Hybrid power system and control method therefor, and vehicle

Abstract

A hybrid power system (100) and a control method therefor, and a vehicle. The hybrid power system (100) comprises a power output shaft (1), a power module (2), a clutch module (3) and a control module, wherein the power module (2) comprises an engine and a first drive electric motor, the engine having an engine output shaft (21), and the first drive electric motor having a first electric motor shaft (22); the first electric motor shaft (22) is in transmission connection with the engine output shaft (21) by means of a first transmission assembly (5), and the engine output shaft (21) is in transmission connection with the power output shaft (1) by means of a first transmission reduction mechanism (4); the clutch module (3) is configured to selectively control the connection and disconnection between the engine output shaft (21) and the first transmission reduction mechanism (4); and the control module is electrically connected to the power module (2) and the clutch module (3). Thus, a hybrid power system (100) with a compact layout and relatively low energy consumption is provided.

Description

Hybrid systems and their control methods and vehicles

[0001] This application claims priority to Chinese Patent Application No. 202411218375.5, filed with the Chinese Patent Office on September 2, 2024, the entire contents of which are incorporated herein by reference. Technical Field

[0002] This application relates to the field of hybrid vehicle technology, and in particular to a hybrid system, its control method, and a vehicle. Background Technology

[0003] Hybrid electric vehicles (HEVs) are vehicles that use multiple energy sources, typically a conventional engine (ICE) powered by liquid fuel and an electric motor powered by electricity. This allows HEVs to operate in multiple driving modes. However, due to limited battery capacity, the vehicle is primarily powered by engine combustion. Existing hybrid systems, however, are complex in overall structure, difficult to implement, and have high fuel consumption. Technical issues

[0004] The main objective of this application is to propose a hybrid system and its control method and vehicle, aiming to solve how to design a hybrid system with a compact layout and low energy consumption. Technical solutions

[0005] To achieve the above objectives, the hybrid system proposed in this application includes:

[0006] Power take-off shaft;

[0007] The power module includes an engine and a first drive motor. The engine has an engine output shaft, and the first drive motor has a first motor shaft. The first motor shaft is connected to the engine output shaft via a first transmission assembly. The engine output shaft and the power output shaft are connected via a first transmission reduction mechanism.

[0008] A clutch module for selectively controlling the connection and disconnection between the engine output shaft and the first transmission reduction mechanism; and,

[0009] The control module is electrically connected to the power module and the clutch module.

[0010] In one embodiment, the first transmission reduction mechanism includes:

[0011] An intermediate drive shaft is coaxially arranged with the engine output shaft and is drively connected to the first motor shaft;

[0012] The planetary gear structure includes planetary gears and a sun gear. The planetary gears are driven to the engine output shaft, and the sun gear is driven to the intermediate transmission shaft.

[0013] In one embodiment, the first transmission reduction mechanism includes:

[0014] A first drive shaft is sleeved on the intermediate drive shaft; and...

[0015] A first transmission reduction structure is disposed between the first transmission shaft and the power output shaft for transmitting power between the first transmission shaft and the power output shaft.

[0016] In one embodiment, the clutch module includes:

[0017] A first clutch module, disposed between the intermediate drive shaft and the first drive shaft, is used to selectively control the connection and disconnection between the intermediate drive shaft and the first drive shaft; and,

[0018] The second clutch module is located between the first drive shaft and the first transmission reduction structure, and is used to selectively control the engagement and disengagement of the first drive shaft and the first transmission reduction structure.

[0019] In one embodiment, the clutch module further includes a third clutch module disposed between the engine and the engine output shaft, for selectively controlling the connection and disconnection of the engine and the engine output shaft.

[0020] In one embodiment, the first transmission reduction structure further includes:

[0021] The second drive shaft is radially spaced from the engine output shaft.

[0022] A first transmission gear set is disposed between the first transmission shaft and the second transmission shaft for drivingly connecting the first transmission shaft and the second transmission shaft; and

[0023] The second transmission gear set is disposed between the second transmission shaft and the power output shaft, and is used to drive the second transmission shaft and the power output shaft.

[0024] In one embodiment, the first rotating assembly includes a first transmission gear, a second transmission gear, and a third transmission gear. The first transmission gear is fixedly mounted on the intermediate transmission shaft or the engine output shaft, the second transmission gear is fixedly mounted on the first motor shaft, and the third transmission gear meshes with the first transmission gear and the second transmission gear.

[0025] In one embodiment, the hybrid system further includes a differential structure that is drive-connected to the power output shaft, wherein the output shaft of the differential structure is orthogonally arranged to the engine output shaft.

[0026] In one embodiment, the hybrid system further includes a differential structure that is drive-connected to the first transmission reduction mechanism, wherein the output shaft of the differential structure is arranged in parallel with the engine output shaft;

[0027] The power output shaft includes the output shaft of the differential.

[0028] In one embodiment, the differential structure includes:

[0029] The differential body includes a housing, a differential input gear, and a gear assembly. The differential input gear is sleeved on the outside of the housing to drive the housing to rotate. The gear assembly includes a planetary shaft, planetary gears, and a first half-shaft gear and a second half-shaft gear coaxially arranged and located on both sides of the planetary shaft inside the housing. The planetary gears are sleeved on the planetary shaft and mesh with the first half-shaft gear and the second half-shaft gear for transmission.

[0030] A first clutch structure is provided between the housing and the planetary gear for connecting or disconnecting the housing from the planetary shaft; and,

[0031] A second clutch structure is provided between the first half-shaft gear and the housing, for connecting or disconnecting the first half-shaft gear and the housing.

