CN219115225U - Hybrid power coupling system and vehicle - Google Patents

Abstract

The utility model provides a hybrid power coupling system and a vehicle, which comprise an engine, an input shaft, an intermediate shaft, a first transmission assembly and a driving motor, wherein the engine is connected with the input shaft, at least 3 power transmission paths are connected on the input shaft and the intermediate shaft, each power transmission path comprises a gear transmission group and at least one clutch, and the transmission ratio of the gear transmission group of each power transmission path is different, so that the switching of at least 3 gears of the engine can be realized by selecting different power transmission paths, the engine can more reasonably operate in a high-efficiency interval, and the power performance and the economical efficiency of the whole vehicle are improved.

Description

Hybrid power coupling system and vehicle

Technical Field

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

Background

The hybrid power coupling system is a core part of a hybrid power automobile, and relates to integrated design and arrangement of an engine, an electric motor, a gear shaft transmission system and the like, wherein the engine consumes fuel oil, the electric motor consumes electric energy of a power battery, and the engine and the electric motor output power through gear shaft transmission.

The transmission system of the conventional hybrid power coupling system has only one fixed speed ratio, so that the engine can only change the power output by changing the rotating speed, and the engine cannot work in an optimal working area under certain working conditions.

Disclosure of Invention

In view of the above-mentioned shortcomings of the prior art, an object of the present utility model is to provide a hybrid power coupling system and a vehicle, which can realize multi-gear control, and ensure that an engine works in an optimal working area, so as to improve the power performance and economy of the whole vehicle.

In order to achieve the above purpose, the utility model adopts the following technical scheme:

a hybrid coupling system, comprising: an engine and a drive motor; the input shaft is in transmission connection with the engine; the intermediate shaft is in transmission connection with the input shaft, at least 3 power transmission paths are arranged between the intermediate shaft and the input shaft, each power transmission path comprises a gear transmission group and at least one clutch, and the gear transmission ratios of the gear transmission groups of each power transmission path are different; and the first transmission assembly is respectively connected with the intermediate shaft and the driving motor.

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

In some aspects of the present disclosure, the first gear set includes a first gear and a second gear, the first gear is connected to the first clutch, the second gear is disposed on the input shaft, and the second gear is meshed with the first gear; the second gear transmission group comprises a third gear and a fourth gear, the third gear is connected with the second clutch, the fourth gear is also arranged on the intermediate shaft, and the fourth gear is meshed with the third gear; the third gear transmission group comprises a fifth gear and a sixth gear, the fifth gear is connected with the third clutch, the sixth gear is arranged on the intermediate shaft, and the sixth gear is meshed with the fifth gear.

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

In some aspects of the present disclosure, the output of the drive motor is in driving connection with one of the intermediate shaft, the second gear set, and the third gear set.

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

In some aspects of the present disclosure, the second transmission assembly includes a transmission shaft, an eighth gear, and a ninth gear, the eighth gear and the ninth gear are connected on the transmission shaft, and the eighth gear is in transmission connection with the first transmission assembly, an output end of the driving motor is connected with a tenth gear, and the tenth gear is meshed with the ninth gear.

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

In some aspects of the present disclosure, a twelfth gear is disposed on the intermediate shaft, and the twelfth gear is meshed with the eleventh gear; the hybrid power coupling system further includes a generator drivingly connected with the input shaft.

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

The beneficial effects are that: in the hybrid power coupling system, the engine is connected with the input shaft, at least 3 power transmission paths are connected to the input shaft and the intermediate shaft, each power transmission path comprises a gear transmission group and at least one clutch, and the gear ratios of the gear transmission groups of each power transmission path are different, so that the engine can be switched by at least 3 gears by selecting different power transmission paths, the engine can be operated in a high-efficiency interval more reasonably, and the power performance and the economical efficiency of the whole vehicle are improved.

Drawings

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

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

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

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

Fig. 5 is a schematic structural diagram of a hybrid coupling system in an embodiment of the present application in a parallel first-gear driving mode, and a direction indicated by an arrow is a power transmission direction.

Fig. 6 is a schematic structural diagram of a hybrid coupling system in an embodiment of the present application in a parallel second-gear driving mode, and a direction indicated by an arrow is a power transmission direction.

