WO2023133759A1 - Hybrid power system, and vehicle - Google Patents

Abstract

Provided is a hybrid power system. The system comprises a gearbox comprising a first input shaft (S1) in transmissive connection with a first electric machinery (EM1) and transmissive connection with an engine (ICE), a first intermediate shaft (S3), and a second intermediate shaft (S4), wherein the first intermediate shaft (S3) and the second intermediate shaft (S4) are in transmissive connection with the first input shaft (S1). The gearbox comprises a clutch mechanism comprising a one-way clutch (C) and a synchronizer (SY). The clutch mechanism enables the second intermediate shaft (S4) to be operably in or out of transmissive connection with the first intermediate shaft (S3) or the first input shaft (S1). An output assembly of the gearbox is in transmissive connection with a second electric machinery (EM2) and the second intermediate shaft (S4) for driving the vehicle to travel. As such, the hybrid power system features a simplified structure, cost-efficiency, improved transmission efficiency, and minimized impact on the performance of the hybrid power system due to reduced gears corresponding to the engine. Also provided is a vehicle comprising the hybrid power system.

Description

Hybrid systems and vehicles technical field

The present application relates to the field of vehicles, and more particularly to a hybrid system and a vehicle including the hybrid system.

Background technique

In existing vehicles, there are various dual-motor hybrid systems for driving the vehicle. In some typical dual-motor hybrid systems, the engine and one motor are drive-coupled to the input shaft of the transmission, and the other motor is drive-coupled to the output shaft of the transmission, thus forming a so-called P1/P3 hybrid system.

However, the above two-motor hybrid system has the following problems. On the one hand, some dual-motor hybrid systems have only one corresponding gear when the engine is used for driving, resulting in poor NVH performance and fuel economy of the hybrid system when the engine is in a high-speed state, and poor performance when the engine is in a low-speed state. Deterioration of power performance; on the other hand, some dual-motor hybrid systems use friction clutches, which not only leads to higher costs of the entire hybrid system, but also reduces the transmission efficiency of the entire hybrid system due to the drag torque generated by the friction clutch.

Contents of the invention

The present application is made in view of the above-mentioned drawbacks of the hybrid system. An object of the present application is to provide a hybrid power system, which can reduce the adverse impact on the performance of the hybrid power system due to fewer gears corresponding to the engine, and can avoid the high cost and lower transmission efficiency caused by the use of friction clutches The problem. Another object of the present application is to provide a vehicle including the above hybrid system.

In order to achieve the above purpose, the present application adopts the following technical solutions.

The present application provides a hybrid power system as follows, which includes a first motor, a second motor and a transmission, and the transmission includes:

a first input shaft drivingly coupled to said first electric machine and adapted to be drivingly coupled to an engine;

a first countershaft drivingly coupled to said first input shaft;

second intermediate shaft;

a clutch mechanism comprising a one-way clutch and a synchronizer, the clutch mechanism capable of selectively drivingly coupling and decoupling the second countershaft from either the first countershaft or the first input shaft; and

The output assembly is coupled with the second motor and the second countershaft for driving the vehicle.

In an optional technical solution, the one-way clutch includes an outer ring and an inner ring capable of relative rotation, the outer ring is drivingly coupled with the ring gear of the synchronizer, and the inner ring is connected to the second The countershaft is drivingly coupled, and the synchronizer engagement is capable of selectively drivingly coupling the outer race to the first countershaft or drivingly coupling the outer race to the first input shaft.

In another optional technical solution, the first intermediate shaft and the second intermediate shaft are arranged coaxially, and the first intermediate shaft is inserted through the second intermediate shaft.

In another optional technical solution, the output assembly includes a differential.

In another optional technical solution, the transmission further includes a first gear, a second gear, a third gear and a fourth gear, the first gear and the second gear are arranged on The first input shaft, the third gear are arranged on the first intermediate shaft in a torque-proof manner, the fourth gear is arranged on the second intermediate shaft in a non-torque-proof manner, and the fourth the gear is capable of transmission coupling with the second countershaft via the clutch mechanism,

The first gear is always in mesh with the third gear to form a first gear pair, and the second gear is always in mesh with the fourth gear to form a second gear pair.

