wheel drive mode, parking power generation mode, series mode, and energy recovery mode.

[0065] In the engine-independent drive mode, the engine 200 outputs power, the first motor 300 and the second motor 400 do not operate, and the power of the engine 200 is transmitted to the first axle 500. In the first-motor-independent drive mode, the engine 200 does not operate, the first motor 300 outputs power, the second motor 400 does not operate, and the power of the first motor 300 is transmitted to the first axle 500. In the second-motor-independent drive mode, the engine 200 does not operate, the first motor 300 does not operate, the second motor 400 outputs power, and the power of the second motor 400 is transmitted to the second axle 600. In the dual-drive parallel mode, the engine 200 outputs power, the first motor 300 outputs power, the second motor 400 does not operate, and the power of the engine 200 and the first motor 300 are transmitted to the first axle 500. In four-wheel drive mode, the engine 200 and the first motor 300 output power independently or simultaneously, and the second motor 400 outputs power. The power of the engine 200 and the first motor 300 is transmitted to the first axle 500, and the power of the second motor 400 is transmitted to the second axle 600, which can realize four-wheel drive parallel mode and four-wheel drive pure electric mode. In parking power generation mode, the engine 200 outputs power, the first motor 300 receives energy, the second motor 400 does not work, and the power of the engine 200 is transmitted to the first motor 300. In series mode, the engine 200 outputs power, the first motor 300 receives energy, and the second motor 400 outputs power. The power of the engine 200 is transmitted to the first motor 300, and the power of the second motor 400 is transmitted to the second axle 600. In energy recovery mode, when the system detects that the vehicle 1 is coasting, decelerating, or braking, it controls the first axle 500 or second axle 600 and the associated power devices thereon to convert excess energy output by the engine 200, first motor 300, or second motor 400, as well as the kinetic energy within the various transmission components within the system, into electrical energy, which is ultimately recovered into the battery pack, achieving energy recovery. Since the relevant structural configuration of the energy recovery mode is a common configuration in the art, its specific structure will not be detailed here.

[0066] In the modes corresponding to the various embodiments to be described below, the control method of the vehicle 1 is introduced based on an embodiment in which the system has a second motor 400 .

[0067] The target operating mode described above can be determined based on the different operating conditions of vehicle 1. First, the SOC value is obtained. For example, when the SOC is greater than a first threshold, the battery charge is sufficient, and electric drive is preferred. For example, when vehicle 1 is at a low speed, the power and torque required at the wheel end are relatively low, and the vehicle can operate only in the first motor independent drive mode or the second motor drive mode. If vehicle 1 needs to travel at a high speed, the power and torque required at the wheel end are relatively high, and engine 200 or another motor can intervene to output power.

[0068] When the SOC value is less than or equal to the first threshold, the battery power is insufficient, and the engine 200 can output energy as the main power source, or execute the parking power generation mode or the series mode to charge the first motor 300 through the engine 200.

[0069] Of course, multiple thresholds can be set for SOC, and corresponding modes can be selected in different intervals, which will not be repeated here.

[0070] For example, when the battery is sufficient and the vehicle is traveling at a constant speed on urban roads, the pure electric drive mode can meet the demand. However, when climbing a slope in a mountainous area or accelerating on a highway, the power and torque requirements at the wheel end increase, and using only one motor to drive the wheel end cannot meet the wheel end requirements. At this time, the VCU (Vehicle Control Unit) will receive this demand and then let the engine 200 or another motor participate in the drive. However, whether to let the engine 200 or the motor participate depends on the actual most economical range of engine fuel consumption and the most efficient range of the motor.

[0071] To match the above-mentioned multiple target operating modes, the operating state of the hybrid power system can be achieved through the following multiple ways.

[0072] As shown in Figures 8-12, the hybrid transmission device 100 provided in an embodiment of the present disclosure may include an input shaft 110, an output shaft 120, a first transmission system 130, an engine 200, and a first electric motor 300. The input shaft 110 may be connected to the output shaft 120 via the first transmission system 130. The input shaft 110 also includes a first shaft segment 111 connected to the engine 200 and a second shaft segment 112 connected to the first electric motor 300. The first shaft segment 111 can be selectively engaged or disengaged from the second shaft segment 112, such that the engine 200 can be decoupled from the first electric motor 300 in at least one target operating mode in which the engine 200 outputs power. In this embodiment, the first shaft segment 111 and the second shaft segment 112 can be engaged or disengaged based on the operating mode requirements to connect or disconnect the engine 200 or the first electric motor 300 into or out of the transmission circuit, thereby matching the power output of the engine 200 and the first electric motor 300 to meet the power requirements of different operating modes.

[0073] As shown in Figure 2, after executing step S102, when the matched target working mode is the engine independent drive mode, step S1031 can be executed, that is, the first shaft segment 111 and the second shaft segment 112 are controlled to be disconnected, so that the operation of the engine 200 connected to the first shaft segment 111 will not cause drag loss to the first motor 300.

[0074] As shown in FIG3 , after executing step S102 , if the matched target operating mode is the four-wheel drive parallel mode, step S1032 may be executed, i.e., the first shaft section 111 and the second shaft section 112 are disconnected, and the engine 200 is controlled to drive the first axle 500, and the second motor 400 is controlled to drive the second axle 600. In this embodiment, the engine 200 can drive the first axle 500 to achieve front-wheel drive, and the second motor 400 can drive the second axle 600 to achieve rear-wheel drive. Furthermore, the first motor 300 can also drive the first axle 500. At this time, similar to the above-mentioned independent engine drive mode, since the first shaft section 111 and the second shaft section 112 are in a disconnected state, the operation of the engine 200 will not cause drag loss to the first motor 300, effectively improving energy utilization efficiency and reducing losses.

[0075] First embodiment

[0076] In this embodiment, a clutch can be provided on the input shaft 110 to divide the input shaft 110 into two shaft sections that can be selectively connected together, and the two shaft sections are respectively connected to different power sources (such as the engine 200 and the first motor 300) to ensure that when different power sources output power, they are relatively independent of each other and do not interfere with each other, effectively preventing the occurrence of drag loss between different power sources, reducing energy loss, and saving energy.