Fig. 7 is a schematic structural diagram of a hybrid coupling system in an embodiment of the present application in a parallel three-gear drive mode, and a direction indicated by an arrow is a power transmission direction.

Fig. 8 is a schematic structural diagram of the hybrid power coupling system in the braking energy recovery mode according to the embodiment of the present application, and the direction indicated by the arrow is the power transmission direction.

Fig. 9 is a schematic diagram of a hybrid coupling system according to an embodiment of the present application.

Fig. 10 is a control flow diagram in an embodiment of the present application.

Description of main reference numerals: 1. an engine; 2. an input shaft; 3. an intermediate shaft; 4. a first transmission assembly; 41. a differential; 42. an eleventh gear; 5. a driving motor; 6. a first power transmission path; 61. a first clutch; 62. a first gear; 63. a second gear; 7. a second power transmission path; 71. a second clutch; 72. a third gear; 73. a fourth gear; 8. a third power transmission path; 81. a third clutch; 82. a fifth gear; 83. a sixth gear; 9. a seventh gear; 10. a second transmission assembly; 101. a transmission shaft; 102. an eighth gear; 103. a ninth gear; 11. a twelfth gear; 12. a generator; 13. a fourteenth gear; 14. a thirteenth gear; 15. a damper; 16. a tenth gear;

100. a hybrid coupling system; 200. and (3) a wheel.

Detailed Description

The utility model provides a hybrid power coupling system and a vehicle, and the utility model is further described in detail below with reference to the accompanying drawings and examples in order to make the objects, technical schemes and effects of the utility model clearer and more definite. It should be understood that the detailed description and specific examples are intended for purposes of illustration only and are not intended to limit the scope of the utility model.

In the description of the present utility model, it should be understood that the directions or positional relationships indicated by the terms "upper", "lower", "inner", "outer", etc. are based on the directions or positional relationships shown in the drawings, are merely for convenience of description and simplification of the description, and do not indicate or imply that the apparatus or element in question must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as limiting the present utility model.

In the description of the present utility model, it should be noted that, unless explicitly specified and limited otherwise, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be either fixedly connected, detachably connected, or integrally connected, for example; can be mechanically connected, electrically connected or can be communicated with each other; can be directly connected or indirectly connected through an intermediate medium, and can be communicated with the inside of two elements or the interaction relationship of the two elements. The specific meaning of the above terms in the present utility model can be understood by those of ordinary skill in the art according to the specific circumstances.

Referring to fig. 1, a hybrid coupling system includes an engine 1, an input shaft 2, an intermediate shaft 3, a first transmission assembly 4, and a drive motor 5. The input shaft 2 is in driving connection with the engine 1 such that the engine 1 can drive the input shaft 2 in rotation. The intermediate shaft 3 is in driving connection with the input shaft 2, so that the input shaft 2 can drive the intermediate shaft 3 to rotate, and the power of the engine 1 can be transmitted to the intermediate shaft 3. The first transmission assembly 4 is in driving connection with the intermediate shaft 3 so that power input by the engine 1 can be transmitted to the first transmission assembly 4, the first transmission assembly 4 being adapted to be connected with the wheels 200 of the vehicle, whereby the engine 1 can drive the vehicle to move.

In addition, the driving motor 5 is in driving connection with the first transmission assembly 4, so that the driving motor 5 can also drive the vehicle to move, and therefore, the engine and the driving motor can simultaneously drive the vehicle to move, forming a hybrid power.

At least 3 power transmission paths are arranged between the intermediate shaft 3 and the input shaft 2, each power transmission path comprises a gear transmission group and at least one clutch, the gear transmission ratio of the gear transmission group of each power transmission path is different, so that power output by the engine 1 can be transmitted through different power transmission paths, and the engine 1 can operate in a reasonable high-efficiency interval.

