WO2022089176A1 - 混合动力***及车辆 - Google Patents

混合动力***及车辆 Download PDF

Info

Publication number
WO2022089176A1
WO2022089176A1 PCT/CN2021/122863 CN2021122863W WO2022089176A1 WO 2022089176 A1 WO2022089176 A1 WO 2022089176A1 CN 2021122863 W CN2021122863 W CN 2021122863W WO 2022089176 A1 WO2022089176 A1 WO 2022089176A1
Authority
WO
WIPO (PCT)
Prior art keywords
motor
clutch
engine
clutch mechanism
planetary gear
Prior art date
Application number
PCT/CN2021/122863
Other languages
English (en)
French (fr)
Inventor
陈希
周之光
王银慈
徐静波
Original Assignee
奇瑞汽车股份有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 奇瑞汽车股份有限公司 filed Critical 奇瑞汽车股份有限公司
Publication of WO2022089176A1 publication Critical patent/WO2022089176A1/zh

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/84—Data processing systems or methods, management, administration

Definitions

  • the present application relates to the field of hybrid power technology, and in particular, to a hybrid power system and a vehicle.
  • the application provides a hybrid power system and a vehicle, which specifically adopts the following technical solutions:
  • a first aspect of the present application provides a hybrid power system, the hybrid power system includes an engine, a first motor, a second motor, a first clutch mechanism, a second clutch mechanism, an input shaft and wheels;
  • Both the engine and the first motor are connected to the input shaft through the first clutch mechanism
  • the second motor is connected with the input shaft through the second clutch mechanism
  • the input shaft is configured to output power from at least one power source of the engine, the first motor and the second motor to the wheel to drive the wheel to rotate;
  • the first clutch mechanism includes a first clutch and a first planetary gear set
  • Both the engine and the first motor are connected to the outer hub of the first clutch
  • the inner hub of the first clutch is connected with the first planetary gear set, and the first planetary gear set is connected with the input shaft.
  • the first clutch mechanism includes a fourth clutch
  • the inner hub of the fourth clutch is connected to the outer hub of the first clutch, and the outer hub of the fourth clutch is connected to the input shaft.
  • the second clutch mechanism includes a second clutch and a second planetary gear set
  • the outer hub of the second clutch is connected with the second motor, and the inner hub is connected with the second planetary gear set;
  • the second planetary gear set is connected with the input shaft.
  • the second clutch mechanism further includes a third clutch and a third planetary gear set,
  • the outer hub of the third clutch is connected with the second motor, and the inner hub is connected with the third planetary gear set;
  • the third planetary gear set is connected with the input shaft, and the third planetary gear set and the second planetary gear set correspond to different speed ratios.
  • the first planetary gear set includes a first sun gear and a first planetary gear
  • the second planetary gear set includes a second sun gear and a second planetary gear
  • the third planetary gear set includes a third sun gear and third planetary gear
  • the first sun gear, the second sun gear and the third sun gear are all sleeved on the input shaft;
  • One side of the first planetary gear, the second planetary gear and the third planetary gear meshes with the first sun gear, the second sun gear and the third sun gear respectively, and the other side respectively engage with the inner hub of the first clutch, the inner hub of the second clutch and the inner hub of the third clutch.
  • the engine when the system is configured in an engine direct drive mode, the engine is on, the first motor and the second motor are off, and the second clutch and the third clutch are disengaged , one of the first clutch and the fourth clutch is engaged and the other is disengaged.
  • the system when configured to be in a first pure electric mode, the first motor is on, the engine and the second motor are off, and the second clutch and the third clutch are disconnected. open, one of the first clutch and the fourth clutch is engaged, and the other is disconnected;
  • the second motor When the system is configured in a second electric-only mode, the second motor is on, the engine and the first motor are off, the first clutch and the fourth clutch are disengaged, the one of the second clutch and the third clutch is engaged and the other is disengaged;
  • the system When the system is configured in a third electric-only mode, the first electric machine and the second electric machine are on, the engine is not on, one of the first clutch and the fourth clutch is engaged, The other is disengaged, and one of the second clutch and the third clutch is engaged and the other is disengaged.
  • the system when the system is configured to be in the first hybrid mode, the engine and the first electric machine are operated, the second electric machine is not operated, and the second clutch and the third clutch are disconnected. open, one of the first clutch and the fourth clutch is engaged and the other is disconnected;
  • the system When the system is configured to be in a second hybrid mode, the engine and the second electric machine are on, the first electric machine is inactive, one of the first clutch and the fourth clutch is engaged, the other is disengaged, one of the second clutch and the third clutch is engaged and the other is disengaged;
  • the engine, the first electric machine and the second electric machine are all operating, one of the first clutch and the fourth clutch is engaged and the other one is disengaged, one of the second clutch and the third clutch is engaged and the other is disengaged;
  • the system When the system is configured to be in a fourth hybrid mode, the engine and the second electric machine are in operation, the first electric machine is in a generator mode, the first clutch and the fourth clutch are disengaged, so one of the second clutch and the third clutch is engaged and the other is disconnected;
  • the system When the system is configured in a fifth hybrid mode, the engine and the second electric machine are operating, the first electric machine is in a generating mode, and one of the first clutch and the fourth clutch is engaged , the other is disengaged, one of the second clutch and the third clutch is engaged and the other is disengaged.
  • the engine when the system is configured to be in a parking power generation mode, the engine is operated, the first motor is in a power generation mode, the second motor is not operated, the first clutch, the second motor The clutch, the third clutch and the fourth clutch are all disengaged.
  • the engine and the first electric machine are inactive, the second electric machine is in a power generation mode, and the first clutch and the fourth clutch are disconnected. On, one of the second clutch and the third clutch is engaged.
  • a second aspect of the present application provides a hybrid power system including a first clutch mechanism, an engine, a first motor, a second motor, a second clutch mechanism and an input shaft;
  • the first clutch mechanism includes a first clutch and a first planetary gear set, the first clutch includes a first driving part and a first driven part, the first driving part and the first driven part are controllable
  • the first driving part is connected with the engine and the first motor
  • the first driven part is connected with the first planetary gear set
  • the first planetary gear set is connected with the the input shaft connection;
  • the second motor is connected with the input shaft through the second clutch mechanism
  • the input shaft is configured to output power from at least one power source of the engine, the first electric machine, and the second electric machine.
  • the second clutch mechanism includes a second clutch and a second planetary gear set
  • the second clutch includes a second driving portion and a second driven portion controllably engaged or disengaged, the second driving portion and the second driven portion the motor is connected, and the second driven part is connected with the second planetary gear set;
  • the second planetary gear set is connected with the input shaft.
  • the second clutch mechanism further includes a third clutch and a third planetary gear set
  • the third clutch includes a third driving part and a third driven part, the third driving part and the third driven part are controllably engaged and disconnected, the third driving part and the second the motor is connected, and the third driven part is connected with the third planetary gear set;
  • the third planetary gear set is connected with the input shaft, and the third planetary gear set and the second planetary gear set correspond to different speed ratios.
  • At least one of the first planetary gear set, the second planetary gear set and the third planetary gear set is a single-row planetary gear mechanism
  • the single-row planetary gear mechanism includes a sun gear and a planetary gear, the sun gear is sleeved on the input shaft, one side of the planetary gear is meshed with the sun gear, and the other side is connected with the driving force of the corresponding clutch.
  • the position of the rotation center of the planetary gear is fixed relative to the position of the rotation center of the sun gear.
  • the first clutch mechanism includes a fourth clutch
  • the fourth clutch includes a fourth driving portion and a fourth driven portion, the fourth driving portion and the fourth driven portion are controllably engaged or disengaged, the fourth driving portion is connected with the engine, The fourth driven portion is connected to the input shaft.
  • it includes a transmission gear set and a wheel drive set, the transmission gear set is connected with the input shaft, and the wheel drive set is connected with the transmission gear set.
  • the system includes a battery pack, an inverter, a first motor controller and a second motor controller;
  • the battery pack is electrically connected to the inverter
  • the first motor controller is electrically connected to the inverter and the first motor
  • the second motor controller is electrically connected to the inverter and the second motor.
  • a third aspect of the present application is to provide a hybrid vehicle, comprising a controller and the hybrid system according to the first aspect and/or the second aspect, the controller and the first of the hybrid systems
  • the clutch mechanism, the engine, the first motor, the second motor and the second clutch mechanism are electrically connected.
  • the controller is configured to:
  • the engine and the first motor are controlled to not work, the second motor is controlled to work, the first clutch mechanism is disconnected, and the second clutch mechanism is engaged; or,
  • the engine is controlled to not work, the first motor and the second motor are controlled to work, and both the first clutch mechanism and the second clutch mechanism are engaged.
  • the controller is configured to:
  • Controlling the engine and the second motor to work controlling the first motor to be in a power generation mode, controlling the first clutch mechanism to be disconnected, and the second clutch mechanism to be engaged; or,
  • the engine and the second motor are controlled to work, the first motor is controlled to be in a power generation mode, the first clutch mechanism is engaged, and the second clutch mechanism is engaged.
  • the controller is configured to:
  • the engine is controlled to work, the first motor and the second motor are controlled to not work, the first clutch mechanism is controlled to be engaged, and the second clutch mechanism is controlled to be disconnected.
  • the controller is configured to:
  • the engine is controlled to work, the first motor is controlled to be in a power generation mode, the second motor is controlled to not work, and both the first clutch mechanism and the second clutch mechanism are controlled to be disconnected.
  • the controller is configured to:
  • the engine and the first motor are controlled to not work, the second motor is controlled to be in a power generation mode, the first clutch mechanism is controlled to be disconnected, and the second clutch mechanism is controlled to be engaged.
  • FIG. 1 is a first structural schematic diagram of a hybrid power system provided by an embodiment of the present application
  • FIG. 2 is a second structural schematic diagram of a hybrid power system provided by an embodiment of the present application.
  • 3a and 3b are schematic diagrams of power transmission in two cases when the vehicle is in the first pure electric mode, respectively;
  • 4a and 4b are schematic diagrams of power transmission in two cases when the vehicle is in the second pure electric mode, respectively;
  • Figure 5a, Figure 5b, Figure 5c and Figure 5d are schematic diagrams of power transmission under four conditions when the vehicle is in the third pure electric mode
  • 6a and 6b are schematic diagrams of power transmission under two conditions when the vehicle is in the first hybrid mode, respectively;
  • Fig. 7a, Fig. 7b, Fig. 7c and Fig. 7d are schematic diagrams of power transmission under four conditions when the vehicle is in the second hybrid mode, respectively;
  • 8a, 8b, 8c and 8d are schematic diagrams of power transmission under four conditions when the vehicle is in the third hybrid mode, respectively;
  • 9a and 9b are schematic diagrams of power transmission under two conditions when the vehicle is in the fourth hybrid mode, respectively;