[0032] This application also proposes a vehicle including the aforementioned hybrid system.

[0033] This application also proposes a control method for a hybrid system. Based on the above-described hybrid system, the control method includes the following steps:

[0034] Obtain the type of power output mode;

[0035] The operation of the power module and the clutch module is controlled according to the type of power output mode. Beneficial effects

[0036] In the technical solution of this application, a power output shaft is provided to drive the vehicle. A first transmission reduction mechanism is provided to connect the engine output shaft and the power output shaft, allowing the engine torque to be transmitted to the power output shaft. A clutch module is provided to control the connection between the engine output shaft and the power output shaft. Thus, a control module is provided to control the operation of the power module and the clutch module, enabling the engine and the first drive motor to drive the power output shaft. When the vehicle is traveling at high speed, the engine output shaft can connect to the power output shaft, allowing the engine to directly drive the vehicle. When the vehicle is traveling at low speed, the first drive motor can assist the engine in driving the vehicle, allowing the engine to operate in its high-efficiency range for extended periods, which helps reduce overall vehicle fuel consumption and has a simple structure. Attached Figure Description

[0037] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0038] Figure 1 is a schematic diagram of the structure of an embodiment of the hybrid system provided in this application;

[0039] Figure 2 is a schematic diagram of another embodiment of the hybrid system provided in this application;

[0040] Figure 3 is a schematic diagram of the differential structure of the hybrid system in Figure 1;

[0041] Figure 4 is a schematic diagram of the first clutch structure in Figure 3 when it is in the first position;

[0042] Figure 5 is a schematic diagram of the second clutch structure in Figure 3 when it is in the first position;

[0043] Figure 6 is a schematic diagram of the first clutch mechanism in Figure 3 when it is in the second position;

[0044] Figure 7 is a schematic diagram of the second clutch structure in Figure 3 when it is in the second position;

[0045] Figure 8 is a schematic diagram of the first clutch mechanism in Figure 3 when it is in the third position;

[0046] Figure 9 is a schematic diagram of the second clutch mechanism in Figure 3 when it is in the third position;

[0047] Figure 10 is a schematic diagram of another embodiment of the differential structure of the hybrid system in Figure 1;

[0048] Figure 11 is a schematic diagram of the structure of the control module of the hardware operating environment involved in the embodiment of this application;

[0049] Figure 12 is a flowchart illustrating the first embodiment of the control method for the power system provided in this application.

[0050] Explanation of icon numbers:

[0051] 100. Hybrid System; 1. Power Output Shaft; 2. Power Module; 21. Engine Output Shaft; 22. First Motor Shaft; 3. Clutch Module; 31. First Clutch Module; 32. Second Clutch Module; 33. Third Clutch Module; 4. First Transmission Reduction Mechanism; 41. Intermediate Transmission Shaft; 42. Planetary Gear Structure; 43. First Transmission Shaft; 44. First Transmission Reduction Structure; 441. Second Transmission Shaft; 442. First Transmission Gear Set; 443. Second Transmission Gear Set; 5. First Transmission Assembly; 6. Differential Structure; 61. Differential Body; 611. Housing; 612. Differential Input Gear; 613. Gear Assembly; 6131. ​​Planetary Shaft; 613 2. Planetary gear; 6133. First half-shaft gear; 6134. Second half-shaft gear; 62. First clutch structure; 621. First engagement portion; 6211. Second extension portion; 622. First clutch portion; 6221. First extension portion; 6222. First armature; 623. First driving member; 6231. First electromagnetic coil; 624. First return spring; 63. Second clutch structure; 631. Second engagement portion; 6311. Fourth extension portion; 632. Second clutch portion; 6321. Third extension portion; 6322. Second armature; 633. Second driving member; 6331. Second electromagnetic coil; 634. Second return spring; 64. Compound clutch portion.

[0052] 1001. Processor; 1002. Communication bus; 1003. User interface; 1004. Network interface; 1005. Memory.

[0053] The realization of the purpose, functional features and advantages of this application will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Embodiments of the present invention

[0054] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of the embodiments. Based on the embodiments of this application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of this application.

[0055] It should be noted that if the embodiments of this application involve directional indicators (such as up, down, left, right, front, back, etc.), the directional indicators are only used to explain the relative positional relationship and movement of the components in a specific posture. If the specific posture changes, the directional indicators will also change accordingly.

[0056] Furthermore, if the embodiments of this application involve descriptions such as "first" or "second," these descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the use of "and / or" or "and / or" throughout the text includes three parallel solutions. For example, "A and / or B" includes solution A, solution B, or a solution that simultaneously satisfies A and B. Furthermore, the technical solutions of the various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed in this application.

[0057] This application proposes a hybrid system, aiming to solve the problem of how to design a hybrid system with a compact layout and low energy consumption. Figures 1 to 10 are schematic diagrams of the structure of the hybrid system provided in this application; Figure 11 is a schematic diagram of the structure of the control module of the hardware operating environment involved in the embodiment of the application; Figure 12 is a flowchart of the control method of the hybrid system provided in this application.

[0058] Please refer to Figures 1 and 2. In one embodiment of this application, the hybrid system 100 includes a power output shaft 1, a power module 2, a clutch module 3, and a control module. The power module 2 includes an engine and a drive motor. The engine has an engine output shaft 21, and the first drive motor has a first motor shaft 22. The first motor shaft 22 is connected to the engine output shaft 21 via a first transmission assembly 5. The engine output shaft 21 and the power output shaft 1 are connected via a first transmission reduction mechanism 4. The clutch module 3 is used to selectively control the connection and disconnection between the engine output shaft 21 and the first transmission reduction mechanism 4. The control module is electrically connected to the power module 2 and the clutch module 3.

