CN107499110B - Power system of four-wheel drive hybrid electric vehicle and control method - Google Patents

Power system of four-wheel drive hybrid electric vehicle and control method Download PDF

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Publication number
CN107499110B
CN107499110B CN201710798864.6A CN201710798864A CN107499110B CN 107499110 B CN107499110 B CN 107499110B CN 201710798864 A CN201710798864 A CN 201710798864A CN 107499110 B CN107499110 B CN 107499110B
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clutch
motor
engine
gear
separated
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CN107499110A (en
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梁赫奇
郑益红
刘建康
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FAW Group Corp
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FAW Group Corp
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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
    • B60K6/24—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 combustion engines
    • 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
    • B60K6/28—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 electric energy storing means, e.g. batteries or capacitors
    • 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
    • B60K6/365—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 with the gears having orbital motion
    • 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
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/52—Driving a plurality of drive axles, e.g. four-wheel drive
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/20—Control strategies involving selection of hybrid configuration, e.g. selection between series or parallel configuration
    • 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)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Arrangement And Driving Of Transmission Devices (AREA)

Abstract

The invention discloses a power system of a four-wheel drive hybrid electric vehicle and a control method thereof, wherein the power system comprises an engine, a first motor, a first inverter, a front axle planetary gear reducer, a second motor, a second inverter, a rear axle reducer and a battery; the invention only comprises two motors and a set of simple planetary gear mechanism, the cost is lower, the invention can realize the free selection of the front drive, the rear drive and the four-drive in the pure electric mode, the first motor also has two gears which are selectable, the opportunity of working at the optimal efficiency is increased, and the pure electric economy is improved. In the engine mode, the starting and low-speed running of the vehicle are realized through the electronic stepless speed change function, and the economy of the vehicle running at the low speed is improved. The engine has three fixed gears which can be selected for direct driving during medium-high speed cruising, and the high efficiency characteristic of the engine during high load is utilized, so that the electric path loss caused by electronic stepless speed change is avoided, and the transmission efficiency is improved.

Description

Power system of four-wheel drive hybrid electric vehicle and control method
Technical Field
The invention relates to a power system of a hybrid electric vehicle, in particular to a power system of a four-wheel drive hybrid electric vehicle and a control method, and belongs to the technical field of electric vehicles.
Background
The four-wheel drive vehicle has wide application in off-road vehicles and high-performance vehicles due to good road surface adhesion utilization rate. The conventional solution for realizing the four-wheel drive function with the transfer case results in poor vehicle economy due to the additional loss of the transfer case. In order to improve economy, an engine and a motor for a four-wheel drive hybrid electric vehicle drive a front axle and a rear axle respectively.
Patent CN102381177B discloses a hybrid four-wheel drive solution, in which when the engine is driven, the front axle generator must be used for generating power, and a part of engine power is used for charging or supplying power for the rear wheel motor, and when the vehicle cruises at medium and high speeds, the engine cannot be directly driven, so that the economy is poor, and at the same time, after the front wheel slips, the driving capability of the rear wheel is completely limited by the output capability of the battery.
Patent CN101898557B discloses a hybrid four-wheel drive solution, which can realize four-wheel drive function under any working condition, and can be directly driven by an engine during middle-speed and high-speed cruising, and the engine is easy to start under various working conditions, and has complete functions. However, this solution requires a complex multi-speed automatic transmission in addition to two motors, which is costly.
Patent CN105059103a discloses a hybrid four-drive solution, which can realize four-drive under various working conditions, and at the same time, the control of starting the engine is simpler. The scheme adopts a simple special hybrid power transmission, the transmission cost is lower, but compared with the system described in the patent CN102381177B, a motor is added, and because the engine cannot be directly driven at a low speed, the power of the engine is required to be output through a generator when high-power acceleration is carried out, the power of the generator is higher, meanwhile, the total power requirements of a front axle driving motor and a rear axle driving motor are also higher, the number of the motors is more, the power requirement is higher, and the cost is higher.
In summary, the main problem of the scheme of respectively driving the front axle and the rear axle of the prior hybrid power is high cost, poor transmission efficiency under partial working conditions and incapability of realizing the four-wheel drive function under partial working conditions.
Disclosure of Invention
The invention aims to provide a power system and a control method of a four-wheel drive hybrid electric vehicle, wherein the power system has a pure electric four-wheel drive function, and the four-wheel drive function can be realized without battery energy during engine driving. In the engine driving mode, the system also has the function of directly driving the engine during medium and high speed driving, thereby improving the driving efficiency. The whole hybrid power system only comprises two motors and a simple special hybrid power transmission except the engine, so that the cost of the four-wheel drive hybrid power system can be reduced.
