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, powertrain, vehicle and vehicle control methods

[0001] Cross-reference to related applications

[0002] This disclosure claims priority to patent application No. 202311635457.5, filed on November 30, 2023, entitled "Transmission, Powertrain, Vehicle and Method for Controlling a Vehicle", the entire contents of which are incorporated herein by reference. Technical Field

[0003] This disclosure relates to the field of vehicle technology, and more particularly to a vehicle power system, a vehicle, and a method for controlling a vehicle. Background Technology

[0004] In related technologies, vehicle transmissions occupy a large amount of space. Due to the limited space in the engine compartment, if the transmission occupies too much space, other components in the vehicle will not be able to fit. Therefore, how to miniaturize the transmission is an urgent problem to be solved.

[0005] Summary of the Invention

[0006] This disclosure aims to at least partially address one of the aforementioned technical problems in the prior art. To this end, this disclosure proposes a transmission that enables miniaturization of the transmission.

[0007] This disclosure also proposes a powertrain system having the aforementioned transmission.

[0008] This disclosure also proposes a vehicle having the aforementioned power system.

[0009] This disclosure also proposes a method for controlling a vehicle.

[0010] A transmission according to a first aspect of the present disclosure includes: a first shaft adapted to be drivenly connected to an engine; a second shaft adapted to be drivenly connected to a wheel end; and a first gear member sleeved on the second shaft, the first gear member being drivenly connected to the first shaft, the first gear member being selectively drivenly connected to the second shaft, and the first gear member being adapted to be drivenly connected to a first motor shaft of a first motor.

[0011] According to the transmission of the present disclosure, the first gear component is driven connected to the first shaft, the first gear component is adapted to be driven connected to the first motor shaft of the first motor, and the first gear component is also selectively driven connected to the second shaft, so that the first gear component can be used as a gear for the engine and as a generator gear, thereby helping to save the cost of the transmission, reduce the space occupied by the transmission, and further help to achieve the miniaturization of the transmission, making it easier to arrange the transmission in the vehicle.

[0012] A power system according to a second aspect of this disclosure includes: a transmission, the transmission being the transmission described above; an engine, the engine being drive-connected to the first shaft; and a first motor, the first motor shaft of the first motor being drive-connected to the first gear component.

[0013] According to the power system of the present disclosure, the first gear component of the transmission is driven to the first shaft, the first gear component is driven to the first motor shaft of the first motor, and the first gear component is also selectively driven to the second shaft, so that the first gear component can be used as a gearing gear of the engine or as a generator 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 making it easier to arrange the power system in the vehicle.

[0014] The vehicle according to the third aspect of this disclosure includes the power system of the vehicle described above.

[0015] According to an embodiment of the present disclosure, in a vehicle, the first gear component of the transmission is driven to a first shaft, the first gear component is driven to a first motor shaft of a first motor, and the first gear component is also selectively driven to a second shaft, so that the first gear component can be used as both a gear for the engine and a gear for generating electricity, thereby helping to save the cost of the power system, reduce the space occupied by the power system, and further facilitate the miniaturization of the power system, making it easier to arrange the power system within the vehicle.

[0016] A vehicle control method according to a fourth aspect of this disclosure, applied to the aforementioned power system, the method comprising: acquiring state parameters of the vehicle, the state parameters including battery state of charge and power demand; determining a target operating mode based on the state parameters; and controlling the power system to operate in the target operating mode.

[0017] According to the vehicle control method of this disclosure, a target operating mode can be determined based on state parameters such as the vehicle's battery state of charge and required power, and the vehicle's power system can be controlled to operate in the target operating mode to meet the driver's driving intentions and realize intelligent vehicle control.

[0018] Additional aspects and advantages of this disclosure will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this disclosure. Attached Figure Description

[0019] Figure 1 is a schematic diagram of a transmission and a power system having the same according to an embodiment of the present disclosure;

[0020] Figure 2 is a schematic diagram of a transmission and a power system having the same according to another embodiment of the present disclosure;

[0021] Figure 3 is a schematic diagram of power transmission in the on-site power generation mode of the power system according to an embodiment of the present disclosure;

[0022] Figure 4 is a schematic diagram of power transmission of the power system according to an embodiment of the present disclosure in pure electric mode;

[0023] Figure 5 is a schematic diagram of power transmission of the power system according to an embodiment of the present disclosure in parallel first gear mode;

[0024] Figure 6 is a schematic diagram of power transmission of the power system according to an embodiment of the present disclosure in parallel second gear mode;

[0025] Figure 7 is a schematic diagram of power transmission in series mode of a power system according to an embodiment of the present disclosure;

[0026] Figure 8 is a schematic diagram of power transmission in the power system according to an embodiment of the present disclosure in the regenerative power generation mode;

[0027] Figure 9 is a block diagram of a vehicle according to an embodiment of the present disclosure;

[0028] Figure 10 is a flowchart of a vehicle control method according to an embodiment of the present disclosure.

[0029] Reference numerals: Engine 1; Shock absorber 11; First shaft 2; Second gear 21; Fourth gear 22; First coupling device 23; Second shaft 3; First gear component 31; First sub-gear 311; Second sub-gear 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 Implementation

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

[0031] In the description of this disclosure, it should be understood that the terms "front", "rear", "left", "right", "up", "down", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this disclosure and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this 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 technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this disclosure, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0033] In this disclosure, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a connection that allows communication between them; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this disclosure according to the specific circumstances.

