CN108327512A - 混合动力驱动系统及车辆 - Google Patents

混合动力驱动系统及车辆 Download PDF

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Publication number
CN108327512A
CN108327512A CN201810136024.8A CN201810136024A CN108327512A CN 108327512 A CN108327512 A CN 108327512A CN 201810136024 A CN201810136024 A CN 201810136024A CN 108327512 A CN108327512 A CN 108327512A
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CN
China
Prior art keywords
motor
hybrid electric
drive
vehicle
engine
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
CN201810136024.8A
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English (en)
Inventor
李书福
蔡文远
宋光辉
吕金山
崔俊博
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Zhejiang Geely Holding Group Co Ltd
Zhejiang Geely New Energy Commercial Vehicle Co Ltd
Original Assignee
Zhejiang Geely Holding Group Co Ltd
Zhejiang Geely New Energy Commercial Vehicle Co Ltd
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Filing date
Publication date
Application filed by Zhejiang Geely Holding Group Co Ltd, Zhejiang Geely New Energy Commercial Vehicle Co Ltd filed Critical Zhejiang Geely Holding Group Co Ltd
Priority to CN201810136024.8A priority Critical patent/CN108327512A/zh
Publication of CN108327512A publication Critical patent/CN108327512A/zh
Priority to EP19751491.2A priority patent/EP3736151B1/en
Priority to US16/968,464 priority patent/US20200398658A1/en
Priority to PCT/CN2019/072732 priority patent/WO2019154077A1/zh
Pending legal-status Critical Current

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    • B60VEHICLES IN GENERAL
    • B60KARRANGEMENT 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
    • B60K6/00Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26Arrangement 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
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    • B60K17/342Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having a longitudinal, endless element, e.g. belt or chain, for transmitting drive to wheels
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    • B60K17/34Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
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    • B60K6/00Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • BPERFORMING OPERATIONS; TRANSPORTING
