Transmission, power system, vehicle and vehicle control method

Abstract

A transmission, a power system, a vehicle and a vehicle control method. The transmission comprises a first shaft (2), a second shaft (3) and a first gear member (31), wherein the first shaft (2) is suitable for being in transmission connection with an engine (1); the second shaft (3) is suitable for being in transmission connection with a wheel end (5); and the first gear member (31) is sleeved on the second shaft (3), the first gear member (31) is in transmission connection with the first shaft (2), the first gear member (31) is selectively in transmission connection with the second shaft (3), and the first gear member (31) is suitable for being in transmission connection with a first electric motor shaft (41) of a first electric motor (4).

Description

Transmission, power system, vehicle, and vehicle control method

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This disclosure claims priority to patent application number 202311635457.5, filed November 30, 2023, entitled “Transmission, Powertrain, Vehicle, and Vehicle Control Method,” the entire contents of which are incorporated herein by reference. Technical Field

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

[0004] In the related art, the vehicle's transmission occupies a large space. Since the space in the engine compartment is limited, if the space occupied by the transmission is too large, other components in the vehicle will not be able to be arranged. Therefore, how to achieve the miniaturization of the transmission is an urgent problem that needs to be solved.

[0005] Summary of the Invention

[0006] The present disclosure aims to solve at least one of the above-mentioned technical problems in the prior art to a certain extent. To this end, the present disclosure proposes a transmission that can achieve miniaturization of the transmission.

[0007] The present disclosure also provides a power system having the above transmission.

[0008] The present disclosure also provides a vehicle having the above power system.

[0009] The present disclosure also proposes a vehicle control method.

[0010] According to an embodiment of the first aspect of the present disclosure, the transmission includes: a first shaft, which is suitable for being connected to the engine by transmission; a second shaft, which is suitable for being connected to the wheel end by transmission; and a first gear component, which is sleeved on the second shaft, the first gear component is connected to the first shaft by transmission, the first gear component is selectively connected to the second shaft by transmission, and the first gear component is suitable for being connected to the first motor shaft of the first motor by transmission.

[0011] According to the transmission of the embodiment of the present disclosure, the first gear member is connected to the first shaft in a transmission manner, and the first gear member is suitable for being connected to the first motor shaft of the first motor in a transmission manner. The first gear member is also selectively connected to the second shaft in a transmission manner, so that the first gear member can be used as a gear shift gear of the engine and as a power generation gear, thereby saving the cost of the transmission, reducing the space occupied by the transmission, and further facilitating the miniaturization of the transmission and facilitating the arrangement of the transmission in the vehicle.

[0012] According to the second aspect of the present disclosure, the power system includes: a transmission, which is the above-mentioned transmission; an engine, which is transmission-connected to the first shaft; and a first motor, whose first motor shaft is transmission-connected to the first gear member.

[0013] According to the power system of the embodiment of the present disclosure, the first gear member of its transmission is transmission-connected to the first shaft, the first gear member is transmission-connected to the first motor shaft of the first motor, and the first gear member is selectively transmission-connected to the second shaft, so that the first gear member can be used as both a shift gear of the engine and a power generation gear, thereby saving the cost of the power system, reducing the space occupied by the power system, and further facilitating the miniaturization of the power system and facilitating the arrangement of the power system in the vehicle.

[0014] A vehicle according to an embodiment of the third aspect of the present disclosure includes the power system of the vehicle described above.

[0015] According to the vehicle of the embodiment of the present disclosure, the first gear member of its transmission is transmission-connected to the first shaft, the first gear member is transmission-connected to the first motor shaft of the first motor, and the first gear member is selectively transmission-connected to the second shaft, so that the first gear member can be used as both a shift gear of the engine and a power generation gear, thereby saving the cost of the power system and reducing the space occupied by the power system, thereby facilitating the miniaturization of the power system and facilitating the arrangement of the power system in the vehicle.

[0016] According to the vehicle control method of the fourth aspect embodiment of the present disclosure, applied to the above-mentioned power system, the method includes: obtaining the state parameters of the vehicle, the state parameters including the battery state of charge value and the required power; determining the target operating mode according to the state parameters, and controlling the power system to operate in the target operating mode.

[0017] According to the vehicle control method of the embodiment of the present disclosure, the target operating mode can be determined based on the vehicle's battery state of charge value, required power and other state parameters, and the vehicle's power system can be controlled to operate in the target operating mode to meet the driver's driving intention and realize intelligent control of the vehicle.

[0018] Additional aspects and advantages of the present disclosure will be given in part in the description that follows and, in part, will be obvious from the description that follows, or will be learned through practice of the present disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] FIG1 is a schematic diagram of a transmission and a power system having the same according to an embodiment of the present disclosure;

[0020] FIG2 is a schematic diagram of a transmission and a power system having the same according to another embodiment of the present disclosure;

[0021] FIG3 is a schematic diagram of power transmission of a power system in an in-situ power generation mode according to an embodiment of the present disclosure;

[0022] FIG4 is a schematic diagram of power transmission of a power system in a pure electric mode according to an embodiment of the present disclosure;

[0023] FIG5 is a schematic diagram of power transmission of a power system in a parallel first gear mode according to an embodiment of the present disclosure;

[0024] FIG6 is a schematic diagram of power transmission of a power system in a parallel second gear mode according to an embodiment of the present disclosure;

[0025] FIG7 is a schematic diagram of power transmission of a power system in series mode according to an embodiment of the present disclosure;

[0026] FIG8 is a schematic diagram of power transmission of a power system in a regenerative power generation mode according to an embodiment of the present disclosure;

[0027] FIG9 is a block diagram of a vehicle according to an embodiment of the present disclosure;

[0028] FIG10 is a flowchart of a method for controlling a vehicle according to an embodiment of the present disclosure.

[0029] Figures and symbols: Engine 1; shock absorber 11; first shaft 2; second gear 21; fourth gear 22; first coupling device 23; second shaft 3; first gear member 31; first sub-tooth 311; second sub-tooth 312; third gear 32; second coupling device 33; seventh gear 35; first motor 4; first motor shaft 41; sixth gear 42; wheel end 5; differential 6; eighth gear 7; second motor 8; second motor shaft 81; ninth gear 82; transmission assembly 9; third shaft 91; tenth gear 92; eleventh gear 93; VCU 20; electronic control module 30; battery 40; accelerator pedal 50; brake pedal 60; hydraulic module 70. DETAILED DESCRIPTION

[0030] The following describes in detail embodiments of the present disclosure, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present disclosure, and should not be construed as limiting the present disclosure.

[0031] In the description of the present disclosure, it should be understood that the terms "front", "rear", "left", "right", "up", "down", etc., indicating directions or positional relationships, are based on the directions or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present disclosure and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific direction, be constructed and operated in a specific direction, and therefore should not be understood as a limitation on the present disclosure.

[0032] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of the technical features being referred to. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features. Throughout the present disclosure, "plurality" means at least two, such as two, three, etc., unless otherwise specifically defined.

[0033] In this disclosure, unless otherwise expressly specified or limited, terms such as "mounted," "connected," "connect," and "fixed" should be understood broadly. For example, they may refer to fixed connections, detachable connections, or integration; mechanical connections, electrical connections, or communication; direct connections or indirect connections through an intermediate medium; and internal communication between two components or interaction between two components. Those skilled in the art will understand the specific meanings of these terms in this disclosure based on specific circumstances.

[0034] The transmission, power system, vehicle and vehicle control method according to the embodiments of the present disclosure are described in detail below with reference to the accompanying drawings.