[0077] According to some embodiments, as shown in Figures 4 and 8 to 10, the hybrid transmission device 100 may include a first clutch 151 that selectively engages the first shaft segment 111 and the second shaft segment 112. The first clutch 151 can connect the first shaft segment 111 and the second shaft segment 112 when engaged, and disconnect the first shaft segment 111 and the second shaft segment 112 when disconnected. As shown in Figure 4, after executing step S102, if the matched target operating mode is the engine-independent drive mode, step S1033 may be executed, namely, controlling the first clutch 151 to disconnect the first shaft segment 111 and the second shaft segment 112, so that the operation of the engine 200 connected to the first shaft segment 111 does not cause drag losses to the first motor 300.

[0078] 8 to 10 , the first transmission system 130 may include a first wheel set 131 and a second wheel set 132. The first wheel set 131 is connected between the first shaft segment 111 and the output shaft 120, and the second wheel set is connected between the second shaft segment 112 and the output shaft 120. The first wheel set 131 can selectively transmit power from different power sources connected thereto to the output shaft 120.

[0079] Among them, as shown in Figure 5, after executing step S102, when the matched target working mode is the engine independent drive mode, step S1034 can be executed, that is, by controlling the first wheel group 131 to transmit power to the output shaft 120 and controlling the second wheel group 132 to disconnect the power of the output shaft 120, so that the power of the engine 200 can be transmitted to the output shaft 120 through the first wheel group 131, and ensure that the power transmitted to the output shaft 120 by the engine 200 will not affect the first motor 300 through the second wheel group 132.

[0080] Example 1

[0081] As shown in FIG8 , the first wheel assembly 131 may include a first driving gear 1311, a first driven gear 1312, and a second clutch 1313. The first driving gear 1311 may be torque-proofly sleeved on the first shaft segment 111, the first driven gear 1312 may be loosely sleeved on the output shaft 120 and meshed with the first driving gear 1311, and the second clutch 1313 may selectively engage the first driven gear 1312 with the output shaft 120. When the second clutch 1313 is engaged, the first driving gear 1311 and the meshed first driven gear 1312 may transmit the power of the engine 200 to the output shaft 120, thereby satisfying the independent driving conditions of the engine 200. Furthermore, during the process of the engine 200 transmitting power to the output shaft 120 via the first wheel assembly 131, the engine 200 does not cause drag losses in the circuit of the first motor 300, thereby reducing system energy consumption and saving energy. It should be understood that “torsionally rigid” means that there is no relative twisting or rotation between two components, and the “torsionally rigid” socket connection described here and below refers to a connection between two structural elements having a socket connection relationship without relative rotation.

[0082] As shown in FIG8 , the second gear set 132 may include a second driving gear 1321, a second driven gear 1322, a third driving gear 1323, a third driven gear 1324, and a first synchronizer 1325. The second driving gear 1321 and the third driving gear 1323 are non-torsionally sleeved on the second shaft segment 112, the second driven gear 1322 and the third driven gear 1324 are loosely sleeved on the output shaft 120 and respectively meshed with the second driving gear 1321 and the third driving gear 1323. The first synchronizer 1325 can only engage the second driven gear 1322 or the third driven gear 1324 with the output shaft 120 at a time. In this embodiment, the second driving gear 1321, the second driven gear 1322, and the third driving gear 1323, the third driven gear 1324 have different transmission ratios. When power is transmitted to the output shaft 120 through these two gear ratios, different gear modes in the target operating mode are generated. The first synchronizer 1325 can engage with one of the second driving gear 1321, the second driven gear 1322, and the third driving gear 1323, the third driven gear 1324, which have different transmission ratios, to achieve gear switching in the target operating mode. Here, the gear switching of the first synchronizer 1325 can be achieved by transmitting power to the output shaft 120 through different transmission gear sets on the second shaft segment 112. The present embodiment does not specifically limit the gear settings of 1st gear and 2nd gear. Furthermore, the second gear set 132 can also have more transmission gear sets to increase the number of gears. The number of gears is also not specifically limited here. The present embodiment only describes the target operating mode when the number of gears is 2.

[0083] According to this embodiment, referring to Figures 8 and 13 to 27 , in the engine-independent drive mode, the first clutch 151 is disengaged, the second clutch 1313 is engaged, and the first synchronizer 1325 is in the neutral position (i.e., neither the second driven gear 1322 nor the fourth driven gear 1324 is engaged to the output shaft 120). The power transmission path is shown in Figure 13 . The engine-independent drive mode also includes an engine 1st gear drive mode. In this case, the first clutch 151 is engaged, the second clutch 1313 is disengaged, and the first synchronizer 1325 is in the 1st gear position. The power transmission path is shown in Figure 14 . The engine-independent drive mode also includes an engine 2nd gear drive mode. In this case, the first clutch 151 is engaged, the second clutch 1313 is disengaged, and the first synchronizer 1325 is in the 2nd gear position. The power transmission path is shown in Figure 15 . In the first motor-independent drive mode, the first clutch 151 is engaged, the second clutch 1313 is disengaged, and the first synchronizer 1325 is in the 1st gear position. The power transmission path is shown in Figure 16 . The first motor-independent drive mode can also include a first motor 2nd gear drive mode. At this time, the first clutch 151 is engaged, the second clutch 1313 is disengaged, and the first synchronizer 1325 is placed in the 2nd gear position. The power transmission path is shown in Figure 17. In the dual-drive parallel mode, the first clutch 151 is engaged, the second clutch 1313 is disengaged, and the first synchronizer 1325 is placed in the 1st gear position. The power transmission path is shown in Figure 18. This mode can also be called the dual-drive parallel 1st gear drive mode. The dual-drive parallel mode can also include the dual-drive parallel 2nd gear drive mode. At this time, the first clutch 151 is engaged, the second clutch 1313 is disengaged, and the first synchronizer 1325 is placed in the 2nd gear position. The power transmission path is shown in Figure 19. Switching between gears in the dual-drive parallel mode can also be completed simply by switching the output path of the first motor 300. At this point, the first clutch 151 is disengaged and the second clutch 1313 is engaged. The power output from the engine 200 is transmitted to the first axle 500 via the second clutch 1313. The power output from the first motor 300 is adjusted by the first synchronizer 1325 and transmitted to the output shaft 120. It is then transmitted to the first axle 500 simultaneously with the power output from the engine 200. The first synchronizer 1325 can switch between first and second gears as needed. The power transmission path is shown in Figures 20 and 21. In the second motor independent drive mode, the first clutch 151 is disengaged, the second clutch 1313 is disengaged, and the first synchronizer 1325 is in the neutral position. The power transmission path is shown in Figure 22.