In another optional technical solution, the transmission ratio of the first gear pair is greater than the transmission ratio of the second gear pair,

The transmission further includes a fifth gear, which is drivingly coupled with the rotor of the first motor, and is always in a meshing state with the second gear.

In another optional technical solution, the hybrid power system further includes a control module, and the control module can control the hybrid power system so that the hybrid power system realizes a pure motor drive mode,

Wherein, when the hybrid system is in the pure motor driving mode, the engine is in a stopped state, the first electric motor is in a stopped state, the second electric motor is in a driving state, and the one-way clutch is disengaged, so that The second electric machine transfers torque to the output assembly.

In another optional technical solution, the hybrid power system further includes a control module, and the control module is capable of controlling the hybrid power system so that the hybrid power system realizes a series drive mode,

When the hybrid power system is in the series driving mode, the engine is in the driving state, the first motor is in the generating state, the second motor is in the driving state, the one-way clutch is disengaged, and the synchronizer disengaged such that the engine drives the first electric machine to generate electricity and the second electric machine transmits torque to the output assembly.

In another optional technical solution, the hybrid power system further includes a control module, and the control module can control the hybrid power system so that the hybrid power system realizes a parallel driving mode,

When the hybrid system is in the parallel driving mode, the engine is in the driving state, the second electric machine is in the driving state, the one-way clutch is engaged, and the synchronizer is engaged, so that the engine and the A second electric machine transfers torque to the output assembly.

In another optional technical solution, the hybrid power system further includes a control module, and the control module can control the hybrid power system so that the hybrid power system realizes an energy recovery mode,

When the hybrid power system is in the energy recovery mode, the engine is in a stopped state, the first electric motor is in a stopped state, the second electric motor is in a generating state, the one-way clutch is disengaged, and the second An electric machine receives torque from the output assembly to generate electricity.

The present application also provides the following vehicle, which includes the hybrid power system described in any one of the above technical solutions.

By adopting the above technical solution, the present application provides a novel hybrid power system and a vehicle including the hybrid power system. In this hybrid power system, the engine and the first electric machine can be permanently coupled to the first input shaft of the transmission. In the transmission, the first input shaft is always drivingly coupled with the first intermediate shaft. Via a clutch mechanism including a one-way clutch and a synchronizer, it is possible to selectively drive-couple the first countershaft and the second countershaft or the first input shaft and the second countershaft.

In this way, the clutch mechanism of the hybrid power system according to the present application is composed of a one-way clutch and a synchronizer, omitting the complicated actuation system of the friction clutch of the transmission, thereby simplifying the structure and saving the cost, and improving the transmission efficiency. Further, since the first countershaft and the second countershaft or the first input shaft and the second countershaft can be selectively drive-coupled via a clutch mechanism including a one-way clutch and a synchronizer, the transmission includes a drive coupling with the engine. The corresponding at least two gears can reduce the adverse effect on the performance of the hybrid power system due to fewer gears corresponding to the engine. Moreover, the structure of the hybrid power system of the present application also has better vehicle applicability, so that the hybrid power system can be applied to vehicles of different types and models.

Description of drawings

Fig. 1 is a schematic diagram showing the topology of a hybrid power system according to an embodiment of the present application.

FIG. 2 is a schematic diagram showing a torque transmission path of the hybrid system in FIG. 1 in a pure motor driving mode, wherein the dotted line with an arrow indicates the torque transmission path.

FIG. 3 is a schematic diagram illustrating a torque transmission path of the hybrid system in FIG. 1 in a series drive mode, wherein the dashed line with arrows indicates the torque transmission path.

FIGS. 4A and 4B are schematic diagrams illustrating torque transmission paths of the hybrid system in FIG. 1 in a parallel drive mode, wherein dashed lines with arrows represent torque transmission paths.

FIG. 5 is a schematic diagram showing the torque transmission path of the hybrid system in FIG. 1 in the energy recovery mode, wherein the dashed line with the arrow indicates the torque transmission path.

