CN108608855B - Automobile, hybrid power system and hybrid power system control method - Google Patents

Automobile, hybrid power system and hybrid power system control method Download PDF

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Publication number
CN108608855B
CN108608855B CN201611141509.3A CN201611141509A CN108608855B CN 108608855 B CN108608855 B CN 108608855B CN 201611141509 A CN201611141509 A CN 201611141509A CN 108608855 B CN108608855 B CN 108608855B
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motor
mode
electric
power
hybrid
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CN108608855A (en
Inventor
刘小伟
王印束
陈慧勇
岳淑彪
王兴
王富生
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Yutong Bus Co Ltd
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Yutong Bus Co Ltd
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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
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • 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
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
    • B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
    • 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
    • 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/083—Torque
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

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

Abstract

The invention relates to an automobile, a hybrid power system and a hybrid power system control method, wherein the hybrid power system comprises an engine, a first motor and a mechanism output shaft which are coupled through a planetary gear mechanism, a first locking clutch is arranged on a transmission path of the engine and the planetary gear mechanism, and the hybrid power system further comprises at least one pair of wheel-side motors and a controller in control connection with the first motor and the wheel-side motors. The use of the first locking clutch overcomes the defect that the joint driving of multiple motors cannot be realized in the prior art, and a proper motor is selected to work according to a proper criterion, for example, a first pure electric mode can be adopted during acceleration, the first motor and the wheel motor participate in driving at the same time, the accelerating capacity of the system is improved, and the waste in function is avoided; under the high-speed working condition, the first motor can be independently driven, so that efficiency loss caused by intervention of a high-power motor is avoided.

