CN118269621A - Hybrid power system and vehicle - Google Patents

Abstract

A hybrid system and a vehicle, the hybrid system comprising: the device comprises an engine, a longitudinally arranged first motor, a transmission and a longitudinally arranged second motor; the first motor is longitudinally arranged and connected with the engine; the speed changer is provided with at least two gears, the first end of the speed changer is respectively connected with the engine and the longitudinal first motor; the longitudinally arranged second motor is connected with the second end of the speed changer; the hybrid system is configured to: when the maximum output torque does not exceed the required torque, the engine, the longitudinal first motor and the longitudinal second motor are controlled to enter a hybrid mode, and in the hybrid mode, the transmission is controlled to switch between at least two gears according to the vehicle speed, wherein the maximum output torque corresponds to the longitudinal second motor. The hybrid power system always maintains high power output efficiency.

Description

Hybrid power system and vehicle

Technical Field

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

Background

Conventional hybrid systems typically form a powertrain from an engine, a generator, and an electric motor in series, parallel, or series-parallel fashion to drive the vehicle forward. When the vehicle is in a heavy load state, the engine can drive the generator to generate electricity, electric energy is transmitted to the battery or the motor through the controller, the motor drives the differential mechanism to move through the speed change mechanism so as to control the motion of the vehicle, and when the vehicle is in a light load state, the motor can directly drive the differential mechanism to move through the speed change mechanism so as to drive the vehicle to move.

However, in existing hybrid system architecture arrangements, the logic of the mode switching is chaotic, resulting in a lower power output efficiency.

Disclosure of Invention

The application aims to provide a hybrid power system and a vehicle, and aims to solve the problem that the power output efficiency of the existing hybrid power system is low.

To achieve the object of the present application, in a first aspect, the present application provides a hybrid system comprising: the device comprises an engine, a longitudinally arranged first motor, a transmission and a longitudinally arranged second motor; the longitudinal first motor is connected with the engine; the transmission is provided with at least two gears, the first end of the transmission is respectively connected with the engine, and the longitudinal first motor is connected with the first motor; the longitudinally arranged second motor is connected with the second end of the transmission; the hybrid system is configured to: when the maximum output torque does not exceed the required torque, the engine, the longitudinal first motor and the longitudinal second motor are controlled to enter a hybrid mode, and in the hybrid mode, the transmission is controlled to switch between the at least two gears according to the vehicle speed, wherein the maximum output torque corresponds to the longitudinal second motor.

In one embodiment, the hybrid mode includes a series mode; when the maximum output torque does not exceed the required torque and the current vehicle speed does not exceed a first target vehicle speed threshold, controlling the engine, the longitudinal first motor and the longitudinal second motor to enter the series mode, and controlling the transmission according to the vehicle speed in the series mode to switch between the two gears.

In one embodiment, the hybrid mode includes a parallel mode; when the maximum output torque does not exceed the required torque and the current vehicle speed exceeds a first target vehicle speed threshold, controlling the engine, the longitudinal first motor and the longitudinal second motor to enter the parallel mode, and controlling the transmission according to the vehicle speed in the parallel mode to switch between the two gears.

In one embodiment, the hybrid system is configured to: when the maximum output torque exceeds the required torque and the current electric quantity does not exceed a target threshold, controlling the engine, the longitudinal first motor and the longitudinal second motor to enter a hybrid mode, and controlling the transmission to switch between the at least two gears according to the vehicle speed in the hybrid mode.

In one embodiment, the hybrid mode includes a series mode; when the maximum output torque exceeds the required torque, the current electric quantity does not exceed a target threshold value, and the current vehicle speed does not exceed a second target vehicle speed threshold value, the engine, the longitudinal first motor and the longitudinal second motor are controlled to enter the series mode, and in the series mode, the transmission is controlled to switch between the two gears according to the vehicle speed.

In one embodiment, the hybrid mode includes a parallel mode; when the maximum output torque exceeds the required torque, the current electric quantity does not exceed a target threshold, and the current vehicle speed exceeds a second target vehicle speed threshold, the engine, the longitudinal first motor and the longitudinal second motor are controlled to enter the parallel mode, and in the parallel mode, the transmission is controlled to switch between the two gears according to the vehicle speed.

In one embodiment, the hybrid system is configured to: when the maximum output torque exceeds the required torque and the current electric quantity exceeds a target threshold, the engine and the longitudinal first motor are controlled to be in a non-working state, the longitudinal second motor is controlled to work to enter a pure electric mode, and in the pure electric mode, the transmission is controlled to switch between the at least two gears according to the vehicle speed.

In one embodiment, the hybrid system is configured to: in the pure mode, when the vehicle speed exceeds a third target vehicle speed threshold value, controlling the transmission to be in a first gear; and in the pure mode, when the vehicle speed does not exceed a third target vehicle speed threshold value, controlling the transmission to be in a second gear, wherein the at least two gears comprise the first gear and the second gear.

In one embodiment, the gear ratio of the first gear is smaller than the gear ratio of the second gear.

In one embodiment, the transmission includes an input shaft, a dual clutch, and an output shaft, the dual clutch being disposed on either the input shaft or the output shaft; the end part of the double clutch is arranged at one end close to the longitudinally arranged first motor; or, the end of the double clutch is arranged near one end of the longitudinally arranged second motor.

In one embodiment, the transmission includes an input shaft, a first clutch, a second clutch, and an output shaft, the first clutch and the second clutch are disposed on the input shaft or the output shaft, and the first clutch and the second clutch are disposed back-to-back.

In one embodiment, the transmission comprises an input shaft, a first clutch, a second clutch and an output shaft, wherein the first clutch and the second clutch are arranged in a staggered mode, the first clutch is arranged on the input shaft, and the second clutch is arranged on the output shaft.

In one embodiment, the first clutch and the second clutch are offset at their ends.

