WO2022183328A1 - 混合动力系统及车辆 - Google Patents

混合动力系统及车辆 Download PDF

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Publication number
WO2022183328A1
WO2022183328A1 PCT/CN2021/078495 CN2021078495W WO2022183328A1 WO 2022183328 A1 WO2022183328 A1 WO 2022183328A1 CN 2021078495 W CN2021078495 W CN 2021078495W WO 2022183328 A1 WO2022183328 A1 WO 2022183328A1
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WO
WIPO (PCT)
Prior art keywords
gear
input shaft
engaged
output shaft
engine
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/CN2021/078495
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English (en)
French (fr)
Inventor
李至浩
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Schaeffler Technologies AG and Co KG
Original Assignee
Schaeffler Technologies AG and Co KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Schaeffler Technologies AG and Co KG filed Critical Schaeffler Technologies AG and Co KG
Priority to US18/278,848 priority Critical patent/US12012005B1/en
Priority to EP21928419.7A priority patent/EP4303050B1/en
Priority to CN202180087551.4A priority patent/CN116745157A/zh
Priority to PCT/CN2021/078495 priority patent/WO2022183328A1/zh
Publication of WO2022183328A1 publication Critical patent/WO2022183328A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/40—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the assembly or relative disposition of components
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/442—Series-parallel switching type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/20—Control strategies involving selection of hybrid configuration, e.g. selection between series or parallel configuration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/089—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears all of the meshing gears being supported by a pair of parallel shafts, one being the input shaft and the other the output shaft, there being no countershaft involved
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/091—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears including a single countershaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
    • F16H37/0806—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with a plurality of driving or driven shafts
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4825—Electric machine connected or connectable to gearbox input shaft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/90—Vehicles comprising electric prime movers
    • B60Y2200/92—Hybrid vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0047—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising five forward speeds
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the present invention relates to the field of vehicles, and more particularly, to a hybrid power system and a vehicle including the hybrid power system.
  • a strong hybrid power system or a plug-in hybrid power system may include an electric motor and a so-called hybrid-specific transmission, and such a hybrid power system has good flexibility and a high degree of modularity.
  • hybrid system including one electric motor and a hybrid-dedicated transmission
  • a hybrid system having a structure including an engine, an electric motor, a transmission including five synchromesh mechanisms, a hybrid system located between the engine and the electric motor A separate clutch between the motor and the transmission and a dual clutch between the motor and the transmission, the output shaft of the engine is drive-coupled with the input/output shaft of the motor through the separate clutch, and the input/output shaft of the motor is driven by the dual clutch and the input shaft of the transmission join.
  • the hybrid power system has a single clutch and a dual clutch with two clutch units, and five synchronous meshing mechanisms are arranged inside the transmission, the structure design of the hybrid power system is complicated. This would result in higher effort and cost to integrate the components of the hybrid system, and would also result in an increase in the size of the modules of the integrated hybrid system, thereby making the powertrain or vehicle containing the hybrid system larger The overall layout becomes larger.
  • hybrid system including an electric motor and a hybrid-dedicated transmission
  • hybrid system having a structure including an engine, an electric motor, a transmission including four synchromesh mechanisms, and A separate clutch between the engine and the transmission, the output shaft of the engine is drivingly coupled with the first input shaft of the transmission through the separate clutch, and the input/output shaft of the motor is drivingly coupled with the second input shaft of the transmission through a gear transmission mechanism.
  • the hybrid power system only includes one clutch, four synchronous meshing mechanisms are arranged inside the transmission, and the transmission also includes a reverse gear pair that works in the pure engine driving mode, so the structural design of the hybrid power system is also complicated. .
  • the present invention has been made based on the above-mentioned deficiencies of the prior art.
  • One object of the present invention is to provide a new type of hybrid power system, which can realize the same or even more working modes than the hybrid power system described in the above background art, and has a simpler structure, a more compact size and lower cost.
  • Another object of the present invention is to provide a vehicle including the hybrid system.
  • the present invention provides a hybrid power system as follows, the hybrid power system includes:
  • a transmission comprising a first input shaft, a second input shaft, an output shaft and an intermediate shaft
  • the second input shaft is external to the first input shaft and the second input shaft and the first input shaft Can be rotated independently of each other
  • the first input shaft is provided with a first synchromesh mechanism
  • the output shaft is provided with a second synchromesh mechanism, which is provided on the first input shaft in a non-torsion-resistant manner and is connected with the
  • the first gear of the first input shaft corresponding to the first synchromesh mechanism and the first gear of the intermediate shaft arranged on the intermediate shaft in a torsion-resistant manner are always in meshing state, and are arranged on the first input in a non-torsion-resistant manner
  • the first input shaft and the second gear corresponding to the first synchronous meshing mechanism and the first gear of the output shaft arranged on the output shaft in a torsion-resistant manner are always in meshing state, and are arranged in a non-torsion-resistant manner on the output shaft.
  • the output shaft and the output shaft second gear and the output shaft third gear corresponding to the second synchromesh mechanism are respectively connected with the second input shaft first gear and the second input shaft first gear and The second gear of the second input shaft is always in a meshing state, the intermediate shaft is also provided with a second gear of the intermediate shaft in a torsion-resistant manner, and the second gear of the intermediate shaft and the second gear of the second input shaft are always in a meshing state ;
  • An engine and a dual clutch includes a first clutch unit and a second clutch unit, the engine is connected to the first input shaft and the second output shaft via the dual clutch, so that when the first When the clutch unit is engaged/disengaged, the engine and the first input shaft realize transmission coupling/disengagement, and when the second clutch unit is engaged/disengaged, the engine and the second input shaft realize transmission coupling/disengagement The transmission link.
  • the dual clutch is arranged radially inward of the rotor of the electric motor.
  • the input/output shaft of the motor is directly connected to the second input shaft in a coaxial manner;
  • the electric motor is always drivingly coupled with the second input shaft via the second input shaft first gear or the second input shaft second gear.
  • the input/output shaft of the motor is directly connected to the intermediate shaft in a coaxial manner;
  • the motor is always connected with the gear pair formed by the second gear of the output shaft and the first gear of the second input shaft or the gear pair formed by the third gear of the output shaft and the second gear of the second input shaft. the second input shaft drive coupling; or
  • the electric motor is always in driving connection with the second input shaft via a gear pair formed by an additional intermediate gear and a first gear of the second input shaft.
  • the hybrid power system further includes a control module capable of controlling the hybrid power system to enable the hybrid power system to realize a pure motor drive mode, a pure engine drive mode and/or a hybrid drive mode, wherein
  • the hybrid power system When the hybrid power system is in the pure motor driving mode, the engine is in a non-operating state, the motor is in an operating state, the first clutch unit and the second clutch unit are both disconnected, and the first clutch unit is disconnected.
  • a synchromesh mechanism in a neutral state, the second synchromesh mechanism being engaged with the output shaft second gear or the output shaft third gear such that the electric motor transmits torque to the transmission for driving;
  • the hybrid power system When the hybrid power system is in the engine-only drive mode, the engine is in a running state, the electric machine is in a non-running state, the first clutch unit or the second clutch unit is engaged, the first synchronizing The meshing mechanism is engaged with the first input shaft first gear or the first input shaft second gear, and/or the second synchromesh mechanism is engaged with the output shaft second gear or the output shaft third gear is engaged such that the engine transmits torque to the transmission for propulsion;
  • the first clutch unit or the second clutch unit When the hybrid system is in the hybrid drive mode, the engine and the electric machine are both in operation, the first clutch unit or the second clutch unit is engaged, and the first synchromesh mechanism is connected to The first gear of the first input shaft or the second gear of the first input shaft is engaged, and/or the gear of the second synchromesh mechanism corresponding to the second gear of the output shaft or the third gear of the output shaft Engaged such that the engine and the electric machine transmit torque to the transmission for driving.
  • the first clutch unit is engaged and the second clutch unit is disengaged, the first synchromesh mechanism is engaged with the first input shaft first gear, and the second synchromesh mechanism is engaged with the output shaft second the gear or the third gear of the output shaft is engaged; or
  • the first clutch unit is engaged and the second clutch unit is disengaged, the first synchromesh mechanism is engaged with the first input shaft second gear, and the second synchromesh mechanism is in a neutral state; or
  • the first clutch unit is disengaged and the second clutch unit is engaged, the first synchromesh mechanism is in a neutral state, and the second synchromesh mechanism is connected to the output shaft second gear or the output shaft first gear. Three gears are engaged.
  • the first clutch unit is engaged and the second clutch unit is disengaged, the first synchromesh mechanism is engaged with the first input shaft first gear or the first input shaft second gear, and the second A synchromesh mechanism is engaged with the output shaft second gear or the output shaft third gear; or
  • the first clutch unit is disengaged and the second clutch unit is engaged, the first synchromesh mechanism is in a neutral state, and the second synchromesh mechanism is connected to the second gear of the output shaft or the third gear of the output shaft Gear engagement.
  • control module is capable of controlling the hybrid power system to enable the hybrid power system to implement an idle charging mode
  • the hybrid system When the hybrid system is in the idle charging mode, the engine and the electric machine are both in operation, the first clutch unit is disengaged and the second clutch unit is engaged, the first synchromesh mechanism and The second synchromesh mechanisms are all in a neutral state, such that the engine transmits torque to the electric machine to cause the electric machine to charge the battery.
  • control module is capable of controlling the hybrid power system to enable the hybrid power system to implement an engine start mode while driving,
  • the electric machine When the hybrid system is in the engine-on-the-run mode, the electric machine is in a running state, the first clutch unit is disengaged and the second clutch unit is engaged, and the first synchromesh mechanism is in a neutral state , the second synchromesh mechanism is engaged with the output shaft second gear or the output shaft third gear, so that the electric motor transmits torque to the transmission while transmitting torque to the engine for starting the engine.
  • the present invention provides a vehicle including the hybrid power system described in any one of the above technical solutions.
  • the present invention provides a new type of hybrid power system and vehicle.