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    • B60K6/00Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K6/387Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
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    • B60K6/00Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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    • B60K6/20Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
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    • B60W30/1882Controlling power parameters of the driveline, e.g. determining the required power characterised by the working point of the engine, e.g. by using engine output chart
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    • B60W30/00Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
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    • B60K6/42Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
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    • B60Y2400/82Four wheel drive systems

Abstract

本发明提供了一种混合动力驱动系统及车辆,混合动力驱动系统包括动力电池装置、增程器系统和电机驱动系统,动力电池装置设置用于向电机驱动系统供电,增程器系统包括发动机和发电机,发电机能够在发动机的驱动下发电以向电机驱动系统供电和/或向动力电池装置充电;混合动力驱动系统还包括整车控制器,设置用于控制增程器系统的发动机和/或发电机产生驱动力;其中,增程器系统与一主耦合机构机械连接,以通过主耦合机构将所产生的驱动力传输到车辆的一主驱动轴以驱动轴两侧的车轮转动。本发明的整车控制器可以针对不同的应用工况控制增程器系统的发动机和/或发电机产生驱动力,从而能够有效提高车辆的经济性。

Description

混合动力驱动系统及车辆
技术领域
本发明涉及车辆技术领域,特别是涉及一种混合动力驱动系统及车辆。
背景技术
随着能源危机和全球变暖问题的日趋严峻,如何实现汽车的节能减排已成为全球汽车行业共同面临的紧迫任务。与传统汽车产业相比,以混合动力汽车、新能源汽车和燃料电池汽车为代表的新能源汽车在能量总转换效率和总排放等方面具有明显优势,因此,被认为是未来汽车发展的重要方向。
现阶段新能源汽车主要包括纯电动汽车、混合动力汽车。其中,混合动力是新能源汽车发展的一种重要过渡技术,其具有充分发挥电力驱动与传统发动机驱动各自优势的特点,能解决纯电动汽车在动力性和续驶里程方面存在的问题,产业化前景良好,各大公司正在竞相开发和推出混合动力电动汽车产品。
目前的商用车等汽车,混合动力系统主要以增程式为主,增程式动力系统对于主要以城市工况行驶的商用车型来说,能耗节约率比较明显,但对于经常在郊区工况及高速工况行驶的公路商用车型来说,能耗节约率不明显。为考虑未来商用车能耗限值及排放法规的影响,并覆盖城市商用车及公路商用车等各种车型的使用工况,急需研发一种混合动力驱动系统来解决上述问题。
发明内容
本发明的一个目的是要提供一种混合动力驱动系统,包括动力电池装置、增程器系统和电机驱动系统,所述动力电池装置设置用于向所述电机驱动系统供电,所述增程器系统包括发动机和发电机,所述发电机能够在发动机的驱动下发电以向所述电机驱动系统供电和/或向所述动力电池装置充电;所述混合动力驱动系统还包括:
整车控制器,设置用于控制所述增程器系统的发动机和/或发电机产生驱动力;
其中,所述增程器系统与一主耦合机构机械连接,以通过所述主耦合机构将所产生的驱动力传输到车辆的一主驱动轴以驱动轴两侧的车轮转动。
进一步地,所述车辆还包括一个或多个从驱动轴,其中,所述电机驱动系统包括对应于所述主驱动轴和从驱动轴中的至少一个驱动轴的电机驱动子系统,所述电机驱动子系统设置用于将所产生的驱动力传输到所对应的驱动轴。
进一步地,所述电机驱动系统包括对应于所述主驱动轴的电机驱动子系统,则所述电机驱动子系统包括一主驱动电机,所述主驱动电机与所述主耦合机构机械连接,以通过所述主耦合机构将所产生的驱动力传输到车辆的所述主驱动轴。
进一步地,所述电机驱动系统包括对应于所述从驱动轴的电机驱动子系统,所述电机驱动子系统包括两个子驱动电机,每个子驱动电机分别驱动该从驱动轴一侧的车轮转动。
进一步地,所述电机驱动子系统包括两个子驱动电机,所述两个子驱动电机经由耦合结构将驱动力传输到该从驱动轴以驱动轴两侧的车轮转动。
进一步地,所述主驱动电机包括经由耦合机构连接的两个驱动电机。