[0035] 1 , a transmission according to an embodiment of the first aspect of the present disclosure can be used in a power system of a vehicle. The transmission includes a first shaft 2 , a second shaft 3 , and a first gear member 31 , wherein:

[0036] The first shaft 2 is suitable for being connected to the engine 1 in a transmission manner, the second shaft 3 is suitable for being connected to the wheel end 5 in a transmission manner, the first gear component 31 is sleeved on the second shaft 3, the first gear component 31 is connected to the first shaft 2 in a transmission manner, the first gear component 31 is selectively connected to the second shaft 3 in a transmission manner, and the first gear component 31 is suitable for being connected to the first motor shaft 41 of the first motor 4 in a transmission manner. Therefore, the first gear component 31 can be used as a gear of the engine 1 and also as a generator gear, so as to save the cost of the transmission and reduce the space occupied by the transmission.

[0037] Specifically, the engine 1 can be connected to the first shaft 2 through the shock absorber 11. The shock absorber 11 can isolate the torsional vibration of the crankshaft of the engine 1 when transmitting power. The shock absorber 11 can be a torsional damper or a dual-mass flywheel. The output end of the engine 1 can be rigidly connected to the input end of the shock absorber 11. The output end of the shock absorber 11 is connected to the first shaft 2 through a spline. The power output by the engine 1 can be transmitted to the first shaft 2 through the shock absorber 11 to drive the first shaft 2 to rotate, and the first shaft 2 can drive the first gear component 31 to rotate.

[0038] When the first gear member 31 rotates, if the first gear member 31 is not in transmission connection with the second shaft 3, the first gear member 31 can idle relative to the second shaft 3, and the first gear member 31 drives the first motor shaft 41 of the first motor 4 to rotate, so that the first motor 4 generates electricity. At this time, the first gear member 31 is used as a power generation gear.

[0039] When the first gear member 31 rotates, if it is in driving connection with the second shaft 3, the first gear member 31 can transmit power to the vehicle's wheel end 5 through the second shaft 3 to drive the vehicle. In this case, the first motor 4 has two situations: In the first situation, when the first motor 4 is not connected to the battery 40 or an electrical device, the first gear member 31 drives the first motor shaft 41 of the first motor 4 to idle. In other words, all the power output by the engine 1 is transmitted to the wheel end 5, and the first gear member 31 serves as a shift gear for the engine 1. In the second situation, when the first motor 4 is connected to the battery 40 or an electrical device, the first gear member 31 drives the first motor shaft 41 of the first motor 4 to rotate, causing the first motor 4 to generate electricity. In other words, part of the power output by the engine 1 is transmitted to the wheel end 5 to drive the vehicle, and the other part of the power output by the engine 1 drives the first motor 4 to generate electricity. The first gear member 31 serves as both a shift gear and a generator gear for the engine 1.

[0040] According to the transmission of the embodiment of the present disclosure, the first gear member 31 is transmission-connected to the first shaft 2, the first gear member 31 is suitable for transmission-connected to the first motor shaft 41 of the first motor 4, and the first gear member 31 is also selectively transmission-connected to the second shaft 3, so that the first gear member 31 can be used as a shift gear of the engine 1 and also as a power generation gear, which is beneficial to saving the cost of the transmission, reducing the space occupied by the transmission, and further beneficial to realizing the miniaturization of the transmission and facilitating the arrangement of the transmission in the vehicle.

[0041] In some embodiments of the present disclosure, as shown in Figure 1, the transmission also includes: a second gear 21, a first coupling device 23, a third gear 32, a fourth gear 22 and a second coupling device 33, the second gear 21 is sleeved on the first shaft 2, the first end of the first coupling device 23 is connected to the second gear 21, the second end of the first coupling device 23 is connected to the first shaft 2, the first end of the first coupling device 23 is selectively connected to the second end of the first coupling device 23, the third gear 32 is provided on the second shaft 3, the second gear 21 and the third gear are meshed 32, the fourth gear 22 is provided on the first shaft 2, the fourth gear 22 is meshed with the first gear member 31, the first end of the second coupling device 33 is connected to the first gear member 31, the second end of the second coupling device 33 is connected to the second shaft 3, and the first end of the second coupling device 33 is selectively connected to the second end of the second coupling device 33 to achieve flexible switching between two gears of the transmission.

[0042] It is understood that the first coupling device 23 has an engaged state and a disengaged state. When the first end of the first coupling device 23 is in driving connection with the second end of the first coupling device 23, the first coupling device 23 is in the engaged state, and the second gear 21 is in driving connection with the first shaft 2 via the first coupling device 23. When the first end of the first coupling device 23 is disengaged from the second end of the first coupling device 23, the first coupling device 23 is in the disengaged state, and the second gear 21 is no longer in driving connection with the first shaft 2.

[0043] The second coupling device 33 has an engaged state and a disengaged state. When the first end of the second coupling device 33 is in driving connection with the second end of the second coupling device 33, the second coupling device 33 is in the engaged state, and the first gear member 31 is in driving connection with the second shaft 3 via the second coupling device 33. When the first end of the second coupling device 33 is disengaged from the second end of the second coupling device 33, the second coupling device 33 is in the disengaged state, and the first gear member 31 is released from the driving connection with the second shaft 3.

[0044] Specifically, as shown in Figure 1, the second coupling device 33 is connected between the first gear member 31 and the second shaft 3 to selectively engage the first gear member 31 and the second shaft 3, and the first coupling device 23 is connected between the second gear 21 and the first shaft 2 to selectively engage the second gear 21 and the first shaft 2. The second coupling device 33 and the first coupling device 23 can facilitate the switching of the two gears. The second coupling device 33 can be a second clutch, and the first coupling device 23 can be a first clutch. The second coupling device 33 and the first coupling device 23 shift smoothly, which is smoother than the synchronizer shift. The first end of the second coupling device 33 can be a second inner hub, and the second inner hub The first coupling device 23 may be rigidly connected to the first gear member 31. The second end of the second coupling device 33 may be a second outer hub, which may be rigidly connected to the second shaft 3. The first end of the first coupling device 23 may be a first inner hub, which may be rigidly connected to the second gear 21. The second end of the first coupling device 23 may be a first outer hub, which may be rigidly connected to the first shaft 2. When the first end of the first coupling device 23 is drivingly connected to the second end of the first coupling device 23, the second gear 21 and the first shaft 2 are drivingly connected via the first coupling device 23. The power output by the engine 1 may be sequentially transmitted through the first shaft 2, the second gear 21, the third gear 32, and the second shaft 3 to the wheel end 5. When the first end of the second coupling device 33 is drivingly connected to the second end of the second coupling device 33, the second gear 21 and the second shaft 3 are drivingly connected via the second coupling device 33. The power output by the engine 1 may be sequentially transmitted through the first shaft 2, the fourth gear 22, the first gear member 31, and the second shaft 3 to the wheel end 5.

[0045] It can be understood that there are two gears in the power transmission path from the engine 1 to the wheel end 5, and flexible switching of the two gears can be achieved through the second coupling device 33 and the first coupling device 23. The first coupling device 23 is arranged on the first shaft 2, and the second coupling device 33 is arranged on the second shaft 3. The second coupling device 33 and the first coupling device 23 arranged on different axes can facilitate the structural arrangement of the transmission, avoid the axial dimensions of the first shaft 2 and the second shaft 3 being too large, thereby being beneficial to the arrangement of the transmission in the vehicle.