Explanation of reference signs

ICE engine EM1 first motor EM2 second motor

S1 first input shaft S2 second input shaft S3 first intermediate shaft S4 second intermediate shaft

G11, G12, G21, G22, G31, G41, G42, GE1, GE2, GDM gear

C one-way clutch SY synchronizer DM differential.

specific embodiment

Exemplary embodiments of the present application are described below with reference to the accompanying drawings. It should be understood that these specific descriptions are only used to teach those skilled in the art how to implement the present application, but are not intended to exhaust all possible ways of the present application, nor are they used to limit the scope of the present application.

In this application, "transmission coupling" refers to a connection between two components capable of transmitting torque, including direct connection or indirect connection between these two components unless otherwise specified. "Always drive connection" means that the state of drive connection is always maintained between two components.

In the present application, "torque-resistant connection" refers to a connection in which two parts can rotate together to transmit torque, for example, the above-mentioned torque-resistant connection can be realized through a spline structure between a gear and a shaft.

The structure of a hybrid power system according to an embodiment of the present application will be firstly described below with reference to the accompanying drawings.

(Structure of a hybrid system according to an embodiment of the present application)

As shown in FIG. 1 , a hybrid power system according to an embodiment of the present application includes an engine ICE, a first electric machine EM1 , a second electric machine EM2 , a transmission, and a battery (not shown).

In this embodiment, the crankshaft of the engine ICE is final drive coupled with the first input shaft S1 of the transmission via a dual mass flywheel. The dual-mass flywheel is used to attenuate the torsional vibration from the engine ICE, and other dampers can also be used to attenuate the torsional vibration.

In this embodiment, the first electric machine EM1 includes a stator and a rotor capable of rotating relative to the stator, and the rotor of the first electric machine EM1 is always drivingly coupled with the first input shaft S1 of the transmission. Thus, the torque of the engine ICE can be transmitted to the first electric machine EM1 to drive the first electric machine EM1 to generate electricity; in addition, the torque of the first electric machine EM1 can be transmitted to the engine ICE to start the engine ICE. In addition, the first motor EM1 is also electrically connected to the battery. In this way, when the first electric machine EM1 is supplied with electric energy by the battery, the first electric machine EM1 can start the engine ICE as a motor; Charge. The first electric machine EM1 is mainly used to generate electricity to charge the battery and start the engine ICE.

In this embodiment, the second electric machine EM2 includes a stator and a rotor capable of rotating relative to the stator, and the rotor of the second electric machine EM2 is always drivingly coupled with the second input shaft S2 of the transmission. In addition, the second motor EM2 is also electrically connected to the battery. In this way, when the second electric machine EM2 is supplied with electric energy by the battery, the second electric machine EM2 can transmit driving torque to the speed changer as a motor; Charging batteries. The second electric machine EM2 is mainly used for driving and energy recovery.

In this embodiment, as shown in FIG. 1, a transmission of a hybrid power system according to an embodiment of the present application includes a first input shaft S1, a second input shaft S2, a first intermediate shaft S3, a second intermediate shaft S4, Gears G11, G12, G21, G22, G31, G41, G42, GE1, GE2, GDM and clutch mechanism (one-way clutch C and synchronizer SY) and differential DM.

As shown in Figure 1, the first input shaft S1 can be a solid shaft extending linearly, the second input shaft S2 can be a solid shaft extending linearly, the first intermediate shaft S3 can be a solid shaft extending linearly, and the second input shaft S2 can be a solid shaft extending linearly. The intermediate shaft S4 may be a hollow shaft extending linearly. The first intermediate shaft S3 is inserted through the second intermediate shaft S4 in a coaxial manner with the second intermediate shaft S4, and the first intermediate shaft S3 and the second intermediate shaft S4 are freely rotatable relative to each other. The first input shaft S1 and the second input shaft S2 are arranged parallel to and staggered with the first intermediate shaft S3 and the second intermediate shaft S4. The first input shaft S1 is always in driving connection with the crankshaft of the engine ICE and the rotor of the first electric machine EM1 , and the second input shaft S2 is always in driving connection with the rotor of the second electric machine EM2 . Further, the first intermediate shaft S3 and the first input shaft S1 are always in driving connection, and the second intermediate shaft S4 can be selectively connected to the first input shaft S1 or the second intermediate shaft S4 can be connected to the first intermediate shaft through the clutch mechanism. Shaft S3 transmission connection.

