CN107472010B - Electric oil series-parallel hybrid drive system of electric vehicle - Google Patents
Electric oil series-parallel hybrid drive system of electric vehicle Download PDFInfo
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- CN107472010B CN107472010B CN201710685589.7A CN201710685589A CN107472010B CN 107472010 B CN107472010 B CN 107472010B CN 201710685589 A CN201710685589 A CN 201710685589A CN 107472010 B CN107472010 B CN 107472010B
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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
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
- B60K17/10—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of fluid gearing
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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
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
- B60K17/12—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of electric gearing
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
Abstract
The invention discloses an electric-oil series-parallel hybrid drive system of an electric vehicle, which comprises a storage battery, an inverter, a motor, a transfer case, a static oil pressure driving system, a clutch case and a reduction gearbox, wherein the storage battery is electrically connected with the motor through the inverter; the electric-oil series-parallel hybrid drive system of the electric vehicle can realize the functions of quick starting, quick braking, uniform speed on downhill and the like of the electric vehicle, can reduce the installed power of the drive system while increasing the climbing capacity of the vehicle, and is beneficial to improving the economy of the drive system.
Description
Technical Field
The invention relates to a vehicle driving system, in particular to an electric oil series-parallel hybrid driving system of an electric vehicle.
Background
The rail vehicle for rail transit has the functions of traction, providing a working platform, hoisting and carrying, providing a temporary power source and the like. Most of the existing engineering vehicles such as rail cars and the like use a diesel engine as a power source and are matched with a mechanical gearbox (or a hydraulic gearbox), and the driving system of the existing engineering vehicles has low transmission efficiency and poor low-speed regulation characteristic. In order to meet the requirements of special starting and large-slope operation under all working conditions, the rail car is often provided with a high-power motor, but the efficiency of a driving system of the rail car is lower under the working conditions of low rotating speed and low power, and the economical efficiency is poorer. Due to poor power utilization effect, the emission pollution is serious, and the working environment of engineering personnel is extremely poor when the rail car runs in a subway or a long tunnel of a railway.
The speed regulation of the urban electric vehicle for road traffic is realized by changing the rotating speed of a traction motor by a motor controller according to a pedal signal and a DRN control handle signal. As with railcars, the lower the speed of the vehicle, the lower the rotational speed of the traction motor, and the efficiency of the traction motor decreases as the rotational speed decreases. If the electric vehicle runs at a low speed for a long time, a large amount of energy loss is undoubtedly caused by low efficiency of the motor.
In short, to reduce energy loss and save energy when the electric vehicle runs at a low speed, it is necessary to improve the transmission efficiency of the vehicle drive system.
Disclosure of Invention
The present invention is directed to solving the above problems and providing an electric-oil series-parallel hybrid system for an electric vehicle.
The invention realizes the purpose through the following technical scheme:
an electric-oil series-parallel hybrid drive system of an electric vehicle comprises a storage battery, an inverter, a motor, a transfer case, a static oil pressure drive system, a clutch case and a reduction gearbox, wherein the storage battery is electrically connected with the motor through the inverter;
the static oil pressure driving system comprises a pump group, a valve group, a motor group and an energy accumulator group;
the pump group comprises a first variable pump and a second variable pump;
the valve group comprises a first check valve, a second check valve, a third check valve, a fourth check valve, a fifth check valve, a sixth check valve, a three-position three-way electromagnetic directional valve, a three-position three-way proportional directional valve, a first overflow valve, a second overflow valve, a first two-position two-way electromagnetic directional valve, a second two-position two-way electromagnetic directional valve, a third two-position two-way electromagnetic directional valve, a fourth two-position two-way electromagnetic directional valve, a fifth two-position two-way electromagnetic directional valve, a sixth two-position two-way electromagnetic directional valve, a seventh two-position two-way electromagnetic directional valve, a first two-position two-way proportional directional valve, a second two-position two-way proportional directional valve and a pressure reducing valve;
the motor group comprises a variable motor and an auxiliary variable motor;
the accumulator group comprises a first high-pressure accumulator, a second high-pressure accumulator and a low-pressure accumulator;