[0084] In the four-wheel drive mode, the rear-wheel drive is realized by the power output of the second motor 400, and the front-wheel drive can have different output modes due to the structural setting of the hybrid transmission. Here, only the pure electric parallel four-wheel drive mode and the hybrid parallel four-wheel drive mode with the first synchronizer 1325 always in 1st gear are described as examples. In actual use, the gear changes can be switched according to needs, and the front-wheel drive can also be used as an independent drive of the engine to realize the four-wheel drive mode, which will not be elaborated here.

[0085] In pure electric parallel 4WD mode, the first clutch 151 is disengaged, the second clutch 1313 is disengaged, and the first synchronizer 1325 is in 1st gear. The power transmission path is shown in Figure 23. In hybrid parallel 4WD mode, the first clutch 151 is engaged, the second clutch 1313 is disengaged, and the first synchronizer 1325 is in 1st gear. The power transmission path is shown in Figure 24. In hybrid parallel 4WD mode, the first clutch 151 is disengaged, the second clutch 1313 is engaged, and the first synchronizer 1325 is in 1st gear. The power transmission path is shown in Figure 25. In parking and power generation mode, the first clutch 151 is engaged, the second clutch 1313 is disengaged, and the first synchronizer 1325 is in neutral. The power transmission path is shown in Figure 26. In series mode, the first clutch 151 is engaged, the second clutch 1313 is disengaged, and the first synchronizer 1325 is in neutral. The power transmission path is shown in Figure 27.

[0086] It should be noted that the configuration of clutches, synchronizers, and the like in each of the above modes is only one possible approach and is not necessarily the only one. For example, in the second motor independent drive mode, the first clutch 151, the second clutch 1313, and the first synchronizer 1325 can all be combined with the relevant components. However, since the first motor 300 and the engine 200 do not output power, such combination is not necessary. Similar situations also exist in the embodiments described below and will not be further described.

[0087] Accordingly, as shown in Figure 4, after executing step S102, when the matched target operating mode is the engine independent drive mode, step S1033 can be executed, and the first clutch 151 can be controlled to disconnect the first shaft segment 111 and the second shaft segment 112, so that the operation of the engine 200 connected to the first shaft segment 111 will not cause drag loss to the first motor 300.

[0088] In step S1033, more specifically, the first clutch 151 is controlled to be disengaged, the second clutch 1313 is controlled to engage the first driven gear 1312 to the output shaft 120, and the first synchronizer 1325 is controlled to be placed in a neutral position (i.e., the first synchronizer 1325 is not engaged with the second driven gear 1322 or the third driven gear 1324). At this time, the power output by the engine 200 is transmitted from the first wheel set 131 to the output shaft 120, and the power transmitted by the engine 200 does not interfere with the first motor 300, thereby avoiding the occurrence of motor circuit drag loss. Here, only the first wheel set 131 transmitting the power of the engine 200 is used as an example for explanation. The same principle also applies to the engine 1st gear drive mode and the engine 2nd gear drive mode, and no further details are given here.

[0089] Example 2

[0090] As shown in FIG9 , the first gear set 131 may include a first driving gear 1311, a first driven gear 1312, and a second clutch 1313. The first driving gear 1311 may be torque-proof sleeved on the first shaft segment 111, the first driven gear 1312 may be loosely sleeved on the output shaft 120 and remain in meshing state with the first driving gear 1311, and the second clutch 1313 may selectively engage the first driven gear 1312 with the output shaft 120.

[0091] Specifically, the second wheel set 132 may include a fourth driving gear 1326, a fourth driven gear 1327 and a third clutch 1328, wherein the fourth driving gear 1326 is non-torsionally sleeved on the second shaft segment 112, the fourth driven gear 1327 is loosely sleeved on the output shaft 120 and remains in meshing state with the fourth driving gear 1326, and the third clutch 1328 can selectively engage the fourth driven gear 1326 to the output shaft 120.

[0092] As shown in Figure 9, the second clutch 1313 and the third clutch 1328 can be integrally mounted on the output shaft 120. In this embodiment, the second clutch 1313 and the third clutch 1328 are integrated and installed as a single unit, further saving space. Furthermore, the second clutch 1313 and the third clutch 1328 can rotate relatively independently. When the second clutch 1313 and the third clutch 1328 are respectively engaged with one of the first driven gear 1312 and the fourth driven gear 1326, the system can respectively operate in the engine independent drive mode and the first motor independent drive mode. When the two are transmitting power simultaneously, the system can operate in the parallel drive mode described above as part of the target operating mode.

[0093] According to this embodiment, referring to FIG. 9 , in the engine-independent drive mode, the first clutch 151 is disengaged, the second clutch 1313 is engaged, and the third clutch 1328 is disengaged, transmitting the power of the engine 200 to the first axle 500. In the first motor-independent drive mode, the first clutch 151 is disengaged, the second clutch 1313 is disengaged, and the third clutch 1328 is engaged, transmitting the power of the first motor 300 to the first axle 500. In the dual-drive parallel mode, the first clutch 151 is disengaged, the second clutch 1313 is engaged, and the third clutch 1328 is engaged, transmitting the power of the engine 200 and the power of the first motor 300 simultaneously to the first axle 500. In the second motor-independent drive mode, the first clutch 151 is disengaged, the second clutch 1313 is disengaged, and the third clutch 1328 is disengaged, transmitting the power of the second motor 400 to the second axle 600. In pure electric parallel 4WD mode, the first clutch 151 is disengaged, the second clutch 1313 is disengaged, and the third clutch 1328 is engaged. The power of the first motor 300 is transmitted to the first axle 500, and the power of the second motor 400 is transmitted to the second axle 600. In hybrid parallel 4WD mode, the first clutch 151 is disengaged, the second clutch 1313 is engaged, and the third clutch 1328 is engaged. The power of the engine 200 and the power of the first motor 300 are simultaneously transmitted to the first axle 500, and the power of the second motor 400 is transmitted to the second axle 600. In parking power generation mode, the first clutch 151 is engaged, the second clutch 1313 is disengaged, and the third clutch 1328 is disengaged. The power of the engine 200 is transmitted to the first motor 300 to charge the first motor 300. In the series mode, the first clutch 151 is engaged, the second clutch 1313 is disengaged, and the third clutch 1328 is disengaged. The power of the engine 200 is transmitted to the first motor 300 for charging the first motor 300 , and the power of the second motor 400 is transmitted to the second axle 600 .