进一步地,所述增程器系统与主耦合机构机械连接包括:所述发电机经由离合器与所述主耦合机构机械连接,以在所述整车控制器的控制下将所述发动机和/或发电机产生的驱动力传输至所述主耦合机构。
进一步地,所述增程器系统的发动机和发电机经由离合器连接,以在所述整车控制器的控制下能够断开所述发动机和发电机的连接。
进一步地,所述增程器系统与主耦合机构机械连接包括:所述发动机经由离合器与所述主耦合机构机械连接,以在所述整车控制器的控制下将所述发动机产生的驱动力传输至所述主耦合机构。
进一步地,所述混合动力驱动系统还包括对应于至少一个从驱动轴的液压驱动系统,所述液压驱动系统包括驱动油泵和两个驱动马达,所述发动机产生的驱动力经由一取力器传输至所述液压驱动系统,以由所述两个驱动马达分别驱动所述从驱动轴两侧的车轮转动。
进一步地,所述液压驱动系统还包括设置在所述取力器和所述液压驱动系统的驱动油泵之间的分离装置,其中,
所述整车控制器设置于控制所述分离装置的分离状态以确定是否将驱动力传输至所述驱动油泵。
进一步地,所述整车控制器设置于根据预定的控制策略控制所述混合动力驱动系统处于不同的工作模式,包括:纯电动模式,增程驱动模式,发动机驱动模式,混合驱动模式,原地发电模式,以及能量回收模式。
进一步地,所述混合动力驱动系统处于纯电动模式下,在所述整车控制器的控制下:
当车辆功率需求小时,动力电池装置为所述电机驱动系统供电;
当车辆功率需求大时,控制所述发电机作为驱动电机工作,并断开发电机与发动机之间的连接;并且所述动力电池装置为所述电机驱动系统和/或所述发电机供电。
进一步地,所述混合动力驱动系统处于增程驱动模式下,在所述整车控制器的控制下,所述发电机在发动机的驱动下发电以向所述电机驱动系统供电,和/或向所述动力电池装置充电。
进一步地,所述混合动力驱动系统处于发动机驱动模式下,在所述整车控制器的控制下,如果所述发电机经由离合器与所述主耦合机构机械连接,则所述发电机既不驱动也不发电,仅跟随发动机空转。
进一步地,所述混合动力驱动系统处于混合驱动模式下,在所述整车控制器的控制下,发动机和电机驱动系统联合驱动车轮转动。
进一步地,所述混合动力驱动系统处于能量回收模式下,在所述整车控制器的控制下,车辆的滑行回馈力或制动回馈力经变速机构传给电机驱动系统的驱动电机,所述驱动电机作为发电机工作,发出的电能为动力电池装置充电或为车辆电器负载供电。
进一步地,所述混合动力驱动系统处于原地发电模式下,在所述整车控制器的控制下,在动力电池装置的电量较低且车辆处于静止状态时,由发动机带动发电机给动力电池装置充电。
按照本发明的另一方面,还提供了一种车辆,包括如上文任一实施例所述的混合动力驱动系统。
进一步地,所述车辆为多驱动轴的商用车。
本发明的混合动力驱动系统中,主驱动电机驱动时所需的能量可以来自增程器系统和/或动力电池装置,以实现分布式能源供给,有效地解决了纯电驱动方案续驶里程短的问题。并且,混合动力驱动系统的车辆控制器可以针对不同的应用工况控制增程器系统的发动机和/或发电机产生驱动力。例如,对于市区工况,通过使用串联功能驱动车辆使增程器系统工作在高效区,增程器系统提供能量给主驱动电机驱动车辆,其发出的多余的电量可以给动力电池充电,能够有效提高车辆的经济性。对于郊区及高速工况,可以使用发动机直接参与车辆驱动,无需经过机械能-电能-机械能的转换,从而有效提高车辆经济性。由此,本发明不仅可以实现不同形式的能源供给,还可以实现不同形式的动力驱动。
进一步地,相比于传统汽车在不同的工况(城市、高速、郊区)下,动力驱动均由发动机来实现,本发明针对不同的工况选择合适的驱动方式不仅可以提高车辆的经济性,还可以有效地达到某些城区的特殊排放要求。
根据下文结合附图对本发明具体实施例的详细描述,本领域技术人员将会更加明了本发明的上述以及其他目的、优点和特征。
附图说明
后文将参照附图以示例性而非限制性的方式详细描述本发明的一些具体实施例。附图中相同的附图标记标示了相同或类似的部件或部分。本领域技术人员应该理解,这些附图未必是按比例绘制的。附图中:
图1是根据本发明实施例一的混合动力驱动系统结构示意图;
图2是根据本发明实施例二的混合动力驱动系统结构示意图;
图3是根据本发明实施例三的混合动力驱动系统结构示意图;
图4是根据本发明实施例四的混合动力驱动系统结构示意图;
图5是根据本发明实施例五的混合动力驱动系统结构示意图;
图6是根据本发明实施例六的混合动力驱动系统结构示意图;
图7是根据本发明实施例七的混合动力驱动系统结构示意图;
图8是根据本发明实施例八的混合动力驱动系统结构示意图;以及
图9是根据本发明实施例九的混合动力驱动系统结构示意图。
具体实施方式
目前商用车的混合动力系统主要以增程式为主,增程式动力系统对于主要以城市工况行驶的商用车型来说,能耗节约率比较明显,但对于经常在郊区工况及高速工况行驶的公路商用车型来说,能耗节约率不明显。以下列举两种方案进行说明。
方案一
一种双电机混动系统(Intelligent Multi Mode Drive,智能化多模式驱动)中,由阿特金森循环的汽油发动机、内含有发电机、驱动用电机和动力分离装置的e-CVT电气式无级变速箱、PCU(Power Control Unit,动力控制单元)、锂电池组等部分组成。
在城市堵车需要低速行驶时,使用纯电动驱动模式。驱动车辆行驶的能源直接来源于车载的锂电池组,锂电池组内储存的电能经由PCU提供给给驱动用电机,驱动两个前轮转动。需要加速时,则转换为混合动力驱动模式。此时驱动电机的能量一部分来源于发动机带动发电机所发的电能,另一部分能量来源于动力电池。当高速巡航时,转换为发动机驱动模式,此时动力分离装置正常连结,所有动力由发动机直接提供,而电池组处于待机状态,在需要进一步加速时可随时转换为混合动力驱动模式。该混动系统的核心思想是通过不同模式之间的切换以达到高效驱动。