As shown in FIG. 1 , the gear G11 (corresponding to the first gear) is provided on the first input shaft S1 in a torque-resistant manner. The gear G11 is directly coupled with the first input shaft S1 and the gear G11 can rotate along with the first input shaft S1. The gear G31 (corresponding to the third gear) is arranged on the first intermediate shaft S3 in a torque-proof manner. The gear G31 is directly coupled with the first intermediate shaft S3 and the gear G31 can rotate with the first intermediate shaft S3. The gear G11 and the gear G31 form a first gear pair with external meshing, so that the first input shaft S1 and the first intermediate shaft S3 are always in transmission coupling.

The gear G12 (corresponding to the second gear) is arranged on the first input shaft S1 in a torque-proof manner. The gear G12 is directly coupled with the first input shaft S1 and the gear G12 can rotate along with the first input shaft S1. The gear G41 (corresponding to the fourth gear) is disposed on the second countershaft S4 in a non-torsion-resistant manner. The gear G41 and the second countershaft S4 cannot directly transmit torque but can freely rotate relative to each other. The gear G12 and the gear G41 form a second gear pair with external meshing. The transmission ratio of the second gear pair is smaller than that of the first gear pair. The first gear pair can be used to transmit torque when the engine ICE is in a low speed state, and the second gear pair can be used to transmit torque when the engine ICE is in a high speed state, thereby improving Engine ICE performance at low speed and altitude.

The gear GE1 (corresponding to the fifth gear) can be connected with the rotor of the first motor EM1 through the motor shaft, and the gear GE1 is always in mesh with the gear G12. As a result, the rotor of the first electric machine EM1 and the first input shaft S1 are always drive-coupled through the externally meshed gear pair formed by the gear GE1 and the gear G12.

The gear G42 is arranged on the second countershaft S4 in a rotationally fixed manner, the gear G42 is in direct transmission coupling with the second countershaft S4 and the gear G42 can rotate with the second countershaft S4. The gear GDM is the input gear of the differential DM (output assembly), and the gear GDM and the gear G42 are always in meshing state. As a result, the second countershaft S4 is always drivingly coupled to the differential DM via the externally meshed gear pair formed by the gear G42 and the gear GDM.

The gear GE2 can be in constant transmission connection with the rotor of the second electric machine EM2 through the electric machine shaft. The gear G21 is arranged on the second input shaft S2 in a torsion-resistant manner, the gear G21 is directly coupled with the second input shaft S2 and the gear G21 can rotate along with the second input shaft S2. Gear GE2 is always in mesh with gear G21. As a result, the rotor of the second electric machine EM2 is permanently coupled to the second input shaft S2 through the externally meshed gear pair formed by the gear GE2 and the gear G21.

The gear G22 is arranged on the second input shaft S2 in a torsion-resistant manner, the gear G22 is directly coupled with the second input shaft S2 and the gear G22 can rotate along with the second input shaft S2. Gear G22 is always in mesh with gear GDM. As a result, the second input shaft S2 is always in transmission coupling with the differential DM via the externally meshed gear pair formed by the gear G22 and the gear GDM.

As shown in FIG. 1 , the clutch mechanism is used to selectively drive and couple the second intermediate shaft S4 with the first input shaft S1 and the first intermediate shaft S1 . The clutch mechanism includes a one-way clutch C and a synchronizer SY that can be integrated together.

Specifically, the one-way clutch C may include an outer ring, an inner ring, and rollers assembled together. The inner ring is located radially inside the outer ring, and the inner ring and the outer ring can rotate freely with each other when the one-way clutch C is disengaged, and the inner ring and the outer ring can rotate together when the one-way clutch C is engaged, and the inner ring and the outer ring are capable of transmitting torque via the rollers located between them. The outer ring and the ring gear of the synchronizer SY may be in constant transmission connection through splines, and the inner ring and the second intermediate shaft S4 may be in constant transmission connection by being fixed to each other. In this embodiment, when the outer ring tends to produce relative rotation toward one side of the circumferential direction relative to the inner ring, that is to say, the rotational speed of the outer ring toward the circumferential side is greater than that of the inner ring toward the circumferential side. At high speed, the outer ring can be connected to the inner ring through rollers. In other cases, the one-way clutch C is disengaged.

