Hybrid powertrain assembly and control method and control apparatus therefor, vehicle and storage medium

Abstract

A hybrid powertrain assembly and a control method and control apparatus therefor, a vehicle and a storage medium. The vehicle comprises an axle. The hybrid powertrain assembly comprises a transmission assembly, a first engine, a second engine, a first electric motor and a second electric motor. The transmission assembly comprises a first output shaft, a first drive shaft and a second drive shaft; an output end of the second engine is connected to the second drive shaft; the first electric motor is connected to both the first output shaft and the axle; and the second electric motor is drivingly connected to both the first drive shaft and the second drive shaft. When the vehicle speed reaches a first threshold, the second electric motor adjusts the rotational speeds of the first engine and the second engine through the transmission assembly; when the rotational speeds of the first engine and the second engine reach a second threshold, the first engine and the second engine are started. Using dual engines as a primary power source to drive the vehicle can improve fuel-powered performance, reduce engine load, and enhance fuel economy.

Description

Hybrid power components and their control methods, control devices, vehicles and storage media

[0001] Cross-reference to related applications

[0002] This application claims priority to Chinese Patent Application No. 202411430517.4, filed on October 14, 2024, the entire contents of which are incorporated herein by reference for all purposes. Technical Field

[0003] This application relates to the field of hybrid technology, specifically to a hybrid power component and its control method, control device, vehicle, and storage medium. Background Technology

[0004] The inventors realized that in related technologies, large mining dump trucks generally use a power system of a single engine and a multi-speed transmission, and output power through mechanical coupling between the two power systems so that when one power system shifts gears, the other outputs power, thus ensuring uninterrupted power shifting. However, when the vehicle is under heavy load and going uphill, the engine needs to output high power, but the power of a single engine is limited, which can easily lead to insufficient power. Application content

[0005] This application aims to address at least one of the technical problems existing in the prior art or related technologies.

[0006] Therefore, the first aspect of this application proposes a hybrid power component.

[0007] The second aspect of this application proposes a vehicle.

[0008] A third aspect of this application proposes a control method for a hybrid power assembly.

[0009] The fourth aspect of this application provides a control device for a hybrid power assembly.

[0010] The fifth aspect of this application proposes a readable storage medium.

[0011] In view of the above, a first aspect of this application provides a hybrid powertrain assembly. The vehicle includes an axle, and the hybrid powertrain assembly includes a transmission assembly, a first engine, a second engine, a first motor, and a second motor. The transmission assembly includes a first output shaft, a first drive shaft, and a second drive shaft. The first drive shaft is drivenly connected to the first output shaft, and the second drive shaft is drivenly connected to the first output shaft. The output end of the first engine is connected to the first drive shaft. The output end of the second engine is connected to the second drive shaft. The first motor is connected to both the first output shaft and the axle. The second motor is drivenly connected to both the first drive shaft and the second drive shaft. When the vehicle starts, the second motor transmits power to the first motor through the transmission assembly. The power transmitted by the transmission assembly and the power of the first motor are coupled to drive the axle. When the vehicle speed reaches a first threshold, the second motor adjusts the speeds of the first and second engines through the transmission assembly. When the speeds of the first and second engines reach a second threshold, the first and second engines start.

[0012] In this technical solution, the vehicle includes an axle, and the hybrid powertrain includes a transmission assembly, a first engine, a second engine, a first motor, and a second motor. The transmission assembly includes a first output shaft, a first drive shaft, and a second drive shaft. The first drive shaft is driven by the first output shaft, and the second drive shaft is driven by the first output shaft, enabling the installation of the first drive shaft, the second drive shaft, and the first output shaft. When power is transmitted to the first and second drive shafts, the first and second drive shafts can transmit power to the first output shaft for output. The output end of the first engine is connected to the first drive shaft; the output end of the second engine is connected to the second drive shaft, enabling the installation of the first and second engines, allowing the first and second engines to transmit power to the first and second drive shafts. The first motor is connected to both the first output shaft and the axle, allowing the first motor to receive power transmitted from the first output shaft and drive the axle, thus enabling the vehicle to move. The second motor is driven by both the first and second drive shafts, allowing the second motor to drive the first and second drive shafts to move, thereby outputting power through the first output shaft. When the vehicle starts, the second motor transmits power to the first motor via the transmission assembly. The power transmitted by the transmission assembly is coupled with the power of the first motor to drive the axle. Therefore, during vehicle startup, the second motor can assist the first motor in driving, ensuring the vehicle's ability to get out of trouble. When the vehicle speed reaches a first threshold, the second motor adjusts the speed of the first and second engines via the transmission assembly. When the speeds of the first and second engines reach a second threshold, the first and second engines start. Therefore, after the vehicle starts, controlling the start of the first and second engines allows them to transmit power to the transmission assembly. The transmission assembly can then couple the power of the first and second engines and transmit it to the first motor, allowing both engines to simultaneously drive the vehicle, with the first and second motors providing assistance. Therefore, this application, by connecting two engines (the first and second engines) to the transmission assembly, allows the transmission assembly to couple the power of the first and second engines to drive the vehicle, i.e., using dual engines as the primary power source to drive the vehicle, improves fuel efficiency, reduces engine load, and enhances fuel economy.

