CN115972886A

CN115972886A - Hybrid power coupling system and vehicle

Info

Publication number: CN115972886A
Application number: CN202310013573.7A
Authority: CN
Inventors: ***; 刘楠楠; 张安伟; 周文太; 张良; 张熊泽
Original assignee: Guangzhou Automobile Group Co Ltd
Current assignee: Guangzhou Automobile Group Co Ltd
Priority date: 2023-01-05
Filing date: 2023-01-05
Publication date: 2023-04-18

Abstract

The invention provides a hybrid power coupling system and a vehicle, wherein in the hybrid power coupling system, a first input shaft is connected with an engine through a first clutch of a first transmission piece, at least two transmission paths are formed between the first input shaft and an intermediate shaft, at least two clutches of a second transmission piece are respectively arranged on the two transmission paths between the intermediate shaft and the first input shaft, and the transmission ratio of each transmission path is different, so that the switching of at least 2 gears of the engine can be realized by selecting different power transmission paths, the engine can run in a high-efficiency interval more reasonably, the power performance and the economical efficiency of the whole vehicle are improved, and the second transmission piece is connected on the intermediate shaft, so that the arrangement of the two clutches is more convenient.

Description

Hybrid power coupling system and vehicle

Technical Field

The invention relates to the field of vehicles, in particular to a hybrid power coupling system and a vehicle.

Background

The hybrid coupling system is a core part of a hybrid electric vehicle and comprises an engine and an electric motor, wherein the engine consumes fuel oil, the electric motor consumes electric energy of a power battery, and the engine and the electric motor are used for driving the vehicle to move in use.

The existing hybrid power coupling system generally adopts a single-gear structure, so that the whole transmission system only has a fixed speed ratio, and under certain working conditions, an engine cannot work in an optimal working area, so that the dynamic property and the economical efficiency of the whole vehicle are limited.

Disclosure of Invention

In view of the above-mentioned shortcomings of the prior art, the present invention provides a hybrid coupling system and a vehicle, which can realize multi-gear control to improve the power performance and economy of the whole vehicle.

In order to achieve the purpose, the invention adopts the following technical scheme:

a hybrid coupling system, comprising: an engine; a first input shaft connected to the engine; the first motor is connected with the first input shaft; a first transmission member including at least one first clutch, the at least one first clutch being disposed on a power transmission path between the engine and the first input shaft to control coupling and decoupling between the first input shaft and an output shaft of the engine; the intermediate shaft is in transmission connection with the first input shaft; the second transmission part is connected to the intermediate shaft and is connected with the first input shaft, so that at least 2 power transmission paths are formed between the intermediate shaft and the first input shaft, each power transmission path comprises a gear transmission set and at least one clutch, and the gear transmission sets of each power transmission path have different transmission ratios; and the first transmission assembly is connected with the intermediate shaft.

In some aspects of the present application, the power transmission path includes a first power transmission path and a second power transmission path; the first power transmission path includes a second clutch connected to the intermediate shaft and a first gear train connected to the second clutch and in driving connection with the first input shaft; the second power transmission path includes a third clutch connected to the intermediate shaft and a second gear train connected to the third clutch and drivingly connected to the first input shaft.

In some aspects of the present disclosure, a first gear and a second gear are coupled to the first input shaft; the first gear transmission set comprises a third gear, the third gear is connected with the second clutch, and the third gear is meshed with the first gear; the second gear transmission set includes a fourth gear connected with the second clutch and meshed with the second gear.

In some aspects of the present disclosure, a fifth gear is connected to the output shaft of the first motor, the second gear is disposed at an end of the first input shaft away from the engine, and the fifth gear is engaged with the second gear.

In some aspects of the present application, the second clutch and the third clutch constitute a dual clutch.

In some aspects of the present application, the hybrid coupling system further comprises: the second transmission assembly is in transmission connection with the first transmission assembly; and the second motor is in transmission connection with the second transmission assembly.

In some aspects of the present disclosure, the second transmission assembly includes a transmission shaft, a sixth gear and a seventh gear, the sixth gear and the seventh gear are connected to the transmission shaft, the sixth gear is in transmission connection with the first transmission assembly, an eighth gear is connected to an output end of the second motor, and the eighth gear is engaged with the seventh gear.