The invention solves the technical problems by adopting the following technical scheme: a power system of a four-wheel drive hybrid electric vehicle comprises an engine, a first motor, a first inverter, a front axle planetary gear reducer, a second motor, a second inverter, a rear axle reducer and a battery;
the battery is connected with the first motor circuit through a first inverter and connected with the second motor circuit through a second inverter;
the second motor is in transmission connection with the rear axle reducer, the rear axle reducer is in transmission connection with the rear wheels, the engine and the first motor are respectively in transmission connection with the front axle planetary gear reducer, and the front axle planetary gear reducer is in transmission connection with the front wheels;
wherein the front axle planetary gear reducer has at least four rotating elements, and when viewed from a collinear chart of the four rotating elements, the rotating element connected to the first motor and the rotating element connected to the front wheel through the output gear are located on both sides of the rotating element connected to the engine through the clutch CL1, and the rotating element connected to the engine through the clutch CL1 and the rotating element connected to the brake B are located on both sides of the rotating element connected to the front wheel through the output gear; the rotating element connected with the engine through the clutch CL1 and the rotating element connected with the front wheel through the output gear are connected through the clutch CL 2; the engine and the first motor are connected through a clutch CL 3.
Optionally, the clutch CL3 is a dog clutch.
The invention solves the technical problems by adopting the following technical scheme: the control method of the power system of the four-wheel drive hybrid electric vehicle comprises the following steps that the power system of the four-wheel drive hybrid electric vehicle is divided into a steady-state working mode and a transient working mode; the steady-state working mode comprises a parking power generation stage, a pure electric driving stage, an engine electronic stepless speed change driving stage, an engine fixed gear direct driving stage, an engine serial driving stage and a braking energy recovery stage; the transient operating mode includes a park start engine phase and a electric only start engine phase; characterized by comprising the following steps:
s1, parking and generating: the clutch CL3 is controlled to be combined during power generation when the vehicle is stopped, the clutch CL2 is separated, the clutch CL1 is separated, the brake B is separated, and the engine is directly connected with the first motor and drives the first motor to rotate for power generation;
s2, pure electric driving: the clutch CL3 and the clutch CL2 are separated during pure electric driving, the engine is in a stop state, and two modes including two-drive and four-drive are selectable; in the two-drive mode, the brake B is separated, the clutch CL1 is separated, the clutch CL2 is separated, the clutch CL3 is separated, the first motor is in a static state, and the second motor drives the rear wheel; in the four-drive mode, the first motor has two selectable gears, namely, an EV first gear and an EV second gear: during EV first gear, brake B is engaged, clutch CL1 is disengaged, clutch CL2 is disengaged, and clutch CL3 is disengaged; in EV2 gear, brake B is disengaged, clutch CL1 is disengaged, clutch CL2 is engaged, and clutch CL3 is disengaged;
s3, electronic stepless speed change driving of the engine: when the engine is driven by electronic stepless speed change, the brake B is separated, the clutch CL1 is combined, the clutch CL2 is separated, the clutch CL3 is separated, one part of the output power of the engine drives the front wheels through the front axle planetary gear reducer, the other part of the output power is converted into electric energy through the first motor, the electric energy generated by the first motor is controlled by the hybrid power controller to be used for charging a battery or driving the rear wheels through the second motor, and the whole vehicle is in a four-wheel drive state;
s4, directly driving an engine fixed gear: when the engine is driven by a fixed gear, the engine has two available fixed gears, and the two fixed gears are HEV first gear and HEV second gear: when the HEV first gear is used for driving, the brake B is combined, the clutch CL1 is combined, the clutch CL2 is separated, and the clutch CL3 is separated; when the HEV is used for driving in second gear, the brake B is separated, the clutch CL1 is combined, the clutch CL2 is combined, and the clutch CL3 is separated;
s5, driving the engines in series: when the engines are driven in series, the brake B is separated, the clutch CL1 is separated, the clutch CL2 is separated, the clutch CL3 is combined, the first motor generates electricity, and the generated power is used for driving the rear wheels by the second motor;
s6, braking energy recovery: when the braking energy is recovered, the first motor and/or the second motor are used for recovering the braking energy; the first motor has two modes of operation: namely, EV first gear and EV second gear; during EV first gear, brake B is engaged, clutch CL1 is disengaged, clutch CL2 is disengaged, and clutch CL3 is disengaged; in the EV second gear, brake B is disengaged, clutch CL1 is disengaged, clutch CL2 is engaged, and clutch CL3 is disengaged; the first motor applies braking force to the front wheels through power generation, the second motor applies braking force to the rear wheels through power generation, and electric energy generated by the first motor and the second motor is used for charging a battery;
s7, stopping and starting the engine: when the engine is stopped and started, the brake B is separated, the clutch CL1 is combined, the clutch CL2 is separated, the clutch CL3 is combined, and the first motor drags the engine to start;
s8, starting an engine by pure electric driving: when the electric vehicle runs in two driving modes, the brake B is separated, the clutch CL1 is combined, the clutch CL2 is separated, the clutch CL3 is combined, and the first motor drags the engine to start; when the vehicle runs in the electric vehicle, a part of torque of the first motor is used for driving the front wheels by sliding the clutch CL1 on the basis of the electric vehicle, and the other part of torque is used for starting the engine.
Optionally, the second motor also simultaneously drives the rear wheels with a portion of the battery power while the engine is driving.