[0046] In some embodiments of the present disclosure, as shown in Figure 1, the second gear 21 and the third gear 32 are configured as a first-gear gear pair, and the first gear member 31 and the fourth gear 22 are configured as a second-gear gear pair, and the speed ratio of the first-gear gear pair is greater than the speed ratio of the second-gear gear pair. The engine 1 can output power to the wheel end 5 through the first-gear gear pair or the second-gear gear pair. That is, there are two gears in the power transmission path from the engine 1 to the wheel end 5. The first-gear gear pair corresponds to the first gear, and the speed ratio of the first-gear gear pair is large, which can provide a larger torque to the wheel end 5. The second-gear gear pair corresponds to the second gear, and the speed ratio of the second-gear gear pair is small, which can provide a larger speed to the wheel end 5. The engine 1 can drive the wheel end 5 through two different gears to broaden the high-efficiency operating range of the engine 1 and meet the fuel economy requirements of the entire vehicle.

[0047] In some embodiments of the present disclosure, as shown in FIG. 1 , along the radial direction of the first coupling device 23 , the orthographic projection of the first coupling device 23 and the orthographic projection of the second coupling device 33 have an overlapping area. In other words, the second coupling device 33 and the first coupling device 23 are at least partially opposite in their radial directions, so as to reduce the space occupied by the second coupling device 33 and the first coupling device 23 as a whole in the axial direction of the first shaft 2 and the second shaft 3 , thereby facilitating reduction of the axial size of the transmission and facilitating arrangement of the transmission in the vehicle.

[0048] In some embodiments of the present disclosure, as shown in Figure 1, the first shaft 2 and the second shaft 3 are arranged in parallel, and the first shaft 2 and the second shaft 3 both extend in the Y (left-right) direction of the vehicle. The first shaft 2 and the second shaft 3 are spaced apart in the X (front-back) direction of the vehicle. The second coupling device 33 and the first coupling device 23 may be at least partially opposite to each other in the X direction of the vehicle to reduce the space occupied by the second coupling device 33 and the first coupling device 23 as a whole in the Y direction of the vehicle and reduce the axial length of the first shaft 2 and the second shaft 3. The second coupling device 33 and the first coupling device 23 may also be at least partially opposite to each other in the Z (up-down) direction of the vehicle to reduce the space occupied by the second coupling device 33 and the first coupling device 23 as a whole in the Z direction of the vehicle. Therefore, according to the transmission according to the embodiment of the present disclosure, the space in the XZ directions is more compact.

[0049] In some embodiments of the present disclosure, as shown in Figure 1, the second coupling device 33 is located between the first gear member 31 and the third gear 32, and the first coupling device 23 is located between the second gear 21 and the fourth gear 22. That is, the second coupling device 33 and the first coupling device 23 are both located between the first gear gear pair and the second gear gear pair, so as to improve the space utilization of the second coupling device 33 and the first coupling device 23 in the transmission, reduce the axial size of the transmission on the first shaft 2 and the second shaft 3, and increase the integration of the transmission.

[0050] In some embodiments of the present disclosure, the engine 1 is an Atkinson engine 1, which has high efficiency and fuel economy. The second coupling device 33 and the first coupling device 23 are both wet multi-plate clutches, which have the advantages of transmitting large torque, stable performance, and rapid response.

[0051] In some embodiments of the present disclosure, as shown in Figure 1, the outer side of the first shaft 2 is suitable for sleeved with the first motor shaft 41 to fully utilize the axial space on the first shaft 2 and improve the integration of the first motor 4 and the transmission. At the same time, the first motor 4 and the first gear member 31 are arranged on the same axis to facilitate the arrangement of a gear set in the transmission path of the first motor 4 and the first gear member 31 to adjust the transmission ratio between the first gear member 31 and the first motor shaft 41, so that the engine 1 can meet the speed ratio required for the first motor 4 to generate electricity, thereby improving the power generation efficiency of the first generator.

[0052] In some embodiments of the present disclosure, as shown in Figure 1, the first gear member 31 is a double-toothed member, and the double-toothed member includes a first sub-tooth 311 and a second sub-tooth 312. The first sub-tooth 311 is engaged with the fourth gear 22, and the second sub-tooth 312 is suitable for being connected to the first motor shaft 41 in a transmission connection. That is, the second sub-tooth 312 is fixed to the first sub-tooth 311 and is connected to the first motor shaft 41 in a transmission connection. When the first sub-tooth 311 rotates, the first sub-tooth 311 drives the second sub-tooth 312 to rotate synchronously. By setting the ratio of the number of teeth of the second sub-tooth 312 to the first sub-tooth 311, the engine 1 can meet the speed ratio required for the first motor 4 to generate electricity.

[0053] As shown in Figure 1, a sixth gear 42 is fixed to the first motor shaft 41, and the sixth gear 42 is engaged with the second sub-tooth 312 for transmission. When the engine 1 drives the first motor 4 to generate electricity, the power output by the engine 1 can pass through the first shaft 2, the fourth gear 22, the first sub-tooth 311, the second sub-tooth 312, and the sixth gear 42 in sequence to drive the first motor shaft 41 to rotate.

[0054] As shown in Figure 1, the second shaft 3 is fixed with a seventh gear 35, and a differential 6 and an eighth gear 7 are further provided between the second shaft 3 and the wheel end 5. The differential 6 is transmission-connected between the wheel end 5 and the second shaft 3. The wheel end 5 of the vehicle includes a left wheel, a right wheel, and a left half-shaft transmission-connected between the differential 6 and the left wheel, and a right half-shaft transmission-connected between the differential 6 and the right wheel. The eighth gear 7 is transmission-connected between the seventh gear 35 and the differential 6. The second shaft 3 can drive the eighth gear 7 to rotate through the seventh gear 35, so that the eighth gear 7 drives the left half-shaft and the left wheel to rotate through the differential 6, and drives the right half-shaft and the right wheel to rotate. The differential 6 can drive the left half-shaft and the right half-shaft of the vehicle to rotate differentially.

[0055] In some embodiments of the present disclosure, as shown in Figure 1, the second motor shaft 81 of the second motor 8 is transmission-connected to the wheel end 5, that is, the second motor 8 can transmit power to the wheel end 5 to drive the vehicle to move. In addition, when the wheel end 5 decelerates or brakes, the wheel end 5 can drive the second motor shaft 81 to rotate, so that the second motor 8 generates electricity, thereby realizing feedback power generation of the vehicle.

[0056] It should be noted that the second motor shaft 81 can be directly connected to the wheel end 5 through transmission, and the second motor shaft 81 can also be indirectly connected to the wheel end 5 through the second shaft 3, the eighth gear 7 and one of the differential 6.

[0057] As shown in Figure 1 , the second shaft 3 is adapted to be drivingly connected to the second motor shaft 81 of the second motor 8, thereby achieving a driving connection between the second motor shaft 81 and the wheel end 5 via the second shaft 3. In other words, the second motor 8 can drive the second shaft 3 to rotate via the second motor shaft 81, thereby transmitting power to the wheel end 5 via the second shaft 3 to drive the vehicle. Furthermore, when the wheel end 5 is decelerating or braking, the wheel end 5 can drive the second motor shaft 81 to rotate via the second shaft 3, thereby causing the second motor 8 to generate electricity, thereby achieving regenerative power generation for the vehicle.

[0058] As shown in Figure 1, the third gear 32 is suitable for engaging with the ninth gear 82 of the second motor shaft 81, wherein the second motor shaft 81 of the second motor 8 is fixed with a ninth gear 82, and the ninth gear 82 is engaged with the third gear 32 to realize the transmission connection between the second motor shaft 81 and the second shaft 3, and the third gear 32 can transmit the power of the engine 1 and the second motor 8 to realize the reuse function of the third gear 32, which is beneficial to saving the cost of the transmission, reducing the space occupied by the transmission, and thus conducive to the miniaturization of the transmission.

[0059] In other embodiments of the present disclosure, as shown in FIG2 , the power system of the vehicle further includes: a transmission assembly 9, which is transmission-connected between the second motor shaft 81 and the wheel end 5. The transmission assembly 9 can be used to adjust the transmission ratio between the second motor 8 and the wheel end 5 so that the second motor 8 can operate in a high-efficiency range.