  • the hybrid power system includes an engine, a motor, a double clutch and a transmission with two synchronous meshing mechanisms.
  • the structure design can realize the same or even more working modes as the hybrid power system using one electric motor and a hybrid power transmission in the background art, and the hybrid power system has a simpler structure, more compact size and lower cost.
  • FIG. 1 shows a schematic diagram of a connection structure of a hybrid power system according to an embodiment of the present invention.
  • FIG. 2 a is an explanatory diagram for explaining the transmission path of the torque of the electric motor in the transmission when the hybrid power system in FIG. 1 is in a first pure motor drive mode
  • FIG. 2 b is an illustration for explaining the hybrid power system in FIG. Illustration of the transmission path of the torque of the electric motor in the transmission in the pure motor drive mode.
  • FIG. 3a is an explanatory diagram for explaining the transmission path of the torque of the engine in the transmission when the hybrid system in FIG. 1 is in the first pure engine driving mode
  • FIG. 3b is an explanatory diagram for explaining the hybrid system in FIG. 1 in the second Figure 3c is an illustration for explaining the transmission path of the engine torque in the transmission when the hybrid power system in Figure 1 is in the third pure engine driving mode
  • Fig. 3d is an explanatory diagram for explaining the transmission path of the torque of the engine in the transmission when the hybrid power system in Fig. 1 is in the fourth pure engine driving mode
  • FIG. 4a is an explanatory diagram for explaining the transmission path of the torque of the engine and the motor in the transmission when the hybrid power system in FIG. 1 is in the first hybrid driving mode
  • FIG. 4b is an explanatory diagram for explaining the hybrid power system in FIG.
  • FIG. 4c is a diagram for explaining the torque of the engine and the electric motor in the transmission when the hybrid system in FIG. 1 is in the third hybrid driving mode.
  • Fig. 4d is an explanatory diagram for explaining the transmission path of the torque of the engine and the electric motor in the transmission when the hybrid system in Fig. 1 is in the fourth hybrid driving mode;
  • FIG. 4e is an explanatory diagram for explaining 1 is an explanatory diagram of the transmission path of the torque of the engine and the electric machine in the transmission when the hybrid system in FIG. 1 is in the fifth hybrid driving mode;
  • FIG. 4f is a diagram for explaining that the hybrid system in FIG. 1 is in the sixth hybrid driving mode An explanatory diagram of the transmission path of the torque of the engine and the electric motor in the transmission.
  • FIG. 5 is an explanatory diagram for explaining the transmission path of the torque of the engine in the transmission when the hybrid system in FIG. 1 is in the idle charging mode.
  • Fig. 6a is an explanatory diagram for explaining the transmission path of the torque of the electric motor in the transmission when the hybrid system in Fig. 1 is in the first running-time engine mode
  • Fig. 6b is an explanatory diagram for explaining the hybrid system in Fig. 1 in the first mode 2.
  • 7a to 7d are schematic diagrams of connection structures of a modification of the hybrid system in FIG. 1 .
  • ICE engine K1 first clutch unit K2 second clutch unit EM motor DCT transmission S1 first input shaft S2 second input shaft S3 output shaft S4 intermediate shaft G11, G12, G21, G22, G31, G32, G33, G34, G41, G42, G5, G6 gears A1 first synchromesh mechanism A2 second synchromesh mechanism DM differential TI wheels.
  • transmission coupling refers to a connection between two components capable of transmitting driving force/torque, and unless otherwise specified, means a direct connection or an indirect connection between the two components.
  • a hybrid power system includes an engine ICE, a dual clutch (including a first clutch unit K1 and a second clutch unit K2), an electric motor EM, a transmission DCT, a differential DM and battery (not shown).
  • the engine ICE is, for example, a four-cylinder engine.
  • the output shaft of the engine ICE is connected to the first input shaft S1 and the second input shaft S2 of the transmission DCT via the dual clutch.
  • the first clutch unit K1 of the dual clutch When the first clutch unit K1 of the dual clutch is engaged/disengaged, the output shaft of the engine ICE and the first input shaft S1 of the transmission DCT realize transmission coupling/disengagement; when the second clutch unit K2 of the dual clutch is engaged/disengaged, The output shaft of the engine ICE and the second input shaft S2 of the transmission DCT are drive-coupling/uncoupling.
  • a vibration damping mechanism such as a dual mass flywheel or the like may be provided between the engine ICE and the dual clutch.
  • the dual clutch (the first clutch unit K1 and the second clutch unit K2 ) is, for example, a conventional friction clutch, and the structure of the dual clutch will not be described in detail here.
  • the dual clutch can be integrated into the radially inner side of the rotor of the motor EM, so that the axial dimension of the entire hybrid system can be shortened.
  • the input/output shaft (rotor) of the motor EM is directly connected to the second input shaft S2 of the transmission DCT in a coaxial manner, so that the driving force/torque can be bidirectionally transmitted between the motor EM and the transmission DCT.
  • the above-mentioned "direct connection in a coaxial manner" includes that the input/output shaft of the motor EM and the second input shaft S2 of the transmission DCT are the same shaft, and the input/output shaft (rotor) of the motor EM and the second input shaft of the transmission DCT are the same shaft.
  • the two S2 are connected in a coaxial manner in a torsionally fixed or rigid manner, and the rotor of the electric machine EM is connected torsionally fixedly with the second input shaft S2 via, for example, a rotor bracket, a spline structure, or the like.
  • the electric motor EM acts as an electric motor to transmit the driving force/torque to the second input shaft S2 of the transmission DCT, and the electric motor EM obtains the driving force/torque from the second input shaft S2
  • the electric machine EM acts as a generator to charge the battery.
  • a battery (not shown) is electrically connected to the motor EM, so that the battery can supply electrical energy to the motor EM, and the battery can be charged through the motor EM.
  • the transmission DCT includes a first input shaft S1 , a second input shaft S2 , an output shaft S3 and an intermediate shaft S4 .
  • the first input shaft S1 may be a solid shaft
  • the second input shaft S2 may be a hollow shaft
  • the first input shaft S1 passes through the interior of the second input shaft S2, that is, the second input shaft S2 covers the first input shaft S1, and the first input shaft S2
  • the central axis of the first input shaft S1 is the same as the central axis of the second input shaft S2.
  • the first input shaft S1 and the second input shaft S2 are each independently rotatable.
  • the output shaft S3 is arranged in parallel with the first input shaft S1 and the second input shaft S2 spaced apart and the intermediate shaft S4 is arranged in parallel with the first input shaft S1 and the second input shaft S2 spaced apart.
  • the transmission DCT further includes a plurality of gears G11 , G12 , G21 , G22 , G31 , G32 , G33 , G34 , G41 , G42 , and G5 , and synchromesh mechanisms A1 , A2 provided on the respective shafts.
  • the first synchromesh mechanism A1 is disposed on the first input shaft S1
  • the second synchromesh mechanism A2 is disposed on the output shaft S3.
  • Each synchromesh mechanism A1, A2 includes a synchronizer and a gear actuator and corresponds to two gears respectively
  • the first synchromesh mechanism A1 corresponds to the gears G11, G12
  • the second synchromesh mechanism A2 corresponds to the gears G32, G33.
  • the gear G11 is arranged on the first input shaft S1 in a non-torsion-resistant manner, so that the gear G11 can rotate freely relative to the first input shaft S1, and the gear G41 is arranged on the intermediate shaft S4 in a torsion-resistant manner, so that the gear G41 can always follow the rotation of the intermediate shaft S4.
  • the intermediate shaft S4 rotates, and the gear G11 and the gear G41 are always in meshing state to form a gear pair.
  • the gear G12 is spaced apart from the gear G11 and is provided on the first input shaft S1 in a non-torsion-resistant manner, so that the gear G12 can rotate freely relative to the first input shaft S1, and the gear G31 is provided on the output shaft S3 in a torsion-resistant manner, so that The gear G31 can always rotate with the output shaft S3, and the gear G12 and the gear G31 are always in meshing state to form a gear pair.
  • the gear G21 is arranged on the second input shaft S2 in a torsion-resistant manner, so that the gear G21 can always rotate with the second input shaft S2, and the gear G32 is spaced apart from the gear G31 and arranged on the output shaft S3 in a non-torsion-resistant manner, so that The gear G32 can rotate freely relative to the output shaft S3, and the gear G21 and the gear G32 are always in meshing state to form a gear pair.
  • the gear G22 is arranged on the second input shaft S2 in a torsion-resistant manner, so that the gear G22 can always rotate with the second input shaft S2, and the gear G33 is spaced apart from the gear G32 and arranged on the output shaft S3 in a non-torsion-resistant manner, so that The gear G33 can rotate freely relative to the output shaft S3, and the gear G22 and the gear G33 are always in meshing state to form a gear pair.
  • the gear G42 is spaced apart from the gear G41 and is provided on the intermediate shaft S4 in a torsion-resistant manner, so that the gear G42 can always rotate with the intermediate shaft S4, and the gear G22 is also always in meshing state with the gear G42 to form a gear pair.
  • the plurality of gears of the transmission DCT are meshed with each other to form a plurality of gear pairs corresponding to the plurality of gears of the transmission DCT respectively, and the synchromesh mechanisms A1 and A2 can be engaged with or disengaged from the corresponding gears to achieve Shift.
  • the synchronizers of the corresponding synchromesh mechanisms A1 and A2 are actuated to engage with the corresponding gears to achieve selective transmission coupling or decoupling between the shafts.
  • the gear G5 serving as the differential input gear of the differential DM and the gear G34 of the transmission DCT, which is provided on the output shaft S3 in a torsion-proof manner, are always in meshed state, so that the differential DM and the transmission DCT are always in meshed state.
  • the output shaft S3 is always in the transmission connection state.
  • the differential DM is not included in the transmission DCT, but the differential DM may be integrated into the transmission DCT as required.
  • the driving force/torque from the engine ICE and the motor EM can be transmitted to the differential DM via the transmission DCT for further output to the wheels TI of the vehicle.