  • Fig. 10a, Fig. 10b, Fig. 10c and Fig. 10d are schematic diagrams of power transmission under four conditions when the vehicle is in the fifth hybrid mode;
  • Figures 11a and 11b are schematic diagrams of power transmission in two cases when the vehicle is in the engine direct drive mode
  • FIG. 12 is a schematic diagram of power transmission when the vehicle is in a parking charging mode
  • 13a and 13b are schematic diagrams of power transmission under two conditions when the vehicle is in an energy recovery mode, respectively.
  • the hybrid power system includes a first clutch mechanism 1 , an engine 2 , a first motor 3 , a second motor 4 , a second clutch mechanism 5 and an input shaft 6.
  • the engine 2 and the first motor 3 are both connected to the input shaft 6 through the first clutch mechanism 1; the second motor 4 is connected to the input shaft 6 through the second clutch mechanism 5; the input shaft 6 is configured to output from the engine 2, the first Power from at least one power source in a motor 3 and a second motor 4 .
  • the first clutch mechanism 1 includes a first clutch 11 and a first planetary gear set 12 , the first clutch 11 includes a first driving part 111 and a first driven part 112 , and the first driving part 111 and the first driven part 112 are controllable
  • the first driving part 111 is connected with the engine 2 and the first motor 3
  • the first driven part 112 is connected with the first planetary gear set 12
  • the first planetary gear set 12 is connected with the input shaft 6 .
  • the first clutch 11 may be a friction clutch
  • the first driving part 111 and the first driven part 112 of the first clutch 11 are multi-plate clutch plates corresponding to the first driving part 111 and the first driven part 111 respectively.
  • the moving part 112 uses the mutual friction between the clutch plates to achieve rotational speed synchronization.
  • the first driving part 111 may be the outer hub of the first clutch 11
  • the first driven part 112 may be the inner hub of the first clutch 11 .
  • connecting the inner hub of the first clutch 11 to the first planetary gear set 12 can reduce the rotational speed output by the first motor 3 to the input shaft 6 , thereby increasing the torque of the first motor 3 and reducing the impact on the first motor 3 3 torque requirements.
  • the hybrid power system includes a transmission gear set 7 and a wheel drive set 8 .
  • the transmission gear set 7 is connected with the input shaft 6
  • the wheel drive set 8 is connected with the transmission gear set 7 .
  • the transmission gear set 7 may include a first gear 71 and a second gear 72 , wherein the first gear 71 is sleeved on the input shaft 6 , and the second gear 72 meshes with the first gear 71 .
  • the wheel drive group 8 may include a third gear 81, a drive shaft 82, and two wheels 83. The two wheels 83 are respectively connected to both ends of the drive shaft 82.
  • the drive shaft 82 is connected to the third gear 81, and the third gear 81 is connected to the first wheel.
  • the second gear 72 meshes.
  • the third gear 81 may be a differential, which may rotate the two wheels 83 at different rotational speeds.
  • the hybrid power system includes a power source assembly 9 , and the first motor 3 and the second motor 4 can exchange energy with the power source assembly 9 .
  • the power supply assembly 9 can provide energy for the first motor 3 and/or the second motor 4; when the first motor 3 and/or the second motor 4 are in the power generation mode , the power supply assembly 9 can receive and store the energy converted by the first motor 3 and/or the second motor 4 .
  • the motor "works” means that the motor is in a state of converting electrical energy into mechanical energy
  • “doesn't work” means that the motor is in a state of neither converting electrical energy into mechanical energy nor converting mechanical energy into electrical energy
  • " In power generation mode” means that the motor is in the state of converting mechanical energy into electrical energy.
  • Both the first motor 3 and the second motor 4 can rotate forwardly or reversely. When the vehicle is rotating forwardly, the vehicle moves forward, and when it is rotating reversely, the reverse function of the vehicle is activated.
  • the power supply assembly 9 may include a battery pack 91 , a first motor controller (not shown in the figure), a second motor controller (not shown in the figure), and an inverter
  • the inverter 92, the battery pack 91 is connected to the inverter 92, two electrical connection branches can be drawn from the inverter 92, one of the electrical connection branches is sequentially connected with the first motor controller and the first motor 3, and the other The second motor controller and the second motor 4 are sequentially connected to the electrical connection branch.
  • the power supply assembly 9 may include a battery management system, the battery management system includes a battery pack 91, and the battery management system can monitor the usage status of the battery pack 91 at all times, and alleviate the inconsistency of the battery pack 91 through necessary measures, The safety of the use of the battery pack 91 is provided.
  • the number of inverters 92 may also be two, both of the two inverters 92 are electrically connected to the battery pack 91 , and the two inverters 92 are respectively electrically connected to the first motor controller and the second motor controller.
  • the embodiments of the present application provide a hybrid power system that can use fuel (such as gasoline, diesel, etc.) and electric energy in combination, and the system has three power sources, each of which can correspond to at least One gear can be switched according to the requirements of the working conditions, and it can also realize a flexible combination method, which reduces the requirements for each power source, thereby reducing the cost of the entire system, and has good power performance and fuel-saving effect.
  • the clutch in the hybrid power system is connected with the planetary gear set, the structure is simple and compact, the output torque is large, the bearing capacity is high, and the service life is long.
  • the first clutch mechanism 1 includes a fourth clutch 13
  • the fourth clutch 13 includes a fourth driving part 131 and a fourth driven part 132
  • the fourth driving part 131 and a fourth driven part Portion 132 is controllably engaged or disengaged.
  • the fourth driving part 131 is connected with the first driving part 111 of the first clutch 11 or directly connected with the engine 2
  • the fourth driven part 132 is connected with the input shaft 6 .
  • the fourth driving part 131 may be the inner hub of the fourth clutch 13
  • the fourth driven part 132 may be the outer hub of the fourth clutch 13 .
  • the power can be directly output to the input shaft 6, which is equivalent to adding a gear to the vehicle.
  • the engine 2 and the first motor 3 respectively correspond to two gears, which can adapt to more working conditions .
  • the second clutch mechanism 5 includes a second clutch 51 and a second planetary gear set 52
  • the second clutch 51 includes a second driving part 511 and a second driven part 512
  • the second driving Part 511 and the second driven part 512 are controllably engaged or disengaged
  • the second driving part 511 is connected with the second motor 4
  • the second driven part 512 is connected with the second planetary gear set 52
  • the second planetary gear set 52 connected to the input shaft 6 .
  • the second driving part 511 may be the outer hub of the second clutch 51
  • the second driven part 512 may be the inner hub of the second clutch 51 .
  • the second clutch mechanism 5 is equivalent to a reduction gear set of the second motor 4 , which can reduce the torque requirement for the second motor 4 .
  • the second clutch mechanism 5 only has the second clutch 51 , the second motor 4 corresponds to only one gear.
  • the second clutch mechanism 5 further includes a third clutch 53 and a third planetary gear set 54
  • the third clutch 53 includes a third driving part 531 and a third driven part 532
  • the third The driving part 531 and the third driven part 532 are controllably connected or disconnected
  • the third driving part 531 is connected with the second motor 4
  • the third driven part 532 is connected with the third planetary gear set 54
  • the third planetary gear set 54 is connected to the input shaft 6, and the third planetary gear set 54 and the second planetary gear set 52 correspond to different speed ratios.
  • the second motor 4 also corresponds to two gears, and the vehicle can have more abundant operating modes.
  • the third driving part 531 may be the outer hub of the third clutch 53
  • the third driven part 532 may be the inner hub of the third clutch 53 .
  • At least one of the first planetary gear set 12 , the second planetary gear set 52 and the third planetary gear set 54 is a single-row planetary gear mechanism, and the single-row planetary gear mechanism includes a sun gear 001 and a planetary gear 002.
  • the sun gear 001 is sleeved on the input shaft 6, one side of the planetary gear 002 is meshed with the sun gear 001, and the other side is meshed with the driving part of the corresponding clutch.
  • the position of the rotation center of the planetary gear 002 is relative to the position of the sun gear 001.
  • the position of the center of rotation is fixed.
  • the first planetary gear set 12 includes a first sun gear 121 and a first planetary gear 122
  • the second planetary gear set 52 includes a second sun gear 521 and a second planetary gear 522
  • the third The planetary gear set 54 includes a third sun gear 541 and a third planetary gear 542 .
  • the first sun gear 121, the second sun gear 521 and the third sun gear 541 are all sleeved on the input shaft 6; one side of the first planetary gear 122, the second planetary gear 522 and the third planetary gear 542 are respectively connected with The first sun gear 121 , the second sun gear 521 and the third sun gear 541 are engaged, and the other sides are respectively connected with the first driving part 111 of the first clutch 11 , the second driving part 511 of the second clutch 51 and the third clutch 53
  • the third active part 531 is engaged.
  • the planetary gear set has the characteristics of simple and compact structure, small volume and large bearing capacity.
  • the hybrid power system provided in the embodiment of the present application is matched with three power sources, each power source can correspond to at least one gear, can be switched according to the requirements of the working conditions, and can also realize a flexible combination method, which reduces the need for each gear. Therefore, the cost of the whole system is reduced, and it has good power performance and fuel-saving effect.
  • the clutch in the hybrid power system is connected with the planetary gear set, the structure is simple and compact, the output torque is large, the bearing capacity is high, and the service life is long.
  • the embodiment of the present application also provides a hybrid vehicle, the hybrid vehicle includes a controller and the above-mentioned hybrid power system, the controller and the first clutch mechanism 1, the engine 2, the first motor 3, the first clutch mechanism 1, the engine 2, the first motor 3, the first clutch mechanism in the hybrid power system
  • the second motor 4 is electrically connected to the second clutch mechanism 5 .
  • the controller can control the vehicle to switch to the corresponding operating mode according to the current vehicle state, and adjust the engine 2, the first motor 3, the second motor 4, the first clutch 11, the second clutch 51, the first The state of the third clutch 53 and the fourth clutch 13 .
  • the current vehicle state includes at least the current accelerator pedal opening, the current brake pedal opening, the current power battery power, the current vehicle speed and the current operating condition;
  • the corresponding operating modes may include engine direct drive mode, pure electric mode, hybrid drive mode, Driving charging mode, parking power generation mode, energy recovery mode, etc., each operating mode can be divided into different situations according to different gears.
  • the controller when the vehicle is controlled to be in a pure electric mode, the controller is configured to:
  • the engine 2 is controlled to not work, the first motor 3 and the second motor 4 are controlled to work, and the first clutch mechanism 1 and the second clutch mechanism 5 are both engaged.
  • the controller is configured to: control the first motor 3 to work, the engine 2 and the second motor 4 to not work, the second clutch 51 and the third clutch 53 are both disconnected, and the first clutch 11 and The fourth clutch 13 is in one of the following two situations:
  • the current gear of the vehicle is the first gear.
  • the power transmission route of the first motor 3 in the first gear is: battery pack 91 - first motor 3 - first clutch 11 - first planetary gear 122 - first sun gear 121 - input shaft 6 - first gear 71 - The second gear 72 - the third gear 81 - the drive shaft 82 - the wheel 83 .
  • the current gear of the vehicle is the second gear.
  • the power transmission route of the first motor 3 in the second gear is: battery pack 91 - first motor 3 - fourth clutch 13 - input shaft 6 - first gear 71 - second gear 72 - third gear 81 - drive shaft 82 - Wheel 83.
  • the second electric machine 4 is used as the sole power source when the vehicle is configured in the second pure electric mode.
