CN114834241A - Dual-motor hybrid power system and vehicle - Google Patents

Dual-motor hybrid power system and vehicle Download PDF

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Publication number
CN114834241A
CN114834241A CN202210609287.2A CN202210609287A CN114834241A CN 114834241 A CN114834241 A CN 114834241A CN 202210609287 A CN202210609287 A CN 202210609287A CN 114834241 A CN114834241 A CN 114834241A
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China
Prior art keywords
gear
shaft
vehicle
driving
motor
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Pending
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CN202210609287.2A
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Chinese (zh)
Inventor
付超
赵雪松
刘彦超
刘君祺
赵健涛
徐占
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FAW Group Corp
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FAW Group Corp
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Priority to CN202210609287.2A priority Critical patent/CN114834241A/en
Publication of CN114834241A publication Critical patent/CN114834241A/en
Pending 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • 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

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

Abstract

The invention discloses a double-motor hybrid power system and a vehicle. Wherein, this system includes: the device comprises a first conversion mechanism, a second conversion mechanism, a capacity mechanism and a receiving mechanism, wherein the first conversion mechanism is provided with a first motor which is connected with a transmission mechanism; the second conversion mechanism is provided with a second motor, and the second motor is connected with the transmission mechanism; the capacity mechanism is provided with an engine, and the engine is connected with the transmission mechanism through a torque-limiting shock absorber; the receiving mechanism is provided with wheels, and the wheels are connected with the transmission mechanism. The invention solves the technical problem that the dynamic property and the economical efficiency of the vehicle with the dual-motor hybrid power system are difficult to be considered at the same time.

Description

Dual-motor hybrid power system and vehicle
Technical Field
The invention relates to the field of vehicles, in particular to a double-motor hybrid power system and a vehicle.
Background
At present, aiming at the design of a vehicle power system, the related technology is generally composed of a power component and a transmission system, and two different power sources are arranged to ensure that the vehicle can normally run under various working conditions.
Aiming at the problem that the dynamic property and the economical efficiency of the vehicle with the dual-motor hybrid power system are difficult to be considered, an effective solution is not provided at present.
Disclosure of Invention
The embodiment of the invention provides a double-motor hybrid power system and a vehicle, and at least solves the technical problem that a multi-gear double-motor hybrid power system is large in size.
According to an aspect of an embodiment of the present invention, there is provided a dual motor hybrid system including: the device comprises a first conversion mechanism, a second conversion mechanism, a capacity mechanism and a receiving mechanism, wherein the first conversion mechanism is provided with a first motor which is connected with a transmission mechanism; the second switching mechanism is provided with a second motor, and the second motor is connected with the transmission mechanism; the capacity mechanism is provided with an engine, and the engine is connected with the transmission mechanism through a torque-limiting shock absorber; the receiving mechanism is provided with wheels, and the wheels are connected with the transmission mechanism.
Optionally, the first conversion mechanism comprises: the first transmission device is provided with a first shaft first gear driving gear, is connected with a first shaft system in the transmission mechanism and is used for transmitting power generated by a first motor, wherein a gear shifting hub on the first shaft system is connected with a gear shifting joint sleeve through a spline in the system, and the gear shifting joint sleeve is connected with the first shaft first gear driving gear through joint teeth on the first shaft first gear driving gear; and the second transmission device is provided with a first shaft second gear driving gear, is connected with the first shaft system and is used for transmitting power generated by the first motor, wherein the gear shifting hub is connected with the gear shifting joint sleeve through a spline, and the gear shifting joint sleeve is connected with the first shaft second gear driving gear through joint teeth on the first shaft second gear driving gear.
Optionally, the first transfer device comprises: the first driving unit is arranged on a second shaft system in the transmission mechanism and is provided with a second shaft first-gear driven gear which is connected with the first shaft first-gear driving gear.
Optionally, the second transfer device comprises: the second driving unit is arranged on a second shaft system in the transmission mechanism and is provided with a second shaft secondary driven gear which is connected with the first shaft secondary driving gear.
The receiving mechanism includes: and the third transmission device is provided with an output gear ring and a differential, is connected with the wheels through a third shaft system in the transmission mechanism and is used for transmitting power to the wheels, wherein the output gear ring is meshed with a second shaft driving gear on the second shaft system, and the output gear ring is fixedly connected with the differential.
Optionally, the second electric machine of the second conversion mechanism is connected with the fourth shaft system through a power generation driven gear fixed on the fourth shaft system of the transmission mechanism.
Optionally, the capacity mechanism is connected with a fifth shaft system in the transmission mechanism, and is provided with a double clutch assembly, a fifth shaft first gear driving gear and a fifth shaft second gear driving gear, and is used for transmitting mechanical energy generated by the engine by controlling the double clutch assembly, wherein the capacity mechanism is connected with the engine through a torque limiting damper, and the fifth shaft first gear driving gear and the fifth shaft second gear driving gear are freely sleeved on the fifth shaft system through a needle bearing.
Optionally, the dual clutch assembly comprises a clutch driving housing, a clutch driving gear, a first clutch driven end and a second clutch driven end, wherein the clutch driving housing is fixed on the fifth axis, the clutch driving gear is circumferentially fixed on the clutch driving housing, or the driving gear and the clutch driving housing are an integral part, the clutch driving gear is combined with the power generation driven gear, the first clutch driven end is connected with the first fifth axis first gear driving gear through a spline or a bolt, the second clutch driven end is connected with the second fifth axis second gear driving gear through a spline or a bolt, and the dual clutch assembly is used for controlling gear shifting and speed changing of the vehicle.
According to another aspect of the embodiments of the present invention, there is also provided a control method of a vehicle speed, including: acquiring the working state of the vehicle; determining control data based on the operating state; controlling the first conversion mechanism, the second conversion mechanism and the capacity mechanism in the vehicle to work based on the control data; and controlling the speed of wheels in the vehicle based on the working states of the first conversion mechanism, the second conversion mechanism and the energy production mechanism.
According to another aspect of the embodiments of the present invention, there is also provided a control apparatus of a vehicle speed, including: a first acquisition unit for acquiring a working state of the vehicle; a determination unit configured to determine control data based on the operating state; the first execution unit is used for controlling the work of a first conversion mechanism, a second conversion mechanism and an energy production mechanism in the vehicle based on the control data; and the second execution unit is used for controlling the speed of the wheels in the vehicle based on the working states of the first conversion mechanism, the second conversion mechanism and the energy production mechanism.
According to another aspect of the embodiments of the present invention, there is also provided a computer-readable storage medium. The computer-readable storage medium includes a stored program, wherein the apparatus in which the computer-readable storage medium is controlled when the program is executed performs the control method of the vehicle speed of the embodiment of the present invention.
According to another aspect of the embodiments of the present invention, there is also provided a processor. The processor is used for running a program, wherein the program is run to execute the vehicle speed control method of the embodiment of the invention.