Optionally, the starting control stage comprises a pure electric two-drive starting mode, a pure electric four-drive starting mode and an electronic stepless speed change mode starting mode of the engine; when the starting torque is less than or equal to T1, starting in a pure electric two-drive mode; when the starting torque is greater than T1 and less than or equal to T2, starting by using a pure electric four-wheel drive mode; when the starting torque is larger than T2, starting by using an electronic stepless speed change mode of the engine; wherein T1< T2.
Optionally, in the pure electric four-wheel drive mode, the first motor and the second motor perform torque distribution according to an optimal efficiency combination Map set offline by the vehicle speed and the wheel driving torque; when the front wheels or the rear wheels of the vehicle slip, the motor torque of the slipping wheels is reduced, and the motor torque of the non-slipping side is increased.
Optionally, when the electric vehicle runs in four-wheel drive, the EV first gear and the EV second gear of the first motor are switched through an electric vehicle speed threshold value, when the vehicle speed is greater than the electric vehicle speed threshold value, the electric vehicle is driven by the EV second gear, and otherwise, the electric vehicle is driven by the EV first gear.
Alternatively, the engine has three gear options: an electronic continuously variable mode, HEV first gear and HEV second gear; when the vehicle speed is smaller than V1 or larger than V2, the vehicle runs in an electronic stepless speed change mode; when the vehicle speed is greater than or equal to V1 and less than or equal to V2, the vehicle is driven by an HEV first gear or an HEV second gear; the switching between the first gear and the second gear of the HEV is carried out through a preset gear shifting rule of two parameters of an accelerator pedal and a vehicle speed.
The invention has the following beneficial effects: compared with other four-wheel drive schemes driven by a front axle and a rear axle respectively, the invention only comprises two motors and a set of simple planetary gear mechanism, has lower cost, can realize the free selection of the front wheel drive, the rear wheel drive and the four wheel drive in a pure electric mode, has two selectable gears, increases the opportunity of working in optimal efficiency, and improves the pure electric economy. In the engine mode, the starting and low-speed running of the vehicle are realized through the electronic stepless speed change function, and the economy of the vehicle running at the low speed is improved. Two fixed gears are selectable during medium-high speed cruising and are used for direct driving, and the high-efficiency characteristic of the engine during high load is utilized, so that the electric path loss caused by electronic stepless speed change is avoided, and the transmission efficiency is improved. When running at a high speed, the highest vehicle speed supported by the engine HEV is low because the speed ratio of the second gear of the engine HEV is 1, and if the high speed is realized, the running is required to be performed by an electronic stepless speed change function. Whether the engine is driven directly by a fixed gear or driven by electronic stepless speed change, the first motor can generate electricity to provide the energy required by driving for the second motor, so that the four-wheel drive function is realized. In the braking mode, both the first motor and the second motor may recover braking energy.
Drawings
FIG. 1 is a schematic diagram of a power system of a four-wheel drive hybrid vehicle according to the present invention;
FIG. 2 is a lever diagram of the front axle planetary gear mechanism of FIG. 1;
FIG. 3 is a diagram of clutch and brake control schemes corresponding to various modes of operation of the present invention, wherein +.; o indicates disengaged, no torque transfer;
FIG. 4 is a schematic diagram of another embodiment of a powertrain of a four-wheel drive hybrid vehicle according to the present invention;
FIG. 5 is a lever diagram of the front axle planetary gear mechanism of FIG. 4;
FIG. 6 is a schematic diagram of another embodiment of a powertrain of a four-wheel drive hybrid vehicle according to the present invention;
FIG. 7 is a lever diagram of the front axle planetary gear mechanism of FIG. 6;
Detailed Description
The technical scheme of the invention is further described below with reference to the embodiment and the attached drawings.
Example 1
As shown in fig. 1, 4 and 6, the present embodiment provides a power system of a four-wheel drive hybrid vehicle, which includes an engine, a first motor, a first inverter, a front axle planetary gear reducer, a second motor, a second inverter, a rear axle reducer and a battery;
the battery is in circuit connection with the first motor through a first inverter, so that the electric energy provided by the battery is converted through the first inverter and then drives the first motor to rotate; meanwhile, the battery is also connected with the second motor circuit through a second inverter, so that the electric energy provided by the battery is converted through the second inverter and then drives the second motor to rotate.
The second motor is in transmission connection with the rear axle reducer so as to drive the rear axle reducer through the second motor, and in the embodiment, the output shaft of the second motor is connected with the input shaft of the rear axle reducer; and the rear axle speed reducer is in transmission connection with a rear axle differential, and the rear axle differential is in transmission connection with rear wheels. In this embodiment, the rear axle speed reducer is a gear speed reducer, and the rear axle differential may be implemented by a rear axle differential in the prior art, which is not described in detail herein.
