CN217598333U

CN217598333U - Hybrid power coupling system and vehicle

Info

Publication number: CN217598333U
Application number: CN202221839088.2U
Authority: CN
Inventors: ***; 王川; 张安伟; 周友; 严皓; 施国飞
Original assignee: Guangzhou Automobile Group Co Ltd
Current assignee: Guangzhou Automobile Group Co Ltd
Priority date: 2022-07-15
Filing date: 2022-07-15
Publication date: 2022-10-18
Anticipated expiration: 2032-07-15

Abstract

The application belongs to the technical field of vehicle control, and particularly relates to a hybrid power coupling system and a vehicle. The hybrid power coupling system comprises a power source, a first power transmission unit, a second power transmission unit and a controller, wherein the power source comprises an engine and a driving motor; the first power transmission unit comprises at least one clutch which is arranged on a power transmission path of the input shaft and the intermediate shaft so as to control the power coupling and decoupling of the input shaft and the intermediate shaft; the second power transmission unit comprises at least two clutches which are respectively arranged on at least two transmission paths of the driving motor and the intermediate shaft, so that the power output by the driving motor can realize at least two different transmission ratios through the at least two power transmission paths; the controller controls the on-off of the power transmission paths in the first power transmission unit and the second power transmission unit so as to match different operation modes. Therefore, the multi-gear setting of the whole vehicle is realized, and the power performance of the whole vehicle is improved.

Description

Hybrid power coupling system and vehicle

Technical Field

The application belongs to the technical field of vehicle control, and particularly relates to a hybrid power coupling system and a vehicle.

Background

The most common hybrid vehicles have an engine and an electric motor, the engine consuming fuel and the traction motor consuming electric power from a power battery. In recent years, hybrid coupling systems for hybrid vehicles and their operating modes have become hot of research.

At present, a common hybrid power coupling system generally adopts a single-gear structure in a transmission scheme, so that the whole transmission system only has a fixed speed ratio and cannot be matched with an operation mode under certain working conditions, and the dynamic property of the whole vehicle is limited.

It is noted that the information disclosed in the above background section is only for enhancement of understanding of the background of the application and therefore may include information that does not constitute prior art that is already known to a person of ordinary skill in the art.

SUMMERY OF THE UTILITY MODEL

The application aims to provide a hybrid coupling system and a vehicle, which can realize control of multiple gears to a certain extent so as to improve the power performance of the whole vehicle.

Other features and advantages of the present application will be apparent from the following detailed description, or may be learned by practice of the application.

According to an aspect of an embodiment of the present application, there is provided a hybrid coupling system including:

the power source comprises an engine and a driving motor; the engine is connected with the input shaft;

a first power transmission unit including at least one clutch provided on a power transmission path of the input shaft and an intermediate shaft to control power coupling and decoupling of the input shaft and the intermediate shaft;

a second power transmission unit including at least two clutches, each of the at least two clutches being respectively provided on at least two transmission paths of the driving motor and the intermediate shaft, so that power output from the driving motor passes through the at least two power transmission paths to achieve at least two different gear ratios;

and the controller is used for controlling the on-off of power transmission paths in the first power transmission unit and the second power transmission unit so as to match different operation modes.

In some embodiments of the present application, based on the above technical solution, the first power transmission unit includes a first clutch and a first gear set, the first gear set is disposed between the first clutch and the intermediate shaft, and when the first clutch is in a coupled state, the input shaft is connected with the intermediate shaft.

In some embodiments of the present application, based on the above technical solution, the second power transmission unit includes a first power transmission path through which the power output from the drive motor is transmitted to the intermediate shaft;

the first power transmission path comprises a second clutch, a first connecting shaft and a second gear set, wherein the driving end of the second clutch is connected with the driving motor, and the driven end of the second clutch is connected with the second gear set through the first connecting shaft; the second gear set is arranged on the intermediate shaft;

when the second clutch is in a combined state, the power output by the driving motor is transmitted to the intermediate shaft through the second gear set along the first connecting shaft.