In an embodiment of the present invention, a dual motor hybrid system includes: the device comprises a first conversion mechanism, a second conversion mechanism, a capacity mechanism and a receiving mechanism, wherein the first conversion mechanism is provided with a first motor, and the first motor is connected with a transmission mechanism; the second conversion mechanism is provided with a second motor, wherein the second motor is connected with the transmission mechanism; the energy production mechanism is provided with an engine, wherein the engine is connected with the transmission mechanism through a torque limiting damper; and the receiving mechanism is provided with wheels, wherein the wheels are connected with the transmission mechanism. That is to say, the embodiment of the invention enables the power system of the vehicle to meet the space requirement of the vehicle through the cooperative control among the first switching mechanism, the second switching mechanism, the capacity mechanism and the receiving mechanism, thereby ensuring the compactness of the axial dimension of the power system of the vehicle, further realizing the technical effect of improving the dynamic property and the fuel economy of the vehicle with the dual-motor hybrid power system, and solving the technical problem that the dynamic property and the economy of the vehicle with the dual-motor hybrid power system are difficult to be considered at the same time.
Drawings
The accompanying drawings, which are included to provide a further understanding of the invention and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the invention and together with the description serve to explain the invention without limiting the invention. In the drawings:
FIG. 1 is a schematic illustration of a dual motor hybrid system according to an embodiment of the present invention;
FIG. 2 is a flow chart of a method of controlling vehicle speed according to an embodiment of the present invention;
FIG. 3 is a schematic illustration of a dual motor hybrid system configuration according to an embodiment of the present invention;
fig. 4 is a schematic diagram of a vehicle speed control apparatus according to an embodiment of the present invention.
Detailed Description
In order to make the technical solutions of the present invention better understood, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
It should be noted that the terms "first," "second," and the like in the description and claims of the present invention and in the drawings described above are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used is interchangeable under appropriate circumstances such that the embodiments of the invention described herein are capable of operation in sequences other than those illustrated or described herein. Furthermore, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed, but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.
Example 1
In accordance with an embodiment of the present invention, there is provided an embodiment of a control method for a vehicle, it is noted that the steps illustrated in the flowchart of the drawings may be performed in a computer system such as a set of computer executable instructions and that, although a logical order is illustrated in the flowchart, in some cases, the steps illustrated or described may be performed in an order different than that presented herein.
Fig. 1 is a schematic diagram of a dual motor hybrid system according to an embodiment of the present invention, as shown in fig. 1, the system including: a first conversion mechanism 102, a second conversion mechanism 104, a power generation mechanism 106 and a receiving mechanism 108.
The first conversion mechanism 102 is provided with a first motor, wherein the first motor is connected with the transmission mechanism.
In the first conversion mechanism 102 of the present invention, the first conversion mechanism is provided with a first electric machine, and the first conversion mechanism can be used for converting electric energy into mechanical energy by using the first electric machine, and transmitting the mechanical energy to other mechanisms of the power system by being connected with the transmission mechanism, for example, transmitting the mechanical energy to drive a vehicle; the first electric machine may also convert mechanical energy into electrical energy, which may be transmitted to other components of the powertrain via a connection to the transmission, such as by generating electrical energy to recharge a battery.
And the second conversion mechanism 104 is provided with a second motor, wherein the second motor is connected with the transmission mechanism.
In the second conversion mechanism 104 of the present invention, a second motor is disposed in the second conversion mechanism, wherein the second conversion mechanism can be used to convert mechanical energy into electrical energy by using the second motor, and transmit the electrical energy to other mechanisms of the power system, such as supplying electrical energy to the first motor or charging a battery.
And the energy generating mechanism 106 is provided with an engine, wherein the engine is connected with the transmission mechanism through a torque limiting damper.
In the above energy-generating mechanism 106 of the invention, an engine is disposed in the energy-generating mechanism, wherein the energy-generating mechanism can be used to generate mechanical energy by using the engine, the engine can be connected to the transmission mechanism through the torque-limiting damper to provide power to other mechanisms of the power system, the power can be transmitted to the converting mechanism to convert the mechanical energy into electrical energy, so as to drive the vehicle by the generated electrical energy, or directly drive the vehicle by the generated mechanical energy.
A receiving mechanism 108 provided with wheels, wherein the wheels are connected with the transmission mechanism.
In the above receiving mechanism 108 of the present invention, the receiving mechanism is provided with wheels, wherein the receiving mechanism can be used for connecting the wheels with the transmission mechanism and receiving power transmitted by other mechanisms of the power system to drive the vehicle.
Alternatively, the receiving mechanism may be configured to transmit power to other mechanisms of the power system through the transmission mechanism connected to the wheels by using mechanical energy generated by the vehicle during braking or the like, and the mechanical energy generated by the vehicle may be transmitted to the first conversion mechanism so that the mechanical energy is converted into electric energy, and the battery is charged by the generated electric energy.
The above-described mechanism of this embodiment is further described below.
As an alternative embodiment, the first conversion mechanism 102 includes: the first transmission device is provided with a first shaft first gear driving gear, is connected with a first shaft system in the transmission mechanism and is used for transmitting power generated by a first motor, wherein a gear shifting hub on the first shaft system is connected with a gear shifting joint sleeve through a spline in the system, and the gear shifting joint sleeve is connected with the first shaft first gear driving gear through joint teeth on the first shaft first gear driving gear; and the second transmission device is provided with a first shaft second-gear driving gear, is connected with the first shaft system and is used for transmitting power generated by the first motor, wherein the gear shifting joint sleeve is connected with the first shaft second-gear driving gear through joint teeth on the first shaft second-gear driving gear.
In this embodiment, the first transmission device is provided with a first shaft first gear driving gear, the first shaft first gear driving gear may be connected to a first shaft system in the transmission mechanism through a shift coupling sleeve on the first shaft system, and may be used to transmit power generated by the first motor, wherein the first shaft first gear driving gear may be connected to the shift coupling sleeve through coupling teeth on the first shaft first gear driving gear; the second transmission device is provided with a first shaft second-gear driving gear which can be connected with a first shaft system in the transmission mechanism through a gear shifting combination sleeve on the first shaft system and can be used for transmitting power generated by a first motor, wherein the first shaft second-gear driving gear can be connected with the gear shifting combination sleeve through a joint tooth on the first shaft second-gear driving gear.
Optionally, a first shaft system is disposed in the transmission mechanism, wherein the transmission mechanism may be configured to transmit power generated by the first motor by connecting an input end of the first shaft system with an output end of the first motor.
Optionally, the first shaft first gear driving gear and the first shaft second gear driving gear may be respectively idle-sleeved on the first shaft system through a needle bearing, so that the engaging teeth on the first shaft first gear driving gear are connected with the first shaft first gear driving gear or the engaging teeth on the first shaft second gear driving gear are connected with the first shaft second gear driving gear through axial sliding of the shifting engaging sleeve on the spline, thereby achieving the purpose of switching between different gears.
As an alternative embodiment, the first transfer device includes: the first driving unit is arranged on a second shaft system in the transmission mechanism and is provided with a second shaft first-gear driven gear which is connected with the first shaft first-gear driving gear.
In this embodiment, the first driving unit is provided with a first second-gear driven gear, and the first second-gear driven gear provided by the first driving unit can be used for driving the first second-gear driven gear to work by engaging with the first-shaft first-gear driving gear, or driving the first-shaft first-gear driving gear to rotate by the first second first-gear driving gear, so as to achieve the purpose that power is transmitted between the first shafting and the second shafting in a first-gear position.