In some aspects of the present application, the second transmission assembly includes a ninth gear connected to the output of the second motor and a tenth gear connected to the intermediate shaft, the tenth gear being engaged with the ninth gear and being in driving connection with the first transmission assembly through the intermediate shaft.

In some aspects of the present application, the first transmission assembly comprises: a differential for connection with an external wheel; and the eleventh gear is connected to the differential and is in transmission connection with the intermediate shaft and the second motor.

A vehicle, comprising: a vehicle body; the hybrid power coupling system is fixed on the vehicle body; and the wheels are connected with the first transmission assembly of the hybrid power coupling system.

Has the advantages that: in the hybrid coupling system of this application, be connected through the first clutch of first driving medium between first input shaft and the engine, be formed with two at least transmission path between first input shaft and the jackshaft, two at least clutches of second driving medium set up respectively on two transmission path between jackshaft and first input shaft separately, and the drive ratio of every transmission path is different, consequently, can realize the switching of 2 at least gears of engine through selecting different power transmission path, make the more reasonable operation of engine between the high efficiency interval, the dynamic property and the economic nature of whole car have been improved, the second driving medium is connected on the jackshaft, the arrangement of two clutches of being more convenient for.

Drawings

Fig. 1 is a first schematic structural diagram of a hybrid coupling system in an embodiment of the present application.

Fig. 2 is a schematic structural diagram of the hybrid coupling system in the idle power generation mode according to an embodiment of the present application, and a direction indicated by an arrow is a power transmission direction.

Fig. 3 is a schematic structural diagram of the hybrid coupling system in the single-motor pure electric drive in an embodiment of the present application, and a direction indicated by an arrow is a power transmission direction.

Fig. 4 is a schematic structural diagram of the hybrid coupling system in the series drive mode in an embodiment of the present application, and the direction indicated by an arrow is a power transmission direction.

Fig. 5 is a schematic structural diagram of the hybrid coupling system in the dual-motor electric-only first-gear driving mode according to an embodiment of the present application, where the direction indicated by the arrow is the power transmission direction.

Fig. 6 is a schematic structural diagram of the hybrid coupling system in the dual-motor electric-only second-gear driving mode according to an embodiment of the present application, where the direction indicated by the arrow is the power transmission direction.

Fig. 7 is a schematic structural diagram of a hybrid coupling system in parallel first gear driving according to an embodiment of the present application, and a direction indicated by an arrow is a power transmission direction.

Fig. 8 is a schematic structural diagram of the hybrid coupling system in the parallel second-gear driving mode according to the embodiment of the present application, and the direction indicated by the arrow is the power transmission direction.

Fig. 9 is a schematic structural diagram of the hybrid coupling system in the braking energy recovery mode according to an embodiment of the present application, and the direction indicated by the arrow is a power transmission direction.

Fig. 10 is a schematic structural diagram of a hybrid coupling system in an embodiment of the present application.

Fig. 11 is a control flow diagram in an embodiment of the present application.

Description of the main element symbols: 1. an engine; 2. a first input shaft; 3. a first motor; 4. an intermediate shaft; 5. a first clutch; 61. a second clutch; 62. a third gear; 72. a fourth gear; 71. a third clutch; 8. a first gear; 9. a second gear; 10. a fifth gear; 11. a second transmission assembly; 111. a drive shaft; 112. a sixth gear; 113. a seventh gear; 114. a ninth gear; 115. a tenth gear; 12. a second motor; 13. an eighth gear; 14. a first transmission assembly; 141. a differential mechanism; 142. an eleventh gear; 15. a second input shaft; 16. a shock absorber; 17. a twelfth gear.

Detailed Description

The present invention provides a hybrid coupling system and a vehicle, and in order to make the objects, technical solutions, and effects of the present invention clearer and clearer, the present invention will be described in further detail below with reference to the accompanying drawings and examples. It should be understood that the specific embodiments described herein are merely illustrative of the invention and do not limit the scope of the invention.