[0059] The technical solution of this application, by setting the power output shaft 1 to drive the vehicle, and by setting the first transmission reduction mechanism 4 to connect the engine output shaft 21 to the power output shaft 1, allows the torque of the engine to be transmitted to the power output shaft 1. By setting the clutch module 3 to control the on / off state of the engine output shaft 21 and the power output shaft 1, the connection between the engine output shaft 21 and the power output shaft 1 can be controlled. Thus, by setting the control module to control the operation of the power module 2 and the clutch module 3, the engine and the first drive motor can drive the power output shaft 1. When the vehicle is traveling at high speed, the engine output shaft 21 can be connected to the power output shaft 1 so that the engine can directly drive the vehicle. When the vehicle is traveling at low speed, the first drive motor can assist the engine in driving the vehicle, so that the engine can operate in the high-efficiency range for a long time, which helps to reduce the fuel consumption of the whole vehicle. The structure is simple.

[0060] Furthermore, the first transmission reduction mechanism 4 includes an intermediate transmission shaft 41 and a planetary gear structure 42. The intermediate transmission shaft 41 is coaxially arranged with the engine output shaft 21 and is drivenly connected to the first motor shaft 22. The planetary gear structure 42 includes planetary gears and a sun gear. The planetary gears are drivenly connected to the engine output shaft 21, and the sun gear is drivenly connected to the intermediate transmission shaft 41. Thus, by setting the intermediate transmission shaft 41 and the planetary gear structure 42, the torque of the engine can be output through the intermediate transmission shaft 41, through the ring gear of the planetary gear structure 42, or simultaneously through the intermediate transmission shaft 41 and the ring gear of the planetary gear structure 42. This allows the hybrid system 100 to use power splitting for gear shifting, resulting in smooth gear shifting and thus improving the driving experience.

[0061] In order to transmit the torque of the engine output shaft 21 to the power output shaft 1, in this embodiment, the first transmission reduction mechanism 4 includes a first transmission shaft 43 and a first transmission reduction structure 44. The first transmission shaft 43 is sleeved on the intermediate transmission shaft 41, and the first transmission reduction structure 44 is disposed between the first transmission shaft 43 and the power output shaft 1 to drive the first transmission shaft 43 and the power output shaft 1. Thus, by setting the first transmission shaft 43 to connect with the engine output shaft 21, and by setting the first transmission reduction structure 44 to connect the first transmission shaft 43 to the power output shaft 1, the torque of the engine output shaft 21 can be transmitted to the power output shaft 1, so that the engine can drive the vehicle.

[0062] To control the connection and disconnection between the engine output shaft 21 and the first transmission reduction mechanism 4, in one embodiment of this application, referring to Figure 1, the clutch module 3 includes a first clutch module 31 and a second clutch module 32. The first clutch module 31 is located between the intermediate transmission shaft 41 and the first transmission shaft 43, and is used to selectively control the engagement and disengagement of the intermediate transmission shaft 41 and the first transmission shaft 43. The second clutch module 32 is located between the first transmission shaft 43 and the first transmission reduction structure 44, and is used to selectively control the engagement and disengagement of the first transmission shaft 43 and the first transmission reduction structure 44. When the first clutch module 31 moves to the left, the first intermediate transmission shaft 41 is separated from the first transmission shaft 43, and the intermediate transmission shaft 41 is locked. When it moves to the middle, the first intermediate transmission shaft 41 is separated from the first transmission shaft 43, and the intermediate transmission shaft 41 is unlocked. When the first clutch module 31 moves to the right, the first intermediate drive shaft 41 engages with the first drive shaft 43, locking the intermediate drive shaft 41 and the first drive shaft 43. When the second clutch module 32 moves to the left, the first drive shaft 43 disengages from the first transmission reduction structure 44, disconnecting the first drive shaft 43 from the first transmission reduction structure 44. When the second clutch module 32 moves to the right, the first drive shaft 43 engages with the first transmission reduction structure 44, connecting the first drive shaft 43 and the first transmission reduction structure 44. Thus, by setting the first clutch module 31 to control the connection and disconnection of the intermediate drive shaft 41 and the first drive shaft 43, and by setting the second clutch module 32 to control the connection and disconnection of the first drive shaft 43 and the first transmission reduction structure 44, the connection and disconnection of the engine output shaft 21 and the power output shaft 1 are controlled. It is understood that the first clutch module 31 and the second clutch module 32 can be clutches, synchronizers, etc., and this application does not limit them.

[0063] To control the on / off state of the engine output shaft 21, in this embodiment, referring to Figure 1, the clutch module 3 further includes a third clutch module 33 disposed between the engine and the engine output shaft 21, for selectively controlling the on / off state of the engine and the engine output shaft 21. When the third clutch is closed, the engine is connected to the engine output shaft 21, so that the engine can be connected to the first drive motor. When the third clutch module 33 is disengaged, the engine is disconnected from the engine output shaft 21, so that the engine can be disconnected from the first drive motor. Thus, by setting the third clutch module 33, the on / off state of the engine and the engine output shaft 21 can be controlled, so that the engine can be coupled and decoupled from the first drive motor.