[0060] As shown in Figure 2, the second motor shaft 81 of the second motor 8 is connected to the eighth gear 7 through the transmission assembly 9. The second motor shaft 81 of the second motor 8 is fixed with a ninth gear 82. The transmission assembly 9 includes a third shaft 91. The third shaft 91 is fixed with a tenth gear 92 and an eleventh gear 93. The tenth gear 92 is engaged with the ninth gear 82, and the eleventh gear 93 is engaged with the eighth gear 7. This design can further reduce the axial dimension. At the same time, the power (volume) of the first motor 4 can be made larger, which is beneficial to improving the power performance of the first motor 4.

[0061] According to the power system of the second aspect embodiment of the present disclosure, as shown in Figure 1, the power system includes: a transmission, an engine 1 and a first motor 4, the transmission is the transmission of the above-mentioned embodiment, the engine 1 is transmission-connected to the first shaft 2, and the first motor shaft 41 of the first motor 4 is transmission-connected to the first gear member 31.

[0062] According to the power system of the embodiment of the present disclosure, the first gear member 31 of its transmission is transmission-connected to the first shaft 2, the first gear member 31 is transmission-connected to the first motor shaft 41 of the first motor 4, and the first gear member 31 is also selectively transmission-connected to the second shaft 3, so that the first gear member 31 can be used as a shift gear of the engine 1 and also as a power generation gear, which is beneficial to saving the cost of the power system, reducing the space occupied by the power system, and further beneficial to realizing the miniaturization of the power system and facilitating the arrangement of the power system in the vehicle.

[0063] In some embodiments of the present disclosure, as shown in FIG1 , the power system further includes: a second motor 8, and a second motor shaft 81 of the second motor 8 is transmission-connected to the second shaft 3, that is, the second motor 8 can transmit power to the wheel end 5 to drive the vehicle to move. In addition, when the wheel end 5 decelerates or brakes, the wheel end 5 can drive the second motor shaft 81 to rotate, so that the second motor 8 generates electricity, thereby realizing feedback power generation of the vehicle.

[0064] 3 to 8 , when the transmission of a vehicle according to an embodiment of the present disclosure is used in a vehicle power system, the power system has at least the following operating modes: local power generation mode, pure electric mode, parallel first gear mode, parallel second gear mode, series mode, and regenerative power generation mode, wherein:

[0065] As shown in Figure 3, in the in-situ power generation mode, the second coupling device 33 and the first coupling device 23 are both disengaged. The first motor 4 first acts as a starter motor to start the engine 1, then acts as a generator. The power output by the engine 1 passes through the shock absorber 11, the first shaft 2, the fourth gear 22, the first gear member 31, and the sixth gear 42, and then drives the first motor shaft 41 to rotate. This allows the engine 1 to drive the first motor 4 to generate electricity, thereby charging the vehicle's battery 40. The in-situ power generation mode is suitable for situations where the vehicle is parked and the battery 40 is low on power.

[0066] As shown in Figure 4 , in pure electric mode, the second coupling device 33 and the first coupling device 23 are both disengaged. Second motor 8 serves as the drive motor. Power is supplied to second motor 8, and the power output by second motor 8 is transmitted sequentially through second motor shaft 81, ninth gear 82, third gear 32, second shaft 3, seventh gear 35, and eighth gear 7, and then through differential 6 to wheel end 5, thereby enabling second motor 8 to drive wheel end 5. Pure electric mode is suitable for use when the vehicle's battery 40 is fully charged. In this case, engine 1 is shut down, and first motor 4 drives the wheels via a multi-stage reduction gear, resulting in a large transmission ratio and excellent vehicle dynamic performance.

[0067] As shown in Figure 5, in the parallel first gear mode, the second coupling device 33 is in a disengaged state and the first coupling device 23 is in a coupled state. On the one hand, the engine 1 is started, and the power output by the engine 1 is transmitted to the third gear 32 through the shock absorber 11, the first shaft 2, the first coupling device 23, and the second gear 21 in sequence. On the other hand, the power output by the second motor 8 is transmitted to the third gear 32 through the second motor shaft 81 and the ninth gear 82 in sequence. The power output by the engine 1 and the second motor 8 converges at the third gear 32, and then passes through the second shaft 3, the seventh gear 35, and the eighth gear 7 in sequence and is transmitted to the wheel end 5 through the differential 6, forming a dual-power parallel drive of the engine 1 and the second motor 8, and the power of the engine 1 is transmitted to the second shaft 3 through the first gear gear pair (the second gear 21 and the third gear 32). Among them, the second gear 21 to the third gear 32, the ninth gear 82 to the third gear 32, and the seventh gear 35 to the eighth gear 7 can all achieve deceleration and torque increase in power transmission.

[0068] The parallel first gear mode is suitable for conditions where the battery 40 is at a medium or high power level, the vehicle is going uphill or requires rapid acceleration. At this time, the vehicle can obtain the maximum torque demand, and the vehicle is in a working state of maximum driving force (acceleration). It can overcome slope assistance and air resistance and has good power performance. In addition, under conditions requiring the same driving force, the increase in the driving torque of the engine 1 can reduce the power demand of the second motor 8, thereby effectively reducing the workload of the second motor 8. At this time, the operating voltage and current of the second motor 8 are reduced, reducing the copper loss and power consumption of the second motor 8 under extreme conditions, and reducing the power loss of the second motor 8.

[0069] As shown in Figure 6, in the parallel second gear mode, the second coupling device 33 is in the engaged state and the first coupling device 23 is in the disengaged state. On the one hand, the engine 1 is started, and the power output by the engine 1 is transmitted to the second shaft 3 through the shock absorber device 11, the first shaft 2, the fourth gear 22, the first gear member 31, and the second coupling device 33 in sequence. On the other hand, the power output by the second motor 8 is transmitted to the second shaft 3 through the second motor shaft 81, the ninth gear 82, and the third gear 32 in sequence. The power output by the engine 1 and the second motor 8 converge on the second shaft 3 and are then transmitted to the wheel end 5 in sequence through the seventh gear 35, the eighth gear 7, and the differential 6, forming a dual-power parallel drive of the engine 1 and the second motor 8. The power of the engine 1 is transmitted to the second shaft 3 through the second gear pair (the fourth gear 22 and the first gear member 31), realizing economical parallel drive of the engine 1 and the second motor 8. Among them, the fourth gear 22 to the first gear member 31 can realize speed increase and torque reduction of power transmission.

[0070] The parallel second gear mode is suitable for situations where the battery 40 has a medium to high charge level and the vehicle is cruising at high speed. In this situation, the driving force demanded by the wheel ends 5 is low, but the speed demand is high. The second gear torque of the engine 1 is superimposed on the torque of the second motor 8 on the second shaft 3, and then, after further deceleration and torque increase through the eighth gear 7, reaches the differential 6. The differential 6 then drives the wheel ends 5 drive shaft to produce work. In this situation, due to the increased speed of the second gear gear pair, while the driving force is not as high as in first gear, the engine 1 speed requirement is lower than in first gear. This allows the engine 1 to operate within its high-efficiency speed range, resulting in better fuel economy. Furthermore, when the vehicle is cruising at high speed, the engine 1 in second gear contributes to the wheel ends 5 driving force, effectively reducing its reliance on the speed of the second motor 8, minimizing heat loss in the motor, and conserving energy.