  • the controller is configured to: control the second motor 4 to work, the engine 2 and the first motor 3 to not work, the first clutch 11 and the fourth clutch 13 are both disconnected, and the second clutch 51 and the The third clutch 53 is in one of the following two situations:
  • the current gear of the vehicle is the third gear.
  • the power transmission route of the second motor 4 in the third gear is: battery pack 91 - second motor 4 - second clutch 51 - second planetary gear 522 - second sun gear 521 - input shaft 6 - first gear 71 - The second gear 72 - the third gear 81 - the drive shaft 82 - the wheel 83 .
  • the current gear of the vehicle is the fourth gear.
  • the power transmission route of the second motor 4 in the fourth gear is: battery pack 91 - second motor 4 - third clutch 53 - third planetary gear 542 - third sun gear 541 - input shaft 6 - first gear 71 - The second gear 72 - the third gear 81 - the drive shaft 82 - the wheel 83 .
  • the hybrid power system provided in the embodiment of the present application is in the first pure electric mode or the second pure electric mode
  • the first electric motor 3 or the second electric motor 4 is used alone as the power source, which is suitable for the vehicle in a low-speed creeping or cruising state can save more power.
  • the following third pure electric mode can be used, which can enable the vehicle to obtain large torque in a short time and have good dynamic response.
  • the controller is configured to: control the first motor 3 and the second motor 4 to work, the engine 2 to not work, and at the same time the first clutch 11, the second clutch 51, the third clutch 53 and the fourth clutch 13 in one of the following situations:
  • first pure electric mode second pure electric mode
  • third pure electric mode are suitable for various working conditions such as acceleration, high-speed cruising, frequent start and stop, etc.
  • gear modes which satisfy customers’ pursuit of economy, power and efficiency. Comfort and many other requirements.
  • the engine 2 When the user demands stronger vehicle power, the engine 2, the first motor 3 and the second motor 4 can also work in coordination to jointly drive the vehicle.
  • the engine 2 works for a long time, outputs a large power, and controls whether the first motor 3 and/or the second motor 4 participate in the work according to the requirements of the working conditions.
  • This mode is suitable for the situation where the vehicle is at a high speed but temporarily needs a large torque to overtake. It can not only take advantage of the power advantage of the engine 2 at high speed, but also take advantage of the fast response of the motor, so that the vehicle can be driven at high speed. A large torque can be obtained in a short time.
  • the controller when the vehicle is controlled to be in the hybrid mode, the controller is configured to:
  • the engine 2 and the second motor 4 are controlled to work, the first motor 3 is controlled to be in the power generation mode, the first clutch mechanism 1 is engaged, and the second clutch mechanism 1 is engaged.
  • the controller when the vehicle is configured to be in the first hybrid mode, the controller is configured to: control the engine 2 and the first motor 3 to work, the second motor 4 to not work, and the second clutch 51 and the third clutch 53 to be disconnected open, and at the same time the first clutch 11 and the fourth clutch 13 are in one of the following two situations:
  • the current gear of the vehicle is the first gear.
  • the power transmission route of the engine 2 in the first gear is: engine 2 - first clutch 11 - first planetary gear 122 - first sun gear 121 - input shaft 6 - first gear 71 - second gear 72 - third gear 81—drive shaft 82—wheels 83.
  • the power transmission route driven by the first motor 3 in the first gear has been described above, and will not be repeated here.
  • the current gear of the vehicle is the second gear.
  • the power transmission route of the engine 2 in the second gear is: engine 2 - fourth clutch 13 - input shaft 6 - first gear 71 - second gear 72 - third gear 81 - drive shaft 82 - wheel 83 .
  • the power transmission route driven by the first motor 3 in the second gear has been described above, and will not be repeated here.
  • the controller when the vehicle is configured to be in the second hybrid mode, the controller is configured to: control the engine 2 and the second motor 4 to work, the first motor 3 to not work, and the first clutch 11 and the second clutch 51 at the same time , the third clutch 53 and the fourth clutch 13 are in one of the following situations:
  • the controller when the vehicle is configured to be in the third hybrid mode, the controller is configured to: control the engine 2 , the first electric motor 3 and the second electric motor 4 to operate, while the first clutch 11 , the second clutch 51 , The third clutch 53 and the fourth clutch 13 are in one of the following situations:
  • the controller when the vehicle is configured to be in the fourth hybrid mode, the controller is configured to: control the engine 2 and the second motor 4 to work, and the first motor 3 is in the power generation mode, which is equivalent to the mechanical energy output by the engine 2 used for The first motor 3 is supplied to generate electricity, and the second motor 4 is used as the only power source.
  • the first clutch 11 and the fourth clutch 13 are disconnected, while the second clutch 51 and the third clutch 53 are in one of the following situations:
  • the power transmission route for the engine 2 to supply energy to the first motor 3 to charge the battery pack 91 is: engine 2 - first active part 111 - first motor 3 - first inverter 92 - battery pack 91;
  • the power transmission route for the engine 2 to supply energy to the first motor 3 to directly provide energy to the second motor 4 is: engine 2—first active part 111—first motor 3—inverter 92—second motor 4.
  • the power transmission route of the second motor 4 being driven in the third gear or in the fourth gear has been described above, and will not be repeated here.
  • the first motor controller controls the first motor 3 to be in the power generation mode
  • the battery management system controls the battery pack 91 to discharge
  • the second motor controller controls the second motor 4 to work.
  • the engine 2 runs in the high-efficiency area and drives the first motor 3 to generate electricity. After the mechanical energy is converted into electrical energy, it can be directly supplied to the second motor 4 through the inverter 92 to drive the vehicle. At the same time, the excess electrical energy can also be stored in the battery pack 91 in the battery management system.
  • the power generation is insufficient, it is supplemented by the battery pack, and the first motor 3 and the battery pack 91 jointly meet the power demand of the second motor 4 .
  • the controller when the vehicle is configured to be in the fifth hybrid mode, the controller is configured to: control the engine 2 and the second motor 4 to work, and the first motor 3 is in the power generation mode, so that part of the mechanical energy output by the engine 2 is It is used to drive the first motor 3 to generate electricity, the converted electric energy is supplied to the second motor 4 to drive the vehicle, and the excess electric energy is stored in the battery pack 91. drive the vehicle.
  • the first clutch 11, the second clutch 51, the third clutch 53 and the fourth clutch 13 are in one of the following situations:
  • the engine direct drive mode described below can be used to control the engine 2 to directly drive the vehicle.
  • the controller when the control vehicle is in the engine direct drive mode, the controller is configured to: control the engine 2 to work, control the first motor 3 and the second motor 4 to not work, and control the first clutch mechanism 1 is engaged, and the second clutch mechanism 5 is controlled to be disconnected.
  • the controller when the vehicle is configured to be in the engine direct drive mode, as shown in Figures 11a-11b, the controller is configured to: control the engine 2 to work, the first motor 3 and the second motor 4 to not work, and the engine 2 is the only power source, controlling the second clutch 51 and the third clutch 53 to be disconnected, while the first clutch 11 and the fourth clutch 13 are in one of the following two situations:
  • the engine direct drive mode it may also be determined whether to enable the driving charging mode according to user requirements. After the driving charging mode is turned on, the power generation mode of the first motor 3 will be activated, and a part of the mechanical energy output by the engine 2 will be provided to the first motor 3, and the first motor 3 will convert the mechanical energy into electrical energy and store it in the battery pack for backup.
  • the battery pack When the battery pack is running low, the battery pack can be charged using the Park Charge Mode as described below.
  • the recovered part of the electric energy can provide energy for the operation of the subsequent vehicle, thereby reducing the fuel consumption of the whole vehicle and improving the fuel economy.
  • the controller when the control vehicle is in the parking charging mode, the controller is configured to: control the engine 2 to work, control the first motor 3 to be in the power generation mode, control the second The motor 4 does not work, and both the first clutch mechanism 1 and the second clutch mechanism 5 are controlled to be disconnected.
  • the controller when the system is configured to be in the parking charging mode, the controller is configured to: control the engine 2 to work, the first motor 3 to be in the power generation mode, and the second motor 4 to be inactive, at this time, the first clutch 11 , the first motor 3
  • the second clutch 51, the third clutch 53 and the fourth clutch 13 are all disconnected.
  • the mechanical energy provided by the engine 2 is converted into electrical energy and stored in the battery pack 91 for backup.
  • the energy (power) transmission route has been described above and will not be repeated here.
  • the operating mode of the vehicle can also be set to the following energy recovery mode.
  • the following mode in order to brake the running vehicle, the power system of the vehicle provides the entire vehicle with At the same time, part of the kinetic energy of the braking is converted into electric energy through the second motor 4 and stored in the battery pack 91 for backup.
  • the controller when the vehicle is controlled to be in the parking charging mode, the controller is configured to: control the engine 2 and the first motor 3 to not work, control the second motor 4 to be in the power generation mode, control the first The clutch mechanism 1 is disconnected, and the second clutch mechanism 5 is controlled to be engaged.
  • the controller when the system is configured to be in the energy recovery mode, the controller is configured to: control the engine 2 and the first electric machine 3 to be inactive, the second electric machine 4 to be in the power generation mode, and the first clutch 11 and the fourth clutch 13 to be disconnected open, and at the same time the second clutch 51 and the third clutch 53 are in one of the following two situations:
  • the hybrid power system provided by the embodiments of the present application includes two motors and one engine, three power sources in total, which ensures the powerful dynamic performance of the entire vehicle.
  • the high-performance dual motors can ensure that the vehicle has sufficient power during normal driving, and provide a strong low-speed torque when the vehicle accelerates rapidly; the engine 2 can ensure that the entire vehicle has excellent acceleration performance in the full-speed segment, and provide sufficient power after the vehicle speed is increased. backup power.
  • the hybrid power system provided by the embodiments of the present application has excellent economy.
  • the cooperation between the high-performance dual motors can meet most of the performance requirements of the vehicle, greatly reducing the running time of the engine, reducing fuel consumption and emissions; when the vehicle is under low load, the two motors can be selectively work to ensure that the motor works in a good efficiency area.
  • the hybrid power system provided by the embodiments of the present application has a long cruising range and does not experience the range anxiety of pure electric vehicles.
  • long-distance driving it can be configured as the engine direct drive mode, which can provide excellent driving comfort and cruising range with two gear ratios.
  • the second motor 4 can be used to drive it, so as to reduce energy consumption during congestion and parking waiting; under high-speed working conditions, the working power consumption of the motor Therefore, it can be directly driven by the engine 2 to achieve the effect of reducing power consumption; in general road conditions, the control strategy can be used to switch between pure electric mode and hybrid mode; under low power conditions, It can make the engine 2 work in the optimal power consumption area to drive the first motor 3 to generate electricity, and the power output by the first motor 3 can be sent to the second motor 4 for driving; under the condition of climbing or high torque, it can be driven by dual The motor is jointly driven or the three power sources are jointly driven to make the vehicle torque reach the maximum output state.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