方案二
混合动力系统由发动机、行星齿轮、MG1电机、MG2电机及动力电池组成,该动力系统的核心思想是通过行星齿轮结构的调节实现不同的驱动模式,该行星齿轮结构是该混合动力系统的核心。
当整车电量低且处于静止状态时,通过行星齿轮和两个电机的调节作用,可以实现原地发电的功能;在起步及低速行驶时,可以纯电动行驶;实现增程模式行驶,此时发动机带动MG1发电并供给电能给MG2,由MG2驱动整车,多余能量给动力电池充电;实现高负载行驶模式,此时发动机驱动MG2和MG1,MG2驱动车辆,而MG1给动力电池充电;急加速模式行驶,此时整车由MG1、MG2和发动机三者联合驱动行驶。
通过对两种动力系统的分析可以看出,该两种动力系统均能实现混联功能(串、并联功能),但第二种方案结构在能量回收机纯电动工况下,驱动电机需要拖转发动机,效率低。第一种方案的发动机直驱时只具有单速比减速功能,能够调节的发动机高效区间较窄;由于发动机与发电机直接连接,在发动机直驱时,需拖动发电机,有一定的效率损失;且纯电驱动时只有一个电机工作,要求驱动电机的功率及尺寸较大,整车匹配及布置时选择性较差。
为考虑未来商用车能耗限值及排放法规的影响,并覆盖城市商用车及公路商用车全部车型的使用工况,本发明实施例提供了一种混合动力驱动系统,下文通过各实施例对本发明实施例提供的混合动力驱动系统进行详细介绍。
实施例一
图1示出了根据本发明实施例一提供的混合动力驱动系统结构示意图。参见图1,该混合动力驱动系统可以包括动力电池装置1、增程器系统2和主驱动电机3,其中,动力电池装置1设置用于向主驱动电机3供电。增程器系统2可以包括发动机201和发电机202,发电机202能够在发动机201的驱动下发电,以向主驱动电机3供电和/或向动力电池装置1充电。此外,混合动力驱动系统还可以包括整车控制器(未在图中示出),设置用于控制增程器系统2中的发动机201和/或发电机202产生驱动力。在该混合动力驱动系统中,增程器系统2与主驱动电机3分别与主耦合机构4机械连接,以通过主耦合机构4将二者产生的驱动力传输到车辆的一主驱动轴5以驱动轴两侧的车轮转动。
本发明实施例中,整车控制器可以分别控制增程器系统2和电机驱动系统(图中未示出)产生驱动力或控制二者同时产生驱动力,并通过主耦合机构4将该驱动力传输至车辆的主驱动轴5,进而驱动轴两侧的车轮转动。其中,主驱动电机3属于电机驱动系统。基于本发明实施例提供混合动力驱动系统可从驱动的角度以不同的形式进行动力驱动。该实施例提供的混合动力驱动系统可以同时实现串联和并联结构特性,实现混联功能,主驱动电机3驱动时所需的能量可以来自增程器系统2和/或动力电池装置1,以实现分布式能源供给,解决纯电驱动方案续驶里程短的问题,增程式系统2中发动机的燃料可以使用汽油、柴油、天然气、甲醇等燃料。并且,对于新能源商用车来说,由于其车型覆盖的范围较广,如在所有的商用车型上实现纯电动方案,对于中重型商用车辆,其电池所需的能量较大,从成本及空间考虑,实现的可能性较小,因此,本发明实施例提供的混合动力驱动系统尤其适用于商用车车辆。
另外,车辆除主驱动轴5之外,还可以包括一个或多个从驱动轴6。相应地,混合动力驱动系统还可以包括对应于每个从驱动轴6的电机驱动子系统7,每个电机驱动子系统7可设置用于驱动每个从驱动轴6两侧的车轮转动。在整车控制器的控制下,增程器系统2和/或动力电池装置1为电机驱动子系统供电。根据不同车辆的需求功率的不同,可设置多个驱动电机,通过调节驱动电机的负荷率使整车在常用工况下每个驱动电机都能工作在高效区。
在本发明一可替换实施例中,混合动力驱动系统可以不包括上述主驱动电机3,混合动力驱动系统中的电机驱动系统包括图1所示的电机驱动子系统7,电机驱动子系统7可以驱动从驱动轴6一侧的车轮转动,也可以将其产生的驱动力经主耦合机构4传输至车辆的主驱动轴5以驱动轴两侧的车轮转动。
在本发明一可选实施例中,电机驱动系统包括对应于主驱动轴5和从驱动轴6中的至少一个驱动轴的电机驱动子系统,电机驱动子系统设置用于将所产生的驱动力传输到所对应的驱动轴。实际上,前文介绍的与主耦合机构4机械连接的主驱动电机3属于对应于主驱动轴5的电机驱动子系统,主驱动电机3通过主耦合机构4将所产生的驱动力传输到车辆的主驱动轴5。并且,前文也已经介绍了对应于从驱动轴6的电机驱动子系统7,此处不再赘述。
基于该实施例提供的混合动力驱动系统,对于市区工况时,可以使用串联功能驱动整车,使增程器系统2工作在高效区,由增程器系统2提供能量给主驱动电机驱动整车,增程器系统2发出的多余的电量可以给动力电池装置1进行充电,提高整车经济性且使得车辆满足排放要求。而对于郊区及高速工况,可以使用发动机201直接参与驱动,无需经过机械能-电能-机械能转换,车辆经济性较高。
实施例二
图2示出了根据本发明实施例二的混合动力驱动系统结构示意图。在图2所示实施例中,该混合动力驱动系统包括由发动机50和发电机30组成的增程器系统,以及与增程器系统耦合的主耦合机构21,该主耦合机构21还同时与主驱动电机60耦合,且主耦合机构21经由变速机构10耦合至主驱动轴。另外,主驱动电机60还可与动力电池装置110电气连接。
上文介绍,增程器系统可以与主耦合机构21机械连接,优选地,可以由增程器系统中的发电机30经由离合器20与主耦合机构21连接,以在整车控制器(未在图中示出)的控制下将发动机50和/或发电机30产生的驱动力传输至主耦合机构21。