The engine and the first motor are respectively connected with the front axle planetary gear reducer in a transmission way, and the front axle planetary gear reducer is connected with the front wheels in a transmission way; wherein the front axle planetary gear reducer has at least four rotating elements, and when viewed from a collinear chart of the four rotating elements, the rotating element connected to the first motor and the rotating element connected to the front wheel through the output gear are located on both sides of the rotating element connected to the engine through the clutch CL1, and the rotating element connected to the engine through the clutch CL1 and the rotating element connected to the brake B are located on both sides of the rotating element connected to the front wheel through the output gear; the rotating element connected with the engine through the clutch CL1 and the rotating element connected with the front wheel through the output gear are connected through the clutch CL 2; the engine and the first electric motor are connected by a clutch CL 3.
The engine is in transmission connection with the front axle planetary gear reducer so as to drive the front axle planetary gear reducer through the engine; the engine is also in transmission connection with the first motor through a clutch CL3 and a transmission shaft, and in this embodiment, the clutch CL3 is a dog clutch; and when the clutch CL3 is engaged, the engine drives the first motor to rotate, thereby enabling the first motor to be in a power generation state, and when the clutch CL3 is disengaged, the first motor can drive the front axle planetary gear reducer.
The front axle planetary gear reducer is in transmission connection with the front axle differential mechanism, and the front axle differential mechanism is in transmission connection with the front wheels.
Moreover, the above-described components for driving the front wheels and the rear wheels may be exchanged, that is, the components for driving the front wheels (the engine, the first motor, the planetary gear mechanism having four rotating elements, the front axle planetary gear reducer, and the front axle differential) are changed to drive the rear wheels, and the components for driving the rear wheels (the second motor, the rear axle reducer, and the rear axle differential) are changed to drive the front wheels.
Also, the front axle planetary gear reducer includes a planetary gear mechanism, a driving gear, a driven gear, a clutch CL1, a clutch CL2, and a brake B, and when the clutch CL1 is engaged, an engine and/or a motor transmits power to the planetary gear mechanism through the clutch CL 1; when clutch CL2 is engaged, the planetary gear mechanism transmits power to the drive gear; the brake B is used for locking and unlocking the second sun gear S2, so that the second sun gear S2 does not rotate when the brake B is locked, and the second sun gear S2 rotates when the brake B is unlocked;
the driving gear is in transmission connection with the driven gear, and the driven gear is in transmission connection with the front axle differential mechanism.
And the first inverter and the second inverter are all integrated charging and inverting machines, so that when the first motor or the second motor is in a power generation state, the generated electric energy can be charged into a battery or the other motor can be supplied with energy.
Example 2
The embodiment provides a control method of a power system of a four-wheel-drive hybrid electric vehicle, where the power system of the four-wheel-drive hybrid electric vehicle may be as described in the above embodiment 1, and in the control method, the power system of the four-wheel-drive hybrid electric vehicle is divided into a steady-state working mode and a transient working mode; the steady-state working mode comprises a parking power generation stage, a pure electric driving stage, an engine electronic stepless speed change driving stage, an engine fixed gear direct driving stage, an engine serial driving stage, a reversing stage, a power generation stage and a braking energy recovery stage; that is, in the steady state operation mode, the four-wheel drive function can be realized. The transient operating mode includes a stop-start engine phase and a electric-only start engine phase.
In the power generation stage, the engine is directly connected with the first motor through the clutch CL3 and drives the first motor to rotate, so that the first motor generates power. Or the brake B of the planetary gear mechanism is disengaged, the clutch CL1 is engaged, the clutch CL2 is disengaged, the clutch CL3 is disengaged, the ring gear (output rotary element) of the first row of planetary gears of the planetary gear mechanism is mechanically locked by the parking mechanism, and the engine drives the first motor to generate electricity. In the park power generation mode, the second motor is not operated.
That is, in the parking power generation stage, the first mode: the brake B of the planetary gear mechanism is disengaged, the clutch CL1 is disengaged, the clutch CL2 is disengaged, the dog clutch CL3 is engaged, the first motor generates electricity, and the rotational speeds and torques of the engine and the first motor are equal.
The second mode planetary gear mechanism has the brake B disengaged, the clutch CL1 engaged, the clutch CL2 disengaged, the clutch CL3 disengaged, the output rotary element locked by the parking mechanism of the hybrid transmission, and the rotational speed and torque relationship between the engine and the first motor are:
wherein T is EM1 Is the absolute value of the generated torque of the first motor, T ICE For engine torque, N ICE For engine speed, N EM1 For the rotational speed of the first motor, Z S1 The number of sun gear teeth, Z, being the first row of planet gears R1 Is the number of teeth of the ring gear of the first row of planet gears.
In the pure electric driving stage, the engine is in a stop state; in the two-drive mode, the brake B of the planetary gear mechanism is disengaged, the clutch CL1 is disengaged, the clutch CL2 is disengaged, the clutch CL3 is disengaged, the first motor is in a stationary state, no electric energy is consumed, and the second motor drives the rear wheels, so that the forward or backward movement of the vehicle is realized. In the four-drive mode, the first electric machine has two selectable gears, referred to as EV first gear and EV second gear, respectively: during EV first gear, brake B of the planetary gear mechanism is engaged, clutch CL1 is disengaged, clutch CL2 is disengaged, and clutch CL3 is disengaged; in EV2 range, brake B of the planetary gear mechanism is disengaged, clutch CL1 is disengaged, clutch CL2 is engaged, and clutch CL3 is disengaged. The first motor drives front wheels through a front axle planetary gear reducer and a front axle differential mechanism; the second motor drives the rear wheels through a rear axle speed reducer and a rear axle differential mechanism; the electric energy of the first motor and the electric energy of the second motor are all from batteries, and the power distribution of the first motor and the power distribution of the second motor are controlled through a hybrid power controller.
