CN217994125U

CN217994125U - Hybrid electric vehicle's coupled system and hybrid electric vehicle

Info

Publication number: CN217994125U
Application number: CN202222437499.5U
Authority: CN
Inventors: 朱洪兴; 张卓凡
Original assignee: Guangzhou Zhiyuan Power Technology Co ltd
Current assignee: Guangzhou Zhiyuan Power Technology Co ltd
Priority date: 2022-09-14
Filing date: 2022-09-14
Publication date: 2022-12-09
Anticipated expiration: 2032-09-14

Abstract

The utility model provides a coupling system of a hybrid electric vehicle, which comprises an engine, a generator, a driving motor, a power output mechanism and a transmission system; the transmission system is respectively in transmission connection with the engine, the generator, the driving motor and the power output mechanism; the coupling system can realize the switching of multiple working modes to adapt to different working environments by controlling the starting and stopping of the engine, the generator and the driving motor and the separation and closing of the first clutch and the second clutch respectively; the engine can always work in the best state to improve the fuel efficiency of the whole vehicle.

Description

Hybrid electric vehicle's coupled system and hybrid electric vehicle

Technical Field

The utility model belongs to the technical field of the hybrid vehicle technique and specifically relates to a hybrid vehicle's coupled system and have this coupled system's hybrid vehicle is related to.

Background

The coupling system of a motor vehicle comprises an engine (internal combustion engine) and a drive train consisting of a transmission, a differential and a drive shaft. Its function is to provide the vehicle with the driving power required for the driving wheels. The engine has a range of speeds and torques and operates optimally in a small range of speeds and torques, with either minimal fuel consumption or minimal harmful emissions, or both. However, the actual road conditions vary greatly, and they are reflected not only in the speed of the driving wheels, but also in the torque required by the driving wheels. Therefore, it is the primary task of the transmission to achieve the optimum engine speed and torque, i.e., the optimum power state, and match the power state of the driving wheels well.

The transmissions on the market at present mainly comprise a step transmission and a continuously variable transmission. Step-variable transmissions are subdivided into manual and automatic. They most provide a limited number of discrete output-to-input speed ratios through different meshing arrangements of gear trains or planetary gear trains. The adjustment of the speed of the drive wheels between two adjacent speed ratios is effected by means of a change in the speed of the engine. Continuously variable transmissions, whether mechanical, hydraulic, or electro-mechanical, provide an infinite number of continuously selectable speed ratios over a range of speeds, and theoretically, the speed change of the drive wheels can be accomplished entirely through the transmission. In this way, the engine can be operated in the optimum speed range as much as possible. Meanwhile, compared with a stepped transmission, the stepless transmission has the advantages of stable speed regulation, full utilization of the maximum power of an engine and the like, so that the stepless transmission is a subject of research of engineers in various countries for many years.

In recent years, the emergence of motor hybrid technology has opened up a new approach for achieving complete matching of power between an engine and a power wheel. Among the many designs of powertrain, the most representative are the series hybrid system and the parallel hybrid system. In the motor series hybrid system, a power chain is formed by an engine, a generator, a motor, a shafting and a driving wheel, and the power assembly has a very simple structure. Wherein the generator-motor combination can be considered as a transmission in the conventional sense. When used in combination with an energy storage device, such as a battery, capacitor, etc., the transmission may also function as an energy modulation device to accomplish independent speed and torque modulation.

The motor parallel system is provided with two parallel independent power chains. One consisting of a conventional mechanical transmission and the other consisting of an electric motor-battery system. The mechanical transmission is responsible for speed regulation, while the motor-battery system regulates power or torque. In order to fully develop the potential of the whole system, the mechanical transmission also needs to adopt a stepless speed change mode.

The existing series hybrid system has the advantages of simple structure and flexible layout. The existing series hybrid system has the defects that all power passes through the generator and the motor, so that the power requirement of the motor is high, the size is large, and the weight is heavy; meanwhile, the energy transmission process is electromechanical twice, and the conversion of the motor is realized, so that the efficiency of the whole system is low. The existing parallel hybrid system has the advantage that only part of the power passes through the motor system, and therefore, the power requirement on the motor is relatively low. The efficiency of the whole system is high. The existing parallel hybrid system has the disadvantages that two sets of independent subsystems are needed, the manufacturing cost is high, and the existing parallel hybrid system is only used for a weak hybrid system.

SUMMERY OF THE UTILITY MODEL

The object of the present invention is to provide a coupling system, in particular an electromechanical coupling system, which aims at solving or at least partially solving the above mentioned drawbacks of the prior art. The coupling system has the advantages of small volume, light weight, high transmission efficiency, low manufacturing cost and wide application range.

The utility model provides a hybrid vehicle's coupled system, a serial communication port, including engine, generator, driving motor, power take off mechanism and

the transmission system is in transmission connection with the engine, the generator, the driving motor and the power output mechanism respectively;

the transmission system comprises a planetary gear mechanism, a first shaft gear transmission mechanism, a first clutch and a second clutch;

the planetary gear mechanism is respectively in transmission connection with the engine, the generator and the first shaft tooth transmission mechanism and is used for transmitting power provided by the engine to the generator and the first shaft tooth transmission mechanism;

the first shaft gear transmission mechanism is in transmission connection with the planetary gear mechanism, the power output mechanism and the driving motor respectively and is used for outputting power provided by the planetary gear mechanism and the driving motor to the power output mechanism.