In the description of the present invention, it is to be understood that the terms "upper", "lower", "inside", "outside", and the like, indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, are only for convenience in describing the present invention and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed in a specific orientation, and be operated, and thus, should not be construed as limiting the present invention.

In the description of the present invention, it should be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral connection; may be mechanically connected, may be electrically connected or may be in communication with each other; either directly or indirectly through intervening media, either internally or in any other suitable relationship. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.

Referring to fig. 1, a hybrid power coupling system includes an engine 1, a first input shaft 2, a first transmission member, an intermediate shaft 4, a second transmission member, a first transmission assembly 14, and a first motor 3. The first input shaft 2 is connected to the engine 1 via a first transmission so that the engine 1 can drive the input shaft in rotation. The second transmission connection between the first input shaft 2 and the intermediate shaft 4 enables the power on the first input shaft 2 to be transmitted to the intermediate shaft 4. The first transmission assembly 14 is connected with the intermediate shaft 4, so that the power input by the engine 1 can be transmitted to the first transmission assembly 14, and the first transmission assembly 14 is used for being connected with wheels of a vehicle, so that the engine 1 can drive the vehicle to move. Moreover, the second electric machine 12 is in transmission connection with the first transmission assembly 14, so that the first electric machine 3 can also drive the vehicle to move, and hybrid power is formed.

The first transmission member includes at least one first clutch 5, and the at least one first clutch 5 is provided on a power transmission path between the engine 1 and the first input shaft 2 to control engagement and disengagement between the first input shaft 2 and an output shaft of the engine 1. Since the first electric machine 3 is also connected to the first input shaft 2, the first clutch 5 is provided so that the vehicle can be driven to move by the engine 1 or the first electric machine 3, and also can be driven to move by the engine 1 and the first electric machine 3 at the same time. In the embodiment shown in fig. 1, the first transmission member is a first clutch 5.

Through the arrangement of the second transmission member, at least 2 power transmission paths are formed between the intermediate shaft 4 and the first input shaft 2, each power transmission path comprises a gear transmission set and at least one clutch, and the gear transmission set of each power transmission path has different transmission ratios, so that the power output by the engine 1 or the first motor 3 can be transmitted by selecting different power transmission paths, and therefore, the engine 1 or the first motor 3 can work in the optimal working area, and the efficiency is improved.

When the engine 1 or the first motor 3 is used as a power source of the vehicle, or when the engine 1 and the first motor 3 are used as power sources of the vehicle at the same time, each power transmission path transmits the power of the engine 1 or the first motor 3 to the wheels of the vehicle, and when the rotation speeds of the engine 1 or the first motor 3 are the same but the selected power transmission paths are different, the speeds of the vehicle are different due to different transmission ratios. For example: when the gear transmission set is formed by increasing speed and reducing torque, the vehicle can run quickly, but the power is smaller because the torque is reduced. When the gear transmission set is formed to increase torque and reduce speed, the vehicle speed is slow, but the output torque is large. Therefore, by selecting different transmission ratios, the vehicle can be adapted to different road conditions and different vehicle speeds, and the engine 1 can maintain the optimal working area. Wherein different gears of the vehicle are formed due to the different gear ratios of the gear transmission sets of each power transmission path. The acceleration and torque reduction means that the rotation speed of the wheel is increased and the torque is reduced.

The clutch is adopted to realize gear shifting, the torque capacity of the clutch is larger than that of a synchronizer, gear shifting is facilitated, the problems of gear shifting, gear beating and the like are effectively avoided, a set of gear shifting mechanism special for operating the synchronizer is not needed, all parts are reasonable in layout, the structure is compact, assembly is facilitated, space is saved, the space utilization rate in a vehicle is improved, the driving motor is in a working state during driving, and the power of the vehicle can be kept uninterrupted in the gear shifting process.

For example, the power transmission paths include a first power transmission path and a second power transmission path, so that the selection of the power transmission paths can be achieved by controlling clutches on the corresponding first power transmission path and second power transmission path, and each power transmission path corresponds to a different gear of the vehicle. That is, when the first power transmission path is selected for power transmission, the shift position is the first shift position, and when the second power transmission path is selected for power transmission, the shift position is the second shift position.