That is, in the electric-only running phase (in the electric-only mode), the vehicle runs in the two-drive mode by default, the rear wheel is driven by the second motor, the brake B of the front axle portion is released, the clutch CL1 is released, the clutch CL2 is released, and the first motor is in a free state. When the vehicle controller requests the vehicle to enter a pure electric four-wheel drive mode, the first motor drives the front wheel, the brake B is combined, the clutch CL1 is separated, the clutch CL2 is separated, and the output torque of the first motor is in a speed ratio of a planetary gear mechanism:
wherein Z is R1 For the number of teeth of the ring gear of the first row of planet gears, Z S1 The number of sun gear teeth, Z, being the first row of planet gears R2 For the number of teeth of the ring gear of the second row of planet gears, Z S2 The number of sun gear teeth for the second row of planet gears.
The EV first gear is mainly used for low-speed pure electric driving.
In EV second gear, brake B is disengaged, clutch CL1 is disengaged, clutch CL2 is engaged, and the first motor output torque is at a speed ratio of 1 via the planetary gear mechanism, and is mainly used for high-speed electric-only running.
In the electronic stepless speed change driving stage of the engine, a brake B of the planetary gear mechanism is separated, a clutch CL1 is combined, a clutch CL2 is separated, a clutch CL3 is separated, one part of engine output power drives a front wheel through a front axle planetary gear reducer, the other part of engine output power is converted into electric energy through the generation of a first motor, the electric energy generated by the first motor is controlled by a hybrid power controller to be used for charging a battery or driving a rear wheel through a second motor, and the whole vehicle is in a four-wheel driving state.
When the brake B is disengaged, the clutch CL1 is engaged, the clutch CL2 is disengaged, and the first motor is in a power generation state. The rotational speeds of the engine, the first motor and the output rotary element are related as follows:
wherein N is OUT Output the rotational speed of the rotary element for the planetary gear mechanism, N OUT Has a corresponding relation with the vehicle speed by adjusting the rotation speed N of the first motor EM1 The rotation speed N of the engine can be adjusted ICE Thereby realizing electronic stepless speed change.
The torque relationship for an electronic continuously variable transmission is as follows:
the electric energy generated by the first motor is used for driving the rear wheel by the second motor, so that four-wheel drive without battery energy is realized, and the electric energy can also be used for charging a battery.
When the engine drives to run at a medium speed and a low speed, the electronic stepless speed change mode can ensure that the engine works near a working point with higher efficiency, and the low-speed running efficiency of the vehicle is improved.
In the engine fixed gear direct drive phase, the engine has two fixed gears available, namely HEV first gear and HEV second gear: when the HEV first gear is used for driving, the brake B is combined, the clutch CL1 is combined, the clutch CL2 is separated, and the clutch CL3 is separated; when the HEV is driven in second gear, the brake B is disengaged, the clutch CL1 is engaged, the clutch CL2 is engaged, and the clutch CL3 is disengaged. In each fixed gear, the first motor can drive and generate electricity, the second motor drives the rear wheel, and the electric energy required by the second motor can come from a battery or the electricity generation of the first motor.
That is, during medium-high speed running, the engine has two fixed gears available, brake B of HEV first gear is engaged, clutch CL1 is engaged, clutch CL2 is disengaged, and clutch CL3 is disengaged. Speed ratio of planetary gear mechanism during engine drivingHEV first gearThe first motor may drive or generate electricity. The electric energy generated by the first motor can be used for driving the rear wheel by the second motor, so that four-wheel drive without battery energy is realized, and the battery can be charged.
Brake B of HEV second gear is disengaged, clutch CL1 is engaged, clutch CL2 is engaged, and clutch CL3 is disengaged. The speed ratio of the planetary gear mechanism at the time of engine driving is 1. The first motor of the second gear of the HEV can drive or generate electricity. The electric energy generated by the first motor can be used for driving the rear wheel by the second motor, so that four-wheel drive without battery energy is realized, and the battery can be charged.
In the series engine driving stage, the brake B is separated, the clutch CL1 is separated, the clutch CL2 is separated, the clutch CL3 is combined, the engine is connected with the first motor, the first motor generates electricity, and the obtained electric energy is used for driving the rear wheels by the second motor.
In the braking energy recovery phase, the planetary gear mechanism has two modes of operation: namely, EV first gear and EV second gear; during EV first gear, brake B is engaged, clutch CL1 is disengaged, clutch CL2 is disengaged, and clutch CL3 is disengaged; in the EV second gear, brake B is disengaged, clutch CL1 is disengaged, clutch CL2 is engaged, and clutch CL3 is disengaged. The first motor applies braking force to the front wheels through power generation, the second motor applies braking force to the rear wheels through power generation, and electric energy generated by the first motor and the second motor is used for charging a battery.