As an alternative embodiment, the second transfer device includes: the second driving unit is arranged on a second shaft system in the transmission mechanism and is provided with a second shaft secondary driven gear which is connected with the first shaft secondary driving gear.
In this embodiment, the second driving unit is provided with a second-gear driven gear, and the second-gear driven gear provided by the second driving unit can be used for driving the second-gear driven gear to work by engaging with the first second-gear driving gear, or driving the first second-gear driving gear to rotate by the second gear, so as to achieve the purpose of transmitting power between the first shafting and the second shafting in a second-gear position.
As an alternative embodiment, the second switching mechanism 104, in which the second electric motor is connected to the fourth shaft system through a power generating driven gear fixed to the fourth shaft system in the transmission mechanism.
In this embodiment, a power generation driven gear is provided on the fourth axle system, wherein the second motor provided in the second conversion mechanism can be used for connecting with the output end of the fourth axle system through the power generation driven gear, so as to realize power transmission between the second motor and the engine.
As an alternative embodiment, the power generation mechanism 106, the power generation mechanism and the transmission mechanism are connected to a fifth shaft system, and a dual clutch assembly, a fifth shaft first gear driving gear and a fifth shaft second gear driving gear are provided for transmitting mechanical energy generated by the engine by controlling the dual clutch assembly, wherein the fifth shaft first gear driving gear and the fifth shaft second gear driving gear are connected to the engine through a torque limiting damper and are freely sleeved on the fifth shaft system through needle bearings.
In this embodiment, the dual clutch assembly is disposed on the energy producing mechanism, the energy producing mechanism may be configured to transfer the mechanical energy generated by the engine by controlling the dual clutch assembly, the fifth-shaft first-gear driving gear and the fifth-shaft second-gear driving gear are further disposed on the energy producing mechanism, and the energy producing mechanism may be configured to transfer the mechanical energy generated by the engine to other mechanisms of the power system in different gears through the fifth-shaft first-gear driving gear and the fifth-shaft second-gear driving gear.
As an alternative embodiment, the dual clutch assembly comprises a clutch driving housing, a clutch driving gear, a first clutch driven end and a second clutch driven end, wherein the clutch driving housing is fixed on the fifth shaft system, the clutch driving gear is circumferentially fixed on the clutch driving housing, or the driving gear and the clutch driving housing are an integral part, the clutch driving gear is combined with the power generation driven gear, the first clutch driven end is connected with the first fifth shaft first gear driving gear through a spline or a bolt, the second clutch driven end is connected with the second fifth shaft second gear driving gear through a spline or a bolt, and the dual clutch assembly is used for controlling the vehicle to shift and change speed.
In this embodiment, the dual clutch is provided with a clutch driving gear, the dual clutch may be configured to transmit mechanical energy generated by the engine to the second conversion mechanism by engaging the clutch driving gear with the power generation driven gear, and the clutch driving gear may be circumferentially fixed to the clutch driving housing or may be welded to the clutch driving housing as an integral component, wherein the circumferential fixation may be circumferential fixation, and may be configured to transmit torque and prevent the clutch driving gear and the clutch driving housing from rotating relative to each other.
Optionally, the clutch driving gear is circumferentially fixed on the clutch driving housing, or the driving gear and the clutch driving housing are an integral part, and then the clutch driving gear can be used as a clutch driving end of the double clutch assembly, the clutch driving end is engaged with the power generation driven gear, the first driven end of the clutch and the second driven end of the clutch are controlled to be respectively engaged with the clutch driving end, so that power generated by the engine is respectively transmitted to the fifth-shaft first-gear driving gear and the fifth-shaft second-gear driving gear, and mechanical energy generated by the engine is transmitted to other mechanisms of the power system in different gears.
In the related art, the clutch is axially fixed on the power system shafting through the axial fixing part to realize the power transmission of the engine, and the clutch is required to have a determined axial position on the power system shafting.
As an alternative embodiment, the receiving mechanism 108 includes: and the third transmission device is provided with an output gear ring and a differential, is connected with the wheels through a third shaft system in the transmission mechanism and is used for transmitting power to the wheels, wherein the output gear ring is meshed with a second shaft driving gear on the second shaft system, and the output gear ring is fixedly connected with the differential.
In this embodiment, after the power is transmitted to the second shaft driving gear, the power may be first transmitted to an output ring gear engaged with the second shaft driving gear, and then transmitted to the wheels through a differential connected to the output ring gear, wherein the output ring gear and the differential may be fixed together by riveting, welding or bolting.
Alternatively, in another aspect of this embodiment, power generated by the vehicle may be transmitted through the differential to the output ring gear, which in turn transmits the power generated by the vehicle to other mechanisms of the powertrain.
The dual-motor hybrid power system comprises a first conversion mechanism, a second conversion mechanism, a capacity mechanism and a receiving mechanism, wherein the first conversion mechanism is provided with a first motor, and the first motor is connected with a transmission mechanism; the second conversion mechanism is provided with a second motor, wherein the second motor is connected with the transmission mechanism; the energy production mechanism is provided with an engine, wherein the engine is connected with the transmission mechanism through a torque limiting damper; and the receiving mechanism is provided with wheels, wherein the wheels are connected with the transmission mechanism. That is to say, in the embodiment of the present invention, the mutual conversion between the mechanical energy and the electrical energy and the power transmission between the different mechanisms of the power system are realized through different connection manners between the different mechanisms of the power system, so as to ensure the compactness of the axial dimension of the power system of the vehicle, further realize the technical effect of improving the dynamic property and the fuel economy of the dual-motor hybrid power system vehicle, and solve the technical problem that the dynamic property and the economy of the dual-motor hybrid power system vehicle are difficult to be considered at the same time.
The embodiment of the invention also provides a vehicle speed control method. It should be noted that the above-described two-motor hybrid system may be used to execute the vehicle speed control method.
Fig. 2 is a flowchart of a control method of a vehicle speed according to an embodiment of the present invention, as shown in fig. 2, including the steps of:
step S202, the working state of the vehicle is acquired.
In this embodiment, the operating state of the vehicle may be determined by acquiring information of the vehicle in the operating state, where the information of the operating state of the vehicle may be vehicle running information, and the operating state of the vehicle may be that the vehicle battery system is charged sufficiently and runs at a low speed/runs at a medium and high speed, the vehicle battery system is charged insufficiently and runs at a low speed or runs at a medium and low throttle and medium speed, the vehicle continues to climb the slope/runs at a medium and high speed smoothly, the vehicle accelerates at a high throttle and accelerates at a low throttle when running at a low speed, the vehicle decelerates at a brake when running at a low speed/decelerates at a high speed, and the vehicle is in a stationary state and needs to be charged and the vehicle battery system is charged insufficiently, which is only given by way of example and is not limited specifically herein.
Alternatively, the operating state of the vehicle may be determined by acquiring information such as the battery system power of the vehicle, the vehicle running speed, the vehicle running acceleration, and the vehicle vertical inclination angle, for example, when the vehicle battery system power of the vehicle is acquired to be insufficient and the running speed of the vehicle is low, the operating state of the vehicle may be determined to be that the battery system power of the vehicle is insufficient and the vehicle is running at a low speed.
In step S204, control data is determined based on the operating state.