In one embodiment, the hybrid power system further includes a transmission gear disposed on the input shaft, the transmission gear being respectively connected with the engine, the longitudinally disposed first motor, and the transmission gear being disposed between the first clutch and the second clutch.

In a second aspect, the application also proposes a vehicle comprising a hybrid system as shown in the embodiments of the first aspect.

According to the technical scheme, the relation between the maximum output torque and the required torque of the longitudinal second motor of the hybrid power system is configured, so that the engine, the longitudinal first motor and the longitudinal second motor are controlled to enter a hybrid mode, and the transmission is controlled to switch between the at least two gears according to the vehicle speed, so that the hybrid power system is ensured to always keep high power output efficiency.

Drawings

In order to more clearly illustrate the embodiments of the application or the technical solutions in the prior art, the drawings which are used in the description of the embodiments or the prior art will be briefly described, it being obvious that the drawings in the description below are only some embodiments of the application, and that other drawings can be obtained from them without inventive effort for a person skilled in the art.

FIG. 1 is a schematic diagram of a hybrid powertrain according to an embodiment of the present application;

FIG. 2 is a schematic diagram of a hybrid powertrain according to another embodiment of the present application;

FIG. 3 is a schematic diagram of a hybrid powertrain according to yet another embodiment of the present application;

FIG. 4 is a schematic diagram of a transmission path of a hybrid powertrain in a direct-drive mode according to an embodiment of the present application;

FIG. 5 is a schematic diagram of a transmission path of a hybrid powertrain in a series mode according to an embodiment of the present application;

FIG. 6 is a schematic diagram of a transmission path of a hybrid powertrain in a parallel mode according to an embodiment of the present application;

FIG. 7 is a schematic diagram of a transmission path of a hybrid powertrain in a charging mode according to an embodiment of the present application;

Fig. 8 is a flowchart of a method for switching various working modes of the hybrid power system provided by the application.

Detailed Description

The following description of the embodiments of the present application will be made clearly and fully with reference to the accompanying drawings, in which it is evident that the embodiments described are only some, but not all embodiments of the application. All other embodiments, which can be made by those skilled in the art based on the embodiments of the present application without making any inventive effort, are intended to fall within the scope of the present application.

It will be understood that when an element is referred to as being "fixed to" another element, it can be directly on the other element or intervening elements may also be present. When a component is considered to be "connected" to another component, it can be directly connected to the other component or intervening components may also be present.

Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used in the description of the application herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. The term "and/or" as used herein includes any and all combinations of one or more of the associated listed items.

Some embodiments of the present application are described in detail below with reference to the accompanying drawings. The following embodiments and features of the embodiments may be combined with each other without conflict.

The present application proposes a vehicle, please refer to fig. 1, the vehicle includes a hybrid system 100, the hybrid system 100 includes: an engine 30, a first longitudinal motor 10, a transmission 20, and a second longitudinal motor 50; the first motor 10 is connected to the engine 30; the transmission 20 has at least two gears, and a first end of the transmission 20 is connected with the engine 30 and the first motor 10; the longitudinally disposed second motor is connected to a second end of the transmission 20.

Specifically, the transmission 20 includes a power input wheel 21, and the first electric motor 10 is disposed longitudinally in driving connection with the power input wheel 21. The longitudinal first motor 10 is electrically connected to an external battery pack 40 (not shown). It will be appreciated that the electric power output from the battery pack 40 enables the longitudinal first electric motor 10 to output power, and the power output from the longitudinal first electric motor 10 can be transmitted to the power input wheel 21 and drive the power input wheel 21 to rotate, thereby driving the transmission 20 to output power outwards. The power output function of the hybrid system 100 of the application is achieved.

Alternatively, engine 30 is in driving communication with transmission 20. The engine 30 includes a drive shaft 31, and the drive shaft 31 is drivingly connected to the transmission 20. The engine 30 is in driving connection with the power input wheel 21. It will be appreciated that the power output by the engine 30 may be transmitted to the power input wheel 21 and rotate the power input wheel 21 to drive the transmission 20 to output power. The power output function of the hybrid system 100 of the application is achieved.

Optionally, the first motor 10 is electrically connected to an external battery pack 40 (not shown). It will be appreciated that the electric power output from the battery pack 40 enables the longitudinal first electric motor 10 to output power, and the power output from the longitudinal first electric motor 10 can be transmitted to the transmission 20 and drive the transmission 20 to rotate, so that the transmission 20 outputs power outwards. The power output function of the hybrid system 100 of the application is achieved.

Alternatively, the longitudinal first electric motor 10 is configured as a generator, since the transmission 20 is also in driving connection with the longitudinal first electric motor 10. It can be appreciated that, while the engine 30 drives the transmission 20 to rotate, part of the power is also transmitted to the longitudinal first motor 10 and drives the rotor of the longitudinal first motor 10 to rotate and generate electric energy, and the electric energy generated by the longitudinal first motor 10 is transmitted to the battery pack 40, so as to charge the battery pack 40. The charging function of the hybrid system 100 of the present application is implemented.

Alternatively, the first motor 10 comprises a first power shaft 11, a first power wheel 12 and a first intermediate wheel 13, wherein the first power shaft 11 is fixedly connected with the first power wheel 12, and the first intermediate wheel 13 is meshed and transmitted between the first power wheel 12 and the power input wheel 21. It will be appreciated that when the power transmitted by the first motor 10 is longitudinally arranged, it is output from the first power shaft 11 and is sequentially transmitted to the power input wheel 21 via the first power wheel 12 and the first intermediate wheel 13 to drive the power input wheel 21 to rotate, thereby driving the transmission 20 to rotate and outputting power outwards.

Optionally, the transmission 20 further comprises a second intermediate wheel 27, an input shaft 24, a first gear pair 22, a second gear pair 23 and an output shaft 26. Wherein the second intermediate wheel 27 is fixedly connected to the input shaft 24 and is in engagement with the power input wheel 21. It will be appreciated that the power transmitted to the power input wheel 21 can be transmitted to the input shaft 24 via the second intermediate wheel 27 and transmitted to the output shaft 26 by the first gear pair 22 or the second gear pair 23. The first-stage gear pair 22 and the second-stage gear pair 23 correspond to the two stages described above.