That is, braking energy recovery is achieved by means of the first and second electric machines generating electricity.
The first motor is used for braking energy recovery and two gears are available: respectively referred to as EV first gear and EV second gear. The brake B of EV first gear is engaged, clutch CL1 is disengaged, clutch CL2 is disengaged, and the first motor output torque is at a speed ratio via the planetary gear mechanismThe method is mainly used for low-speed braking energy recovery. Wherein Z is R1 For the number of teeth of the ring gear of the first row of planet gears, Z S1 The number of sun gear teeth, Z, being the first row of planet gears R2 For the number of teeth of the ring gear of the second row of planet gears, Z S2 The number of sun gear teeth for the second row of planet gears.
The brake B of the EV second gear is separated, the clutch CL1 is separated, the clutch CL2 is combined, and the speed ratio of the output torque of the first motor through the planetary gear mechanism is 1, and the brake is mainly used for high-speed braking energy recovery.
In the stop-start engine stage, clutch CL3 is engaged, the engine is connected to the first motor via clutch CL3, brake B is disengaged, clutch CL2 is disengaged, clutch CL1 is disengaged, and the first motor is used to directly pull the engine to start.
In the pure electric engine starting stage, if the engine is in a two-drive mode, the clutch CL3 is controlled to be combined, the engine is connected with the first motor through the clutch CL3, the brake B is separated, the clutch CL2 is separated, the clutch CL1 is separated, and the first motor is used for directly dragging the engine to start. In the four-drive mode, no matter the first motor is driven by EV first gear or EV second gear, a part of torque of the first motor is used for driving the front wheels by a way of sliding and grinding the clutch CL1, and the other part of torque acts on the engine crankshaft through the clutch CL1 to drag the engine to start.
And based on the steady-state operation mode and the transient operation mode, the control method mainly comprises the following steps:
s1, starting control: the starting control comprises a pure electric two-drive starting mode, a pure electric four-drive starting mode and an engine electronic stepless speed change mode starting mode; when the starting torque is smaller than or equal to T1, a pure electric two-drive starting mode is used, namely, the rear wheel is driven by the second motor only to realize vehicle starting. When the starting torque is greater than T1 and less than or equal to T2, the vehicle is started by pure electric four-wheel drive, and at the moment, the first motor drives the front wheels by EV first gear except the second motor drives the rear wheels. And starting with the electronic stepless speed change mode of the engine when the starting torque is larger than T2. Wherein T1< T2.
S2, pure electric torque distribution: the pure electric driving state defaults to two-drive driving, and the second motor is used for driving the rear wheels. When the driver demand torque is greater than T1, the vehicle speed is greater than V1, the rear wheels slip or the engine needs to be started, the first motor drives the front wheels by using EV first gear (for low speed) or EV second gear (for high speed), and the vehicle runs in a pure electric four-wheel drive mode. In the pure electric four-wheel drive mode, the first motor and the second motor distribute torque according to an optimal efficiency combination Map set by the vehicle speed and the wheel drive torque in an off-line mode. When the front wheels or the rear wheels of the vehicle slip, the motor torque of the slipping wheels is reduced, and the motor torque at the non-slipping side is increased until the maximum torque of the motor is reached.
S3, engine starting control: engine starting is classified into engine starting when parking and engine starting when running purely electric. When the vehicle is parked, the brake B is separated, the clutch CL1 is combined, the clutch CL2 is separated, the clutch CL3 is combined, and the first motor directly drags the engine to start. In the case of the electric power transmission, no matter whether the first motor is driven in the EV first gear or the EV second gear, a part of torque of the first motor is used to drive the front wheels and a part of torque is used to start the engine by slipping the clutch CL 1.
S4, selecting a first motor gear: the first motor drives the front wheel to have two gears selectable, the brake B of EV first gear is combined, the clutch CL1 is separated, and the clutch CL2 is separated. Brake B of EV second gear is disengaged, clutch CL1 is disengaged, and clutch CL2 is engaged; the EV first gear and the EV second gear are switched through a pure electric vehicle speed threshold value, when the vehicle speed is larger than the pure electric vehicle speed threshold value, the EV second gear is used for driving, and otherwise, the EV first gear is used for driving.
S5, selecting an engine gear: the engine has three gear options: an electronic continuously variable transmission mode, a first gear of an HEV and a second gear of the HEV. And when the vehicle speed is smaller than the first engine driving vehicle speed threshold V1 or larger than the second engine driving vehicle speed threshold V2, the vehicle is driven by the electronic stepless speed change mode. When the vehicle speed is greater than or equal to the first engine driving vehicle speed threshold V1 and less than or equal to the second engine driving vehicle speed threshold V2, the first gear of the HEV or the second gear of the HEV is used for driving. And switching between the first gear of the HEV and the second gear of the HEV is carried out through a preset gear shifting rule of two parameters of an accelerator pedal and a vehicle speed, wherein the first engine driving vehicle speed threshold is greater than the second engine driving vehicle speed threshold.