The first power transmission path comprises a second clutch 61 and a first gear train, the second clutch 61 being connected to the intermediate shaft 4 and the first gear train being connected to the second clutch 61 and being in driving connection with the first input shaft 2. The transmission connection between the first gear transmission set and the first input shaft 2 determines the transmission ratio of the first power transmission path, and the connection state and the disconnection state of the second clutch 61 correspond to the connection and disconnection of the first power transmission path. That is, when the second clutch 61 is in the engaged state and the other power transmission path is in the disengaged state, the power of the engine 1 or the first electric machine 3 can be transmitted to the intermediate shaft 4 through the first input shaft 2, the first gear train, the second clutch 61, and then transmitted to the wheels of the vehicle by the intermediate shaft 4. When the second clutch 61 is in the disengaged state, the first gear transmission set cannot drive the intermediate shaft 4 to rotate.

In detail, the first input shaft 2 is connected with a first gear 8, the first gear transmission set comprises a third gear 62, the third gear 62 is connected with the second clutch 61, and the third gear 62 is meshed with the first gear 8; so that the first gear 8, the third gear 62 and the second clutch 61 form a first power transmission path, and the ratio of the numbers of teeth of the first gear 8 and the third gear 62 forms a gear ratio on the first power transmission path.

Similarly, the second power transmission path includes a third clutch 71 and a second gear train, the third clutch 71 being connected to the intermediate shaft 4, the second gear train being connected to the third clutch 71 and being in driving connection with the first input shaft 2. The transmission connection between the second gear transmission set and the first input shaft 2 determines the transmission ratio of the second power transmission path, and the connection state and the disconnection state of the third clutch 71 correspond to the connection and disconnection of the second power transmission path. That is, when the third clutch 71 is engaged and the other power transmission path is disengaged, the power of the engine 1 or the first electric machine 3 can be transmitted to the intermediate shaft 4 through the first input shaft 2, the first gear train, and the second clutch 61, and then transmitted to the wheels of the vehicle through the intermediate shaft 4. When the third clutch 71 is in the disengaged state, the second gear transmission set cannot drive the intermediate shaft 4 to rotate.

The first input shaft 2 is connected with a second gear 9, the second gear transmission set comprises a fourth gear 72, the fourth gear 72 is connected with the second clutch 61, and the fourth gear 72 is meshed with the second gear 9, so that the second gear 9, the third gear 62 and the third clutch 71 form a second power transmission path, and the ratio of the number of teeth of the second gear 9 and the fourth gear 72 forms a transmission ratio on the second power transmission path.

The second clutch 61 and the third clutch 71 form a double clutch, so that the mounting space required by the second clutch 61 and the third clutch 71 is reduced, the structure is compact, and the effect of reducing the longitudinal size of the hybrid power coupling system is achieved, wherein the longitudinal direction is along the axial direction of the input shaft.

Referring to fig. 1, in detail, a first connecting shaft is connected between the second clutch 61 and the third gear 62, and the first connecting shaft is a hollow shaft and is sleeved on the intermediate shaft 4, so that the second clutch 61, the third gear 62 and the intermediate shaft 4 are coaxial. Similarly, a second connecting shaft is connected between the third clutch 71 and the fourth gear 72, and the second connecting shaft is a hollow shaft and is sleeved on the intermediate shaft 4, so that the third clutch 71, the fourth gear 72 and the intermediate shaft 4 are coaxial. The arrangement is such that the lateral dimension of the hybrid coupling system, which is the direction in fig. 1 in which the ends of a straight line perpendicular to the first input shaft 2 and the intermediate shaft 4 point, is smaller.

Since the second clutch 61 and the third clutch 71 form a double clutch, in the exemplary embodiment shown in fig. 1 the second connecting shaft is arranged on the intermediate shaft 4 and the first connecting shaft is arranged on the second connecting shaft.

In an embodiment, the output shaft of the first electric machine 3 is connected with a fifth gear 10, the second gear 9 is arranged at one end of the first input shaft 2 far away from the engine 1, and the fifth gear 10 is meshed with the first gear 8, so that the length of the output shaft of the first electric machine 3 can be shortened, and the arrangement of the internal structure of the hybrid coupling system is more convenient.