[0013] In addition, the hybrid power component in the above-mentioned technical solution provided in this application may also have the following additional technical features:

[0014] In one embodiment of this application, the transmission assembly optionally further includes a drive gear, a first driven gear, and a second driven gear. The drive gear is disposed on a first output shaft; the first driven gear is disposed on a first transmission shaft and meshes with the drive gear; the second driven gear is disposed on a second transmission shaft and meshes with the drive gear.

[0015] In this technical solution, the transmission assembly further includes a drive gear, a first driven gear, and a second driven gear. The drive gear is disposed on the first output shaft to facilitate its installation. The first driven gear is disposed on the first drive shaft and meshes with the drive gear to facilitate its installation. The second driven gear is disposed on the second drive shaft and meshes with the drive gear to facilitate its installation. By configuring the drive gear, the first driven gear, and the second driven gear, power can be transmitted between the first output shaft and the first drive shaft, and between the first output shaft and the second drive shaft, so as to transmit the power of the first engine, the second engine, and the second motor to the first output shaft for output.

[0016] In one embodiment of this application, the transmission assembly may optionally include a gear hub and a sliding sleeve. The gear hub is disposed on the first output shaft; the sliding sleeve is disposed on the side of the gear hub away from the first output shaft, and the sliding sleeve can be connected to or separated from the drive gear.

[0017] In this technical solution, the transmission assembly also includes a gear hub and a sliding sleeve. The gear hub is mounted on the first output shaft. The sliding sleeve is mounted on the side of the gear hub away from the first output shaft. The sliding sleeve can connect to or disconnect from the drive gear. By connecting the sliding sleeve to the drive gear, the drive gear can transmit power to the first output shaft, thereby achieving gear shifting. By disconnecting the sliding sleeve from the drive gear, the drive gear cannot transmit power to the first output shaft. Therefore, when the sliding sleeve is disconnected from the drive gear, the transmission assembly is in neutral, thus disengaging the power from the first and second engines. By configuring the gear hub and sliding sleeve, gear shifting is achieved, thereby adjusting the vehicle speed.

[0018] In one embodiment of this application, the hybrid power assembly optionally further includes a third driveshaft and a fourth driveshaft. One end of the third driveshaft is connected to the output end of the first engine, and the other end of the third driveshaft is connected to the first driveshaft; one end of the fourth driveshaft is connected to the output end of the second engine, and the other end of the fourth driveshaft is connected to the second driveshaft; wherein, the axis of the third driveshaft and the axis of the fourth driveshaft have a first included angle.

[0019] In this technical solution, the hybrid power assembly also includes a third driveshaft and a fourth driveshaft. One end of the third driveshaft is connected to the output end of the first engine, and the other end is connected to the first driveshaft, enabling the installation and fixation of the third driveshaft so that it can transmit power from the first engine to the first driveshaft. One end of the fourth driveshaft is connected to the output end of the second engine, and the other end is connected to the second driveshaft, enabling the installation and fixation of the fourth driveshaft so that it can transmit power from the second engine to the second driveshaft. The axes of the third and fourth driveshafts have a first angle; by tilting the axes of the third and fourth driveshafts at a certain angle, the positions of the first and second driveshafts can be adapted.

[0020] In one technical solution of this application, optionally, there is a second included angle between the axis of the first engine and the axis of the second engine.

[0021] In this technical solution, there is a second included angle between the axis of the first engine and the axis of the second engine, so as to adjust the installation position of the first engine and the second engine, so that the first engine and the second engine are arranged with their axes tilted, thereby adapting to the space of the vehicle frame.

[0022] A second aspect of this application provides a vehicle including a hybrid powertrain assembly as described in any of the above-described technical solutions, with a first motor connected to the axle. Therefore, this vehicle possesses all the beneficial effects of a hybrid powertrain assembly, which will not be elaborated further here.

[0023] A third aspect of this application provides a control method for a hybrid power assembly. The control method includes: controlling vehicle startup; a second motor transmitting power to a first motor via a transmission assembly; the power transmitted by the transmission assembly and the power of the first motor driving the axle; when the vehicle speed reaches a first threshold, the second motor adjusting the speeds of the first engine and the second engine via the transmission assembly; and when the speeds of the first engine and the second engine reach a second threshold, the first engine and the second engine starting.

[0024] In this technical solution, vehicle startup is controlled by a second motor that transmits power to the first motor via a transmission assembly. The power transmitted by the transmission assembly is coupled with the power of the first motor to drive the axle. Therefore, during vehicle startup, the second motor assists the first motor in driving, ensuring the vehicle's ability to get out of trouble. When the vehicle speed reaches a first threshold, the second motor adjusts the speeds of the first and second engines via the transmission assembly. When the speeds of the first and second engines reach a second threshold, the first and second engines start. Thus, after the vehicle starts, controlling the startup of the first and second engines allows them to transmit power to the transmission assembly. The transmission assembly then couples the power of the first and second engines and transmits it to the first motor, allowing both engines to simultaneously drive the vehicle, with the first and second motors providing assistance. Therefore, this application, by connecting two engines (the first and second engines) to the transmission assembly, allows the transmission assembly to couple the power of the first and second engines to drive the vehicle, employing dual engines as the primary power source to improve fuel efficiency, reduce engine load, and enhance fuel economy.

[0025] In one technical solution of this application, optionally, the second motor transmits power to the first motor through a transmission assembly, including: controlling the transmission assembly to adjust to first gear, temporarily not starting the first engine and the second engine, the second motor outputting power through a first output shaft via a fourth gear and a first gear, and the first output shaft transmitting power to the first motor to achieve pure electric starting of the vehicle.