Example 3
As shown in fig. 1, the present embodiment provides a power system of a four-wheel drive hybrid electric vehicle, where the planetary gear mechanism of the power system of the four-wheel drive hybrid electric vehicle includes a planetary gear mechanism input shaft, a first row of planetary gears and a second row of planetary gears;
the engine is in transmission connection with the input shaft of the planetary gear mechanism, meanwhile, the gear ring of the first row of planetary gears is connected with the planet carrier of the second row of planetary gears, and the planet carrier of the first row of planetary gears is connected with the gear ring of the second row of planetary gears. The transmission shaft is coaxially and fixedly provided with a sun gear of the first row of planetary gears; the sun gear of the first row of planetary gears is in transmission connection with the gear ring of the first row of planetary gears through the first planetary gears.
The gear ring of the first row of planetary gears is in transmission connection with the driving gear, the driving gear is in transmission connection with the driven gear, and the driven gear is in transmission connection with the front axle differential mechanism.
The planetary gear mechanism input shaft is in driving connection with the planet carrier of the first row of planet gears through a clutch CL1, so that when the clutch CL1 is combined, the planetary gear mechanism input shaft drives the planet carrier of the first row of planet gears to rotate.
The transmission shaft is also rotatably provided with a second sun gear S2, and the sun gear of the second row of planetary gears is connected with a brake B, so that locking and unlocking can be realized through the brake B; the second sun gear S2 is in driving connection with the ring gear of the second row of planet gears via a second planet gear.
The gear ring of the first row of planetary gears is in transmission connection with the gear carrier of the first row of planetary gears through a clutch CL2, so that synchronous rotation between the gear carrier of the first row of planetary gears and the gear ring of the first row of planetary gears is realized when the clutch CL2 is meshed, and the gear carrier of the first row of planetary gears and the gear ring of the first row of planetary gears are respectively and independently rotated when the clutch CL2 is separated.
Example 4
The present embodiment provides a power system of a four-wheel drive hybrid vehicle, which is shown in fig. 4, and is different from embodiment 3 in that a carrier of a first row of planetary gears is connected to a ring gear of a second row of planetary gears, and the first row of planetary gears and the second row of planetary gears share a sun gear.
The lever diagram of the planetary gear and the connection manner of the components in embodiment 4 are shown in fig. 5.
Example 5
The present embodiment provides a power system of a four-wheel-drive hybrid electric vehicle, as shown in fig. 6, which is different from embodiment 3 in that a first row of planetary gears adopts a double planetary gear compound planetary gear, a second row of planetary gears and the first row of planetary gears share a ring gear and a planet carrier, wherein the planetary gears of the second row of planetary gears are long planetary gears meshed with the ring gear in the first row of planetary gears.
The lever diagram of the planetary gear and the connection manner of the respective members in embodiment 5 are shown in fig. 7.
The sequence of the above embodiments is only for convenience of description, and does not represent the advantages and disadvantages of the embodiments.
Finally, it should be noted that: the above embodiments are only for illustrating the technical solution of the present invention, and are not limiting; although the invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims (8)

1. The power system of the four-wheel drive hybrid electric vehicle is characterized by comprising an engine, a first motor, a first inverter, a front axle planetary gear reducer, a second motor, a second inverter, a rear axle reducer and a battery;
the battery is connected with the first motor circuit through a first inverter and connected with the second motor circuit through a second inverter;
the second motor is in transmission connection with the rear axle reducer, the rear axle reducer is in transmission connection with the rear wheels, the engine and the first motor are respectively in transmission connection with the front axle planetary gear reducer, and the front axle planetary gear reducer is in transmission connection with the front wheels;
wherein the front axle planetary gear reducer has at least four rotating elements, and when viewed from a collinear chart of the four rotating elements, the rotating element connected to the first motor and the rotating element connected to the front wheel through the output gear are located on both sides of the rotating element connected to the engine through the clutch CL1, and the rotating element connected to the engine through the clutch CL1 and the rotating element connected to the brake B are located on both sides of the rotating element connected to the front wheel through the output gear; the rotating element connected with the engine through the clutch CL1 and the rotating element connected with the front wheel through the output gear are connected through the clutch CL 2; the engine and the first motor are connected through a clutch CL 3.