The longitudinally disposed second motor 50 includes a second power shaft 51 and second and third intermediate wheels 52 and 53. The second power shaft 51 is fixedly connected with the second power wheel 52, the third intermediate wheel 53 is fixedly connected with the output shaft 26, and the second power wheel 52 and the third intermediate wheel 53 are meshed. It will be appreciated that the power output from the longitudinally disposed second motor 50 is output from the second power shaft 51 and is in turn transmitted to the output shaft 26 via the second power wheel 52 and the third intermediate wheel 53 and is output outwardly via the output shaft 26.

Optionally, the hybrid powertrain 100 further includes a differential 60, and the transmission 20 further includes a first bevel gear 281 and a second bevel gear 282. The first bevel gear 281 is fixedly connected to an end portion of the output shaft 26 far from the longitudinally arranged second motor 50, the second bevel gear 282 is meshed with the first bevel gear 281 for transmission, and the second bevel gear 282 is fixedly connected with an input end of the differential mechanism 60. Differential 60 is drivingly connected to the outer wheels (not shown). It will be appreciated that the power transmitted to the output shaft 26 is transmitted into the differential 60 via the first bevel gear 281 and the second bevel gear 282 and drives the wheels of the vehicle for rotation via the differential 60. Meanwhile, the differential 60 can enable the two connected wheels to have different rotation speeds, and the differential 60 can enable the hybrid system 100 to operate under different working conditions.

Thus, the hybrid system 100 of the present application can make the power output by the hybrid system 100 of the present application different by providing the mutual cooperation of the longitudinal first motor 10, the longitudinal second motor 50 and the engine 30, and can realize the switching of the output power of the hybrid system 100 of the present application, thereby expanding the use scenario of the hybrid system 100 of the present application.

In one embodiment, referring to fig. 1, the transmission 20 includes a first gear pair 22 and a second gear pair 23; the first-stage gear pair 22 and the second-stage gear pair 23 are configured to: the control power is switched from the first gear through the first-stage gear pair 22 to the second gear through the second-stage gear pair 23.

Specifically, the transmission 20 further includes a first transmission wheel 221, a first power output wheel 222, a second transmission wheel 231, and a second power output wheel 232. The first driving wheel 221 and the second driving wheel 231 are spaced apart. The first power take-off wheel 222 is spaced from the second power take-off wheel 232. Wherein, the first driving wheel 221 is in driving connection with the first power output wheel 222 to form a first gear pair 22. The second driving wheel 231 is in driving connection with a second power take-off wheel 232 to form a second gear pair 23.

The transmission 20 further includes a power shift assembly 25 and an output shaft 26. Wherein, the first driving wheel 221 and the second driving wheel 231 are sleeved on the periphery of the input shaft 24, and the first power output wheel 222 and the second power output wheel 232 are sleeved and fixed on the periphery of the output shaft 26.

The power switching assembly 25 is disposed between the first transmission wheel 221 and the input shaft 24, and between the second transmission wheel 231 and the input shaft 24. The power switching assembly 25 is fixedly connected with the input shaft 24 by the first transmission wheel 221 or the second transmission wheel 231. It will be appreciated that when the power switching assembly 25 fixedly connects the first transmission wheel 221 and the input shaft 24, the power of the first transmission wheel 221 can be transmitted to the first power output wheel 222. When the power switching assembly 25 fixedly connects the second driving wheel 231 and the input shaft 24, the power of the second driving wheel 231 can be transmitted to the second power output wheel 232.

That is, the power switching assembly 25 is capable of controlling the switching of power from the first gear through the first-stage gear pair 22 to the second gear through the second-stage gear pair 23. And the gear ratio of the first-stage gear pair 22 is different from that of the second-stage gear pair 23. It will be appreciated that the power switching assembly 25 can implement transmission switching of the first-stage gear pair 22 and the second-stage gear pair 23, so that power input by the power input wheel 21 can be output outwards via the first-stage gear pair 22 and the second-stage gear pair 23 having different transmission ratios, thereby expanding the power output range of the hybrid system 100 of the present application to accommodate different working scenarios.

Illustratively, when the power switching assembly 25 fixedly connects the first driving wheel 221 and the input shaft 24, the power input by the power input wheel 21 is sequentially transmitted to the outside via the input shaft 24, the first driving wheel 221, the first power output wheel 222 and the output shaft 26, so that the hybrid power system 100 of the present application outputs the power with corresponding rotational speed and torque to the outside under the action of the transmission ratio of the first driving wheel 221 and the first power output wheel 222.

When the power switching assembly 25 fixedly connects the second driving wheel 231 and the input shaft 24, the power input by the power input wheel 21 is sequentially transmitted outwards through the input shaft 24, the second driving wheel 231, the second power output wheel 232 and the output shaft 26, so that the hybrid power system 100 of the application can output the power with corresponding rotation speed and moment outwards under the action of the transmission ratio of the second driving wheel 231 and the second power output wheel 232.

Alternatively, the power switching assembly 25 may also be disposed between the first power output wheel 222 and the output shaft 26, and between the second power output wheel 232 and the output shaft 26. Wherein, the first driving wheel 221 and the second driving wheel 231 are sleeved and fixed on the periphery of the input shaft 24, and the first power output wheel 222 and the second power output wheel 232 are sleeved on the periphery of the output shaft 26.

When the power switching assembly 25 fixedly connects the first power output wheel 222 and the output shaft 26, the power of the first transmission wheel 221 can be transmitted to the first power output wheel 222 and be output outwards from the output shaft 26. When the power switching assembly 25 fixedly connects the second power output wheel 232 and the output shaft 26, the power of the second driving wheel 231 can be transmitted to the second power output wheel 232 and be output outwards from the output shaft 26.