Each power transmission path is for transmitting power of the engine 1 to the wheels 200 of the vehicle, and when the rotational speeds of the engine 1 are the same but the power transmission paths are selected differently, the speeds of the vehicles are different due to the different transmission ratios. For example: when the gear transmission group forms speed-increasing and torque-reducing, the vehicle can run quickly, but the power is smaller because the torque is reduced. When the gear transmission group forms torque increasing and speed reducing, the vehicle speed is slower, but the output torque is larger. Therefore, by selecting different transmission ratios, the vehicle can be adapted to travel under different road conditions and different vehicle speeds, and the engine 1 maintains an optimal operating region. Wherein different gear positions of the vehicle are formed due to different gear ratios of the gear sets of each power transmission path. The speed increase and torque reduction means increasing the rotational speed of the wheel 200 and reducing the torque.

In the application, at least 3 power transmission paths are arranged between the intermediate shaft 3 and the input shaft 2, the transmission ratio of the gear transmission group of each power transmission path is different, each power transmission path comprises at least one clutch, and the selection of the power transmission path of the engine 1 is realized by changing the state of the clutch.

In this application, adopt the clutch to realize shifting, its moment of torsion capacity is bigger than the synchronous ware, is favorable to realizing shifting, takes place to beat tooth scheduling problem when effectively avoiding shifting, also does not need the gearshift of one set of special control synchronous ware for each part is rationally distributed, compact structure, is favorable to the assembly and saves space, has improved interior space utilization. The drive motor 5 is in an operating state during running, so that no interruption of the vehicle power during gear shifting can be realized.

In the above, the engine 1 and the input shaft 2 may be driven by a gear, a chain or a belt, and the output shaft of the engine 1 may be fixedly connected with one end of the input shaft 2 by a coupling.

In the embodiment of the present application, a damper 15 is connected between the output shaft of the engine 1 and the input shaft 2 to cushion and damp the output of the engine 1. Wherein the input end of the damper 15 is connected with the engine 1, and the output end of the damper 15 is connected with the input shaft 2. By way of example: the damper 15 may be a torsional damper or a dual mass flywheel.

In an embodiment of the present application, the number of power transmission paths provided between the intermediate shaft 3 and the input shaft 2 is 3, and the 3 power transmission paths are the first power transmission path 6, the second power transmission path 7, and the third power transmission path 8, respectively. I.e. in embodiments having at least 3 power transmission paths between the intermediate shaft 3 and the input shaft 2, the power transmission paths between the intermediate shaft 3 and the input shaft 2 comprise a first power transmission path 6, a second power transmission path 7 and a third power transmission path 8.

Referring to fig. 1 and 5, the first power transmission path 6 includes a first clutch 61 and a first gear train, the first clutch 61 being connected to the intermediate shaft 3, the first gear train being connected to the first clutch 61 and being in driving connection with the input shaft 2. The first gear set is in driving connection with the input shaft 2 to determine the gear ratio of the first power transmission path 6, and the closed state and the disengaged state of the first clutch 61 correspond to the on-off state of the first power transmission path 6. That is, when the first clutch 61 is in the closed state and the other power transmission path is in the open state, the power of the engine 1 can be transmitted to the intermediate shaft 3 through the input shaft 2, the first gear train, the first clutch 61, and then transmitted to the wheels 200 of the vehicle by the intermediate shaft 3. When the first clutch 61 is in the disengaged state, the first gear train cannot rotate the intermediate shaft 3.

In detail, the first gear train includes a first gear 62, the first gear 62 is connected to a first clutch 61, a second gear 63 is provided on the input shaft 2, and the second gear 63 is meshed with the first gear 62, so that the input shaft 2, the second gear 63, the first gear 62, the first clutch 61, and the intermediate shaft 3 form a first power transmission path 6, and a ratio of the number of teeth of the second gear 63 to the first gear 62 forms a transmission ratio on the first power transmission path 6.

In other embodiments, the first power transmission path 6 includes a first clutch 61 and a first gear set, the first clutch 61 being provided on the input shaft 2, the first gear set being in driving connection with the intermediate shaft 3. For example: in the embodiment shown in fig. 1, the first clutch 61 is arranged at the end of the input shaft 2 remote from the engine 1, and the second gear 63 is connected to the intermediate shaft 3.