[0064] In order to transmit the torque of the first drive shaft 43 to the power output shaft 1, in this embodiment, the first transmission reduction structure 44 further includes a second drive shaft 441, a first transmission gear set 442, and a second transmission gear set 443. The second drive shaft 441 and the engine output shaft 21 are radially spaced apart. The first transmission gear set 442 is disposed between the first drive shaft 43 and the second drive shaft 441 to drive the first drive shaft 43 and the second drive shaft 441. The second transmission gear set 443 is disposed between the second drive shaft 441 and the power output shaft 1 to drive the second drive shaft 43 and the second drive shaft 441. The second drive shaft 441 is connected to the power output shaft 1 via a transmission connection. Thus, by setting the first drive shaft 43, a first transmission gear set 442 and a second transmission gear set 443 are configured. The first transmission gear set 442 connects the first drive shaft 43 to the second drive shaft 441, allowing the torque of the first drive shaft 43 to be transmitted to the second drive shaft 441. Similarly, the second transmission gear set 443 connects the second drive shaft 441 to the power output shaft 1, allowing the torque of the second drive shaft 441 to be transmitted to the power output shaft 1. Further, the transmission ratios of the first transmission gear set 442 and the second transmission gear set 443 can be the same or different; this application does not limit this. Specifically, in this embodiment, the transmission ratios of the first transmission gear set 442 and the second transmission gear set 443 are different. Thus, different transmission ratios are used so that the total transmission ratio of the first transmission gear set 442 and the second transmission gear set 443 meets the vehicle's driving requirements.

[0065] There are various ways to arrange the first motor shaft 22 and the engine output shaft 21, such as parallel arrangement or perpendicular arrangement. This application does not limit this. Specifically, in this embodiment, the first motor shaft 22 and the engine output shaft 21 are arranged in parallel. This arrangement reduces the axial dimension of the hybrid system 100 along the engine output shaft 21, making full use of the engine compartment space and enabling the hybrid system 100 to adapt to different vehicle models.

[0066] In order to connect the engine output shaft 21 to the first motor shaft 22, in this embodiment, the first transmission assembly 5 includes a first transmission gear, a second transmission gear, and a third transmission gear. The first transmission gear is fixedly mounted on the intermediate transmission shaft 41 or the engine output shaft 21, the second transmission gear is fixedly mounted on the first motor shaft 22, and the third transmission gear meshes with the first transmission gear and the second transmission gear. In this way, by setting multiple transmission gears, the engine output shaft 21 and the first motor shaft 22 can be connected, and the distance between the engine output shaft 21 and the first motor shaft 22 can be increased to avoid interference.

[0067] In order to make the hybrid system 100 suitable for longitudinally mounted vehicles, in this embodiment, please refer to FIG2, the hybrid system 100 further includes a differential structure 6 that is drive-connected to the power output shaft 1. The output shaft of the differential structure 6 is orthogonally arranged to the engine output shaft 21, so that the hybrid system 100 can be longitudinally mounted, thereby enabling the hybrid system 100 to be adapted to longitudinally mounted vehicles.

[0068] In order to make the hybrid system 100 applicable to transversely mounted vehicles, in this embodiment, referring to FIG1, the hybrid system 100 further includes a differential structure 6 that is drive-connected to the first transmission reduction mechanism 4. The output shaft of the differential structure 6 is arranged in parallel with the engine output shaft 21. The power output shaft 1 includes the output shaft of the differential, so that the hybrid system can be arranged transversely, thereby enabling the hybrid system 100 to be adapted to transversely mounted vehicles.

[0069] It should be noted that the differential structure 6 has three states: differential state, disconnected state, and locked state. When the differential structure 6 is in the differential state, its two output shafts can achieve differential transmission. When the differential structure 6 is in the disconnected state, its input and output shafts are disconnected, so that the output shafts no longer output torque. When the differential structure 6 is in the locked state, its two output shafts are locked, allowing them to rotate synchronously. The disconnected state of the differential is mainly applicable to four-wheel drive vehicles. When the differential is disconnected, one of the front and rear axles has no power output, while the other outputs power, reducing system efficiency loss. When the differential structure 6 is locked, the power is evenly distributed between the front and rear axles, preventing wheel slippage. This is mainly used in special working conditions such as off-road driving (e.g., crossing ditches, bumps, and obstacles).

[0070] Further, referring to Figures 3 and 10, the differential structure 6 includes a differential body 61, a first clutch structure 62, and a second clutch structure 63. The differential body 61 includes a housing 611, a differential input gear 612, and a gear assembly 613. The differential input gear 612 is sleeved on the outside of the housing 611 to drive the housing 611 to rotate. The gear assembly 613 includes a planetary shaft 6131, a planetary gear 6132, and first half-shaft teeth coaxially arranged and located on both sides of the planetary shaft 6131, all disposed inside the housing 611. The first half-shaft gear 6133 and the second half-shaft gear 6134 are provided. The planetary gear 6132 is sleeved on the planetary shaft 6131 and meshes with the first half-shaft gear 6133 and the second half-shaft gear 6134 for transmission. The first clutch structure 62 is provided between the housing 611 and the planetary gear 6132 for connecting or disconnecting the housing 611 and the planetary shaft 6131. ​​The second clutch structure 63 is provided between the first half-shaft gear 6133 and the housing 611 for connecting or disconnecting the first half-shaft gear 6133 and the housing 611.

[0071] In the technical solution of this application, by setting the first clutch structure 62, the connection and disconnection between the housing 611 and the planetary gear 6132 are realized. When connected, the power of the differential input gear 612 is transmitted to the planetary gear 6132 through the housing 611, enabling the system to achieve differential function. When disconnected, the power of the differential input gear 612 cannot be transmitted to the two half-shafts, reducing the oil churning loss of the power drive device and improving the system's fuel economy or driving range. By setting the second clutch structure 63, the connection and disconnection between the first half-shaft gear 6133 and the housing 611 are realized. When connected, the rotation of the first half-shaft gear 6133 and the housing 611 is synchronized, thereby synchronizing the second half-shaft gear 6134 with the first half-shaft gear 6133. This enables the system to achieve differential locking function, improving the vehicle's off-road capability and overall vehicle drivability.