  • the hybrid power system according to an embodiment of the present invention shown in FIG. 1 has various operating modes, including but not limited to pure motor driving mode, pure engine driving mode, hybrid driving mode, idle charging mode, start-up while driving Engine mode (operating mode in which the engine is started when the vehicle is driven purely by electric motors).
  • Table 1 below shows the working states of the electric motor EM, the engine ICE, the first clutch unit K1, the second clutch unit K2, the first synchromesh mechanism A1, and the second synchromesh mechanism A2 in the above-mentioned exemplary working modes .
  • EM1 to EM2 represent two pure motor drive modes, which can be used in reverse gear situations.
  • ICE1 to ICE5 represent five pure engine driving modes.
  • Hybrid1 to Hybrid6 represent six hybrid drive modes, Hybrid1 is equivalent to EM1+ICE1, Hybrid2 is equivalent to EM1+ICE2, Hybrid3 is equivalent to EM1+ICE3, Hybrid4 is equivalent to EM2+ICE3, Hybrid5 is equivalent to EM2+ICE4, and Hybrid6 is equivalent to EM2+ICE4 EM2+ICE5.
  • ICE start1 and ICE start2 represent two modes of starting the engine while driving.
  • EM, ICE, K1, K2, A1, and A2 in the first row of Table 1 correspond to the reference numerals in A clutch unit, a second clutch unit, a first synchromesh mechanism, and a second synchromesh mechanism.
  • N means that the first synchromesh mechanism A1 is in a neutral state of disengagement with both the gear G11 and the gear G12
  • N means the second synchromesh mechanism A2 is in a neutral state of disengagement with both gears G32 and G33.
  • a control module (not shown) of the hybrid power system can control the hybrid power system so that the hybrid power system realizes two pure motor driving modes EM1 to EM2.
  • the motor EM is running
  • the engine ICE is in a non-running state
  • the first clutch unit K1 and the second clutch unit K2 are both separated;
  • the first synchromesh mechanism A1 is in a neutral state, and the second synchromesh mechanism A2 is engaged with the gear G32.
  • the motor EM transmits torque to the differential DM for driving via the second input shaft S2 ⁇ gear G21 ⁇ gear G32 ⁇ output shaft S3 ⁇ gear G34 ⁇ gear G5.
  • the motor EM is running
  • the engine ICE is in a non-running state
  • the first clutch unit K1 and the second clutch unit K2 are both separated;
  • the first synchromesh mechanism A1 is in a neutral state, and the second synchromesh mechanism A2 is engaged with the gear G33.
  • the motor EM transmits torque to the differential DM for driving via the second input shaft S2 ⁇ gear G22 ⁇ gear G33 ⁇ output shaft S3 ⁇ gear G34 ⁇ gear G5.
  • control module of the hybrid power system can control the hybrid power system so that the hybrid power system realizes five pure engine driving modes ICE1 to ICE5.
  • the motor EM is in a non-running state
  • the first clutch unit K1 is engaged, and the second clutch unit K2 is disengaged;
  • the first synchromesh mechanism A1 is engaged with the gear G11, and the second synchromesh mechanism A2 is engaged with the gear G32.
  • the engine ICE passes through the first input shaft S1 ⁇ gear G11 ⁇ gear G41 ⁇ intermediate shaft S4 ⁇ gear G42 ⁇ gear G22 ⁇ second input shaft S2 ⁇ gear G21 ⁇ gear G32 ⁇ output shaft S3 ⁇ gear G34 ⁇ Gear G5 transmits torque to the differential DM for driving.
  • the motor EM is in a non-running state
  • the first clutch unit K1 is disengaged, and the second clutch unit K2 is engaged;
  • the first synchromesh mechanism A1 is in a neutral state, and the second synchromesh mechanism A2 is engaged with the gear G32.
  • the engine ICE transmits torque to the differential DM for driving via the second input shaft S2 ⁇ gear G21 ⁇ gear G32 ⁇ output shaft S3 ⁇ gear G34 ⁇ gear G5.
  • the motor EM is in a non-running state
  • the first clutch unit K1 is engaged, and the second clutch unit K2 is disengaged;
  • the first synchromesh mechanism A1 is engaged with the gear G12, and the second synchromesh mechanism A2 is in a neutral state.
  • the engine ICE transmits torque to the differential DM for driving via the first input shaft S1 ⁇ gear G12 ⁇ gear G31 ⁇ output shaft S3 ⁇ gear G34 ⁇ gear G5.
  • the motor EM is in a non-running state
  • the first clutch unit K1 is engaged, and the second clutch unit K2 is disengaged;
  • the first synchromesh mechanism A1 is engaged with the gear G11, and the second synchromesh mechanism A2 is engaged with the gear G33.
  • the engine ICE passes through the first input shaft S1 ⁇ gear G11 ⁇ gear G41 ⁇ intermediate shaft S4 ⁇ gear G42 ⁇ gear G22 ⁇ gear G33 ⁇ output shaft S3 ⁇ gear G34 ⁇ gear G5 to the differential DM Torque is transmitted for driving.
  • the motor EM is in a non-running state
  • the first clutch unit K1 is disengaged, and the second clutch unit K2 is engaged;
  • the first synchromesh mechanism A1 is in a neutral state, and the second synchromesh mechanism A2 is engaged with the gear G33.
  • the engine ICE transmits torque to the differential DM for driving via the second input shaft S2 ⁇ gear G22 ⁇ gear G33 ⁇ output shaft S3 ⁇ gear G34 ⁇ gear G5.
  • control module of the hybrid power system can control the hybrid power system so that the hybrid power system realizes six hybrid driving modes Hybrid1 to Hybrid6.
  • the first clutch unit K1 is engaged, and the second clutch unit K2 is disengaged;
  • the first synchromesh mechanism A1 is engaged with the gear G11, and the second synchromesh mechanism A2 is engaged with the gear G32.
  • the motor EM transmits torque to the differential DM for driving via the second input shaft S2 ⁇ gear G21 ⁇ gear G32 ⁇ output shaft S3 ⁇ gear G34 ⁇ gear G5, and the engine ICE via the first Input shaft S1 ⁇ gear G11 ⁇ gear G41 ⁇ intermediate shaft S4 ⁇ gear G42 ⁇ gear G22 ⁇ second input shaft S2 ⁇ gear G21 ⁇ gear G32 ⁇ output shaft S3 ⁇ gear G34 ⁇ gear G5 to transmit torque to the differential DM to drive.
  • the first clutch unit K1 is disengaged, and the second clutch unit K2 is engaged;
  • the first synchromesh mechanism A1 is in a neutral state, and the second synchromesh mechanism A2 is engaged with the gear G32.
  • the motor EM transmits torque to the differential DM for driving via the second input shaft S2 ⁇ gear G21 ⁇ gear G32 ⁇ output shaft S3 ⁇ gear G34 ⁇ gear G5, and the engine ICE via the second
  • the input shaft S2 ⁇ gear G21 ⁇ gear G32 ⁇ output shaft S3 ⁇ gear G34 ⁇ gear G5 transmits torque to the differential DM for driving.
  • the first clutch unit K1 is engaged, and the second clutch unit K2 is disengaged;
  • the first synchromesh mechanism A1 is engaged with the gear G12
  • the second synchromesh mechanism A2 is engaged with the gear G32.
  • the motor EM transmits torque to the differential DM for driving via the second input shaft S2 ⁇ gear G21 ⁇ gear G32 ⁇ output shaft S3 ⁇ gear G34 ⁇ gear G5, and the engine ICE via the first
  • the input shaft S1 ⁇ gear G12 ⁇ gear G31 ⁇ output shaft S3 ⁇ gear G34 ⁇ gear G5 transmits torque to the differential DM for driving.
  • the first clutch unit K1 is engaged, and the second clutch unit K2 is disengaged;
  • the first synchromesh mechanism A1 is engaged with the gear G12
  • the second synchromesh mechanism A2 is engaged with the gear G33.
  • the motor EM transmits torque to the differential DM for driving via the second input shaft S2 ⁇ gear G22 ⁇ gear G33 ⁇ output shaft S3 ⁇ gear G34 ⁇ gear G5, and the engine ICE via the first
  • the input shaft S1 ⁇ gear G12 ⁇ gear G31 ⁇ output shaft S3 ⁇ gear G34 ⁇ gear G5 transmits torque to the differential DM for driving.
  • the first clutch unit K1 is engaged, and the second clutch unit K2 is disengaged;
  • the first synchromesh mechanism A1 is engaged with the gear G11, and the second synchromesh mechanism A2 is engaged with the gear G33.
  • the motor EM transmits torque to the differential DM for driving via the second input shaft S2 ⁇ gear G22 ⁇ gear G33 ⁇ output shaft S3 ⁇ gear G34 ⁇ gear G5, and the engine ICE via the first Input shaft S1 ⁇ gear G11 ⁇ gear G41 ⁇ intermediate shaft S4 ⁇ gear G42 ⁇ gear G22 ⁇ gear G33 ⁇ output shaft S3 ⁇ gear G34 ⁇ gear G5 transmit torque to the differential DM for driving.
  • the first clutch unit K1 is disengaged, and the second clutch unit K2 is engaged;
  • the first synchromesh mechanism A1 is in a neutral state, and the second synchromesh mechanism A2 is engaged with the gear G33.
  • the motor EM transmits torque to the differential DM for driving via the second input shaft S2 ⁇ gear G22 ⁇ gear G33 ⁇ output shaft S3 ⁇ gear G34 ⁇ gear G5, and the engine ICE via the second
  • the input shaft S2 ⁇ gear G22 ⁇ gear G33 ⁇ output shaft S3 ⁇ gear G34 ⁇ gear G5 transmits torque to the differential DM for driving.
  • control module of the hybrid power system can also control the hybrid power system so that the hybrid power system realizes the idle charging mode SC.
  • the first clutch unit K1 is disengaged, and the second clutch unit K2 is engaged;
  • both the first synchromesh mechanism A1 and the second synchromesh mechanism A2 are in a neutral state.
  • the engine ICE transmits torque to the electric machine EM via the second input shaft S2 so that the electric machine EM charges the battery.