继续参见图2所示实施例,车辆可包括两个从驱动轴,混合动力驱动系统还可以包括分别与上述两个从驱动轴对应的子驱动系统。每个子驱动系统均属于电机驱动子系统。每个子驱动系统中均包括两个子驱动电机(如子驱动电机80和子驱动电机70、子驱动电机120和子驱动电机130),每个子驱动电机分别驱动该从驱动轴一侧的车轮转动。其中,每个子驱动电机经由变速机构与从驱动轴耦合,且每个子驱动电机均可以与动力电池装置110电气连接。
在图2所示实施例中,可以把子驱动电机70、子驱动电机80、变速机构90、变速机构100作为一个电驱动子系统,对于多轴的商用车,可以增加多个电驱动子系统,实现多轴多轮驱动。优选地,图2所示实施例中的子驱动电机70、子驱动电机80、子驱动电机120、子驱动电机130可为轮边电机或轮毂电机等驱动形式,变速机构90、变速机构110、变速机构140、变速机构150可集成差速功能,也可不集成差速功能,当变速机构不集成差速功能时,子驱动电机70、子驱动电机80、子驱动电机120、子驱动电机130通过调速功能实现车轮的差速功能。
基于该实施例提供的混合动力驱动系统,混合动力驱动系统中不仅包括主驱动电机60,还包括多个子驱动电机(例如子驱动电机70、子驱动电机80、子驱动电机120、子驱动电机130),因此,可以实现发动机、单个驱动电机和/或多个驱动电机的混合驱动,根据不同的车型实现发动机和/或不同驱动电机形式的组合,进而提升混合动力驱动系统的效率。
在本发明一实施例中,整车控制器可以设置于根据预定的控制策略控制混合动力驱动系统处于不同的工作模式,例如纯电动模式,增程驱动模式,发动机驱动模式,混合驱动模式,原地发电模式,以及能量回收模式。下面分别对各工作模式进行介绍。
纯电动模式:混合动力驱动系统处于纯电动模式,在整车控制器的控制下,当车辆功率需求小时,动力电池装置为电机驱动系统供电,如为电机驱动系统中的主驱动电机供电;当车辆功率需求大时,控制发电机作为驱动电机工作,并断开发电机与发动机之间的连接;并且动力电池装置为电机驱动系统和/或发电机供电,如动力电池装置为主驱动电机,和/或发电机,和/或子驱动电机供电。其中的子驱动电机可以具有多个。需要说明的是,纯电动模式下需要确保动力电池装置电量足够充足,以良好的为驱动电机提供电能。
增程驱动模式:混合动力驱动系统处于增程驱动模式,在整车控制器的控制下,发电机在发动机的驱动下发电以向电机驱动系统供电,如发电机在发动机的驱动下发电以向主驱动电机和/或子驱动电机供电,和/或向动力电池装置充电。并且,该模式下的动力电池装置还可以同时给主驱动电机和/或子驱动电机供电。
发动机驱动模式:混合动力驱动系统处于发动机驱动模式,在整车控制器的控制下,如果发电机经由离合器与主耦合机构机械连接,则发电机既不驱动也不发电,仅跟随发动机空转,而是由发动机直接参与驱动。例如,在公路或高速工况下,可以选择发动机直接参与驱动,此时发动机的能量直接以机械能的形式输出,无需经过机械能-电能-机械能转换,从而使得驱动效率得到提升。
混合驱动模式:混合动力驱动系统处于混合驱动模式,在整车控制器的控制下,发动机和电机驱动系统联合驱动车轮转动,如发动机、主驱动电机和/或子驱动电机联合驱动车轮转动。该模式下,发动机会直接参与驱动,另外主驱动电机和/或子驱动电机也会参与驱动,驱动电机的能量来自发动机带动发电机所产生的电能和/或动力电池装置提供的电能。该模式更适合于车辆需求功率较大的情况。
能量回收模式:混合动力驱动系统处于能量回收模式,在整车控制器的控制下,整车的滑行回馈力或制动回馈力经变速机构传给电机驱动系统的驱动电机,如主驱动电机,此时驱动电机(如主驱动电机)作为发电机工作,发出的电能给动力电池装置充电或给整车的电器负载使用。其中,整车的电器可以包括设置在汽车上的显示器、音响、空调等等。
原地发电模式:混合动力驱动系统处于原地发电模式,在整车控制器的控制下,由发动机带动发电机给动力电池装置充电,该模式适合于动力电池装置的电量较低且整车处于静止状态的情况下。
图2所示的混合动力驱动系统能够在上述6种工作模式下分别进行工作。下面以图2为例,对不同工作模式下的混合动力驱动系统中各部件的工作过程进行具体介绍。
纯电动模式
在纯电动模式下,当车辆需求功率较小时,经动力电池装置110提供能量给主驱动电机60,主驱动电机60的产生的驱动力经主耦合机构21传递至变速机构10,进而通过主驱动轴驱动车轮转动。其中,变速机构10可以集成减速及差速功能。当车辆需求功率较大时,除主驱动电机60工作外,还可以根据整车控制器的信号,控制发电机30作为驱动电机工作,并控制子驱动电机70、子驱动电机80工作,和/或子驱动电机120、子驱动电机130工作,和/或发电机30工作。当发电机30作为驱动电机工作时,控制离合器20闭合,离合器40脱开。动力电池装置110提供能量给主驱动电机60,子驱动电机70、子驱动电机80,和/或子驱动电机120、子驱动电机130,和/或发电机30。
增程驱动模式
在增程驱动模式下,由主驱动电机60和/或子驱动电机(如图2中的子驱动电机70、子驱动电机80工作、子驱动电机120、子驱动电机130)产生驱动力,并驱动相应的车轮带动车辆行驶,主驱动电机60和/或子驱动电机的能量由发动机50和发电机30组成的增程器系统提供和/或动力电池装置110提供。
该模式下,离合器40闭合,发动机50经离合器40带动发电机30发电,整车控制器根据整车的需求控制具体驱动电机参与工作,整车控制器根据整车需求的功率控制主驱动电机60,和/或子驱动电机70、子驱动电机80工作,和/或子驱动电机120、子驱动电机130工作。根据整车控制器的计算,以上驱动电机的能量还可由动力电池装置110和/或增程器系统提供。