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

[0035] Referring to FIG1, according to a first aspect embodiment of the present disclosure, the transmission can be used in the powertrain of a vehicle. The transmission includes: a first shaft 2, a second shaft 3, and a first gear component 31, wherein:

[0036] The first shaft 2 is adapted to be driven by the engine 1, the second shaft 3 is adapted to be driven by the wheel end 5, the first gear component 31 is sleeved on the second shaft 3, the first gear component 31 is driven by the first shaft 2, the first gear component 31 is selectively driven by the second shaft 3, and the first gear component 31 is adapted to be driven by the first motor shaft 41 of the first motor 4. Thus, the first gear component 31 can be used as a gear shift gear of the engine 1 or as a generator gear, so as to save the cost of the transmission and reduce the space occupied by the transmission.

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

[0038] When the first gear component 31 rotates, if the first gear component 31 is not connected to the second shaft 3, the first gear component 31 can rotate relative to the second shaft 3. The first gear component 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 component 31 is used as a generator gear.

[0039] When the first gear component 31 rotates, if it is connected to the second shaft 3, it can transmit power to the wheel ends 5 of the vehicle via the second shaft 3 to drive the vehicle. In this case, the first motor 4 has two scenarios: Scenario 1: When the first motor 4 is not connected to the battery 40 or any electrical equipment, the first gear component 31 drives the first motor shaft 41 of the first motor 4 to rotate freely. That is, all the power output by the engine 1 is transmitted to the wheel ends 5, and the first gear component 31 functions as a gear positioner for the engine 1. Scenario 2: When the first motor 4 is connected to the battery 40 or any electrical equipment, the first gear component 31 drives the first motor shaft 41 of the first motor 4 to rotate, causing the first motor 4 to generate electricity. That is, a portion of the power output by the engine 1 is transmitted to the wheel ends 5 to drive the vehicle, while the remaining power output by the engine 1 drives the first motor 4 to generate electricity. The first gear component 31 simultaneously functions as both a gear positioner and a generator gear for the engine 1.

[0040] According to the transmission of the present disclosure, the first gear component 31 is drivenly connected to the first shaft 2. The first gear component 31 is adapted to be drivenly connected to the first motor shaft 41 of the first motor 4. The first gear component 31 is also selectively drivenly connected to the second shaft 3, so that the first gear component 31 can be used as a gear for the engine 1 or as a generator gear, thereby helping to save the cost of the transmission, reduce the space occupied by the transmission, and further facilitate the miniaturization of the transmission, making it easier to arrange the transmission in the vehicle.

[0041] In some embodiments of this disclosure, referring to FIG1, the transmission further 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, and 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 disposed on the second shaft 3. The second gear 21 and the third gear mesh 32. The fourth gear 22 is disposed on the first shaft 2. The fourth gear 22 meshes with the first gear component 31. The first end of the second coupling device 33 is connected to the first gear component 31, and the second end of the second coupling device 33 is connected to the second shaft 3. The first end of the second coupling device 33 is selectively connected to the second end of the second coupling device 33 to realize flexible switching between the 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 connected to 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 connected to the first shaft 2 through the first coupling device 23. When the first end of the first coupling device 23 is disconnected 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 disconnected from 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 connected to the second end of the second coupling device 33, the second coupling device 33 is in the engaged state, and the first gear component 31 and the second shaft 3 are connected through the second coupling device 33. When the first end of the second coupling device 33 is disconnected from the second end of the second coupling device 33, the second coupling device 33 is in the disengaged state, and the first gear component 31 and the second shaft 3 are no longer connected.

[0044] Specifically, referring to 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. 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 facilitate the switching between two gears. The second coupling device 33 can be a second clutch, and the first coupling device 23 can be a first clutch. The gear shifting engagement of the second coupling device 33 and the first coupling device 23 is smooth, and it is smoother than the shifting engagement of a synchronizer. The first end of the second coupling device 33 can be a second inner hub. The first coupling device 23 can be rigidly connected to the first gear component 31. The second end of the second coupling device 23 can be the second outer hub, which can be rigidly connected to the second shaft 3. The first end of the first coupling device 23 can be the first inner hub, which can be rigidly connected to the second gear 21. The second end of the first coupling device 23 can be the first outer hub, which can be rigidly connected to the first shaft 2. When the first end of the first coupling device 23 is connected to the second end of the first coupling device 23, the second gear 21 and the first shaft 2 are connected through the first coupling device 23. The power output by the engine 1 can be transmitted to the wheel end 5 in sequence through the first shaft 2, the second gear 21, the third gear 32, and the second shaft 3. When the first end of the second coupling device 33 is connected to the second end of the second coupling device 33, the second gear 21 and the second shaft 3 are connected through the second coupling device 33. The power output by the engine 1 can be transmitted to the wheel end 5 in sequence through the first shaft 2, the fourth gear 22, the first gear component 31, and the second shaft 3.

[0045] It is understandable that the power transmission path from engine 1 to wheel end 5 has two gears, which can be flexibly switched through the second coupling device 33 and the first coupling device 23. The first coupling device 23 is located on the first shaft 2, and the second coupling device 33 is located on the second shaft 3. The second coupling device 33 and the first coupling device 23 located on different shafts can facilitate the structural layout of the transmission and avoid the axial dimensions of the first shaft 2 and the second shaft 3 being too large, thus facilitating the layout of the transmission in the vehicle.