[0026] In one technical solution of this application, optionally, after the first engine and the second engine are started, the control method of the hybrid power assembly further includes: controlling the first motor to drive the axle to move at a first speed when the vehicle is shifting gears; controlling the transmission assembly to be in neutral; controlling the second motor, the first engine and the second engine to drive the first drive shaft and the second drive shaft to run at a second speed; and controlling the transmission assembly to adjust to a preset gear when the first speed and the second speed are the same.

[0027] In this technical solution, when the vehicle is shifting gears, the first motor is controlled to drive the axle at a first speed. Therefore, during gear shifting, the first motor can maintain a stable vehicle speed to avoid a decrease in speed, thus ensuring uninterrupted power during gear shifting. The transmission assembly is controlled to be in neutral; the second motor, the first engine, and the second engine are controlled to drive the first and second drive shafts to operate at a second speed; when the first and second speeds are the same, the transmission assembly is controlled to adjust to a preset gear, so that the second motor can drive the first and second drive shafts to move, thereby driving the first and second engines to adjust their speeds together, achieving speed synchronization before engaging the corresponding gear.

[0028] A fourth aspect of this application provides a control device for a hybrid power assembly, including a memory and a processor. The memory stores a program or instructions executable on the processor. When the program or instructions are executed by the processor, they implement the steps of the control method for the hybrid power assembly as described in any of the above-described technical solutions. Therefore, this control device for the hybrid power assembly possesses all the beneficial effects of the control method for the hybrid power assembly, which will not be elaborated further here.

[0029] A fifth aspect of this application provides a readable storage medium storing a program or instructions that, when executed by a processor, implement the steps of the control method for a hybrid power assembly as described in any of the above-described technical solutions. Therefore, this readable storage medium possesses all the beneficial effects of the control method for a hybrid power assembly, which will not be elaborated further here.

[0030] Additional aspects and advantages of this application 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 application. Attached Figure Description

[0031] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0032] Figure 1 shows a schematic diagram of a hybrid power assembly according to an embodiment of this application;

[0033] Figure 2 shows a schematic diagram of a transmission assembly according to an embodiment of this application;

[0034] Figure 3 shows a flowchart of a control method for a hybrid power assembly according to an embodiment of this application;

[0035] Figure 4 shows a structural block diagram of a control device for a hybrid power assembly according to an embodiment of this application.

[0036] The correspondence between the reference numerals and component names in Figures 1 to 4 is as follows:

[0037] 100 Hybrid powertrain assembly, 102 Transmission assembly, 104 First output shaft, 106 First drive shaft, 108 Second drive shaft, 110 Drive gear, 112 First gear, 114 Second gear, 116 Third gear, 118 Fourth gear, 120 First driven gear, 122 Fifth gear, 124 Sixth gear, 126 Seventh gear, 128 Eighth gear, 130 Second driven gear, 132 Ninth gear, 134 Tenth gear, 136 Eleventh gear, 138 Twelfth gear 140 Gear hub, 142 First gear hub, 144 Second gear hub, 146 Sliding sleeve, 148 First sliding sleeve, 150 Second sliding sleeve, 152 First engine, 154 Second engine, 156 First motor, 158 Second motor, 160 Third drive shaft, 162 Fourth drive shaft, 164 Housing, 166 Mounting cavity, 200 Vehicle, 210 Axle, 220 Rear axle main reduction gear, 230 Rear axle drive gear, 300 Control device for hybrid power assembly, 310 Memory, 320 Processor. Detailed Implementation

[0038] To better understand the above-mentioned objectives, features, and advantages of this application, the application will be further described in detail below with reference to the accompanying drawings and specific embodiments. It should be noted that, unless otherwise specified, the embodiments and features described in these embodiments can be combined with each other.

[0039] Many specific details are set forth in the following description in order to provide a full understanding of this application. However, this application may also be implemented in other ways different from those described herein. Therefore, the scope of protection of this application is not limited to the specific embodiments disclosed below.

[0040] The following describes, with reference to Figures 1 to 4, some embodiments of a hybrid power assembly 100 and its control method, control device, vehicle 200 and storage medium according to this application.

[0041] This application provides a hybrid powertrain assembly 100. As shown in Figures 1 and 2, the vehicle 200 includes an axle 210, and the hybrid powertrain assembly 100 includes a transmission assembly 102, a first engine 152, a second engine 154, a first motor 156, and a second motor 158. The transmission assembly 102 includes a first output shaft 104, a first drive shaft 106, and a second drive shaft 108. The first drive shaft 106 is driveably connected to the first output shaft 104, and the second drive shaft 108 is driveably connected to the first output shaft 104. The output end of the first engine 152 is connected to the first drive shaft 106; the output end of the second engine 154 is connected to the second drive shaft 108; the first motor 156 is connected to both the first output shaft 104 and the axle 210; and the second motor 158 is driveably connected to both the first drive shaft 106 and the second drive shaft 108. When the vehicle 200 starts, the second motor 158 transmits power to the first motor 156 through the transmission assembly 102. The power transmitted by the transmission assembly 102 and the power of the first motor 156 are coupled to drive the axle 210. When the speed of the vehicle 200 reaches the first threshold, the second motor 158 adjusts the speed of the first engine 152 and the second engine 154 through the transmission assembly 102. When the speed of the first engine 152 and the second engine 154 reaches the second threshold, the first engine 152 and the second engine 154 start.