[0094] Accordingly, as shown in Figure 4, after executing step S102, when the matched target operating mode is the engine independent drive mode, step S1033 can be executed, and the first clutch 151 can be controlled to disconnect the first shaft segment 111 and the second shaft segment 112, so that the operation of the engine 200 connected to the first shaft segment 111 will not cause drag loss to the first motor 300.

[0095] In step S1033, more specifically, the first clutch 151 is controlled to be disconnected, the second clutch 1313 is controlled to engage the first driven gear 1312 to the output shaft 120, and the third clutch 1328 is controlled to be disconnected. At this time, the power output by the engine 200 is transmitted from the first wheel set 131 to the output shaft 120, and the power transmitted by the engine 200 will not interfere with the first motor 300, thereby avoiding the occurrence of motor circuit drag loss.

[0096] Example 3

[0097] As shown in Figure 10, the first clutch 151 can be a dual clutch. In this case, the first wheel group 131 can include a fifth driving gear 1314 and a fifth driven gear 1315, wherein the fifth driving gear 1314 is loosely mounted on the second shaft segment 112 and can be selectively engaged with the first shaft segment 111 through the first clutch 151. The fifth driven gear 1315 is torque-proof sleeved on the output shaft 120 and remains in meshing state with the fifth driving gear 1314. When the first clutch 151 engages the fifth driving gear 1314 with the first shaft segment 111, the power of the engine 200 can be output to the output shaft 120 through the first wheel group 131, executing an independent engine drive mode with no drag loss in the motor circuit.

[0098] Here, the dual clutch is a common configuration in this field, and its specific structure is not described here. The setting of the dual clutch can further save the internal space of the hybrid transmission device 100.

[0099] Specifically, the second wheel set 132 may include a sixth driving gear 1329, a sixth driven gear 13210 and a second synchronizer 13211, wherein the sixth driving gear 1329 is torsionally sleeved on the second shaft segment 112, the sixth driven gear 13210 is loosely sleeved on the output shaft 120 and remains engaged with the sixth driving gear 1329, and the second synchronizer 13211 can selectively engage the sixth driven gear 13210 with the output shaft 120. When the second synchronizer 13211 engages the second wheel set 132 with the output shaft 120, the power of the first motor 300 can be output to the output shaft 120.

[0100] According to this embodiment, referring to FIG. 10 , in the engine-independent drive mode, the first clutch 151 is engaged with the first wheelset 131, the first clutch 151 is disengaged from the second shaft segment 112, the second synchronizer 13211 is disengaged, and the power of the engine 200 is transmitted to the first axle 500. In the first motor-independent drive mode, the first clutch 151 is disengaged from the first wheelset 131, the first clutch 151 is disengaged from the second shaft segment 112, the second synchronizer 13211 is engaged, and the power of the first motor 300 is transmitted to the first axle 500. In the dual-drive parallel mode, the first clutch 151 is engaged with the first wheelset 131, the first clutch 151 is disengaged from the second shaft segment 112, the second synchronizer 13211 is engaged, and the power of the engine 200 and the power of the first motor 300 are simultaneously transmitted to the first axle 500. In the second-motor independent drive mode, the first clutch 151 is disengaged from the first wheelset 131, the first clutch 151 is disengaged from the second shaft segment 112, and the second synchronizer 13211 is disengaged, transmitting the power of the second motor 400 to the second axle 600. In the pure electric parallel four-wheel drive mode, the first clutch 151 is disengaged from the first wheelset 131, the first clutch 151 is disengaged from the second shaft segment 112, and the second synchronizer 13211 is engaged. The power of the first motor 300 is transmitted to the first axle 500, and the power of the second motor 400 is transmitted to the second axle 600. In the hybrid parallel four-wheel drive mode, the first clutch 151 is engaged from the first wheelset 131, the first clutch 151 is disengaged from the second shaft segment 112, and the second synchronizer 13211 is engaged. The power of the engine 200 and the power of the first motor 300 are simultaneously transmitted to the first axle 500, and the power of the second motor 400 is transmitted to the second axle 600. In the parking power generation mode, the first clutch 151 is disconnected from the first wheelset 131, the first clutch 151 is engaged with the second shaft segment 112, the second synchronizer 13211 is disengaged, and the power of the engine 200 is transmitted to the first motor 300 to charge the first motor 300. In the series mode, the first clutch 151 is disconnected from the first wheelset 131, the first clutch 151 is engaged with the second shaft segment 112, the second synchronizer 13211 is disengaged, the power of the engine 200 is transmitted to the first motor 300 to charge the first motor 300, and the power of the second motor 400 is transmitted to the second axle 600.

[0101] Accordingly, as shown in Figure 4, after executing step S102, when the matched target operating mode is the engine independent drive mode, step S1032 can be executed, and the first clutch 151 can be controlled to disconnect the first shaft segment 111 and the second shaft segment 112, so that the operation of the engine 200 connected to the first shaft segment 111 will not cause drag loss to the first motor 300.

[0102] In step S1033, more specifically, the first clutch 151 is controlled to be disconnected from the second shaft segment 112, the first clutch 151 is controlled to be engaged with the fifth driving gear 1314, and the second synchronizer 13211 is controlled to be disconnected. At this time, the power output by the engine 200 is transmitted from the first wheel set 131 to the output shaft 120, and the power transmitted by the engine 200 will not interfere with the first motor 300, thereby avoiding the occurrence of motor circuit drag loss.

[0103] Second embodiment

[0104] Example 4

[0105] In this embodiment, a clutch may be provided on each of two different shaft sections of the input shaft 110 , and the two clutches may independently output power to the output shaft 120 via a sleeve shaft structure.

[0106] As shown in Figure 11, the hybrid transmission device may include a sleeve shaft 152, a fourth clutch 153 and a fifth clutch 154, wherein the sleeve shaft 152 can be loosely mounted on the first shaft segment 111 or the second shaft segment 112, and the fourth clutch 153 and the fifth clutch 154 can selectively engage the first shaft segment 111 and the second shaft segment 112 with the sleeve shaft 152 respectively. When the fourth clutch 153 is engaged with the sleeve shaft 152 and the fifth clutch 154 is not engaged with the sleeve shaft 152, the engine 200 outputs power to the output shaft 120 alone, and the system executes the engine independent drive mode in the above-mentioned target working mode. When the fourth clutch 153 is not engaged with the sleeve shaft 152 and the fifth clutch 154 is engaged with the sleeve shaft 152, the first motor 300 outputs power to the output shaft 120 alone, and the system executes the first motor independent drive mode in the above-mentioned target working mode. When the fourth clutch 153 and the fifth clutch 154 are engaged with the sleeve shaft 152 at the same time, the engine 200 and the first motor 300 output power to the output shaft 120 at the same time, and the system executes the parallel drive mode in the above-mentioned target working mode.