[0046] In some embodiments of this disclosure, referring to FIG1, the second gear 21 and the third gear 32 are configured as a first-gear pair, and the first gear component 31 and the fourth gear 22 are configured as a second-gear pair. The speed ratio of the first-gear pair is greater than that of the second-gear pair. The engine 1 can output power to the wheel end 5 through either the first-gear pair or the second-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 pair corresponds to the first gear, and the speed ratio of the first-gear pair is relatively large, which can provide a large torque to the wheel end 5. The second-gear pair corresponds to the second gear, and the speed ratio of the second-gear pair is relatively small, which can provide a large rotational speed to the wheel end 5. The engine 1 can drive the wheel end 5 through two different gears to broaden the high-efficiency range of the engine 1 and meet the fuel economy requirements of the vehicle.

[0047] In some embodiments of this disclosure, referring to FIG1, the orthographic projection of the first coupling device 23 and the orthographic projection of the second coupling device 33 have an overlapping area along the radial direction of the first coupling device 23. In other words, the second coupling device 33 and the first coupling device 23 are at least partially opposite each other 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 helping to reduce the axial dimension of the transmission and facilitating the arrangement of the transmission in the vehicle.

[0048] In some embodiments of this disclosure, referring to FIG1, the first shaft 2 and the second shaft 3 are arranged in parallel, both extending along 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 can be at least partially opposite 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 can also be at least partially opposite 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. Thus, the transmission according to the embodiments of this disclosure is more compact in the XZ direction.

[0049] In some embodiments of this disclosure, referring to FIG1, 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, both the second coupling device 33 and the first coupling device 23 are located between the first gear pair and the second 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 dimension of the transmission in the first shaft 2 and the second shaft 3, and increase the integration of the transmission.

[0050] In some embodiments of this disclosure, 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 advantages such as transmitting large torque, stable performance, and fast response.

[0051] In some embodiments of this disclosure, referring to FIG1, the outer side of the first shaft 2 is adapted to accommodate the first motor shaft 41, so as to make full use of the axial space on the first shaft 2, improve the integration of the first motor 4 and the transmission. At the same time, the first motor 4 and the first gear component 31 are not coaxially arranged, so as to arrange the gear set in the transmission path of the first motor 4 and the first gear component 31, so as to adjust the transmission ratio between the first gear component 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, and improve the power generation efficiency of the first generator.

[0052] In some embodiments of this disclosure, referring to FIG1, the first gear component 31 is a double-tooth structure, which includes a first sub-tooth 311 and a second sub-tooth 312. The first sub-tooth 311 meshes with the fourth gear 22, and the second sub-tooth 312 is adapted to be driven to the first motor shaft 41. That is, the second sub-tooth 312 is fixed to the first sub-tooth 311 and driven to the first motor shaft 41. 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] Referring to Figure 1, a sixth gear 42 is fixed on the first motor shaft 41. The sixth gear 42 meshes with the second sub-gear 312 for transmission. When the engine 1 drives the first motor 4 to generate electricity, the power output by the engine 1 can sequentially drive the first motor shaft 41 to rotate through the first shaft 2, the fourth gear 22, the first sub-gear 311, the second sub-gear 312, and the sixth gear 42.

[0054] Referring to Figure 1, a seventh gear 35 is fixedly mounted on the second shaft 3. A differential 6 and an eighth gear 7 are also provided between the second shaft 3 and the wheel end 5. The differential 6 is driven between the wheel end 5 and the second shaft 3. The wheel end 5 of the vehicle includes a left wheel, a right wheel, a left half-shaft driven between the differential 6 and the left wheel, and a right half-shaft driven between the differential 6 and the right wheel. The eighth gear 7 is driven 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, thereby driving the left half-shaft and the left wheel to rotate, and driving the right half-shaft and the right wheel to rotate through the differential 6. 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 this disclosure, referring to FIG1, the second motor shaft 81 of the second motor 8 is connected to the wheel end 5 for transmission. That is, the second motor 8 can transmit power to the wheel end 5 to drive the vehicle. 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 the vehicle's regenerative power generation.

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

[0057] Referring to Figure 1, the second shaft 3 is adapted to be connected to the second motor shaft 81 of the second motor 8 for transmission, so that the second motor shaft 81 is connected to the wheel end 5 via the second shaft 3. That is, the second motor 8 can drive the second shaft 3 to rotate via the second motor shaft 81, and then transmit power to the wheel end 5 through the second shaft 3 to drive the vehicle. In addition, when the wheel end 5 decelerates or brakes, the wheel end 5 can drive the second motor shaft 81 to rotate via the second shaft 3, so that the second motor 8 generates electricity, realizing the vehicle's regenerative braking.

[0058] Referring to Figure 1, the third gear 32 is adapted to mesh with the ninth gear 82 of the second motor shaft 81. The second motor shaft 81 of the second motor 8 is fixedly provided with the ninth gear 82. The ninth gear 82 meshes with the third gear 32 to realize the transmission connection between the second motor shaft 81 and the second shaft 3. 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 helps to save the cost of the transmission, reduce the space occupied by the transmission, and thus help to realize the miniaturization of the transmission.

[0059] In some other embodiments of this disclosure, referring to FIG2, the vehicle's power system further includes a transmission assembly 9, which is driveably 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 the high-efficiency range.

[0060] Referring to Figure 2, the second motor shaft 81 of the second motor 8 is connected to the eighth gear 7 via the transmission assembly 9. The second motor shaft 81 of the second motor 8 is fixedly provided with the ninth gear 82. The transmission assembly 9 includes a third shaft 91, on which a tenth gear 92 and an eleventh gear 93 are fixedly provided. The tenth gear 92 meshes with the ninth gear 82, and the eleventh gear 93 meshes with the eighth gear 7. This design can further reduce the axial dimension, and 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 a power system based on a second aspect of this disclosure, as shown in FIG1, the power system includes: a transmission, an engine 1, and a first motor 4. The transmission is the same as the transmission described in the above embodiment. The engine 1 is driven to a first shaft 2, and the first motor shaft 41 of the first motor 4 is driven to a first gear component 31.