[0042] In this embodiment, the vehicle 200 includes an axle 210, and the hybrid powertrain 100 includes a transmission assembly 102, a first engine 152, a second engine 154, a first motor 156, and a second motor 158. The transmission assembly 102 includes a first output shaft 104, a first drive shaft 106, and a second drive shaft 108. The first drive shaft 106 is drivenly connected to the first output shaft 104, and the second drive shaft 108 is drivenly connected to the first output shaft 104 to enable the installation of the first drive shaft 106, the second drive shaft 108, and the first output shaft 104. When power is transmitted to the first drive shaft 106 and the second drive shaft 108, the first drive shaft 106 and the second drive shaft 108 can transmit power to the first output shaft 104 for output. The output end of the first engine 152 is connected to the first drive shaft 106; the output end of the second engine 154 is connected to the second drive shaft 108, thus enabling the installation of the first engine 152 and the second engine 154, allowing them to transmit power to the first drive shaft 106 and the second drive shaft 108. The first motor 156 is connected to both the first output shaft 104 and the axle 210, allowing it to receive power from the first output shaft 104 and drive the axle 210, enabling the vehicle 200 to operate. The second motor 158 is connected to both the first drive shaft 106 and the second drive shaft 108, allowing it to drive the first drive shaft 106 and the second drive shaft 108, thereby outputting power through the first output shaft 104. When the vehicle 200 starts, the second motor 158 transmits power to the first motor 156 through the transmission assembly 102. The power transmitted by the transmission assembly 102 and the power of the first motor 156 are coupled to drive the axle 210. Therefore, when the vehicle 200 starts, the second motor 158 can assist the first motor 156 in driving to ensure the vehicle 200's ability to get out of trouble. When the vehicle 200 reaches a first threshold speed, the second motor 158 adjusts the speed of the first engine 152 and the second engine 154 through the transmission assembly 102. When the speed of the first engine 152 and the second engine 154 reaches a second threshold speed, the first engine 152 and the second engine 154 start. Therefore, after the vehicle 200 starts, the first engine 152 and the second engine 154 are controlled to start, so that the first engine 152 and the second engine 154 can transmit power to the transmission assembly 102. The transmission assembly 102 can couple the power of the first engine 152 and the second engine 154 and transmit it to the first motor 156, so that the first engine 152 and the second engine 154 simultaneously drive the vehicle 200 to move, with the first motor 156 and the second motor 158 providing assistance.Therefore, this application connects two engines, the first engine 152 and the second engine 154, to the transmission assembly 102, so that the transmission assembly 102 couples the power of the first engine 152 and the second engine 154 to drive the vehicle 200. That is, it uses two engines as the main power source to drive the vehicle 200, thereby improving fuel efficiency, reducing engine load, and improving fuel economy.

[0043] Specifically, this application solves the problem of complex shifting logic and improves system reliability by using a set of transmission components 102.

[0044] Specifically, the first motor 156 can be a dual permanent magnet synchronous motor with a common housing and a high torque reserve coefficient of 600VDC (Voltage Direct Current). The rated power of a single motor is above 250kW, the rated torque is above 3750Nm, and the peak torque is above 7500Nm. The high torque reserve ensures that the first engine 152 and the second engine 154 still have strong power output when shifting gears, improves the reliability of gear shifting, and prevents frequent gear shifting due to excessive speed drop. The maximum speed is above 3000rpm (Revolutions Per Minute) to ensure high speed in pure electric mode.

[0045] Specifically, the second motor 158 can be a 600VDC platform permanent magnet synchronous single motor. The torque of this motor is amplified by the transmission assembly 102, and a motor of commonly used specifications for pure electric wide-body vehicles can be adopted. When the vehicle starts at 200 km / h, the second motor 158 assists the power output of the first motor 156. The peak torque of the second motor 158 is required to be above 2500 Nm to ensure the ability to get out of trouble. When the vehicle speed is very high, the transmission assembly 102 is put into neutral to disengage the power of the first engine 152 and the second engine 154. The first engine 152 and the second engine 154 can drive the second motor 158 to generate electricity to balance the state of charge (SOC). The rated power of the second motor 158 is required to be above 300 kW, and the peak speed is 3500 rpm to 4000 rpm.

[0046] Specifically, the transmission assembly 102 is a power-combining transmission. The dual engines, consisting of the first engine 152 and the second engine 154, can couple power through the transmission assembly 102 and connect to the electric motor to drive the vehicle 200 as the main force.

[0047] Specifically, the power-converging transmission is a single-stage reduction gearbox, which has high efficiency and a compact structure.

[0048] The power-merging transmission has a wide gear ratio range, ensuring that the vehicle speed can reach approximately 6 kph to 42 kph (Kilometers Per Hour) when driven by pure fuel, covering most operating conditions; it enables direct output of engine power, ensuring sufficient power and a high level of SOC.

[0049] Specifically, the dual-engine symmetrical power input composed of the first engine 152 and the second engine 154 can cancel out the radial and tangential forces of the drive gear 110, greatly improving reliability.

[0050] Specifically, the two engines plus the second motor 158 provide a total of three power inputs to the transmission assembly 102, and the output is coupled to the first motor 156, enabling multiple hybrid modes.

[0051] Specifically, the first engine 152 and the second engine 154 have a displacement of 1.14L to 17L. The dual-engine power coupling with a displacement of 1.14L to 17L can achieve a total power of over 800kW, which can meet the power requirements of 100T large mining trucks while avoiding the problem of high engine load and poor fuel economy in hybrid systems.