  • control module of the hybrid power system can also control the hybrid power system to enable the hybrid power system to realize two driving engine start modes ICE start1 and ICE start2.
  • the motors EM are all in operation, and the engine ICE is to be started;
  • the first clutch unit K1 is disengaged, and the second clutch unit K2 is engaged;
  • the first synchromesh mechanism A1 is in a neutral state, and the second synchromesh mechanism A2 is engaged with the gear G32.
  • the motor EM transmits torque to the differential DM for driving via the second input shaft S2 ⁇ gear G21 ⁇ gear G32 ⁇ output shaft S3 ⁇ gear G34 ⁇ gear G5, while the motor EM transmits torque for driving via the second input shaft S2 ⁇ gear G21 ⁇ gear G32 ⁇ output shaft S3 ⁇ gear G34 ⁇ gear G5
  • the input shaft S2 transmits torque to the engine ICE for starting the engine ICE.
  • the motor EM is running, and the engine ICE is to be started;
  • the first clutch unit K1 is disengaged, and the second clutch unit K2 is engaged;
  • the first synchromesh mechanism A1 is in a neutral state, and the second synchromesh mechanism A2 is engaged with the gear G33.
  • the motor EM transmits torque to the differential DM for driving via the second input shaft S2 ⁇ gear G22 ⁇ gear G33 ⁇ output shaft S3 ⁇ gear G34 ⁇ gear G5, while the motor EM transmits torque for driving via the second input shaft S2 ⁇ gear G22 ⁇ gear G33 ⁇ output shaft S3 ⁇ gear G34 ⁇ gear G5
  • the input shaft S2 transmits torque to the engine ICE for starting the engine ICE.
  • the hybrid system in FIG. 1 can also realize braking energy recovery, load point transfer, and torque compensation when shifting gears.
  • the structure of the hybrid system according to the variant of the invention shown in FIGS. 7a to 7d differs from the structure of the hybrid system according to an embodiment of the invention shown in FIG. 1 mainly in that the electric machine EM and the The manner of the transmission coupling of the second input shaft S2 is different.
  • the gear of the input/output shaft of the motor EM is always in meshing state with the gear G21 provided on the second input shaft S2 in a torsion-proof manner via an additional intermediate gear G6, so the input/output of the motor EM
  • the shaft is always drivingly coupled to the second input shaft S2.
  • the input/output shaft (rotor) of the motor EM is directly connected coaxially with the intermediate shaft S4, so the input/output shaft (rotor) of the motor EM passes through the gears provided on the intermediate shaft S4 in a torsion-proof manner G42 and the gear G22 provided on the second input shaft S2 in a torsion-proof manner are always drivingly coupled with the second input shaft S2.
  • the gear G32 of the input/output shaft of the motor EM and the gear G32 provided on the output shaft S3 in a non-torsion-resistant manner are always in meshing state, and the gear G32 is provided on the second input in a torsion-resistant manner.
  • the gear G21 of the shaft S2 is always in the meshing state, so the input/output shaft of the electric motor EM and the second input shaft S2 are always drivingly coupled.
  • the gear of the input/output shaft of the motor EM is always in meshing state with the gear G33 provided on the output shaft S3 in a non-torsion-resistant manner, and the gear G33 is provided on the second input in a torsion-resistant manner.
  • the gear G22 of the shaft S2 is always in meshing state, so the input/output shaft of the motor EM and the second input shaft S2 are always drivingly coupled.
  • the hybrid system shown in FIGS. 7 a to 7 d according to the modification of the present invention can also realize the various working modes described above and the beneficial effects of the present invention.
  • the hybrid power system according to the present invention can realize a modular design to realize a hybrid power module, and the hybrid power module can further include a module housing, a cooling jacket, and a motor rotor bracket as required in addition to the above-described components. and other components such as bearings.
  • the transmission of the hybrid system according to the present invention includes only two synchromesh mechanisms, as compared to the hybrid system described in the background art, which includes a transmission having five synchromesh mechanisms, one single clutch and one dual clutch and a dual clutch, while enabling five pure engine drive modes and six hybrid drive modes.
  • the hybrid power system according to the present invention is simpler in structure, more compact in size and lower in cost.