In some embodiments of the present application, based on the above technical solution, the second power transmission unit includes a second power transmission path through which the power output by the drive motor is transmitted to the intermediate shaft;

the second power transmission path comprises a third clutch, a second connecting shaft and a third gear set, wherein the driving end of the third clutch is connected with the driving motor, and the driven end of the third clutch is connected with the third gear set through the second connecting shaft; the third gear set is disposed on the intermediate shaft;

when the third clutch is in a combined state, the power output by the driving motor is transmitted to the intermediate shaft through the third gear set along the second connecting shaft.

In some embodiments of the present application, based on the above technical solution, the second clutch and the third clutch are integrated into a dual clutch sharing a clutch housing.

In some embodiments of the present application, based on the above technical solution, the hybrid coupling system further includes a fourth gear set and a differential, the fourth gear set being disposed between the intermediate shaft and the differential to output power transmitted to the intermediate shaft to the differential.

In some embodiments of the present application, based on the above solution, the fourth gear set comprises a first gear and a second gear which are meshed, the first gear is arranged coaxially with the intermediate shaft, and the second gear is arranged coaxially with the differential, so as to couple the power output by the intermediate shaft to the differential.

In some embodiments of the present application, based on the above technical solution, the hybrid coupling system further includes a generator disposed on an input shaft to which the engine is connected.

In some embodiments of the present application, based on the above technical solution, the hybrid coupling system further includes a generator and an upshift gear, wherein the generator is connected with the input shaft through the upshift gear.

According to an aspect of an embodiment of the present application, there is provided a vehicle including the hybrid coupling system as described above.

According to the technical scheme provided by the embodiment of the application, at least one clutch is arranged on the power transmission path of the input shaft and the intermediate shaft to control the power coupling and decoupling of the input shaft and the intermediate shaft; and set up at least two clutches respectively in at least two transmission paths of driving motor and jackshaft to realize two kinds of different drive ratios at least, thereby can provide wideer drive ratio selection range, can make engine and driving motor more reasonable operation in the high efficiency interval, improved whole car dynamic nature and economic nature when having realized whole car can multi-gear control.

It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the application.

Drawings

The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and together with the description, serve to explain the principles of the application. It is obvious that the drawings in the following description are only some embodiments of the application, and that for a person skilled in the art, other drawings can be derived from them without inventive effort.

Fig. 1 schematically shows a hybrid coupling system architecture block diagram to which an embodiment of the present application is applied.

Fig. 2 schematically shows a structural diagram of a hybrid coupling system to which an embodiment of the present application is applied.

Fig. 3 schematically shows a structural diagram of a hybrid coupling system to which another embodiment of the present application is applied.

Fig. 4 schematically shows a power transmission route diagram of a hybrid coupling system in an idle power generation mode to which an embodiment of the present application is applied.

Fig. 5 schematically shows a power transmission route diagram of a hybrid coupling system to which an embodiment of the present application is applied in a first-gear electric-only mode.

Fig. 6 schematically shows a power transmission route diagram of a hybrid coupling system to which an embodiment of the present application is applied in an electric-only second gear mode.

Fig. 7 schematically shows a power transmission route diagram of a hybrid coupling system in the range-extended first gear mode to which an embodiment of the present application is applied.

Fig. 8 schematically shows a power transmission route diagram of a hybrid coupling system in the range-extended second gear mode to which an embodiment of the present application is applied.

Fig. 9 schematically shows a power transmission route diagram of a hybrid coupling system in a hybrid first-gear operation mode, to which an embodiment of the present application is applied.

Fig. 10 schematically shows a power transmission route diagram of a hybrid coupling system in a hybrid driving second-gear operation mode, to which an embodiment of the present application is applied.

Wherein, 1-engine; 2-a generator; 3-driving a motor; 4-a first clutch; 5-a second clutch; 6-a third clutch; 7-a first gear; 8-a second gear; 9-a third gear; 10-a fourth gear; 11-fifth gear; 12-sixth gear; 13-seventh gear; 14-an input shaft; 15-intermediate shaft; 16-a first connecting shaft; 17-a second connecting shaft; 18-a differential; 19-a drive wheel; 20-a shock absorber; 21-an up-speed gear; 100-hybrid coupling system; 101-a power source; 102-a first power transfer unit; 103-a second power transfer unit; 104-controller.