In an implementation mode, the working modes of the coupling system are switched at least between an engine direct-drive mode, a power split mode, a single-motor pure electric mode, a regenerative braking mode, a parking power generation mode and the like by respectively controlling the working states of the engine, the generator, the driving motor, the first clutch and the second clutch.

In one realisable form, the first clutch is located on a drive shaft of the engine in driving connection with the planetary gear mechanism and the second clutch is located on a drive shaft of the generator in driving connection with the planetary gear mechanism; when the coupling system is switched to a preset engine direct drive mode, the second clutch is in a closed state, the first clutch is in a disengaged state, the engine is in a starting state, the generator is in a stopping state, and the driving motor is in an idling state; the power provided by the engine is completely transmitted to the first shaft tooth transmission mechanism through the planetary gear mechanism; the first shaft gear transmission mechanism transmits all power provided by the engine to the power output mechanism.

In an achievable form, the first clutch is located between a ring gear of the planetary gear mechanism and a housing of the coupling system, and the second clutch is located between the ring gear of the planetary gear mechanism and a drive shaft to which the generator is drivingly connected; when the coupling system is switched to a preset engine direct drive mode, the second clutch is in a closed state, the first clutch is in a disengaged state, the engine is in a starting state, the generator is in an idle state, and the driving motor is in an idle state; the power provided by the engine is transmitted to the first shaft gear transmission mechanism through the planetary gear mechanism; the first shaft gear transmission mechanism transmits all power provided by the engine to the power output mechanism.

In an achievable form, the first clutch is located on a ring gear of the planetary gear mechanism and the second clutch is located between the ring gear of the planetary gear mechanism and a drive shaft to which the generator is drivingly connected; when the coupling system is switched to a preset engine direct drive mode, the second clutch is in a closed state, the first clutch is in a closed state, the engine is in a starting state, the generator is in an idling state, and the driving motor is in an idling state; the power provided by the engine is transmitted to the first shaft gear transmission mechanism through the planetary gear mechanism; the first shaft gear transmission mechanism transmits all power provided by the engine to the power output mechanism.

In an implementation mode, the working mode of the coupling system is switched among at least a series range extending mode, a power splitting mode, a single-motor pure electric mode, a regenerative braking mode, a parking power generation mode and the like by respectively controlling the working states of the engine, the generator, the driving motor, the first clutch and the second clutch.

In an implementable manner, the first clutch is located between a ring gear of the planetary gear mechanism and a housing of the coupling system, and the second clutch is located between the ring gear of the planetary gear mechanism and a drive shaft to which the generator is drivingly connected to the planetary gear mechanism; when the coupling system is switched to a preset series range extending mode, the second clutch is in a disengaged state, the first clutch is in a closed state, the engine is in a starting state, the generator is in a power generation state, and the driving motor is in a starting state; the power provided by the engine is transmitted to the generator through the planetary gear mechanism; the generator transmits part of the power provided by the engine to the driving motor, and the power provided by the driving motor is transmitted to the power output mechanism through the first shaft-tooth transmission mechanism.

In one realisable form, the first clutch is located on a drive shaft of the engine drivingly connected to the planetary gear mechanism, the second clutch is located between a ring gear of the planetary gear mechanism and a housing of the coupling system, and the third clutch is located on a ring gear of the planetary gear mechanism; when the coupling system is switched to a preset series range extending mode, the second clutch is in a closed state, the first clutch and the third clutch are in a disengaged state, the engine is in a starting state, the generator is in a power generation state, and the driving motor is in a starting state; the power provided by the engine is transmitted to the generator through the planetary gear mechanism; the generator transmits part of power provided by the engine to the driving motor, and the power provided by the driving motor is transmitted to the power output mechanism through the first shaft tooth transmission mechanism.

In one implementable form, the first gear drive comprises a first gear, a second gear, a third gear, a fourth gear, a first drive shaft, and a second drive shaft; the first gear is in transmission connection with the driving motor through a first transmission shaft; the second gear is meshed with the first gear and a gear ring of the planetary gear mechanism respectively, and combines power provided by the driving motor and the engine; the third gear is in transmission connection with the second gear through the second transmission shaft; the third gear is in transmission connection with the fourth gear to transmit power to the power output mechanism.

The utility model provides a coupled system, through the transmission combination switching power supply combination mode in the hybrid coupled system including the engine, the generator, driving motor, power take off mechanism, drive mechanism, this switching can make the system realize single motor pure electric mode, the pure electric mode of bi-motor, the power split mode, the engine directly drives multiple mode such as mode, regenerative braking mode, parking electricity generation mode, the series connection increases journey mode, parallelly connected mode of mixing, and the engine can work at the optimum all the time, the system obtains the whole fuel efficiency of efficient vehicle with simple structure. The driving power required by the power wheel can be effectively supplemented by the battery in the aspect of power regulation, so that the power provided by the engine can be more reasonably allocated, and the working state of the engine is kept free from or less influenced by road conditions. Meanwhile, the system can also recover the kinetic energy during braking and return the kinetic energy to the energy storage device. These measures greatly improve the fuel efficiency of the entire vehicle. The engine and the generator of the coupling system are connected through the planetary gear mechanism, the speed ratio is adjustable, the speed ratio range is large, and the size of the generator can be reduced. In the mode switching process, the driving motor can be always in a working state, and the power output is ensured not to be interrupted. The coupling system can cover HEV hybrid electric vehicle models and PHEV parallel hybrid electric vehicle models, is good in platformization and has a wide development prospect.