[0071] As shown in Figure 7, in the series mode, the second coupling device 33 and the first coupling device 23 are both in a disengaged state. The first motor 4 first acts as a starter motor to start the engine 1, and then the first motor 4 acts as a generator. The power output by the engine 1 passes through the shock absorber 11, the first shaft 2, the fourth gear 22, the first gear member 31, and the sixth gear 42 in sequence to drive the first motor shaft 41 to rotate, so that the engine 1 drives the first motor 4 to generate electricity. At the same time, the second motor 8 is energized, and the power output by the second motor 8 passes through the second motor shaft 81, the ninth gear 82, the third gear 32, the sixth gear 42 in sequence. The second shaft 3, the seventh gear 35, and the eighth gear 7 are then transmitted to the wheel end 5 through the differential 6 to enable the second motor 8 to drive the wheel end 5, wherein the electric energy generated by the first motor 4 can power at least one of the second motor 8 and the battery 40, that is, the electric energy generated by the first motor 4 can power the battery 40 to supplement the electric energy of the battery 40, and the electric energy generated by the first motor 4 can power the second motor 8 to ensure that the second motor 8 can meet the required power of the vehicle, and the electric energy generated by the first motor 4 can also power the battery 40 and the second motor 8 at the same time to avoid waste of the output power of the engine 1.

[0072] The series mode is suitable for when the battery 40 is in a medium or low power state. The engine 1 can operate in a speed range in the high-efficiency area to drive the first motor 4 to generate electricity. The electric energy generated by the first motor 4 supplies power to the second motor 8, or the electric energy generated by the first motor 4 supplies power to the battery 40, or the electric energy generated by the first motor 4 supplies power to the second motor 8 and the battery 40. After receiving power, the second motor 8 outputs driving force according to the motor external characteristic curve.

[0073] As shown in Figure 8, in the feedback power generation mode, the second coupling device 33 and the first coupling device 23 are both in a disengaged state, the vehicle is in a deceleration or braking condition, and the driving force of the wheel end 5 is transmitted to the second motor shaft 81 through the differential 6, the eighth gear 7, the seventh gear 35, the second shaft 3, the third gear 32, the ninth gear 82, so that the second motor shaft 81 generates electricity, and the second motor 8 can supply power to the battery 40.

[0074] According to the power system of the vehicle in the embodiment of the present disclosure, the second coupling device 33 is arranged on the second shaft 3, and the first coupling device 23 is arranged on the first shaft 2. The second coupling device 33 and the first coupling device 23 adopt a non-coaxial design, and the second coupling device 33 and the first coupling device 23 can be arranged in a back-to-back cross-staggered manner. The second coupling device 33 and the first coupling device 23 are arranged overlapping in the axial space, and the axial space occupied by the two clutches as a whole is basically the same as the axial space occupied by one clutch. This design can realize two gears of the engine 1, and the axial size of the power system does not increase due to the increase in the number of gears, which is conducive to the layout of the power system in the engine 1 compartment. Moreover, compared with the solution of one clutch + one synchronizer, the two-clutch solution of the embodiment of the present disclosure can eliminate the synchronizer shift actuator and the shift motor. Under the premise of being able to realize the two-gear mode of the engine 1, the two-clutch solution only needs to add a hydraulic oil circuit, which is simpler in structure and lower in cost.

[0075] At the same time, the first gear member 31 has a multiplex function. The first gear member 31 can be used as a shift gear of the engine 1 and can also be used as a generator gear, thus realizing multiple functions of the same component.

[0076] In addition, the power system of the vehicle of the embodiment of the present disclosure is a four-axis design, as shown in the embodiment of FIG1 , which adopts a coaxial configuration of the engine 1 and the first motor 4, and the first motor shaft 41 is loosely mounted on the first shaft 2. Compared with the five-axis power system design of the prior art, the space in the XZ direction is more compact.

[0077] In addition, the vehicle control method can be used to switch the working mode in different scenarios, so that the engine 1 and the second motor 8 always operate in the high-efficiency range, taking into account both power and economy. Moreover, when the engine 1 is connected in parallel with the first motor 4, the switching of the two gears can reduce the vehicle speed at which the engine 1 intervenes, making the vehicle's low-speed power better. It can also reduce the load of the first motor 4 at medium and high speeds, expand the efficient driving area of ​​the engine 1, and improve the operating efficiency of the hybrid power system under medium and high-speed conditions. Compared with a single-gear hybrid architecture, it is more efficient and fuel-efficient.

[0078] A vehicle according to an embodiment of the third aspect of the present disclosure includes the power system of the vehicle described above.

[0079] According to the vehicle of the embodiment of the present disclosure, the first gear member 31 of its transmission is transmission-connected to the first shaft 2, the first gear member 31 is transmission-connected to the first motor shaft 41 of the first motor 4, and the first gear member 31 is also selectively transmission-connected to the second shaft 3, so that the first gear member 31 can be used as a shift gear of the engine 1 and also as a power generation gear, which is beneficial to saving the cost of the power system, reducing the space occupied by the power system, and further beneficial to realizing the miniaturization of the power system and facilitating the arrangement of the power system in the vehicle.

[0080] In some embodiments of the present disclosure, as shown in FIG9 , the power system includes a hydraulic module 70 for controlling the states of the second coupling device 33 and the first coupling device 23 , and the vehicle further includes a VCU20 (Vehicle Control Unit), an electronic control module 30, a battery 40, an accelerator pedal 50, and a brake pedal 60 , wherein the VCU20 is respectively communicatively connected to the hydraulic module 70, the accelerator pedal 50, the brake pedal 60, and the electronic control module 30, and the electronic control module 30 is respectively electrically connected to the battery 40, the first motor 4, and the second motor 8. In addition, the VCU20 can also be communicatively connected to the vehicle speed sensor, wherein the VCU20 can determine the driver's driving intention based on the vehicle speed, the opening signal of the accelerator pedal 50, the opening signal of the brake pedal 60, and the electronic control module 30, and calculate the power demand of the transmission system (the transmission system is mainly composed of the components in the dotted rectangular box in FIG9 ). The electronic control module 30 calculates the power demand of the transmission system based on the current state of charge (SOC) of the battery 40. The VCU 20 performs a comprehensive judgment based on the charge, determines the target operating mode, and controls the vehicle's power system to operate in the target operating mode. The VCU 20 can connect the hydraulic oil circuit of the second coupling device 33 through the hydraulic module 70 to achieve the engagement of the second coupling device 33. The VCU 20 can also connect the hydraulic oil circuit of the first coupling device 23 through the hydraulic module 70 to achieve the engagement of the first coupling device 23.

[0081] When the vehicle is in the parked start state, the VCU 20 makes a judgment based on the state of charge of the battery 40 and the set power conservation value. When the state of charge of the battery 40 reaches the minimum value (for example, 25%), the engine 1 starts and drives the first motor 4 to generate electricity. The AC power is converted back to DC power by the electronic control module 30 and stored in the battery 40. At this time, the second coupling device 33 and the first coupling device 23 are not connected, and the second motor 8 is in a stopped state, so that the vehicle's power system operates in the in-situ power generation mode.

[0082] When the state of charge of the battery 40 is high, higher than a certain set value (for example, 75%), the VCU 20 detects that the throttle opening is medium-low, and the power required by the power system is less than or equal to the rated output power of the first motor 4. When the vehicle starts or drives on urban streets, the electronic control module 30 converts the DC power provided by the battery 40 into AC power, boosts the voltage and transmits it to the second motor 8 to drive and perform work. The second motor 8 outputs torque according to the motor's external characteristic curve to drive the vehicle to overcome the power-assisted driving, so that the vehicle's power system operates in pure electric mode. At this time, the first motor 4 acts as a power source to convert the electrical energy of the battery 40 into mechanical energy for output and work. Under medium and low speed conditions of the vehicle, the first motor 4 has better economy and power performance than the engine 1, which saves fuel and can meet the high torque acceleration requirements in the starting stage.