the oil outlet of the first variable pump is communicated with the oil inlet of the first one-way valve, the oil outlet of the second variable pump is communicated with the oil inlet of the second one-way valve, the oil outlet of the first one-way valve and the oil outlet of the second one-way valve are connected to form the oil outlet of the pump set, the oil inlet of the first variable pump and the oil inlet of the second variable pump are connected to form the oil inlet of the pump set, the oil inlet of the pump set is communicated with the oil outlet of the third one-way valve and the port A of the three-position three-way proportional reversing valve, the oil outlet of the first variable pump is communicated with the port P of the three-position three-way electromagnetic reversing valve, the oil outlet of the second variable pump is communicated with the port T of the three-position three-way electromagnetic reversing valve, the port A of the three-position three-way electromagnetic directional valve is respectively communicated with the oil inlet of the third one-way valve, the low-pressure energy accumulator, the port A of the first overflow valve, the port A of the second two-position two-way electromagnetic directional valve, the port A of the second overflow valve, the port A of the seventh two-position two-way electromagnetic directional valve and the oil outlet of the auxiliary variable motor, the oil outlet of the pump set is communicated with the oil outlet of the fourth one-way valve, the port P of the first overflow valve, the port P of the second two-position two-way electromagnetic directional valve, the port P of the fourth two-position two-way electromagnetic directional valve and the port P of the fifth two-position two-way electromagnetic directional valve, the oil inlet of the fourth one-way valve is communicated with the port B of the three-position three-way proportional directional valve, the port P of the three-position three-way proportional directional valve is communicated with the port P of the first two-position two-way electromagnetic directional valve and the oil outlet of the fifth one-way valve, the port A of the second two-position two-way electromagnetic directional valve is communicated with the first high-pressure energy accumulator, an oil inlet of the fifth one-way valve is communicated with an oil inlet of the sixth one-way valve, a port P of the second overflow valve and a port A of the third two-position two-way electromagnetic reversing valve, a port P of the third two-position two-way electromagnetic reversing valve is communicated with a port A of the fourth two-position two-way electromagnetic reversing valve and a port A of the first two-position two-way proportional reversing valve, a port P of the first two-position two-way proportional reversing valve is communicated with a port P of the seventh two-position two-way electromagnetic reversing valve and an oil outlet of the variable motor, a port A of the fifth two-position two-way electromagnetic reversing valve is communicated with an oil inlet of the variable motor, an oil outlet of the sixth one-way valve is communicated with a port P of the sixth two-position two-way electromagnetic reversing valve and a port A of the reducing valve, a port A of the sixth two-position two-way electromagnetic reversing valve is communicated with the second high-pressure accumulator, a port B of the reducing valve is communicated with a port P of the second two-position two-way proportional reversing valve, an port A of the second two-position two-way proportional reversing valve is communicated with an oil inlet of the auxiliary variable motor, a transfer case is connected with the first variable electromagnetic clutch, and a transfer case is connected with the second variable motor transfer case.
The transfer case is characterized by further comprising a first rotating speed torque sensor and a second rotating speed torque sensor, wherein the first rotating speed torque sensor is arranged between the motor and the transfer case, and the second rotating speed torque sensor is arranged between the combination case and the reduction gearbox.
Specifically, the three-position three-way electromagnetic directional valve, the three-position three-way proportional directional valve, the first two-position two-way electromagnetic directional valve, the second two-position two-way electromagnetic directional valve, the third two-position two-way electromagnetic directional valve, the fourth two-position two-way electromagnetic directional valve, the fifth two-position two-way electromagnetic directional valve, the sixth two-position two-way electromagnetic directional valve, the seventh two-position two-way electromagnetic directional valve, the first two-position two-way proportional directional valve, the second two-position two-way proportional directional valve, the inverter, the first rotational speed torque sensor, the second rotational speed torque sensor, the first variable pump, the second variable pump, the variable motor, and the auxiliary variable motor are electrically connected to an ECU of an electric vehicle through a CAN bus.
The invention has the beneficial effects that:
the electric-oil series-parallel hybrid drive system of the electric vehicle can realize the functions of quick starting, quick braking, uniform speed on downhill and the like of the electric vehicle, can reduce the installed power of the drive system while increasing the climbing capacity of the vehicle, and is beneficial to improving the economy of the drive system.
The hydraulic energy storage auxiliary motor in the hybrid drive system is utilized to start, so that the motor can be quickly started, impact current during starting of the motor can be eliminated, and the service life of an electric element and a storage battery in the drive system can be prolonged.