In this embodiment, the control data of the vehicle power system may be determined based on a vehicle operating mode determined by the vehicle operating state and based on the vehicle operating mode, where the vehicle operating mode may include a pure electric first gear driving mode, a pure electric second gear driving mode, a series first gear driving mode, a series second gear driving mode, an engine direct driving first gear mode, an engine direct driving second gear mode, a parallel first gear driving mode, a parallel second gear driving mode, a low-speed energy recovery mode, a high-speed energy recovery mode, and an idle power generation mode, and the control data corresponds to the operating mode and may be used to control the rotation speed of wheels in the vehicle.
For example, when the working state of the vehicle is that the electric quantity of the vehicle battery system is sufficient and the vehicle is running at a low speed, the working mode of the vehicle is determined to be a pure electric first gear driving working mode, and the control data can control the vehicle to work in the pure electric first gear driving mode; when the working state of the vehicle is that the electric quantity of a vehicle battery system is enough and the vehicle runs at a medium-high speed, the working mode of the vehicle is determined to be a pure secondary driving working mode, and the control data can control the vehicle to work in the pure secondary driving mode.
For another example, when the working state of the vehicle is that the battery system of the vehicle is low in electric quantity and runs at a low speed or runs at a high speed in a large throttle, it is determined that the working mode of the vehicle is a series first gear driving working mode, and the control data may be used for controlling the vehicle to work in the series first gear driving mode; when the working state of the vehicle is that the electric quantity of the vehicle battery system is insufficient and the small accelerator runs at a medium speed, the working mode of the vehicle is determined to be a series secondary driving working mode, and the control data can control the vehicle to work in the series secondary driving mode.
For another example, when the working state of the vehicle is that the vehicle continuously climbs a slope at a low speed, the working mode of the vehicle is determined to be an engine direct-drive first-gear working mode, and the control data can be used for controlling the vehicle to work in the engine direct-drive first-gear mode; when the working state of the vehicle is that the vehicle runs stably at a high speed, the working mode of the vehicle is determined to be the engine direct-drive two-gear working mode, and the control data can be used for controlling the vehicle to work in the engine direct-drive two-gear mode.
For another example, when the working state of the vehicle is that the vehicle is running at a low speed and the large throttle is accelerated, the working mode of the vehicle is determined to be a parallel first-gear driving working mode, and the control data can be used for controlling the vehicle to work in the parallel first-gear driving mode; when the working state of the vehicle is that the vehicle is accelerated by a small accelerator when running at a high speed, the working mode of the vehicle is determined to be a parallel two-gear driving working mode, and the control data can be used for controlling the vehicle to work in the parallel two-gear driving mode.
For another example, when the working state of the vehicle is braking deceleration when the vehicle is running at a low speed, the working mode of the vehicle is determined to be a low-speed energy recovery working mode, and the control data may be used for controlling the vehicle to work in the low-speed energy recovery working mode; when the operating state of the vehicle is braking deceleration when the vehicle is traveling at a high speed, it is determined that the operating mode of the vehicle is a high-speed energy recovery operating mode, and the control data may be to control the vehicle to operate in the high-speed energy recovery operating mode.
For another example, when the operating state of the vehicle is that the vehicle needs to be powered in a stationary state and the battery system of the vehicle is low in power, the operating mode of the vehicle is determined to be the idle power generation operating mode, and the control data may be to control the vehicle to operate in the idle power generation mode.
And S206, controlling the first conversion mechanism, the second conversion mechanism and the capacity generation mechanism in the vehicle to work based on the control data.
In this embodiment, the first switching mechanism, the second switching mechanism and the energy generating mechanism of the vehicle powertrain are controlled to operate by the determined control data, wherein the first switching mechanism may be used to control the operation of the first electric machine, the second switching mechanism may be used to control the operation of the second electric machine, and the energy generating mechanism may control the operation of the engine.
For example, when the control data is used for controlling the vehicle to work in a pure electric first-gear driving mode, the first motor is in a driving state and converts electric energy provided by a battery into mechanical energy, the gear shifting joint sleeve of the first shafting is in a first-gear, and the second motor and the engine do not work; when the control data can work in a pure electric two-gear driving mode for controlling the vehicle, the first motor is in a driving state, electric energy provided by the battery is converted into mechanical energy, the gear shifting joint sleeve of the first shafting is in a two-gear, and the second motor and the engine do not work.
For another example, when the control data is used for controlling the vehicle to work in a series-connection first-gear driving mode, the engine is in a working state, the second motor is in a power generation state, mechanical energy generated by the engine is converted into electric energy, the first motor is in a driving state, the electric energy generated by the second motor is converted into mechanical energy, and the gear shifting joint sleeve of the first shafting is in a first-gear; when the control data can control the vehicle to work in a series two-gear driving mode, the engine is in a working state, the second motor is in a power generation state, mechanical energy generated by the engine is converted into electric energy, the first motor is in a driving state, the electric energy generated by the second motor is converted into mechanical energy, and the gear shifting joint sleeve of the first shafting is in a two-gear position.
For another example, when the control data is used for controlling the vehicle to work in a mode that the engine directly drives the first gear, the engine is in a working state, the first driven end of the clutch is engaged with the driving end of the clutch, and the first motor and the second motor do not work; when the control data can control the vehicle to work in the mode that the engine directly drives the second gear, the engine is in a working state, the second driven end of the clutch is connected with the driving end of the clutch, and the first motor and the second motor do not work.
For another example, when the control data is used for controlling the vehicle to work in a parallel first-gear driving mode, the first motor is in a driving state and converts electric energy provided by the battery into mechanical energy, the gear shifting engaging sleeve of the first shafting is in a first-gear position, the engine is in a working state, the first driven end of the clutch is engaged with the driving end of the clutch, and the second motor does not work; when the control data can control the vehicle to work in a parallel second-gear driving mode, the first motor is in a driving state, electric energy provided by the battery is converted into mechanical energy, the gear shifting engaging sleeve of the first shafting is in a second-gear, the engine is in a working state, the second driven end of the clutch is engaged with the driving end of the clutch, and the second motor does not work.
For another example, when the control data is used for controlling the vehicle to work in a low-speed energy recovery mode, the first motor is in a power generation state, mechanical energy transmitted by the wheel end is converted into electric energy, the gear shifting joint sleeve of the first shafting is in a first gear, and the engine and the second motor do not work; when the control data can control the vehicle to work in a high-speed energy recovery mode, the first motor is in a power generation state, mechanical energy transmitted by the wheel end is converted into electric energy, the gear shifting joint sleeve of the first shafting is in a second gear, and the engine and the second motor do not work.
For another example, when the control data is used for controlling the vehicle to work in the idle speed power generation mode, the engine is in a working state, the second motor is in a power generation state, mechanical energy generated by the engine is converted into electric energy, and the first motor does not work.
And S208, controlling the speed of wheels in the vehicle based on the working states of the first conversion mechanism, the second conversion mechanism and the capacity generation mechanism.
In this embodiment, the wheel speed of the vehicle may be adjusted based on the operating state of the vehicle at various mechanisms in the vehicle powertrain, which may differ from one another.
For example, when only the first electric machine is in operation, the power provided is small, and thus the wheel speed is also low; when both the first electric machine and the generator are in operation, the power provided is greater and the wheel speed is higher.