提供了一种混合动力***及车辆，该混合动力***包括发动机(1)、第一电机(2)、第二电机(3)、第一离合机构(4)、第二离合机构(5)和输入轴(6)；第一离合机构(4)包括第一离合器(41)和第一行星齿轮组(42)，第一离合器(41)的第一部分通过第一行星齿轮组(42)输入轴(6)连接；发动机(1)和第一电机(2)均与第一离合器(41)的第二部分连接；第二电机(3)通过第二离合机构(5)与输入轴(6)连接。上述混合动力***及车辆具有良好的节油率和动力性能。

Description

混合动力***及车辆
本申请要求于2020年11月2日提交的申请号为202011205293.9、发明名称为“混合动力***”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本申请涉及混合动力技术领域，具体涉及一种混合动力***及车辆。
背景技术
为了减少汽车尾气对空气的污染，人们大力支持节能减排，由此新能源汽车得到了快速的发展。然而，纯电动的新能源汽车受充电不方便、续航里程短等因素的影响，给用户带来的实际体验不佳，而同为新能源汽车领域的混合动力汽车，则以其优越的节能减排以及较为出色的用户体验，逐渐得到了市场的青睐。
目前市场上的混合动力***多是在传统的自动变速箱的基础上进行的开发，将电机简单的集成在AT(Automatic Transmission，液力自动变速箱)、AMT(Automated Mechanical Transmission，电控机械自动变速箱)、CVT(Continuously Variable Transmission，机械无级自动变速箱)或者DCT(Dual Clutch Transmission，双离合变速器)等变速箱的前端或者后端，构成混合动力***。
然而，上述简单集成的混合动力***通常工作模式单一，导致汽车节油率低，驾驶成本增加。
发明内容
本申请提供了一种混合动力***及车辆，具体采用如下技术方案：
本申请的第一方面是提供了一种混合动力***，所述混合动力***包括发动机、第一电机、第二电机、第一离合机构、第二离合机构、输入轴和车轮；
所述发动机和所述第一电机均通过所述第一离合机构与所述输入轴连接；
所述第二电机通过所述第二离合机构与所述输入轴连接；
所述输入轴被配置为向所述车轮输出来自所述发动机、所述第一电机和所述第二电机中至少一个动力源的动力，以驱动所述车轮转动；
其中，所述第一离合机构包括第一离合器和第一行星齿轮组，
所述发动机和所述第一电机均与所述第一离合器的外毂连接；
所述第一离合器的内毂与所述第一行星齿轮组连接，所述第一行星齿轮组与所述输入轴连接。
可选地，所述第一离合机构包括第四离合器；
所述第四离合器的内毂与所述第一离合器的外毂连接，所述第四离合器的外毂与所述输入轴连接。
可选地，所述第二离合机构包括第二离合器和第二行星齿轮组，
所述第二离合器的外毂与所述第二电机连接，内毂与所述第二行星齿轮组连接；
所述第二行星齿轮组与所述输入轴连接。
可选地，所述第二离合机构还包括第三离合器和第三行星齿轮组，
所述第三离合器的外毂与所述第二电机连接，内毂与所述第三行星齿轮组连接；
所述第三行星齿轮组与所述输入轴连接，所述第三行星齿轮组和所述第二行星齿轮组对应不同的速比。
可选地，所述第一行星齿轮组包括第一太阳轮和第一行星轮，所述第二行星齿轮组包括第二太阳轮和第二行星轮，所述第三行星齿轮组包括第三太阳轮和第三行星轮；
所述第一太阳轮、所述第二太阳轮和所述第三太阳轮均套设在所述输入轴上；
所述第一行星轮、所述第二行星轮和所述第三行星轮的一侧分别与所述第一太阳轮、所述第二太阳轮和所述第三太阳轮啮合，另一侧分别与所述第一离合器的内毂、所述第二离合器的内毂和所述第三离合器的内毂啮合。
可选地，当所述***被配置为处于发动机直驱模式时，所述发动机工作，所述第一电机和所述第二电机不工作，所述第二离合器和所述第三离合器断开，所述第一离合器和所述第四离合器中的一个接合，另一个断开。
可选地，当所述***被配置为处于第一纯电动模式时，所述第一电机工作， 所述发动机和所述第二电机不工作，所述第二离合器和所述第三离合器断开，所述第一离合器和所述第四离合器中的一个接合，另一个断开；
当所述***被配置为处于第二纯电动模式时，所述第二电机工作，所述发动机和所述第一电机不工作，所述第一离合器和所述第四离合器断开，所述第二离合器和所述第三离合器中的一个接合，另一个断开；
当所述***被配置为处于第三纯电动模式时，所述第一电机和所述第二电机工作，所述发动机不工作，所述第一离合器和所述第四离合器中的一个接合、另一个断开，所述第二离合器和所述第三离合器中的一个接合、另一个断开。
可选地，当所述***被配置为处于第一混动模式时，所述发动机和所述第一电机工作，所述第二电机不工作，所述第二离合器和所述第三离合器断开，所述第一离合器和所述第四离合器中的一个接合、另一个断开；
当所述***被配置为处于第二混动模式时，所述发动机和所述第二电机工作，所述第一电机不工作，所述第一离合器和所述第四离合器中的一个接合、另一个断开，所述第二离合器和所述第三离合器中的一个接合、另一个断开；
当所述***被配置为处于第三混动模式时，所述发动机、所述第一电机和所述第二电机均工作，所述第一离合器和所述第四离合器中的一个接合、另一个断开，所述第二离合器和所述第三离合器中的一个接合、另一个断开；
当所述***被配置为处于第四混动模式时，所述发动机和所述第二电机工作，所述第一电机处于发电模式，所述第一离合器和所述第四离合器断开，所述第二离合器和所述第三离合器中的一个接合、另一个断开；
当所述***被配置为处于第五混动模式时，所述发动机和所述第二电机工作，所述第一电机处于发电模式，所述第一离合器和所述第四离合器中的一个接合、另一个断开，所述第二离合器和所述第三离合器中的一个接合、另一个断开。
可选地，当所述***被配置为处于驻车发电模式时，所述发动机工作，所述第一电机处于发电模式，所述第二电机不工作，所述第一离合器、所述第二离合器、所述第三离合器和所述第四离合器均断开。
可选地，当所述***被配置为处于能量回收模式时，所述发动机和所述第一电机不工作，所述第二电机处于发电模式，所述第一离合器和所述第四离合器断开，所述第二离合器和所述第三离合器中的一个接合。
本申请的第二方面是提供了一种混合动力***，包括第一离合机构、发动机、第一电机、第二电机、第二离合机构和输入轴；
所述第一离合机构包括第一离合器和第一行星齿轮组，所述第一离合器包括第一主动部和第一从动部，所述第一主动部和所述第一从动部可控制地接合或断开，所述第一主动部与所述发动机和所述第一电机连接，所述第一从动部与所述第一行星齿轮组连接，所述第一行星齿轮组与所述输入轴连接；
所述第二电机通过所述第二离合机构与所述输入轴连接；
所述输入轴被配置为输出来自所述发动机、所述第一电机和所述第二电机中至少一个动力源的动力。
可选地，所述第二离合机构包括第二离合器和第二行星齿轮组；
所述第二离合器包括第二主动部和第二从动部，所述第二主动部和所述第二从动部可控制地接合或断开，所述第二主动部与所述第二电机连接，所述第二从动部与所述第二行星齿轮组连接；
所述第二行星齿轮组与所述输入轴连接。
可选地，所述第二离合机构还包括第三离合器和第三行星齿轮组；
所述第三离合器包括第三主动部和第三从动部，所述第三主动部和所述第三从动部可控制地结合或断开，所述第三主动部与所述第二电机连接，所述第三从动部与所述第三行星齿轮组连接；
所述第三行星齿轮组与所述输入轴连接，所述第三行星齿轮组和所述第二行星齿轮组对应不同的速比。
可选地，所述第一行星齿轮组、所述第二行星齿轮组和所述第三行星齿轮组中的至少一个为单排行星齿轮机构；
所述单排行星齿轮机构包括太阳轮和行星轮，所述太阳轮套设在所述输入轴上，所述行星轮的一侧与所述太阳轮啮合，另一侧与对应的离合器的主动部啮合，所述行星轮的自转转动中心的位置相对于所述太阳轮的转动中心的位置固定。
可选地，所述第一离合机构包括第四离合器；
所述第四离合器包括第四主动部和四从动部，所述第四主动部和所述第四从动部可控制地接合或断开，所述第四主动部与所述发动机连接，所述第四从 动部与所述输入轴连接。
可选地，包括传动齿轮组和车轮驱动组，所述传动齿轮组与所述输入轴连接，所述车轮驱动组与所述传动齿轮组连接。
可选地，所述***包括电池组、逆变器、第一电机控制器和第二电机控制器；
所述电池组与所述逆变器电连接；
所述第一电机控制器与所述逆变器和所述第一电机电连接；
所述第二电机控制器与所述逆变器和所述第二电机电连接。
本申请的第三方面是提供了一种混合动力车辆，包括控制器和如第一方面和/或第二方面所述的混合动力***，所述控制器与所述混合动力***中的第一离合机构、发动机、第一电机、第二电机和第二离合机构电连接。
可选地，所述控制器被配置为：
控制所述第一电机工作，控制所述发动机和所述第二电机不工作，控制所述二离合机构断开，控制所述第一离合机构接合；或者，
控制所述发动机和所述第一电机不工作，控制所述第二电机工作，所述第一离合机构断开，所述第二离合机构接合；或者，
控制所述发动机不工作，控制所述第一电机和所述第二电机工作，所述第一离合机构和所述第二离合机构均接合。
可选地，所述控制器被配置为：
控制所述发动机和所述第一电机工作，控制所述第二电机不工作，控制所述第一离合机构接合，控制所述第二离合机构断开；或者，
控制所述发动机和所述第二电机工作，控制所述第一电机不工作，控制所述第一离合机构和所述第二离合机构均接合；或者，
控制所述发动机、所述第一电机和所述第二电机均工作，所述第一离合机构接合，所述第二离合机构接合；或者，