Further, the synchronizer SY may include a gear hub (which may be the outer ring of the one-way clutch C), a ring gear and an engaging gear. The ring gear and the gear hub are always connected by splines and can slide toward both axial sides of the second intermediate shaft S4 (left and right sides in FIG. 1 ) relative to the gear hub. One engaging gear is arranged in a rotationally fixed manner on the first countershaft S3, the other engaging gear can be fixed to the gear G41. After the ring gear moves toward the left side in Fig. 1 under the actuation of the actuating mechanism such as a shift fork, the ring gear can be engaged with the gear hub and an engaging gear at the same time, so that the outer ring 1 of the one-way clutch C is in contact with the first The intermediate shaft S3 realizes the transmission coupling, thus after the one-way clutch C is engaged, the second intermediate shaft S4 realizes the transmission coupling with the first intermediate shaft S3. After the ring gear moves toward the right side in Fig. 1 under the actuation of the actuating mechanism such as a shift fork, the ring gear can simultaneously engage with the gear hub and another engaging gear, so that the outer ring 1 of the one-way clutch C and the gear G41 realizes the transmission coupling, thus after the one-way clutch C is engaged, the second intermediate shaft S4 and the first input shaft S1 realize the transmission coupling.

In this embodiment, as shown in FIG. 1 , the differential DM may be a bevel gear differential, and the gear GDM is an input gear fixed to the housing of the bevel gear differential. The two axle shafts protruding from the differential DM are used to connect with the two wheels of the vehicle.

In this way, through the above structure, a new type of hybrid power system is realized, which has a lower cost compared with a dual-motor hybrid power system including multiple clutches, and can reduce the impact of fewer gears corresponding to the engine on the hybrid power system. Detrimental effects on performance, the working mode of the hybrid system will be explained below.

(According to the working mode of the hybrid system of an embodiment of the present application)

The hybrid power system shown in FIG. 1 according to an embodiment of the present application includes a control module (not shown in the figure), which can control the hybrid power system so that the hybrid power system has multiple operating modes. The control module can Switching between these operating modes depends on parameters such as the driving state of the vehicle, battery charge level, etc. These operating modes include, but are not limited to, motor-only drive mode, series drive mode, parallel drive mode, and energy recovery mode.

Table 1 below shows the working states of the engine ICE, the first electric machine EM1 , the second electric machine EM2 , the one-way clutch C and the synchronizer SY in the above-mentioned exemplary working modes.

【Table 1】

The contents in the above Table 1 are explained as follows.

1. About the working mode in Table 1

EV means pure motor drive mode.

SER means series drive mode.

PAR1 represents the first parallel driving mode (for the engine at low speed).

PAR2 represents the second parallel drive mode (for the engine at high speed).

ER stands for Energy Recovery Mode.

2. ICE, EM1, EM2, C, and SY in the first row in Table 1 correspond to the reference numerals in Fig. 1 respectively, that is, respectively represent the engine, the first motor, the first motor in the hybrid power system in Fig. 1 Second motor, one-way clutch, synchronizer.

3. About the symbol "█"

For the column where ICE, EM1, and EM2 are located in Table 1, there is this symbol indicating that the engine ICE, the first motor EM1, and the second motor EM2 are in the working state, and the absence of this symbol indicates that the engine ICE, the first motor EM1, and the second motor EM2 are in non-working state.

For the column of C in Table 1, there is this symbol indicating that the one-way clutch C is engaged, and no such symbol indicates that the one-way clutch C is disengaged.

For the column where SY is located in Table 1, the symbol in the column corresponding to "L" indicates that the synchronizer SY is engaged to the left in Figure 1, and the symbol in the column corresponding to "R" indicates the synchronizer SY engages to the right in FIG. 1, and having this symbol in the column corresponding to "N" indicates that the synchronizer SY is in a neutral disengaged state.

In combination with Table 1 above, the working mode of the hybrid power system in FIG. 1 will be described in more detail.