[0107] For example, as shown in FIG. 11 , the first transmission system 130 may include a third wheel set 133 connected between the sleeve shaft 152 and the output shaft 120 .

[0108] According to some embodiments, as shown in FIG11 , the third gear set 133 may include a seventh driving gear 1331, a seventh driven gear 1332, an eighth driving gear 1333, an eighth driven gear 1334, and a third synchronizer 1335. The seventh driving gear 1331 and the eighth driving gear 1333 are sleeved on the sleeve shaft 152 in a torque-proof manner, the seventh driven gear 1332 and the eighth driven gear 1334 are loosely sleeved on the output shaft 120 and respectively meshed with the seventh driving gear 1331 and the eighth driving gear 1333. The third synchronizer 1335 can only engage one of the seventh driven gear 1332 or the eighth driven gear 1334 with the output shaft 120 at a time. In this embodiment, the transmission ratios of the two groups of gears, namely the seventh driving gear 1331 and the seventh driven gear 1332, and the eighth driving gear 1333 and the eighth driven gear 1334, are different. They can be engaged with the third synchronizer 1335 respectively to switch to different gears in the above-mentioned target working mode. When the third synchronizer 1335 is engaged with either group of the two, the other group of gears can remain idling on the input shaft 120.

[0109] According to this embodiment, referring to FIG. 11 , in the engine-independent drive mode, the fourth clutch 153 is engaged, the fifth clutch 154 is disengaged, and the third synchronizer 1335 is in the 1st gear or 2nd gear position, transmitting the power of the engine 200 to the first axle 500. In the first motor-independent drive mode, the fourth clutch 153 is disengaged, the fifth clutch 154 is engaged, and the third synchronizer 1335 is in the 1st gear or 2nd gear position, transmitting the power of the first motor 300 to the first axle 500. In the dual-drive parallel mode, the fourth clutch 153 is engaged, the fifth clutch 154 is engaged, and the third synchronizer 1335 is in the 1st gear or 2nd gear position, transmitting the power of the engine 200 and the power of the first motor 300 simultaneously to the first axle 500. In the second motor-independent drive mode, the fourth clutch 153 is disengaged, the fifth clutch 154 is disengaged, and the third synchronizer 1335 is in the neutral position, transmitting the power of the second motor 400 to the second axle 600. In pure electric parallel 4WD mode, the fourth clutch 153 is disengaged, the fifth clutch 154 is engaged, and the third synchronizer 1335 is in 1st or 2nd gear. The power of the first motor 300 is transmitted to the first axle 500, and the power of the second motor 400 is transmitted to the second axle 600. In hybrid parallel 4WD mode, the fourth clutch 153 is engaged, the fifth clutch 154 is engaged, and the third synchronizer 1335 is in 1st or 2nd gear. The power of the engine 200 and the power of the first motor 300 are simultaneously transmitted to the first axle 500, and the power of the second motor 400 is transmitted to the second axle 600. In parking power generation mode, the fourth clutch 153 is engaged, the fifth clutch 154 is engaged, and the third synchronizer 1335 is in neutral. The power of the engine 200 is transmitted to the first motor 300 to charge the first motor 300. In series mode, the fourth clutch 153 is engaged, the fifth clutch 154 is engaged, the third synchronizer 1335 is placed in the middle position, the power of the engine 200 is transmitted to the first motor 300 for charging the first motor 300, and the power of the second motor 400 is transmitted to the second axle 600.

[0110] Accordingly, as shown in FIG6 , after executing step S102 , when the matched target operating mode is the engine independent drive mode, step S1035 may be executed, that is, the control sleeve shaft 152 is engaged with the first shaft segment 111 and disconnected from the second shaft segment 112 , so that the engine 200 does not cause drag loss to the first motor 300 when operating.

[0111] In step S1035, more specifically, the fourth clutch 153 is controlled to engage the sleeve shaft 152 with the first shaft segment 111, the fifth clutch 154 is controlled to disconnect the sleeve shaft 152 from the second shaft segment 112, and the third synchronizer 1335 is engaged with the seventh driven gear 1332 or the eighth driven gear 1334 respectively. At this time, the power output by the engine 200 is transmitted from the third wheel group 133 to the output shaft 120, and the power transmitted by the engine 200 will not interfere with the first motor 300, thereby avoiding the occurrence of motor circuit drag loss.

[0112] Third embodiment

[0113] Example 5

[0114] In this embodiment, the two different shaft sections on the input shaft 110 can be loosely connected to each other. When the two shaft sections are respectively connected to different power sources (such as the engine 200 and the first motor 300), the different power sources can output power relatively independently and without interfering with each other, which can also effectively prevent the occurrence of drag losses between different power sources.

[0115] As shown in FIG12 , one of the first shaft segment 111 and the second shaft segment 112 is loosely mounted on the other, and the first transmission system 130 may include a fourth wheel set 134 connected between the first shaft segment 111 and the output shaft 120, and a fifth wheel set connected between the second shaft segment 112 and the output shaft 120, wherein the fourth wheel set 134 and the fifth wheel set 135 can each selectively transmit power to the output shaft 120. In this embodiment, there is no direct connection between the first shaft segment 111 and the second shaft segment 112, but they can be connected to the output shaft 120 via the fourth wheel set 134 and the fifth wheel set 135, respectively, to transmit power to the output shaft 120.

[0116] For example, as shown in FIG12 , the first transmission system 130 may include a sixth clutch 136 that can selectively engage an output gear 900 loosely mounted on the output shaft 120 with the output shaft 120. When the sixth clutch 136 is engaged, the output shaft 120 is connected to the output gear 900, and the output gear 900 can receive power from the output shaft 120 and output it to the first axle 500.

[0117] According to some embodiments, as shown in FIG12 , the fourth wheel assembly 134 may further include a ninth driving gear 1341, a ninth driven gear 1342, and a seventh clutch 1343. The ninth driving gear 1341 is sleeved on the first shaft segment 111 in a torsionally fixed manner, the ninth driven gear 1342 is loosely sleeved on the output shaft 120 and remains in meshing state with the ninth driving gear 1341, and the seventh clutch 1343 may selectively engage the ninth driven gear 1342 with the output shaft 120. When the seventh clutch 1343 is engaged with the ninth driven gear 1342, the power of the engine 200 may be transmitted to the output shaft 120.