Compared with the traditional driving system of the electric vehicle, the driving system also has the capability of stepless speed regulation, the rotating speed of the motor and the discharge capacities of the pump set and the motor are reasonably set for any target vehicle speed, the vehicle speed requirement can be met, and meanwhile, the variable displacement pump is prevented from working in a low discharge capacity area, so that the loss of the pump set can be reduced, and the transmission efficiency of the driving system is improved.
Drawings
Fig. 1 is a schematic structural diagram of an electric oil series-parallel hybrid drive system of an electric vehicle according to the present invention.
Detailed Description
The invention will be further described with reference to the accompanying drawings in which:
as shown in figure 1, the electric-oil series-parallel hybrid drive system of the electric vehicle comprises a storage battery 1, an inverter 2, a motor 3, a transfer case 5, a static oil pressure drive system, a clutch case 36, a reduction gearbox 38, a first rotating speed torque sensor 4 and a second rotating speed torque sensor 37, wherein the storage battery 1 is electrically connected with the motor 3 through the inverter 2, a power output end of the motor 3 is connected with a power input end of the transfer case 5, a power output end of the transfer case 5 is connected with a power input end of the clutch case 36 through the static oil pressure drive system, a power output end of the clutch case 36 is connected with a power input of the electric vehicle through the reduction gearbox 38, the first rotating speed torque sensor 4 is arranged between the motor 3 and the transfer case 5, and the second rotating speed torque sensor 37 is arranged between the clutch case 36 and the reduction gearbox 38.
The static oil pressure driving system comprises a pump group, a valve group, a motor group and an energy accumulator group;
the pump group comprises a first variable pump 9 and a second variable pump 10;
the valve group comprises a first check valve 8, a second check valve 11, a third check valve 13, a fourth check valve 14, a fifth check valve 16, a sixth check valve 21, a three-position three-way electromagnetic directional valve 12, a three-position three-way proportional directional valve 15, a first overflow valve 17, a second overflow valve 20, a first two-position two-way electromagnetic directional valve 18, a second two-position two-way electromagnetic directional valve 19, a third two-position two-way electromagnetic directional valve 22, a fourth two-position two-way electromagnetic directional valve 23, a fifth two-position two-way electromagnetic directional valve 24, a sixth two-position two-way electromagnetic directional valve 28, a seventh two-position two-way electromagnetic directional valve 29, a first two-position two-way proportional directional valve 25, a second two-position two-way proportional directional valve 27 and a pressure reducing valve 26;
the motor group comprises a variable motor 33 and an auxiliary variable motor 34;
the accumulator bank comprises a first high pressure accumulator 30, a second high pressure accumulator 31 and a low pressure accumulator 32;
an oil outlet of a first variable pump 9 is communicated with an oil inlet of a first one-way valve 8, an oil outlet of a second variable pump 10 is communicated with an oil inlet of a second one-way valve 11, an oil outlet of the first one-way valve 8 and an oil outlet of the second one-way valve 11 are connected to form an oil outlet of a pump set, an oil inlet of the first variable pump 9 and an oil inlet of the second variable pump 10 are connected to form an oil inlet of the pump set, an oil inlet of the pump set is communicated with an oil outlet of a third one-way valve 13 and an A port of a three-position three-way proportional reversing valve 15, an oil outlet of the first variable pump 9 is communicated with a P port of the three-position three-way electromagnetic reversing valve 12, an oil outlet of the second variable pump 10 is communicated with a T port of the three-position three-way electromagnetic reversing valve 12, an A port of the three-position three-way electromagnetic reversing valve 12 is respectively communicated with an oil inlet of the third one-way valve 13, a low-pressure energy accumulator 32, an A port of the first overflow valve 17, an A port of the second two-way electromagnetic reversing valve 19, an A port of the second two-way electromagnetic reversing valve 20, an oil inlet of the second overflow valve 20, an oil inlet of the seventh two-position two-way electromagnetic reversing valve 29 and an oil outlet of the auxiliary variable motor 34, an oil-position three-way electromagnetic reversing valve 20 is communicated with an oil outlet of the first two-way electromagnetic reversing valve 14, an oil-way electromagnetic reversing valve 14 and an oil-way electromagnetic reversing valve 14 of a fourth electromagnetic reversing valve 14, an oil-way electromagnetic reversing valve 14 is communicated with an oil-pressure one-way electromagnetic reversing valve 15, an oil-way electromagnetic reversing valve 14, an oil-pressure one-way electromagnetic reversing valve 22 of a