That is, the power switching assembly 25 is provided on the output shaft 26, and is also capable of controlling the switching of power from the first gear position through the first-stage gear pair 22 to the second gear position through the second-stage gear pair 23. Thereby expanding the power output range of the hybrid power system 100 of the present application to accommodate different operating scenarios.

In one embodiment, the gear ratio of the first gear is smaller than the gear ratio of the second gear.

In one embodiment, referring to FIG. 1, the transmission 20 includes an input shaft 24, a dual clutch 251 and an output shaft 26, the dual clutch 251 being disposed on either the input shaft 24 or the output shaft 26; the end of the double clutch 251 is disposed near one end of the longitudinally disposed first motor 10; alternatively, the end of the double clutch 251 is disposed near one end of the longitudinally disposed second motor 50.

Specifically, power shift assembly 25 includes a dual clutch 251, wherein dual clutch 251 is provided with two, a first sub-clutch 2511 and a second sub-clutch 2512, respectively. The outer races of the first sub-clutch 2511 and the second sub-clutch 2512 are fixedly connected and integrated to form a double clutch 251. The input shaft 24 is fixedly coupled to the outer races of the first sub-clutch 2511 and the second sub-clutch 2512 such that the input shaft 24 rotates in synchronization with the outer races of the first sub-clutch 2511 and the second sub-clutch 2512.

Optionally, an inner hole (not shown in the drawing) is provided at an end of the input shaft 24 away from the first driving wheel 221, and the first sub-clutch 2511 and the second sub-clutch 2512 are both accommodated and fixed in the inner hole, so as to realize a fixed connection between the outer rings of the first sub-clutch 2511 and the second sub-clutch 2512 and the input shaft 24.

Along the axial direction of the input shaft 24, the inner ring of the first sub-clutch 2511 passes through the axial hole of the second driving wheel 231 to be fixedly connected with the first driving wheel 221, and is matched with the outer ring of the first sub-clutch 2511 to be fixedly connected with the input shaft 24, so that the power coupling and disconnection of the first sub-clutch 2511 to the input shaft 24 and the first driving wheel 221 are realized.

Along the axial direction of the input shaft 24, the inner ring of the second sub-clutch 2512 is fixedly connected with the second driving wheel 231, and the outer ring of the second sub-clutch 2512 is matched and fixedly connected with the input shaft 24, so that the power coupling and the disconnection of the second sub-clutch 2512 to the input shaft 24 and the second driving wheel 231 are realized.

When the first sub-clutch 2511 is coupled, the power transmitted from the input shaft 24 can be transmitted to the first transmission wheel 221 and output power outwards via the first power output wheel 222. When the second sub-clutch 2512 is coupled, the power transmitted from the input shaft 24 can be transmitted to the second driving wheel 231 and output power outwards via the second power output wheel 232.

It is to be understood that the connection relationship between the inner race and the outer race of the first sub-clutch 2511 and the second sub-clutch 2512 of the double clutch 251 and the input shaft 24, the first transmission wheel 221 and the second transmission wheel 231 may be other, which is not particularly limited in the present application.

In another embodiment, a dual clutch 251 may also be provided on the output shaft 26 and coupled to the first and second power output wheels 222, 232. It will be appreciated that the coupling or decoupling of the first sub-clutch 2511 and the second sub-clutch 2512 within the dual clutch 251 enables the power shift of the hybrid system 100 of the present application between the first gear pair 22 and the second gear pair 23.

In one embodiment, the dual clutch 251 may be disposed at an end of the input shaft 24 adjacent the longitudinally disposed first electric motor 10. In another embodiment, the dual clutch 251 may also be disposed at an end of the input shaft 24 remote from the longitudinally disposed first electric motor 10. In another embodiment, the dual clutch 251 may also be disposed at an end of the output shaft 26 adjacent the longitudinally disposed first electric motor 10. In another embodiment, the dual clutch 251 may also be disposed at an end of the output shaft 26 remote from the longitudinally disposed first electric motor 10.

In one embodiment, the transmission 20 includes an input shaft 24, a first clutch 252, a second clutch 253, and an output shaft 26, the first clutch 252 and the second clutch 253 are disposed on either the input shaft 24 or the output shaft 26, and the first clutch 252 and the second clutch 253 are disposed back-to-back.

Specifically, the power switching assembly 25 includes a first clutch 252 and a second clutch 253, the first clutch 252 and the second clutch 253 are fixedly connected to an outer ring, and are integrally provided, and the input shaft 24 extends into an inner ring of the first clutch 252 and is fixedly connected to an outer ring of the first clutch 252 and the second clutch 253, so that the input shaft 24 rotates synchronously with the outer rings of the first clutch 252 and the second clutch 253.

In one embodiment, referring to fig. 2, the transmission 20 includes an input shaft, a first clutch, a second clutch and an output shaft, wherein the first clutch and the second clutch are arranged in a staggered manner, the first clutch is arranged on the input shaft, and the second clutch is arranged on the output shaft.

Specifically, the first transmission wheel 221 and the first power output wheel 222 are engaged and transmitted, and the first clutch 252 is provided on the input shaft 24. It will be appreciated that when the first clutch 252 is coupled, power transmitted by the input shaft 24 can be transmitted to the first clutch 252 and the first transmission wheel 221 and output power outwardly via the first power output wheel 222.

The second transmission wheel 231 and the second power output wheel 232 are engaged and transmitted, and a second clutch 253 is provided on the output shaft 26. It will be appreciated that when the second clutch 253 is coupled, the power transmitted by the input shaft 24 can be transmitted to the second drive wheel 231 and output power outwardly via the second clutch 253 and the second power output wheel 232.

In one embodiment, the first clutch 252 and the second clutch 253 are offset at their ends.

In one embodiment, referring to fig. 3, the hybrid system 100 further includes a transmission gear 254, the transmission gear 254 is disposed on the input shaft 24, the transmission gear 254 is respectively connected to the engine 30 and the first motor 10 longitudinally disposed, and the transmission gear 254 is disposed between the first clutch 252 and the second clutch 253.