As shown in Table 1, the control module of the hybrid power system in Fig. 1 can control the hybrid power system so that the hybrid power system can realize pure motor drive mode EV.

When the hybrid system is in pure motor drive mode EV,

The engine ICE is stopped;

The first motor EM1 is in a stopped state;

The second motor EM2 is in a driving state;

The one-way clutch C is disengaged, and the synchronizer SY can be disengaged.

In this way, as shown in FIG. 2 , the second motor EM2 transmits torque to the differential DM for driving via gear GE2→gear G21→second input shaft S2→gear G22→gear GDM.

It can be understood that since the speed of the inner ring of the one-way clutch C is always greater than the speed of the outer ring in the pure motor driving mode, thus keeping the one-way clutch C in the disengaged state, the synchronizer SY can be in any state, but not necessarily in the disengaged state.

As shown in Table 1, the control module of the hybrid power system in Fig. 1 can control the hybrid power system so that the hybrid power system realizes the series drive mode SER.

When the hybrid system is in the series drive mode SER,

Engine ICE is in driving state;

The first motor EM1 is in a power generation state;

The second motor EM2 is in a driving state;

The one-way clutch C is disengaged, and the synchronizer SY is disengaged.

In this way, as shown in Figure 3, the engine ICE transmits torque to the first electric motor EM1 via the first input shaft S1→gear G12→gear GE1, so that the first electric motor EM1 generates electricity; the second electric motor EM2 passes through the gear GE2→gear G21→the second electric motor EM2 The two input shafts S2→gear G22→gear GDM transmit torque to the differential DM for driving.

It can be understood that since the engine ICE transmits torque to the first electric machine EM1 through the gear pair formed by its high gear G12 and gear GE1, both the engine ICE and the first electric machine EM1 can be in the high-efficiency working area.

As shown in Table 1, the control module of the hybrid power system in FIG. 1 can control the hybrid power system so that the hybrid power system realizes the first parallel driving mode PAR1.

When the hybrid system is in the first parallel drive mode PAR1,

The engine ICE is in a low-speed driving state;

The working state of the first motor EM1 can be adjusted as required;

The second motor EM2 is in a driving state;

The one-way clutch C is engaged, and the synchronizer SY is engaged to the left in FIG. 1 .

In this way, as shown in FIG. 4A, the engine ICE is driven to the ICE via the first input shaft S1→gear G11→gear G31→first countershaft S3→synchronizer SY→one-way clutch C→second countershaft S4→gear G42→gear GDM. The differential DM transmits torque for driving; if the first electric motor EM1 is in a driving state, the first electric motor EM1 via gear GE1 → gear G12 → first input shaft S1 → gear G11 → gear G31 → first intermediate shaft S3 → Synchronizer SY→one-way clutch C→second intermediate shaft S4→gear G42→gear GDM transmits torque to differential DM for driving; second motor EM2 via gear GE2→gear G21→second input shaft S2→gear G22→Gear GDM transmits torque to differential DM for drive.

As shown in Table 1, the control module of the hybrid power system in FIG. 1 can control the hybrid power system so that the hybrid power system realizes the second parallel driving mode PAR2.

When the hybrid system is in the second parallel driving mode PAR2,

The engine ICE is in a high-speed driving state;

The working state of the first motor EM1 can be adjusted as required;

The second motor EM2 is in a driving state;

The one-way clutch C is engaged, and the synchronizer SY is engaged to the right in FIG. 1 .

In this way, as shown in FIG. 4B, the engine ICE transmits torque to the differential DM via the first input shaft S1→gear G12→gear G41→synchronizer SY→one-way clutch C→second intermediate shaft S4→gear G42→gear GDM For driving; if the first motor EM1 is in the driving state, the first motor EM1 will go to the The differential DM transmits torque for driving; the second electric motor EM2 transmits torque to the differential DM for driving via gear GE2→gear G21→second input shaft S2→gear G22→gear GDM.