Detailed Description

Example embodiments will now be described more fully with reference to the accompanying drawings. Example embodiments may, however, be embodied in many different forms and should not be construed as limited to the examples set forth herein; rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the concept of example embodiments to those skilled in the art.

Furthermore, the described features, structures, or characteristics may be combined in any suitable manner in one or more embodiments. In the following description, numerous specific details are provided to give a thorough understanding of embodiments of the application.

In the description of the present application, it is to be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," and the like are used in an orientation or positional relationship indicated in the drawings for convenience in describing the present application and to simplify the description, and are not intended to indicate or imply that the device or element so referred to must have a particular orientation, be constructed in a particular orientation, and be operated in a particular orientation, and thus are not to be construed as limiting the present application. Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or to implicitly indicate the number of technical features indicated. Thus, features defined as "first", "second", may explicitly or implicitly include one or more of the described features. In the description of the present application, "a plurality" means two or more unless specifically limited otherwise.

It should be noted that the block diagrams shown in the figures are only functional entities and do not necessarily correspond to physically separate entities.

The hybrid coupling system and the vehicle provided by the present application will be described in detail with reference to the specific embodiments.

Fig. 1 schematically shows a hybrid coupling system architecture block diagram to which an embodiment of the present application is applied. Referring to fig. 1, the hybrid coupling system 100 includes:

a power source 101 for supplying power to the drive wheels 19, the power source 101 including an engine 1 and a drive motor 3; the engine 1 is connected with an input shaft 14;

a first power transmission unit 102 including at least one clutch provided on a power transmission path of the input shaft 14 and the intermediate shaft 15 to control power coupling and decoupling of the input shaft 14 and the intermediate shaft 15;

a second power transmission unit 103 including at least two clutches, each of the at least two clutches being respectively disposed on at least two transmission paths of the driving motor 3 and the intermediate shaft 15, so that the power output from the driving motor 3 passes through the at least two power transmission paths to realize at least two different gear ratios;

and the controller 104 is used for controlling the on-off of the power transmission paths in the first power transmission unit 102 and the second power transmission unit 103 so as to match different operation modes.

The controller 104 controls the on-off of the power transmission paths in the first power transmission unit 102 and the second power transmission unit 103, so that the automatic switching of multiple working modes such as an idle power generation mode, a pure electric mode, a range extending mode, a hybrid driving mode and a braking energy recovery mode can be realized, the oil consumption is effectively reduced, and the fuel economy is improved.

In addition, compared with the scheme of adopting a synchronizer and a gear shifting execution mechanism to carry out multi-gear control, the multi-gear implementation mode saves the arrangement of the synchronizer and the gear shifting execution mechanism, has compact structure, high integration level and reasonable layout of all parts, is favorable for assembly and saves space, and improves the utilization rate of space in the vehicle. The gear shifting is realized through the switching control of the two clutches, the gear shifting process is free of power interruption, and the gear shifting comfort is improved.

In one embodiment of the present application, referring to fig. 2, fig. 2 schematically shows a structural schematic diagram of a hybrid coupling system to which an embodiment of the present application is applied. The first power transmission unit 102 includes a first clutch 4 and a first gear set provided between the first clutch 4 and the intermediate shaft 15, and when the first clutch 4 is in an engaged state, the input shaft 14 is connected to the intermediate shaft 15.

Wherein the first gear set comprises a third gear 9 and a fourth gear 10, the third gear 9 is arranged on the input shaft 14, the fourth gear 10 is arranged on the intermediate shaft 15, and the third gear 9 and the fourth gear 10 are meshed. When the first clutch is in the engaged state, the power output from the engine 1 is transmitted to the counter shaft 15 through the input shaft 14, via the third gear 9 and the fourth gear 10, so that the input shaft 14 is connected to the counter shaft 15, and then the power output from the engine 1 is transmitted to the drive wheels 19 via the counter shaft 15.

Like this, through setting up first gear train between first clutch and countershaft, be favorable to switching on input shaft and jackshaft to make the power coupling of engine output to the jackshaft, with the power that increases output to the drive wheel, be favorable to improving the power performance of whole car.

In one embodiment of the present application, the hybrid coupling system further includes a damper 20 disposed between the engine and the first clutch 4, an input end of the damper 20 being connected to the engine, and an output end of the damper 20 being connected to an active end of the first clutch 4. Specifically, damper 20 may be a torsional damper or a dual mass flywheel for damping and dampening the output of the engine.