[0118] The sixth clutch 136 and the seventh clutch 1343 can be integrated onto the output shaft 120. In this embodiment, their integrated installation on the output shaft 120 further conserves space. Furthermore, the sixth clutch 136 and the seventh clutch 1343 can rotate independently of each other. When the sixth clutch 136 engages the output gear 900 and the seventh clutch 1343 engages the ninth driven gear 1342, the power output from the engine 200 can be transmitted to the first axle 500, enabling the system to achieve engine-independent drive mode.

[0119] According to some embodiments, as shown in Figure 12, the fifth wheel set 135 may include a tenth driving gear 1351, a tenth driven gear 1352 and a fourth synchronizer 1353, wherein the tenth driving gear 1351 can be torque-proof sleeved on the second shaft segment 112, the tenth driven gear 1352 can be torque-proof sleeved on the output shaft 120 and maintain an engagement state with the tenth driving gear 1351, and the fourth synchronizer 1353 can selectively engage the input gear 800 that is loosely sleeved on the second shaft segment 112 to the second shaft segment 112. When the fourth synchronizer 1353 is engaged, the sixth clutch 136 is engaged, and the seventh clutch 1343 is disengaged, the first motor 300 can output power to the output shaft 120 through the fifth wheel set 135. At this time, the system can realize the first motor independent drive mode. When the fourth synchronizer 1353 is engaged, the sixth clutch 136 is engaged, and the seventh clutch 1343 is engaged, the engine 200 and the first motor 300 can output power to the output shaft 120 at the same time. At this time, the system can realize the dual-drive parallel mode or the four-wheel drive mode. When the fourth synchronizer 1353 is engaged, the sixth clutch 136 is disengaged, and the seventh clutch 1343 is engaged, the power output by the engine 200 can be transmitted to the first motor 300. At this time, the system can realize the parking power generation mode and the series mode.

[0120] According to this embodiment, referring to FIG. 12 , in the engine-independent drive mode, the sixth clutch 136 is engaged, the seventh clutch 1343 is engaged, and the fourth synchronizer 1353 is disengaged, transmitting the power of the engine 200 to the first axle 500. In the first motor-independent drive mode, the sixth clutch 136 is engaged, the seventh clutch 1343 is disengaged, and the fourth synchronizer 1353 is engaged, transmitting the power of the first motor 300 to the first axle 500. In the dual-drive parallel mode, the sixth clutch 136 is engaged, the seventh clutch 1343 is engaged, and the fourth synchronizer 1353 is engaged, transmitting the power of the engine 200 and the power of the first motor 300 simultaneously to the first axle 500. In the second motor-independent drive mode, the sixth clutch 136 is disengaged, the seventh clutch 1343 is disengaged, and the fourth synchronizer 1353 is disengaged, transmitting the power of the second motor 400 to the second axle 600. In pure electric parallel 4WD mode, the sixth clutch 136 is engaged, the seventh clutch 1343 is disengaged, and the fourth synchronizer 1353 is engaged. The power of the first motor 300 is transmitted to the first axle 500, and the power of the second motor 400 is transmitted to the second axle 600. In hybrid parallel 4WD mode, the sixth clutch 136 is engaged, the seventh clutch 1343 is engaged, and the fourth synchronizer 1353 is engaged. The power of the engine 200 and the power of the first motor 300 are simultaneously transmitted to the first axle 500, and the power of the second motor 400 is transmitted to the second axle 600. In parking power generation mode, the sixth clutch 136 is disengaged, the seventh clutch 1343 is engaged, and the fourth synchronizer 1353 is engaged. The power of the engine 200 is transmitted to the first motor 300 to charge the first motor 300. In the series mode, the sixth clutch 136 is disengaged, the seventh clutch 1343 is engaged, the fourth synchronizer 1353 is engaged, the power of the engine 200 is transmitted to the first motor 300 for charging the first motor 300 , and the power of the second motor 400 is transmitted to the second axle 600 .

[0121] Accordingly, as shown in FIG7 , after executing step S102 , when the matched target operating mode is the engine independent drive mode, step S1036 may be executed, i.e., controlling the output gear 900 to engage with the output shaft 120 so that the power output by the engine 200 can be transmitted through the output gear 900 to the first axle 500 .

[0122] In step S1036, more specifically, the sixth clutch 136 is controlled to engage with the output gear 900, the seventh clutch 1343 is controlled to engage with the ninth driven gear 1342, and the fourth synchronizer 1353 is controlled to disconnect. At this time, the power output by the engine 200 is transmitted from the fourth wheel set 134 to the output shaft 120, and the power transmitted by the engine 200 will not interfere with the first motor 300, thereby avoiding the occurrence of motor circuit drag loss.

[0123] As shown in Figures 8 to 12, in some embodiments, the output shaft 120 may be further connected to the axle via a second transmission system 140. The second transmission system 140 may include a sixth wheel set 141 connected between the output shaft 120 and the axle. The sixth wheel set 141 may include an output gear 900. The output gear 900 may receive power from the output shaft 120 and output the power to the axle via other transmission structures of the sixth wheel set 141, thereby driving the axle and the wheels thereon.

[0124] FIG28 is a block diagram of a vehicle controller according to an exemplary embodiment. As shown in FIG28 , the vehicle controller 700 may include a processor 701 and a memory 702 . The vehicle controller 700 may also include one or more of a multimedia component 703 , an input / output interface 704 , and a communication component 705 .

[0125] The processor 701 is used to control the overall operation of the vehicle controller 700 to complete all or part of the steps in the above-mentioned vehicle control method. The memory 702 is used to store various types of data to support the operation of the vehicle controller 700. Such data may include, for example, instructions for any application or method operating on the vehicle controller 700, as well as application-related data, such as contact information, sent and received messages, pictures, audio, video, etc. The memory 702 can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. The multimedia component 703 may include a screen and an audio component. The screen may be, for example, a touch screen, and the audio component is used to output and / or input audio signals. For example, the audio component may include a microphone for receiving external audio signals. The received audio signals may be further stored in the memory 702 or transmitted via the communication component 705. The audio component also includes at least one speaker for outputting audio signals. The input / output interface 704 provides an interface between the processor 701 and other interface modules. The aforementioned other interface modules may be a keyboard, a mouse, buttons, etc. These buttons may be virtual buttons or physical buttons. The communication component 705 is used for wired or wireless communication between the vehicle controller 700 and other devices. Wireless communication, such as Wi-Fi, Bluetooth, Near Field Communication (NFC), 2G, 3G, 4G, NB-IOT, eMTC, or other 5G, etc., or a combination of one or more thereof, is not limited here. Therefore, the corresponding communication component 705 may include: a Wi-Fi module, a Bluetooth module, an NFC module, etc.