Drawings

Fig. 1 is a schematic structural diagram of a coupling system in embodiment 1 of the present invention.

Fig. 2 is a schematic structural diagram of a coupling system in embodiment 2 of the present invention.

Fig. 3 is a schematic structural diagram of a coupling system in embodiment 3 of the present invention.

Fig. 4 is a schematic structural diagram of a coupling system in embodiment 4 of the present invention.

Fig. 5 is a schematic structural diagram of a coupling system in embodiment 5 of the present invention.

Detailed Description

The following figures and examples are closed to further illustrate the embodiments of the present invention. The following examples are intended to illustrate the invention, but are not intended to limit the scope of the invention.

The terms "first," "second," "third," "fourth," and the like in the description and in the claims, if any, are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order.

The terms of orientation of the upper, lower, left, right, front, back, top, bottom, etc. (if any) referred to in the specification and claims of the present invention are defined as the positions of the structures in the drawings and the positions of the structures relative to each other, and are only for the sake of clarity and convenience in describing the technical solutions. It is to be understood that the use of directional terms should not be taken to limit the scope of the invention as claimed.

As shown in fig. 1, a coupling system according to embodiment 1 of the present invention is a power device suitable for a hybrid vehicle, which is capable of outputting power of an engine 101 and a drive motor 103 to a generator 102 and a power output mechanism 104 in a hybrid manner. The hybrid power generation system comprises an engine 101, a generator 102, a driving motor 103, a power output mechanism 104, a planetary gear mechanism 201, a gear 304, a gear 305, a gear 306, a gear 307, a gear 308, a transmission shaft 401, a transmission shaft 402, a transmission shaft 403, a transmission shaft 404, a one-way clutch 501 and a brake 502. Other shaft-tooth relationships are detailed in fig. 1.

Specifically, the planetary gear mechanism 201 is composed of a ring gear 601, a carrier 701, a sun gear 301, a planetary gear 302, and a planetary gear 303. The planet carrier 701 is in transmission connection with the engine 101 through a transmission shaft 404, the sun gear 301 is in transmission connection with the generator 102 through a transmission shaft 401, the gear 304 is external teeth on the gear ring 601, and the gear 304 and the gear ring 601 are of an integrated structure. The transmission shaft 404 is provided with a one-way clutch 501, when the engine 101 outputs power and the generator 102 receives power, the transmission shaft 404 rotates in one direction, and at the moment, the one-way clutch is disengaged, and the transmission shaft 404 rotates normally; when the generator 102 outputs power in the other opposite rotation direction, the one-way clutch 501 is engaged, the transmission shaft 404 is fixed, the planet carrier 701 is also fixed, and the power of the generator 102 is transmitted to the first shaft gear transmission mechanism. When the one-way clutch 501 is closed, the transmission shaft 404 can be braked, which is equivalent to that the transmission shaft 404 is static and does not transmit power, the planet carrier 701 is fixed in position, and the

planet wheels

302 and 303 are fixed in position but can rotate, and at this time, the power of the engine 101 stops transmitting power. A brake 502 is arranged on the transmission shaft 401, when the brake 502 is closed, the transmission shaft 401 can be braked, which is equivalent to that the transmission shaft 401 is at a standstill and does not transmit power, the position of the sun gear 301 is fixed and can not spin, and at this time, the power of the generator 102 stops transmitting power.

Specifically, the transmission shaft 403 drivingly connects the drive motor 103 and the gear 306.

Specifically, the gear 305 connects the gear 304 and the gear 306, and transmits power from the engine 101, the generator 102, and the drive motor 103 to the power output mechanism 104 through the propeller shaft 402, the gear 307, and the gear 308.

Furthermore, the coupling system has a single-motor electric-only mode, a double-motor electric-only mode, a power split mode, an engine direct-drive mode, a regenerative braking mode and a parking power generation mode. By switching the mode of operation of the coupled system. The separation and the closing of the one-way clutch 501, the separation and the closing of the brake 502, the starting and the stopping of the engine 101, the starting and the stopping of the generator 102 and the starting and the stopping of the driving motor 103 are respectively realized. When the working mode of the coupling system is switched, the driving motor 103 can be always in a working state, and the whole power output of the coupling system is not interrupted. Compare in prior art Honda IMMD and Toyota THS, the utility model discloses a mode that coupled system possessed is more, and the advantage is complementary, and the engine that increases directly drives the power backward flow problem that the mode can solve power split system, also can solve the problem that the electric transmission of series-parallel system is inefficient.

Specifically, by controlling the one-way clutch 501 and the brake 502 to be in the disengaged state, the engine 101 is in the stopped state, the generator 102 is in the stopped state, and the driving motor 103 is in the activated state, respectively, so that the coupling system is in the single-motor electric-only mode. The power generated by the driving motor 103 is output to the power output mechanism 104 sequentially through the transmission shaft 403, the gear 306, the gear 305, the transmission shaft 402, the gear 307, and the gear 308. The coupling system is driven by only one power source of the drive motor 103 when operating in the single motor electric only mode.