发动机驱动模式
在发动机驱动模式下,离合器40和离合器20均闭合,由发动机50将其燃料转换成机械能,经离合器、变速机构10驱动车轮带动车辆行驶,在该工作模式下主驱动电机60不工作。具体的,发动机50产生驱动力,并经离合器40、发电机30、离合器20、主耦合机构21、以及变速机构10将驱动力传递至主驱动轴,主驱动轴驱动其两侧的车轮转动,进而带动车辆行驶。此时离合器40和离合器20闭合,但发电机30既不驱动也不发电,只是跟随发动机50空转,从而实现发动机驱动模式。
混合驱动模式
在混合驱动模式下,由发动机50和驱动电机(包括主驱动电机60和/或子驱动电机)联合驱动车辆,根据整车控制器的控制信号,驱动电机能量可由动力电池装置110和/或增程器系统提供,增程器系统可以在不同转速下定点发电,也可以功率跟随模式发电。
当驱动电机的电量由动力电池装置110提供时,发动机50经离合器40、发电机30、离合器20、主耦合机构21、变速机构10驱动车辆行驶,此时发电机30既不发电也不驱动,只是跟随发动机空转;同时动力电池装置110提供能量给主驱动电机60,和/或子驱动电机70、子驱动电机80,和/或子驱动电机120、子驱动电机130。以上驱动电机经各自的变速机构驱动变速机构所在驱动轴两侧的车轮转动。
当驱动电机的电量部分来自增程器系统时,发动机50除参与整车驱动外,还带动发电机30发电,此时发动机50经离合器40、发电机30、离合器20、主耦合机构21、变速机构10驱动车辆行驶,此时发电机30作为发电机工作。根据整车控制器的控制信号,控制主驱动电机60,和/或子驱动电机70、子驱动电机80,和/或子驱动电机120、子驱动电机130,和/或发电机30工作,并根据整车控制器的控制信号控制驱动电机的能量由动力电池装置110和/或增程器系统提供。
原地发电模式
在原地发电模式下,发动机50经离合器40带动发电机30发电,此时发电机30发出的电能可以动力电池装置110行充电,也可以提供给电器负载。
能量回收模式
在能量回收模式下,当车辆处于滑行或制动工况时,车轮经与其连接的变速机构(如变速机构10、变速机构90、变速机构100等)传递到相应的驱动电机(如主驱动电机60、子驱动电机70、子驱动电机80等),驱动电机此时作为发电机进行工作,发出的电能给动力电池装置110充电。根据整车控制器的控制信号,在能量回收时控制主驱动电机60,和/或子驱动电机70、子驱动电机80,和/或子驱动电机120、子驱动电机130,和/或发电机30作为发电机工作。
实施例三
图3示出了根据本发明实施例三提供的混合动力驱动系统结构示意图。图3中的混合动力驱动系统和图2中的混合动力驱动系统的区别主要在电机驱动子系统的结构。图2中可把子驱动电机70、子驱动电机80、变速机构90、变速机构100看作一个电机驱动子系统,对于多轴的商用车,可以增加多个此子驱动系统,实现多轴多轮驱动。图3则由子驱动电机70、耦合机构160、子驱动电机80、变速机构90组成一个电机驱动子系统,对于多轴的商用车,可以增加多个此子驱动系统,实现多轴多轮驱动。即图3所示电机驱动子系统同样包括两个子驱动电机,如子驱动电机70、子驱动电机80,两个子驱动电机经则由耦合结构160将驱动力传输到该从驱动轴以驱动轴两侧的车轮转动。本实施例最大优点是单轴双电机驱动,在整车满载时双电机全时工作,在整车空载时可以单电机工作,可以提供整车经济性,在整车不同载荷时可以调整电机的工作区间,从而达到优化整车经济性。
实施例四
图4中混合动力驱动系统结构与图3所示实施例的区别在于,图4中把子驱动电机70、耦合机构160、子驱动电机80、变速机构90组成一个电驱动子系统,对于多轴的商用车,可以增加多个此子驱动系统,实现多轴多轮驱动。与图3中把子驱动电机70、耦合机构160、子驱动电机80、变速机构90组成一个电驱动子系统,对于多轴的商用车,可以增加多个此子驱动系统,实现多轴多轮驱动概念相同。但图4与图2中的最大区别在于图2中的主驱动电机60等效为图4中的子驱动电机70、耦合机构160、子驱动电机80、变速机构90组成的集成系统。
实施例五
参见图5,本发明实施例与图2、图3所示实施例的架构大致相同,其主要区别在于车辆从驱动轴上的电机驱动改为液压驱动。混合动力驱动系统还包括对应于至少一个从驱动轴的液压驱动系统,液压驱动系统包括驱动油泵180和两个驱动马达(如图5中的驱动马达200、驱动马达210),发动机50产生的驱动力经由一取力器240传输至液压驱动系统,以由两个驱动马达分别驱动从驱动轴两侧的车轮转动。
在本发明一实施例中,液压驱动系统还包括设置在取力器240和液压驱动系统的驱动油泵180之间的分离装置250,其中,整车控制器(未在图中示出)设置于控制分离装置250的分离状态以确定是否将驱动力传输至驱动油泵180。
下面对图5所示的混合动力驱动系统的工作原理进行介绍。发动机50产生的驱动力经取力器240传给分离装置250,分离装置250可以将来自发动机50的驱动力传递给驱动油泵180。当然,分离装置250也可处于分离状态不传递发动机50的驱动力。驱动油泵180将接收到驱动力转换为液压输出给驱动马达200和驱动马达210,进而经变速机构90和变速机构100驱动从驱动轴两侧的车轮转动。