  • the transmission of the hybrid system according to the present invention includes only two synchromesh mechanisms and no dedicated reverse gear vice.
  • the hybrid power system according to the present invention is simpler in structure, compact in size and lower in cost.
  • the hybrid system according to the present invention can employ a large engine such as a four-cylinder engine.
  • the hybrid power system according to the present invention can always achieve no torque interruption when shifting gears, in addition to being simpler in structure, more compact in size and lower in cost than the existing hybrid power system structure described in the background art, This provides better driving performance, and can also optimize the working state of the motor for different load configurations and start the engine smoothly when driving a purely motor-driven vehicle.
  • the hybrid system according to the present invention can be applied as a strong hybrid system and a plug-in hybrid system, and can be used for various vehicle types.
  • the gear G11 may correspond to the first gear of the first input shaft
  • the gear G12 may correspond to the second gear of the first input shaft
  • the gear G21 may correspond to the first gear of the second input shaft
  • gear G22 can correspond to the second gear of the second input shaft
  • gear G31 can correspond to the first gear of the output shaft
  • gear G32 can correspond to the second gear of the output shaft
  • gear G33 can correspond to the third gear of the output shaft
  • gear G34 can correspond to the output shaft
  • the gear G41 can correspond to the first gear of the intermediate shaft
  • the gear G42 can correspond to the second gear of the intermediate shaft.

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Abstract

一种混合动力系统及车辆，该混合动力系统包括一个发动机（ICE）、一个电机（EM）、一个双离合器和具有两个同步啮合机构（A1、A2）的变速器（DCT）。该混合动力系统通过合理的结构设计能够实现与背景技术中的采用一个电机和混合动力专用变速器的混合动力系统相同甚至更多的工作模式，并且该混合动力系统结构更加简单，尺寸更紧凑且成本更低。

Description

混合动力系统及车辆 技术领域
本发明涉及车辆领域，更具体地涉及一种混合动力系统及包括该混合动力系统的车辆。
背景技术
在现有技术中，强混混合动力系统或插电型混合动力系统可以包括一个电机和所谓的混合动力专用变速器，这样的混合动力系统灵活性好且模块化程度高。
作为上述的包括一个电机和混合动力专用变速器的混合动力系统的一个示例，存在具有如下结构的一种混合动力系统，其包括发动机、一个电机、包括五个同步啮合机构的变速器、位于发动机和电机之间的单独的离合器以及位于电机和变速器之间的双离合器，发动机的输出轴通过单独的离合器与电机的输入/输出轴传动联接，电机的输入/输出轴通过双离合器与变速器的输入轴传动联接。
由于该混合动力系统具有一个单独的离合器和一个具有两个离合单元的双离合器，并且变速器的内部设置五个同步啮合机构，因此该混合动力系统的结构设计复杂。这将导致将该混合动力系统的各部件整合在一起的努力和成本变高，而且还将导致整合后的混合动力系统的模块的尺寸变大，从而使得包含该混合动力系统的动力系统或车辆的整体布局变大。
作为上述的包括一个电机和混合动力专用变速器的混合动力系统的另一个示例，还存在具有如下结构的另一种混合动力系统，其包括发动机、一个电机、包括四个同步啮合机构的变速器以及位于发动机和变速器之间的单独的离合器，发动机的输出轴通过单独的离合器与变速器的第一输入轴传动 联接，电机的输入/输出轴通过齿轮传动机构与变速器的第二输入轴传动联接。
虽然该混合动力系统仅包括一个离合器，但是变速器的内部设置四个同步啮合机构，而且变速器还包括在纯发动机驱动模式下起作用的倒挡齿轮副，因此该混合动力系统的结构设计也较复杂。
发明内容
基于上述现有技术的缺陷而做出了本发明。本发明的一个目的在于提供一种新型的混合动力系统，该混合动力系统与上述背景技术中说明的混合动力系统相比能够实现相同甚至更多的工作模式，而且结构更加简单，尺寸更紧凑且成本更低。本发明的另一个目的在于提供一种包括该混合动力系统的车辆。
为了实现上述发明目的，本发明采用如下的技术方案。
本发明提供了一种如下的混合动力系统，所述混合动力系统包括：
变速器，所述变速器包括第一输入轴、第二输入轴、输出轴和中间轴，所述第二输入轴外套于所述第一输入轴且所述第二输入轴和所述第一输入轴能够彼此独立地转动，所述第一输入轴设置有第一同步啮合机构，所述输出轴设置有第二同步啮合机构，以非抗扭的方式设置于所述第一输入轴且与所述第一同步啮合机构对应的第一输入轴第一齿轮与以抗扭的方式设置于所述中间轴的中间轴第一齿轮始终处于啮合状态，以非抗扭的方式设置于所述第一输入轴且与所述第一同步啮合机构对应的第一输入轴第二齿轮与以抗扭的方式设置于所述输出轴的输出轴第一齿轮始终处于啮合状态，以非抗扭的方式设置于所述输出轴且与所述第二同步啮合机构对应的输出轴第二齿轮和输出轴第三齿轮分别与以抗扭的方式设置于所述第二输入轴的第二输入轴第一齿轮和第二输入轴第二齿轮始终处于啮合状态，所述中间轴还以 抗扭的方式设置有中间轴第二齿轮，该中间轴第二齿轮与所述第二输入轴第二齿轮始终处于啮合状态；
电机，所述电机始终与所述第二输入轴传动联接；以及
发动机和双离合器，所述双离合器包括第一离合单元和第二离合单元，所述发动机经由所述双离合器与所述第一输入轴和所述第二输出轴相连，使得当所述第一离合单元接合/分离时所述发动机与所述第一输入轴实现传动联接/解除传动联接，当所述第二离合单元接合/分离时所述发动机与所述第二输入轴实现传动联接/解除该传动联接。
优选地，所述双离合器配置于所述电机的转子的径向内侧。
更优选地，所述电机的输入/输出轴与所述第二输入轴以同轴的方式直接连接；或者
所述电机经由所述第二输入轴第一齿轮或所述第二输入轴第二齿轮始终与所述第二输入轴传动联接。
更优选地，所述电机的输入/输出轴与所述中间轴以同轴的方式直接连接；或者
所述电机经由所述输出轴第二齿轮和所述第二输入轴第一齿轮构成的齿轮副或者经由所述输出轴第三齿轮和所述第二输入轴第二齿轮构成的齿轮副始终与所述第二输入轴传动联接；或者
所述电机经由附加的中间齿轮与所述第二输入轴第一齿轮构成的齿轮副始终与所述第二输入轴传动联接。
更优选地，所述混合动力系统还包括控制模块，所述控制模块能够控制所述混合动力系统使所述混合动力系统实现纯电机驱动模式、纯发动机驱动模式和/或混合动力驱动模式，其中
当所述混合动力系统处于所述纯电机驱动模式时，所述发动机处于非运行状态，所述电机处于运行状态，所述第一离合单元和所述第二离合单元均 分离，所述第一同步啮合机构处于中性状态，所述第二同步啮合机构与所述输出轴第二齿轮或所述输出轴第三齿轮接合，使得所述电机向所述变速器传递扭矩以用于驱动；
当所述混合动力系统处于所述纯发动机驱动模式时，所述发动机处于运行状态，所述电机处于非运行状态，所述第一离合单元或所述第二离合单元接合，所述第一同步啮合机构与所述第一输入轴第一齿轮或所述第一输入轴第二齿轮接合，和/或所述第二同步啮合机构与所述输出轴第二齿轮或所述输出轴第三齿轮接合，使得所述发动机向所述变速器传递扭矩以用于驱动；
当所述混合动力系统处于所述混合动力驱动模式时，所述发动机和所述电机均处于运行状态，所述第一离合单元或所述第二离合单元接合，所述第一同步啮合机构与所述第一输入轴第一齿轮或所述第一输入轴第二齿轮接合，和/或所述第二同步啮合机构与所述输出轴第二齿轮或所述输出轴第三齿轮对应的齿轮接合，使得所述发动机和所述电机向所述变速器传递扭矩以用于驱动。
更优选地，当所述混合动力系统处于所述纯发动机驱动模式时，
所述第一离合单元接合且所述第二离合单元分离，所述第一同步啮合机构与所述第一输入轴第一齿轮接合，并且所述第二同步啮合机构与所述输出轴第二齿轮或所述输出轴第三齿轮接合；或者
所述第一离合单元接合且所述第二离合单元分离，所述第一同步啮合机构与所述第一输入轴第二齿轮接合，并且所述第二同步啮合机构处于中性状态；或者
所述第一离合单元分离且所述第二离合单元接合，所述第一同步啮合机构处于中性状态，并且所述第二同步啮合机构与所述输出轴第二齿轮或所述输出轴第三齿轮接合。
更优选地，当所述混合动力系统处于所述混合动力驱动模式时，
所述第一离合单元接合且所述第二离合单元分离，所述第一同步啮合机构与所述第一输入轴第一齿轮或所述第一输入轴第二齿轮接合，并且所述第二同步啮合机构与所述输出轴第二齿轮或所述输出轴第三齿轮接合；或者
所述第一离合单元分离且所述第二离合单元接合，所述第一同步啮合机构处于中性状态，所述第二同步啮合机构与所述输出轴第二齿轮或所述输出轴第三齿轮接合。