[0052] Specifically, in this application, the hybrid power component 100 uses a transmission component 102, and the first motor 156 does not require a transmission, which simplifies the shifting logic and improves the reliability of shifting.

[0053] Specifically, when the vehicle 200 starts or at very low speed, the first engine 152 and the second engine 154 do not start. The second motor 158 can output power through the transmission assembly 102 to couple with the power of the first motor 156, thereby improving the ability to get out of trouble.

[0054] Specifically, after starting, the first engine 152 and the second engine 154 of the vehicle 200 are activated to directly output power, avoiding a low SOC (State of Charge) due to prolonged pure electric output.

[0055] Specifically, the hybrid power assembly 100 also includes a housing 164 having a mounting cavity 166, in which the transmission assembly 102, the first engine 152, the second engine 154, the first motor 156, and the second motor 158 are located, thereby enabling the housing 164 to protect the components within the mounting cavity 166.

[0056] Specifically, the power of the first motor 156 meets the driving / braking requirements under high-speed conditions such as empty vehicle or downhill, without the need for auxiliary output from the first engine 152, the second engine 154, and the second motor 158. At this time, the transmission assembly 102 can be placed in neutral to prevent the first engine 152 and the second engine 154 from overspeeding. At the same time, the first engine 152 and the second engine 154 can drive the second motor 158 to generate electricity to maintain SOC.

[0057] This embodiment provides a hybrid power component 100, which, in addition to the technical features of the above embodiments, further includes the following technical features.

[0058] As shown in Figures 1 and 2, the transmission assembly 102 further includes a drive gear 110, a first driven gear 120, and a second driven gear 130. The drive gear 110 is disposed on the first output shaft 104; the first driven gear 120 is disposed on the first drive shaft 106 and meshes with the drive gear 110; the second driven gear 130 is disposed on the second drive shaft 108 and meshes with the drive gear 110.

[0059] In this embodiment, the transmission assembly 102 further includes a drive gear 110, a first driven gear 120, and a second driven gear 130. The drive gear 110 is disposed on the first output shaft 104 for mounting. The first driven gear 120 is disposed on the first drive shaft 106 and meshes with the drive gear 110 for mounting. The second driven gear 130 is disposed on the second drive shaft 108 and meshes with the drive gear 110 for mounting. By configuring the drive gear 110, the first driven gear 120, and the second driven gear 130, power can be transmitted between the first output shaft 104 and the first drive shaft 106, and between the first output shaft 104 and the second drive shaft 108, so as to transmit the power of the first engine 152, the second engine 154, and the second motor 158 to the first output shaft 104 for output.

[0060] Specifically, the driving gear 110 includes a first gear 112, a second gear 114, a third gear 116, and a fourth gear 118, which are arranged sequentially at intervals, with the fourth gear 118 located on the side closest to the first motor 156. The first driven gear 120 includes a fifth gear 122, a sixth gear 124, a seventh gear 126, and an eighth gear 128. The first gear 112 meshes with the fifth gear 122, the second gear 114 meshes with the sixth gear 124, the third gear 116 meshes with the seventh gear 126, and the fourth gear 118 meshes with the eighth gear 128. The second driven gear 130 includes a ninth gear 132, a tenth gear 134, an eleventh gear 136, and a twelfth gear 138. The first gear 112 meshes with the ninth gear 132, the second gear 114 meshes with the tenth gear 134, the third gear 116 meshes with the eleventh gear 136, and the fourth gear 118 meshes with the twelfth gear 138.

[0061] Specifically, the first gear 112, the second gear 114, the third gear 116, and the fourth gear 118 are rotatable relative to the first output shaft 104.

[0062] Specifically, the speed ratio of the first gear 112, the second gear 114, the third gear 116 and the fourth gear 118 is approximately 3:1.8:1:0.7, and the pure fuel-powered vehicle speed can reach approximately 6kph to 42kph.

[0063] This embodiment provides a hybrid power component 100, which, in addition to the technical features of the above embodiments, further includes the following technical features.

[0064] As shown in Figure 1, the transmission assembly 102 also includes a gear hub 140 and a sliding sleeve 146. The gear hub 140 is disposed on the first output shaft 104; the sliding sleeve 146 is disposed on the side of the gear hub 140 away from the first output shaft 104, and the sliding sleeve 146 can be connected to or separated from the drive gear 110.

[0065] In this embodiment, the transmission assembly 102 further includes a gear hub 140 and a sliding sleeve 146. The gear hub 140 is disposed on the first output shaft 104 for mounting. The sliding sleeve 146 is disposed on the side of the gear hub 140 away from the first output shaft 104 for mounting. The sliding sleeve 146 can be connected to or disconnected from the drive gear 110. By connecting the sliding sleeve 146 to the drive gear 110, the drive gear 110 can transmit power to the first output shaft 104 to achieve gear shifting. The sliding sleeve 146 can be disconnected from the drive gear 110, preventing the drive gear 110 from transmitting power to the first output shaft 104. Therefore, when the sliding sleeve 146 can be disconnected from the drive gear 110, the transmission assembly 102 is in neutral, thereby disengaging the power from the first engine 152 and the second engine 154. By setting the gear hub 140 and the sliding sleeve 146, the gear shift can be achieved, thereby adjusting the vehicle speed to 200 km / h.

[0066] Specifically, when shifting gears, the sliding sleeve 146 engages with the gear teeth of the drive gear 110 to achieve power output.