high-pressure one-position three-way electromagnetic reversing valve 15 and a high-position three-way electromagnetic reversing valve 15, a port P of a third two-position two-way electromagnetic reversing valve 22 is communicated with a port A of a fourth two-position two-way electromagnetic reversing valve 23 and a port A of a second two-position two-way proportional reversing valve 27, a port P of the second two-position two-way proportional reversing valve 27 is communicated with a port P of a seventh two-position two-way electromagnetic reversing valve 29 and an oil outlet of a variable motor 33, a port A of a fifth two-position two-way electromagnetic reversing valve 24 is communicated with an oil inlet of the variable motor 33, an oil outlet of a sixth one-way valve 21 is communicated with a port P of a sixth two-position two-way electromagnetic reversing valve 28 and a port A of a pressure reducing valve 26, a port A of the sixth two-position two-way electromagnetic reversing valve 28 is communicated with a second high-pressure accumulator 31, a port B of the pressure reducing valve 26 is communicated with a port A of the second two-position two-way proportional reversing valve, a port A of the second two-position two-way proportional reversing valve is communicated with an oil inlet of an auxiliary variable motor 34, a first variable pump 9 is connected with a transfer case 5 through a second electromagnetic clutch 7, a second variable pump 10 is connected with a transfer case 5 through a first electromagnetic clutch 6, an auxiliary variable motor 34 is connected with a variable motor 36, and a variable motor 36;
the three-position three-way electromagnetic directional valve 12, the three-position three-way proportional directional valve 15, the first two-position two-way electromagnetic directional valve 18, the second two-position two-way electromagnetic directional valve 19, the third two-position two-way electromagnetic directional valve 22, the fourth two-position two-way electromagnetic directional valve 23, the fifth two-position two-way electromagnetic directional valve 24, the sixth two-position two-way electromagnetic directional valve 28, the seventh two-position two-way electromagnetic directional valve 29, the first two-position two-way electromagnetic directional valve 18, the second two-position two-way proportional directional valve 19, the inverter 2, the first rotating speed torque sensor 4, the second rotating speed torque sensor 37, the first variable pump 9, the second variable pump 10, the variable motor 33 and the signal end of the auxiliary variable motor 34 are electrically connected with an ECU of the electric vehicle through a CAN bus.
The working principle of the electric oil series-parallel hybrid drive system of the electric vehicle is as follows:
when the vehicle starts, the electric loop of the motor 3 is not switched on, at this time, the first two-position two-way electromagnetic directional valve 18 is in the right position, the three-position three-way proportional directional valve 15 is in the left position opening state, the second two-position two-way electromagnetic directional valve 19 is in the right position, the fifth two-position two-way electromagnetic directional valve 24 is in the lower position, and the first electromagnetic clutch 6 and the second electromagnetic clutch 7 are both in the closed state. The high-pressure oil in the first high-pressure energy accumulator 30 drives the pump set through the first two-position two-way electromagnetic directional valve 18 and the three-position three-way proportional directional valve 15, the pump set is in the working condition of the motor and drives the motor 3 to start in an accelerating mode, and return oil at the outlet of the pump set returns to the low-pressure energy accumulator 32 through the second two-position two-way electromagnetic directional valve 19. And after the first rotating speed torque sensor 4 detects that the rotating speed of the motor 3 reaches the rated rotating speed, the first two-position two-way electromagnetic directional valve 18 is switched to be in the left position, an electric loop of the motor 3 is switched on, and the storage battery 1 can drive the motor 3 to normally operate.
The method for starting the motor 3 by using the hydraulic energy storage assistance not only can eliminate starting impact current and prolong the service life of an electrical system and the storage battery 1, but also can realize the quick starting of the motor 3 by adjusting the opening size of the three-position three-way proportional reversing valve 15.
After the motor 3 finishes the auxiliary starting, the pump set and the motor set have corresponding displacement values for each definite target speed of the electric vehicle. But when the variable displacement pump is in a small range (< 0.5) in the displacement ratio (actual displacement/maximum displacement), its transmission efficiency is low. In order to improve the transmission efficiency of the driving system, the ECU decides the working/unloading states of two pumps in the pump set according to the target vehicle speed, and calculates the displacement value of the working pump to avoid the low displacement value of the working pump.