[0126] In an exemplary embodiment, the vehicle controller 700 can be implemented by one or more application-specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field programmable gate arrays (FPGAs), controllers, microcontrollers, microprocessors, or other electronic components to execute the above-mentioned vehicle control method.

[0127] In another exemplary embodiment, a computer-readable storage medium including program instructions is further provided. When executed by a processor, the program instructions implement the steps of the vehicle control method described above. For example, the computer-readable storage medium may be the aforementioned memory 702 including the program instructions. The program instructions may be executed by the processor 701 of the vehicle controller 700 to perform the vehicle control method described above.

[0128] 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.

[0129] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any appropriate manner without contradiction. In order to avoid unnecessary repetition, the present disclosure will not further describe various possible combinations.

[0130] 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 transmission device (100), characterized in that: include: An input shaft (110) comprising a first shaft section (111) for connecting to the engine (200) and a second shaft section (112) for connecting to the first motor (300); An output shaft (120) is connected to the input shaft (110) through a first transmission system (130). The first shaft section (111) and the second shaft section (112) are selectively engaged or disengaged, so that in at least one target operating mode in which the engine (200) outputs power, the engine (200) is decoupled from the first motor (300).

2. The hybrid transmission device (100) according to claim 1, characterized in that: Also included is a first clutch (151) for selectively engaging the first shaft segment (111) and the second shaft segment (112).

3. The hybrid transmission device (100) according to claim 2, characterized in that: The first transmission system (130) comprises a first wheel set (131) connected between the first shaft section (111) and the output shaft (120), and a second wheel set (132) connected between the second shaft section (112) and the output shaft (120). The first wheel set (131) and the second wheel set (132) respectively selectively transmit power to the output shaft (120).

4. The hybrid transmission device (100) according to claim 3, characterized in that: The first wheel set (131) comprises: A first driving gear (1311) is sleeved on the first shaft section (111) in a torsion-resistant manner; A first driven gear (1312) is loosely mounted on the output shaft (120) and meshes with the first driving gear (1311); and A second clutch (1313) is used to selectively engage the first driven gear (1312) to the output shaft (120).

5. The hybrid transmission device (100) according to claim 3 or 4, characterized in that: The second wheel set (132) comprises: A second driving gear (1321) is sleeved on the second shaft section (112) in a torsion-resistant manner; A second driven gear (1322) is loosely sleeved on the output shaft (120) and meshes with the second driving gear (1321); A third driving gear (1323) is sleeved on the second shaft section (112) in a torsion-resistant manner; A third driven gear (1324) is loosely mounted on the output shaft (120) and meshes with the third driving gear (1323); and A first synchronizer (1325) is used to couple at most one of the second driven gear (1322) and the third driven gear (1324) to the output shaft (120).

6. The hybrid transmission device (100) according to claim 4, characterized in that: The second wheel set (132) comprises: A fourth driving gear (1326) is sleeved on the second shaft section (112) in a torsion-resistant manner; a fourth driven gear (1327) which is loosely mounted on the output shaft (120) and meshes with the fourth driving gear (1326); and A third clutch (1328) is used to selectively engage the fourth driven gear (1327) to the output shaft (120).

7. The hybrid transmission device (100) according to claim 6, characterized in that: The second clutch (1313) and the third clutch (1328) are integrally mounted on the output shaft (120).

8. The hybrid transmission device (100) according to claim 3, characterized in that: The first clutch (151) is a double clutch, and the first wheel set (131) comprises: a fifth driving gear (1314), which is loosely mounted on the second shaft section (112) and selectively engaged with the first shaft section (111) through the first clutch (151); and The fifth driven gear (1315) is sleeved on the output shaft (120) in a torsion-resistant manner and meshes with the fifth driving gear (1314).

9. The hybrid transmission device (100) according to claim 3 or 8, characterized in that: The second wheel set (132) comprises: A sixth driving gear (1329) is sleeved on the second shaft section (112) in a torsion-resistant manner; a sixth driven gear (13210) which is loosely mounted on the output shaft (120) and meshes with the sixth driving gear (1329); and A second synchronizer (13211) is used to selectively engage the sixth driven gear (13210) to the output shaft (120).

10. The hybrid transmission device (100) according to claim 1, characterized in that: Also includes: A sleeve shaft (152) is sleeved on the first shaft section (111) or the second shaft section (112); a fourth clutch (153) for selectively engaging the sleeve shaft (152) with the first shaft section (111); as well as A fifth clutch (154) selectively engages the sleeve shaft (152) with the second shaft section (112).

11. The hybrid transmission device (100) according to claim 10, characterized in that: The first transmission system (130) includes a third wheel set (133) connected between the sleeve shaft (152) and the output shaft (120).

12. The hybrid transmission device (100) according to claim 11, characterized in that: The third wheel set (133) comprises: A seventh driving gear (1331) is sleeved on the sleeve shaft (152) in a torsion-resistant manner; A seventh driven gear (1332) is loosely mounted on the output shaft (120) and meshes with the seventh driving gear (1331); An eighth driving gear (1333) is sleeved on the sleeve shaft (152) in a torsion-resistant manner; an eighth driven gear (1334) which is loosely mounted on the output shaft (120) and meshes with the eighth driven gear (1334); and A third synchronizer (1335) is used to couple at most one of the seventh driven gear (1332) and the eighth driven gear (1334) to the output shaft (120).

13. The hybrid transmission device (100) according to claim 1, characterized in that: One of the first shaft section (111) and the second shaft section (112) is loosely mounted on the other, the first transmission system (130) comprises a fourth wheel set (134) connected between the first shaft section (111) and the output shaft (120), and a fifth wheel set (135) connected between the second shaft section (112) and the output shaft (120), The fourth wheel set (134) and the fifth wheel set (135) respectively selectively transmit power to the output shaft (120).

14. The hybrid transmission device (100) according to claim 13, characterized in that: The first transmission system (130) comprises: The sixth clutch (136) is used to selectively engage the output gear (900) loosely mounted on the output shaft (120) with the output shaft (120).