[0062] According to the power system of the present disclosure, the first gear component 31 of the transmission is driven to the first shaft 2, the first gear component 31 is driven to the first motor shaft 41 of the first motor 4, and the first gear component 31 is also selectively driven to the second shaft 3, so that the first gear component 31 can be used as a gear for the engine 1 and as a generator 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 making it easier to arrange the power system in the vehicle.

[0063] In some embodiments of this disclosure, referring to FIG1, the power system further includes a second motor 8, the second motor shaft 81 of the second motor 8 being connected to the second shaft 3 in a transmission manner. 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 the vehicle's regenerative power generation.

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

[0065] Referring to Figure 3, in the stationary power generation mode, both the second coupling device 33 and the first coupling device 23 are in a separated state. The first motor 4 first acts as a starter motor to start the engine 1. Then, the first motor 4 acts as a generator. The power output from the engine 1 passes sequentially through the shock absorber 11, the first shaft 2, the fourth gear 22, the first gear component 31, and the sixth gear 42 to drive the first motor shaft 41 to rotate, thereby enabling the engine 1 to drive the first motor 4 to generate electricity, thus charging the vehicle's battery 40. The stationary power generation mode is suitable for situations where the vehicle is parked and the battery 40 has a low charge.

[0066] Referring to Figure 4, in pure electric mode, both the second coupling device 33 and the first coupling device 23 are in a separated state. The second motor 8 acts as a drive motor. When the second motor 8 is energized, the power output by the second motor 8 is transmitted sequentially through the second motor shaft 81, the ninth gear 82, the third gear 32, the second shaft 3, the seventh gear 35, and the eighth gear 7, and then through the differential 6 to the wheel end 5, thereby enabling the second motor 8 to drive the wheel end 5. Pure electric mode is suitable when the vehicle's battery 40 has sufficient charge. At this time, the engine 1 is in a stopped state, and the first motor 4 drives the wheels through a multi-stage reduction gear, resulting in a large transmission ratio and good vehicle power performance.

[0067] Referring to 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 engaged state. On one hand, the engine 1 starts, and the power output by the engine 1 is transmitted sequentially through the damping device 11, the first shaft 2, the first coupling device 23, and the second gear 21 to the third gear 32. On the other hand, the power output by the second motor 8 is transmitted sequentially through the second motor shaft 81 and the ninth gear 82 to the third gear 32. The power output by the engine 1 and the second motor 8 merges at the third gear 32, and then sequentially through the second shaft 3, the seventh gear 35, and the eighth gear 7 before being transmitted to the wheel end 5 through the differential 6, forming a dual-power parallel drive between the engine 1 and the second motor 8. The power of the engine 1 is transmitted to the second shaft 3 through the first gear pair (the second gear 21 and the third gear 32). The transmission from 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 situations where the battery charge is at a medium to high level (40%), the vehicle is going uphill, or needs rapid acceleration. At this time, the vehicle can obtain the maximum torque demand and is in the working state of maximum driving force (acceleration). It can overcome the hill assist and air resistance and has good power performance. In addition, under the condition that the same driving force is required, 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 energy loss of the second motor 8.

[0069] Referring to Figure 6, in the parallel two-speed mode, the second coupling device 33 is engaged, and the first coupling device 23 is disengaged. On one hand, the engine 1 starts, and the power output by the engine 1 is transmitted to the second shaft 3 in sequence through the damping device 11, the first shaft 2, the fourth gear 22, the first gear component 31, and the second coupling device 33. On the other hand, the power output by the second motor 8 is transmitted to the second shaft 3 in sequence through the second motor shaft 81, the ninth gear 82, and the third gear 32. The power output by the engine 1 and the second motor 8 merges on the second shaft 3, and then is 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 component 31), realizing the economical drive of the engine 1 and the second motor 8 in parallel. The fourth gear 22 to the first gear component 31 can realize the speed increase and torque reduction of power transmission.

[0070] The parallel second-gear mode is suitable for vehicles with a battery charge of 40% at a medium to high level and during high-speed cruising. In this mode, the driving force demand at wheel ends 5 is low, but the required speed is high. The second-gear torque of engine 1 and the torque of the second motor 8 are superimposed on the second shaft 3 and then further reduced and increased in torque by the eighth gear 7 before reaching the differential 6. The differential 6 drives the drive shaft at wheel ends 5 to perform work. Although the driving force is not as high as in first gear due to the increased speed of the second-gear pair, the engine speed requirement is lower than in first gear, allowing engine 1 to operate within its efficient speed range, resulting in better fuel economy. Simultaneously, when engine 1 participates in wheel end 5 driving in second gear during high-speed cruising, it effectively reduces the dependence on the speed of the second motor 8, reduces heat loss from the motor, and saves energy.