According to the embodiment, the working mode of the vehicle is determined according to the working state of the vehicle power system, and the control data corresponding to each mechanism in the vehicle power system is determined based on different working modes, so that the purpose of controlling the speed of the wheels of the vehicle is achieved, the accuracy and pertinence of the control on the speed of the vehicle are guaranteed, the technical effects of improving the dynamic property and the fuel economy of the dual-motor hybrid power system vehicle are achieved, and the technical problem that the dynamic property and the economy of the dual-motor hybrid power system vehicle are difficult to be considered is solved.
Example 2
The technical solutions of the embodiments of the present invention will be illustrated below with reference to preferred embodiments.
At present, with increasingly strict requirements on energy conservation and emission reduction regulations, the market of new energy automobiles, especially electric automobiles and hybrid electric automobiles, is rapidly accelerated. The electromotion of a power system becomes an untwistable technical trend, a pure electric vehicle is comprehensively influenced by factors such as short battery endurance mileage, long charging time and short battery life, and a gasoline-electric hybrid electric vehicle will occupy a leading position for a long time in the future. Therefore, the development of advanced hybrid systems is becoming an important task for domestic and foreign mainstream automobile manufacturers, wherein the configuration of the hybrid system fundamentally determines the performance of the hybrid vehicle in all aspects such as dynamic performance, economic performance and the like.
The scheme of the double-motor hybrid power system in the market at the present stage comprises a series connection scheme, a parallel connection scheme and a series-parallel connection scheme, the series-parallel connection technical route is divided into a power division hybrid system and a series-parallel structure hybrid system, the power division system has the advantages of higher technical complexity, high manufacturing difficulty and higher cost, complete decoupling of the driving of an engine and a driving motor is not realized, and the vehicle dynamic performance is general under the condition of ensuring the fuel economy.
In a related technology, a hybrid power driving system is provided, the system belongs to a series-parallel structure system, two gears of an engine and a motor can be driven, a five-shaft parallel shaft type scheme is adopted, a single clutch is arranged on an engine input shaft, a double clutch is arranged on a shaft in the aspects of middle structure arrangement and transmission line, a middle shaft system where the double clutch is located is provided with three concentric shafts, the system is large in engineering and manufacturing process difficulty, the overall configuration axial size is larger, the arrangement difficulty of a whole vehicle cabin is large, and the problems of insufficient system compactness and large engineering difficulty still exist.
In another related technology, a hybrid transmission is further provided, the transmission is composed of a shell and a transmission mechanism arranged inside the shell, the transmission shell is composed of a front shell and a rear shell, the transmission mechanism is composed of a first input shaft assembly, a first intermediate shaft assembly, a first output shaft assembly, a second input shaft assembly, a second intermediate shaft assembly and a second output shaft assembly which are arranged in parallel, four working modes of independent driving of a power motor, independent driving of an engine, simultaneous driving of the power motor and the engine and power generation of the engine can be achieved through the transmission mechanism, and switching of a high gear and a low gear is achieved through a synchronizer, wherein the motor driving mode is a single gear ratio, and the engine driving mode has two gear ratios, so that the problem that the power performance of the whole vehicle cannot be improved while the economy is guaranteed still exists.
In another related art, there is also proposed a drive device for a hybrid vehicle in which an engine shaft, a generator shaft, and an idle shaft are arranged in parallel, a clutch for connecting or disconnecting power transmission between the engine shaft and the idle shaft via an engine driving force transmission gear is provided on the engine shaft, the engine driving employs a single-gear driving scheme, and the engine-generator is also provided with 1-gear step-up gear pair, so that there are problems of insufficient system compactness and low vehicle dynamic performance.
In order to solve the problems, the embodiment of the invention provides a five-axis parallel shaft type scheme, a group of back-to-back integrated clutches is adopted and is arranged on an engine input shaft, compared with the prior art, the overall configuration of the embodiment of the invention avoids the adoption of a plurality of concentric shaft parts, the engineering difficulty is greatly reduced, in addition, the total number of axial gear pairs is less, the axial size is small, and the technical problem that the economy and the dynamic property of the whole engine room of a multi-gear double-motor hybrid power system are difficult to be considered at the same time is further solved.
The following further describes embodiments of the present invention.
In this embodiment, a dual-motor hybrid system structure is proposed, as shown in fig. 3, and fig. 3 is a schematic diagram of the dual-motor hybrid system structure.
The present embodiment provides a dual-motor hybrid system, as shown in fig. 3, the dual-motor hybrid system in the embodiment of the present invention may include an engine, a first motor M1, a second motor M2, a torque limiting damper 6 ', and a transmission mechanism, where the transmission mechanism may include five shaftings, i.e., a first shafting 1', a second shafting 2 ', a third shafting 3', a fourth shafting 4 ', and a fifth shafting 5'.
As shown in fig. 3, the two-motor hybrid system includes: the first shaft system 1 ' is provided with a gear shifting hub 101 ', a gear shifting sleeve 102 ', a first shaft first gear driving gear 103 ' and a first shaft second gear driving gear 104 '.
Alternatively, the shift gear hub 101 'is fixedly connected to the first shaft system 1', the shift coupling sleeve 102 'is connected to the shift gear hub 101' through a spline with clearance fit and can slide in the axial direction, the first shaft driving gear 103 'and the first shaft secondary driving gear 104' are respectively sleeved on the first shaft system 1 'through a needle bearing, and the shift coupling sleeve 102' can slide in the axial direction leftward and is connected to a coupling tooth on the first shaft 1 'secondary driving gear 103', so that the power of the first motor M1 is transmitted by the electric driving first gear; in a similar way, the gear shifting engaging sleeve 102 'can slide rightwards along the axial direction to be connected with the engaging teeth on the first-shaft second gear driving gear 104', so that the power of the first motor M1 is transmitted by the electric-driven second gear.
As shown in fig. 3, the two-motor hybrid system further includes: a second shaft first-gear driven gear 201 ', a second shaft driving gear 202' and a second shaft second-gear driven gear 203 'are arranged on the second shaft system 2'.
Alternatively, the second shaft first-gear driven gear 201 'is engaged with the first shaft first-gear driving gear 103', and the second shaft second-gear driven gear 203 'is engaged with the first shaft second-gear driving gear 104'.
As shown in fig. 3, the two-motor hybrid system further includes: the third shaft system 3 'is a differential shaft system and is provided with an output large gear ring 301'.
Optionally, the output large ring gear 301 ' and the differential are fixed together by riveting, welding or bolting, and at the same time, the output large ring gear 301 ' is meshed with the second shaft driving gear 202 '.
As shown in fig. 3, the dual motor hybrid system may further include: a power generation driven gear 401 'is arranged on the fourth shaft system 4'.
Optionally, the output of the fourth shaft system 4' is connected to the input of the second motor M2.
As shown in fig. 3, the dual motor hybrid system may further include: the fifth shaft system 5 ' is provided with a dual clutch assembly 50 ', a fifth shaft first gear driving gear 503 ', and a fifth shaft second gear driving gear 505 ', wherein the dual clutch assembly 50 ' is composed of a clutch driving housing 501 ', a clutch driving gear 502 ', a clutch first driven end 504a ', and a clutch second driven end 504b '.