Specifically, by controlling the one-way clutch 501 to be in a closed state and the brake 502 to be in a disengaged state respectively, the engine 101 is in a stopped state, the generator 102 is in a started state, and the driving motor 103 is in a started state, so that the coupling system is in a dual-motor electric-only mode. At this time, the power generated by generator 102 is output to gear 305 via transmission shaft 401, sun gear 301, planetary gear 302, planetary gear 303, ring gear 601, and gear 304. The power generated by the driving motor 103 passes through the transmission shaft 403 in sequence, and the gear 306 is output to the gear 305. The gear 305 integrates the power from the generator 102 and the driving motor 103 and outputs the power to the power output mechanism 104 through the transmission shaft 402, the gear 307 and the gear 308. The coupling system is driven by two power sources, namely an engine 101 and a driving motor 103 when the coupling system works in a double-motor pure electric mode.

Specifically, by controlling the one-way clutch 501 and the brake 502 to be in the disengaged state, the engine 101 is in the starting state, the generator 102 is in the starting state, and the driving motor 103 is in the starting state, respectively, so that the coupling system is in the power splitting mode. In the power split mode generator 102, the extra rotational speed freedom of the planetary gear mechanism is utilized as a rotational speed regulator for the engine 101, and the rotational speed of the engine 101 is regulated by the generator 102 to decouple the rotational speed of the engine 101 from the wheel end. At this time, in order to maintain the planetary gear mechanism torque balance, the generator 102 must passively receive part of the engine torque (note: a fixed proportion of the engine 101 torque, non-torque decoupling), thereby achieving the splitting of the engine 101 mechanical power. The electric power generated by the generator 102 may be directly supplied to the driving motor 103 or stored in a battery. The torque of the engine 101 is adjusted by driving the motor 103, so that the rotation speed and the torque of the engine 101 are both operated at the low-fuel consumption operating point. When the coupling system works in the power splitting mode, the coupling system is driven by three power sources, namely an engine 101, a generator 102 and a driving motor 103.

Specifically, the coupling system is in the engine direct drive mode by respectively controlling the one-way clutch 501 to be in the disengaged state, the brake 502 to be in the closed state, the engine 101 to be in the starting state, the generator 102 to be in the stop state and the driving motor 103 to be in the idle state. At this time, the power generated by the engine 101 is output to the power output mechanism 104 via the transmission shaft 404, the planetary carrier 701, the planetary gear 302, the planetary gear 303, the ring gear 601, the gear 304, the gear 305, the transmission shaft 402, the gear 307, and the gear 308 in this order. When the coupling system works in the engine direct drive mode, only one power source of the engine 101 drives the coupling system.

Specifically, by controlling the one-way clutch 501 and the brake 502 to be in the disengaged state, the engine 101 is in the stopped state, the generator 102 is in the stopped state, and the drive motor 103 is in the power generation state, respectively, so that the coupling system is in the regenerative braking mode. At the moment, the generator 101 and the engine 102 are in transmission connection with the driving motor 103, so that part of mechanical energy of the generator 101 and the engine 102 drives the driving motor 103 through a transmission system to be converted into electric energy to be stored in a battery.

Specifically, the coupling system is placed in the parking power generation mode by controlling the one-way clutch 501 to be in the disengaged state, the brake 502 to be in the closed state, the engine 101 to be in the starting state, the generator 102 to be in the stopped state, and the driving motor 103 to be in the starting state, respectively. At this time, the power generated by the engine 101 is output to the drive motor 103 via the transmission shaft 404, the planetary carrier 701, the planetary gear 302, the planetary gear 303, the ring gear 601, the gear 305, the gear 306, and the transmission shaft 403 in this order. At this time, the electric power generated by the driving motor 103 is output to the battery for storage. And realizing the power generation function of the parking power generation mode. When the coupling system works in the parking power generation mode, only one power source of the engine 101 is used for driving.

Specifically, when the coupling system switches the working mode, the driving motor 103 powered by the battery can be always in the starting state, and the output power of the coupling system is kept uninterrupted.

The coupling system in the embodiment adopts a single-row planetary gear mechanism and a shaft gear mechanism for transmission, combines and controls the transmission and distribution of braking force through a plurality of clutches, and respectively controls the starting and stopping of the engine 101, the generator 102 and the driving motor 103 and the separation and closing of the one-way clutch 501 and the brake 502 to realize the switching of a plurality of working modes, namely a single-motor pure electric mode, a double-motor pure electric mode, a power split mode, an engine direct drive mode, a regenerative braking mode and a parking power generation mode. The engine 101 and the generator 102 of the coupling system are connected through a planetary gear mechanism, the speed ratio is adjustable, the speed ratio range is large, and the size of the generator 102 can be reduced. In the mode switching process, the driving motor 103 can be always in a working state, and the power output is ensured not to be interrupted. The system can cover HEV hybrid electric vehicle models and PHEV parallel hybrid electric vehicle models, is good in platformization and has a wide development prospect. In the aspect of power regulation, the system can more reasonably allocate the power of the engine 101 by effectively supplementing the driving power required by the power wheel through the battery, and keep the working state of the engine 101 not influenced or less influenced by road conditions. The engine 101 can always work in a set optimal state to improve the efficiency of the whole vehicle. Meanwhile, the system can also recover the kinetic energy during braking and input the kinetic energy back to the battery. These measures greatly improve the fuel efficiency of the entire vehicle.