In one embodiment of the present application, the second power transmission unit 103 includes a first power transmission path through which the power output by the drive motor 3 is transmitted to the intermediate shaft 15;

the first power transmission path comprises a second clutch 5, a first connecting shaft 16 and a second gear set, the driving end of the second clutch 5 is connected with the driving motor 3, and the driven end of the second clutch 5 is connected with the second gear set through the first connecting shaft 16; the second gear set is arranged on the intermediate shaft 15;

when the second clutch 5 is in the engaged state, the power output by the drive motor 3 is transmitted to the intermediate shaft 15 via the second gear set along the first connecting shaft 16.

Wherein the second gear set comprises a fifth gear 11 and a sixth gear 12, the fifth gear 11 is arranged on an intermediate shaft 15, the sixth gear 12 is arranged on a first connecting shaft 16, and the fifth gear 11 is meshed with the sixth gear 12. When the second clutch is in the engaged state, the power output by the drive motor is transmitted to the intermediate shaft 15 through the first connecting shaft 16, via the fifth gear 11 and the sixth gear 12, and then transmitted to the drive wheels 19 via the intermediate shaft 15.

Like this, driving motor passes through first power transmission route with the power transmission of driving motor output to the jackshaft of being connected with the drive wheel to through jackshaft with power transmission to drive wheel, realize the control of first drive ratio, thereby can provide wideer speed ratio select range, realized the control of whole car first gear, can be so that more reasonable operation of driving motor is at the high efficiency interval, improved the dynamic nature and the economic nature of whole car.

In one embodiment of the present application, the second power transmission unit 103 includes a second power transmission path through which the power output from the drive motor 3 is transmitted to the intermediate shaft 15;

the second power transmission path comprises a third clutch 6, a second connecting shaft 17 and a third gear set, the driving end of the third clutch 6 is connected with the driving motor 3, and the driven end of the third clutch 6 is connected with the third gear set through the second connecting shaft 17; the third gear set is arranged on the intermediate shaft 15;

when the third clutch 6 is in the engaged state, the power output from the drive motor 3 is transmitted to the intermediate shaft 15 through the third gear set along the second connecting shaft 17.

Wherein the third gear set comprises a fourth gear 10 and a seventh gear 13, the fourth gear 10 is arranged on the intermediate shaft 15, the seventh gear 13 is arranged on the second connecting shaft 17, and the fourth gear 10 and the seventh gear 13 are meshed. When the third clutch is in the engaged state, the power output by the drive motor is transmitted to the intermediate shaft 15 through the second connecting shaft 17 via the fourth gear 10 and the seventh gear 13, and then transmitted to the drive wheels 19 via the intermediate shaft 15.

Therefore, the driving motor transmits the power output by the driving motor to the intermediate shaft connected with the driving wheel through the second power transmission path, and transmits the power to the driving wheel through the intermediate shaft, so that the control of a second transmission ratio is realized, a wider speed ratio selection range can be provided, the control of a second gear of the whole vehicle is realized, the driving motor can operate in a high-efficiency interval more reasonably, and the power performance and the economy of the whole vehicle are improved.

In one embodiment of the present application, the first connecting shaft 16 is a hollow shaft, and the second connecting shaft 17 passes through the middle of the hollow shaft, so that the structure is compact and the space is saved.

In one embodiment of the application, the second clutch 5 and the third clutch 6 are integrated into a double clutch sharing a clutch housing.

Therefore, the second clutch and the third clutch are integrated into the double clutch, so that the structure is compact, the size is small, the space is saved, the arrangement is convenient, and the defects of large size space, complex structure and the like of the hybrid electric vehicle and the power assembly thereof in the related technical scheme are overcome. And adopt the double clutch to realize shifting gears, its synchronous capacity is bigger than the synchronous ware, is favorable to realizing shifting gears, effectively avoids shifting gears and beats the tooth scheduling problem, also need not a set of gearshift of special manipulation synchronous ware.

In one embodiment of the present application, the hybrid coupling system further includes a fourth gear set disposed between the intermediate shaft 15 and the differential 18 to output the power transmitted to the intermediate shaft 15 to the differential 18, and a differential 18.