[0083] When the state of charge of battery 40 exceeds a minimum value (e.g., 25%) and a set reserve value (e.g., 50%), the vehicle's power requirements are insufficient when traveling uphill or requiring rapid acceleration. This means the power demanded by the powertrain exceeds the rated output power of first motor 4. VCU 20, through the electronic control system, controls first motor 4 to reverse power, starting engine 1. VCU 20 controls the valves of hydraulic module 70 in the transmission system to open, connecting the oil circuit of first coupling device 23 and engaging first coupling device 23. The speed difference between the shaft of engine 1 and the second shaft 3 is adjusted (e.g., ≤50 rpm). At this point, engine 1 operates in first gear (low gear) in parallel with first motor 4 to drive the vehicle, meeting the power requirements under heavy load conditions and enabling the vehicle's powertrain to operate in parallel first gear mode. When the vehicle returns to a light load or slow acceleration condition, the power demanded by the powertrain is less than the rated output power of second motor 8. Engine 1 may then stop, and the vehicle returns to the aforementioned pure electric mode.

[0084] When the state of charge of the battery 40 is higher than a minimum value (e.g., 25%) and a set power reserve value (e.g., 50%), and the vehicle is traveling on a highway with low resistance, requiring less driving force and a higher speed, and if the vehicle's power requirements are met, i.e., the power required by the power system is less than the output power of the second motor 8, the VCU 20 controls the electronic control module 30 to adjust the speeds of the first shaft 2 and the second shaft 3, and controls the gear oil circuit in the hydraulic module 70 to close the oil circuit of the first coupling device 23 and connect the oil circuit of the second coupling device 33, thereby engaging the second coupling device 33. At this time, the engine 1 is in second gear (high gear) and is connected in parallel with the second motor 8 to jointly drive the vehicle, so that the vehicle's power system operates in parallel second gear mode. At this time, the engine 1 operates in a high-efficiency range, meeting the fuel economy requirements of the entire vehicle.

[0085] When the vehicle is driven by the second motor 8, the state of charge of the battery 40 reaches the minimum set value (for example, 25%), and the power required by the power system is less than or equal to the rated output power of the second motor 8, the engine 1 starts working again to drive the first motor 4 to generate electricity, so that the vehicle's power system operates in series mode.

[0086] In some embodiments of the present disclosure, the speed ratio range of the engine 1 in the direct drive first gear (low gear) is 4.3 to 5.5, and the speed ratio range of the direct drive second gear (high gear) is 2.3 to 3.5. When the vehicle speed reaches the second preset speed threshold (for example, 45 km / h), the vehicle can switch from the series mode to the direct drive first gear (low gear) mode. At this time, the second motor 8 stops working, and the engine 1 works in the high-efficiency working range and directly drives the vehicle to run. That is to say, the power output by the engine 1 passes through the shock absorber 11, the first shaft 2, the first coupling device 23, the second gear 21, the third gear 32, the second shaft 3, the seventh gear 35, and the eighth gear 7 in sequence and is transmitted to the wheel end 5 through the differential 6 to avoid energy conversion in the series mode and improve the fuel economy of the vehicle. When the vehicle continues to accelerate to the first preset speed threshold (for example, 85 km / h), the VCU 20 switches the first coupling device 23 to the second coupling device 33 by controlling the hydraulic module 70. During the switching process, the speed and torque of the engine 1, the first motor 4, and the second motor 8 can be controlled to ensure smooth torque changes and no power interruption during clutch switching, and the engagement is smooth. At this time, the engine 1 switches from the direct drive first gear (low gear) mode to the direct drive second gear (high gear) mode. The power output by the engine passes through the shock absorber 11, the first shaft 2, the fourth gear 22, the first gear member 31, the second coupling device 33, the second shaft 3, the seventh gear 35, the eighth gear 7, and then is transmitted to the wheel end 5 through the differential 6. At this time, although the vehicle speed increases, the engine 1 still operates in the high-efficiency and economical speed range. Compared with a single-gear hybrid system, the vehicle's fuel economy can be greatly improved.

[0087] When the vehicle is in direct drive second gear mode, if acceleration is required for overtaking and the power system requires power greater than the output power of engine 1, the direct drive second gear mode of engine 1 is switched to first gear mode, and the second motor 8 can participate in the drive of the wheel end 5, so that the vehicle's power system is switched to parallel first gear mode, thereby improving the power of the entire vehicle.

[0088] It should be noted that VCU20 can intelligently select the vehicle's power system to switch between various modes. The engine 1 can always remain in the highest efficiency area. At medium and low speeds, it intelligently selects the pure electric mode (EV) or series mode according to the SOC setting value. When operating at medium and high speeds, sudden acceleration, or going uphill with a large throttle, select the parallel first gear. Under high-speed cruising conditions, the wheel end 5 requires high speed and small torque, so the parallel second gear is selected. In each working mode, the high efficiency of the power system is always maintained, the high efficiency area of ​​the engine 1 is widened, and the low efficiency area load of the second motor 8 is reduced. At the same time, when power is needed, the first gear of the engine 1 assists in providing good power response. In short, direct drive efficiency is highest under high-speed cruising conditions, and high power responsiveness can be provided under high-load parallel conditions.

[0089] According to the vehicle of the embodiment of the present disclosure, the two clutches can be switched well according to the working power demand, vehicle speed, etc., and the high and low gears with suitable speed ratios can be matched to make the engine 1 work in the high-efficiency area as much as possible, thereby improving the power and economy of the vehicle. In addition, when shifting up and down, by controlling the speed and torque of the engine 1, the adjustment is made to meet the requirements of minimizing the clutch engagement time, minimizing the gear shift shock, minimizing the clutch slipping work, ensuring smooth changes in the output torque, and no power interruption during the gear shifting process, and the NVH performance of the whole vehicle is good.

[0090] A vehicle control method according to a fourth embodiment of the present disclosure is applied to a power system of the vehicle in the above embodiment, as shown in FIG10 , and includes:

[0091] Step S1, obtaining vehicle status parameters, including battery state of charge value and required power.

[0092] Among them, the battery state of charge is the SOC value of the vehicle's battery, that is, the remaining power of the battery. The required power is the power applied by the power system to the wheel end. The required power can reflect the driver's driving intention. When the driver steps on the accelerator pedal, the required power is positive, and the power system can drive the wheel end. The depth of the accelerator pedal is positively correlated with the required power. When the driver steps on the brake pedal, the required power is negative, and the power system can brake the wheel end. The depth of the brake pedal is negatively correlated with the required power.

[0093] Step S2: determining a target operating mode according to the state parameters, and controlling the power system of the vehicle to operate in the target operating mode.

[0094] According to the vehicle control method of the embodiment of the present disclosure, the target operating mode can be determined based on the vehicle's battery state of charge value, required power and other state parameters, and the vehicle's power system can be controlled to operate in the target operating mode to meet the driver's driving intention and realize intelligent control of the vehicle.

[0095] In some embodiments of the present disclosure, the state parameters also include vehicle speed, and the target operating mode is determined based on the state parameters, including: if the battery state of charge value is less than or equal to a first preset threshold, the required power is equal to zero, and the vehicle speed is equal to zero, then the target operating mode is determined to be the on-site power generation mode.

[0096] Among them, the first preset threshold can be 25%. When the battery state of charge value is less than or equal to the first preset threshold, the battery power of the vehicle is low. When the required power is equal to zero and the vehicle speed is equal to zero, the vehicle is in a stop-start state. In this case, the target working mode is determined to be the on-site power generation mode, which is conducive to timely replenishing the battery power.