As shown in fig. 2, in another embodiment 2, the planetary gear mechanism is provided with two clutches, i.e., a brake 501 and a clutch 502. The driving end of the clutch 501 is connected with the gear ring 601 through a spline, the other end of the clutch 501 is fixed on the shell, when the clutch 501 is closed, the gear ring 601 can be braked, namely the gear ring 601 is fixedly connected with the shell, at the moment, the gear ring is static and does not transmit, and other shaft teeth transmit. The driving end of the clutch 502 is connected with the transmission shaft 401 through a spline, the driven end of the clutch 502 is connected with the gear ring 601 through a spline, when the clutch 502 is closed, the gear ring 601 can be fixedly connected with the sun gear 301, and at the moment, the sun gear 301, the transmission shaft 401, the clutch 502 and the gear ring 601 can be regarded as a whole to rotate, namely, the planetary gear mechanism rotates integrally. Other shaft tooth relationships are detailed in fig. 2.

Specifically, the coupling system in the embodiment can realize a single-motor electric-only mode, a parallel hybrid mode, an engine direct-drive mode, a power split mode, a series range extending mode, a regenerative braking mode and a parking power generation mode.

Specifically, by controlling the clutch 501 and the clutch 502 to be in the disengaged state, the engine 101 is in the stopped state, the generator 102 is in the stopped state, and the driving motor 103 is in the starting state, so that the coupling system is in the single-motor electric-only mode. At this time, the power generated by the driving motor 103 is output to the outside of the coupling system through the transmission shaft 403, the gear 306, the gear 305, the transmission shaft 402, the gear 307 and the gear 308 in sequence. The coupling system is driven by only one power source of the driving motor 103 when the coupling system works in the single-motor pure electric mode.

Specifically, the coupling system is in the parallel hybrid mode by respectively controlling the clutch 501 to be in a disengaged state, the clutch 502 to be in a closed state, the engine 101 to be in a starting state, the generator 102 to be in a stopped state, and the driving motor 103 to be in a starting state. At this time, the power generated by engine 101 is output to gear 305 via transmission shaft 404, planetary carrier 701, planetary gear 302, planetary gear 303, ring gear 601, and gear 304 in this order. The power generated by the drive motor 103 is output to the gear 305 sequentially through the transmission shaft 403 and the gear 306. The gear 305 integrates the power from the engine 101 and the driving motor 103 and outputs the power to the power output mechanism 104 through the transmission shaft 402, the gear 307 and the gear 308. The coupling system is driven by two power sources, namely an engine 101 and a driving motor 103 when the coupling system works in a parallel hybrid mode.

Specifically, the coupling system is in the engine direct drive mode by respectively controlling the clutch 501 to be in the disengaged state, the clutch 502 to be in the closed state, the engine 101 to be in the starting state, the generator 102 to be in the stopping state and the driving motor 103 to be in the idling state. At this time, the power generated by the engine 101 is output to the power output mechanism 104 via the transmission shaft 404, the planetary carrier 701, the planetary gear 302, the planetary gear 303, the ring gear 601, the gear 304, the gear 305, the transmission shaft 402, the gear 307, and the gear 308 in this order. The coupling system is driven by only one power source of the engine 101 when operating in the engine direct drive mode.

Specifically, by controlling the clutch 501 and the clutch 502 to be in the disengaged state, the engine 101 is in the starting state, the generator 102 is in the starting state, and the driving motor 103 is in the starting state, so that the coupling system is in the power splitting mode. In the power split mode generator 102, the extra rotational speed freedom of the planetary gear mechanism is used as a rotational speed regulator for the engine 101, and the rotational speed of the engine 101 is regulated by the generator 102 to decouple the rotational speed of the engine 101 and the wheel end. At this time, in order to maintain the planetary gear mechanism torque balance, the generator 102 must passively receive part of the engine torque (note: a fixed proportion of the engine 101 torque, non-torque decoupling), thereby achieving the splitting of the engine 101 mechanical power. The electric power generated by the generator 102 may be directly supplied to the driving motor 103 or stored in a battery. The torque of the engine 101 is adjusted by driving the motor 103, so that the rotation speed and the torque of the engine 101 are both operated at the low-fuel consumption operating point. When the coupling system works in the power splitting mode, the coupling system is driven by three power sources, namely an engine 101, a generator 102 and a driving motor 103.

Specifically, the coupling system is in the series range extending mode by controlling the clutch 501 to be in the closed state, the clutch 502 to be in the disengaged state, the engine 101 to be in the starting state, and the driving motor 103 to be in the starting state respectively. At this time, the power generated by engine 101 is output to generator 102 via ring gear 601, sun gear 301, and propeller shaft 401 in this order. At this time, the electric power generated by the generator 102 is supplied to the driving motor 103. The power generated by the driving motor 103 is output to the power output mechanism 104 sequentially through the transmission shaft 403, the gear 306, the gear 305, the transmission shaft 402, the gear 307, and the gear 308. The coupled system is driven by both the engine 101 and the generator 102 when operating in the series extended range mode.