在混合动力驱动系统具有低速且更大扭矩的需求时,分离装置260也可处于闭合状态,此时多个液压驱动系统工作,并与发动机50和/或主驱动电机60进行联合驱动,整车的动力性得到提高。当车速较高时,由于液压损失较大,此时分离装置250和分离装置260处于分离状态,液压驱动退出。由于液压驱动在低速时提供的扭矩较大,所以此分布式驱动形式实现时,发动机50、主驱动电机60、发电机30在匹配时对扭矩可以降低要求,从而使得零部件的开发更容易,该方式可以使用在特殊工况下动力性要求较高的车辆中。
实施例六
参见图6,本发明实施例与图2所示实施例的架构大致相同,主要区别在于,图6实施例将图1中的子驱动电机80、变速机构90、子驱动电机70、变速机构100组成的电机驱动子系统中的子驱动电机80和子驱动电机70可以采用轮边电机或轮毂电机。对于具有多个驱动轴的商用车,本发明还可以增加多个此电机驱动子系统,实现多轴多轮驱动。
本发明实施例的另一个区别在于,发动机50经由离合器20与主耦合机构21机械连接,以在整车控制器(未在图中示出)的控制下将发动机50产生的驱动力传输至主耦合机构21。该实施例中,发电机30在发动机50前端,只用于发电,即当离合器20断开时,发电机30和发动机50组成增程器系统,其工作模式可以多转速点定点发电,也可以功率跟随发电。
实施例七
参见图7,本发明实施例与图2所示实施例的架构大致相同,主要区别在于,图7把子驱动电机80、耦合机构160、子驱动电机70、变速机构90组成一个电机驱动子系统,对于多轴的商用车,可以增加多个此电机驱动子系统,实现多轴多轮驱动。本方案最大优点是单轴双电机驱动,在整车满载时双电机全时工作,在整车空载时可以单电机工作,可以提高整车经济性,在整车不同载荷时可以调整电机的工作区间,从而达到优化整车经济性。
本方案另外一个特点是发电机30在发动机50前端,只用于发电,即当离合器20断开时,发电机30和发动机50组成增程器系统,其工作模式可以多转速点定点发电,也可以功率跟随发电。
实施例八
参见图8,本发明实施例与图2所示实施例的架构大致相同,主要区别在于,图8实施例将主驱动电机60、主耦合机构21、变速机构10组成一个电机驱动子系统,将发动机50、主耦合机构21、变速机构10组成一个发动机驱动子系统。本方案最大优点是单轴双驱动系统,在整车满载时双驱动系统全时工作,在整车空载时可以单电机工作,可以提高整车经济性,在整车不同载荷时可以调整双驱动系统的工作区间,从而达到优化整车经济性。
本方案另外一个特点是发电机30在发动机50前端,只用于发电,即当离合器20断开时,发电机30和发动机50组成增程器系统,其工作模式可以多转速点定点发电,可以给整车供电,也可以给动力电池装置110充电,也可以功率跟随模式发电。
实施例九
参见图9,本发明实施例与图2所示实施例的架构大致相同,主要区别在于,图9实施例将主驱动电机60、主耦合机构21、变速机构10组成一个电机驱动子系统,把发动机50、主耦合机构21、变速机构10组成一个发动机驱动子系统,把发电机30、主耦合机构21、变速机构10组成一个发电机驱动子系统。本方案最大优点是单轴三驱动系统,在整车满载时三驱动系统全时工作,在整车空载时可以单电机驱动工作,从而提高整车经济性,在整车不同载荷时通过调整三驱动系统的工作区间,达到优化整车经济性。
本方案另外一个特点是发电机30在发动机50后端,可以用于发电及驱动,即,即当离合器40断开时,发电机30和主耦合机构21、变速机构10组成发电机驱动子系统,可以用于发电,即当离合器20断开,离合器40闭合时,发电机30和发动机50组成增程器系统,其工作模式可以多转速点定点发电,可以给整车供电,也可以给动力电池装置110充电,也可以功率跟随模式发电。
基于同一发明构思,本发明实施例还提供了一种车辆,该车辆包括上文任意实施例中的混合动力驱动系统。该实施例中的车辆可以是多驱动轴的商用车。
本发明实施例的车辆可由发动机和/或驱动电机驱动,而驱动电机的能量可由动力电池装置、发动机和发电机组成的增程器系统所提供的能量之一或两者组合提供。本发明能够根据实际需求开发新能源商用车并结合上文各实施例的混合动力驱动系统的特点,选择不同的能源供给组合及控制策略,实现经济性的提升。
此外,分布式驱动主要考虑了商用车自身的特征及运行特点。由于商用车覆盖的范围广,整车重量从3.5T到49T都有车型,对于重量较轻的商用车型,可以考虑使用集中电机或单电机进行驱动,但对于其他尺寸及重量较大的商用车辆,如果考虑使用集中电机或单电机驱动,驱动电机的功率和扭矩会比较大,但对于整车来说,其低速及低负荷运行时,驱动电机的效率会比较低(工作在低转速及低扭矩区间),在纯电模式下如果考虑使用两个或多个电机驱动,可以通过提高驱动电机的负荷率来提高驱动效率,实现分布式动力驱动。另外在混合驱动模式下,可以通过发动机、单个驱动电机和/或多个驱动电机实现分布式驱动。
本发明的混合动力驱动系统中,主驱动电机驱动时所需的能量可以来自增程器系统和/或动力电池装置,以实现分布式能源供给,有效地解决了纯电驱动方案续驶里程短的问题。并且,混合动力驱动系统的车辆控制器可以针对不同的应用工况控制增程器系统的发动机和/或发电机产生驱动力。例如,对于市区工况,通过使用串联功能驱动车辆使增程器系统工作在高效区,增程器系统提供能量给主驱动电机驱动车辆,其发出的多余的电量可以给动力电池充电,能够有效提高车辆的经济性。对于郊区及高速工况,可以使用发动机直接参与车辆驱动,无需经过机械能-电能-机械能的转换,从而有效提高车辆经济性。由此,本发明不仅可以实现不同形式的能源供给,还可以实现不同形式的动力驱动。