[0067] Specifically, in neutral, the first engine 152, the second engine 154, and the second motor 158 cannot drive the vehicle 200, but the first engine 152 and the second engine 154 can drive the second motor 158 to generate electricity through the transmission assembly 102.

[0068] Specifically, the gear hub 140 includes a first gear hub 142 and a second gear hub 144, and the sliding sleeve 146 includes a first sliding sleeve 148 and a second sliding sleeve 150. The first gear hub 142 is connected to the first sliding sleeve 148, and the second gear hub 144 is connected to the second sliding sleeve 150. The second sliding sleeve 150 is located between the third gear 116 and the fourth gear 118, and the first sliding sleeve 148 is located between the first gear 112 and the second gear 114. The second sliding sleeve 150 can be connected to the third gear 116 or the fourth gear 118 to adjust the transmission assembly 102 to third gear or fourth gear; the first sliding sleeve 148 can be connected to the first gear 112 or the second gear 114 to adjust the transmission assembly 102 to first gear or second gear.

[0069] Specifically, the fourth gear 118 is connected to the second motor 158, so that power can be transmitted between the fourth gear 118 and the second motor 158.

[0070] Specifically, the rotor shaft of the second motor 158 is connected to the first engine 152 and the second engine 154 via the fourth gear 118 to achieve accelerated power generation and improve power generation efficiency. The rotor shaft has a hollow structure, through which the first output shaft 104 passes and is connected to the first motor 156 to achieve hybrid mode.

[0071] Specifically, the second motor 158 can achieve power output with multiple speed ratios by combining with other gears through the fourth gear 118, which reduces the torque requirements of the motor and allows the use of a general-purpose motor to reduce costs.

[0072] This embodiment provides a hybrid power component 100, which, in addition to the technical features of the above embodiments, further includes the following technical features.

[0073] As shown in Figure 1, the hybrid power assembly 100 also includes a third driveshaft 160 and a fourth driveshaft 162. One end of the third driveshaft 160 is connected to the output end of the first engine 152, and the other end of the third driveshaft 160 is connected to the first driveshaft 106; one end of the fourth driveshaft 162 is connected to the output end of the second engine 154, and the other end of the fourth driveshaft 162 is connected to the second driveshaft 108; wherein, there is a first included angle between the axis of the third driveshaft 160 and the axis of the fourth driveshaft 162.

[0074] In this embodiment, the hybrid power assembly 100 further includes a third driveshaft 160 and a fourth driveshaft 162. One end of the third driveshaft 160 is connected to the output end of the first engine 152, and the other end of the third driveshaft 160 is connected to the first driveshaft 106 to achieve installation and fixation of the third driveshaft 160, allowing the third driveshaft 160 to transmit power from the first engine 152 to the first driveshaft 106. One end of the fourth driveshaft 162 is connected to the output end of the second engine 154, and the other end of the fourth driveshaft 162 is connected to the second driveshaft 108 to achieve installation and fixation of the fourth driveshaft 162, allowing the fourth driveshaft 162 to transmit power from the second engine 154 to the second driveshaft 108. A first angle is formed between the axis of the third driveshaft 160 and the axis of the fourth driveshaft 162. By tilting the axis of the third driveshaft 160 and the axis of the fourth driveshaft 162 at a certain angle, the positions of the first driveshaft 106 and the second driveshaft 108 can be adapted.

[0075] Specifically, in Figure 1, line C represents the axis of the third drive shaft 160, and line D represents the axis of the fourth drive shaft 162.

[0076] This embodiment provides a hybrid power component 100, which, in addition to the technical features of the above embodiments, further includes the following technical features.

[0077] The axis of the first engine 152 and the axis of the second engine 154 have a second included angle.

[0078] In this embodiment, there is a second included angle between the axis of the first engine 152 and the axis of the second engine 154, so as to adjust the mounting position of the first engine 152 and the second engine 154, so that the first engine 152 and the second engine 154 are arranged with their axes tilted, thereby adapting to the space of the vehicle frame.

[0079] Specifically, in Figure 1, line A represents the axis of the first engine 152, and line B represents the axis of the second engine 154.

[0080] Specifically, along the direction from the first engine 152 to the transmission assembly 102, the distance between the axis of the first engine 152 and the axis of the transmission assembly 102 gradually decreases.

[0081] Specifically, along the direction from the second engine 154 to the transmission assembly 102, the distance between the axis of the second engine 154 and the axis of the transmission assembly 102 gradually decreases.

[0082] Specifically, the vehicle 200 also includes a rear axle main reduction gear 220 and a rear axle drive gear 230. The main reduction gear is located on the axle 210. The rear axle main reduction gear 220 meshes with the rear axle drive gear 230. The rear axle drive gear 230 is connected to a first motor 156, which can transmit power to the rear axle drive gear 230. The first drive shaft 106, the second drive shaft 108, and the first output shaft 104 of the transmission assembly 102 rotate at opposite speeds. Therefore, the offset direction of the rear axle main reduction gear 220 relative to the rear axle drive gear 230 needs to be opposite to that of the conventional axle 210.

[0083] In one embodiment of this application, a vehicle 200 is provided, including an axle 210 and a hybrid powertrain 100 as described in any of the above embodiments, with a first motor 156 connected to the axle 210. Therefore, the vehicle 200 possesses all the beneficial effects of the hybrid powertrain 100, which will not be elaborated further here.