Referring to fig. 1 and 6, the second power transmission path 7 includes a second clutch 71 and a second gear train, the second clutch 71 being connected to the input shaft 2, the second gear train being connected to the second clutch 71 and being in driving connection with the intermediate shaft 3. The second gear set is in driving connection with the intermediate shaft 3 to determine the gear ratio of the second power transmission path 7, the closed state and the disengaged state of the second clutch 71 corresponding to the on-off of the second power transmission path 7. That is, when the second clutch 71 is in the closed state and the other power transmission path is in the open state, the power of the engine 1 can be transmitted to the intermediate shaft 3 through the input shaft 2, the second gear train, the second clutch 71, and then transmitted to the wheels 200 of the vehicle by the intermediate shaft 3. When the second clutch 71 is in the disengaged state, the second gear train cannot rotate the intermediate shaft 3.

The second gear train includes a third gear 72, the third gear 72 is connected with the second clutch 71, a fourth gear 73 is connected to the intermediate shaft 3, the fourth gear 73 is meshed with the third gear 72, so that the input shaft 2, the second clutch 71, the third gear 72, the fourth gear 73 and the intermediate shaft 3 form a second power transmission path 7, and the ratio of the numbers of teeth of the third gear 72 and the fourth gear 73 forms a transmission ratio on the second power transmission path 7.

Referring to fig. 1 and 7, the third power transmission path 8 includes a third clutch 81 and a third gear train, the third clutch 81 being connected to the input shaft 2, the third gear train being connected to the third clutch 81 and being in driving connection with the intermediate shaft 3. The third gear set is in driving connection with the intermediate shaft 3 to determine the transmission ratio of the third power transmission path 8, the closed state and the disengaged state of the third clutch 81 corresponding to the on-off of the third power transmission path 8. That is, when the third clutch 81 is in the closed state and the other power transmission path is in the open state, the power of the engine 1 can be transmitted to the intermediate shaft 3 through the input shaft 2, the third gear train, the third clutch 81, and then transmitted to the wheels 200 of the vehicle by the intermediate shaft 3. When the third clutch 81 is in the disengaged state, the third gear train cannot rotate the intermediate shaft 3.

The third gear train includes a fifth gear 82, the fifth gear 82 is connected with the third clutch 81, a sixth gear 83 is connected to the intermediate shaft 3, the fifth gear 82 is meshed with the sixth gear 83, so that the input shaft 2, the third clutch 81, the fifth gear 82, the sixth gear 83 and the intermediate shaft 3 form a third power transmission path 8, and a ratio of the number of teeth of the fifth gear 82 and the sixth gear 83 forms a transmission ratio on the third power transmission path 8.

In application, interference among different power transmission paths is avoided, and at most 1 power transmission path of the clutch in a closed state exists. That is, when the clutch of 1 power transmission path is in the closed state, the clutches of the other power transmission paths are in the disengaged state.

The second clutch 71 and the third clutch 81 constitute a double clutch to reduce the installation space required for the second clutch 71 and the third clutch 81, and to achieve the effect of reducing the longitudinal dimension of the hybrid coupling system 100, which is the axial direction of the input shaft 2, with a compact structure.

Referring to fig. 1 in detail, a first connection shaft is connected between the second clutch 71 and the third gear 72, and the first connection shaft is a hollow shaft and is sleeved on the input shaft 2, so that the second clutch 71, the third gear 72 and the input shaft 2 are coaxial. Similarly, a second connecting shaft is connected between the third clutch 81 and the fifth gear 82, and the second connecting shaft is a hollow shaft and is sleeved on the input shaft 2, so that the third clutch 81, the fifth gear 82 and the input shaft 2 are coaxial. The hybrid coupling system 100 is arranged such that its lateral dimension, which is the direction in which the ends of the straight lines perpendicular to the input shaft 2 and the intermediate shaft 3 are directed in fig. 1, is smaller.

Referring to fig. 9, in an embodiment, an output end of the driving motor 5 is in transmission connection with the intermediate shaft 3, so that power output by the driving motor 5 is transmitted to the first transmission assembly 4 through the intermediate shaft 3, and the driving motor 5 drives the vehicle to move. In a further embodiment, the output of the drive motor 5 can be connected in a driven manner to the second or third gear set.