Specifically, by controlling the clutch 501 and the clutch 502 to be in the disengaged state, the engine 101 is in the stopped state, the generator 102 is in the stopped state, and the driving motor 103 is in the power generation state, respectively, so that the coupling system is in the regenerative braking mode. At this time, the generator 101 and the engine 102 are in transmission connection with the driving motor 103, so that part of the mechanical energy of the generator 101 and the engine 102 drives the driving motor 103 through a transmission system to be converted into electric energy, and the electric energy is stored in a battery.

Specifically, by separately controlling the clutch 501 to be in the closed state, the clutch 502 to be in the disengaged state, the engine 101 to be in the start state, and the drive motor 103 to be in the stop state, the coupling system is made to be in the parking power generation mode. At this time, the power generated by engine 101 is output to generator 102 via ring gear 601, sun gear 301, and propeller shaft 401 in this order. At this time, the electric power generated by the generator 102 is output to the battery of the power output mechanism 104 for storage. And realizing the power generation function of the parking mode. When the coupling system works in the parking power generation mode, only one power source of the engine 101 is used for driving.

As shown in fig. 3, in another embodiment 3, the planetary gear mechanism is provided with three clutches, a one-way clutch 501, a clutch 502, and a clutch 503. One-way clutch 501 is provided on the output shaft of engine 101, and since the output shaft of engine 101 and carrier 701 are of an integral structure, when one-way clutch 501 is closed, carrier 701 and the output shaft of engine 101 can be fixed. The clutch 502 is arranged on the gear ring 601, and can fixedly connect the gear ring 601 with the shell when being closed, so as to play a role in braking the gear ring. Gear 304 is the outer teeth of ring gear 602, and clutch 503 is arranged between ring gear 601 and ring gear 602. When clutch 503 is closed, ring gear 601, ring gear 602 and gear 304 can be fixedly connected, so that ring gear 601, ring gear 602 and gear 304 are integrated to transmit power. Other shaft tooth relationships are detailed in fig. 3.

Specifically, the coupling system in the present embodiment may implement a single-motor electric-only mode, a dual-motor electric-only mode, a power split mode, a series range extending mode, a regenerative braking mode, and a parking power generation mode.

Compared with the embodiment 2, the dual-motor pure electric mode is added, specifically, the mode switching control mechanism controls the clutch 501 to be in the closed state, the clutch 502 to be in the disengaged state, the clutch 503 to be in the disengaged state, the engine 101 to be in the stop state, the generator 102 to be in the start state, and the driving motor 103 to be in the start state, so that the coupling system is in the dual-motor pure electric mode. At this time, the axles of the two

planetary gears

302 and 303 equivalent to the planetary gear mechanism are fixed, and the power generated by the generator 102 is transmitted to the shaft 401, the sun gear 301, the

planetary gears

302 and 303, the ring gear 601, the ring gear 602, the gear 304 and the gear 305 in sequence. The power generated by the driving motor 103 sequentially drives the shaft 403, the gear 306 and the gear 305. The power from the engine 102 and the drive motor 103 is combined at the gear 305, and output to the power output mechanism 104 through the shaft gear transmission mechanism. According to the principle of automobiles, a pure electric automobile should be composed of a motor and an automatic gearbox so as to meet the maneuverability of low speed, large torque and high endurance of the electric automobile. However, no technology for producing an automatic transmission exists in China at present, so that a pure electric automobile is mostly driven by a fixed transmission ratio, the influence on climbing and high speed cannot be considered simultaneously, and the efficiency of a motor can be greatly reduced under the condition of high-speed rotation. To solve this problem, the dual-motor-only electric mode uses two motors and organically closes them by means of a motion synthesizer. Motor 1 carries the low speed high torque portion and motor 2 carries the high speed low torque portion. When the necessary speed is reached, the two motors can work simultaneously, and low-speed climbing and high-speed endurance are both considered. In the whole operation process, all gears are automatically switched, so that the controllability of the pure electric vehicle is fundamentally changed, and the driving range of the pure electric vehicle is maximized. The coupling system is driven by two power sources, namely a generator 102 and a driving motor 103 when the coupling system works in a double-motor pure electric mode.

In embodiment 3, the operation modes other than the two-motor electric only operation mode are the same as the operation modes corresponding to embodiment 2 in transmission, and therefore, description thereof will not be repeated.

As shown in fig. 4, in another embodiment 4, a one-way clutch 501 of embodiment 3 is replaced with a brake 501 of embodiment 4 as compared with embodiment 3. The output shaft of the engine 101 and the carrier 701 are fixed when the brake 501 is closed. Both clutch 502 and clutch 503 are of a slip design and may be along the axial direction of drive shaft 304. The ring gear 601 is braked when the clutch 502 is closed, and the position of the ring gear is fixed. When the clutch 503 is closed, the ring gear 601 and the ring gear 602 are fixedly connected, and the gear 304, the ring gear 602 and the ring gear 601 can be regarded as an integral transmission. The other axial tooth relationships are consistent with embodiment 3. The present embodiment 4 is identical in transmission to the corresponding operation mode in embodiment 3 in all the operation modes, and therefore, the description will not be repeated. Example 4 illustrates that it is possible for those skilled in the art to replace some of the technical solutions of the present invention without changing the transmission structure, so as to achieve the same advantageous effects, without departing from the spirit and scope of the technical solutions of the present invention.