控制所述发动机和所述第二电机工作，控制所述第一电机处于发电模式，控制所述第一离合机构断开，所述第二离合机构接合；或者，
控制所述发动机和所述第二电机工作，控制所述第一电机处于发电模式，所述第一离合机构接合，所述第二离合机构接合。
可选地，所述控制器被配置为：
控制所述发动机工作，控制所述第一电机和所述第二电机不工作，控制所述第一离合机构接合，控制所述第二离合机构断开。
可选地，所述控制器被配置为：
控制所述发动机工作，控制所述第一电机处于发电模式，控制所述第二电机不工作，控制所述第一离合机构和所述第二离合机构均断开。
可选地，所述控制器被配置为：
控制所述发动机和所述第一电机不工作，控制所述第二电机处于发电模式，控制所述第一离合机构断开，控制所述第二离合机构接合。
附图说明
为了更清楚地说明本申请实施例中的技术方案，下面将对实施例描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本申请的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。
图1是本申请实施例提供的混合动力***的第一结构示意图；
图2是本申请实施例提供的混合动力***的第二结构示意图；
图3a、图3b分别是车辆处于第一纯电动模式时两种情况下的动力传递示意图；
图4a、图4b分别是车辆处于第二纯电动模式时两种情况下的动力传递示意图；
图5a、图5b、图5c和图5d分别是车辆处于第三纯电动模式时四种情况下的动力传递示意图；
图6a、图6b分别是车辆处于第一混动模式时两种情况下的动力传递示意图；
图7a、图7b、图7c和图7d分别是车辆处于第二混动模式时四种情况下的动力传递示意图；
图8a、图8b、图8c和图8d分别是车辆处于第三混动模式时四种情况下的动力传递示意图；
图9a、图9b分别是车辆处于第四混动模式时两种情况下的动力传递示意图；
图10a、图10b、图10c和图10d分别是车辆处于第五混动模式时四种情况 下的动力传递示意图；
图11a、图11b分别是车辆处于发动机直驱模式时两种情况下的动力传递示意图；
图12是车辆处于驻车充电模式时的动力传递示意图；
图13a、图13b分别是车辆处于能量回收模式时两种情况下的动力传递示意图。
具体实施方式
为使本申请的技术方案和优点更加清楚，下面将结合附图对本申请实施方式作进一步地详细描述。
本申请实施例提供了一种混合动力***，如图1所示，该混合动力***包括第一离合机构1、发动机2、第一电机3、第二电机4、第二离合机构5和输入轴6。
其中，发动机2和第一电机3均通过第一离合机构1与输入轴6连接；第二电机4通过第二离合机构5与输入轴6连接；输入轴6被配置为输出来自发动机2、第一电机3和第二电机4中至少一个动力源的动力。
第一离合机构1包括第一离合器11和第一行星齿轮组12，第一离合器11包括第一主动部111和第一从动部112，第一主动部111和第一从动部112可控制地接合或断开，第一主动部111与发动机2和第一电机3连接，第一从动部112与第一行星齿轮组12连接，第一行星齿轮组12与输入轴6连接。
在一些实施例中，第一离合器11可以为摩擦式离合器，第一离合器11的第一主动部111和第一从动部112分别对应的多片离合器片，第一主动部111和第一从动部112利用这些离合器片之间的相互摩擦达到转速同步。示例性地，第一主动部111可以为第一离合器11的外毂，第一从动部112可以为第一离合器11的内毂。
本申请实施例中将第一离合器11的内毂与第一行星齿轮组12连接，可以降低第一电机3输出到输入轴6的转速，从而增加第一电机3的扭矩，降低对第一电机3的扭矩要求。
在本申请实施例中，如图1所示，混合动力***包括传动齿轮组7和车轮驱动组8，传动齿轮组7与输入轴6相连，车轮驱动组8与传动齿轮组7相连。 如图1所示，传动齿轮组7可以包括第一齿轮71和第二齿轮72，其中第一齿轮71套设在输入轴6上，第二齿轮72与第一齿轮71啮合。车轮驱动组8可以包括第三齿轮81、驱动轴82和两个车轮83，两个车轮83分别连接在驱动轴82的两端，驱动轴82与第三齿轮81相连，第三齿轮81与第二齿轮72啮合。在一些实施例中，第三齿轮81可以为差速器，差速器可以使两个车轮83以不同的转速转动。
在本申请实施例中，如图1所示，混合动力***包括电源组件9，第一电机3和第二电机4可以与电源组件9发生能量交换。当第一电机3和/或第二电机4工作时，电源组件9可以为第一电机3和/或第二电机4提供能量；当第一电机3和/或第二电机4处于发电模式时，电源组件9可以接收并存储第一电机3和/或第二电机4转化的能量。
在本申请的实施例中，电机“工作”即指电机处于将电能转化为机械能的状态，“不工作”即指电机处于既不将电能转化为机械能又不将机械能转化为电能的状态，“处于发电模式”即指电机处于将机械能转化为电能的状态。
第一电机3和第二电机4均可以正转或反转，当正转时车辆前行，当反转时即为启动车辆的倒车功能。
在本申请实施例中，如图1所示，电源组件9可以包括电池组91、第一电机控制器(图中未示出)、第二电机控制器(图中未示出)和逆变器92，电池组91与逆变器92连接，从逆变器92处可以引出两条电连接支路，其中一条电连接支路上依次连接有第一电机控制器和第一电机3，另一条电连接支路上依次连接有第二电机控制器和第二电机4。
在本申请的一些实施例中，电源组件9可以包括电池管理***，电池管理***包括电池组91，电池管理***能够时刻监控电池组91的使用状态，通过必要措施缓解电池组91的不一致性，为电池组91的使用安全提供保障。逆变器92的数量也可以为两个，两个逆变器92均与电池组91电连接，并且两个逆变器92分别与第一电机控制器和第二电机控制器电连接。
综上所述，本申请实施例提供了一种能将燃料(如汽油、柴油等)和电能结合使用的混合动力***，在该***中具有三个动力源，每个动力源都可以对应至少一个挡位，能够根据工况需求进行切换，还可以实现灵活的组合方式，降低了对各动力源的要求，从而降低了整个***的成本，具有良好的动力性与 节油效果。并且，该混合动力***中的将离合器与行星齿轮组连接，结构简单紧凑，输出扭矩大，承载能力高，使用寿命长。
下面结合附图1对本申请实施例提供的混合动力***中各个机构及其功能进行详细的介绍和阐述。
在本申请实施例的一些实现方式中，第一离合机构1包括第四离合器13，第四离合器13包括第四主动部131和第四从动部132，第四主动部131和第四从动部132可控制地接合或断开。第四主动部131与第一离合器11的第一主动部111连接，或者与发动机2直接相连，第四从动部132与输入轴6连接。示例性地，第四主动部131可以为第四离合器13的内毂，第四从动部132可以为第四离合器13的外毂。
第四离合器13接合后可以直接将动力输出至输入轴6，相当于为车辆增加了一个挡位，此时发动机2和第一电机3分别对应两个挡位，从而可以适应更多的工况。
在本申请实施例的一些实现方式中，第二离合机构5包括第二离合器51和第二行星齿轮组52，第二离合器51包括第二主动部511和第二从动部512，第二主动部511和第二从动部512可控制地接合或断开，第二主动部511与第二电机4连接，第二从动部512与第二行星齿轮组52连接，第二行星齿轮组52与输入轴6连接。示例性地，第二主动部511可以为第二离合器51的外毂，第二从动部512可以为第二离合器51的内毂。
与第一离合器11和第一行星齿轮组12的连接相似，第二离合机构5相当于第二电机4的减速齿轮组，能够降低对第二电机4的扭矩要求。当第二离合机构5仅具有第二离合器51时，第二电机4仅对应一个挡位。
在本申请实施例的一些实现方式中，第二离合机构5还包括第三离合器53和第三行星齿轮组54，第三离合器53包括第三主动部531和第三从动部532，第三主动部531和第三从动部532可控制地结合或断开，第三主动部531与第二电机4连接，第三从动部532与第三行星齿轮组54连接；第三行星齿轮组54与输入轴6连接，第三行星齿轮组54和第二行星齿轮组52对应不同的速比。此时第二电机4也对应两个挡位，车辆能够具有更加丰富的运行模式。
示例性地，第三主动部531可以为第三离合器53的外毂，第三从动部532可以为第三离合器53的内毂。
在本申请实施例中，第一行星齿轮组12、第二行星齿轮组52和第三行星齿轮组54中的至少一个为单排行星齿轮机构，单排行星齿轮机构包括太阳轮001和行星轮002。太阳轮001套设在输入轴6上，行星轮002的一侧与太阳轮001啮合，另一侧与对应的离合器的主动部啮合，行星轮002的自转转动中心的位置相对于太阳轮001的转动中心的位置固定。
示例性地，如图2所示，第一行星齿轮组12包括第一太阳轮121和第一行星轮122，第二行星齿轮组52包括第二太阳轮521和第二行星轮522，第三行星齿轮组54包括第三太阳轮541和第三行星轮542。其中，第一太阳轮121、第二太阳轮521和第三太阳轮541均套设在输入轴6上；第一行星轮122、第二行星轮522和第三行星轮542的一侧分别与第一太阳轮121、第二太阳轮521和第三太阳轮541啮合，另一侧分别与第一离合器11的第一主动部111、第二离合器51的第二主动部511和第三离合器53的第三主动部531啮合。这种行星齿轮组具有结构简单紧凑、体积小、承载能力大的特点。
因此，本申请实施例提供的混合动力***中匹配有三个动力源，每个动力源都可以对应至少一个挡位，能够根据工况需求进行切换，还可以实现灵活的组合方式，降低了对各动力源的要求，从而降低了整个***的成本，具有良好的动力性与节油效果。并且，该混合动力***中的将离合器与行星齿轮组连接，结构简单紧凑，输出扭矩大，承载能力高，使用寿命长。