Therefore, the fourth gear set is arranged between the intermediate shaft and the differential mechanism, so that the power transmitted to the intermediate shaft is output to the differential mechanism, and the power performance of the whole vehicle is improved.

In one embodiment of the present application, specifically for the arrangement of the fourth gear set, the fourth gear set comprises a first gear 7 and a second gear 8 which are meshed, the first gear 7 is arranged coaxially with the intermediate shaft 15, and the second gear 8 is arranged coaxially with the differential 18, so as to couple the power output by the intermediate shaft 15 to the differential 18.

In one embodiment of the present application, the hybrid coupling system further comprises a generator 2, the generator 2 being arranged on an engine-connected input shaft 14. Therefore, the generator is driven by the engine to generate electricity.

Referring to fig. 3, fig. 3 schematically shows a structural schematic diagram of a hybrid coupling system to which another embodiment of the present application is applied. The hybrid coupling system also includes a speed-up gear 21, and the generator is connected to the input shaft 14 through the speed-up gear 21. Therefore, the generator is additionally provided with the pair of speed-up gears, the working interval of the engine during power generation can be optimized, and the power generation efficiency of the engine is improved.

In order to facilitate understanding of the technical scheme of the application, in the scheme, the working principle of the first clutch, the second clutch and the third clutch is that the hybrid coupling system comprises a sensor, the current battery capacity, the accelerator opening and the vehicle speed of the vehicle are obtained through the sensor, then the working mode of the vehicle is determined according to the current battery capacity, the accelerator opening and the vehicle speed of the vehicle obtained through the sensor, and then the working states of an engine, a generator and a driving motor and the on-off of a power transmission path where the first clutch, the second clutch and the third clutch are located are controlled according to the working mode of the vehicle so as to correspond to the working mode of the current vehicle.

Therefore, the controller controls the working states of the engine, the generator and the driving motor and the on-off of the power transmission path where the first clutch, the second clutch and the third clutch are located according to the working mode of the vehicle, and can realize the automatic switching of various working modes such as an idle speed power generation mode, a pure electric mode, a range extending mode, a hybrid driving mode, a braking energy recovery mode and the like, thereby effectively reducing the oil consumption and improving the fuel economy.

In one embodiment of the application, when the working mode of the vehicle is an idle speed power generation mode, the controller controls the engine and the generator to work and the driving motor to stop working; the controller controls the first clutch, the second clutch and the third clutch to be disconnected, so that the engine drives the generator to generate electricity.

Specifically, when the vehicle is in an idle speed and the SOC value of the battery is lower than a first threshold, the generator is controlled to start the engine, the started engine drives the generator to generate power, the driving motor is controlled to be not operated, and the first clutch, the second clutch and the third clutch are all controlled to be disconnected, at this time, the vehicle operates in an idle speed power generation operation mode, a power transmission route is shown by an arrow in fig. 4, and fig. 4 schematically shows a power transmission route diagram of a hybrid coupling system to which an embodiment of the present application is applied in an idle speed power generation mode. The power output by the engine is transmitted to the generator through the input shaft to drive the generator to generate power.

In one embodiment of the application, when the working mode of the vehicle is the pure electric mode, the controller controls the driving motor to work, and the engine and the generator do not work; and controlling the first clutch to be disconnected, and controlling the second clutch or the third clutch to be combined, so that the power output by the driving motor is transmitted to the driving wheel through a power transmission path where the second clutch or the third clutch is positioned.

When the SOC value of the vehicle battery is higher than the first threshold value and the opening degree of the accelerator is smaller than the second threshold value, the controller controls the engine and the generator to stop working, controls the first clutch to be disconnected, controls the second clutch and the third clutch to be closed or disconnected, controls the driving motor to drive, and controls the vehicle to operate in a pure electric working mode at the moment.

Specifically, when the vehicle speed is lower than a third threshold value, the controller controls the second clutch to be closed, the third clutch to be opened, and the vehicle runs in the electric-only first-gear working mode at the moment. Referring to arrows in fig. 5, fig. 5 schematically illustrates a power transmission route diagram of a hybrid coupling system to which an embodiment of the present application is applied in a pure electric first gear mode. The power output by the driving motor is transmitted to the intermediate shaft through the first connecting shaft and the fifth gear and the sixth gear, and then the power output by the driving motor is transmitted to the driving wheel through the intermediate shaft.