2. The power system of a four-wheel drive hybrid vehicle according to claim 1, wherein the clutch CL3 is a dog clutch.
3. A control method of the power system of the four-wheel drive hybrid vehicle according to claim 1, the power system of the four-wheel drive hybrid vehicle being divided into a steady-state operation mode and a transient operation mode; the steady-state working mode comprises a parking power generation stage, a pure electric driving stage, an engine electronic stepless speed change driving stage, an engine fixed gear direct driving stage, an engine serial driving stage and a braking energy recovery stage; the transient operating mode includes a park start engine phase and a electric only start engine phase; characterized by comprising the following steps:
s1, parking and generating: the clutch CL3 is controlled to be combined during power generation when the vehicle is stopped, the clutch CL2 is separated, the clutch CL1 is separated, the brake B is separated, and the engine is directly connected with the first motor and drives the first motor to rotate for power generation;
s2, pure electric driving: the clutch CL3 and the clutch CL2 are separated during pure electric driving, the engine is in a stop state, and two modes including two-drive and four-drive are selectable; in the two-drive mode, the brake B is separated, the clutch CL1 is separated, the clutch CL2 is separated, the clutch CL3 is separated, the first motor is in a static state, and the second motor drives the rear wheel; in the four-drive mode, the first motor has two selectable gears, namely, an EV first gear and an EV second gear: during EV first gear, brake B is engaged, clutch CL1 is disengaged, clutch CL2 is disengaged, and clutch CL3 is disengaged; in EV2 gear, brake B is disengaged, clutch CL1 is disengaged, clutch CL2 is engaged, and clutch CL3 is disengaged;
s3, electronic stepless speed change driving of the engine: when the engine is driven by electronic stepless speed change, the brake B is separated, the clutch CL1 is combined, the clutch CL2 is separated, the clutch CL3 is separated, one part of the output power of the engine drives the front wheels through the front axle planetary gear reducer, the other part of the output power is converted into electric energy through the first motor, the electric energy generated by the first motor is controlled by the hybrid power controller to be used for charging a battery or driving the rear wheels through the second motor, and the whole vehicle is in a four-wheel drive state;
s4, directly driving an engine fixed gear: when the engine is driven by a fixed gear, the engine has two available fixed gears, and the two fixed gears are HEV first gear and HEV second gear: when the HEV first gear is used for driving, the brake B is combined, the clutch CL1 is combined, the clutch CL2 is separated, and the clutch CL3 is separated; when the HEV is used for driving in second gear, the brake B is separated, the clutch CL1 is combined, the clutch CL2 is combined, and the clutch CL3 is separated;
s5, driving the engines in series: when the engines are driven in series, the brake B is separated, the clutch CL1 is separated, the clutch CL2 is separated, the clutch CL3 is combined, the first motor generates electricity, and the generated power is used for driving the rear wheels by the second motor;
s6, braking energy recovery: when the braking energy is recovered, the first motor and/or the second motor are used for recovering the braking energy; the first motor has two modes of operation: namely, EV first gear and EV second gear; during EV first gear, brake B is engaged, clutch CL1 is disengaged, clutch CL2 is disengaged, and clutch CL3 is disengaged; in the EV second gear, brake B is disengaged, clutch CL1 is disengaged, clutch CL2 is engaged, and clutch CL3 is disengaged; the first motor applies braking force to the front wheels through power generation, the second motor applies braking force to the rear wheels through power generation, and electric energy generated by the first motor and the second motor is used for charging a battery;
s7, stopping and starting the engine: when the engine is stopped and started, the brake B is separated, the clutch CL1 is combined, the clutch CL2 is separated, the clutch CL3 is combined, and the first motor drags the engine to start;
s8, starting an engine by pure electric driving: when the electric vehicle runs in two driving modes, the brake B is separated, the clutch CL1 is combined, the clutch CL2 is separated, the clutch CL3 is combined, and the first motor drags the engine to start; when the vehicle runs in the electric vehicle, a part of torque of the first motor is used for driving the front wheels by sliding the clutch CL1 on the basis of the electric vehicle, and the other part of torque is used for starting the engine.
4. A method according to claim 3, wherein the second electric machine also simultaneously drives the rear wheels with a portion of the battery power while the engine is driven.
5. A method according to claim 3, characterized in that the start control phase comprises an electric only two-drive start mode, an electric only four-drive start mode and an engine electronic continuously variable mode start mode; when the starting torque is less than or equal to T1, starting in a pure electric two-drive mode; when the starting torque is greater than T1 and less than or equal to T2, starting by using a pure electric four-wheel drive mode; when the starting torque is larger than T2, starting by using an electronic stepless speed change mode of the engine; wherein T1< T2.
6. A method according to claim 3, wherein in the electric-only four-drive mode, the first motor and the second motor perform torque distribution according to an optimum efficiency combination Map set off-line by the vehicle speed and the wheel drive torque; when the front wheels or the rear wheels of the vehicle slip, the motor torque of the slipping wheels is reduced, and the motor torque of the non-slipping side is increased.
7. A method according to claim 3, characterized in that the first and second EV gears of the first electric motor are switched by an electric vehicle speed threshold value when driving in four electric drives, and that the second EV gear is driven when the vehicle speed is greater than the electric vehicle speed threshold value, and that the first EV gear is otherwise driven.
8. A method according to claim 3, wherein the engine has three gear options: an electronic continuously variable mode, HEV first gear and HEV second gear; when the vehicle speed is smaller than V1 or larger than V2, the vehicle runs in an electronic stepless speed change mode; when the vehicle speed is greater than or equal to V1 and less than or equal to V2, the vehicle is driven by an HEV first gear or an HEV second gear; the switching between the first gear and the second gear of the HEV is carried out through a preset gear shifting rule of two parameters of an accelerator pedal and a vehicle speed.
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