15. The hybrid transmission device (100) according to claim 14, characterized in that: The fourth wheel set (134) comprises: A ninth driving gear (1341) is sleeved on the first shaft section (111) in a torsion-resistant manner; a ninth driven gear (1342) which is loosely mounted on the output shaft (120) and meshes with the ninth driving gear (1341); and A seventh clutch (1343) is used to selectively engage the ninth driven gear (1342) to the output shaft (120).

16. The hybrid transmission device (100) according to claim 15, characterized in that: The sixth clutch (136) and the seventh clutch (1343) are integrally mounted on the output shaft (120).

17. The hybrid transmission device (100) according to any one of claims 14 to 16, characterized in that: The fifth wheel assembly (135) comprises: A tenth driving gear (1351) is sleeved on the second shaft section (112) in a torsion-resistant manner; a tenth driven gear (1352) which is sleeved on the output shaft (120) in a torsion-resistant manner and meshes with the tenth driving gear (1351); and The fourth synchronizer (1353) is used to selectively engage the input gear (800) loosely mounted on the second shaft section (112) with the second shaft section (112).

18. The hybrid transmission device (100) according to claim 17, characterized in that: The output shaft (120) is used to be connected to the vehicle axle through a second transmission system (140), and the second transmission system (140) comprises a sixth wheel set (141) connected between the output shaft (120) and the vehicle axle.

19. A hybrid power system, characterized in that: include: Engine (200); A first motor (300); as well as The hybrid transmission device (100) according to any one of claims 1 to 18.

20. The hybrid power system according to claim 19, characterized in that: The vehicle further comprises a second motor (400); the engine (200) and the first motor (300) are configured to transmit power to the first axle (500); and the second motor (400) is configured to output power to the second axle (600).

21. The hybrid power system according to claim 20, characterized in that: The first motor (300) is a GM motor, and the second motor (400) is a TM motor.

22. A vehicle control method, applied to a vehicle (1) having a hybrid power system, characterized in that: The hybrid power system comprises an engine (200), a first motor (300) and a hybrid power transmission device (100), and the vehicle control method comprises: Acquiring status information of the vehicle (1); Determining a target operating mode from a plurality of preset modes according to the state information; The operating state of the hybrid power system is controlled according to the target operating mode, wherein, in at least one target operating mode in which the engine (200) outputs power, the engine (200) is decoupled from the first motor (300).

23. The vehicle control method according to claim 22, characterized in that: The hybrid power transmission device (100) comprises: An input shaft (110) includes a first shaft section (111) for connecting to the engine (200) and a second shaft section (112) for connecting to the first motor (300). wherein the first shaft segment (111) and the second shaft segment (112) are selectively engaged or disconnected, Wherein, when the target operating mode is the engine (200) independent driving mode, controlling the operating state of the hybrid power system according to the target operating mode includes: The first shaft section (111) and the second shaft section (112) are controlled to be disconnected.

24. The vehicle control method according to claim 23, characterized in that: The hybrid transmission device (100) includes a first clutch (151) for selectively engaging the first shaft section (111) and the second shaft section (112). When the target operating mode is an engine (200) independent driving mode, controlling the operating state of the hybrid power system according to the target operating mode includes: The first clutch (151) is controlled to disconnect the first shaft section (111) and the second shaft section (112).

25. The vehicle control method according to claim 24, characterized in that: The hybrid transmission device (100) comprises an output shaft (120) connected to the input shaft (110) via a first transmission system (130), wherein the first transmission system (130) comprises a first wheel set (131) connected between the first shaft section (111) and the output shaft (120), and a second wheel set (132) connected between the second shaft section (112) and the output shaft (120), wherein the first wheel set (131) and the second wheel set (132) respectively selectively transmit power to the output shaft (120), Wherein, when the target operating mode is the engine (200) independent driving mode, controlling the operating state of the hybrid power system according to the target operating mode includes: The first wheel set (131) and the output shaft (120) are controlled to transmit power, and the second wheel set (132) and the output shaft (120) are controlled to disconnect power.

26. The vehicle control method according to claim 23, characterized in that: The hybrid power transmission device (100) comprises: A sleeve shaft (152) is sleeved on the first shaft section (111) or the second shaft section (112); a fourth clutch (153) for selectively engaging the sleeve shaft (152) with the first shaft section (111); and a fifth clutch (154) for selectively engaging the sleeve shaft (152) with the second shaft section (112), Wherein, when the target operating mode is the engine (200) independent driving mode, controlling the operating state of the hybrid power system according to the target operating mode includes: The fourth clutch (153) is controlled to engage the sleeve shaft (152) with the first shaft section (111), and the fifth clutch (154) is controlled to disconnect the sleeve shaft (152) from the second shaft section (112).

27. The vehicle control method according to claim 25, characterized in that: The first transmission system (130) comprises: The sixth clutch (136) is used to selectively engage the output gear (900) loosely mounted on the output shaft (120) to the output gear (900). Output shaft (120), Wherein, when the target operating mode is the engine (200) independent driving mode, controlling the operating state of the hybrid power system according to the target operating mode includes: The sixth clutch (136) is controlled to engage the output gear (900) to the output shaft (120).

28. The vehicle control method according to any one of claims 23 to 27, characterized in that: The hybrid system further comprises a second motor (400), wherein the engine (200) and the first motor (300) are configured to transmit power to the first axle (500), and the second motor (400) is configured to output power to the second axle (600). Wherein, when the target operating mode is the four-wheel drive parallel mode, controlling the operating state of the hybrid power system according to the target operating mode includes: The first shaft section (111) and the second shaft section (112) are controlled to be disconnected, the engine (200) is controlled to drive the first axle (500), and the second motor (400) is controlled to drive the second axle (600).

29. The vehicle control method according to claim 22, characterized in that: The state information includes the SOC value of the battery, the required power of the wheel end, and the required torque of the wheel end. Determining the target working mode from a plurality of preset modes according to the state information includes: A target operating mode is determined according to the SOC value, the required power, and the required torque.

30. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the program is executed by the processor (701), the steps of the vehicle control method described in any one of claims 22-29 are implemented.

31. A vehicle controller (700), characterized in that: include: a memory (702) on which a computer program is stored; A processor (701) is used to execute the computer program in the memory (702) to implement the steps of the vehicle control method according to any one of claims 22 to 29.

32. A vehicle (1), characterized in that It comprises the hybrid power system described in any one of claims 19 to 21 or the vehicle controller (700) described in claim 31.

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