When the vehicle speed is higher than a third threshold value, the controller controls the second clutch to be disconnected and the third clutch to be closed, and at the moment, the vehicle runs in the pure electric second-gear working mode. Referring to arrows in fig. 6, fig. 6 schematically illustrates a power transmission route diagram of a hybrid coupling system to which an embodiment of the present application is applied in the electric-only second gear mode. The power output by the driving motor is transmitted to the intermediate shaft through the fourth gear and the seventh gear by the second connecting shaft, and then the power output by the driving motor is transmitted to the driving wheel through the intermediate shaft.

In one embodiment of the application, when the working mode of the vehicle is the range extending mode, the controller controls the engine, the generator and the driving motor to work; and controlling the first clutch to be disconnected and controlling one of the second clutch and the third clutch to be combined so that the engine drives the generator to generate power, and meanwhile, the power output by the driving motor is transmitted to the driving wheel through a power transmission path where the second clutch or the third clutch is located.

When the SOC value of the vehicle battery is lower than a first threshold value and the opening degree of an accelerator is smaller than a second threshold value, the controller controls the generator to start the engine, the started engine drives the generator to generate power, the first clutch is controlled to be disconnected, one of the second clutch and the third clutch is controlled to be closed, the other clutch is controlled to be disconnected, the driving motor is controlled to drive, and at the moment, the vehicle runs in a range-extending working mode.

Specifically, when the vehicle speed is lower than a third threshold, the controller controls the second clutch to be closed and the third clutch to be opened, and the vehicle is operated in the first-gear range increasing working mode. Referring to fig. 7, as indicated by arrows, fig. 7 schematically illustrates a power transmission route diagram of a hybrid coupling system to which an embodiment of the present application is applied in the range-extended first gear mode. The power output by the engine is transmitted to the generator through the input shaft to drive the generator to generate power. And the power output by the driving motor is transmitted to the intermediate shaft through the first connecting shaft, the fifth gear and the sixth gear, and then the power output by the driving motor is transmitted to the driving wheel through the intermediate shaft.

When the vehicle speed is higher than a third threshold value, the controller controls the second clutch to be disconnected and the third clutch to be closed, and the vehicle runs in the range-extended second-gear working mode at the moment. Referring to fig. 8, as indicated by arrows, fig. 8 schematically illustrates a power transmission route diagram of the hybrid coupling system to which an embodiment of the present application is applied in the range-extended second gear mode. The power output by the engine is transmitted to the generator through the input shaft to drive the generator to generate power. And the power output by the driving motor is transmitted to the intermediate shaft through the second connecting shaft, the fourth gear and the seventh gear, and then the power output by the driving motor is transmitted to the driving wheel through the intermediate shaft.

In one embodiment of the application, when the working mode of the vehicle is a hybrid mode, the controller controls the engine, the generator and the driving motor to work; and controlling the first clutch to be combined, and controlling the second clutch or the third clutch to be combined so that the engine drives the generator to generate power, the power output by the engine is output to the driving wheel, and meanwhile, the power output by the driving motor is transmitted to the driving wheel through a power transmission path where the second clutch or the third clutch is located.

When the opening degree of the accelerator of the vehicle is greater than a third threshold value, the controller controls the generator to start the engine, and part of power of the started engine is used for driving the generator to generate power so as to charge a battery or supply power to the driving motor; the other part of power is transmitted to the fourth gear through the first clutch and the third gear and is used for driving the vehicle; and controlling the first clutch to be closed, controlling the second clutch and the third clutch to be closed, and controlling the second clutch and the third clutch to be opened, and controlling the driving motor to drive, wherein the vehicle runs in a hybrid driving working mode.

Specifically, when the vehicle speed is lower than a third threshold value, the controller controls the second clutch to be closed and the third clutch to be opened, and the vehicle runs in the hybrid first-gear working mode. Referring to fig. 9, shown with arrows, fig. 9 schematically illustrates a power transmission route diagram of a hybrid coupling system to which an embodiment of the present application is applied in a hybrid drive first gear operating mode. The engine drives the generator to generate power, the power output by the engine is output to the driving wheel through the intermediate shaft, and meanwhile the power output by the driving motor is transmitted to the driving wheel through the second clutch or the power transmission path where the driving motor is located.