In one embodiment, referring to fig. 4-8, the hybrid system 100 includes a direct drive mode, a hybrid mode, and a pure electric mode; wherein the hybrid mode may include a series mode and a parallel mode. The dashed arrow route in fig. 1 is a pure electric route, the dashed arrow in fig. 4 is a direct drive route, the dashed arrow in fig. 5 is a series route, and the dashed arrow in fig. 6 is a parallel route. The direct drive mode, the hybrid mode and the pure electric mode can be switched according to the torque, the electric quantity and the vehicle speed of the vehicle.

In one embodiment, the hybrid system 100 is configured to: when the maximum output torque corresponding to the longitudinal second motor 50 does not exceed the required torque, the engine 30, the longitudinal first motor 10, and the longitudinal second motor 50 are controlled to enter the hybrid mode, and in the hybrid mode, the transmission 20 is controlled to switch between at least two shift positions according to the vehicle speed.

In the technical scheme of the application, the relation between the maximum output torque and the required torque of the longitudinal second motor 50 of the hybrid power system 100 is configured, so that the engine 30, the longitudinal first motor 10 and the longitudinal second motor 50 are controlled to enter a hybrid mode, and the transmission 20 is controlled to switch between at least two gears according to the vehicle speed, so that the hybrid power system 100 is ensured to always keep high power output efficiency.

In one embodiment, when the maximum output torque does not exceed the required torque and the current vehicle speed does not exceed the first target vehicle speed threshold, the engine 30, the longitudinal first motor 10, and the longitudinal second motor 50 are controlled to enter a series mode, and in the series mode, the transmission 20 is controlled to switch between two gear positions according to the vehicle speed.

In one embodiment, when the maximum output torque does not exceed the required torque and the current vehicle speed exceeds the first target vehicle speed threshold, the engine 30, the longitudinal first motor 10, and the longitudinal second motor 50 are controlled to enter a parallel mode, and in the parallel mode, the transmission 20 is controlled to switch between two gear positions according to the vehicle speed.

In one embodiment, the hybrid system 100 is configured to: when the maximum output torque exceeds the required torque and the current electric quantity does not exceed the target threshold, the engine 30, the longitudinal first electric motor 10, and the longitudinal second electric motor 50 are controlled to enter a hybrid mode, and in the hybrid mode, the transmission 20 is controlled to switch between at least two gear positions according to the vehicle speed.

In one embodiment, when the maximum output torque exceeds the required torque, the current electric quantity does not exceed the target threshold, and the current vehicle speed does not exceed the second target vehicle speed threshold, the engine 30, the longitudinal first motor 10, and the longitudinal second motor 50 are controlled to enter a series mode, and in the series mode, the transmission 20 is controlled to switch between two gear positions according to the vehicle speed.

In one embodiment, when the maximum output torque exceeds the required torque, the current electric quantity does not exceed the target threshold, and the current vehicle speed exceeds the second target vehicle speed threshold, the engine 30, the longitudinal first motor 10, and the longitudinal second motor 50 are controlled to enter a parallel mode, and in the parallel mode, the transmission 20 is controlled to switch between two gear positions according to the vehicle speed.

In one embodiment, the hybrid system 100 is configured to: when the maximum output torque exceeds the required torque and the current electric quantity exceeds the target threshold, the engine 30 and the longitudinal first motor 10 are controlled to be in a non-operating state, and the longitudinal second motor 50 is controlled to operate into an electric-only mode, and in the electric-only mode, the transmission 20 is controlled to switch between at least two gears according to the vehicle speed.

In one embodiment, the hybrid system 100 is configured to: in the electric-only mode, when the vehicle speed exceeds a third target vehicle speed threshold, the transmission 20 is controlled to be in the first gear; in the electric-only mode, the transmission 20 is controlled to be in the second gear when the vehicle speed does not exceed the third target vehicle speed threshold.

Specifically, the torque required for operation of the hybrid powertrain 100 is the requested torque, the engine 30 provides the first torque, and the longitudinally disposed second motor 50 provides the second torque. The maximum amount of the second torque provided by the longitudinally disposed second motor 50 is the maximum output torque. The hybrid powertrain 100 preferably begins operation with the second electric motor 50 longitudinally disposed, i.e., with the second torque versus the standard demand torque.

Alternatively, when the second torque is greater than the demand torque (i.e., the maximum output torque exceeds the demand torque), the controller in the vehicle may control the longitudinal second motor 50 to output kinetic energy to the wheel end, and the longitudinal second motor 50 drives the vehicle. At this time, the pure electric mode is adopted.

Alternatively, when the first torque is greater than the demand torque (i.e., the maximum output torque exceeds the demand torque), a controller in the vehicle may control the engine 30 to output kinetic energy to the wheel end, the engine 30 driving the vehicle in motion. At this time, the direct drive mode is adopted.

Alternatively, when the second torque is greater than zero and less than the required torque (i.e., when the maximum output torque does not exceed the required torque), the controller in the vehicle may control the engine 30 and the longitudinal second motor 50 to jointly output kinetic energy to the wheel end, and the longitudinal second motor 50 and the engine 30 to jointly drive the vehicle to run. At this time, the hybrid mode is adopted.

Alternatively, as shown in fig. 8, treq represents the current torque demand (i.e., the torque required for operation of the hybrid system 100). It will be appreciated that the required torque Treq may be the torque that enables the vehicle to run normally under the current vehicle conditions. T represents the first torque provided by the engine 30, and Te represents the second torque provided by the longitudinally disposed second motor 50.

Alternatively, the magnitude of the first torque T may also be used in a state in which the surface vehicle is in. For example, T > 0 indicates that the vehicle is in a running state, T < 0 indicates that the vehicle is in a deceleration braking state, and t=0 indicates that the vehicle is in a parking state at this time.