本申请实施例还提供了一种混合动力车辆，该混合动力车辆包括控制器和上述的混合动力***，控制器与混合动力***中的第一离合机构1、发动机2、第一电机3、第二电机4和第二离合机构5电连接。
控制器能够根据当前车辆状态，控制车辆切换至对应的运行模式下，，并根据对应的运行模式调整发动机2、第一电机3、第二电机4、第一离合器11、第二离合器51、第三离合器53以及第四离合器13的状态。其中，当前车辆状态至少包括当前油门踏板开度、当前刹车踏板开度、当前动力电池电量、当前车速和当前工况；对应的运行模式可包括发动机直驱模式、纯电动模式、混合驱动模式、行车充电模式、驻车发电模式、能量回收模式等，每个运行模式下又可以根据挡位的不同而分为不同的情况。
下面结合附图3a至图13b，对混合动力车辆的各运行模式下控制器所执行的控制内容及其适用的工况进行详细的说明。
在本申请实施例的一些实现方式中，当控制车辆处于纯电动模式时，控制器被配置为：
控制第一电机3工作，控制发动机2和第二电机4不工作，控制二离合机构5断开，控制第一离合机构1接合；或者，
控制发动机2和第一电机3不工作，控制第二电机4工作，第一离合机构1断开，第二离合机构5接合；或者，
控制发动机2不工作，控制第一电机3和第二电机4工作，第一离合机构1和第二离合机构5均接合。
在实施中，当车辆被配置为处于第一纯电动模式时，以第一电机3作为唯一动力源。如图3a-3b所示，控制器被配置为：控制第一电机3工作，发动机2和第二电机4不工作，第二离合器51和第三离合器53均断开，同时第一离合器11和第四离合器13呈下述两种情况之一：
如图3a所示的第一种情况，当控制第一离合器11接合，第四离合器13断开时，车辆当前的挡位为第一挡位。第一电机3在第一挡位的动力传递路线为：电池组91—第一电机3—第一离合器11—第一行星轮122—第一太阳轮121—输入轴6—第一齿轮71—第二齿轮72—第三齿轮81—驱动轴82—车轮83。
如图3b所示的第二种情况，当控制第一离合器11断开，第四离合器13接合时，车辆当前的挡位为第二挡位。第一电机3在第二挡位的动力传递路线为：电池组91—第一电机3—第四离合器13—输入轴6—第一齿轮71—第二齿轮72—第三齿轮81—驱动轴82—车轮83。
在实施中，当车辆被配置为处于第二纯电动模式时，以第二电机4作为唯一动力源。如图4a-4b所示，控制器被配置为：控制第二电机4工作，发动机2和第一电机3不工作，第一离合器11和第四离合器13均断开，同时第二离合器51和第三离合器53呈下述两种情况之一：
如图4a所示的第一种情况，当控制第二离合器51接合，第三离合器53断开时，车辆当前的挡位为第三挡位。第二电机4在第三挡位的动力传递路线为：电池组91—第二电机4—第二离合器51—第二行星轮522—第二太阳轮521—输入轴6—第一齿轮71—第二齿轮72—第三齿轮81—驱动轴82—车轮83。
如图4b所示的第二种情况，当控制第二离合器51断开，第三离合器53接合时，车辆当前的挡位为第四挡位。第二电机4在第四挡位的动力传递路线为：电池组91—第二电机4—第三离合器53—第三行星轮542—第三太阳轮541—输入轴6—第一齿轮71—第二齿轮72—第三齿轮81—驱动轴82—车轮83。
本申请实施例所提供的混合动力***在处于第一纯电动模式或第二纯电动模式时，利用第一电机3或者第二电机4单独作为动力源，适于车辆处于低速蠕行或巡航状态的情况，能够更加节省电力。
当用户需要使车辆处于低速状态下，但临时需要较大扭矩进行超车的情况时，可以采用如下的第三纯电动模式，能够使得车辆短时间内获得较大扭矩，具有良好的动力响应性。
在实施中，当车辆被配置为处于第三纯电动模式时，以第一电机3和第二电机4作为双动力源。如图5a-5d所示，控制器被配置为：控制第一电机3和第二电机4工作，发动机2不工作，同时第一离合器11、第二离合器51、第三离合器53和第四离合器13呈下述几种情况之一：
如图5a所示的第一种情况，当控制第一离合器11和第二离合器51接合，第三离合器53和第四离合器13断开时，当前车辆的第一电机3在第一挡位驱动，第二电机4在第三挡位驱动。而第一电机3在第一挡位、第二电机4在第三挡位驱动的动力传递路线均已在上文做出说明，此处不再赘述。
如图5b所示的第二种情况，当控制第一离合器11和第三离合器53接合，第二离合器51和第四离合器13断开，当前车辆的第一电机3在第一挡位驱动，第二电机4在第四挡位驱动。而第一电机3在第一挡位、第二电机4在第四挡位驱动的动力传递路线均已在上文做出说明，此处不再赘述。
如图5c所示的第三种情况，当控制第四离合器13和第二离合器51接合，第一离合器11和第三离合器53断开时，当前车辆的第一电机3在第二挡位驱动，第二电机4在第三挡位驱动。而第一电机3在第二挡位、第二电机4在第三挡位驱动的动力传递路线均已在上文做出说明，此处不再赘述。
如图5d所示的第四种情况，当控制第四离合器13和第三离合器53接合，第一离合器11和第二离合器51断开时，当前车辆的第一电机3在第二挡位驱动，第二电机4在第四挡位驱动。而第一电机3在第二挡位、第二电机4在第四挡位驱动的动力传递路线均已在上文做出说明，此处不再赘述。
上述第一纯电动模式、第二纯电动模式和第三纯电动模式适应加速、高速巡航、频繁启停等多种工况，共有八种挡位模式，满足了客户追求经济性、动力性和舒适型等多方面的要求。
当用户需求更强的整车动力性时，发动机2、第一电机3和第二电机4也可以协调工作，联合驱动车辆行驶。发动机2长时间工作，输出较大的功率，并根据工况需求，控制第一电机3和/或第二电机4是否参与工作。这种模式适于车辆处于高速状态下但临时需要较大扭矩进行超车的情况，既能够利用发动机2在高转速下的动力优势，又能够利用电机响应性快的特点，使得车辆在高速行驶时能够在短时间内获得较大扭矩。
在本申请实施例的一些实现方式中，在本申请实施例的一些实现方式中，当控制车辆处于混合动力模式时，控制器被配置为：
控制发动机2和第一电机3工作，控制第二电机4不工作，控制第一离合机构1接合，控制第二离合机构5断开；或者，
控制发动机2和第二电机4工作，控制第一电机3不工作，控制第一离合机构1和第二离合机构5均接合；或者，
控制发动机2、第一电机3和第二电机4均工作，第一离合机构1接合，第二离合机构5接合；或者，
控制发动机2和第二电机4工作，控制第一电机3处于发电模式，控制第一离合机构1断开，第二离合机构1接合；或者，
控制发动机2和第二电机4工作，控制第一电机3处于发电模式，第一离合机构1接合，第二离合机构1接合。
在实施中，当车辆被配置为处于第一混动模式时，控制器被配置为：控制发动机2和第一电机3工作，第二电机4不工作，第二离合器51和第三离合器53断开，同时第一离合器11和第四离合器13呈下述两种情况之一：
如图6a所示的第一种情况，当控制第一离合器11接合，第四离合器13断开时，车辆当前的挡位为第一挡位。发动机2在第一挡位的动力传递路线为：发动机2—第一离合器11—第一行星轮122—第一太阳轮121—输入轴6—第一齿轮71—第二齿轮72—第三齿轮81—驱动轴82—车轮83。而第一电机3在第一挡位驱动的动力传递路线已在上文做出说明，此处不再赘述。
如图6b所示的第二种情况，当控制第一离合器11断开，第四离合器13接 合时，车辆当前的挡位为第二挡位。发动机2在第二挡位的动力传递路线为：发动机2—第四离合器13—输入轴6—第一齿轮71—第二齿轮72—第三齿轮81—驱动轴82—车轮83。而第一电机3在第二挡位驱动的动力传递路线已在上文做出说明，此处不再赘述。
在实施中，当车辆被配置为处于第二混动模式时，控制器被配置为：控制发动机2和第二电机4工作，第一电机3不工作，同时第一离合器11、第二离合器51、第三离合器53和第四离合器13呈下述几种情况之一：
如图7a所示的第一种情况，当控制第一离合器11和第二离合器51接合，第三离合器53和第四离合器13断开时，当前车辆的发动机2在第一挡位驱动，第二电机4在第三挡位驱动。而发动机2在第一挡位、第二电机4在第三挡位驱动的动力传递路线均已在上文做出说明，此处不再赘述。
如图7b所示的第二种情况，当控制第一离合器11和第三离合器53接合，第二离合器51和第四离合器13断开时，当前车辆的发动机2在第一挡位驱动，第二电机4在第四挡位驱动。而发动机2在第一挡位、第二电机4在第四挡位驱动的动力传递路线均已在上文做出说明，此处不再赘述。
如图7c所示的第三种情况，当控制第二离合器51和第四离合器13接合，第一离合器11和第三离合器53断开时，当前车辆的发动机2在第二挡位驱动，第二电机4在第三挡位驱动。而发动机2在第二挡位、第二电机4在第三挡位驱动的动力传递路线均已在上文做出说明，此处不再赘述。
如图7d所示的第四种情况，当控制第四离合器13和第三离合器53接合，第一离合器11和第二离合器51断开时，当前车辆的发动机2在第二挡位驱动，第二电机4在第四挡位驱动。而发动机2在第二挡位、第二电机4在第四挡位驱动的动力传递路线均已在上文做出说明，此处不再赘述。
在实施中，当车辆被配置为处于第三混动模式时，控制器被配置为：控制发动机2、第一电机3和第二电机4均工作，同时第一离合器11、第二离合器51、第三离合器53和第四离合器13呈下述几种情况之一：
如图8a所示的第一种情况，当控制第一离合器11和第二离合器51接合，第三离合器53和第四离合器13断开时，当前车辆的发动机2和第一电机3在第一挡位驱动，第二电机4在第三挡位驱动。而发动机2和第一电机3在第一挡位、第二电机4在第三挡位驱动的动力传递路线均已在上文做出说明，此处 不再赘述。