When the electric vehicle is at a low speed, the three-position three-way electromagnetic directional valve 12 is at a lower position, the first variable pump 9 (the maximum displacement is smaller than that of the second variable pump 10) works, the second variable pump 10 unloads, and unloading oil flows back to an oil inlet of the pump set through the three-position three-way electromagnetic directional valve 12 and the third one-way valve 13; when the electric vehicle is in a medium speed state, the three-position three-way electromagnetic directional valve 12 is in an upper position, the second variable pump 10 works, the first variable pump 9 unloads, and unloading oil flows back to an oil inlet of the pump set through the three-position three-way electromagnetic directional valve 12 and the third one-way valve 13; when the electric vehicle is at a high speed, the three-position three-way electromagnetic directional valve 12 is located at a middle position, the first variable pump 9 works, and the second variable pump 10 works. The three-position three-way proportional reversing valve 15 in the valve block is positioned at the middle position, the fifth two-position two-way electromagnetic reversing valve 24 is positioned at the upper position, the seventh two-position two-way electromagnetic reversing valve 29 is positioned at the upper position, high-pressure oil at the outlet of the pump group drives the variable motor 33 through the fifth two-position two-way electromagnetic reversing valve 24, oil discharged from the variable motor 33 returns to the oil inlet of the pump group through the seventh two-position two-way electromagnetic reversing valve 29 and the third one-way valve 13, and a complete static oil pressure driving system is formed, so that the vehicle driving requirements can be met. Meanwhile, on the premise of ensuring the efficiency, if the displacement of the pump set and the motor set is difficult to meet the requirement of the vehicle speed, the rotating speed of the motor 3 can be finely adjusted through the inverter 2 to complete the vehicle speed adjustment.
Generally speaking, compared with mechanical transmission, the electric-oil hybrid hydrostatic transmission system can realize stepless speed regulation, and leakage and loss of a pump set can be reduced by reasonably setting the displacement value of a variable pump, so that the transmission efficiency of the driving system is improved.
When the vehicle needs to climb a large slope in the running process, the first two-position two-way electromagnetic directional valve 18 is located at the right position, the three-position three-way proportional directional valve 15 is located at the right position opening state, high-pressure oil in the first high-pressure energy accumulator 30 passes through the first two-position two-way electromagnetic directional valve 18 and the three-position three-way proportional directional valve 15 and then is converged with pump set outlet oil at high pressure to drive the variable motor 33, and the auxiliary flow of the energy accumulator set can be controlled by adjusting the opening size of the three-position three-way proportional directional valve 15. Meanwhile, the sixth two-position two-way electromagnetic directional valve 28 is in the right position, the second two-position two-way proportional directional valve 27 is in the upper opening state, the high-pressure oil released by the second high-pressure energy accumulator 31 passes through the sixth two-position two-way electromagnetic directional valve 28, the pressure reducing valve 26 and the second two-position two-way proportional directional valve 27 and then drives the auxiliary variable motor 34, the oil at the outlet of the auxiliary variable motor 34 directly returns to the low-pressure energy accumulator 32, and the flow and the pressure of the oil at the inlet of the auxiliary motor can be adjusted through the pressure reducing valve 26 and the second two-position two-way proportional directional valve 27. The output torques of the variable displacement motor 33 and the auxiliary variable displacement motor 34 are combined via the combining box 36, and the vehicle is driven to travel on a steep slope. The auxiliary climbing of energy storage ware can not only improve the climbing ability of vehicle, but also can reduce driving system installed power, improves driving system economic nature.