更优选地，所述控制模块能够控制所述混合动力系统使所述混合动力系统实现怠速充电模式，
当所述混合动力系统处于所述怠速充电模式时，所述发动机和所述电机均处于运行状态，所述第一离合单元分离且所述第二离合单元接合，所述第一同步啮合机构和所述第二同步啮合机构均处于中性状态，使得所述发动机向所述电机传递扭矩以使得所述电机对电池进行充电。
更优选地，所述控制模块能够控制所述混合动力系统使所述混合动力系统实现行驶时启动发动机模式，
当所述混合动力系统处于所述行驶时启动发动机模式时，所述电机处于运行状态，所述第一离合单元分离且所述第二离合单元接合，所述第一同步啮合机构处于中性状态，所述第二同步啮合机构与所述输出轴第二齿轮或所述输出轴第三齿轮接合，使得所述电机向所述变速器传递扭矩的同时向所述发动机传递扭矩以用于启动所述发动机。
本发明提供一种如下的车辆，所述车辆包括以上技术方案中任意一项技术方案所述的混合动力系统。
通过采用上述技术方案，本发明提供了一种新型的混合动力系统及车辆，该混合动力系统包括发动机、一个电机、一个双离合器和具有两个同步啮合机构的变速器，该混合动力系统通过合理的结构设计能够实现与背景技术中的采用一个电机和混合动力专用变速器的混合动力系统相同甚至更多 的工作模式，并且该混合动力系统结构更加简单，尺寸更紧凑且成本更低。
附图说明
图1示出了根据本发明的一实施方式的混合动力系统的连接结构的示意图。
图2a是用于说明图1中的混合动力系统处于第一纯电机驱动模式时电机的扭矩在变速器中的传递路径的说明图；图2b是用于说明图1中的混合动力系统处于第二纯电机驱动模式时电机的扭矩在变速器中的传递路径的说明图。
图3a是用于说明图1中的混合动力系统处于第一纯发动机驱动模式时发动机的扭矩在变速器中的传递路径的说明图；图3b是用于说明图1中的混合动力系统处于第二纯发动机驱动模式时发动机的扭矩在变速器中的传递路径的说明图；图3c是用于说明图1中的混合动力系统处于第三纯发动机驱动模式时发动机的扭矩在变速器中的传递路径的说明图；图3d是用于说明图1中的混合动力系统处于第四纯发动机驱动模式时发动机的扭矩在变速器中的传递路径的说明图；图3e是用于说明图1中的混合动力系统处于第五纯发动机驱动模式时发动机的扭矩在变速器中的传递路径的说明图。
图4a是用于说明图1中的混合动力系统处于第一混合动力驱动模式时发动机和电机的扭矩在变速器中的传递路径的说明图；图4b是用于说明图1中的混合动力系统处于第二混合动力驱动模式时发动机和电机的扭矩在变速器中的传递路径的说明图；图4c是用于说明图1中的混合动力系统处于第三混合动力驱动模式时发动机和电机的扭矩在变速器中的传递路径的说明图；图4d是用于说明图1中的混合动力系统处于第四混合动力驱动模式时发动机和电机的扭矩在变速器中的传递路径的说明图；图4e是用于说明图1中的混合动力系统处于第五混合动力驱动模式时发动机和电机的扭矩在变速器中 的传递路径的说明图；图4f是用于说明图1中的混合动力系统处于第六混合动力驱动模式时发动机和电机的扭矩在变速器中的传递路径的说明图。
图5是用于说明图1中的混合动力系统处于怠速充电模式时发动机的扭矩在变速器中的传递路径的说明图。
图6a是用于说明图1中的混合动力系统处于第一行驶时启动发动机模式时电机的扭矩在变速器中的传递路径的说明图；图6b是用于说明图1中的混合动力系统处于第二行驶时启动发动机模式时电机的扭矩在变速器中的传递路径的说明图。
图7a至图7d是图1中的混合动力系统的变型例的连接结构的示意图。
附图标记说明
ICE发动机 K1第一离合单元 K2第二离合单元 EM电机 DCT变速器 S1第一输入轴 S2第二输入轴 S3输出轴 S4中间轴 G11、G12、G21、G22、G31、G32、G33、G34、G41、G42、G5、G6齿轮 A1第一同步啮合机构 A2第二同步啮合机构 DM差速器 TI车轮。
具体实施方式
以下将结合说明书附图详细说明本发明的具体实施方式。在本发明中，“传动联接”是指两个部件之间能够传递驱动力/扭矩地连接，如无特殊说明，表示这两个部件之间直接连接或者间接连接。
(根据本发明的一实施方式的混合动力系统的结构)
如图1所示，根据本发明的一实施方式的混合动力系统包括一个发动机ICE、一个双离合器(包括第一离合单元K1和第二离合单元K2)、一个电机EM、变速器DCT、差速器DM和电池(未示出)。
具体地，在本实施方式中，发动机ICE为例如四缸发动机。发动机ICE的输出轴经由双离合器与变速器DCT的第一输入轴S1和第二输入轴S2相连。 当双离合器的第一离合单元K1接合/分离时，发动机ICE的输出轴与变速器DCT的第一输入轴S1实现传动联接/解除传动联接；当双离合器的第二离合单元K2接合/分离时，发动机ICE的输出轴与变速器DCT的第二输入轴S2实现传动联接/解除传动联接。应当理解，为了减小发动机ICE的扭振的影响，可以在发动机ICE和双离合器之间设置例如双质量飞轮等的减振机构。
在本实施方式中，双离合器(第一离合单元K1和第二离合单元K2)例如为传统的摩擦离合器，在这里对该双离合器的结构不进行具体说明了。另外，在本实施方式中，双离合器可以整合到电机EM的转子的径向内侧，使得能够缩短整个混合动力系统的轴向尺寸。
在本实施方式中，电机EM的输入/输出轴(转子)与变速器DCT的第二输入轴S2以同轴的方式直接连接，使得电机EM和变速器DCT之间能够双向传递驱动力/扭矩。上述“以同轴的方式直接连接”包括电机EM的输入/输出轴与变速器DCT的第二输入轴S2为同一个轴，电机EM的输入/输出轴(转子)与变速器DCT的第二输入轴S2两者之间以同轴的方式抗扭地或刚性连接，电机EM的转子经由例如转子支架、花键结构等与第二输入轴S2抗扭地连接。在电机EM由电池(未示出)供给电能的情况下，电机EM作为电动机向变速器DCT的第二输入轴S2传递驱动力/扭矩，在电机EM获得来自第二输入轴S2的驱动力/扭矩的情况下，电机EM作为发电机向电池充电。
在本实施方式中，电池(未示出)与电机EM电连接，使得电池能够向电机EM供给电能，并且能够通过电机EM向电池充电。
在本实施方式中，如图1所示，变速器DCT包括第一输入轴S1、第二输入轴S2、输出轴S3和中间轴S4。第一输入轴S1可以是实心轴，第二输入轴S2是空心轴，第一输入轴S1穿过第二输入轴S2的内部，即第二输入轴S2外套于第一输入轴S1，并且第一输入轴S1的中心轴线与第二输入轴S2的中心轴线一致。第一输入轴S1和第二输入轴S2能够分别独立地转动。输出轴S3与第一输入轴S1和第二输入轴S2间隔开地平行配置并且中间轴S4与第一输入轴S1和第二输入轴S2间隔开地平行配置。
另外，该变速器DCT还包括设置于各轴的多个齿轮G11、G12、G21、G22、G31、G32、G33、G34、G41、G42、G5以及同步啮合机构A1、A2。第一同步啮合机构A1设置于第一输入轴S1，第二同步啮合机构A2设置于输出轴S3。各同步啮合机构A1、A2均包括同步器和齿轮致动器并分别对应于两个齿轮，第一同步啮合机构A1对应于齿轮G11、G12，第二同步啮合机构A2对应于齿轮G32、G33。
以下说明变速器DCT的各轴的齿轮之间构成的齿轮副。
齿轮G11以非抗扭的方式设置于第一输入轴S1，使得齿轮G11能够相对于第一输入轴S1自由转动，齿轮G41以抗扭的方式设置于中间轴S4，使得齿轮G41能够始终随着中间轴S4转动，齿轮G11与齿轮G41始终处于啮合状态以构成齿轮副。
齿轮G12与齿轮G11间隔开且以非抗扭的方式设置于第一输入轴S1，使得齿轮G12能够相对于第一输入轴S1自由转动，齿轮G31以抗扭的方式设置于输出轴S3，使得齿轮G31能够始终随着输出轴S3转动，齿轮G12与齿轮G31始终处于啮合状态以构成齿轮副。
齿轮G21以抗扭的方式设置于第二输入轴S2，使得齿轮G21能够始终随着第二输入轴S2转动，齿轮G32与齿轮G31间隔开且以非抗扭的方式设置于输出轴S3，使得齿轮G32能够相对于输出轴S3自由转动，齿轮G21与齿轮G32始终处于啮合状态以构成齿轮副。
齿轮G22以抗扭的方式设置于第二输入轴S2，使得齿轮G22能够始终随着第二输入轴S2转动，齿轮G33与齿轮G32间隔开且以非抗扭的方式设置于输出轴S3，使得齿轮G33能够相对于输出轴S3自由转动，齿轮G22与齿轮G33始终处于啮合状态以构成齿轮副。
另外，齿轮G42与齿轮G41间隔开且以抗扭的方式设置于中间轴S4，使得齿轮G42能够始终随着中间轴S4转动，齿轮G22还与齿轮G42始终处于啮合状态以构成齿轮副。
这样，通过采用上述结构，使得变速器DCT的多个齿轮彼此啮合以构成 分别对应变速器DCT的多个挡位的多个齿轮副，同步啮合机构A1、A2能够与对应的齿轮接合或解除接合以实现换挡。当需要变速器DCT进行换挡时，对应的同步啮合机构A1、A2的同步器进行动作以与相应的挡位齿轮接合来实现各轴之间的选择性地传动联接或解除传动联接。
在本实施方式中，作为差速器DM的差速器输入齿轮的齿轮G5与变速器DCT的以抗扭的方式设置于输出轴S3的齿轮G34始终处于啮合状态，使得差速器DM与变速器DCT的输出轴S3始终处于传动联接状态。在本实施方式中，差速器DM不包括在变速器DCT中，但是根据需要也可以将差速器DM整合到变速器DCT中。
这样，来自发动机ICE和电机EM的驱动力/扭矩能够经由变速器DCT传递到差速器DM，以进一步输出到车辆的车轮TI。
以上详细地说明了根据本发明的一实施方式的混合动力系统的具体结构，以下将说明该混合动力系统的工作模式及扭矩的传递路径。
(根据本发明的一实施方式的混合动力系统的工作模式及扭矩的传递路径)
在图1中示出的根据本发明的一实施方式的混合动力系统具有多种工作模式，包括但不限于纯电机驱动模式、纯发动机驱动模式、混合动力驱动模式、怠速充电模式、行驶时启动发动机模式(在纯电机驱动车辆行驶时启动发动机的工作模式)。
在以下的表1中示出了上述示例性的工作模式中电机EM、发动机ICE、第一离合单元K1、第二离合单元K2、第一同步啮合机构A1、第二同步啮合机构A2的工作状态。
【表1】
Figure PCTCN2021078495-appb-000001
Figure PCTCN2021078495-appb-000002
对于以上表1中的内容进行如下说明。
1.关于表1中的模式
EM1至EM2表示两种纯电机驱动模式，它们可以用于倒挡的情况。
ICE1至ICE5表示五种纯发动机驱动模式。
Hybrid1至Hybrid6表示六种混合动力驱动模式，其中Hybrid1相当于EM1+ICE1，Hybrid2相当于EM1+ICE2，Hybrid3相当于EM1+ICE3，Hybrid4相当于EM2+ICE3，Hybrid5相当于EM2+ICE4，Hybrid6相当于EM2+ICE5。
SC表示怠速充电模式。
ICE start1和ICE start2表示两种行驶时启动发动机模式。
2.表1中的第一行中的EM、ICE、K1、K2、A1、A2分别与图1中附图标记相对应，即分别表示图1的混合动力系统中的电机、发动机、第一离合单元、第二离合单元、第一同步啮合机构、第二同步啮合机构。