Optionally, an input end of the fifth shaft system 5 ' is connected with an output end of the engine through a torque-limiting damper 6 ', the clutch driving housing 501 ' is fixed to the fifth shaft system 5 ' through welding, the clutch driving gear 502 ' is welded to the clutch driving housing 501 ' or is an integral part of the clutch driving housing 501 ', and the clutch driving gear 502 ' is meshed with the power generation driven gear 401 '. The fifth shaft first-gear driving gear 503 'and the fifth shaft second-gear driving gear 505' are empty-sleeved on the fifth shaft system 5 'through a needle bearing, a first clutch driven end 504 a' is connected with the fifth shaft first-gear driving gear 503 'through a spline or a bolt, a second clutch driven end 504 b' is connected with the fifth shaft second-gear driving gear 505 'through a spline or a bolt, and the first clutch driven end 504 a' and the second clutch driven end 504b 'can be respectively engaged with the clutch driving end 501' under control.
Optionally, when the first driven end 504a 'of the clutch is engaged with the driving end 501' of the clutch under control, the power of the engine is transmitted to the first-shaft first-gear driven gear 201 'meshed with the fifth-shaft first-gear driving gear 503', and then transmitted to the differential through the pair of gear pairs of the second-shaft driving gear 202 'and the output large ring gear 301', and finally output to the wheel end; when the second driven end 504b 'of the clutch is engaged with the driving end 501' of the clutch under control, the power of the engine is transmitted to the second shaft gear driven gear 203 'engaged with the fifth shaft gear driving gear 505', and then transmitted to the differential mechanism through the pair of gear pairs of the second shaft driving gear 202 'and the output large gear ring 301', and finally output to the wheel end.
In the embodiment of the invention, a hybrid power system configuration with a two-gear double-motor series-parallel structure is provided, and various working modes such as pure electric drive, series drive, parallel drive, direct drive of an engine, power generation of the engine, energy recovery and the like can be realized. The hybrid power system configuration can greatly improve the wheel end output torque under the condition of ensuring the economy, the whole vehicle dynamic performance is more excellent, the axial size of the system is more compact, the whole vehicle cabin arrangement is easier to realize, and the small vehicle space requirement can be met, so that the accuracy and pertinence of the vehicle speed control method are ensured, and the dynamic performance of the dual-motor hybrid power system vehicle is further ensured.
The embodiment of the invention also provides a vehicle speed control method. It should be noted that the above-described two-motor hybrid system may be used to execute the vehicle speed control method.
Table 1 is a working mode table of a method for controlling a vehicle speed according to an embodiment of the present invention, and as shown in table 1, the dual-motor hybrid apparatus and the system may determine a vehicle working mode according to a working state of a vehicle, and control a rotation speed of a wheel in the vehicle based on control data corresponding to the working mode, where the working mode may include pure electric drive, series drive, parallel drive, direct drive of an engine, braking energy recovery, idle power generation, and the like.
Table 1 is an operation mode table of a control method of a vehicle speed according to an embodiment of the present invention
Figure BDA0003672570990000141
In the embodiment of the invention, the pure electric drive mode can be divided into pure electric first-gear drive and pure electric second-gear drive.
Optionally, when the vehicle battery system has sufficient electric quantity and the driver has a small power demand and runs at a low speed, the operating mode of the vehicle is determined to be a pure electric first-gear driving operating mode, the vehicle is controlled to operate according to the pure electric first-gear driving operating mode, electric energy can be provided to the first motor M1 through the inverter, the first motor M1 converts the electric energy into mechanical energy, the mechanical energy generated by the first motor M1 is transmitted to the shift gear hub 101 ' through the first shaft system 1 ' of the transmission system, the shift joint sleeve 102 ' is located at the left-side gear shown in fig. 3, at this time, the shift joint sleeve is connected to the first-shaft first-gear driving gear 103 ', power is transmitted to the second-shaft first-gear driven gear 201 ' connected to the second shaft system 2 ', and then power is transmitted to the output large gear ring 301 ' through the second-shaft driving gear 202 ' fixedly connected to the second shaft system 2 ', finally, the power is transmitted to the wheels on the two sides through the differential fixedly connected with the output large gear ring 301'. At this time, the engine and the second motor M2 are not operated, and both the clutch first driven end 504a 'and the clutch second driven end 504 b' are in the disconnected state.
Optionally, when the vehicle battery system has sufficient electric quantity and the driver has a small power demand and runs at a medium-high speed, the operating mode of the vehicle is determined to be a pure secondary driving operating mode, the vehicle is controlled to operate according to the pure secondary driving operating mode, electric energy can be provided to the first motor M1 through the inverter, the first motor M1 converts the electric energy into mechanical energy, the mechanical energy generated by the first motor M1 is transmitted to the gear shifting hub 101 ' through the first shaft system 1 ' of the transmission system, the gear shifting joint sleeve 102 ' is located at the right-side gear shown in fig. 3, at this time, the gear shifting joint sleeve 102 ' is connected to the first-shaft second-gear driving gear 104 ', power is transmitted to the second-shaft second-gear driven gear 203 ' connected to the second shaft system 2 ' through the first-shaft second-gear driving gear 104 ', and then power is transmitted to the large output gear ring 301 ' through the second-shaft driving gear 202 ' fixedly connected to the second shaft system 2 ', finally, the power is transmitted to the wheels on the two sides through the differential fixedly connected with the output large gear ring 301'. At this time, the engine and the second motor M2 are not operated, and both the clutch first driven end 504a 'and the clutch second driven end 504 b' are in the disconnected state.
In the embodiment of the present invention, the series driving mode can be divided into a series first-gear driving mode and a series second-gear driving mode.
Alternatively, when the vehicle battery system is low in charge and is running at a low speed or the vehicle is accelerated at a high speed by a large accelerator, the operating mode of the vehicle is determined to be the series first gear driving operating mode, the vehicle is controlled to operate in the series first gear driving operating mode, the mechanical energy generated by the engine can be used for generating power through the second electric machine M2, and then the power can be supplied to the first electric machine M1 to drive the vehicle. The power of the engine is transmitted to the second motor M2 through the pair of gear pairs of the clutch driving gear 502 'and the power generation driven gear 401', the second motor M2 converts mechanical energy into electric energy and provides the electric energy to the first motor M1 through the inverter, the first motor M1 converts the electric energy into mechanical energy, the power is transmitted to the differential through the gear pairs, namely, the first-shaft first-gear driving gear 103 ', the second-shaft first-gear driven gear 201', and the gear pair, namely, the second-shaft driving gear 202 ', the output large gear ring 301', and finally the power is transmitted to the wheels on two sides through the differential. At this time, the clutch first driven end 504a 'and the clutch second driven end 504 b' are both in a disconnected state, and the shift sleeve 102 'is in a left side position shown in fig. 3 and engaged with the first shaft first gear driving gear 103'.