[0072] To improve the system's compactness, both the first clutch structure 62 and the second clutch structure 63 are further positioned on the side of the planetary shaft 6131 away from the second half-shaft gear 6134. This design integrates the first clutch structure 62 and the second clutch structure 63 onto one side of the system, resulting in a more rational spatial arrangement and facilitating subsequent circuit layout. Correspondingly, a reducer assembly can be located on the other side of the planetary shaft 6131, thereby improving the overall system balance and making full use of the space within the system.

[0073] To further improve the compactness of the system structure, the planetary shaft 6131 is clearance-fitted with the housing 611. This design not only ensures that the housing 611 and the planetary shaft 6131 do not interfere with each other, but also minimizes the distance between the components within the system, reducing the overall radial dimension of the system.

[0074] Specifically, referring to Figures 3 and 10, in one embodiment of this application, the first clutch structure 62 includes a first engagement portion 621 and a first clutch portion 622. The first engagement portion 621 is fixedly mounted on the planetary shaft 6131, and the first clutch portion 622 is movably mounted on the housing 611 along the axial direction of the first half-shaft gear 6133. During its active stroke, the first clutch portion 622 has a connection state where the first engagement portion 621 and the first clutch portion 622 are connected, and the first engagement portion 621 and the first clutch portion 622 are connected. The first clutch 622 is in a disengaged state; the second clutch structure 63 includes a second engagement portion 631 and a second clutch portion 632. The second engagement portion 631 is fixedly mounted on the first half-shaft gear 6133, and the second clutch portion 632 is movably mounted on the housing 611 along the axis of the first half-shaft gear 6133. During its travel, the second clutch portion 632 has a locked state where the second engagement portion 631 and the second clutch portion 632 are connected, and an unlocked state where the second engagement portion 631 and the second clutch portion 632 are separated. With this design, the differential can be switched on and off by moving the first clutch portion 622, and the differential can be locked and unlocked by moving the second clutch portion 632. The structure is simple and easy to control. It is understood that the housing 611 has a cavity for the movement of the first clutch portion 622 and the second clutch portion 632, and during movement, the first clutch portion 622 and the second clutch portion 632 remain connected to the housing 611. Specifically, in one embodiment, the first clutch portion 622 and the second clutch portion 632 are provided with sliders, and the inner wall of the cavity is provided with corresponding grooves that cooperate with the sliders. In another embodiment, the first clutch portion 622 and the second clutch portion 632 are weakly magnetically connected to the cavity.

[0075] It should be noted that this application does not limit the specific implementation of the first clutch part 622 and the second clutch part 632. In one embodiment of this application, please refer to Figures 3 to 9. The first clutch part 622 and the second clutch part 632 are integrally arranged to form a compound clutch part 64. The compound clutch part 64 has a first position in its active stroke where the first clutch part 622 is in a disengaged state and the second clutch part 632 is in an unlocked state; a second position where the first clutch part 622 is in a connected state and the second clutch part 632 is in an unlocked state; and a third position where the first clutch part 622 is in a connected state and the second clutch part 632 is in a locked state. With this configuration, the functions of disengaging, engaging, and locking the differential can be realized by moving the compound clutch part 64. The structure is simple, and only one drive structure needs to be set up subsequently, saving space inside the housing 611. The design is relatively reasonable.

[0076] Furthermore, the first clutch portion 622 has a first extension portion 6221 extending along the axis of the first half-shaft gear 6133, and the first engagement portion has a second extension portion 6211 extending along the axis of the first half-shaft gear 6133, with the first extension portion 6221 and the second extension portion 6211 being staggered; the second clutch portion 632 has a third extension portion 6321 extending along the axis of the first half-shaft gear 6133, and the second engagement portion has a fourth extension portion 6311 extending along the axis of the first half-shaft gear 6133, with the third extension portion 6321 and the fourth extension portion 6311 being staggered. With this configuration, the distance between the first extension portion 6221 and the second extension portion 6211 is greater than the distance between the third extension portion 6321 and the fourth extension portion 6311.

[0077] It should be noted that this application does not limit the specific implementation of the combination of the first clutch portion 622 and the first engagement portion 621. For example, in one embodiment of this application, the first clutch portion 622 is provided with a plurality of protrusions arranged at intervals, and the first engagement portion 621 is provided with corresponding grooves that mate with the protrusions. This design results in a simple structure and a tight fit. In another embodiment, the first clutch portion 622 and the first engagement portion 621 are made of mutually attracting magnetic materials so that they fit tightly when in contact. It is understood that this solution also does not limit the specific form of the combination of the second clutch portion 632 and the second engagement portion 631. The specific implementation can be the same as or different from the combination of the first clutch portion 622 and the first engagement portion 621, which will not be elaborated further here.

[0078] In another embodiment of this application, referring to FIG10, the first clutch portion 622 and the second clutch portion 632 are arranged in a relatively movable manner. With this arrangement, the first clutch portion 622 and the second clutch portion 632 can be controlled independently, and each has only two positions, namely, positions that are connected or disconnected from the first engagement portion 621 or the second engagement portion 631 respectively. This facilitates subsequent programmed control, eliminates the need for an intermediate position identification device, and is structurally simple and easy to implement.