Moreover, the first motor 3 is meshed with the first gear 8 through the fifth gear 10, when the number of teeth of the fifth gear 10 is less than that of the first gear 8 and the first motor 3 is used as power output, a speed reduction structure is formed between the fifth gear 10 and the first gear 8 to realize speed reduction and torque increase, so that larger torque is output; when the number of teeth of the fifth gear 10 is less than that of the first gear 8 and the engine 1 drives the first motor 3 to generate electricity, an acceleration structure is formed between the fifth gear 10 and the first gear 8 to realize acceleration and torque reduction, that is, the rotating speed of the first motor 3 during electricity generation is increased.

The hybrid power coupling system further comprises a second transmission assembly 11 and a second motor 12, wherein the second transmission assembly 11 is in transmission connection with the first transmission assembly 14; the second motor 12 is in transmission connection with the second transmission assembly 11. Therefore, the power of the second motor 12 can be transmitted to the first transmission assembly 14 through the second transmission assembly 11 to drive the vehicle to move.

Due to the arrangement of the second motor 12 and the first clutch 5 between the first input shaft 2 and the engine 1, the first motor 3 and the second motor 12 can drive the vehicle to move simultaneously, so that the driving force of the electric driving mode can be increased. In other words, when the driving force rating in the electric drive mode is made available simultaneously as the power source of the vehicle by the first motor 3 and the second motor 12, the volume and cost of the first motor 3 and the second motor 12 can be reduced.

In detail, the second transmission assembly 11 includes a transmission shaft 111, a sixth gear 112 and a seventh gear 113, the sixth gear 112 and the seventh gear 113 are connected to the transmission shaft 111, the sixth gear 112 is in transmission connection with the first transmission assembly 14, the output end of the second motor 12 is connected with the eighth gear 13, the eighth gear 13 is meshed with the seventh gear 113, and power is transmitted between the second motor 12 and the first transmission assembly 14.

Preferably, the second transmission assembly 11 forms a speed reducer, that is, the second transmission assembly 11 plays a role in reducing speed and increasing torque, so that the driving motor can output large torque.

Referring to fig. 10, in another embodiment, the second transmission assembly 11 includes a ninth gear 114 connected to the output end of the second motor 12 and a tenth gear 115 connected to the intermediate shaft 4, wherein the tenth gear 115 is engaged with the ninth gear 114 and is in transmission connection with the first transmission assembly 14 through the intermediate shaft 4. In this embodiment, the second electric machine 12 is connected to the intermediate shaft 4 through the ninth gear 114 and the tenth gear 115, so that the second electric machine 12 realizes speed reduction with the first transmission assembly 14 through the ninth gear 114, the tenth gear 115 and the intermediate shaft 4, thereby making the structure more compact and simple, and further reducing the transverse dimension of the hybrid coupling system.

The first transmission assembly 14 includes a differential 141 and an eleventh gear 142, the differential 141 being for connection with the external wheels; the eleventh gear 142 is connected to the differential 141, and is in transmission connection with the intermediate shaft 4 and the second motor 12, so that power transmission between the engine 1 and the second motor 12 and the wheels is realized.

In detail, the intermediate shaft 4 is provided with a twelfth gear 17, and the twelfth gear 17 is meshed with the eleventh gear 142, so that power transmission between the intermediate shaft 4 and the first transmission assembly 14 is realized.

In the embodiment where the second motor 12 is connected to the first transmission assembly 14 through the second transmission assembly 11, specifically: the sixth gear 112 of the second transmission assembly 11 is meshed with the eleventh gear 142 of the first transmission assembly 14, so that power transmission between the second transmission assembly 11 and the first transmission assembly 14 is realized.

In the above, both the first motor 3 and the second motor 12 can be used for driving the vehicle to move and for generating electricity. Preferably, the first electric machine 3 is a generator and the second electric machine 12 is a drive motor.

Wherein, a damper 16 and a second input shaft 15 are provided between the first clutch 5 and the output end of the engine 1, the damper 16 is connected to the output end of the engine 1 to buffer and damp the output of the engine 1, for example: the damper 16 may be a torsional damper 16 or a dual mass flywheel. The second input shaft 15 is connected between the first clutch 5 and the damper 16.