[0084] Specifically, vehicle 200 refers to mining cars, dump trucks, or wide-body vehicles.

[0085] In one embodiment of this application, a control method for a hybrid power assembly is provided, as shown in FIG3. The control method for the hybrid power assembly includes:

[0086] S202 controls vehicle start-up. The second motor transmits power to the first motor through the transmission assembly. The power transmitted by the transmission assembly and the power of the first motor are coupled to drive the axle.

[0087] S204, when the vehicle speed reaches the first threshold, the second motor adjusts the speed of the first engine and the second engine through the transmission assembly, and when the speed of the first engine and the second engine reaches the second threshold, the first engine and the second engine start.

[0088] In this embodiment, when the vehicle starts, the second motor transmits power to the first motor via the transmission assembly. The power transmitted by the transmission assembly is coupled with the power of the first motor to drive the axle. Therefore, when the vehicle starts, the second motor can assist the first motor in driving, ensuring the vehicle's ability to get out of trouble. When the vehicle speed reaches a first threshold, the second motor adjusts the speed of the first and second engines via the transmission assembly. When the speeds of the first and second engines reach a second threshold, the first and second engines start. Therefore, after the vehicle starts, controlling the start of the first and second engines allows them to transmit power to the transmission assembly. The transmission assembly can then couple the power of the first and second engines and transmit it to the first motor, allowing both engines to simultaneously drive the vehicle, with the first and second motors providing assistance. Therefore, this application, by connecting two engines (the first and second engines) to the transmission assembly, allows the transmission assembly to couple the power of the first and second engines to drive the vehicle, i.e., using dual engines as the main power source to drive the vehicle, improves fuel efficiency, reduces engine load, and enhances fuel economy.

[0089] In one embodiment of this application, optionally, the second motor transmits power to the first motor through a transmission assembly, including: controlling the transmission assembly to adjust to first gear, temporarily not starting the first engine and the second engine, the second motor outputting power through a first output shaft via a fourth gear and a first gear, the first output shaft transmitting power to the first motor to achieve pure electric starting of the vehicle.

[0090] Specifically, the first threshold is 5 kph to 7 kph.

[0091] Specifically, the first threshold is 6 kph.

[0092] Specifically, the second threshold is 900 rpm to 1100 rpm.

[0093] Specifically, the second threshold is 1000 rpm.

[0094] Specifically, after the vehicle starts, when the speed reaches about 6 kph, it pulls the first and second engines to the practical speed of about 1000 rpm to start and output power, thus realizing the start of the first and second engines.

[0095] Specifically, after the first engine and the second engine output power to the transmission assembly, the first engine and the second engine are controlled to output power in the economic range, and the first motor and the second motor provide auxiliary drive to achieve low-speed fuel economy priority.

[0096] Specifically, when the vehicle is running at high speed, the dual engines have sufficient power to ensure economy while driving the primary motor and the second motor to generate electricity.

[0097] In one embodiment of this application, optionally, after the first engine and the second engine are started, the control method of the hybrid power assembly further includes: controlling the first motor to drive the axle to move at a first speed when the vehicle is shifting gears; controlling the transmission assembly to be in neutral; controlling the second motor, the first engine and the second engine to drive the first drive shaft and the second drive shaft to run at a second speed; and controlling the transmission assembly to adjust to a preset gear when the first speed and the second speed are the same.

[0098] In this embodiment, when the vehicle is shifting gears, the first motor is controlled to drive the axle at a first speed. Therefore, during gear shifting, the first motor can maintain a stable vehicle speed to avoid a decrease in speed, thereby ensuring uninterrupted power during gear shifting. The transmission assembly is controlled to be in neutral; the second motor, the first engine, and the second engine are controlled to drive the first and second drive shafts to run at a second speed; when the first and second speeds are the same, the transmission assembly is controlled to adjust to a preset gear, so that the second motor can drive the first and second drive shafts to move, thereby driving the first and second engines to adjust their speeds together, achieving speed synchronization before engaging the corresponding gear.

[0099] Specifically, at high speeds, the dual engines provide sufficient power to drive the first and second motors to generate electricity while ensuring fuel economy.

[0100] During gear shifting, the first motor increases torque output to maintain stable vehicle speed, while the second motor drives the first and second engines to adjust their speeds together via the fourth gear. Once the speeds are synchronized, the corresponding gear is engaged to achieve uninterrupted power shifting.

[0101] Specifically, when the vehicle is in high-speed range-extending mode: that is, when the vehicle speed reaches 42kph or above, the engine is at risk of overspeeding. The first motor drives the vehicle independently, while the second motor, the first engine, and the second engine jointly control the gear speed of the transmission assembly, and then control the transmission to shift into neutral. The first engine and the second engine drive the second motor to generate electricity through the fourth gear. Since the fourth gear is the speed-increasing gear, the economic speed of the first engine and the second engine at 1500rpm corresponds to the speed of the second motor at 2100rpm or above, which can generate electricity in the high-efficiency range of the first engine, the second engine, and the second motor, maintaining the SOC balance. At the same time, the speed and power output of the first engine and the second engine can be controlled according to the power generation demand.

[0102] Specifically, when the vehicle is parked, the first motor stops outputting power, the transmission assembly is put into neutral, and the first and second engines drive the second motor to generate electricity through the fourth gear, thus enabling the vehicle to generate electricity while parked.