3.关于符号“■”
对于表1中EM、ICE所在的列，有该符号表示电机EM、发动机ICE处于运行状态，没有该符号表示电机EM、发动机ICE处于非运行状态。
对于表1中的K1、K2所在的列，有该符号表示第一离合单元K1、第二离合单元K2接合，没有该符号表示第一离合单元K1、第二离合单元K2分离。
对于表1中的A1、A2所在的列，有该符号表示第一同步啮合机构A1、第二同步啮合机构A2处于相应的“L”、“N”、“R”状态。
4.关于与A1、A2对应的符号“L”、“N”、“R”，
对于第一同步啮合机构A1，“L”表示第一同步啮合机构A1与齿轮G11处于接合状态，对于第二同步啮合机构A2，“L”表示第二同步啮合机构A2与齿轮G32处于接合状态。
对于第一同步啮合机构A1，“N”表示第一同步啮合机构A1与齿轮G11和齿轮G12均处于解除接合的中性状态，对于第二同步啮合机构A2，“N”表示第二同步啮合机构A2与齿轮G32和齿轮G33均处于解除接合的中性状态。
对于第一同步啮合机构A1，“R”表示第一同步啮合机构A1与齿轮G12处于接合状态，对于第二同步啮合机构A2，“R”表示第二同步啮合机构A2与齿轮G33处于接合状态。
结合以上的表1和图2a至图6b，进一步对图1中的混合动力系统的工作模式进行更具体的说明。
如表1所示，混合动力系统的控制模块(未图示)能够控制混合动力系统使混合动力系统实现两种纯电机驱动模式EM1至EM2。
当混合动力系统处于第一纯电机驱动模式EM1时，
电机EM处于运行状态；
发动机ICE处于非运行状态；
第一离合单元K1和第二离合单元K2均分离；
在变速器DCT中，第一同步啮合机构A1处于中性状态，第二同步啮合机构A2与齿轮G32接合。
这样，如图2a所示，电机EM经由第二输入轴S2→齿轮G21→齿轮G32→输出轴S3→齿轮G34→齿轮G5向差速器DM传递扭矩以用于驱动。
当混合动力系统处于第二纯电机驱动模式EM2时，
电机EM处于运行状态；
发动机ICE处于非运行状态；
第一离合单元K1和第二离合单元K2均分离；
在变速器DCT中，第一同步啮合机构A1处于中性状态，第二同步啮合机构A2与齿轮G33接合。
这样，如图2b所示，电机EM经由第二输入轴S2→齿轮G22→齿轮G33→输出轴S3→齿轮G34→齿轮G5向差速器DM传递扭矩以用于驱动。
进一步地，如表1所示，混合动力系统的控制模块能够控制混合动力系统使混合动力系统实现五种纯发动机驱动模式ICE1至ICE5。
当混合动力系统处于第一纯发动机驱动模式ICE1时，
电机EM处于非运行状态；
发动机ICE处于运行状态；
第一离合单元K1接合，第二离合单元K2分离；
在变速器DCT中，第一同步啮合机构A1与齿轮G11接合，第二同步啮合机构A2与齿轮G32接合。
这样，如图3a所示，发动机ICE经由第一输入轴S1→齿轮G11→齿轮G41→中间轴S4→齿轮G42→齿轮G22→第二输入轴S2→齿轮G21→齿轮G32→输出轴S3→齿轮G34→齿轮G5向差速器DM传递扭矩以用于驱动。
当混合动力系统处于第二纯发动机驱动模式ICE2时，
电机EM处于非运行状态；
发动机ICE处于运行状态；
第一离合单元K1分离，第二离合单元K2接合；
在变速器DCT中，第一同步啮合机构A1处于中性状态，第二同步啮合机构A2与齿轮G32接合。
这样，如图3b所示，发动机ICE经由第二输入轴S2→齿轮G21→齿轮G32→输出轴S3→齿轮G34→齿轮G5向差速器DM传递扭矩以用于驱动。
当混合动力系统处于第三纯发动机驱动模式ICE3时，
电机EM处于非运行状态；
发动机ICE处于运行状态；
第一离合单元K1接合，第二离合单元K2分离；
在变速器DCT中，第一同步啮合机构A1与齿轮G12接合，第二同步啮合机构A2处于中性状态。
这样，如图3c所示，发动机ICE经由第一输入轴S1→齿轮G12→齿轮G31→输出轴S3→齿轮G34→齿轮G5向差速器DM传递扭矩以用于驱动。
当混合动力系统处于第四纯发动机驱动模式ICE4时，
电机EM处于非运行状态；
发动机ICE处于运行状态；
第一离合单元K1接合，第二离合单元K2分离；
在变速器DCT中，第一同步啮合机构A1与齿轮G11接合，第二同步啮合机构A2与齿轮G33接合。
这样，如图3d所示，发动机ICE经由第一输入轴S1→齿轮G11→齿轮G41→中间轴S4→齿轮G42→齿轮G22→齿轮G33→输出轴S3→齿轮G34→齿轮G5向差速器DM传递扭矩以用于驱动。
当混合动力系统处于第五纯发动机驱动模式ICE5时，
电机EM处于非运行状态；
发动机ICE处于运行状态；
第一离合单元K1分离，第二离合单元K2接合；
在变速器DCT中，第一同步啮合机构A1处于中性状态，第二同步啮合机构A2与齿轮G33接合。
这样，如图3e所示，发动机ICE经由第二输入轴S2→齿轮G22→齿轮G33→输出轴S3→齿轮G34→齿轮G5向差速器DM传递扭矩以用于驱动。
进一步地，如表1所示，混合动力系统的控制模块能够控制混合动力系统使混合动力系统实现六种混合动力驱动模式Hybrid1至Hybrid6。
当混合动力系统处于第一混合动力驱动模式Hybrid1时，
电机EM和发动机ICE均处于运行状态；
第一离合单元K1接合，第二离合单元K2分离；
在变速器DCT中，第一同步啮合机构A1与齿轮G11接合，第二同步啮合机构A2与齿轮G32接合。
这样，如图4a所示，电机EM经由第二输入轴S2→齿轮G21→齿轮G32→输出轴S3→齿轮G34→齿轮G5向差速器DM传递扭矩以用于驱动，并且发动机ICE经由第一输入轴S1→齿轮G11→齿轮G41→中间轴S4→齿轮G42→齿轮G22→第二输入轴S2→齿轮G21→齿轮G32→输出轴S3→齿轮G34→齿轮G5向差速器DM传递扭矩以用于驱动。
当混合动力系统处于第二混合动力驱动模式Hybrid2时，
电机EM和发动机ICE均处于运行状态；
第一离合单元K1分离，第二离合单元K2接合；
在变速器DCT中，第一同步啮合机构A1处于中性状态，第二同步啮合机构A2与齿轮G32接合。
这样，如图4b所示，电机EM经由第二输入轴S2→齿轮G21→齿轮G32→输出轴S3→齿轮G34→齿轮G5向差速器DM传递扭矩以用于驱动，并且发动机ICE经由第二输入轴S2→齿轮G21→齿轮G32→输出轴S3→齿轮G34→齿轮G5向差速器DM传递扭矩以用于驱动。
当混合动力系统处于第三混合动力驱动模式Hybrid3时，
电机EM和发动机ICE均处于运行状态；
第一离合单元K1接合，第二离合单元K2分离；
在变速器DCT中，第一同步啮合机构A1与齿轮G12接合，第二同步啮合机构A2与齿轮G32接合。
这样，如图4c所示，电机EM经由第二输入轴S2→齿轮G21→齿轮G32→ 输出轴S3→齿轮G34→齿轮G5向差速器DM传递扭矩以用于驱动，并且发动机ICE经由第一输入轴S1→齿轮G12→齿轮G31→输出轴S3→齿轮G34→齿轮G5向差速器DM传递扭矩以用于驱动。
当混合动力系统处于第四混合动力驱动模式Hybrid4时，
电机EM和发动机ICE均处于运行状态；
第一离合单元K1接合，第二离合单元K2分离；
在变速器DCT中，第一同步啮合机构A1与齿轮G12接合，第二同步啮合机构A2与齿轮G33接合。
这样，如图4d所示，电机EM经由第二输入轴S2→齿轮G22→齿轮G33→输出轴S3→齿轮G34→齿轮G5向差速器DM传递扭矩以用于驱动，并且发动机ICE经由第一输入轴S1→齿轮G12→齿轮G31→输出轴S3→齿轮G34→齿轮G5向差速器DM传递扭矩以用于驱动。
当混合动力系统处于第五混合动力驱动模式Hybrid5时，
电机EM和发动机ICE均处于运行状态；
第一离合单元K1接合，第二离合单元K2分离；
在变速器DCT中，第一同步啮合机构A1与齿轮G11接合，第二同步啮合机构A2与齿轮G33接合。
这样，如图4e所示，电机EM经由第二输入轴S2→齿轮G22→齿轮G33→输出轴S3→齿轮G34→齿轮G5向差速器DM传递扭矩以用于驱动，并且发动机ICE经由第一输入轴S1→齿轮G11→齿轮G41→中间轴S4→齿轮G42→齿轮G22→齿轮G33→输出轴S3→齿轮G34→齿轮G5向差速器DM传递扭矩以用于驱动。
当混合动力系统处于第六混合动力驱动模式Hybrid6时，
电机EM和发动机ICE均处于运行状态；
第一离合单元K1分离，第二离合单元K2接合；
在变速器DCT中，第一同步啮合机构A1处于中性状态，第二同步啮合机构A2与齿轮G33接合。
这样，如图4f所示，电机EM经由第二输入轴S2→齿轮G22→齿轮G33→输出轴S3→齿轮G34→齿轮G5向差速器DM传递扭矩以用于驱动，并且发动机ICE经由第二输入轴S2→齿轮G22→齿轮G33→输出轴S3→齿轮G34→齿轮G5向差速器DM传递扭矩以用于驱动。
进一步地，如表1所示，混合动力系统的控制模块还能够控制混合动力系统使混合动力系统实现怠速充电模式SC。
当混合动力系统处于怠速充电模式SC时，
电机EM和发动机ICE均处于运行状态；
第一离合单元K1分离，第二离合单元K2接合；
在变速器DCT中，第一同步啮合机构A1和第二同步啮合机构A2均处于中性状态。
这样，如图5所示，发动机ICE经由第二输入轴S2向电机EM传递扭矩以使得电机EM向电池充电。
进一步地，如表1所示，混合动力系统的控制模块还能够控制混合动力系统使混合动力系统实现两种行驶时启动发动机模式ICE start1和ICE start2。
当混合动力系统处于第一行驶时启动发动机模式ICE start1时，
电机EM均处于运行状态，发动机ICE待启动；
第一离合单元K1分离，第二离合单元K2接合；
在变速器DCT中，第一同步啮合机构A1处于中性状态，第二同步啮合机构A2与齿轮G32接合。
这样，如图6a所示，电机EM经由第二输入轴S2→齿轮G21→齿轮G32→输出轴S3→齿轮G34→齿轮G5向差速器DM传递扭矩以用于驱动，同时电机EM经由第二输入轴S2向发动机ICE传递扭矩以用于启动发动机ICE。
当混合动力系统处于第二行驶时启动发动机模式ICE start2时，
电机EM处于运行状态，发动机ICE待启动；
第一离合单元K1分离，第二离合单元K2接合；
在变速器DCT中，第一同步啮合机构A1处于中性状态，第二同步啮合机 构A2与齿轮G33接合。
这样，如图6b所示，电机EM经由第二输入轴S2→齿轮G22→齿轮G33→输出轴S3→齿轮G34→齿轮G5向差速器DM传递扭矩以用于驱动，同时电机EM经由第二输入轴S2向发动机ICE传递扭矩以用于启动发动机ICE。
另外，虽然在表1中未示出，但是图1中的混合动力系统还可以实现制动能量回收、负载点转移以及换挡时扭矩补偿等。
(根据本发明的变型例的混合动力系统的结构)
在图7a至图7d中示出的根据本发明的变型例的混合动力系统的结构与在图1中示出的根据本发明的一实施方式的混合动力系统的结构的区别主要在于电机EM与第二输入轴S2的传动联接的方式不同。