[0071] Referring to Figure 7, in the series mode, both the second coupling device 33 and the first coupling device 23 are in a separated state. The first motor 4 first acts as a starter motor to drive the engine 1 to start. Then, the first motor 4 acts as a generator. The power output from the engine 1 passes sequentially through the damping device 11, the first shaft 2, the fourth gear 22, the first gear component 31, and the sixth gear 42 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. The power output from the second motor 8 passes sequentially through the second motor shaft 81, the ninth gear 82, the third gear 32, and the sixth gear 42. The second shaft 3, the seventh gear 35, and the eighth gear 7 are then transmitted to the wheel end 5 via the differential 6, so that the second motor 8 can drive the wheel end 5. The electrical energy generated by the first motor 4 can supply power to at least one of the second motor 8 and the battery 40. That is, the electrical energy generated by the first motor 4 can supply power to the battery 40 to supplement the battery 40's electrical energy, and the electrical energy generated by the first motor 4 can supply power to the second motor 8 to ensure that the second motor 8 can meet the vehicle's power requirements. The electrical energy generated by the first motor 4 can also supply power to the battery 40 and the second motor 8 at the same time to avoid wasting the output power of the engine 1.

[0072] The series mode is suitable when the battery 40 has a low to medium charge. The engine 1 can operate in the high-efficiency speed range to drive the first motor 4 to generate electricity. The electricity generated by the first motor 4 supplies power to the second motor 8, or supplies power to the battery 40, or supplies power to both 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] Referring to Figure 8, in the regenerative power generation mode, the second coupling device 33 and the first coupling device 23 are both in a separated state. The vehicle is in a deceleration or braking condition. 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 vehicle power system of the present disclosure embodiment, the second coupling device 33 is disposed on the second shaft 3, and the first coupling device 23 is disposed on the first shaft 2. The second coupling device 33 and the first coupling device 23 adopt a different shaft 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 axial space. 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 dimension of the power system does not increase due to the increase in the number of gears, which is beneficial to the layout of the power system in the engine 1 compartment. Moreover, in order to realize two gears, compared with the solution of one clutch + one synchronizer, the two-clutch solution of the present disclosure embodiment can eliminate the synchronizer shifting actuator and shifting motor. Under the premise of realizing the two-gear mode of the engine 1, the two-clutch solution only needs to add one hydraulic oil circuit, which is simpler in structure and lower in cost.

[0075] Meanwhile, the first gear component 31 has a reuse function. The first gear component 31 can be used as a gear shifting gear of the engine 1, and also as a generator gear, realizing multiple functions of the same component.

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

[0077] Furthermore, the vehicle control method can switch between different operating modes in different scenarios, ensuring that the engine 1 and the second motor 8 always operate in the high-efficiency range, balancing power and economy. Moreover, when the engine 1 and the first motor 4 are connected in parallel, the switching between the two gears can reduce the vehicle speed at which the engine 1 intervenes, resulting in better low-speed power performance. It can also reduce the load on the first motor 4 at medium and high speeds, expand the high-efficiency driving range of the engine 1, and improve the operating efficiency of the hybrid system under medium and high-speed conditions, making it more efficient and fuel-saving than a single-gear hybrid architecture.

[0078] The vehicle according to the third aspect of this disclosure includes the power system of the vehicle described above.

[0079] According to the vehicle of the present disclosure, the first gear component 31 of the transmission is driven to the first shaft 2, the first gear component 31 is driven to the first motor shaft 41 of the first motor 4, and the first gear component 31 is also selectively driven to the second shaft 3, so that the first gear component 31 can be used as a gear for the engine 1 or as a generator 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 making it easier to arrange the power system in the vehicle.

[0080] In some embodiments of this disclosure, referring to FIG9, the powertrain includes a hydraulic module 70 that controls the states of the second coupling device 33 and the first coupling device 23. The vehicle also includes a VCU 20 (Vehicle Control Unit), an electronic control module 30, a battery 40, an accelerator pedal 50, and a brake pedal 60. The VCU 20 is communicatively connected to the hydraulic module 70, the accelerator pedal 50, the brake pedal 60, and the electronic control module 30. The electronic control module 30 is electrically connected to the battery 40, the first motor 4, and the second motor 8. Additionally, the VCU 20 can also communicate with a vehicle speed sensor. The VCU 20 can calculate the power demand of the transmission system (which mainly consists of components within the dashed rectangle in FIG9) based on the vehicle speed, the accelerator pedal 50 opening signal, the brake pedal 60 opening signal, and the driver's driving intention determined by the electronic control module 30. The electronic control module 30 calculates the power demand based on the current state of charge (SOC) of the battery 40. The VCU20 makes a comprehensive judgment based on the Charge, determines the target working mode, and controls the vehicle's power system to work in the target working mode. The VCU20 can connect the hydraulic circuit of the second coupling device 33 through the hydraulic module 70 to realize the engagement of the second coupling device 33. The VCU20 can also connect the hydraulic circuit of the first coupling device 23 through the hydraulic module 70 to realize the engagement of the first coupling device 23.

[0081] When the vehicle is in a stationary start-up state, VCU20 makes a judgment based on the state of charge value of battery 40 and the set power reserve value. When the state of charge value of battery 40 reaches the minimum value (e.g., 25%), engine 1 starts and drives the first motor 4 to generate electricity. The AC power is converted back to DC power through the electronic control module 30 and stored in 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 works in the stationary power generation mode.

[0082] When the state of charge of battery 40 is high, exceeding a certain set value (e.g., 75%), VCU20 detects that the throttle opening is at a medium-low level. 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 in urban streets, the electronic control module 30 converts the DC power supplied by battery 40 into AC power, boosts the voltage, and sends it to the second motor 8 to drive it to do work. The second motor 8 outputs torque according to the motor external characteristic curve, driving the vehicle to overcome the power assist and so that the vehicle's power system works in pure electric mode. At this time, the first motor 4, as the power source, converts the electrical energy of battery 40 into mechanical energy to output work. Under medium-low speed conditions, the first motor 4 has better economy and power performance than the engine 1, saving fuel while ensuring the high torque acceleration demand at the start-up stage.