[0103] Specifically, when the vehicle is heavily loaded and going downhill, if the SOC is not high, energy recovery can be achieved. This can be achieved through the first motor or by driving the second motor through the fourth gear to achieve regenerative braking.

[0104] In one embodiment of this application, a control device 300 for a hybrid power assembly is provided, as shown in FIG4. It includes a memory 310 and a processor 320. The memory 310 stores programs or instructions that can be executed on the processor 320. When the program or instructions are executed by the processor 320, they implement the steps of the control method for the hybrid power assembly as described in any of the above embodiments. Therefore, this control device for the hybrid power assembly possesses all the beneficial effects of the control method for the hybrid power assembly, which will not be elaborated further here.

[0105] In one embodiment of this application, a readable storage medium is provided, on which a program or instructions are stored. When executed by a processor, the program or instructions implement the steps of the control method for a hybrid power assembly as described in any of the above embodiments. Therefore, this readable storage medium possesses all the beneficial effects of the control method for a hybrid power assembly, which will not be elaborated further here.

[0106] In the claims, description, and accompanying drawings of this application, the term "plural" refers to two or more objects. Unless otherwise explicitly defined, the terms "upper," "lower," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used solely for the convenience of describing this application and simplifying the descriptive process, and are not intended to indicate or imply that the device or element referred to must have the described specific orientation, or be constructed and operated in a specific orientation. Therefore, these descriptions should not be construed as limitations on this application. The terms "connection," "installation," "fixing," etc., should be interpreted broadly. For example, "connection" can be a fixed connection between multiple objects, a detachable connection between multiple objects, or an integral connection; it can be a direct connection between multiple objects or an indirect connection between multiple objects through an intermediate medium. For those skilled in the art, the specific meaning of the above terms in this application can be understood based on the specific circumstances described above.

[0107] In the claims, description, and accompanying drawings of this application, the terms "one embodiment," "some embodiments," "specific embodiment," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of this application. In the claims, description, and accompanying drawings of this application, 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.

[0108] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A hybrid power component, wherein, The vehicle includes an axle, and the hybrid powertrain includes: A transmission assembly, the transmission assembly including a first output shaft, a first drive shaft and a second drive shaft, the first drive shaft being drively connected to the first output shaft, and the second drive shaft being drively connected to the first output shaft; The first engine, the output end of the first engine is connected to the first drive shaft; The second engine, the output end of which is connected to the second drive shaft; A first motor is connected to the first output shaft and the axle respectively; The second motor is connected to both the first drive shaft and the second drive shaft. When the vehicle starts, the second motor transmits power to the first motor through the transmission assembly, and the power transmitted by the transmission assembly and the power of the first motor drive the axle. When the vehicle speed reaches a first threshold, the second motor adjusts the rotational speed of the first engine and the second engine through the transmission assembly. When the rotational speed of the first engine and the second engine reaches a second threshold, the first engine and the second engine start.

2. The hybrid power assembly according to claim 1, wherein, The transmission assembly also includes: A drive gear, wherein the drive gear is disposed on the first output shaft; A first driven gear is disposed on the first transmission shaft and meshes with the driving gear; The second driven gear is disposed on the second transmission shaft and meshes with the driving gear.

3. The hybrid power assembly according to claim 2, wherein, The transmission assembly also includes: A gear hub, wherein the gear hub is disposed on the first output shaft; A sliding sleeve is disposed on the side of the gear hub away from the first output shaft, and the sliding sleeve can be connected to or separated from the drive gear.

4. The hybrid power assembly according to any one of claims 1 to 3, wherein, Also includes: A third drive shaft, one end of which is connected to the output end of the first engine, and the other end of which is connected to the first drive shaft; A fourth drive shaft, one end of which is connected to the output end of the second engine, and the other end of which is connected to the second drive shaft; The axis of the third transmission shaft and the axis of the fourth transmission shaft have a first included angle.

5. The hybrid power assembly according to any one of claims 1 to 3, wherein, The axis of the first engine and the axis of the second engine have a second included angle.

6. A vehicle, wherein, include: Axle; The hybrid power assembly as described in any one of claims 1 to 5, wherein the first motor is connected to the axle.

7. A control method for a hybrid power assembly, wherein, The control method for the hybrid power assembly includes: The vehicle is started by controlling the second motor to transmit power to the first motor through the transmission assembly. The power transmitted by the transmission assembly is coupled with the power of the first motor to drive the axle. When the vehicle speed reaches a first threshold, the second motor adjusts the speed of the first engine and the second engine through the transmission assembly. When the rotational speed of the first engine and the second engine reaches a second threshold, the first engine and the second engine start.

8. The control method for a hybrid power assembly according to claim 7, wherein, After the first engine and the second engine are started, the control method for the hybrid power assembly further includes: When the vehicle shifts gears, the first motor is controlled to drive the axle to move at a first speed; The transmission assembly is controlled to be in neutral. Control the second motor, the first engine, and the second engine to drive the first drive shaft and the second drive shaft to run at a second speed; When the first speed and the second speed are the same, the transmission assembly is controlled to adjust to a preset gear.

9. A control device for a hybrid power assembly, wherein, It includes a memory and a processor, the memory storing a program or instructions that can run on the processor, the program or instructions being executed by the processor to implement the steps of the control method for the hybrid power assembly as described in claim 7 or 8.

10. A readable storage medium having a program or instructions stored thereon, wherein, When the program or instructions are executed by the processor, they implement the steps of the control method for the hybrid power assembly as described in claim 7 or 8.

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