CN101209667A - 混合动力输出装置 - Google Patents

混合动力输出装置 Download PDF

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Publication number
CN101209667A
CN101209667A CNA2006101577276A CN200610157727A CN101209667A CN 101209667 A CN101209667 A CN 101209667A CN A2006101577276 A CNA2006101577276 A CN A2006101577276A CN 200610157727 A CN200610157727 A CN 200610157727A CN 101209667 A CN101209667 A CN 101209667A
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CN
China
Prior art keywords
dynamotor
clutch
power
output
battery
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CNA2006101577276A
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English (en)
Inventor
王传福
罗红斌
陈伟
张建华
廖云浩
宋佑川
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BYD Co Ltd
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BYD Co Ltd
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Priority to CNA2006101577276A priority Critical patent/CN101209667A/zh
Publication of CN101209667A publication Critical patent/CN101209667A/zh
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    • B60K6/00Arrangement 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
    • B60K6/20Arrangement 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
    • B60K6/22Arrangement 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
    • B60K6/38Arrangement 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
    • B60K6/387Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
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    • B60K6/00Arrangement 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
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    • B60L3/0023Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
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Abstract

本发明涉及一种用于将动力输出至车辆驱动轴的混合动力输出装置,包括:带有输出轴的发动机;用于储备和输出电能的电池;设置于发动机输出轴与车轮驱动轴之间的与电池电连接的第一电动发电机及第二电动发电机;设置于发动机输出轴与第一电动发电机之间的第一离合器、设置于第一电动发电机与车轮驱动轴之间的第二离合器;其特征在于:在所述第二电动发电机和驱动轴之间设置有一第三离合器,所述第三离合器可用于断开第二电动发电机与驱动轴的连接。本发明动力性能优越,提高了效率,降低了油耗,且控制系统简单,结构紧凑,同时还可实现多种驱动模式。

Description

混合动力输出装置技术领域本发明涉及一种混合动力输出装置,更具体地,本发明涉及一种用来把动力输出 到驱动轴的混合动力输出装置。背景技术混合动力车辆同时采用两种不同的动力源,根据动力系统的连接方式不同,主要 可以分为三种结构形式,即串联、并联和混联。串联结构的特征是以电力形式进行复合,发动机直接驱动发电机对储能装置和电 动机供电,电动机用来驱动车轮;并联结构的特征是以机械形式进行复合,发动机与 驱动轴相连,电机可同时用作电动机和发电机以平衡发动机所受的载荷。实践中出现的混联式模式有一种是通过行星齿轮机构来实现各动力单元的动力 分配,在这种结构中,发动机与行星架相连,发动机的一部分功率通过第一电机转换 为电能对第二电机供电或对储能装置进行充电,另一部分机械能直接作用于齿圈上, 同时第二电机与齿圈相连,提供部分功率和转矩。在这种模式中,发动机输出动力中 总有一部分能量供第一 电机发电给蓄电池充电或供第二电机电动使用。实践中还有通过离合器来实现各动力单元的动力分配的混联模式,如专利 CN1200824C公开了一用于驱动车辆的混合驱动系统,该系统公开了使用双离合器、 双电机以及电池的驱动系统,其第一电机、第二电机与内燃机之间分别布置第一离合 器及第二离合器,并且其第二电机与一可变速比的变速器永久连接,其第一电机、第 二电机与电池电连接。在该专利公开的技术方案中,由于第二电机与变速器永久连接, 即第二电机与车轮之间永久通过变速器连接在一起,这就存在一个问题:当第二电机 由于某些原因,如电池电量不足无法工作或出现故障无法工作或通过控制禁止其正常 工作时,而需要发动机单独驱动车轮的时候,由于第二电机无法与车轮驱动轴断开, 此时内燃机在驱动车辆的同时也将带动第二电机转动,此时第二电机就成为整个驱动 系统的负载而耗费能量,使得驱动效率降低。
另一方面,根据其说明书的公开可知该驱动系统的第一电机具有如下三种功能:一、内燃机的启动电机;二、输出电功率的发电机;三、驱动变速器液压泵以及其他 辅助设备如转向机构等驱动装置。由此可知:该第--电机相当于将传统汽车中的发动机的启动电机(功率较小)与电池电连接,通过控制,使其具有以上除内燃机启动电 机之外的功能,还可以作为电动机,此时仅能驱动--些辅助设备,不能作为电动机单 独驱动车轮使用,也不存在其单独与第二电机共同驱动车轮的驱动状态。这将使得整 个驱动系统可实现的驱动模式及功能单一,对f实现最佳的功率输出不利。而该专利 公开的第二电机虽然可以实现纯电动的驱动车轮,但当其单独作为电动机进行全工况 驱动车轮时,不可能使电机一直工作在高效区,从而使得能源的综合利用率不髙。如 果要想拥有较高的能源综合利用率,其在电机设计上要求很高,且较难实现。发明内容本发明解决的技术问题是,提供一种混合动力输出装置,该装置有效地减小了车 辆输出功率的耗损,增强了动力性能,同时,可以实现多种驱动模式以提高效率降低 油耗。本发明进一步解决的技术问题是,提供的混合动力输出装置能充分发挥电机的最 佳性能,提供能源的综合利用率。为实现本发明主要解决的技术问题,本发明提供一种混合动力输出装置,包括: 带有输出轴的发动机;用于储备和输出电能的电池;设置于发动机输出轴与车轮驱动 轴之间的与电池电连接的第一电动发电机及第二电动发电机;设置于发动机的输出轴 与第一电动发电机之间的第一离合器、设置于第一电动发电机与车轮驱动轴之间的第 二离合器;在所述第二电动发电机和驱动轴之间设置有第三离合器,用于断开第二电 动发电机与驱动轴的连接。依照上述的混合动力输出装置,当进行发动机单独驱动模式时,断开与第二电 动发电机相连的第三离合器,即断开第二电动发电机与输出轴的连接,此时进行驱动 时,可以将能量全部传递到车轮上,而不用将一部分能量浪费在第二电动发电机的空 转上,提高了能源的利用率。进一步地,所述的发动机、第一离合器、第一电动发电机、第二离合器、第三 离合器、第二电动发电机依次顺序连接,且同轴设置。通过这种设置,发动机的输出轴与第一电动发电机、第二电动发电机同轴设置,