[0079] Furthermore, the first clutch structure 62 further includes a first drive member 623, which is disposed within the housing 611 and is used to drive the first clutch part 622 to move; the second clutch structure 63 further includes a second drive member 633, which is disposed within the housing 611 and is used to drive the second clutch part 632 to move. This design, by using the first drive member 623 and the second drive member 633 to drive the first clutch part 622 and the second clutch part 632 to move, improves the automation level of the system and facilitates the subsequent configuration of a control system to achieve intelligent control of this differential system.

[0080] It should be noted that this solution does not limit the specific implementation or installation location of the driver. For example:

[0081] In one embodiment, the first clutch portion 622 is further provided with a first armature 6222; the first driving member 623 includes a first electromagnetic coil 6231, which is located on the side of the first clutch portion 622 away from the second half-shaft gear 6134, to repel the first armature 6222 when energized; the first clutch structure 62 also includes a first return spring 624, which is located between the first armature 6222 and the first electromagnetic coil 6231, to apply a spring force to the first clutch portion 622 in a direction close to the first engagement portion 621. With this design, the first clutch portion 622 and the first engagement portion 621 can remain in a connected state for a long time, so that the differential structure 6 remains in the differential engaged state under natural conditions, reducing system losses. Furthermore, when the first electromagnetic coil 6231 is de-energized, the first return spring 624 can immediately return the first clutch portion 622 to the disengaged position. The structure is simple while maintaining a high degree of automation.

[0082] In another embodiment, a second armature 6322 is further provided on the second clutch portion 632; the second drive member 633 further includes a second electromagnetic coil 6331, which is located on the side of the second clutch portion 632 away from the second half-shaft gear 6134, to attract the second armature 6322 when energized; the second clutch structure 63 further includes a second return spring 634, which is located between the second armature 6322 and the second electromagnetic coil 6331, to apply a spring force to the second clutch portion 632 away from the second engagement portion 631. With this design, the second clutch portion 632 and the second engagement portion 631 can remain in a disengaged state for a long time, allowing the differential structure 6 to maintain differential function under natural conditions, reducing system losses. Furthermore, when the second electromagnetic coil 6331 is de-energized, the second return spring 634 can immediately reset the second clutch portion 632 to the unlocked position. The structure is simple while maintaining a high degree of automation.

[0083] To achieve synchronous rotation of the first clutch portion 622 and the second clutch portion 632 with the housing 611, both the first clutch portion 622 and the second clutch portion 632 are keyed to the housing 611. This design ensures connection stability while simplifying the structure and facilitating assembly and disassembly. It is understood that the length of the keyway on the housing 611 is greater than the length of the key, thereby ensuring that the first clutch portion 622 and the second clutch portion 632 can slide relative to the housing 611.

[0084] The following will describe in detail the working process of the differential structure 6 in this embodiment under different working conditions. The vehicle in this embodiment is a four-wheel drive model. During normal vehicle operation, the first electromagnetic coil 6231 and the second electromagnetic coil 6331 are de-energized, the first clutch part 622 is connected to the first engagement part 621, and the second engagement part 631 is disconnected from the second clutch part 632. The planetary shaft 6131 can rotate under the drive of the housing 611, thereby realizing the normal differential function. When the vehicle is stuck in a muddy section of road, the first electromagnetic coil 6231 is de-energized, the second electromagnetic coil 6331 is energized, the first clutch part 622 is connected to the first engagement part 621, and the second engagement part 631 is connected to the second clutch part 632. The first half-shaft gear 6133 rotates synchronously with the housing 611, thereby realizing the locking function of the differential, increasing the power of the tires on the road side, and improving the vehicle's ability to get out of trouble off-road. During driving on a good road surface, the first electromagnetic coil 6231 is energized and the second electromagnetic coil 6331 is de-energized. The first clutch part 622 is disconnected from the first engagement part 621, and the second engagement part 631 is disconnected from the first half-shaft gear 6133. As a result, the power of the differential output gear cannot be transmitted to the planetary shaft 6131, thereby disconnecting the power of one drive shaft in the vehicle, reducing the oil churning loss of the power drive device, and improving the system's fuel economy or driving range.

[0085] Referring to Figure 1, the hybrid system 100 provided in this application can generate multiple combined operating modes, including pure electric drive mode, engine direct drive mode, parking power generation mode, and energy recovery mode. The operating modes of the hybrid system 100 are described below in conjunction with the above embodiments.

[0086] When the hybrid system 100 is in the first operating mode, the engine stops, the first drive motor drives, the first clutch module 31 moves to the middle to unlock the intermediate transmission shaft 41, the second clutch module 32 moves to the right to connect the first transmission shaft 43 with the first transmission reduction structure 44, and the third clutch module 33 disengages to disconnect the engine from the engine output shaft 21. This mode is the first implementation of the pure electric drive mode. At this time, the first drive motor drives the vehicle alone, and the transmission route of the hybrid system 100 is as follows: the driving force of the first drive motor is transmitted sequentially through the first transmission assembly 5, the intermediate transmission shaft 41, the planetary gear structure 42, the first transmission shaft 43, and the first transmission reduction structure 44 to the power output shaft 1.

[0087] When the hybrid system 100 is in the second operating mode, the engine drives, the first drive motor generates electricity, the first clutch module 31 moves to the middle to unlock the intermediate transmission shaft 41, the second clutch module 32 moves to the left to disconnect the first transmission shaft 43 from the first transmission reduction structure 44, and the third clutch module 33 closes to connect the engine to the engine output shaft 21. This mode is the first implementation of the parking power generation mode. In this mode, the engine drives the first drive motor to generate electricity at an increased speed. The transmission route of the hybrid system 100 is as follows: the driving force of the engine is transmitted sequentially through the engine output shaft 21, the planetary gear structure 42, the intermediate transmission shaft 41, and the first transmission assembly 5 to the first motor shaft 22. It is understood that when the hybrid system 100 is in the second operating mode, the vehicle needs to be in gear to lock the ring gear of the planetary gear structure 42.