In the embodiment shown in fig. 9, the output end of the driving motor 5 is connected with a seventh gear 9, and the seventh gear 9 is meshed with the third gear transmission set and is in transmission connection with the first transmission assembly 4 through the intermediate shaft 3, so that the power output by the driving motor 5 is transmitted to the first transmission assembly 4 through the seventh gear 9, the third gear transmission set and the intermediate shaft 3. The third gear transmission group comprises a sixth gear 83, so that power transmission is realized by meshing the seventh gear 9 with the sixth gear 83, and a transmission structure of the driving motor 5 is not required to be additionally arranged, 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 conventional hybrid electric vehicle and a power assembly thereof are overcome.

Preferably, the number of teeth of the seventh gear 9 is smaller than that of the sixth gear 83, so as to achieve the effect of reducing speed, that is, the seventh gear 9 and the sixth gear 83 form a speed reducing structure, so that the speed reducing and torque increasing effects are achieved, and the driving motor 5 outputs larger torque.

In this embodiment, the third gear train is connected to one end of the intermediate shaft 3 near the end, and therefore, the length of the output end of the drive motor 5 can be reduced, thereby reducing the vibration of the output end of the drive motor 5.

Wherein, because the output end of the driving motor 5 is connected to the intermediate shaft 3, the second gear transmission group or the third gear transmission group, the driving motor 5 and the engine 1 share the intermediate shaft 3 to realize power transmission, thereby simplifying the structure and reducing the size of the hybrid power coupling system 100.

Referring to fig. 1, in an embodiment, the hybrid coupling system 100 further includes a second transmission assembly 10 connected to the first transmission assembly 4, and an output end of the driving motor 5 is in transmission connection with the second transmission assembly 10, so that the driving motor 5 is transmitted to the first transmission assembly 4 through the second transmission assembly 10, so as to realize that the driving motor 5 drives the vehicle to move.

In detail, the second transmission assembly 10 includes a transmission shaft 101, an eighth gear 102 and a ninth gear 103, the eighth gear 102 and the ninth gear 103 are connected to the transmission shaft 101, and the eighth gear 102 is in transmission connection with the first transmission assembly 4, an output end of the driving motor 5 is connected with a tenth gear 16, the tenth gear 16 is meshed with the ninth gear 103, and power is transmitted between the driving motor 5 and the first transmission assembly 4.

Preferably, the second transmission assembly 10 forms a decelerator, i.e. the second transmission assembly 10 plays a role of decelerating and increasing torque, so that the driving motor 5 outputs a larger torque.

The first transmission assembly 4 comprises a differential 41 and an eleventh gear 42, the differential 41 being adapted to be connected to the external wheels 200, the eleventh gear 42 being connected to the differential 41 in driving connection with the intermediate shaft 3 and the drive motor 5, thus effecting a power transmission between the engine 1 and the drive motor 5 and the wheels 200.

In detail, the intermediate shaft 3 is provided with a twelfth gear 11, and the twelfth gear 11 is meshed with the eleventh gear 42, so that power transmission between the intermediate shaft 3 and the first transmission assembly 4 is realized.

In the embodiment in which the drive motor 5 is connected to the first transmission assembly 4 by means of the second transmission assembly 10, it is in particular: the eighth gear 102 of the second transmission assembly 10 meshes with the eleventh gear 42 of the first transmission assembly 4 to achieve power transmission between the second transmission assembly 10 and the first transmission assembly 4.

In an embodiment, the hybrid power coupling system 100 further includes a generator 12, where the generator 12 is in transmission connection with the input shaft 2, so as to enable the engine 1 to drive the generator 12 to generate electricity, and provide an electric power source for the driving motor 5; or the generator 12, the drive motor 5 and the engine 1 together provide power so that the vehicle can obtain a larger power.

In fig. 1, the input shaft 2 is provided with a thirteenth gear 14, the generator 12 is connected with a fourteenth gear 13, and the fourteenth gear 13 is meshed with the thirteenth gear 14, so as to realize power transmission between the generator 12 and the input shaft 2.

In the above, the hybrid coupling system 100 realizes switching of various operation modes by controlling the states of the clutches on the respective power transmission paths. The operation modes of the hybrid power coupling system 100 include an idle power generation mode, a pure electric drive mode, a series drive mode, a parallel drive mode, and a braking energy recovery mode, wherein the parallel drive mode at least includes a parallel first gear drive mode, a parallel second gear drive mode, and a parallel third gear drive mode.