The controller may determine the operating state of the engine 30 from the conditions detected by the detector. Judging the current working state of the engine 30 according to the first torque T output by the engine 30, and if T is more than 0, indicating that the vehicle is advancing; it will be appreciated that when the required torque Treq is not 0, the vehicle is in the running state.

Otherwise, t=0 indicates that the vehicle is in a parking state, and when the engine 30 is still started, the battery pack 40 may be directly charged for driving the longitudinal first motor 10. When T < 0, it is indicated that the vehicle is in a braking state, and the engine 30 is operated to recover energy to charge the battery pack 40 (the broken line in fig. 7 is a charging route).

Further, as shown in fig. 8, the vehicle may be operated in the direct drive mode or the pure electric mode described above when the first torque T is greater than the required torque Treq, or when the second torque Te is greater than the required torque Treq. Preferably, when the first torque T and the second torque Te are both greater than the required torque Treq, the vehicle can be operated in a limited-use pure mode, so that fuel consumption is reduced, and in the pure mode, power transmission is faster, and faster acceleration can be realized.

When the first torque T or the second torque Te is smaller than the required torque Treq, the hybrid mode may be adopted, that is, the longitudinal second motor 50 and the longitudinal first motor 10 jointly drive the vehicle to run. For example, when the vehicle is in a pure mode, in order to achieve a cut-in or hill-climbing, the required torque Treq is increased, resulting in a second torque Te that is less than the required torque Treq, the engine 30 may be started and engaged in transmission. Likewise, when the vehicle is in the direct drive mode, the demand torque Treq increases, resulting in a first torque T less than the demand torque Treq, the longitudinally disposed second electric motor 50 may be activated and engaged in transmission.

In one embodiment, the hybrid system 100 is configured to switch between the direct drive mode, the hybrid mode, and the electric-only mode in consideration of the amount of charge in the battery pack 40.

Specifically, the hybrid power system 100 is preset with a target threshold electric quantity SOCobj, and the detector is further configured to detect a current electric quantity SOC of the vehicle; when the current electric quantity SOC is greater than the target threshold electric quantity SOCobj, the longitudinal second motor 50 is controlled to start, and the longitudinal second motor 50 is caused to provide the second torque Te.

Alternatively, when the current charge amount SOC is less than the target threshold charge amount SOCobj, the engine 30 is controlled to start, and the engine 30 is caused to provide the first torque T.

As shown in fig. 8, SOCobj is the target threshold power amount (i.e., the target threshold value of the power amount). Alternatively, the target threshold electric quantity SOCobj may be set to 30%, 35%, 40%, 45%, 50%, 55%, 60%, 65%, 70% or the like of the total electric quantity. Preferably, the target threshold electric quantity SOCobj may be set to 40% of the total electric quantity. SOC is the current charge (i.e., the charge value at the end of the battery pack 40 mesh).

When the current electric quantity SOC is greater than the target threshold electric quantity SOCobj and the second torque Te is greater than zero and less than the required torque Treq, the longitudinally arranged second electric motor 50 is driven to the second power output wheel 232, the longitudinally arranged first electric motor 10 is driven to the third intermediate wheel 53, and the second power output wheel 232 and the third intermediate wheel 53 are jointly driven to the output shaft 26, namely, the vehicle is in the pure electric mode. Preferably, when the detector detects that the current electric quantity SOC value is greater than the target threshold electric quantity SOCobj, the controller may control the longitudinal first electric motor 10 to operate alone, thereby preferentially entering the pure electric mode for higher economy.

On the basis of the above embodiment, when the second torque Te is smaller than the required torque Treq in the pure electric mode, the longitudinally arranged second electric motor 50 may be started and involved in the transmission. Preferably, the above-mentioned first gear mode of the longitudinally-arranged second motor 50 is interposed to meet the power demand, so as to enter the parallel mode of the first gear of the engine 30.

In one embodiment, when the current electric quantity SOC is less than the target threshold electric quantity SOCobj and the first torque T is greater than the required torque Treq, the engine 30 also transmits power to the longitudinal first electric motor 10 such that the longitudinal first electric motor 10 generates electric energy and delivers it to the battery pack 40.

Specifically, when the detector detects that the current electric quantity SOC value is smaller than the target threshold electric quantity SOCobj, the controller may control the engine 30 to operate alone, or the engine 30 and the longitudinally-arranged second motor 50 to operate simultaneously, so that the direct-drive mode, the parallel mode or the series mode of the engine 30 can be selectively entered, thereby ensuring more stable power output.

For example, when the current charge SOC value is smaller than the target threshold charge SOCobj, the controller may preferentially control the engine 30 to be started alone, thereby operating the vehicle in the direct drive mode of the engine 30. Also, in this mode, when the first torque T is greater than the required torque Treq, the kinetic energy generated by the engine 30 is excessive, so it can be used to drive the longitudinal first electric motor 10 to generate electric power, thereby charging the battery pack 40, and switching to the pure electric mode again after the current charge amount SOC increases. Of course, when the first torque T is greater than the required torque Treq, it is also possible that the engine 30 is used for generating electricity, and the electric quantity supply in the battery pack 40 and the longitudinally-arranged second electric motor 50 are operated, thereby operating in the series mode.

In the above-mentioned direct drive mode of the engine 30, when the first torque T is smaller than the required torque Treq, the controller may control the longitudinal second motor 50 to start, thereby entering the parallel mode, so as to satisfy the required torque Treq. Therefore, the parallel mode is utilized to work so as to meet the working condition requirement of the vehicle.

In one embodiment, the hybrid system 100 is preset with a minimum electrical quantity SOCmin, which is not greater than a target threshold electrical quantity SOCobj; the first torque T is less than the required torque Treq, and the hybrid system 100 is switched to the series mode when the current electric quantity SOC is greater than the minimum electric quantity SOCmin.