[0083] When the state of charge (SOC) of battery 40 is higher than the minimum value (e.g., 25%) and the set charge retention value (e.g., 50%), the vehicle's power performance is insufficient when going uphill or requiring rapid acceleration. That is, the power demand of the power system exceeds the rated output power of the first motor 4. The VCU20 controls the first motor 4 to reverse its operation via the electronic control system, starting the engine 1. The VCU20 controls the relevant valves of the hydraulic module 70 in the transmission system to open, connecting the oil circuit of the first coupling device 23 and engaging it. Simultaneously, it adjusts the speed difference between the engine shaft 1 and the second shaft 3 (e.g., ≤50 rpm). At this time, the engine 1 operates in first gear (low gear) in parallel with the first motor 4 to drive the vehicle, meeting the power demand under heavy load conditions, thus keeping the vehicle's power system operating in parallel first gear mode. When the vehicle returns to a low load or slow acceleration condition, the power demand of the drive system is less than the rated output power of the second motor 8, and the engine 1 can stop working. At this time, the vehicle returns to the aforementioned pure electric mode.

[0084] When the battery 40's state of charge is higher than the minimum value (e.g., 25%) and the set charge retention value (e.g., 50%), and the vehicle experiences low resistance while driving on highways, requiring less driving force and higher speeds, if the vehicle's power performance already meets the requirements (i.e., the power system's required power is less than the output power of the second motor 8), the VCU20 controls the electronic control module 30 to adjust the speeds of the first shaft 2 and the second shaft 3, controlling the gear oil circuit in the hydraulic module 70 to operate. This closes the oil circuit of the first coupling device 23 and connects the oil circuit of the second coupling device 33, engaging the second coupling device 33. At this time, the engine 1 operates in second gear (high gear) in parallel with the second motor 8 to drive the vehicle, so that the vehicle's power system operates in parallel second gear mode. In this mode, the engine 1 operates in its high-efficiency range, meeting the vehicle's fuel economy requirements.

[0085] When the vehicle is driven by the second motor 8, the state of charge of the battery 40 reaches the minimum set value (e.g., 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 to work again to drive the first motor 4 to generate electricity, so that the vehicle's power system works in series mode.

[0086] In some embodiments of this disclosure, the engine 1 has a direct-drive first gear (low gear) ratio range of 4.3 to 5.5 and a direct-drive second gear (high gear) ratio range of 2.3 to 3.5. When the vehicle speed reaches a second preset vehicle speed threshold (e.g., 45 km / h), the vehicle can switch from series mode to direct-drive first gear (low gear) mode. At this time, the second motor 8 stops working, and the engine 1 operates in its high-efficiency operating range and directly drives the vehicle. That is, the power output by the engine 1 is transmitted sequentially 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, and then through the differential 6 to the wheel end 5, in order to avoid energy conversion in series mode and improve the vehicle's fuel economy. When the vehicle continues to accelerate to the first preset vehicle speed threshold (e.g., 85 km / h), At speeds of km / h, the VCU20 switches the first coupling device 23 to the second coupling device 33 via the control 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 engagement, resulting in stable engagement. At this time, the engine 1 switches from direct drive first gear (low gear) mode to direct drive second gear (high gear) mode. The power output from the engine passes sequentially through the shock absorber 11, the first shaft 2, the fourth gear 22, the first gear component 31, the second coupling device 33, the second shaft 3, the seventh gear 35, and the eighth gear 7, and is then transmitted to the wheel end 5 via the differential 6. Although the vehicle speed increases at this time, the engine 1 still operates within the efficient and economical speed range, which greatly improves the vehicle's fuel economy compared to a single-gear hybrid system.

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

[0088] It should be noted that the VCU20 can intelligently switch between various modes of the vehicle's powertrain. Engine 1 can always maintain its highest efficiency range. At low and medium speeds, it intelligently selects either pure electric mode (EV) or series mode based on the SOC setting. At medium and high speeds, during rapid acceleration, or when going uphill with heavy throttle, it selects parallel first gear. Under high-speed cruising conditions, where wheel ends 5 require high speed and low torque, parallel second gear is selected. In each operating mode, the powertrain maintains high efficiency, expanding the high-efficiency range of engine 1 and reducing the load on the low-efficiency range of the second motor 8. At the same time, when power is needed, engine 1 provides good power response in first gear. In summary, direct drive is most efficient under high-speed cruising conditions, and high power responsiveness is provided under heavy load parallel conditions.

[0089] According to the vehicle of this disclosure embodiment, the two clutches can switch well according to the power requirements of the working condition, vehicle speed, etc., and cooperate with the appropriate high and low gear ratios to make the engine 1 work in the high efficiency range as much as possible, thereby improving the power and economy of the vehicle. When upshifting and downshifting, by controlling the speed and torque of the engine 1, the adjustment is made to minimize the clutch engagement time, minimize the shift shock, minimize the clutch slip work, ensure smooth changes in output torque, and ensure that there is no power interruption during the shifting process, resulting in good NVH performance of the whole vehicle.