Referring to fig. 2, when the coupling system is in the idle power generation mode, the first clutch 61, the second clutch 71 and the third clutch 81 are all in a disengaged state, and the engine 1 drives the generator 12 to generate power.

Referring to fig. 3, when the coupling system is in the pure electric mode, the first clutch 61, the second clutch 71 and the third clutch 81 are all in a disengaged state, and the driving motor 5 drives the vehicle to move.

Referring to fig. 4, when the coupling system is in the series driving mode, the first clutch 61, the second clutch 71 and the third clutch 81 are all in a disengaged state, the driving motor 5 drives the vehicle to move, the engine 1 drives the generator 12 to generate electricity, and the electricity generated by the generator 12 is used for driving the motor 5 to work.

Referring to fig. 5, when the coupling system is in the parallel first-gear driving mode, the first clutch 61 is in a closed state, the second clutch 71 and the third clutch 81 are both in a separated state, a part of the power of the engine 1 and the driving motor 5 jointly drive the vehicle to move through the first power transmission path 6, and the other power drives the generator 12 to generate electricity.

Referring to fig. 6, when the coupling system is in the parallel second-gear drive mode, the second clutch 71 is in a closed state, the first clutch 61 and the third clutch 81 are both in a disengaged state, a part of the power of the engine 1 and the driving motor 5 jointly drive the vehicle to move through the second power transmission path 7, and the other power drives the generator 12 to generate electricity.

Referring to fig. 7, when the coupling system is in the parallel third-gear drive mode, the third clutch 81 is in a closed state, the first clutch 61 and the second clutch 71 are both in a disengaged state, a part of the power of the engine 1 is used to drive the vehicle to move together with the driving motor 5 through the third power transmission path 8, and the other part of the power is used to drive the generator 12 to generate power.

Referring to fig. 8, when the coupling system is in the braking energy recovery mode, the vehicle drives the driving motor 5 to generate power in a braking state or a coasting state, so as to achieve braking energy recovery.

Table 1: operating mode table for coupling system

Referring to fig. 10, a controller for controlling the operation of the coupling system is provided on the coupling system or the vehicle, wherein the coupling system is operated by acquiring the current battery power value, the accelerator opening value and the vehicle speed of the vehicle; then determining the working mode of the vehicle according to the current battery electric quantity value, the accelerator opening value and the vehicle speed value of the vehicle; next, the operation states of the engine 1, the driving motor, and the generator, and the on-off of the power transmission paths of the first clutch 61, the second clutch 71, and the third clutch 81 are controlled according to the operation mode of the vehicle to match the current operation mode of the vehicle.

According to the working modes of the vehicle, the working states of the engine 1, the generator 12 and the driving motor 5 and the on-off of the power transmission paths of the first clutch 61, the second clutch 71 and the third clutch 81 are controlled, so that automatic switching of multiple working modes such as an idle power generation mode, a pure electric drive mode, a serial drive mode, a parallel first-gear drive mode, a parallel second-gear drive mode, a parallel third-gear drive mode and a braking energy recovery mode can be realized, the engine 1 is in an optimal working area, the oil consumption is effectively reduced, and the fuel economy is improved.

For example, when the vehicle is in an idle state and the battery charge SOC value is below a first threshold, the vehicle performs an idle power generation mode.

When the battery charge amount SOC value is higher than the second SOC threshold value, the vehicle executes the electric-only drive mode.

When the battery charge SOC value is lower than the third SOC threshold value and higher than the fourth SOC threshold value, the vehicle executes the series drive mode.

And when the battery electric quantity SOC value is lower than the fifth SOC threshold value, acquiring the speed value and the accelerator opening value of the vehicle.

When the speed value is greater than the first speed threshold and the accelerator opening is less than the first accelerator opening threshold, the vehicle executes a parallel first gear drive mode.

And when the speed value is lower than the second speed threshold value and higher than the third speed threshold value, and the accelerator opening is larger than the second accelerator opening threshold value and smaller than the third accelerator opening threshold value, the vehicle executes a parallel second-gear driving mode.

And when the speed value is lower than the fourth speed threshold value and the accelerator opening is greater than the fourth accelerator opening threshold value, the vehicle executes a parallel three-gear driving mode.