[0097] In some embodiments of the present disclosure, when the target operating mode is the on-site power generation mode, the power system of the vehicle is controlled to operate in the target operating mode, including: controlling the engine to drive the first motor to generate electricity to charge the vehicle's battery. That is, the power output by the engine can be transmitted to the first motor shaft through the first shaft and the first gear component in sequence to drive the first motor shaft to rotate so that the first motor generates electricity, thereby charging the vehicle's battery. At this time, since the engine only drives the first motor shaft to rotate, the engine can operate in a high-efficiency working range, and the engine's efficiency, fuel consumption and other indicators all reach an ideal state, thereby improving the vehicle's fuel economy and reducing the vehicle's comprehensive energy consumption.

[0098] In some embodiments of the present disclosure, the power system of the vehicle also includes a second motor, and the second motor shaft of the second motor is connected to the wheel end transmission. The target operating mode is determined according to the state parameters, including: if the battery state of charge value is greater than a second preset threshold, the required power is greater than zero and less than or equal to the rated output power of the second motor, and the vehicle speed is less than or equal to a first preset speed threshold, then the target operating mode is determined to be a pure electric mode, wherein the second preset threshold is greater than the first preset threshold, the second preset threshold can be 75%, and the first preset speed threshold can be 85 km / h.

[0099] It can be understood that when the battery state of charge value is greater than the second preset threshold value, the vehicle's battery power is sufficient, when the required power is greater than zero and less than or equal to the rated output power of the second motor, the second motor can meet the vehicle's required power, and when the vehicle speed is less than or equal to the first preset speed threshold value, the vehicle speed has not reached the high-speed area of ​​the second motor, and the heat loss of the second motor is small. In this case, the target operating mode is determined to be pure electric mode, which is conducive to utilizing the efficient working range of the second motor to drive the vehicle, and the vehicle has good power performance.

[0100] In some embodiments of the present disclosure, when the target operating mode is the pure electric mode, the power system of the vehicle is controlled to operate in the target operating mode, including: controlling the second motor to drive the wheel end according to the required power, so that when the vehicle battery has sufficient power, the second motor consumes the power of the vehicle battery to drive the wheel end. At this time, the engine is in a shutdown state to reduce the vehicle's consumption of fossil energy.

[0101] In some embodiments of the present disclosure, the target operating mode is determined based on the status parameters, including: if the battery state of charge value is greater than a third preset threshold, the required power is greater than the rated output power of the second motor, and the vehicle speed is greater than the second preset speed threshold and less than or equal to the first speed threshold, then the target operating mode is determined to be the parallel first gear mode, wherein the third preset threshold is greater than the first preset threshold and less than or equal to the second preset threshold, the third preset threshold can be a power conservation value set by the user, the third preset threshold can be 50%, the second preset speed threshold is less than the first speed threshold, and the second preset speed threshold can be 45 km / h.

[0102] It can be understood that when the battery state of charge value is greater than the third preset threshold value, the battery power is in a medium-high state. When the required power is greater than the rated output power of the second motor, the second motor cannot meet the required power of the vehicle. The output power of the power system can be increased by starting the engine. When the vehicle speed is greater than the second preset speed threshold value and less than or equal to the first speed threshold value, the engine can operate in the first gear mode in the high-efficiency working range. In this case, the target working mode is determined to be the parallel first gear mode, so as to utilize the engine and the second motor to drive the wheel end in parallel to meet the required power, and enable the engine to operate in the high-efficiency working range to reduce the overall energy consumption of the vehicle.

[0103] In some embodiments of the present disclosure, the power system of the vehicle also includes a second coupling device and a first coupling device, the first shaft sleeve is provided with a second gear, the second gear is selectively connected to the first shaft, the second shaft is fixed with a third gear meshing with the second gear, the first shaft is fixed with a fourth gear meshing with the first gear member, the second gear and the third gear are configured as a first gear gear pair, the first gear member and the fourth gear are configured as a second gear gear pair, the speed ratio of the first gear gear pair is greater than the speed ratio of the second gear gear pair, the second coupling device is connected between the first gear member and the second shaft to selectively engage the first gear member and the second shaft, the first coupling device is connected between the second gear and the first shaft to selectively engage the second gear and the first shaft, the engine can drive the wheel end through two different gears so that the engine operates in a high-efficiency area to meet the fuel economy requirements of the entire vehicle.

[0104] Among them, when the target working mode is the parallel first gear mode, the vehicle's power system is controlled to work in the target working mode, including: controlling the oil circuit of the first coupling device to be connected to engage the second gear and the first shaft, and controlling the engine to drive the wheel end through the first gear gear pair and controlling the second motor to drive the wheel end according to the required power, that is, the second coupling device is in a disengaged state and the first coupling device is in a coupled state. On the one hand, the engine is started, and the power output by the engine is transmitted to the third gear through the shock absorber, the first shaft, the first coupling device, and the second gear in sequence. On the other hand, the power output by the second motor is transmitted to the third gear through the second motor shaft and the ninth gear in sequence. The power output by the engine and the second motor converges at the third gear, and then passes through the second shaft, the seventh gear, the eighth gear and then the differential to the wheel end, forming a dual-power parallel drive of the engine and the second motor. At this time, the vehicle is in the working state of maximum driving force (acceleration), which can overcome the slope assist and air resistance and has good power performance. In addition, under working conditions requiring the same driving force, the increase in the engine's driving torque can reduce the power demand of the second motor, thereby effectively reducing the workload of the second motor. At this time, the operating voltage and current of the second motor are reduced, reducing the copper loss and power consumption of the second motor under extreme working conditions, and reducing the power loss of the second motor.

[0105] In some embodiments of the present disclosure, the target operating mode is determined based on state parameters, including: if the battery state of charge value is greater than a third preset threshold, the required power is less than or equal to the rated output power of the second motor, and the vehicle speed is greater than a first preset speed threshold, then the target operating mode is determined to be the parallel second gear mode.

[0106] It can be understood that when the battery state of charge value is greater than the third preset threshold value, the battery power is in a medium-high state. When the required power is less than or equal to the rated output power of the second motor, the second motor can meet the vehicle's required power. When the vehicle speed is greater than the first preset speed threshold value, the vehicle speed reaches the high-speed area of ​​the second motor. At this time, although the second motor can meet the vehicle's required power, the second motor is prone to heat loss when driven in the high-speed area. In this case, the target operating mode is determined to be the parallel second gear mode, so as to utilize the engine and the second motor to drive the wheel end in parallel to meet the required power, and effectively reduce the dependence on the speed of the second motor, reduce the power consumption of the second motor, and at the same time, enable the engine to operate in the high-efficiency working range to reduce the overall energy consumption of the vehicle.

[0107] In some embodiments of the present disclosure, when the target operating mode is the parallel second gear mode, controlling the vehicle's power system to operate in the target operating mode includes: controlling the oil circuit of the second coupling device to be connected to engage the first gear member and the second shaft, and controlling the engine to drive the wheel end through the second gear pair and the second motor to drive the wheel end according to the required power. That is, the second coupling device is in an engaged state and the first coupling device is in a disengaged state. On the one hand, the engine is started, and the power output by the engine is transmitted to the second shaft in sequence through the damping device, the first shaft, the fourth gear, the first gear member, and the second coupling device. On the other hand, the power output by the second motor is transmitted to the second shaft in sequence through the second motor shaft, the ninth gear, and the third gear. The power outputs of the engine and the second motor are combined on the second shaft and then transmitted to the wheel end in sequence through the seventh gear, the eighth gear, and the differential, thereby forming a dual-power parallel drive of the engine and the second motor. The engine power is transmitted to the second shaft through the second gear pair (the fourth gear and the first gear member), thereby achieving economical parallel drive of the engine and the second motor. The engine's participation in the wheel end drive in the second gear state can effectively reduce the dependence on the speed of the second motor, reduce heat loss in the motor, and save electricity.