如图8b所示的第二种情况，当控制第一离合器11和第三离合器53接合，第二离合器51和第四离合器13断开时，当前车辆的发动机2和第一电机3在第一挡位驱动，第二电机4在第四挡位驱动。而发动机2和第一电机3在第一挡位、第二电机4在第四挡位驱动的动力传递路线均已在上文做出说明，此处不再赘述。
如图8c所示的第三种情况，当控制第二离合器51和第四离合器13接合，第一离合器11和第三离合器53断开时，当前车辆的发动机2和第一电机3在第二挡位驱动，第二电机4在第三挡位驱动。而发动机2和第一电机3在第二挡位、第二电机4在第三挡位驱动的动力传递路线均已在上文做出说明，此处不再赘述。
如图8d所示的第四种情况，当控制第三离合器53和第四离合器13接合，第一离合器11和第二离合器51断开时，当前车辆的发动机2和第一电机3在第二挡位驱动，第二电机4在第四挡位驱动。而发动机2和第一电机3在第二挡位、第二电机4在第四挡位驱动的动力传递路线均已在上文做出说明，此处不再赘述。
在实施中，当车辆被配置为处于第四混动模式时，控制器被配置为：控制发动机2和第二电机4工作，第一电机3处于发电模式，相当于发动机2输出的机械能用于供给第一电机3进行发电，第二电机4作为唯一动力源。此时第一离合器11和第四离合器13断开，同时第二离合器51和第三离合器53呈下述几种情况之一：
如图9a所示的第一种情况，当控制第二离合器51接合，第三离合器53断开时，车辆当前的挡位为第三挡位。
如图9b所示的第二种情况，当控制第二离合器51断开，第三离合器53结合时，车辆当前的挡位为第四挡位。
在上述两种情况中发动机2向第一电机3供能从而为电池组91充电的动力传递路线为：发动机2—第一主动部111—第一电机3—第一逆变器92—电池组91；发动机2向第一电机3供能从而直接为第二电机4提供能量的动力传递路线为：发动机2—第一主动部111—第一电机3—逆变器92—第二电机4。而第二电机4在第三挡位或在第四挡位驱动的动力传递路线均已在上文做出说明， 此处不再赘述。
在该模式下，第一电机控制器控制第一电机3处于发电模式，电池管理***控制电池组91放电，第二电机控制器控制第二电机4工作。发动机2运行在高效区带动第一电机3发电，机械能转化为电能后可以经过逆变器92直接供给第二电机4驱动车辆行驶，同时多余的电能还可以储存在电池管理***中的电池组91中，当发电量不足时，由电池组来进行补充，第一电机3和电池组91共同满足第二电机4的电量需求。
在实施中，当车辆被配置为处于第五混动模式时，控制器被配置为：控制发动机2和第二电机4工作，第一电机3处于发电模式，这样发动机2输出的机械能中，一部分用于驱动第一电机3发电，转化的电能供给第二电机4驱动车辆行驶，多余的电能储存在电池组91中，当发电量不足时，由电池组91来进行补充，另一部分用于直接驱动车辆。此时第一离合器11、第二离合器51、第三离合器53和第四离合器13呈下述几种情况之一：
如图10a所示的第一种情况，当控制第一离合器11和第二离合器51接合，第三离合器53和第四离合器13断开，当前车辆的发动机2在第一挡位驱动，第二电机4在第三挡位驱动。而发动机2在第一挡位、第二电机4在第三挡位驱动的动力传递路线，以及发动机2向第一电机3供能的两条可能的动力传递路线均已在上文做出说明，此处不再赘述。
如图10b所示的第二种情况，当控制第一离合器11和第三离合器53接合，第二离合器51和第四离合器13断开，当前车辆的发动机2在第一挡位驱动，第二电机4在第四挡位驱动。而发动机2在第一挡位、第二电机4在第四挡位驱动的动力传递路线均已在上文做出说明，此处不再赘述。
如图10c所示的第三种情况，当控制第二离合器51和第四离合器13接合，第一离合器11和第三离合器53断开，当前车辆的第一电机3在第二挡位驱动，第二电机4在第三挡位驱动。而第一电机3在第二挡位、第二电机4在第三挡位驱动的动力传递路线，以及发动机2向第一电机3供能的两条可能的动力传递路线均已在上文做出说明，此处不再赘述。
如图10d所示的第四种情况，当控制第三离合器53和第四离合器13接合，第一离合器11和第二离合器51断开，当前车辆的发动机2在第二挡位驱动，第二电机4在第四挡位驱动。而发动机2在第二挡位、第二电机4在第四挡位 驱动的动力传递路线，以及发动机2向第一电机3供能的两条可能的动力传递路线均已在上文做出说明均已在上文做出说明，此处不再赘述。
当***有高压故障或电池电量不足时，可以采用如下所述的发动机直驱模式，控制发动机2直接驱动车辆行驶。
在本申请实施例的一些实现方式中，当控制车辆处于发动机直驱模式时，控制器被配置为：控制发动机2工作，控制第一电机3和第二电机4不工作，控制第一离合机构1接合，控制第二离合机构5断开。
在实施中，当车辆被配置为处于发动机直驱模式时，如图11a-11b所示，控制器被配置为：控制发动机2工作，第一电机3和第二电机4不工作，此时发动机2为唯一动力源，控制第二离合器51和第三离合器53断开，同时第一离合器11和第四离合器13呈下述两种情况之一：
如图11a所示的第一种情况，当控制第一离合器11接合，第四离合器13断开时，车辆当前的挡位为第一挡位。
如图11b所示的第二种情况，当控制第一离合器11断开，第四离合器13接合时，车辆当前的挡位为第二挡位。发动机2在第一挡位或第二挡位驱动的动力传递路线已在上文做出说明，此处不再赘述。
在一些实施例中，发动机直驱模式下还可以根据用户需求决定是否开启行车充电模式。开启行车充电模式后会启动第一电机3的发电模式，将发动机2输出的机械能分出一部分提供给第一电机3，由第一电机3将机械能转换为电能存入电池组备用。
当在电池组电量不足时，可以使用如下所述的驻车充电模式为电池组充电。该回收部分的电能，可以为后续车辆的运行提供能量，从而降低了整车的油耗，提高了燃油经济性。
如图12所示，在本申请实施例的一些实现方式中，当控制车辆处于驻车充电模式时，控制器被配置为：控制发动机2工作，控制第一电机3处于发电模式，控制第二电机4不工作，控制第一离合机构1和第二离合机构5均断开。
在实施中，当***被配置为处于驻车充电模式时，控制器被配置为：控制发动机2工作，第一电机3处于发电模式，第二电机4不工作，此时第一离合器11、第二离合器51、第三离合器53和第四离合器13均断开。发动机2提供的机械能转化为电能存入电池组91中备用，能量(动力)传递路线已在上文做 出说明，此处不再赘述。
例如，在滑行和制动工况下，车辆的运行模式还可以设置为下述的能量回收模式，在下述模式中，为使运行的车辆被制动，该车的动力***为整车提供了反向力矩，同时将该制动的部分动能经由第二电机4转换为电能，并存入电池组91备用。
在本申请实施例的一些实现方式中，当控制车辆处于驻车充电模式时，控制器被配置为：控制发动机2和第一电机3不工作，控制第二电机4处于发电模式，控制第一离合机构1断开，控制第二离合机构5接合。
在实施中，当***被配置为处于能量回收模式时，控制器被配置为：控制发动机2和第一电机3不工作，第二电机4处于发电模式，第一离合器11和第四离合器13断开，同时第二离合器51和第三离合器53呈下述两种情况之一：
如图13a所示的第一种情况，当第二离合器51接合，第三离合器53断开时，动力传递路线为：车轮83—驱动轴82—第三齿轮81—第二齿轮72—第一齿轮71—输入轴6—第二太阳轮521—第二行星轮522—第二离合器51—第二电机4—逆变器92—电池组91。
如图13b所示的第二种情况，当第二离合器51断开，第三离合器53接合时，动力传递路线为：车轮83—驱动轴82—第三齿轮81—第二齿轮72—第一齿轮71—输入轴6—第三太阳轮541—第三行星轮542—第三离合器53—第二电机4—逆变器92—电池组91。
本申请实施例提供的混合动力***包括两个电机和一个发动机共三个动力源，保证了整车强大的动力性能。其中，高性能双电机可以保证车辆在正常行驶时足够的动力，在车辆急加速时提供强大的低速扭矩；发动机2可以保证整车在全速段具备优良的加速性能，在车速提高后提供足够的后备功率。
本申请实施例提供的混合动力***具备优良的经济性。在车辆中低负荷时，高性能双电机之间配合工作能满足车辆行驶的大部分性能要求，大大减少发动机的运行时间，减小油耗和排放；在车辆低负荷时，两台电机可以选择性工作，保证电机工作在良好效率区内。
本申请实施例提供的混合动力***续航里程长，不会发生纯电动汽车的里程焦虑。在长途行驶时可以配置为发动机直驱模式，配合两档速比，可提供优良的行驶舒适性和续航里程。
当车辆采用本申请实施例提供的混合动力***后，在城市工况下，可以使用第二电机4来驱动，在拥堵以及停车等待过程中降低能源损耗；在高速工况下，电机工作功耗较高，因此可以通过发动机2直接驱动达到降低功耗的效果；在一般道路工况下，可以通过控制策略，在纯电动模式以及混动模式之间进行切换；在电量不足的工况下，可以使发动机2以最佳功耗区工作来驱动第一电机3到发电，第一电机3输出的电量可以输送给第二电机4进行驱动；在爬坡或者大扭矩工况下，可以通过双电机共同驱动或者三动力源共同驱动的方式使车辆扭矩达到最大输出状态。
在本申请中，应该理解到，术语“第一”、“第二”、“第三”等仅用于描述目的，而不能理解为指示或暗示相对重要性或者隐含指明所指示的技术特征的数量。
以上所述仅是为了便于本领域的技术人员理解本申请的技术方案，并不用以限制本申请。凡在本申请的精神和原则之内，所作的任何修改、等同替换、改进等，均应包含在本申请的保护范围。