由第一离合器、第二离合器及第三离合器对其进行机械连接,由此,可使本发明动力 输出装置的各动力单元在车辆上的布置紧凑,较容易实现一体化。进一步地,由于各 动力单元的转轴同轴,不需要为机械能的传递提供专门的结构单元(如不同轴转轴间 的齿轮传动结构),并且可使能量在传递过程中损失较小,进而为整个动力输出装置 的高效率做出贡献。再进一歩的,第一电动发电机及第二电动发电机均可单独用于电力驱动车轮,也 可以共同用于电力驱动车轮。对于车辆的各种不同行驶工况,可充分发挥第一电动发 电机与第二电动发电机的最佳输出性能,使整个驱动系统实现多种驱动模式,从而优 化传动效率,降低油耗。本发明中,第一电动发电机设计为在高转速下的效率高于第二电动发电机;第 二电动发电机设计为在低转速下的效率高于第一电动发电机。这样不仅可以使两电动 发电机能以其最佳输出效率协作驱动车轮,而且可以降低两个电动发电机的设计难度 (同时要求电动发电机的低、中、高转速下都实现高效率输出的设计难度)。如,在 车辆起步或低速行驶过程中,使用工作效率高的第二电动发电机单独驱动车轮,而在 车速达到较高时,既达到第一电动发电机可工作在较高效率输出时,由第一电动发电 机单独驱动车轮;而当需要牵引力较大时,第一及第二电动发电机共同驱动车轮,实 现较大转矩的输出。由此,本发明的动力输出装置在纯电力输出方式下也具备较好的动力输出能力, 可以在不启动内燃机的情况下,满足驱动轴的需求。这样在车辆的燃料消耗及有害物 排放方面也有很大改善。进--步的,本发明中,第二电动发电机的功率按大于第一电动发电机设计。当第 二电动发电机用于低速启动时,所需扭矩非常大,所以第二电动发电机功率设计大于 第一电动发电机。进一步的,本发明所述的第二电动发电机通过定速比减速机构与车轮驱动轴连 接。所述的定速比减速机构可以是常啮合的齿轮传动减速机构、链条传动减速机构或 摩擦传动减速机构。这样设计在保证能够达到高功率输出的同时,不存在因换档引起 动力中断,增加了舒适感,减小了整个装置体积,降低了成本。附图说明图1是表示本发明实施方式的系统示意图;
图2是表示本发明动力输出形式的说明图;图3是表示本发明其它动力输出形式的说明图;图4是表示本发明另一其它动力输出形式的说明图;图5是表示本发明另一其它动力输出形式的说明图;图6是表示本发明另一其它动力输出形式的说明图;图7是表示本发明另一其它动力输出形式的说明图;图8是表示本发明另一其它动力输出形式的说明图;图9是表示本发明另一其它动力输出形式的说明图;图IO是表示本发明另一其它动力输出形式的说明图;图11是表示本发明另一其它动力输出形式的说明图;图]2是表示本发明另一其它动力输出形式的说明图; 图]3是表示本发明另一其它动力输出形式的说明图; 图M是表示本发明能量再生形式的说明图; 图】5是表示本发明其它能量再生形式的说明图;图16是表示本发明驻车充电状态说明图。具体实施方式下面结合附图对本发明具体实施方式进行详细说明。参考图1,该图为本发明的优选实施方式的结构示意图,为本发明混合动力输出 装置的示意图,此动力输出装置用于输出动力至车轮驱动轴,它包括:带有输出轴的发动机L,用于储备和输出电能的电池6,设置于发动机1输出轴与车轮驱动轴8之 间的第一电动发电机2及第二电动发电机3,设置于发动机1的输出轴与第一电动发 电机2之间的第一离合器4,设置于第一电动发电机2与驱动轴8之间的第二离合器 5,第三离合器11位于所述第二电动发电机3的旋转轴上,a定速比减速机构7的输 入轴位于所述第二离合器5和所述第三离合器11之间。按照图l所示的实施例,发动机l、第-一离合器4、第一电动发电机2、第二离 合器5、第三离合器ll、第二电动发电机3依次顺序连接,第一电动发电机2和第二 电动发电机3的转轴与发动机1的输出轴同轴设置。发动机1的输出轴与第一电动发 电机2的转轴通过第一离合器4连接,第一电动发电机2的转轴与第二电动发电机3 的转轴通过第二离合器5和第三离合器11连接,在第二离合器5与第三离合器11