It should be noted that, in this embodiment, the value ranges of the thresholds are not limited, and may be set freely according to specific control policies, and the value ranges of the thresholds are different under different control policies.

Referring to fig. 1 and 9, a vehicle includes a vehicle body, a hybrid coupling system 100, and wheels 200, the hybrid coupling system 100 being fixed to the vehicle body, the wheels 200 being connected to a first transmission assembly 4 of the hybrid coupling system 100, i.e., the wheels 200 being in driving connection with a differential 41.

In the hybrid power coupling system 100, the engine 1 is connected with the input shaft 2, at least 3 power transmission paths are connected on the input shaft 2 and the intermediate shaft 3, each power transmission path comprises a gear transmission group and at least one clutch, and the transmission ratio of the gear transmission group of each power transmission path is different, so that at least 3 gears of the engine 1 can be switched by selecting different power transmission paths, the engine 1 can more reasonably operate in a high-efficiency interval, and the power performance and the economy of the whole vehicle are improved.

It will be understood that equivalents and modifications will occur to those skilled in the art based on the present utility model and its spirit, and all such modifications and substitutions are intended to be included within the scope of the present utility model.

Claims (10)

1. A hybrid coupling system, comprising:

an engine and a drive motor;

the input shaft is in transmission connection with the engine;

the intermediate shaft is in transmission connection with the input shaft, at least 3 power transmission paths are arranged between the intermediate shaft and the input shaft, each power transmission path comprises a gear transmission group and at least one clutch, and the gear transmission ratios of the gear transmission groups of each power transmission path are different;

and the first transmission assembly is respectively connected with the intermediate shaft and the driving motor.

2. The hybrid coupling system of claim 1, wherein,

the power transmission path between the intermediate shaft and the input shaft includes a first power transmission path, a second power transmission path, and a third power transmission path;

the first power transmission path comprises a first clutch and a first gear transmission group, the first clutch is connected to the intermediate shaft, and the first gear transmission group is connected with the first clutch and is in transmission connection with the input shaft;

the second power transmission path comprises a second clutch and a second gear transmission group, the second clutch is connected to the input shaft, and the second gear transmission group is connected to the second clutch and is in transmission connection with the intermediate shaft;

the third power transmission path includes a third clutch connected to the input shaft and a third gear set connected to the third clutch and in driving connection with the intermediate shaft.

3. The hybrid coupling system of claim 2, wherein,

the first gear transmission group comprises a first gear and a second gear, the first gear is connected with the first clutch, the second gear is arranged on the input shaft, and the second gear is meshed with the first gear;

the second gear transmission group comprises a third gear and a fourth gear, the third gear is connected with the second clutch, the fourth gear is arranged on the intermediate shaft, and the fourth gear is meshed with the third gear;

the third gear transmission group comprises a fifth gear and a sixth gear, the fifth gear is connected with the third clutch, the sixth gear is arranged on the intermediate shaft, and the sixth gear is meshed with the fifth gear.

4. The hybrid coupling system of claim 2, wherein the second clutch and the third clutch comprise a dual clutch.

5. The hybrid coupling system of claim 2, wherein an output of the drive motor is drivingly connected to one of the intermediate shaft, the second gear set, and the third gear set.

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

the second transmission assembly is connected with the first transmission assembly, and the output end of the driving motor is in transmission connection with the second transmission assembly.

7. The hybrid coupling system of claim 6, wherein the second transmission assembly includes a drive shaft, an eighth gear and a ninth gear, the eighth gear and the ninth gear being connected to the drive shaft and the eighth gear being drivingly connected to the first transmission assembly, the output of the drive motor being connected to a tenth gear, the tenth gear being in mesh with the ninth gear.

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

a differential for connection with an external wheel;

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

9. The hybrid coupling system of claim 8, wherein,

a twelfth gear is arranged on the intermediate shaft and meshed with the eleventh gear;

the hybrid power coupling system further includes a generator drivingly connected with the input shaft.

10. A vehicle, characterized by comprising:

a vehicle body;

a hybrid coupling system fixed to the vehicle body, the hybrid coupling system being the hybrid coupling system of any one of claims 1-9;

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

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