[0090] The vehicle control method according to the fourth aspect embodiment of this disclosure, applied to the power system of the vehicle in the above embodiment, as shown in FIG10, includes:

[0091] Step S1: Obtain the vehicle's status parameters, including the 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, which is the remaining amount of battery power. The power demand is the power of the power system applied to the wheels. The power demand can reflect the driver's driving intention. When the driver presses the accelerator pedal, the power demand is positive, and the power system can drive the wheels. The depth of the accelerator pedal is positively correlated with the power demand. When the driver presses the brake pedal, the power demand is negative, and the power system can brake the wheels. The depth of the brake pedal is negatively correlated with the power demand.

[0093] Step S2: Determine the target operating mode based on the state parameters, and control the vehicle's power system to operate in the target operating mode.

[0094] According to the vehicle control method of this disclosure, a target operating mode can be determined based on state parameters such as the vehicle's battery state of charge and required power, and the vehicle's power system can be controlled to operate in the target operating mode to meet the driver's driving intentions and realize intelligent vehicle control.

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

[0096] The first preset threshold can be 25%. When the battery state of charge is less than or equal to the first preset threshold, the vehicle's battery power is low. When the required power is zero and the vehicle speed is zero, the vehicle is in a stationary start-up state. In this case, the target working mode is determined to be the stationary power generation mode, which is conducive to timely replenishment of the battery power.

[0097] In some embodiments of this disclosure, when the target operating mode is the stationary power generation 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. 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 and generate electricity, thereby charging the vehicle's battery. At this time, since the engine only drives the first motor shaft to rotate, the engine can work in the high-efficiency operating range, and the engine's efficiency, fuel consumption and other indicators reach an ideal state, thereby improving the vehicle's fuel economy and reducing the vehicle's overall energy consumption.

[0098] In some embodiments of this disclosure, the vehicle's power system further includes a second motor, the second motor shaft of which is connected to the wheel end via a transmission. The target operating mode is determined based on 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 vehicle speed threshold, then the target operating mode is determined to be a pure electric mode. The second preset threshold is greater than the first preset threshold, the second preset threshold may be 75%, and the first preset vehicle speed threshold may be 85 km / h.

[0099] Understandably, when the battery state of charge is greater than the second preset threshold, the vehicle's battery has sufficient charge. When the power demand 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 power demand. When the vehicle speed is less than or equal to the first preset vehicle speed threshold, the vehicle speed has not reached the high-speed range 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 using the high-efficiency operating range of the second motor to drive the vehicle, resulting in good vehicle power performance.

[0100] In some embodiments of this disclosure, when the target operating mode is pure electric mode, controlling the vehicle's power system to operate in the target operating mode includes: controlling the second motor to drive the wheel ends 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 ends. At this time, the engine is in a stopped state to reduce the vehicle's consumption of fossil fuels.

[0101] In some embodiments of this disclosure, determining the target operating mode based on state parameters includes: 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 a second preset vehicle speed threshold and less than or equal to a first vehicle speed threshold, then the target operating mode is determined to be a parallel first-gear mode. 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 user-set power reserve value, which can be 50%. The second preset vehicle speed threshold is less than the first vehicle speed threshold, which can be 45 km / h.

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

[0103] In some embodiments of this disclosure, the vehicle's power system further includes a second coupling device and a first coupling device. A second gear is sleeved on a first shaft, and the second gear is selectively connected to the first shaft for transmission. A third gear is fixedly mounted on the second shaft to mesh with the second gear, and a fourth gear is fixedly mounted on the first shaft to mesh with the first gear member. The second gear and the third gear are configured as a first-gear pair, and the first gear member and the fourth gear are configured as a second-gear pair. The speed ratio of the first-gear pair is greater than the speed ratio of the second-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 ends through two different gears so that the engine operates in the high-efficiency range to meet the vehicle's fuel economy requirements.

[0104] When the target operating mode is the parallel first gear mode, the vehicle's power system operates in the target operating mode, including: controlling the oil circuit of the first coupling device to engage the second gear and the first shaft, and controlling the engine to drive the wheel end through the first 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 engaged state. On the one hand, the engine starts, and the power output by the engine is transmitted sequentially through the shock absorber, the first shaft, the first coupling device, and the second gear to the third gear. On the other hand, the power output by the second motor is transmitted sequentially through the second motor shaft and the ninth gear to the third gear. The power output from the engine and the second motor converges at the third gear, and then passes through the second shaft, the seventh gear, and the eighth gear in sequence before being transmitted to the wheel ends via the differential, forming a parallel drive system of the engine and the second motor. At this time, the vehicle is in a state of maximum driving force (acceleration), which can overcome the hill start assist and air resistance, and has good power performance. In addition, under the condition that the same driving force is required, the increase in the driving torque of the engine 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 conditions, and reducing the energy loss of the second motor.

[0105] In some embodiments of this 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 vehicle speed threshold, then the target operating mode is determined to be the parallel two-speed mode.

[0106] Understandably, when the battery's state of charge (SOC) is greater than the third preset threshold, the battery is in a medium-to-high charge 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 power requirements. When the vehicle speed is greater than the first preset speed threshold, the vehicle speed reaches the high-speed range of the second motor. At this point, although the second motor can meet the vehicle's power requirements, the second motor is prone to heat loss when driven at high speeds. In this situation, the target operating mode is determined to be the parallel second-gear mode, which utilizes the engine and the second motor to drive the wheel ends in parallel to meet the power requirements, effectively reducing the dependence on the second motor's speed and reducing the second motor's power consumption. At the same time, it allows the engine to operate in its efficient operating range, reducing the vehicle's overall energy consumption.