之间连接驱动轴8。第二电动发电机3和第一电动发电机2为交流电机,如永磁同步电机;这两个电 动发电机均可以作为发电机和电动机使用,此时其工作状态分别为发电和电动工作状 态。电池6为一可控的能量存储单元,可以是锂电池、铁电池、镍氢电池、镍铬电池 等,在此不作限定;第一电动发电机2和第二电动发电机3分别通过第一功率变换器 9和第二功率变换器10与电池6连接,第一功率变换器9和第二功率变换器10可进 行双向的功率变换,因而通过功率变换单元的转化,两电动发电机可将电池6中储存 的电能转化为机械动力输出,也可将动力转化为电能存储在电池6中。在图l所示的实施例中,第一电动发电机2与发动机i、驱动轴8和电池6均相 连,可使能量在所述发动机1的输出轴、电池7及驱动轴8之间进行转化或传递。当 发动机1需要启动时,第一电动发电机2通过第一离合器4与发动机1的输出轴结合, 并通过将电池6中的电能转化为机械动力,用于产生充足的转矩以启动发动机l。当 电池6中的存储能量需要补充时,第一电动发电机2也可通过在发动机1的驱动下产 生能量,并输出至电池6,以电能的形式存储在电池6中。第二电动发电机3设计为在低速下的效率高于第一电动发电机2,其具有比第一 电动发电机2大的功率,主要用于在车辆起步或低速行驶过程中单独驱动车轮。当车 辆需要较大的牵引力时,第二电动发电机3与第一电动发电机2共同驱动车轮,实现 大转矩的输出。第一电动发电机2设计为在高转速下的效率高于第二电动发电机3, 可用于独立启动发动机l,还可用于单独以纯电力形式驱动车轮。由于发动机l的高效率工作区一般位于相对高的转速下,因此,车辆在从停车状 态运转到此相对较高的转速这段过程中,使用电动发电机的电动工作来驱动车轮可以 使发动机1不参与工作,从而可以避免发动机1工作在非高效区所引起的油耗及有害 排放物的增加。当第一电动发电机2用于与第二电动发电机3共同纯电力地驱动车轮时,第二离 合器5需转换为结合状态,可以通过电池6储存的电能使第一电动发电机2的转速与 第二电动发电机3的转速接近,通过趋近于零的转速差使得两电动发电机的转轴通过 第二离合器5和第三离合器11结合起来。这种结合形式的纯电力驱动具有较大的输 出转矩,对于车辆低转速时的大转矩需求,此第一电动发电机2与第二电动发电机3 共同纯电力驱动的形式也能够满足,而不需要启动发动机l,避免发动机l工作在非 高效工作区。
发动机1可采用汽油或柴油等作为燃料,并通过输出轴8输出动力。 本发明的定速比减速机构7可以是常啮合的齿轮传动减速机构、链条传动减速机 构及摩擦传动减速机构等,只要在满足减速的同时减速比恒定即可。 下面结合图2至图13具体说明:图2、图3和图4表示仅基于电动发电机的动力输出对驱动轴8驱动的动力输出 形式,这种形式属于混合动力系统中通常所称的纯电动模式,即发动机l不工作,仅 靠电动发电机的工作实现动力的输出。在本发明的结构下,这种动力输出形式中,发动机1不工作,第一离合器4断开, 动力的输出可通过三种不同的能量流动形式来实现,分别如图2、图3和图4所示。图2所示为第一电动发电机2和第二电动发电机3同时对驱动轴8输出动力的形 式,此时第二离合器5和第三离合器11均处于结合状态,因此,两电动发电机的旋 转轴可同时将动力传递给驱动轴8;第-电动发电机2和第二电动发电机3工作在电 动模式之下,电池6为两电动发电机提供可以转化为动力的电能。如图2中箭头所示, 电池6提供电能给第一电动发电机2和第二电动发电机3,经过电动转化,第一电动 发电机2和第二电动发电机3输出动力至驱动轴8。图3所示为仅基于第二电动发电机3驱动的动力输出形式,此时第二离合器5 处于断开状态,第三离合器ll处于结合状态,第一电动发电机2不工作,第二电动 发电机3在电动工作状态之下,电池6为第二电动发电机3提供可以转化为动力的电 能。如图3中箭头所示,电池6提供电能给第二电动发电机3,经过电动转化,第二 电动发电机3输出动力至驱动轴8。