[0088] When the hybrid system 100 is in the third operating mode, the engine drives, the first drive motor generates electricity, the first clutch module 31 moves to the right to engage the intermediate transmission shaft 41 and the first transmission shaft 43, the second clutch module 32 moves to the left to disconnect the first transmission shaft 43 from the first transmission reduction structure 44, and the third clutch module 33 closes to connect the engine to the engine output shaft 21. This mode is the second implementation of the parking power generation mode. At this time, the engine drives the first drive motor to generate electricity at a speed ratio of 1. The transmission route of the hybrid system 100 is as follows: the driving force of the engine is transmitted sequentially through the engine output shaft 21, the planetary gear structure 42, the intermediate transmission shaft 41, and the first transmission assembly 5 to the first motor shaft 22.

[0089] When the hybrid system 100 is in the fourth operating mode, the engine is driven, the first drive motor stops, the first clutch module 31 moves to the right to engage the intermediate drive shaft 41 and the first drive shaft 43, the second clutch module 32 moves to the right to connect the first drive shaft 43 with the first transmission reduction structure 44, and the third clutch module 33 closes to connect the engine with the engine output shaft 21. This mode is the first implementation of the engine direct drive mode. At this time, the engine drives the vehicle in high gear. The transmission route of the hybrid system 100 is as follows: the driving force of the engine is transmitted sequentially through the engine output shaft 21, the planetary gear structure 42, the intermediate drive shaft 41, the first drive shaft 43, and the first transmission reduction structure 44 to the power output shaft 1.

[0090] When the hybrid system 100 is in the fifth operating mode, the engine is driven, the first drive motor stops, the first clutch module 31 moves to the left to lock the intermediate drive shaft 41, the second clutch module 32 moves to the right to connect the first drive shaft 43 with the first transmission reduction structure 44, and the third clutch module 33 closes to connect the engine with the engine output shaft 21. This mode is the second implementation of the engine direct drive mode. At this time, the engine drives the vehicle in a low gear. The transmission route of the hybrid system 100 is as follows: the driving force of the engine is transmitted sequentially through the engine output shaft 21, the planetary gear structure 42, the intermediate drive shaft 41, the first drive shaft 43, and the first transmission reduction structure 44 to the power output shaft 1.

[0091] When the hybrid system 100 is in the sixth operating mode, the engine is driven, the first drive motor is driven, the first clutch module 31 moves to the middle to unlock the intermediate transmission shaft 41, the second clutch module 32 moves to the right to connect the first transmission shaft 43 with the first transmission reduction structure 44, and the third clutch module 33 closes to connect the engine with the engine output shaft 21. This mode is the third implementation of the engine direct drive mode. At this time, the engine drives the vehicle using ECVT. The transmission route of the hybrid system 100 is as follows: the driving force of the engine is transmitted sequentially through the engine output shaft 21, the planetary gear structure 42, the intermediate transmission shaft 41, the first transmission shaft 43, and the first transmission reduction structure 44 to the power output shaft 1. At the same time, the driving force of the first drive motor is transmitted sequentially through the first transmission assembly 5, the intermediate transmission shaft 41, the planetary gear structure 42, the first transmission shaft 43, and the first transmission reduction structure 44 to the power output shaft 1.

[0092] When the hybrid system 100 is in the seventh operating mode, the engine is idling, the first drive motor generates electricity, the first clutch module 31 moves to the middle to unlock the intermediate transmission shaft 41, the second clutch module 32 moves to the right to disconnect the first transmission shaft 43 from the first transmission reduction structure 44, and the third clutch module 33 disengages to disconnect the engine from the engine output shaft 21. This mode is the first implementation of the power recovery mode. At this time, the engine is idling, the first drive motor recovers power, and the transmission route of the hybrid system 100 is as follows: the power from the power output shaft 1 is transmitted sequentially through the first transmission reduction structure 44, the first transmission shaft 43, the intermediate transmission shaft 41, and the first transmission assembly 5 to the first motor shaft 22.

[0093] This application also proposes a vehicle that includes the hybrid system 100 described above. The specific structure of the hybrid system 100 is as described in the above embodiments. Since this vehicle adopts all the technical solutions of all the above embodiments, it has at least all the beneficial effects brought about by the technical solutions of the above embodiments, which will not be described in detail here.

[0094] Please refer to Figure 11, which is a schematic diagram of the structure of the control module 7 of the hardware operating environment involved in the embodiment of this application.

[0095] As shown in Figure 11, the control module may include: a processor 1001, such as a CPU; a communication bus 1002; a user interface 1003; a network interface 1004; and a memory 1005. The communication bus 1002 is used to enable communication between these components. The user interface 1003 may include a display screen and an input unit such as a keyboard. The user interface 1003 may also include standard wired and wireless interfaces. The network interface 1004 may include standard wired and wireless interfaces (such as a Wi-Fi interface). The memory 1005 may be high-speed RAM (Random Access Memory) or non-volatile memory, such as a disk drive. The memory 1005 may also be a storage device independent of the aforementioned processor 1001.

[0096] Those skilled in the art will understand that the structure shown in FIG11 does not constitute a limitation on the control module 7, and may include more or fewer components than shown, or combine certain components, or have different component arrangements.