Specifically, as shown in fig. 8, SOCmin is the minimum electric quantity (i.e., is the target threshold of the electric quantity). Alternatively, the minimum electric quantity SOCmin may be set to 5%, 10%, 15%, 20%, 25% or the like of the total electric quantity. Preferably, the minimum electric quantity SOCmin may be set to 15% of the total electric quantity. It is understood that the minimum electric quantity SOCmin, i.e., the lowest threshold value of the electric quantity for enabling the vehicle to run smoothly, should be smaller than the target threshold electric quantity SOCobj.

Based on the above embodiment, the switching between the modes may take the minimum electric quantity SOCmin as one of the reference standards. For example, when the current charge SOC value is smaller than the target threshold charge SOCobj, the controller may preferentially control the engine 30 to be started alone, so as to operate the vehicle in the direct-drive mode or the series mode of the engine 30. And a reference standard for how to select the direct drive mode or the series mode of the engine 30 is available for the minimum electric quantity SOCmin.

Alternatively, the hybrid system 100 is switched to the series mode when the first torque T is greater than the required torque Treq and the current charge SOC is less than the minimum charge SOCmin.

Specifically, the current electric quantity SOC value is smaller than the minimum electric quantity SOCmin, and the direct-drive mode of the engine 30 can be maintained; if the first torque T meets the driving requirement (i.e., treq < T), the series mode of the longitudinal first electric motor 10 can be entered to convert the surplus kinetic energy into the electric energy in the battery pack 40 for storage.

In the first gear mode of the engine 30, if the first torque T does not meet the driving requirement (i.e., treq > T) and the current electric quantity SOC is greater than the minimum electric quantity SOCmin, the engine 30 is started to work with the longitudinally-arranged second electric motor 50 to enter the parallel mode.

In one embodiment, the hybrid powertrain 100 may also take vehicle speed into account for gear shifting between the hybrid mode and the electric-only mode.

Specifically, as shown in fig. 8, V is the current vehicle speed (i.e., the vehicle speed when the vehicle is running), the first maximum vehicle speed is the maximum running vehicle speed in the first gear mode, and the second maximum vehicle speed is the maximum running vehicle speed in the second gear mode. Alternatively, the first maximum vehicle speed may be 35km/h, 40km/h, 45km/h, 50km/h, 55km/h, etc.; the second maximum vehicle speed may be 55km/h, 60km/h, 65km/h, 70km/h, 75km/h, 80km/h, etc.

V1-2 is the critical value of the speed of the first gear mode and the second gear mode, and can be 45km/h, 50km/h, 55km/h, 60km/h, 65km/h and the like. It will be appreciated that the vehicle speed threshold should be greater than the first maximum vehicle speed and less than the second maximum vehicle speed. It is understood that the first, second, and third target vehicle speed thresholds in the above embodiment are all the V1-2 (vehicle speed threshold value).

On the basis of the above embodiment, when the current vehicle speed V is less than or equal to the first maximum vehicle speed (or less than or equal to the vehicle speed threshold value), the vehicle may select an appropriate operation mode, such as a pure electric mode, a direct drive first gear mode of the engine 30, a parallel first gear mode of the engine 30, and a series mode, according to the current electric quantity SOC and the required torque Treq.

When the current vehicle speed V is greater than the first maximum vehicle speed and reaches the rotation speed critical value of the first gear mode and the second gear mode. The vehicle may be directly switched from the first gear mode with the engine 30 connected in parallel to the second gear mode with the engine 30 connected in parallel. Conversely, when the vehicle speed decreases, the mode may be changed from the parallel second gear mode of the engine 30 to the parallel first gear mode of the engine 30. It will be appreciated that in the parallel mode (i.e., where torque and charge are those provided by the above embodiments), the shift between first and second gears may be directly controlled by the transmission 20, so only vehicle speed needs to be considered.

In one embodiment, T ₁ represents the first torque that can be provided by the engine 30 in the direct drive first gear mode (i.e., the maximum torque in the first gear mode), and T ₂ represents the third torque that can be provided by the engine 30 in the direct drive second gear mode (i.e., the maximum torque in the second gear mode).

When the vehicle is in the first gear mode of the engine 30, the current vehicle speed V is greater than the first maximum vehicle speed and reaches the rotation speed critical value of the first gear mode and the second gear mode, an upshift operation is required to meet the power demand. By controlling the transmission 20 to switch, after upshifting, the vehicle enters a direct-drive second-gear mode of the engine 30, if the power provided by the direct-drive second-gear mode of the engine 30 cannot meet the running requirement (i.e. T _req＞T₂) of the vehicle, the longitudinally-arranged second motor 50 works simultaneously to drive the vehicle by the cooperative engine 30, and enters a parallel second-gear mode of the engine 30, at the moment, the vehicle speed is increased, but the engine 30 is still in an optimal working interval, and the fuel economy of the vehicle is effectively improved.

In one embodiment, during a vehicle start-up phase. The engine 30 may be slightly dithered to create an unfavorable NVH experience when directly started, so that the vehicle is first put into a pure mode to obtain a smoother driving experience when started, and then a switch between different modes is made by balancing the SOC of the control battery and torque distribution, and a high gear switch is made by identifying the vehicle speed demand.

In one embodiment, during high speed cruising. When the vehicle runs at a long distance and high speed, the vehicle does not have frequent switching between different modes, and in order to pursue higher economical efficiency and dynamic property, the first clutch is controlled to enable the system to enter a direct-drive second-gear mode of the engine 30, and the generator stands by to recover redundant kinetic energy, so that the energy utilization rate is improved.

In one embodiment, the vehicle is climbing a slope or a rough road. When the pure electric mode running encounters a climbing slope or a rugged road, a larger torque supply is needed, and at the moment, if the engine 30 is in the second gear intervention, effective power cannot be provided, namely, the clutch switching is controlled to enable the engine 30 to be in the first gear intervention.