图4所示为仅基于第一电动发电机2驱动的动力输出形式,此时第二离合器5 处于结合状态,第三离合器11处于断开状态,第二电动发电机3不工作,第一电动 发电机2在电动工作状态之下,电池6为第一电动发电机2提供可以转化为动力的电 能。如图4中箭头所示,电池6提供电能给第--电动发电机2,经过电动转化,第一 电动发电机2输出动力至驱动轴8。由于切断了第二电动发电机3与驱动轴8的连接, 因此也不会引起第二电动发电机3的空转,而造成能量的浪费。图5和图6所示为发动机1工作,但是对驱动轴8的驱动仅基于第二电动发电机 3的动力输出的形式。这种形式是混合动力系统中通常所称的串联模式。在这种输出形式中,第二离合器5处于断开状态,第三离合器ll处于结合状态, 从而断开第一电动发电机2和发动机1与驱动轴8的机械连接;第一离合器4处于结
合状态,连接发动机1的输出轴和第一电动发电机2的旋转轴;发动机1产生动力输 送给第一电动发电机2,第一电动发电机2处于发电工作状态,第二电动发电机3处 f电动工作状态;如图5箭头所示,第-.电动发电机2发出的电能一部分传递给第二 电动发电机3,此时电池6需要能量补充,第--电动发电机2另一部分电能输送给电 池6用作储存,第二电动发电机3输送动力至驱动轴8。如图6箭头所示,第一电动 发电机2发出的电能传递给第二电动发电机3,电池6将电能输送给第二电动发电机 3,第二电动发电机3输送动力至驱动轴8。图7、图8和图9所示发动机i输出动力至驱动轴8,且消耗电池6的电能来产 生驱动力至驱动轴8的动力输出形式。这种形式是混合动力系统中通常所称的并联模 式。这种动力输出形式中,第一离合器4、第二离合器5均处于结合状态,第三离合 器11处于结合或断开状态,从而使发动机的输出轴1与第一电动发电机2的旋转轴 机械连接,使第一电动发电机2和第二电动发电机3同时与驱动轴机械连接;根据第 一、第二电动发电机的工作状态不同,这种动力输出形式可以有不同的能量流动形式。图7所示为上述的一种能量流动形式,此时,第一离合器4、第二离合器5均处 于结合状态,第三离合器11处于结合状态,第一电动发电机2和第二电动发电机3 均工作在电动模式之下,电池6为它们提供工作所需的电能。如图7箭头所示,发动 机1动作,将动力通过第一电动发电机2的旋转轴传递至驱动轴8,第一电动发电机 2和第二电动发电机3根据驱动所需的动力将电池6的电能进行转化,并同时将动力 输出至驱动轴8。图8所示为上述的其它能量流动形式,此时,第一离合器4、第二离合器5均处 于结合状态,第三离合器ll处于结合状态,第一电动发电机2空转,第二电动发电 机3工作在电动模式之下,电池6为其提供工作所需的电能。如图8箭头所示,发动 机1动作,将动力通过第一电动发电机2的旋转轴传递至驱动轴8,第二电动发电机 3根据驱动所需的动力将电池6的电能进行转化,并将动力输出至驱动轴8。图9所示为上述的另外一种能量流动形式,此时,第一离合器4、第二离合器5 均处于结合状态,第三离合器ll处于断开状态,第二电动发电机3与输出轴8断开 机械连接,第一电动发电机2处于工作状态,电池6为其提供工作所需的电能。如图 9箭头所示,发动机1工作,将动力通过第一电动发电机2的旋转轴传递至驱动轴8, 同时,电池6为第一电动发电机2提供电能,并与发动机l一起驱动车轮。 图10和图ll所示为发动机l输出动力、第一电动发电机2在发电工作状态、第 二电动发电机3在电动工作状态的动力输出形式,这种形式属于混合动力系统所称的 混联模式。此时,发动机1的部分动力直接输送至驱动轴,另一部分动力用f驱动第一电动 发电机2工作在发电模式之下,第二电动发电机3工作在电动模式。如图10箭头所 示,此时第一电动发电机2产生的电能一部分直接传递给第二电动发电机3,使第二 电动发电机3电动工作驱动车轮,另一部分电能输送给电池6用作电能补充。如图 ll箭头所示,此时第一电动发电机2产生的电能直接传递给第二电动发电机3,电池 6也输送电能至第二电动发电机3,使第二电动发电机3电动工作驱动车轮。图12和图13所示为仅由发动机1输出动力至驱动轴8的动力输出形式,这种形 式属于常称的纯发动机模式,此时,第一离合器4和第二离合器5均结合,第三离合 器11断开。