进一步地,相比于传统汽车在不同的工况(城市、高速、郊区)下,动力驱动均由发动机来实现,本发明针对不同的工况选择合适的驱动方式不仅可以提高车辆的经济性,还可以有效地达到某些城区的特殊排放要求。
至此,本领域技术人员应认识到,虽然本文已详尽示出和描述了本发明的多个示例性实施例,但是,在不脱离本发明精神和范围的情况下,仍可根据本发明公开的内容直接确定或推导出符合本发明原理的许多其他变型或修改。因此,本发明的范围应被理解和认定为覆盖了所有这些其他变型或修改。

Claims (20)

1.一种混合动力驱动系统,包括动力电池装置、增程器系统和电机驱动系统,所述动力电池装置设置用于向所述电机驱动系统供电,所述增程器系统包括发动机和发电机,所述发电机能够在发动机的驱动下发电以向所述电机驱动系统供电和/或向所述动力电池装置充电;所述混合动力驱动系统还包括:
整车控制器,设置用于控制所述增程器系统的发动机和/或发电机产生驱动力;
其中,所述增程器系统与一主耦合机构机械连接,以通过所述主耦合机构将所产生的驱动力传输到车辆的一主驱动轴以驱动轴两侧的车轮转动。
2.根据权利要求1所述的混合动力驱动系统,所述车辆还包括一个或多个从驱动轴,其中,所述电机驱动系统包括对应于所述主驱动轴和从驱动轴中的至少一个驱动轴的电机驱动子系统,所述电机驱动子系统设置用于将所产生的驱动力传输到所对应的驱动轴。
3.根据权利要求2所述的混合动力驱动系统,其中,所述电机驱动系统包括对应于所述主驱动轴的电机驱动子系统,则所述电机驱动子系统包括一主驱动电机,所述主驱动电机与所述主耦合机构机械连接,以通过所述主耦合机构将所产生的驱动力传输到车辆的所述主驱动轴。
4.根据权利要求2所述的混合动力驱动系统,其中,所述电机驱动系统包括对应于所述从驱动轴的电机驱动子系统,所述电机驱动子系统包括两个子驱动电机,每个子驱动电机分别驱动该从驱动轴一侧的车轮转动。
5.根据权利要求4所述的混合动力驱动系统,其中,所述电机驱动子系统包括两个子驱动电机,所述两个子驱动电机经由耦合结构将驱动力传输到该从驱动轴以驱动轴两侧的车轮转动。
6.根据权利要求3所述的混合动力驱动系统,其中,所述主驱动电机包括经由耦合机构连接的两个驱动电机。
7.根据权利要求1所述的混合动力驱动系统,其中,所述增程器系统与主耦合机构机械连接包括:所述发电机经由离合器与所述主耦合机构机械连接,以在所述整车控制器的控制下将所述发动机和/或发电机产生的驱动力传输至所述主耦合机构。
8.根据权利要求7所述的混合动力驱动系统,其中,所述增程器系统的发动机和发电机经由离合器连接,以在所述整车控制器的控制下能够断开所述发动机和发电机的连接。
9.根据权利要求1所述的混合动力驱动系统,其中,所述增程器系统与主耦合机构机械连接包括:所述发动机经由离合器与所述主耦合机构机械连接,以在所述整车控制器的控制下将所述发动机产生的驱动力传输至所述主耦合机构。
10.根据权利要求2所述的混合动力驱动系统,其中,所述混合动力驱动系统还包括对应于至少一个从驱动轴的液压驱动系统,所述液压驱动系统包括驱动油泵和两个驱动马达,所述发动机产生的驱动力经由一取力器传输至所述液压驱动系统,以由所述两个驱动马达分别驱动所述从驱动轴两侧的车轮转动。
11.根据权利要求10所述的混合动力驱动系统,所述液压驱动系统还包括设置在所述取力器和所述液压驱动系统的驱动油泵之间的分离装置,其中,
所述整车控制器设置于控制所述分离装置的分离状态以确定是否将驱动力传输至所述驱动油泵。
12.根据权利要求1-11之任一所述的混合动力驱动系统,其中,所述整车控制器设置于根据预定的控制策略控制所述混合动力驱动系统处于不同的工作模式,包括:纯电动模式,增程驱动模式,发动机驱动模式,混合驱动模式,原地发电模式,以及能量回收模式。
13.根据权利要求12所述的混合动力驱动系统,其中,所述混合动力驱动系统处于纯电动模式下,在所述整车控制器的控制下
当车辆功率需求小时,动力电池装置为所述电机驱动系统供电;
当车辆功率需求大时,控制所述发电机作为驱动电机工作,并断开发电机与发动机之间的连接;并且所述动力电池装置为所述电机驱动系统和/或所述发电机供电。
14.根据权利要求12所述的混合动力驱动系统,其中,所述混合动力驱动系统处于增程驱动模式下,在所述整车控制器的控制下
所述发电机在发动机的驱动下发电以向所述电机驱动系统供电,和/或向所述动力电池装置充电。
15.根据权利要求12所述的混合动力驱动系统,其中,所述混合动力驱动系统处于发动机驱动模式下,在所述整车控制器的控制下
如果所述发电机经由离合器与所述主耦合机构机械连接,则所述发电机既不驱动也不发电,仅跟随发动机空转。
16.根据权利要求12所述的混合动力驱动系统,其中,所述混合动力驱动系统处于混合驱动模式下,在所述整车控制器的控制下
发动机和电机驱动系统联合驱动车轮转动。
17.根据权利要求12所述的混合动力驱动系统,其中,所述混合动力驱动系统处于能量回收模式下,在所述整车控制器的控制下
车辆的滑行回馈力或制动回馈力经变速机构传给电机驱动系统的驱动电机,所述驱动电机作为发电机工作,发出的电能为动力电池装置充电或为车辆电器负载供电。
18.根据权利要求12所述的混合动力驱动系统,其中,所述混合动力驱动系统处于原地发电模式下,在所述整车控制器的控制下
在动力电池装置的电量较低且车辆处于静止状态时,由发动机带动发电机给动力电池装置充电。
19.一种车辆,包括如权利要求1-18之任一所述的混合动力驱动系统。
20.根据权利要求19所述的车辆,其中,所述车辆为多驱动轴的商用车。
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