Claims (13)

  1. 一种混合动力***，包括第一离合机构(1)、发动机(2)、第一电机(3)、第二电机(4)、第二离合机构(5)和输入轴(6)；
    所述第一离合机构(1)包括第一离合器(11)和第一行星齿轮组(12)，所述第一离合器(11)包括第一主动部(111)和第一从动部(112)，所述第一主动部(111)和所述第一从动部(112)可控制地接合或断开，所述第一主动部(111)与所述发动机(2)和所述第一电机(3)连接，所述第一从动部(112)与所述第一行星齿轮组(12)连接，所述第一行星齿轮组(12)与所述输入轴(6)连接；
    所述第二电机(4)通过所述第二离合机构(5)与所述输入轴(6)连接；
    所述输入轴(6)被配置为输出来自所述发动机(2)、所述第一电机(3)和所述第二电机(4)中至少一个动力源的动力。
  2. 根据权利要求1所述的混合动力***，所述第二离合机构(5)包括第二离合器(51)和第二行星齿轮组(52)；
    所述第二离合器(51)包括第二主动部(511)和第二从动部(512)，所述第二主动部(511)和所述第二从动部(512)可控制地接合或断开，所述第二主动部(511)与所述第二电机(4)连接，所述第二从动部(512)与所述第二行星齿轮组(52)连接；
    所述第二行星齿轮组(52)与所述输入轴(6)连接。
  3. 根据权利要求2所述的混合动力***，所述第二离合机构(5)还包括第三离合器(53)和第三行星齿轮组(54)；
    所述第三离合器(53)包括第三主动部(531)和第三从动部(532)，所述第三主动部(531)和所述第三从动部(532)可控制地结合或断开，所述第三主动部(531)与所述第二电机(4)连接，所述第三从动部(532)与所述第三行星齿轮组(54)连接；
    所述第三行星齿轮组(54)与所述输入轴(6)连接，所述第三行星齿轮组(54)和所述第二行星齿轮组(52)对应不同的速比。
  4. 根据权利要求3所述的混合动力***，所述第一行星齿轮组(12)、所述第二行星齿轮组(52)和所述第三行星齿轮组(54)中的至少一个为单排行星齿轮机构；
    所述单排行星齿轮机构包括太阳轮(001)和行星轮(002)，所述太阳轮(001)套设在所述输入轴(6)上，所述行星轮(002)的一侧与所述太阳轮(001)啮合，另一侧与对应的离合器的主动部啮合，所述行星轮(002)的自转转动中心的位置相对于所述太阳轮(001)的转动中心的位置固定。
  5. 根据权利要求1-4任一项所述的混合动力***，所述第一离合机构(1)包括第四离合器(13)；
    所述第四离合器(13)包括第四主动部(131)和第四从动部(132)，所述第四主动部(131)和所述第四从动部(132)可控制地接合或断开，所述第四主动部(132)与所述发动机(2)连接，所述第四从动部(132)与所述输入轴(6)连接。
  6. 根据权利要求1-5任一项所述的混合动力***，包括传动齿轮组(7)和车轮驱动组(8)，所述传动齿轮组(7)与所述输入轴(6)连接，所述车轮驱动组(8)与所述传动齿轮组(7)连接。
  7. 根据权利要求1-6任一项所述的混合动力***，包括电池组(91)、逆变器(92)、第一电机控制器和第二电机控制器；
    所述电池组(91)与所述逆变器(92)电连接；
    所述第一电机控制器与所述逆变器(92)和所述第一电机(3)电连接；
    所述第二电机控制器与所述逆变器(92)和所述第二电机(4)电连接。
  8. 一种混合动力车辆，包括控制器和如权利要求1-7任一项所述的混合动力***，所述控制器与所述混合动力***中的第一离合机构(1)、发动机(2)、第一电机(3)、第二电机(4)和第二离合机构(5)电连接。
  9. 根据权利要求8所述的车辆，所述控制器被配置为：
    控制所述第一电机(3)工作，控制所述发动机(2)和所述第二电机(4)不工作，控制所述第二离合机构(5)断开，控制所述第一离合机构(1)接合；或者，
    控制所述发动机(2)和所述第一电机(3)不工作，控制所述第二电机(4)工作，所述第一离合机构(1)断开，所述第二离合机构(5)接合；或者，
    控制所述发动机(2)不工作，控制所述第一电机(3)和所述第二电机(4)工作，所述第一离合机构(1)和所述第二离合机构(5)均接合。
  10. 根据权利要求8所述的车辆，所述控制器被配置为：
    控制所述发动机(2)和所述第一电机(3)工作，控制所述第二电机(4)不工作，控制所述第一离合机构(1)接合，控制所述第二离合机构(5)断开；或者，
    控制所述发动机(2)和所述第二电机(4)工作，控制所述第一电机(3)不工作，控制所述第一离合机构(1)和所述第二离合机构(5)均接合；或者，
    控制所述发动机(2)、所述第一电机(3)和所述第二电机(4)均工作，所述第一离合机构(1)接合，所述第二离合机构(5)接合；或者，
    控制所述发动机(2)和所述第二电机(4)工作，控制所述第一电机(3)处于发电模式，控制所述第一离合机构(1)断开，所述第二离合机构(1)接合；或者，
    控制所述发动机(2)和所述第二电机(4)工作，控制所述第一电机(3)处于发电模式，所述第一离合机构(1)接合，所述第二离合机构(1)接合。
  11. 根据权利要求8所述的车辆，所述控制器被配置为：
    控制所述发动机(2)工作，控制所述第一电机(3)和所述第二电机(4)不工作，控制所述第一离合机构(1)接合，控制所述第二离合机构(5)断开。
  12. 根据权利要求8所述的车辆，所述控制器被配置为：
    控制所述发动机(2)工作，控制所述第一电机(3)处于发电模式，控制所述第二电机(4)不工作，控制所述第一离合机构(1)和所述第二离合机构 (5)均断开。
  13. 根据权利要求8所述的车辆，所述控制器被配置为：
    控制所述发动机(2)和所述第一电机(3)不工作，控制所述第二电机(4)处于发电模式，控制所述第一离合机构(1)断开，控制所述第二离合机构(5)接合。
PCT/CN2021/122863 2020-11-02 2021-10-09 混合动力***及车辆 WO2022089176A1 (zh)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CN202011205293.9A CN112297820B (zh) 2020-11-02 2020-11-02 混合动力***
CN202011205293.9 2020-11-02

Publications (1)

Publication Number Publication Date
WO2022089176A1 true WO2022089176A1 (zh) 2022-05-05

Family

ID=74333772

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/CN2021/122863 WO2022089176A1 (zh) 2020-11-02 2021-10-09 混合动力***及车辆

Country Status (2)

Country Link
CN (1) CN112297820B (zh)
WO (1) WO2022089176A1 (zh)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN112297820B (zh) * 2020-11-02 2022-08-12 奇瑞汽车股份有限公司 混合动力***
CN112977039A (zh) * 2021-02-07 2021-06-18 奇瑞汽车股份有限公司 混合动力车辆的动力装置及混合动力车辆

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2010128542A1 (ja) * 2009-05-07 2010-11-11 日産ディーゼル工業株式会社 パラレル式ハイブリッド車の動力伝達機構
US9212734B1 (en) * 2014-09-23 2015-12-15 Hyundai Motor Company Transmission system of hybrid electric vehicle
CN108382188A (zh) * 2018-03-27 2018-08-10 中国第汽车股份有限公司 混合动力汽车动力***及其控制方法
CN109808480A (zh) * 2019-03-13 2019-05-28 合肥工业大学 一种双离合器耦合的混合动力两档驱动***
CN209159399U (zh) * 2018-10-31 2019-07-26 比亚迪股份有限公司 混合动力驱动***及车辆
CN112297820A (zh) * 2020-11-02 2021-02-02 奇瑞汽车股份有限公司 混合动力***

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102259584B (zh) * 2010-05-31 2014-07-02 比亚迪股份有限公司 混合动力驱动***及包含该驱动***的车辆
CN102463886B (zh) * 2010-11-04 2015-04-15 上海捷能汽车技术有限公司 混合动力传动***及其控制方法
CN102848913B (zh) * 2012-09-18 2016-04-20 中国第一汽车股份有限公司 一种采用行星齿轮变速器的增程式电动汽车动力***
DE112019006955T5 (de) * 2019-03-01 2021-12-23 Schaeffler Technologies AG & Co. KG Hybridantriebssystem
CN110525194B (zh) * 2019-09-26 2023-11-07 吉孚汽车技术(苏州)有限公司 混合动力车辆用动力驱动***及其控制方法
CN110962577A (zh) * 2019-12-19 2020-04-07 奇瑞汽车股份有限公司 混合动力变速箱及混合动力变速传动***
CN111703292A (zh) * 2020-08-19 2020-09-25 浙江吉利控股集团有限公司 一种混合动力驱动***及车辆

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2010128542A1 (ja) * 2009-05-07 2010-11-11 日産ディーゼル工業株式会社 パラレル式ハイブリッド車の動力伝達機構
US9212734B1 (en) * 2014-09-23 2015-12-15 Hyundai Motor Company Transmission system of hybrid electric vehicle
CN108382188A (zh) * 2018-03-27 2018-08-10 中国第汽车股份有限公司 混合动力汽车动力***及其控制方法
CN209159399U (zh) * 2018-10-31 2019-07-26 比亚迪股份有限公司 混合动力驱动***及车辆
CN109808480A (zh) * 2019-03-13 2019-05-28 合肥工业大学 一种双离合器耦合的混合动力两档驱动***
CN112297820A (zh) * 2020-11-02 2021-02-02 奇瑞汽车股份有限公司 混合动力***

Also Published As

Publication number Publication date
CN112297820A (zh) 2021-02-02
CN112297820B (zh) 2022-08-12

Similar Documents

Publication Publication Date Title
CN100595085C (zh) 插电式集成起动发电机混合动力轿车驱动***
US8727939B2 (en) Hybrid electric drive unit, hybrid drive system and control method thereof
WO2009056042A1 (en) Hybrid power driving system and driving method thereof
CN107160994B (zh) 一种混合动力电子无级驱动***及汽车
CN102514479B (zh) 增程式电动汽车动力***
WO2022089176A1 (zh) 混合动力***及车辆
CN110667366A (zh) 一种专用于混合动力汽车的变速传动***
CN110962577A (zh) 混合动力变速箱及混合动力变速传动***
CN101327728A (zh) 大客车混合动力驱动***
WO2023273004A1 (zh) 动力驱动***和车辆
CN111098695B (zh) 混合动力驱动***及车辆
CN113043828B (zh) 一种车辆混合动力***的变速器及控制方法
CN111688470B (zh) 一种串并联构型插电式混合动力***及其控制方法
CN211641822U (zh) 一种用于混合动力汽车的变速传动***
CN210617837U (zh) 混合动力汽车用动力驱动***
CN210617838U (zh) 混合动力车辆用动力驱动***
WO2023029340A1 (zh) 电动动力传递***及车辆
CN111469652A (zh) 混合动力驱动***、控制方法及汽车
CN110816253B (zh) 无齿圈行星轮系混合动力***
CN215590477U (zh) 应用于混合动力商用车的动力***
CN110789328B (zh) 混合动力驱动***
CN114194020A (zh) 混合动力***及车辆
CN201553013U (zh) 后驱型式的混合动力驱动***
CN201544766U (zh) 四驱型式的混合动力驱动***
CN212400883U (zh) 混合动力驱动***及汽车

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 21884905

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 21884905

Country of ref document: EP

Kind code of ref document: A1