由于切断了第二电动发电机3与驱动轴8的连接,因此在驱动轴8输出 动力的同时,也不会引起第二电动发电机3的空转而造成能量的浪费。图12所示为第一电动发电机2处于空转状态,第二电动发电机3不工作的情况, 第一电动发电机2的旋转轴将发动机1的输出动力传递给驱动轴8。如图12箭头所 示,发动机1动作,将动力通过第一电动发电机2的旋转轴传递至驱动轴8。图L3所示为第一电动发电机2同时将发动机1的部分动能转化为电能储存在电 池6中,用于补充电池6的能量储备,其旋转轴将发动机1另一部分输出动力传递给 驱动轴8。如图13箭头所示,发动机1动作,其一部分动力通过第一电动发电机2 的旋转轴传递至驱动轴8,另一部分动力通过第一电动发电机2转化为动能储存在电 池6中。图M、图15所示为本发明能量再生形式的说明图。在车辆随着制动器的制动而进行减速行驶或者停止的状态下,本发明的结构可进 行能量的再生,此时使电动发电机工作在发电模式之下,将驱动轴8回馈的动力转化 为电能输送至电池6,以最大的限度对电池6进行充电。根据第二离合器5的结合/ 断开状态可以有不同的能量再生形式。图14所示为第二离合器5和第三离合器11均结合时的能量再生形式,此时第一 电动发电机2和第二电动发电机3的旋转轴均与驱动轴8相连,第一电动发电机2 和第二电动发电机3工作在发电模式之下,电池6存储再生的电能。如图14箭头所 示,驱动轴8将动力回馈给第一电动发电机2和第二电动发电机3,第一电动发电机 2和第二电动发电机3分别将动力转化为电能并输送至电池6,实现能量的再生。图15所示为第二离合器5断开、第三离合器11结合时的能量再生形式,此时第 二电动发电机3的旋转轴与驱动轴8相连,第二电动发电机3工作在发电模式之下, 电池6存储再生的电能。如图15箭头所示,驱动轴将动力回馈给第二电动发电机3, 第二电动发电机3将动力转化为电能并输送至电池6,实现能量的再生。 图16所示为本发明的驻车充电模式。在这种模式中,第二离合器5断开且第二电动发电机3在不工作状态,发动机l 驱动第一电动发电机2在发电的工作状态,并将电能储存在电池6中,如图16箭头 所示,发动机1工作,并将动力传递给第一电动发电机2,第一电动发电机2将动力 转化为电能输送至电池6。

Claims (9)

1. 一种混合动力输出装置,包括: 带有输出轴的发动机; 用于储备和输出电能的电池; 设置于发动机输出轴与车轮驱动轴之间的与所述电池电连接的第一电动发电机及第二电动发电机; 设置于发动机输出轴与第一电动发电机之间的第一离合器; 设置于第一电动发电机与车轮驱动轴之间的第二离合器; 其特征在于:在所述第二电动发电机和驱动轴之间设置有第三离合器,用于断开第二电动发电机与驱动轴的连接。
2、 根据权利要求1所述的混合动力输出装置,其特征在于:所述发动机、第一 离合器、第一电动发电机、第二离合器、第三离合器、第二电动发电机依次顺序连接, 且与发动机输出轴同轴设置。
3、 根据权利要求1或2所述的混合动力输出装置,其特征在于:所述第一电动 发电机及所述第二电动发电机均可单独用于电力驱动车轮。
4、 根据权利要求1或2所述的混合动力输出装置,其特征在于:所述的第一电 动发电机与第二电动发电机可同时用于电力驱动车轮。
5、 根据权利要求1或2所述的混合动力输出装置,其特征在于:所述第一电动 发电机设计为在高转速下的效率高于第二电动发电机;所述第二电动发电机设计为在低转速下的效率高于第一电动发电机。
6、 根据权利要求1或2所述的混合动力输出装置,其特征在于:所述第二电动发电机的功率按大于所述第一电动发电机设计。
7、 根据权利要求1或2所述的混合动力输出装置,其特征在于:所述第二电动 发电机通过定速比减速机构与车轮驱动轴连接。
8、 根据权利要求7所述的混合动力输出装置,其特征在于:所述定减速比减速 机构可以是常啮合的齿轮传动减速机构、链条传动减速机构或摩擦传动减速机构。
9、 根据权利要求1或2所述的混合动力输出装置,其特征在于:所述的第一电动发电机、第二电动发电机分别通过一功率变换器与所述电池连接。
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