When the electric vehicle runs downhill or is braked, in the electric-oil series-parallel hybrid drive system, the motor 3 is powered off, the second two-position two-way electromagnetic directional valve 19 is located at the right position, the seventh two-position two-way electromagnetic directional valve 29 is located at the lower position, the second two-position two-way proportional directional valve 27 is located at the upper opening state, the fourth two-position two-way electromagnetic directional valve 23 is located at the left position, the third two-position two-way electromagnetic directional valve 22 is located at the right position, the sixth two-position two-way electromagnetic directional valve 28 is located at the left position, the second two-position two-way proportional directional valve 27 is located at the lower position, the third electromagnetic clutch 35 is disconnected, the first two-position two-way electromagnetic directional valve 18 is located at the right position, and the three-position three-way proportional directional valve 15 is located at the middle position (the valve port is closed). The load drives the system variable motor 33 to rotate, and oil in the low-pressure accumulator 32 flows into the variable motor 33 through the second two-position two-way electromagnetic reversing valve 19 and the fifth two-position two-way electromagnetic reversing valve 24. When the motor is in a pump working condition, high-pressure oil at the outlet of the motor flows through the second two-position two-way proportional reversing valve 27 and the third two-position two-way electromagnetic reversing valve 22, a part of the high-pressure oil flows into the first high-pressure energy accumulator 30 after passing through the fifth check valve 16 and the first two-position two-way electromagnetic reversing valve 18, and the other part of the high-pressure oil flows into the second high-pressure energy accumulator 31 after passing through the sixth check valve 21 and the sixth two-position two-way electromagnetic reversing valve 28. On the basis of this, the mechanical energy when the vehicle is descending a slope or braking will be stored in the accumulator as pressure energy. The pressure and the flow of the oil at the outlet of the variable motor 33 are adjusted by changing the opening size of the second two-position two-way proportional reversing valve 27, so that the vehicle can descend at a constant speed.
If the braking working condition is not finished and the energy accumulator is full of liquid, the first two-position two-way electromagnetic directional valve 18 in the switching valve group is in the left position, the sixth two-position two-way electromagnetic directional valve 28 is in the left position, the three-position three-way proportional directional valve 15 is in the left position opening state, the first electromagnetic clutch 6 and the second electromagnetic clutch 7 are closed, the first variable pump 9 and the second variable pump 10 are in the motor working condition, high-pressure oil at the outlet of the third two-position two-way electromagnetic directional valve 22 reversely drives the pump group to drive the motor 3 to generate electricity through the fifth one-way valve 16 and the three-position three-way proportional directional valve 15, and the motor 3 is in the electricity generation working condition. On this basis, the mechanical energy when the vehicle is downhill or braked will be stored in the battery 1 in the form of electrical energy. In a word, this novel actuating system can retrieve braking energy, reduces the loss, improves energy utilization.
When the vehicle is idle and the accumulator needs to be charged, the fourth two-position two-way electromagnetic directional valve 23, the fifth two-position two-way electromagnetic directional valve 24, the third two-position two-way electromagnetic directional valve 22, the three-position three-way proportional directional valve 15, the first two-position two-way electromagnetic directional valve 18, the second two-position two-way proportional directional valve 27 and the sixth two-position two-way electromagnetic directional valve 28 in the valve bank are located at the right position. The motor 3 drives the pump set to work, oil in the low-pressure energy accumulator 32 flows into the pump set through the third one-way valve 13, high-pressure oil at the outlet of the pump set flows into the first high-pressure energy accumulator 30 through the fifth one-way valve 16 and the first two-way electromagnetic directional valve 18 after passing through the fourth two-way electromagnetic directional valve 23 and the third two-way electromagnetic directional valve 22, and the other part flows into the second high-pressure energy accumulator 31 through the sixth one-way valve 21 and the sixth two-way electromagnetic directional valve 28.
The technical solution of the present invention is not limited to the limitations of the above specific embodiments, and all technical modifications made according to the technical solution of the present invention fall within the protection scope of the present invention.