Alternatively, when the vehicle battery system is low in charge and is running at a low accelerator medium speed, the operating mode of the vehicle is determined to be the series two-gear driving operating mode, the vehicle is controlled to operate in the series two-gear driving operating mode, mechanical energy generated by the engine can be used for generating electricity through the second motor M2, and then the electricity is supplied to the first motor M1 to drive the vehicle. The power of the engine is transmitted to the second motor M2 through a pair of gear pairs of the clutch driving gear 502 'and the power generation driven gear 401', the second motor M2 converts mechanical energy into electric energy and provides the electric energy to the first motor M1 through the inverter, the first motor M1 converts the electric energy into mechanical energy, the power is transmitted to the differential through the gear pairs, namely, the first shaft driving gear 104 ', the second shaft driven gear 203', and the second shaft driving gear 202 ', the output large gear ring 301', and finally the power is transmitted to wheels on two sides through the differential. At this time, the clutch first driven end 504a 'and the clutch second driven end 504 b' are both in a disconnected state, and the shift sleeve 102 'is in a right position shown in fig. 3 and engaged with the first-shaft gear drive gear 104'.
In the embodiment of the invention, the engine direct-drive mode can be divided into an engine direct-drive first-gear mode and an engine direct-drive second-gear mode. When the vehicle continuously climbs a slope at a low speed or runs stably at a medium or high speed, the vehicle is driven by the engine alone.
Optionally, when the vehicle continuously climbs at a low speed, the working mode of the vehicle is determined to be a first-gear direct-drive working mode of the engine, the vehicle is controlled to work according to the first-gear direct-drive working mode of the engine, the first driven end 504a ' of the clutch can be controlled to be closed, the second driven end 504b ' of the clutch is controlled to be disconnected, power of the engine is input through the fifth shaft system 5 ', and is transmitted to the first-gear driving gear 503 ' through the first driven end 504a ' of the clutch, power is transmitted to the second-gear driven gear 203 ' through the first-gear driving gear 503 ', and then the differential is driven to rotate through the gear pair, namely the second-gear driving gear 202 ', the output large gear ring 301 ', and then the power is transmitted to wheels on two sides through the differential.
Optionally, when the vehicle runs stably at a high speed, the working mode of the vehicle is determined to be a two-gear direct-drive working mode of the engine, the vehicle is controlled to work according to the two-gear direct-drive working mode of the engine, the second driven end 504b ' of the clutch can be controlled to be closed, the first driven end 504a ' of the clutch is disconnected, power of the engine is input through the fifth shaft system 5 ', is transmitted to the fifth shaft driving gear 505 ' through the second driven end 504b ' of the clutch, power is transmitted to the second shaft driving gear 203 ' through the fifth shaft driving gear 505 ', and then is output to the large gear ring 301 ' through the gear pair — the second shaft driving gear 202 ', so as to drive the differential to rotate, and further, power is transmitted to the wheels on two sides through the differential.
In the embodiment of the present invention, the parallel driving mode may be divided into a parallel first-gear driving mode and a parallel second-gear driving mode.
Optionally, when the vehicle is accelerated at a low speed and a large throttle, the operating mode of the vehicle is determined to be a parallel first-gear driving operating mode, the vehicle is controlled to operate according to the operating mode of the parallel first-gear driving, the system controls the first driven end 504a ' of the clutch to be closed while the first motor M1 drives the wheels through the first-shaft first-gear driving gear pair, namely the first-shaft first-gear driving gear 103 ' and the second-shaft first-gear driven gear 201 ', by using energy provided by the battery, the engine adopts a direct-drive first-gear driving, a driving route of the engine is the same as a single direct-drive first-gear driving route of the engine, and at this time, the electric-drive first-gear and the first-gear of the engine are simultaneously driven, so that the maximum driving power and the driving torque of the hybrid power system can be provided, and the optimal dynamic performance is achieved.
Optionally, when the vehicle is accelerated at a low throttle when running at a high speed, the operating mode of the vehicle is determined to be a parallel second-gear driving operating mode, the vehicle is controlled to operate according to the parallel second-gear driving operating mode, the system controls the second driven end 504b ' of the clutch to be closed while the first motor M1 drives the wheel through the first-gear driving gear 104 ' and the second-gear driven gear 203 ' which are electrically driven second-gear pairs by using the energy provided by the battery, the engine is in second-gear driving, and the first motor M1 participates in driving the wheel through the electrically driven first-gear transmission route in a short time by using the energy provided by the battery, so that the high-speed stable acceleration of the vehicle is realized.
In the embodiment of the invention, the braking energy recovery mode can be divided into a low-speed energy recovery mode and a high-speed energy recovery mode. When the vehicle needs to be decelerated, the system generates electricity through the first motor M1 to apply braking force, and kinetic energy recovery is achieved.
Optionally, when the vehicle is running at a low speed, the operating mode of the vehicle is determined to be a low-speed energy recovery operating mode, the vehicle is controlled to operate according to the low-speed energy recovery operating mode, the driver presses down the brake pedal, the control system transmits the mechanical energy at the wheel end to the second shaft driving gear 202 'through the output large gear ring 301' fixed on the differential, then the first shaft driving gear 103 'is driven by the second shaft first gear driven gear 201', further the power is transmitted to the first motor M1 connected with the first shafting 1 'through the joint sleeve 102' on the left side at this time, the mechanical energy is converted into electric energy by the first motor M1, and the battery is charged through the inverter.
Optionally, when the vehicle runs at a high speed, the working mode of the vehicle is determined to be a high-speed energy recovery working mode, the vehicle is controlled to work according to the high-speed energy recovery working mode, the driver steps on a brake pedal, the control system transmits mechanical energy at the wheel end to the second shaft driving gear 202 'through the output large gear ring 301' fixed on the differential, then the second shaft driving gear 203 'drives the first shaft driving gear 104', further the power is transmitted to the first motor M1 connected with the first shafting 1 'through the joint sleeve 102' located on the right side at the moment, the first motor M1 converts the mechanical energy into electric energy, and the battery is charged through the inverter.
In the embodiment of the invention, the idle speed power generation mode can be that the vehicle control system starts the engine to carry out in-situ power generation.
Alternatively, when the vehicle needs electricity in a stationary state and the battery capacity is low, the operating mode of the vehicle is determined as an idle power generation operating mode, the vehicle is controlled to operate according to the idle power generation operating mode, the power generation transmission route from the engine to the second electric machine M2 is the same as that in series driving, except that the electric energy generated by the second electric machine M2 in the series driving mode is supplied to the M1 driving wheels through the inverter, and the electric energy generated by the second electric machine M2 in the power generation mode is used for charging the battery through the inverter.
The embodiment also discloses a vehicle speed control method and a dual-motor hybrid power system structure for executing the method, the working state of the vehicle power system is determined by acquiring the information of the vehicle in the working state, the control data of each mechanism in the vehicle power system is determined based on different working states, and the power is transmitted based on the transmission mechanisms connected with different mechanisms of the power system, so that the accuracy and pertinence of the control on the vehicle speed are ensured, the technical effect of improving the power performance and the fuel economy of the dual-motor hybrid power system vehicle is further realized, and the technical problem that the power performance and the economy of the dual-motor hybrid power system vehicle are difficult to be considered is solved.
Example 3
According to the embodiment of the invention, the vehicle speed control device is also provided. It is noted that this control device of the vehicle speed may be used to execute the control method of the vehicle speed in embodiment 1.
Fig. 4 is a schematic diagram of a vehicle speed control apparatus according to an embodiment of the present invention. As shown in fig. 4, the control device 40 of the vehicle may include: an acquisition unit 401, a determination unit 402, a first execution unit 403, and a second execution unit 404.