如图7a所示，电机EM的输入/输出轴的齿轮经由一个附加的中间齿轮G6与以抗扭的方式设置于第二输入轴S2的齿轮G21始终处于啮合状态，因此电机EM的输入/输出轴与第二输入轴S2始终传动联接。
如图7b所示，电机EM的输入/输出轴(转子)与中间轴S4同轴地直接连接，因此电机EM的输入/输出轴(转子)经由以抗扭的方式设置于中间轴S4的齿轮G42和以抗扭的方式设置于第二输入轴S2的齿轮G22与第二输入轴S2始终传动联接。
如图7c所示，电机EM的输入/输出轴的齿轮与以非抗扭的方式设置于输出轴S3的齿轮G32始终处于啮合状态，并且该齿轮G32与以抗扭的方式设置于第二输入轴S2的齿轮G21始终处于啮合状态，因此电机EM的输入/输出轴与第二输入轴S2始终传动联接。
如图7d所示，电机EM的输入/输出轴的齿轮与以非抗扭的方式设置于输出轴S3的齿轮G33始终处于啮合状态，并且该齿轮G33与以抗扭的方式设置于第二输入轴S2的齿轮G22始终处于啮合状态，因此电机EM的输入/输出轴与第二输入轴S2始终传动联接。
这样，图7a至图7d中示出的根据本发明的变型例的混合动力系统同样能够实现上述说明的多种工作模式及本发明的有益效果。
上面对本发明的具体实施方式进行了详细的阐述，但是还需要说明的是：
(i)根据本发明的混合动力系统可以实现模块化设计以实现混合动力模块，该混合动力模块除了包括以上具体说明的各部件以外还可以根据需要进一步包括模块壳体、冷却套、电机转子支架和轴承等其它部件。
(ii)与背景技术中说明的包括具有五个同步啮合机构的变速器、一个单独的离合器和一个双离合器的混合动力系统相比，根据本发明的混合动力系统的变速器仅包括两个同步啮合机构和一个双离合器，而能够实现五种纯发动机驱动模式和六种混合动力驱动模式。比较之下，根据本发明的混合动力系统的结构更简单，尺寸更紧凑并且成本更低。
与背景技术中说明的包括具有四个同步啮合机构和倒挡齿轮副的变速器的混合动力系统相比，根据本发明的混合动力系统的变速器仅包括两个同步啮合机构且没有专用的倒挡齿轮副。比较之下，根据本发明的混合动力系统的结构更简单、尺寸紧凑且成本更低。
由此，根据本发明的混合动力系统能够采用例如四缸发动机的大型发动机。
(iii)根据本发明的混合动力系统与背景技术中说明的现有的混合动力系统结构相比除了结构更简单，尺寸更紧凑且成本更低之外还能够始终实现换挡时无扭矩中断，从而提供更好的行驶性能，并且还能够针对不同的负载配置优化电机的工作状态以及在纯电机驱动车辆行驶时顺畅地启动发动机。
(iv)根据本发明的混合动力系统可以应用为强混混合动力系统和插电型混合动力系统，并且可以用于各种车型。
(v)另外，在如上的具体实施方式的技术方案中，齿轮G11可以对应第一输入轴第一齿轮，齿轮G12可以对应第一输入轴第二齿轮，齿轮G21可以对应第二输入轴第一齿轮，齿轮G22可以对应第二输入轴第二齿轮，齿轮G31可以对应输出轴第一齿轮，齿轮G32可以对应输出轴第二齿轮，齿轮G33可以对应输出轴第三齿轮，齿轮G34可以对应输出轴第四齿轮，齿轮G41可以 对应中间轴第一齿轮，齿轮G42可以对应中间轴第二齿轮。

Claims (10)

  1. 一种混合动力系统，所述混合动力系统包括：
    变速器(DCT)，所述变速器(DCT)包括第一输入轴(S1)、第二输入轴(S2)、输出轴(S3)和中间轴(S4)，所述第二输入轴(S2)外套于所述第一输入轴(S1)且所述第二输入轴(S2)和所述第一输入轴(S1)能够彼此独立地转动，所述第一输入轴(S1)设置有第一同步啮合机构(A1)，所述输出轴(S3)设置有第二同步啮合机构(A2)，以非抗扭的方式设置于所述第一输入轴(S1)且与所述第一同步啮合机构(A1)对应的第一输入轴第一齿轮(G11)与以抗扭的方式设置于所述中间轴(S4)的中间轴第一齿轮(G41)始终处于啮合状态，以非抗扭的方式设置于所述第一输入轴(S1)且与所述第一同步啮合机构(A1)对应的第一输入轴第二齿轮(G12)与以抗扭的方式设置于所述输出轴(S3)的输出轴第一齿轮(G31)始终处于啮合状态，以非抗扭的方式设置于所述输出轴(S3)且与所述第二同步啮合机构(A2)对应的输出轴第二齿轮(G32)和输出轴第三齿轮(G33)分别与以抗扭的方式设置于所述第二输入轴(S2)的第二输入轴第一齿轮(G21)和第二输入轴第二齿轮(G22)始终处于啮合状态，所述中间轴(S4)还以抗扭的方式设置有中间轴第二齿轮(G42)，该中间轴第二齿轮(G42)与所述第二输入轴第二齿轮(G22)始终处于啮合状态；
    电机(EM)，所述电机(EM)始终与所述第二输入轴(S2)传动联接；以及
    发动机(ICE)和双离合器，所述双离合器包括第一离合单元(K1)和第二离合单元(K2)，所述发动机(ICE)经由所述双离合器与所述第一输入轴(S1)和所述第二输出轴(S3)相连，使得当所述第一离合单元(K1)接合/分离时所述发动机(ICE)与所述第一输入轴(S1)实现传动联接/解除传动联接，当所述第二离合单元(K2)接合/分离时所述发动机(ICE)与所述第二输入轴(S2)实现传动联接/解除该传动联接。
  2. 根据权利要求1所述的混合动力系统，其特征在于，所述双离合器配置于所述电机(EM)的转子的径向内侧。
  3. 根据权利要求1或2所述的混合动力系统，其特征在于，
    所述电机(EM)的输入/输出轴与所述第二输入轴(S2)以同轴的方式直接连接；或者
    所述电机(EM)经由所述第二输入轴第一齿轮(G21)或所述第二输入轴第二齿轮(G22)始终与所述第二输入轴(S2)传动联接。
  4. 根据权利要求3所述的混合动力系统，其特征在于，
    所述电机(EM)的输入/输出轴与所述中间轴(S4)以同轴的方式直接连接；或者
    所述电机(EM)经由所述输出轴第二齿轮(G32)和所述第二输入轴第一齿轮(G21)构成的齿轮副或者经由所述输出轴第三齿轮(G33)和所述第二输入轴第二齿轮(G22)构成的齿轮副始终与所述第二输入轴(S2)传动联接；或者
    所述电机(EM)经由附加的中间齿轮(G6)与所述第二输入轴第一齿轮(G21)构成的齿轮副始终与所述第二输入轴(S2)传动联接。
  5. 根据权利要求1至4中任一项所述的混合动力系统，其特征在于，所述混合动力系统还包括控制模块，所述控制模块能够控制所述混合动力系统使所述混合动力系统实现纯电机驱动模式、纯发动机驱动模式和/或混合动力驱动模式，其中
    当所述混合动力系统处于所述纯电机驱动模式时，所述发动机(ICE)处于非运行状态，所述电机(EM)处于运行状态，所述第一离合单元(K1)和所述第二离合单元(K2)均分离，所述第一同步啮合机构(A1)处于中性状态，所述第二同步啮合机构(A2)与所述输出轴第二齿轮(G32)或所述输出轴第三齿轮(G33)接合，使得所述电机(EM)向所述变速器(DCT) 传递扭矩以用于驱动；
    当所述混合动力系统处于所述纯发动机驱动模式时，所述发动机(ICE)处于运行状态，所述电机(EM)处于非运行状态，所述第一离合单元(K1)或所述第二离合单元(K2)接合，所述第一同步啮合机构(A1)与所述第一输入轴第一齿轮(G11)或所述第一输入轴第二齿轮(G12)接合，和/或所述第二同步啮合机构(A2)与所述输出轴第二齿轮(G32)或所述输出轴第三齿轮(G33)接合，使得所述发动机(ICE)向所述变速器(DCT)传递扭矩以用于驱动；
    当所述混合动力系统处于所述混合动力驱动模式时，所述发动机(ICE)和所述电机(EM)均处于运行状态，所述第一离合单元(K1)或所述第二离合单元(K2)接合，所述第一同步啮合机构(A1)与所述第一输入轴第一齿轮(G11)或所述第一输入轴第二齿轮(G12)接合，和/或所述第二同步啮合机构(A2)与所述输出轴第二齿轮(G32)或所述输出轴第三齿轮(G33)对应的齿轮接合，使得所述发动机(ICE)和所述电机(EM)向所述变速器(DCT)传递扭矩以用于驱动。
  6. 根据权利要求5所述的混合动力系统，其特征在于，当所述混合动力系统处于所述纯发动机驱动模式时，
    所述第一离合单元(K1)接合且所述第二离合单元(K2)分离，所述第一同步啮合机构(A1)与所述第一输入轴第一齿轮(G11)接合，并且所述第二同步啮合机构(A2)与所述输出轴第二齿轮(G32)或所述输出轴第三齿轮(G33)接合；或者
    所述第一离合单元(K1)接合且所述第二离合单元(K2)分离，所述第一同步啮合机构(A1)与所述第一输入轴第二齿轮(G12)接合，并且所述第二同步啮合机构(A2)处于中性状态；或者
    所述第一离合单元(K1)分离且所述第二离合单元(K2)接合，所述 第一同步啮合机构(A1)处于中性状态，并且所述第二同步啮合机构(A2)与所述输出轴第二齿轮(G32)或所述输出轴第三齿轮(G33)接合。
  7. 根据权利要求5或6所述的混合动力系统，其特征在于，当所述混合动力系统处于所述混合动力驱动模式时，
    所述第一离合单元(K1)接合且所述第二离合单元(K2)分离，所述第一同步啮合机构(A1)与所述第一输入轴第一齿轮(G11)或所述第一输入轴第二齿轮(G12)接合，并且所述第二同步啮合机构(A2)与所述输出轴第二齿轮(G32)或所述输出轴第三齿轮(G33)接合；或者
    所述第一离合单元(K1)分离且所述第二离合单元(K2)接合，所述第一同步啮合机构(A1)处于中性状态，所述第二同步啮合机构(A2)与所述输出轴第二齿轮(G32)或所述输出轴第三齿轮(G33)接合。
  8. 根据权利要求5至7中任一项所述的混合动力系统，其特征在于，所述控制模块能够控制所述混合动力系统使所述混合动力系统实现怠速充电模式，
    当所述混合动力系统处于所述怠速充电模式时，所述发动机(ICE)和所述电机(EM)均处于运行状态，所述第一离合单元(K1)分离且所述第二离合单元(K2)接合，所述第一同步啮合机构(A1)和所述第二同步啮合机构(A2)均处于中性状态，使得所述发动机(ICE)向所述电机(EM)传递扭矩以使得所述电机(EM)对电池进行充电。
  9. 根据权利要求5至8中任一项所述的混合动力系统，其特征在于，所述控制模块能够控制所述混合动力系统使所述混合动力系统实现行驶时启动发动机模式，
    当所述混合动力系统处于所述行驶时启动发动机模式时，所述电机(EM)处于运行状态，所述第一离合单元(K1)分离且所述第二离合单元(K2)接合，所述第一同步啮合机构(A1)处于中性状态，所述第二同步 啮合机构(A2)与所述输出轴第二齿轮(G32)或所述输出轴第三齿轮(G33)接合，使得所述电机(EM)向所述变速器(DCT)传递扭矩的同时向所述发动机(ICE)传递扭矩以用于启动所述发动机(ICE)。
  10. 一种车辆，所述车辆包括权利要求1至9中任一项所述的混合动力系统。
PCT/CN2021/078495 2021-03-01 2021-03-01 混合动力系统及车辆 Ceased WO2022183328A1 (zh)

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