It can be understood that when the hybrid power system switches from the first parallel driving mode PAR1 to the second parallel driving mode PAR2 , the rotation speed of the outer ring of the one-way clutch C can be adjusted by the first electric machine EM1 . After the rotation speed of the outer ring of the one-way clutch C is lower than the rotation speed of the inner ring, gear shifting can be performed by the synchronizer SY. This is also the reason why the arrow of the torque transmission path of the first electric machine EM1 in Fig. 4A and Fig. 4B is shown as being transmitted towards the first electric machine EM1, that is, the first electric machine EM1 can be in the state of generating electricity to realize the above-mentioned regulation function.

As shown in Table 1, the control module of the hybrid power system in Fig. 1 can control the hybrid power system so that the hybrid power system realizes the energy recovery mode ER.

When the hybrid system is in energy recovery mode ER,

The engine ICE is stopped;

The first motor EM1 is in a stopped state;

The second electric machine EM2 is in the state of generating electricity;

The one-way clutch C is disengaged, and the synchronizer SY can be disengaged.

Thus, as shown in FIG. 5 , the torque from the differential DM is transmitted to the second motor EM2 via gear GDM→gear G22→second input shaft S2→gear G21→gear GE2, so that the second motor EM2 generates power.

It can be understood that since the speed of the inner ring of the one-way clutch C is always greater than the speed of the outer ring, the one-way clutch C remains disengaged, so the synchronizer SY can be in any state, but not necessarily in the disengaged state.

Thus, the hybrid power system of the present application can realize various working modes according to needs, so as to be applicable to various driving states of the vehicle.

The technical solutions of the present application have been described in detail in the above specific embodiments, and supplementary descriptions are given below.

i. It can be understood that the hybrid power system according to the present application can also realize other working modes such as pure engine driving mode, charging mode while driving, and charging mode while parking. In addition, the hybrid power system of the present application has strong fault tolerance, even if the one-way clutch C breaks down, the hybrid power system can continue to work in a serial working mode. When the hybrid power system of the present application is in the first parallel driving mode, the NVH performance in the low-speed state can be improved, and better acceleration performance in the low-speed state can be achieved. When the hybrid power system of the present application is in the second parallel driving mode, the hybrid power system can improve NVH performance at high speed and have better fuel economy.

ii. In the above embodiments, it has been described that the one-way clutch C is a roller type one-way overrunning clutch, but the application is not limited thereto, and the one-way clutch C can also be a block type one-way overrunning clutch and a rocker type one-way overrunning clutch. to the overrunning clutch, etc.

iii. Since this application uses the synchronizer SY to cooperate with the one-way clutch C to realize gear switching, based on the characteristics of the one-way clutch C, the synchronizer SY can omit the synchronous ring in the traditional synchronizer and the corresponding frictional engagement between the engagement gear and the synchronous ring Part, only retaining the ring gear can realize the required function. Thus, the structure of the synchronizer SY is simplified, making the structure of the synchronizer SY more compact and reducing the engaging force of the synchronizer SY, and a complicated actuating system is omitted compared with the case of using a friction clutch. Furthermore, due to the adoption of the fixed shaft transmission, it also has higher transmission efficiency.

iv. The present application also provides a vehicle including the above-mentioned hybrid system, which can be a plug-in hybrid vehicle or other types of hybrid vehicles, and the vehicle with the above-mentioned hybrid system can balance various driving scenarios driving performance and fuel economy.

v. It can be understood that although in the above description, it is described that the hybrid power system includes a control module, and the control module can control the hybrid power system so that the hybrid power system has multiple working modes. However, the control module does not have to be mechanically integrated with the hybrid system, particularly the components or features shown in the figures, nor does the control module have to be dedicated to controlling the hybrid system. A control module may comprise a plurality of control units. A part of the sub-modules or control unit of the control module may be a control module or control unit of the vehicle.