An obtaining unit 401 is configured to obtain an operating state of the vehicle.
A determining unit 402 for determining the control data based on the operating state.
And a first execution unit 403 for controlling the operation of the first conversion mechanism, the second conversion mechanism and the capacity generation mechanism in the vehicle based on the control data.
And a second execution unit 404 for controlling the speed of the wheels in the vehicle based on the operating states of the first conversion mechanism, the second conversion mechanism, and the energy generation mechanism.
In the embodiment of the invention, the working state of the vehicle power system is determined by acquiring the information of the vehicle in the working state, and the control data of each mechanism in the vehicle power system is determined based on different working states to control the speed of the wheels of the vehicle, so that the accuracy and pertinence of the control on the speed of the vehicle are ensured, the technical effect of improving the power performance and the fuel economy of the dual-motor hybrid power system vehicle is further realized, and the technical problem that the power performance and the economy of the dual-motor hybrid power system vehicle are difficult to be considered is solved.
Example 4
According to an embodiment of the present invention, there is also provided a computer-readable storage medium including a stored program, wherein the program executes the control method of vehicle speed described in embodiment 1.
Example 5
According to an embodiment of the present invention, there is also provided a processor for running a program, wherein the program is run to execute the control method of the vehicle speed described in embodiment 1.
Example 6
According to an embodiment of the present invention, there is also provided a vehicle for running a program, wherein the program is run to execute the control method of the vehicle speed described in embodiment 1.
The above-mentioned serial numbers of the embodiments of the present invention are merely for description and do not represent the merits of the embodiments.
In the above embodiments of the present invention, the descriptions of the respective embodiments have respective emphasis, and for parts that are not described in detail in a certain embodiment, reference may be made to related descriptions of other embodiments.
In the embodiments provided in the present application, it should be understood that the disclosed technical content can be implemented in other manners. The above-described embodiments of the apparatus are merely illustrative, and for example, the division of the units may be a logical division, and in actual implementation, there may be another division, for example, multiple units or components may be combined or integrated into another system, or some features may be omitted, or not executed. In addition, the shown or discussed mutual coupling or direct coupling or communication connection may be an indirect coupling or communication connection through some interfaces, units or modules, and may be in an electrical or other form.
The units described as separate parts may or may not be physically separate, and parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of units. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of the embodiment.
In addition, functional units in the embodiments of the present invention may be integrated into one processing unit, or each unit may exist alone physically, or two or more units are integrated into one unit. The integrated unit can be realized in a form of hardware, and can also be realized in a form of a software functional unit.
The integrated unit, if implemented in the form of a software functional unit and sold or used as a stand-alone product, may be stored in a computer readable storage medium. Based on such understanding, the technical solution of the present invention may be embodied in the form of a software product, which is stored in a storage medium and includes instructions for causing a computer device (which may be a personal computer, a server, or a network device) to execute all or part of the steps of the method according to the embodiments of the present invention. And the aforementioned storage medium includes: a U-disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), a removable hard disk, a magnetic or optical disk, and other various media capable of storing program codes.
The foregoing is only a preferred embodiment of the present invention, and it should be noted that, for those skilled in the art, various modifications and decorations can be made without departing from the principle of the present invention, and these modifications and decorations should also be regarded as the protection scope of the present invention.

Claims (10)

1. A dual motor hybrid system, comprising: a first conversion mechanism, a second conversion mechanism, a capacity generation mechanism and a receiving mechanism, wherein,
the first conversion mechanism is provided with a first motor, wherein the first motor is connected with the transmission mechanism;
the second conversion mechanism is provided with a second motor, wherein the second motor is connected with the transmission mechanism;
the energy production mechanism is provided with an engine, wherein the engine is connected with the transmission mechanism through a torque limiting damper;
the receiving mechanism is provided with wheels, wherein the wheels are connected with the transmission mechanism.
2. The system of claim 1, wherein the first conversion mechanism comprises:
the first transmission device is provided with a first shaft first gear driving gear, is connected with a first shaft system in the transmission mechanism and is used for transmitting power generated by the first motor, wherein a gear shifting hub on the first shaft system is connected with the gear shifting joint sleeve through a spline in the system, and the gear shifting joint sleeve is connected with the first shaft first gear driving gear through joint teeth on the first shaft first gear driving gear;
and the second transmission device is provided with a first shaft second gear driving gear, is connected with the first shaft system and is used for transmitting power generated by the first motor, wherein the gear shifting hub is connected with the gear shifting joint sleeve through the spline, and the gear shifting joint sleeve is connected with the first shaft second gear driving gear through joint teeth on the first shaft second gear driving gear.
3. The system of claim 2, wherein the first transferring means comprises:
the first driving unit is arranged on a second shaft system in the transmission mechanism and is provided with a second shaft first-gear driven gear, and the second shaft first-gear driven gear is connected with the first shaft first-gear driving gear.
4. The system of claim 2, wherein the second transfer device comprises:
and the second driving unit is arranged on a second shaft system in the transmission mechanism and is provided with a second shaft secondary driven gear, and the second shaft secondary driven gear is connected with the first shaft secondary driving gear.
5. The system of claim 4, wherein the receiving mechanism comprises:
and the third transmission device is provided with an output gear ring and a differential mechanism, is connected with the wheel through a third shaft system in the transmission mechanism and is used for transmitting power to the wheel, wherein the output gear ring is meshed with a second shaft driving gear on the second shaft system, and the output gear ring is fixedly connected with the differential mechanism.
6. The system of claim 1 wherein said second motor of said second switching mechanism is connected to said fourth gear train through a power generating driven gear fixed to said fourth gear train of said transmission mechanism.
7. The system as claimed in claim 6, wherein the power generation mechanism is connected to a fifth gear train of the transmission mechanism, and a dual clutch assembly, a fifth shaft first gear driving gear and a fifth shaft second gear driving gear are provided for transmitting mechanical power generated by the engine by controlling the dual clutch assembly, wherein the fifth shaft first gear driving gear and the fifth shaft second gear driving gear are freely sleeved on the fifth gear train by a needle bearing through the torque limiting damper.
8. The system of claim 7, wherein the dual clutch assembly comprises a clutch driving housing, a clutch driving gear, a first clutch driven end and a second clutch driven end, wherein the clutch driving housing is fixed to the fifth gear train, the clutch driving gear is circumferentially fixed to the clutch driving housing, or the driving gear and the clutch driving housing are an integral part, the clutch driving gear is combined with the power generation driven gear, the first clutch driven end is connected with the first fifth gear driving gear through a spline or a bolt, the second clutch driven end is connected with the second fifth gear driving gear through a spline or a bolt, and the dual clutch assembly is used for controlling shifting and speed changing of the vehicle.
9. A method of controlling a speed of a vehicle, comprising:
acquiring the working state of the vehicle;
determining control data based on the operating state;
controlling the work of a first conversion mechanism, a second conversion mechanism and a capacity mechanism in the vehicle based on the control data;
and controlling the speed of wheels in the vehicle based on the working states of the first conversion mechanism, the second conversion mechanism and the energy production mechanism.
10. A vehicle characterized by being configured to perform the method of claim 9.
CN202210609287.2A 2022-05-31 2022-05-31 Dual-motor hybrid power system and vehicle Pending CN114834241A (en)

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