In the foregoing, the hybrid coupling system realizes switching of various operation modes by controlling the states of the clutches on the respective power transmission paths. The working modes of the hybrid power coupling system comprise an idle speed power generation mode, a single-motor pure electric driving mode, a series driving mode, a double-motor driving mode, a parallel driving mode and a braking energy recovery mode, wherein the double-motor driving mode comprises a double-motor pure electric first-gear driving mode and a double-motor pure electric second-gear driving mode, and the parallel driving mode at least comprises a parallel first-gear driving mode and a parallel second-gear driving mode.

Referring to fig. 2, when the coupling system is in the idle power generation mode, the first clutch 5 is in a coupled state, the second clutch 61 and the third clutch 71 are in a disengaged state, and the engine 1 drives the first motor 3 to generate power.

Referring to fig. 3, when the combined system is in the single-motor electric-only driving mode, the second clutch 61 and the third clutch 71 are both in a disengaged state, and the second motor 12 drives the vehicle to move.

Referring to fig. 4, when the coupling system is in the series driving mode, the first clutch 5 is in the coupling state, the second clutch 61 and the third clutch 71 are both in the disengagement state, the second motor 12 drives the vehicle to move, the engine 1 drives the first motor 3 to generate electricity, and the electricity generated by the first motor 3 is used for the second motor 12 to work.

Referring to fig. 5, when the combination system is in the dual-motor pure electric first-gear driving mode, the first clutch 5 and the third clutch 71 are in a disengaged state, the second clutch 61 is in a combined state, the first motor 3 and the second motor 12 are in a driving mode, and the first motor 3 and the second motor 12 drive the vehicle to move together.

Referring to fig. 6, when the coupling system is in the dual-motor electric-only second-gear driving mode, the first clutch 5 and the second clutch 61 are in a disengaged state, the third clutch 71 is in a coupled state, the first motor 3 and the second motor 12 are in a driving mode, and the first motor 3 and the second motor 12 drive the vehicle to move together.

Referring to fig. 7, when the combination system is in the parallel first-gear driving mode, the first clutch 5 and the second clutch 61 are in a combined state, and the third clutch 71 is in a separated state, at this time, a part of power of the engine 1 is used for driving the vehicle to move, a part of power is used for driving the first motor 3 to generate electricity, and the second motor 12 drives the vehicle to move.

Referring to fig. 8, when the coupling system is in the parallel second-gear driving mode, the first clutch 5 and the third clutch 71 are in a coupled state, and the second clutch 61 is in a disengaged state, at this time, a part of power of the engine 1 is used for driving the vehicle to move, a part of power is used for driving the first motor 3 to generate power, and the second motor 12 drives the vehicle to move.

Referring to fig. 9, when the combined system is in the braking energy recovery mode, the vehicle drives the second motor 12 to generate power in the braking state or the coasting state, so as to recover the braking energy.

The above several operating modes are embodied in the form of a table as follows:

the combination system or the vehicle is provided with a controller for controlling the combination system to work, wherein the combination system obtains the current battery electric quantity value, the throttle opening value and the vehicle speed value of the vehicle in the work process; then determining the working mode of the vehicle according to the current battery electric quantity value, the accelerator opening value and the vehicle speed value of the vehicle; then, according to the working mode of the vehicle, the working states of the engine 1, the first motor 3 and the second motor 12, and the on-off of the power transmission path of the first clutch 5, the second clutch 61 and the third clutch 71 are controlled to match the current working mode of the vehicle.

Therefore, according to the working mode of the vehicle, the working states of the engine 1, the first motor 3 and the second motor 12 and the on-off of the power transmission path where the first clutch 5, the second clutch 61 and the third clutch 71 are located are controlled, and the automatic switching of multiple working modes such as an idle power generation mode, a single-motor pure electric driving mode, a series driving mode, a double-motor pure electric driving mode, a parallel driving mode and a braking energy recovery mode can be realized, so that the oil consumption is effectively reduced, and the fuel economy is improved.