Claims (11)

A hybrid system comprising a first electric machine (EM1), a second electric machine (EM2) and a transmission comprising: a first input shaft (S1) drivingly coupled to said first electric machine (EM1) and adapted to be drivingly coupled to an engine (ICE); a first intermediate shaft (S3) drivingly coupled to said first input shaft (S1); Second intermediate shaft (S4); a clutch mechanism comprising a one-way clutch (C) and a synchronizer (SY), said clutch mechanism enabling said second countershaft (S4) to selectively engage said first countershaft (S3) or said second countershaft (S3) an input shaft (S1) drive coupling and decoupling; and The output assembly is drive-coupled with the second electric motor (EM2) and the second intermediate shaft (S4), and is used to drive the vehicle to run. The hybrid power system according to claim 1, characterized in that, the one-way clutch (C) includes an outer ring and an inner ring capable of relative rotation, and the outer ring and the ring gear of the synchronizer (SY) transmit coupling, the inner ring is drivingly coupled with the second intermediate shaft (S4), and the engagement of the synchronizer (SY) can selectively drive the outer ring with the first intermediate shaft (S3) or enable The outer ring is drivingly coupled with the first input shaft (S1). The hybrid power system according to claim 1, characterized in that, the first intermediate shaft (S3) and the second intermediate shaft (S4) are coaxially arranged, and the first intermediate shaft (S3) is inserted through The second intermediate shaft (S4). A hybrid power system according to any one of claims 1 to 3, wherein the output assembly comprises a differential. The hybrid power system according to any one of claims 1 to 4, characterized in that the transmission further comprises a first gear (G11), a second gear (G12), a third gear (G31) and a fourth gear (G41), the first gear (G11) and the second gear (G12) are arranged on the first input shaft (S1) in a torsion-resistant manner, and the third gear (G31) is torsion-resistant is arranged on the first intermediate shaft (S3), the fourth gear (G41) is arranged on the second intermediate shaft (S4) in a non-rotating manner, and the fourth gear (G41) can pass through the The clutch mechanism is in transmission connection with the second intermediate shaft (S4), The first gear (G11) is always in mesh with the third gear (G31) to form a first gear pair, and the second gear (G12) is always in mesh with the fourth gear (G41) to form a first gear pair Form the second gear pair. The hybrid power system according to claim 5, wherein the transmission ratio of the first gear pair is greater than the transmission ratio of the second gear pair, The transmission also includes a fifth gear (GE1), the fifth gear (GE1) is drivingly coupled with the rotor of the first electric machine (EM1), the fifth gear (GE1) is connected to the second gear (G12 ) is always engaged. The hybrid power system according to any one of claims 1 to 6, characterized in that the hybrid power system further comprises a control module capable of controlling the hybrid power system so that the hybrid power system realizes a pure motor drive mode, Wherein, when the hybrid power system is in the pure motor driving mode, the engine (ICE) is in a stopped state, the first electric motor (EM1) is in a stopped state, and the second electric motor (EM2) is in a driving state , the one-way clutch (C) is disengaged, so that the second electric machine (EM2) transmits torque to the output assembly. The hybrid power system according to any one of claims 1 to 6, characterized in that the hybrid power system further comprises a control module capable of controlling the hybrid power system so that the hybrid power system can be connected in series drive mode, When the hybrid system is in the series driving mode, the engine (ICE) is in the driving state, the first electric machine (EM1) is in the power generation state, the second electric machine (EM2) is in the driving state, the The one-way clutch (C) is disengaged, and the synchronizer (SY) is disengaged, so that the engine (ICE) drives the first electric motor (EM1) to generate electricity, and the second electric motor (EM2) transmits torque to the output assembly . The hybrid power system according to any one of claims 1 to 6, characterized in that the hybrid power system further comprises a control module capable of controlling the hybrid power system so that the hybrid power systems are connected in parallel drive mode, When the hybrid system is in the parallel driving mode, the engine (ICE) is in the driving state, the second electric machine (EM2) is in the driving state, the one-way clutch (C) is engaged, and the synchronizer (SY) engaged such that the engine (ICE) and the second electric machine (EM2) transmit torque to the output assembly. The hybrid power system according to any one of claims 1 to 6, characterized in that the hybrid power system further comprises a control module capable of controlling the hybrid power system so that the hybrid power system realizes energy recycling mode, When the hybrid system is in the energy recovery mode, the engine (ICE) is in a stopped state, the first electric motor (EM1) is in a stopped state, the second electric motor (EM2) is in a generating state, and the The one-way clutch (C) is disengaged, and the second electric machine (EM2) receives torque from the output assembly to generate electricity. A vehicle comprising the hybrid system according to any one of claims 1 to 10.

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