In another embodiment 5, as shown in fig. 5, the gear 304 is the external teeth of the ring gear 602, the ring gear 602 and the gear 304 are of an integral structure, and both ends of the ring gear 602 are provided with splines to be connected with the clutch 501 and the clutch 502, respectively. When the clutch 501 is closed, the ring gear 601 and the ring gear 602 are fixedly connected, and at this time, the ring gear 601, the ring gear 602, and the gear 304 may be regarded as an integrated structure, which is the same as the integrated structure of the ring gear 601 and the gear 304 in embodiment 2. When clutch 502 is closed, gear 304, ring gear 602, driveshaft 401 and sun gear 301 are secured. Other shaft tooth relationships are detailed in fig. 5.

Furthermore, the working modes of the coupling system comprise a single-motor electric-only mode, a parallel hybrid mode, an engine direct-drive mode, a power splitting mode, a series range extending mode, a regenerative braking mode and a parking power generation mode.

The transmission of embodiment 5 in the single-motor electric-only mode, the regenerative braking mode, and the parking power generation mode is the same as that of the corresponding operation mode in embodiment 2, and therefore, the description thereof will not be repeated.

Specifically, the mode switching control mechanism controls the clutch 501 to be in a disengaged state, the clutch 502 to be in a closed state, the engine 101 to be in a stopped state, the generator 102 to be in a starting state, and the driving motor 103 to be in a starting state, so that the coupling system is in a dual-motor pure electric mode. At this time, the planetary gear mechanism does not participate in transmission, and the power generated by the generator 102 and the driving motor 103 is output to the power output mechanism 104 through the shaft-gear transmission mechanism. The coupling system is driven by two power sources, namely a generator 102 and a driving motor 103 when the coupling system works in a double-motor pure electric mode.

Specifically, the mode switching control mechanism controls the clutch 501 to be in a closed state, the clutch 502 to be in a closed state, the engine 101 to be in a starting state, and the driving motor 103 to be in a starting state, so that the coupling system is in a parallel hybrid mode. At this time, the drive of the coupling system of embodiment 5 is identical to the parallel hybrid mode of embodiment 2, and therefore, the description thereof will not be repeated. The coupling system is driven by two power sources, namely an engine 101 and a driving motor 103 when the coupling system works in a parallel hybrid mode.

Specifically, the mode switching control mechanism controls the clutch 501 to be in a closed state, the clutch 502 to be in a closed state, the engine 101 to be in a starting state, and the driving motor 103 to be in an idling state, so that the coupling system is in an engine direct drive mode. At this time, the transmission of the coupling system of the embodiment 5 is consistent with the direct drive mode of the engine in the embodiment 2, and therefore, the description is not repeated. When the coupling system works in the engine direct drive mode, only one power source of the engine 101 drives the coupling system.

Specifically, the mode switching control mechanism controls the clutch 501 to be in a closed state, the clutch 502 to be in a disengaged state, the engine 101 to be in a starting state, the generator 102 to be in a starting state, and the driving motor 103 to be in a starting state, so that the coupling system is in a power splitting mode. At this time, the transmission of the coupling system of the present embodiment 5 is identical to the power splitting mode in embodiment 2, and therefore, the description will not be repeated. The coupling system is driven by three power sources, namely an engine 101, a generator 102 and a driving motor 103 when the coupling system works in a power splitting mode.

Embodiments of another aspect of the present application also provide a hybrid vehicle including the coupling system of any one of the above embodiments.

The above embodiments are only specific embodiments of the present invention, but the scope of the present invention is not limited thereto, and any person skilled in the art can easily think of changes or substitutions within the technical scope of the present invention, and all should be covered within the scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.

Claims

1. A coupling system of a hybrid vehicle is characterized by comprising an engine (101), a generator (102), a drive motor (103), a power output mechanism (104), and

the transmission system is in transmission connection with the engine (101), the generator (102), the driving motor (103) and the power output mechanism (104) respectively;

wherein the transmission system comprises a planetary gear mechanism (201), a first shaft gear transmission mechanism, a first clutch (501) and a second clutch (502);

the planetary gear mechanism (201) is in transmission connection with the engine (101), the generator (102) and the first shaft gear transmission mechanism respectively, and is used for transmitting power provided by the engine (101) to the generator (102) and the first shaft gear transmission mechanism;

the first shaft tooth transmission mechanism is in transmission connection with the planetary gear mechanism (201), the power output mechanism (104) and the driving motor (103) respectively and is used for outputting power provided by the planetary gear mechanism (201) and the driving motor (103) to the power output mechanism (104).

2. The coupling system of claim 1, wherein the operating modes of the coupling system include a preset engine direct drive mode, a power split mode, a single motor electric-only mode, a regenerative braking mode, a parking power generation mode; the engine (101), the generator (102), the driving motor (103), the first clutch (501) and the second clutch (502) are used for controlling the working mode of the coupling system to be switched among a direct-drive engine mode, a power-split mode, a single-motor electric-only mode, a regenerative braking mode and a parking power generation mode.