[0097] Based on the hybrid system 100 described above, this application also proposes a control method for the hybrid system 100. Please refer to Figure 12, which shows an embodiment of the control method for the hybrid system 100 proposed in this application.

[0098] The control method for the hybrid system 100 includes the following steps:

[0099] Step S10: Obtain the type of power output mode;

[0100] It should be noted that the power output shaft 1 has multiple modes, such as pure electric drive mode, engine direct drive mode, parking power generation mode, and power recovery mode, etc., and this application does not limit them.

[0101] Step S20: Control the operation of the power module 2 and the clutch module 3 according to the type of power output mode.

[0102] In the above steps, by controlling the operation of the power module 2 and the clutch module 3, the engine output shaft 21 and / or the first motor shaft 22 are switched on and off with the first transmission reduction mechanism 4, thereby enabling the hybrid system 100 to achieve multiple operating modes.

[0103] It should be noted that the type of power output mode can be obtained automatically by the vehicle or by the driver's operation. For example, the driver can choose between the pure electric drive mode and the engine direct drive mode based on the vehicle's load and road conditions. The driver can shift gears according to driving needs. Of course, in other embodiments, the vehicle can also choose based on its own road conditions. Specifically, this application does not limit this.

[0104] The above description is merely an exemplary embodiment of this application and does not limit the patent scope of this application. Any equivalent structural transformations made based on the technical concept of this application and the contents of the specification and drawings of this application, or direct / indirect applications in other related technical fields, are included within the patent protection scope of this application.

Claims

1. A hybrid system, wherein, The hybrid system includes: Power take-off shaft; The power module includes an engine and a first drive motor. The engine has an engine output shaft, and the first drive motor has a first motor shaft. The first motor shaft is connected to the engine output shaft via a first transmission assembly. The engine output shaft and the power output shaft are connected via a first transmission reduction mechanism. A clutch module for selectively controlling the connection and disconnection between the engine output shaft and the first transmission reduction mechanism; and, The control module is electrically connected to the power module and the clutch module.

2. The hybrid system as described in claim 1, wherein, The first transmission reduction mechanism includes: An intermediate drive shaft is coaxially arranged with the engine output shaft and is drively connected to the first motor shaft; The planetary gear structure includes planetary gears and a sun gear. The planetary gears are driven to the engine output shaft, and the sun gear is driven to the intermediate transmission shaft.

3. The hybrid system as described in claim 2, wherein, The first transmission reduction mechanism includes: A first drive shaft is sleeved on the intermediate drive shaft; and... A first transmission reduction structure is disposed between the first transmission shaft and the power output shaft for transmitting power between the first transmission shaft and the power output shaft.

4. The hybrid system as described in claim 3, wherein, The clutch module includes: A first clutch module, disposed between the intermediate drive shaft and the first drive shaft, is used to selectively control the connection and disconnection between the intermediate drive shaft and the first drive shaft; and, The second clutch module is located between the first drive shaft and the first transmission reduction structure, and is used to selectively control the engagement and disengagement of the first drive shaft and the first transmission reduction structure.

5. The hybrid system as described in claim 3, wherein, The clutch module also includes a third clutch module located between the engine and the engine output shaft, for selectively controlling the connection and disconnection of the engine and the engine output shaft.

6. The hybrid system as described in claim 3, wherein, The first transmission reduction structure also includes: The second drive shaft is radially spaced from the engine output shaft. A first transmission gear set is disposed between the first transmission shaft and the second transmission shaft for drivingly connecting the first transmission shaft and the second transmission shaft; and The second transmission gear set is disposed between the second transmission shaft and the power output shaft, and is used to drive the second transmission shaft and the power output shaft.

7. The hybrid system as claimed in claim 1, wherein, The first rotating assembly includes a first transmission gear, a second transmission gear, and a third transmission gear. The first transmission gear is fixedly mounted on the intermediate transmission shaft or the engine output shaft, the second transmission gear is fixedly mounted on the first motor shaft, and the third transmission gear meshes with the first transmission gear and the second transmission gear.

8. The hybrid system as claimed in claim 1, wherein, The hybrid system also includes a differential structure that is connected to the power output shaft, and the output shaft of the differential structure is orthogonally arranged to the engine output shaft.

9. The hybrid system as claimed in claim 1, wherein, The hybrid system also includes a differential structure that is connected to the first transmission reduction mechanism, and the output shaft of the differential structure is arranged in parallel with the engine output shaft; The power output shaft includes the output shaft of the differential.

10. The hybrid system as claimed in claim 8 or 9, wherein, The differential structure includes: The differential body includes a housing, a differential input gear, and a gear assembly. The differential input gear is sleeved on the outside of the housing to drive the housing to rotate. The gear assembly includes a planetary shaft, planetary gears, and a first half-shaft gear and a second half-shaft gear coaxially arranged and located on both sides of the planetary shaft inside the housing. The planetary gears are sleeved on the planetary shaft and mesh with the first half-shaft gear and the second half-shaft gear for transmission. A first clutch structure is provided between the housing and the planetary gear for connecting or disconnecting the housing from the planetary shaft; and, A second clutch structure is provided between the first half-shaft gear and the housing, for connecting or disconnecting the first half-shaft gear and the housing.

11. A vehicle, wherein, The vehicle includes a hybrid system as described in any one of claims 1 to 10.

12. A control method for a hybrid system, based on the hybrid system as described in any one of claims 1 to 10, wherein, The control method for the hybrid system includes the following steps: Obtain the type of power output mode; The operation of the power module and the clutch module is controlled according to the type of power output mode.

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