In one embodiment, when the vehicle is in the direct-drive second-gear mode of the engine 30, if the vehicle needs to accelerate overtaking, the required power of the driving system is larger than the output power of the engine 30, and at the moment, the direct-drive second-gear is switched to the direct-drive first-gear mode, and the driving motor participates in the direct-drive second-gear mode to be in the parallel mode, so that the dynamic property is improved.

According to the hybrid power system 100 provided by the application, by detecting different parameters and analyzing the switching relation among different modes and mutually coupling the different modes, the quick response and switching among the hybrid modes can be realized, the gear control is performed through the transmission 20, a group of gears are added to enlarge the vehicle speed range of the engine 30 which participates in driving, the lower oil consumption and the higher dynamic property can be realized, and the intelligent control of the vehicle can be realized.

In the description of the embodiments of the present application, it should be noted that, the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," "outer," and the like are merely for convenience of description and simplicity of description, and are not to be construed as limiting the application, as the means or elements referred to must have a specific orientation, be constructed and operated in a specific orientation.

The above disclosure is only a preferred embodiment of the present application, and it should be understood that the scope of the application is not limited thereto, but all or part of the procedures for implementing the above embodiments can be modified by one skilled in the art according to the scope of the appended claims.

Claims (15)

1.A hybrid system, comprising:

An engine;

a longitudinally arranged first motor, wherein the longitudinally arranged first motor is connected with the engine;

The transmission is provided with at least two gears, the first ends of the transmission are respectively connected with the engine, and the longitudinal first motor is connected with the first motor;

a longitudinally disposed second motor connected to a second end of the transmission;

The hybrid system is configured to: and when the maximum output torque does not exceed the required torque, controlling the engine, the longitudinal first motor and the longitudinal second motor to enter a mixed mode, and controlling the transmission to switch between the at least two gears according to the vehicle speed in the mixed mode, wherein the maximum output torque corresponds to the longitudinal second motor.

2. The hybrid powertrain of claim 1, wherein,

The mixing mode comprises a series mode;

And when the maximum output torque does not exceed the required torque and the current vehicle speed does not exceed a first target vehicle speed threshold, controlling the engine, the longitudinal first motor and the longitudinal second motor to enter the series mode, and controlling the transmission according to the vehicle speed in the series mode to switch between the two gears.

3. The hybrid powertrain of claim 1, wherein,

The mixing mode comprises a parallel mode;

When the maximum output torque does not exceed the required torque and the current vehicle speed exceeds a first target vehicle speed threshold, controlling the engine, the longitudinal first motor and the longitudinal second motor to enter the parallel mode, and controlling the transmission according to the vehicle speed in the parallel mode to switch between the two gears.

4. The hybrid powertrain of claim 1, wherein,

The hybrid system is configured to: when the maximum output torque exceeds the required torque and the current electric quantity does not exceed a target threshold, controlling the engine, the longitudinal first motor and the longitudinal second motor to enter a hybrid mode, and controlling the transmission to switch between the at least two gears according to the vehicle speed in the hybrid mode.

5. The hybrid powertrain of claim 1, wherein,

The mixing mode comprises a series mode;

When the maximum output torque exceeds the required torque, the current electric quantity does not exceed a target threshold, and the current vehicle speed does not exceed a second target vehicle speed threshold, the engine, the longitudinal first motor and the longitudinal second motor are controlled to enter the series mode, and in the series mode, the transmission is controlled to switch between the two gears according to the vehicle speed.

6. The hybrid powertrain of claim 1, wherein,

The mixing mode comprises a parallel mode;

when the maximum output torque exceeds the required torque, the current electric quantity does not exceed a target threshold, and the current vehicle speed exceeds a second target vehicle speed threshold, the engine, the longitudinal first motor and the longitudinal second motor are controlled to enter the parallel mode, and in the parallel mode, the transmission is controlled to switch between the two gears according to the vehicle speed.

7. The hybrid powertrain of claim 1, wherein,

The hybrid system is configured to: when the maximum output torque exceeds the required torque and the current electric quantity exceeds a target threshold, the engine and the longitudinal first motor are controlled to be in a non-working state, the longitudinal second motor is controlled to work to enter a pure electric mode, and in the pure electric mode, the transmission is controlled to switch between the at least two gears according to the vehicle speed.

8. The hybrid powertrain of claim 7, wherein,

The hybrid system is configured to: in the pure mode, when the vehicle speed exceeds a third target vehicle speed threshold value, controlling the transmission to be in a first gear;

and in the pure mode, when the vehicle speed does not exceed a third target vehicle speed threshold value, controlling the transmission to be in a second gear, wherein the at least two gears comprise the first gear and the second gear.

9. The hybrid system of claim 8, wherein the gear ratio of the first gear is less than the gear ratio of the second gear.

10. The hybrid system of claim 1, wherein the transmission comprises an input shaft, a dual clutch, and an output shaft, the dual clutch being disposed on the input shaft or the output shaft;

The end part of the double clutch is arranged at one end close to the longitudinally arranged first motor;

Or, the end of the double clutch is arranged near one end of the longitudinally arranged second motor.

11. The hybrid system of claim 1, wherein the transmission includes an input shaft, a first clutch, a second clutch, and an output shaft, the first clutch and the second clutch each disposed on the input shaft or the output shaft, the first clutch and the second clutch disposed back-to-back.

12. The hybrid system of claim 1, wherein the transmission comprises an input shaft, a first clutch, a second clutch, and an output shaft, the first clutch and the second clutch being offset, the first clutch being disposed on the input shaft, and the second clutch being disposed on the output shaft.

13. The hybrid system of claim 12, wherein the first clutch and the second clutch are offset in end portions.

14. The hybrid system of claim 13, further comprising a transfer gear disposed on the input shaft, the transfer gear being connected to the engine, the longitudinally-disposed first electric motor, respectively, the transfer gear being located between the first clutch and the second clutch.

15. A vehicle comprising a wheel and a hybrid system according to any one of claims 1 to 14, the wheel being drivingly connected to the hybrid system to control operation of the wheel.