3. The coupling system according to claim 2, wherein the first clutch (501) is located on a drive shaft (404) of the engine (101) in driving connection with the planetary gear mechanism (201), and the second clutch (502) is located on a drive shaft (404) of the generator (102) in driving connection with the planetary gear mechanism (201); when the coupling system is switched to a preset engine direct-drive mode, the second clutch (502) is in a closed state, the first clutch (501) is in a disengaged state, the engine (101) is in a starting state, the generator (102) is in a stopping state, and the driving motor (103) is in an idling state; the power provided by the engine (101) is transmitted to the first shaft gear transmission mechanism through the planetary gear mechanism (201) in whole; the first gear transmission mechanism transmits all the power provided by the engine (101) to the power output mechanism (104).

4. A coupling system according to claim 2, wherein the first clutch (501) is located between the ring gear (601) of the planetary gear mechanism (201) and a housing of the coupling system, and the second clutch (502) is located between the ring gear (601) of the planetary gear mechanism (201) and a drive shaft (401) in driving connection with the generator (102) and the planetary gear mechanism (201); when the coupling system is switched to a preset engine direct-drive mode, the second clutch (502) is in a closed state, the first clutch (501) is in a disengaged state, the engine (101) is in a starting state, the generator (102) is in an idle state, and the driving motor (103) is in an idle state; the power provided by the engine (101) is transmitted to the first shaft gear transmission mechanism through the planetary gear mechanism (201) in whole; the first gear transmission mechanism transmits all the power provided by the engine (101) to the power output mechanism (104).

5. The coupling system according to claim 2, wherein the first clutch (501) is located on a ring gear (601) of the planetary gear mechanism (201), and the second clutch (502) is located between the ring gear (601) of the planetary gear mechanism (201) and a drive shaft (401) of the generator (102) in driving connection with the planetary gear mechanism (201); when the coupling system is switched to a preset engine direct-drive mode, the second clutch (502) is in a closed state, the first clutch (501) is in a closed state, the engine (101) is in a starting state, the generator (102) is in an idle state, and the driving motor (103) is in an idle state; the power provided by the engine (101) is transmitted to the first shaft gear transmission mechanism through the planetary gear mechanism (201) in whole; the first gear transmission mechanism transmits all the power provided by the engine (101) to the power output mechanism (104).

6. The coupling system of claim 1, wherein the coupling system has operating modes comprising a preset series range extending mode, a power splitting mode, a single motor electric-only mode, a regenerative braking mode, a parking power generation mode; the engine (101), the generator (102), the driving motor (103), the first clutch (501) and the second clutch (502) are used for controlling the working mode of the coupling system to be switched among the series range extending mode, the power splitting mode, the single-motor electric-only mode, the regenerative braking mode and the parking power generation mode.

7. The coupling system according to claim 6, wherein the first clutch (501) is located between a ring gear (601) of the planetary gear mechanism (201) and a housing of the coupling system, and the second clutch (502) is located between the ring gear (601) of the planetary gear mechanism (201) and a drive shaft (401) of the generator (102) in driving connection with the planetary gear mechanism (201); when the coupling system is switched to a preset series range extending mode, the second clutch (502) is in a disengaged state, the first clutch (501) is in a closed state, the engine (101) is in a starting state, the generator (102) is in a power generation state, and the driving motor (103) is in a starting state; the power provided by the engine (101) is transmitted to the generator (102) through the planetary gear mechanism (201); the generator (102) transmits part of the power provided by the engine (101) to the driving motor (103), and the power provided by the driving motor (103) is transmitted to the power output mechanism (104) through the first shaft-tooth transmission mechanism.

8. The coupling system according to claim 6, wherein the first clutch (501) is located on a drive shaft (404) of the engine (101) in driving connection with the planetary gear mechanism (201), the second clutch (502) is located between a ring gear (601) of the planetary gear mechanism (201) and a housing of the coupling system, and a third clutch (503) is located on the ring gear (601) of the planetary gear mechanism (201); when the coupling system is switched to a preset series range extending mode, the second clutch (502) is in a closed state, the first clutch (501) and the third clutch (503) are both in a disengaged state, the engine (101) is in a starting state, the generator (102) is in a power generation state, and the driving motor (103) is in a starting state; the power provided by the engine (101) is transmitted to the generator (102) through the planetary gear mechanism (201); the generator (102) transmits part of the power provided by the engine (101) to the driving motor (103), and the power provided by the driving motor (103) is transmitted to the power output mechanism (104) through the first shaft tooth transmission mechanism.

9. The coupling system according to any one of claims 1-8, wherein the first gear transmission comprises a first gear (305), a second gear (306), a third gear (307), a fourth gear (308), a first transmission shaft (402) and a second transmission shaft (403); the first gear (305) is in transmission connection with the driving motor (103) through a first transmission shaft (402); the second gear (306) is meshed with the first gear (305) and a ring gear (601) of the planetary gear mechanism (201) respectively, and combines power supplied from the drive motor (103) and the engine (101); the third gear (307) is in transmission connection with the second gear (306) through the second transmission shaft (403); the third gear (307) is in transmission connection with the fourth gear (308) to transmit power to the power output mechanism (104).

10. A hybrid vehicle, characterized in that it comprises a coupling system according to any one of claims 1-9.