A vehicle comprises a vehicle body, a hybrid coupling system and wheels, wherein the hybrid coupling system is fixed on the vehicle body, and the wheels are connected with a first transmission assembly 14 of the hybrid coupling system, namely the wheels are in transmission connection with a differential 141.

Wherein, because in the hybrid coupling system, connect through first clutch 5 of first driving medium between first input shaft 2 and the engine 1, be formed with two at least transmission path between first input shaft 2 and the jackshaft 4, two at least clutches of second driving medium set up respectively on two transmission path between jackshaft 4 and first input shaft 2 separately, and the drive ratio of every transmission path is different, consequently, can realize the switching of 2 at least gears of engine 1 through selecting different power transmission path, make engine 1 more reasonable operation at the high efficiency interval, the dynamic property and the economic nature of whole car have been improved, the second driving medium is connected on jackshaft 4, be more convenient for arrange of two clutches.

It should be understood that equivalents and modifications of the technical solution and inventive concept thereof may occur to those skilled in the art, and all such modifications and alterations should fall within the protective scope of the present invention.

Claims

1. A hybrid coupling system, comprising:

an engine;

a first input shaft connected to the engine;

the first motor is connected with the first input shaft;

a first transmission member including at least one first clutch, the at least one first clutch being disposed on a power transmission path between the engine and the first input shaft to control coupling and decoupling between the first input shaft and an output shaft of the engine;

the intermediate shaft is in transmission connection with the first input shaft;

the second transmission part is connected to the intermediate shaft and is connected with the first input shaft, so that at least 2 power transmission paths are formed between the intermediate shaft and the first input shaft, each power transmission path comprises a gear transmission set and at least one clutch, and the gear transmission sets of each power transmission path have different transmission ratios;

and the first transmission assembly is connected with the intermediate shaft.

2. The hybrid coupling system of claim 1,

the power transmission path includes a first power transmission path and a second power transmission path;

the first power transmission path includes a second clutch connected to the intermediate shaft and a first gear train connected to the second clutch and in driving connection with the first input shaft;

the second power transmission path includes a third clutch connected to the intermediate shaft and a second gear train connected to the third clutch and drivingly connected to the first input shaft.

3. The hybrid coupling system of claim 2,

the first input shaft is connected with a first gear and a second gear;

the first gear transmission set comprises a third gear, the third gear is connected with the second clutch, and the third gear is meshed with the first gear;

the second gear transmission set includes a fourth gear connected with the second clutch and meshed with the second gear.

4. The hybrid coupling system according to claim 3, wherein a fifth gear is connected to the output shaft of the first electric machine, the second gear is disposed at an end of the first input shaft remote from the engine, and the fifth gear is meshed with the second gear.

5. The hybrid coupling system according to claim 2, wherein the second clutch and the third clutch constitute a dual clutch.

6. The hybrid coupling system of claim 1, further comprising:

the second transmission assembly is in transmission connection with the first transmission assembly;

and the second motor is in transmission connection with the second transmission assembly.

7. The hybrid coupling system of claim 6, wherein the second transmission assembly includes a transmission shaft, a sixth gear and a seventh gear, the sixth gear and the seventh gear are connected to the transmission shaft, the sixth gear is in transmission connection with the first transmission assembly, an eighth gear is connected to an output of the second electric machine, and the eighth gear is in mesh with the seventh gear.

8. The hybrid coupling system according to claim 6, wherein the second transmission assembly includes a ninth gear connected to the output of the second electric machine and a tenth gear connected to the countershaft, the tenth gear being in meshing engagement with the ninth gear and being drivingly connected to the first transmission assembly through the countershaft.

9. The hybrid coupling system of claim 1, wherein the first transmission assembly comprises:

a differential for connection with an external wheel;

and the eleventh gear is connected to the differential and is in transmission connection with the intermediate shaft and the second motor.

10. A vehicle, characterized by comprising:

a vehicle body;

a hybrid coupling system fixed on the vehicle body, wherein the hybrid coupling system is the hybrid coupling system of any one of claims 1 to 9;

and the wheels are connected with the first transmission assembly of the hybrid power coupling system.