[0107] In some embodiments of this disclosure, when the target operating mode is the parallel two-speed 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 engage the first gear component and the second shaft, and controlling the engine to drive the wheel ends through the second gear pair and controlling the second motor to drive the wheel ends according to the required power. That is, the second coupling device is in the engaged state and the first coupling device is in the disengaged state. On the one hand, the engine starts, 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 component, 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 output by the engine and the second motor merges on the second shaft, and then is transmitted to the wheel ends in sequence through the seventh gear, the eighth gear, and the differential, forming a 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 component), realizing the economical drive of the engine and the second motor in parallel. The engine participates in the wheel end drive in the second gear state, which can effectively reduce the speed dependence of the second motor, reduce the heat loss of the motor, and save energy.

[0108] In some embodiments of this disclosure, determining the target operating mode based on state parameters includes: 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] Understandably, when the battery state of charge is less than or equal to the first preset threshold, the vehicle's battery charge 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 vehicle's required power. When the vehicle speed is less than the second preset speed threshold, the vehicle speed is slow and it is in the starting stage. At this time, if the engine directly drives the wheel end, the engine will have difficulty working in the efficient operating range. In this case, the target operating mode is determined to be the series mode, so that the engine generates electricity to power the second motor, thereby reducing the vehicle's overall energy consumption.

[0110] In some embodiments of this disclosure, when the target operating mode is a 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 ends 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 starter motor to drive the engine to start, and then the first motor acts as a generator. The power output by the engine sequentially passes through the shock absorber, the first shaft, the fourth gear, the first gear component, and the sixth gear to drive the first motor shaft to rotate. The engine drives the first motor to generate electricity. Simultaneously, the second motor is energized. The power output of the second motor is transmitted sequentially through the second motor shaft, the ninth gear, the third gear, the second shaft, the seventh gear, and the eighth gear, and then through the differential to the wheel ends, so that the second motor drives the wheel ends. The electrical energy generated by the first motor can supply power to at least one of the second motor and the battery. That is, the electrical energy generated by the first motor can supply power to the battery to supplement the battery's power, and the electrical energy generated by the first motor can supply power to the second motor to ensure that the second motor can meet the power requirements of the vehicle. The electrical energy generated by the first motor can also supply power to both the battery and the second motor at the same time to avoid wasting the engine's output power.

[0111] In some embodiments of this disclosure, determining the target operating mode based on 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, then the target operating mode is determined to be a feedback power generation mode.

[0112] The fourth preset threshold can be 100%. When the battery state of charge 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. In this case, the target working mode is determined to be the regenerative power generation mode, so as to generate electricity by using the deceleration or braking force at the wheel end to realize kinetic energy recovery.

[0113] In some embodiments of this disclosure, the vehicle's power system further includes a second motor. The second motor shaft of the second motor is connected to the wheel end via a drive. When the target operating mode is regenerative braking, controlling the vehicle's power system to operate in the target operating mode includes: controlling the wheel end to drive the second motor to generate electricity according to the power demand, so as to charge the vehicle's 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 at the wheel end is transmitted to the second motor shaft through the differential, the eighth gear, the seventh gear, the second shaft, the third gear, and 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 references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this disclosure. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. In addition, those skilled in the art can combine and integrate the different embodiments or examples described in this specification.

[0115] Although embodiments of the present disclosure have been shown and described above, it is to be understood that the above embodiments are exemplary and should not be construed as limiting the present disclosure. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present disclosure.

Claims

1. A transmission, wherein, include: A first shaft (2) is adapted to be connected to the engine (1) via transmission; A second shaft (3), adapted for transmission connection with a wheel end (5); and, 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 connection, the first gear component (31) is selectively connected to the second shaft (3) in a transmission connection, and the first gear component (31) is adapted to be connected to the first motor shaft (41) of the first motor (4) in a transmission connection.

2. The transmission according to claim 1, wherein, Also includes: The second gear (21) is sleeved on the first shaft (2); The first coupling device (23) has a first end connected to the second gear (21), a second end connected to the first shaft (2), and a selective transmission connection between the first end of the first coupling device (23) and the second end of the first coupling device (23). A third gear (32) is disposed on the second shaft (3), and the second gear (21) meshes with the third gear (32); A fourth gear (22) is disposed on the first shaft (2) and meshes with the first gear component (31); The second coupling device (33) has a first end connected to the first gear component (31), a second end connected to the second shaft (3), and a selective transmission connection between the first end of the second coupling device (33) and 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 component (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 2-4, wherein, The second coupling device (33) is located between the first gear component (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 2-5, wherein, The second shaft (3) is adapted to be connected to the second motor shaft (81) of the second motor (8) for transmission.

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

8. The transmission according to any one of claims 2-7, wherein, The first gear component (31) is a double-tooth structure, which includes a first sub-tooth (311) and a second sub-tooth (312). The first sub-tooth (311) meshes with the fourth gear (22), and the second sub-tooth (312) is adapted to be connected to the first motor shaft (41) for transmission.

9. The transmission according to any one of claims 1-8, wherein, The outer side of the first shaft (2) is adapted to be fitted with the first motor shaft (41).

10. A dynamic system, wherein, include: The transmission is a transmission according to any one of claims 1-9; Engine (1), which is connected to the first shaft (2) in a transmission manner; The first motor (4) has its first motor shaft (41) connected to the first gear component (31) via a transmission connection.

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

12. A vehicle, wherein, Includes the 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 includes: The vehicle's status parameters are obtained, including the battery state of charge value and the required power. The target operating mode is determined based on the state parameters, and the power system is controlled to operate in the target operating mode.

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