When the vehicle speed is higher than a third threshold value, the controller controls the second clutch to be disconnected and the third clutch to be closed, and the vehicle runs in a hybrid driving second gear working mode. Referring to fig. 10 for arrows, fig. 10 schematically illustrates a power transmission route diagram of a hybrid coupling system in a hybrid driving second gear operating mode to which an embodiment of the present application is applied. The engine drives the generator to generate power, the power output by the engine is output to the driving wheel through the intermediate shaft, and meanwhile the power output by the driving motor is transmitted to the driving wheel through the third clutch or the power transmission path.

It should be noted that, in this embodiment, the value ranges of the first threshold, the second threshold, and the third threshold are not limited, and may be set freely according to a specific control strategy, and the values of the first threshold, the second threshold, and the third threshold are different under different control strategies. After the first threshold, the second threshold and the third threshold are set, automatic judgment is carried out, and automatic switching among various working modes is carried out according to the judgment result.

In one embodiment of the present application, the operating modes of the vehicle further include a regenerative braking mode in which the controller disengages the first clutch, disengages the second clutch and the third clutch, and the engine and the generator are inactive. When the vehicle brakes and decelerates, the driving motor is controlled to generate braking torque to decelerate the vehicle, and meanwhile, induced current generated in a motor winding of the driving motor charges a battery, so that the recovery of braking energy is realized. Namely, the driving motor is controlled to generate braking torque during braking and induction current is generated in the winding to charge the battery, so that the energy recycling is realized.

According to an aspect of an embodiment of the present application, there is provided a vehicle including a hybrid coupling system as described above.

The specific details of the hybrid coupling system provided in each embodiment of the present application have been described in detail in the corresponding structural embodiment, and are not described herein again.

Other embodiments of the present application will be apparent to those skilled in the art from consideration of the specification and practice of the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of the invention following, in general, the principles of the application and including such departures from the present disclosure as come within known or customary practice within the art to which the invention pertains.

It will be understood that the present application is not limited to the precise arrangements described above and shown in the drawings and that various modifications and changes may be made without departing from the scope thereof. The scope of the application is limited only by the appended claims.

Claims

1. A hybrid coupling system, comprising:

the second power transmission unit comprises at least two clutches which are respectively arranged on at least two transmission paths of the driving motor and the intermediate shaft, so that the power output by the driving motor passes through the at least two power transmission paths to realize at least two different transmission ratios;

2. The hybrid coupling system according to claim 1, wherein the first power transmission unit includes a first clutch and a first gear set disposed between the first clutch and the intermediate shaft, the input shaft establishing a connection with the intermediate shaft when the first clutch is in an engaged state.

3. The hybrid coupling system according to claim 1, wherein the second power transmission unit includes a first power transmission path through which the power output from the drive motor is transmitted to the intermediate shaft;

4. The hybrid coupling system according to claim 3, wherein the second power transmission unit includes a second power transmission path through which the power output from the drive motor is transmitted to the intermediate shaft;

5. The hybrid coupling system of claim 4, wherein the second clutch and the third clutch are integrated into a dual clutch that shares a clutch housing.

6. The hybrid coupling system according to claim 4, further comprising a fourth gear set and a differential, the fourth gear set being disposed between the intermediate shaft and the differential to output power transmitted to the intermediate shaft to the differential.

7. The hybrid coupling system of claim 6, wherein the fourth gear set includes first and second meshing gears, the first gear being disposed coaxially with the countershaft and the second gear being disposed coaxially with the differential to couple power output from the countershaft to the differential.

8. The hybrid coupling system according to any one of claims 1 to 7, further comprising a generator disposed on an input shaft to which the engine is connected.

9. The hybrid coupling system according to any one of claims 1 to 7, further comprising a generator and an upshift gear, the generator being connected with the input shaft through the upshift gear.

10. A vehicle characterized by comprising a hybrid coupling system as recited in any one of claims 1 to 9.