Claims (3)
1. The utility model provides an electric oil series-parallel connection mixed driving system of electric vehicle which characterized in that: the power output end of the transfer case is connected with the power input end of the clutch case through the static oil pressure driving system, and the power output end of the clutch case is connected with the power input end of the electric vehicle through the reduction gearbox;
the static oil pressure driving system comprises a pump group, a valve group, a motor group and an energy accumulator group;
the pump group comprises a first variable pump and a second variable pump;
the valve group comprises a first check valve, a second check valve, a third check valve, a fourth check valve, a fifth check valve, a sixth check valve, a three-position three-way electromagnetic directional valve, a three-position three-way proportional directional valve, a first overflow valve, a second overflow valve, a first two-position two-way electromagnetic directional valve, a second two-position two-way electromagnetic directional valve, a third two-position two-way electromagnetic directional valve, a fourth two-position two-way electromagnetic directional valve, a fifth two-position two-way electromagnetic directional valve, a sixth two-position two-way electromagnetic directional valve, a seventh two-position two-way electromagnetic directional valve, a first two-position two-way proportional directional valve, a second two-position two-way proportional directional valve and a pressure reducing valve;
the motor group comprises a variable motor and an auxiliary variable motor;
the accumulator group comprises a first high-pressure accumulator, a second high-pressure accumulator and a low-pressure accumulator;
the oil outlet of the first variable pump is communicated with the oil inlet of the first one-way valve, the oil outlet of the second variable pump is communicated with the oil inlet of the second one-way valve, the oil outlet of the first one-way valve and the oil outlet of the second one-way valve are connected to form the oil outlet of the pump set, the oil inlet of the first variable pump and the oil inlet of the second variable pump are connected to form the oil inlet of the pump set, the oil inlet of the pump set is communicated with the oil outlet of the third one-way valve and the port A of the three-position three-way proportional reversing valve, the oil outlet of the first variable pump is communicated with the port P of the three-position three-way electromagnetic reversing valve, and the oil outlet of the second variable pump is communicated with the port T of the three-position three-way electromagnetic reversing valve, the port A of the three-position three-way electromagnetic directional valve is respectively communicated with the oil inlet of the third one-way valve, the low-pressure energy accumulator, the port A of the first overflow valve, the port A of the second two-position two-way electromagnetic directional valve, the port A of the second overflow valve, the port A of the seventh two-position two-way electromagnetic directional valve and the oil outlet of the auxiliary variable motor, the oil outlet of the pump set is communicated with the oil outlet of the fourth one-way valve, the port P of the first overflow valve, the port P of the second two-position two-way electromagnetic directional valve, the port P of the fourth two-position two-way electromagnetic directional valve and the port P of the fifth two-position two-way electromagnetic directional valve, the oil inlet of the fourth one-way valve is communicated with the port B of the three-position three-way proportional directional valve, the port P of the three-position three-way proportional directional valve is communicated with the port P of the first two-position two-way electromagnetic directional valve and the oil outlet of the fifth one-way valve, the port A of the first two-position two-way electromagnetic directional valve is communicated with the first high-pressure energy accumulator, an oil inlet of the fifth one-way valve is communicated with an oil inlet of the sixth one-way valve, a port P of the second overflow valve and a port A of the third two-position two-way electromagnetic reversing valve, a port P of the third two-position two-way electromagnetic reversing valve is communicated with a port A of the fourth two-position two-way electromagnetic reversing valve and a port A of the first two-position two-way proportional reversing valve, a port P of the first two-position two-way proportional reversing valve is communicated with a port P of the seventh two-position two-way electromagnetic reversing valve and an oil outlet of the variable motor, a port A of the fifth two-position two-way electromagnetic reversing valve is communicated with an oil inlet of the variable motor, an oil outlet of the sixth one-way valve is communicated with a port P of the sixth two-position two-way electromagnetic reversing valve and a port A of the reducing valve, a port A of the sixth two-position two-way electromagnetic reversing valve is communicated with the second high-pressure accumulator, a port B of the reducing valve is communicated with a port P of the second two-position two-way proportional reversing valve, an port A of the second two-position two-way proportional reversing valve is communicated with an oil inlet of the auxiliary variable motor, a transfer case is connected with the first variable electromagnetic clutch, and a transfer case is connected with the second variable motor transfer case.
2. The electric oil series-parallel hybrid drive system of an electric vehicle according to claim 1, characterized in that: the transfer case is characterized by further comprising a first rotating speed torque sensor and a second rotating speed torque sensor, wherein the first rotating speed torque sensor is arranged between the motor and the transfer case, and the second rotating speed torque sensor is arranged between the combining case and the reduction box.
3. The electric series-parallel hybrid drive system of an electric vehicle according to claim 2, characterized in that: the three-position three-way electromagnetic directional valve, the three-position three-way proportional directional valve, the first two-position two-way electromagnetic directional valve, the second two-position two-way electromagnetic directional valve, the third two-position two-way electromagnetic directional valve, the fourth two-position two-way electromagnetic directional valve, the fifth two-position two-way electromagnetic directional valve, the sixth two-position two-way electromagnetic directional valve, the seventh two-position two-way electromagnetic directional valve, the first two-position two-way proportional directional valve, the second two-position two-way proportional directional valve, the inverter, the first rotating speed torque sensor, the second rotating speed torque sensor, the first variable pump, the second variable pump, the variable motor and the auxiliary variable motor are all electrically connected with an ECU of an electric vehicle through a CAN bus.
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