[0108] In some embodiments of the present disclosure, the target operating mode is determined based on state parameters, including: if the battery state of charge value is less than or equal to a first preset threshold, the required power is less than or equal to the rated output power of the second motor, and the vehicle speed is less than or equal to a second preset vehicle speed threshold, then the target operating mode is determined to be a series mode.

[0109] It can be understood that when the battery state of charge value is less than or equal to the first preset threshold value, the battery power of the vehicle is low. When the required power is less than or equal to the rated output power of the second motor, the second motor can meet the required power of the vehicle. When the vehicle speed is less than the second preset speed threshold value, the vehicle speed is slow and is in the starting stage. At this time, if the engine directly drives the wheel end, it is difficult for the engine to operate in the high-efficiency working range. In this case, the target working mode is determined to be the series mode, so that the engine generates electricity to supply the second motor, thereby reducing the overall energy consumption of the vehicle.

[0110] In some embodiments of the present disclosure, when the target operating mode is the series mode, controlling the vehicle's power system to operate in the target operating mode includes: controlling the engine to drive the first motor to generate electricity to charge the vehicle's battery, or to supply power to the second motor, or to charge the vehicle's battery and supply power to the second motor, and controlling the second motor to drive the wheel end according to the required power. That is, the second coupling device and the first coupling device are both in a separated state, the first motor first acts as a starting motor to drive the engine to start, and then the first motor acts as a generator. The power output by the engine passes through the shock absorber, the first shaft, the fourth gear, the first gear member and the sixth gear in sequence to drive the first motor shaft to rotate. So that the engine drives the first motor to generate electricity. At the same time, the second motor is energized. The power output by the second motor passes through the second motor shaft, the ninth gear, the third gear, the second shaft, the seventh gear, the eighth gear in sequence, and then is transmitted to the wheel end through the differential, so that the second motor drives the wheel end. The electric energy generated by the first motor can supply power to at least one of the second motor and the battery. That is to say, the electric energy generated by the first motor can supply power to the battery to supplement the battery's electric energy. The electric energy generated by the first motor can supply power to the second motor to ensure that the second motor can meet the vehicle's required power. The electric energy generated by the first motor can also supply power to the battery and the second motor at the same time to avoid waste of engine output power.

[0111] In some embodiments of the present disclosure, determining the target operating mode according to the state parameters includes: if the battery state of charge value is less than a fourth preset threshold and the required power is less than zero, determining the target operating mode to be the feedback power generation mode.

[0112] Among them, the fourth preset threshold can be 100%. When the battery state of charge value is less than the fourth preset threshold, the battery is not fully charged. When the required power is less than zero, the vehicle is in a deceleration or braking state. At this time, in this case, the target operating mode is determined to be a feedback power generation mode, so as to utilize the deceleration or braking force of the wheel end to generate electricity and realize kinetic energy recovery.

[0113] In some embodiments of the present disclosure, the power system of the vehicle also includes a second motor, and the second motor shaft of the second motor is connected to the wheel end transmission. When the target working mode is feedback power generation, the power system of the vehicle is controlled to operate in the target working mode, including: controlling the wheel end to drive the second motor to generate electricity according to the required power to charge the vehicle battery, that is, the second coupling device and the first coupling device are both in a separated state, the vehicle is in a deceleration or braking condition, and the driving force of the wheel end is transmitted to the second motor shaft through the differential, the eighth gear, the seventh gear second shaft, the third gear, the ninth gear, so that the second motor shaft generates electricity, and the second motor can supply power to the battery.

[0114] In the description of this specification, the reference terms "one embodiment", "some embodiments", "example", "specific example" or "some examples" mean that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present disclosure. In this specification, the schematic expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art can combine and combine different embodiments or examples described in this specification.

[0115] Although the embodiments of the present disclosure have been shown and described above, it is understood that the above embodiments are illustrative and are not to be construed as limitations on the present disclosure. A person skilled in the art may change, modify, replace and vary the above embodiments within the scope of the present disclosure.

Claims

1. A transmission, wherein: include: A first shaft (2), the first shaft (2) being adapted to be drivingly connected to the engine (1); a second shaft (3), the second shaft (3) being adapted for driving connection with the wheel end (5); and A first gear component (31), the first gear component (31) is sleeved on the second shaft (3), the first gear component (31) is transmission-connected to the first shaft (2), the first gear component (31) is selectively transmission-connected to the second shaft (3), and the first gear component (31) is suitable for transmission-connecting to a first motor shaft (41) of a first motor (4).

2. The transmission according to claim 1, wherein: Also includes: A second gear (21), the second gear (21) being sleeved on the first shaft (2); a first coupling device (23), wherein a first end of the first coupling device (23) is connected to the second gear (21), a second end of the first coupling device (23) is connected to the first shaft (2), and the first end of the first coupling device (23) is selectively transmission-connected to the second end of the first coupling device (23); A third gear (32), the third gear (32) being arranged on the second shaft (3), the second gear (21) being meshed with the third gear (32); a fourth gear (22), the fourth gear (22) being disposed on the first shaft (2), the fourth gear (22) being meshed with the first gear member (31); A second coupling device (33), wherein a first end of the second coupling device (33) is connected to the first gear member (31), a second end of the second coupling device (33) is connected to the second shaft (3), and the first end of the second coupling device (33) is selectively transmission-connected to the second end of the second coupling device (33).

3. The transmission according to claim 2, wherein: The second gear (21) and the third gear (32) are configured as a first gear pair, the first gear member (31) and the fourth gear (22) are configured as a second gear pair, and the speed ratio of the first gear pair is greater than the speed ratio of the second gear pair.

4. The transmission according to claim 2 or 3, wherein: Along the radial direction of the first coupling device (23), the orthographic projection of the first coupling device (23) and the orthographic projection of the second coupling device (33) have an overlapping area.

5. The transmission according to any one of claims 2 to 4, wherein: The second coupling device (33) is located between the first gear member (31) and the third gear (32), and the first coupling device (23) is located between the second gear (21) and the fourth gear (22).

6. The transmission according to any one of claims 2 to 5, wherein: The second shaft (3) is suitable for transmission connection with a second motor shaft (81) of a second motor (8).

7. The transmission according to claim 6, wherein: The third gear (32) is adapted to mesh with a ninth gear (82) of the second motor shaft (81).

8. The transmission according to any one of claims 2 to 7, wherein: The first gear member (31) is a double-toothed member, comprising a first sub-tooth (311) and a second sub-tooth (312), wherein the first sub-tooth (311) is meshed with the fourth gear (22), and the second sub-tooth (312) is suitable for being transmission-connected with the first motor shaft (41).

9. The transmission according to any one of claims 1 to 8, wherein: The outer side of the first shaft (2) is suitable for sleeve-mounting the first motor shaft (41).

10. A power system, wherein: include: A transmission, wherein the transmission is a transmission according to any one of claims 1 to 9; An engine (1), the engine (1) being drivingly connected to the first shaft (2); A first motor (4); a first motor shaft (41) of the first motor (4) is drivingly connected to the first gear member (31).

11. The power system according to claim 10, wherein: It also comprises: a second motor (8), wherein a second motor shaft (81) of the second motor (8) is drivingly connected to the second shaft (3).

12. A vehicle, wherein: Comprising a power system according to claim 10 or 11.

13. A method for controlling a vehicle, wherein: Applied to the power system according to claim 10 or 11, the method comprises: Acquiring state parameters of the vehicle, the state parameters including a battery state of charge value and a required power; A target operating mode is determined according to the state parameter, and the power system is controlled to operate in the target operating mode.

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