Description

Automobile, hybrid power system and hybrid power system control method
Technical Field
The invention relates to an automobile, a hybrid power system and a hybrid power system control method in the field of hybrid power.
Background
The series-parallel hybrid power system has great performance advantages over the series hybrid power system and the parallel hybrid power system. The existing hybrid system is such as chinese patent CN105857054a, the application name is "a hybrid system and a hybrid vehicle using the same", the hybrid system includes an engine and a generator (i.e. a first motor) driven by a planetary gear mechanism in a coupling manner, the hybrid system further includes a generator brake (i.e. a locking device) for braking a rotor of the generator, a driving motor (i.e. a second motor) and a speed change mechanism connected to the rotor of the driving motor, the speed change mechanism is connected to an output shaft of the mechanism, and a clutch is disposed between the output shaft of the mechanism and the planetary gear mechanism. The hybrid power system can realize various control modes, such as a pure electric mode, an engine series power generation mode, an engine driving power generation mode, an engine direct drive mode and the like, but the existing hybrid power system has a plurality of defects, such as the following working conditions in the pure electric mode: when the vehicle runs at a low speed or a small load, the clutch is separated, the driving motor drives the wheels to rotate after reducing speed and increasing torque through the speed change mechanism, and the vehicle runs in a pure electric driving mode, so that high oil consumption of the engine caused by idling during low-speed running is avoided. In the pure electric mode of the existing hybrid power system, only one speed-reducing and torque-increasing mode exists, no matter in a low-speed state or a high-speed state, the second motor can be involved in transmission after speed reduction and torque increase, the energy efficiency of the second motor is not beneficial to playing, the mode is too single, various working conditions in the running process of a vehicle cannot be met, the combined driving of multiple motors and the independent driving of the first motor cannot be realized, and the transmission efficiency of the system at the high speed and the low speed cannot be ensured. In addition, during braking energy recovery, the problem of main abnormal abrasion reduction of the hyperboloid of the corresponding shaft is also caused.
Disclosure of Invention
The invention aims to provide a hybrid power system to solve the technical problem that a pure electric mode of a hybrid power system in the prior art is too single; the invention also aims to provide a vehicle using the hybrid power system and a hybrid power system control method of the hybrid power system.
In order to solve the problems, the technical scheme of the hybrid power system in the invention is as follows:
The hybrid power system comprises an engine, a first motor and a mechanism output shaft which are coupled through a planetary gear mechanism, wherein a first locking clutch is arranged on a transmission path of the engine and the planetary gear mechanism, and the hybrid power system further comprises at least one pair of wheel side motors and a controller which is in control connection with the first motor and the wheel side motors.
The transmission path of the first motor and the planetary gear mechanism is provided with a second locking clutch.
The output shaft of the mechanism and the wheel rim motor are respectively connected with different wheel shafts.
The technical scheme of the automobile is as follows:
The automobile comprises a frame and a hybrid power system arranged on the frame, wherein the hybrid power system comprises an engine, a first motor and a mechanism output shaft which are coupled through a planetary gear mechanism, a first locking clutch is arranged on a transmission path of the engine and the planetary gear mechanism, and the hybrid power system further comprises at least one pair of wheel-side motors and a controller in control connection with the first motor and the wheel-side motors.
The transmission path of the first motor and the planetary gear mechanism is provided with a second locking clutch.
The output shaft of the mechanism and the wheel rim motor are respectively connected with different wheel shafts of the automobile.
The technical scheme of the control method of the hybrid power system in the invention is as follows:
The control method of the hybrid power system comprises the following steps: determining a sub-mode of the vehicle according to a criterion when the vehicle is in the electric-only mode;
The sub-modes of the electric-only mode include: the main motor and the wheel side motor are in a first pure electric mode of an electric state, a second pure electric mode of the electric state only of the main motor, and a third pure electric mode of the electric state only of the wheel side motor; the maximum output power P 1 of the main motor is smaller than the sum P 23 of the maximum output power of the wheel side motors; the P demand is the vehicle demand power; v H is the highest speed in electric mode;
the criterion for judging that the vehicle is in the first pure electric mode comprises:
1)P Demand for ≤P1+P23,V≤VH，
2) P Demand for ＞P23; or: the P requirement is less than or equal to P 1, and the power is optimal when the motor is in the first pure electric mode; or: p 1＜P Demand for ＜P23, and the power is optimal when in the first electric-only mode,
Criteria 1), 2) are phase-to-phase relationship;
The criterion for judging that the vehicle is in the second pure electric mode includes:
3) P Demand for ≤P1+P23,V≤VH,P Demand for ≤P1, the power is optimal when in the second electric-only mode;
the criterion for judging that the vehicle is in the third pure electric mode includes:
1)P Demand for ≤P1+P23,V≤VH，
4) P Demand for ≤P1 and the power is not optimal when in the first and second electric-only modes; or: p 1＜P Demand for ＜P2, and is not power optimal when in the first electric-only mode,
Criteria 1), 4) are phase-to-phase relationship.
The criterion that the vehicle is in the electric-only mode comprises that the SOC of the power battery is more than SOCL, wherein SOCL is an SOC threshold value of the electric-only mode.
The beneficial effects of the invention are as follows: the use of the first locking clutch overcomes the defect that the joint driving of multiple motors cannot be realized in the prior art, and a proper motor is selected to work according to a proper criterion, for example, a first pure electric mode can be adopted during acceleration, the first motor and the wheel motor participate in driving at the same time, the accelerating capacity of the system is improved, and the waste in function is avoided; under the high-speed working condition, the first motor can be independently driven, so that efficiency loss caused by intervention of a high-power motor is avoided.
Drawings
FIG. 1 is a schematic diagram of one embodiment of a hybrid powertrain of the present invention;
FIG. 2 is a control logic diagram of one embodiment of a hybrid powertrain control method of the present invention;
FIG. 3 is a table of operating modes and operating states of corresponding components that can be implemented by the hybrid powertrain in an embodiment of a hybrid powertrain control method.
Detailed Description
An embodiment of an automobile is shown in fig. 1: the automobile comprises a frame and a hybrid power system arranged on the frame, wherein the hybrid power system comprises an engine 1, a first motor 4 and a mechanism output shaft 9 which are coupled through a planetary gear mechanism 8, the specific coupling relation is that the engine 1 is connected with a planetary carrier 8B of the planetary gear mechanism, a rotor 4A of the first motor is connected with a sun gear 8C of the planetary gear mechanism, the mechanism output shaft 9 is connected with a gear ring 8A of the planetary gear mechanism, a torque damper 2 and a first locking clutch 3 are arranged on a transmission path of the engine 1 and the planetary carrier 8B, and a second locking clutch 5 is arranged on a transmission path of the first motor 4 and the sun gear 8C. The hybrid system further includes a pair of wheel side motors, two of which are respectively referred to as a second motor 11 and a third motor 12, the first motor and the second motor are motors of a common structure, the wheel side motor and the mechanism output shaft 9 are respectively connected with different wheel shafts, the wheel shaft connected with the mechanism output shaft 9 is referred to as a first shaft 10 in this embodiment, the first shaft 10 includes a first left axle half shaft 10B, a first right axle half shaft 10A and a differential mechanism 10C, the wheel shaft connected with the wheel side motor is referred to as a second shaft 13, and the second shaft includes a second left axle half shaft 13B and a second right axle half shaft 13A. The hybrid power system further includes a power source and an integrated controller in control connection with the first motor and the wheel motor. The first lockup clutch and the second lockup clutch are also controlled by the integrated controller.
The achievable working mode of the hybrid power system and the corresponding control method in this embodiment of the present invention are described in detail herein. In other embodiments of the invention: the automobile can be not limited to a two-wheel axle structure of a first axle and a second axle, for example, the automobile has three axles or N (N > 3) axles, and correspondingly, the third axle to the N-th axle can be a wheel-side driving axle (the same as the second axle) with two wheel-side motors and can be a common driven axle (bridge); of course, the wheel-side motor and the mechanism output shaft can also be connected with the same wheel shaft; the integrated controller is not required, for example, the first motor, the second motor, the third motor and each clutch locking device are respectively controlled by the corresponding controllers; the first motor and the second motor can also be hub motors.
An embodiment of the hybrid powertrain is shown in fig. 1: the specific structure of the hybrid system is the same as that described in the above-described embodiments of the automobile, and will not be described in detail here.
Examples of the hybrid system control method are shown in fig. 1 to 3: the hybrid system involved in the hybrid system control method is the same as the hybrid described in the above-described automobile embodiment, and the specific structure thereof will not be described in detail.
The hybrid power system has the following working modes:
The pure electric mode mainly comprises three working modes, namely a first pure electric mode in which three motors are driven together, a second pure electric mode in which the first motor is driven independently, and a third pure electric mode in which the second motor 11 and the third motor 12 are driven together. The selection of the three modes is performed by two conditions of power requirement and optimal efficiency, and the logic judgment is shown in fig. 2, wherein P Demand for is the vehicle required power, P 1 is the maximum power of the first motor, P 23 is the sum of the maximum power of the second motor 11 and the maximum power of the third motor 12, namely P 23＝P2+P3, and P 2＝P3, here P 1<P23.
First electric-only mode: in this mode, three motors are driven together, the first lockup clutch 3 is in a lockup state, and the second lockup clutch 5 is in a non-lockup state. At this time, the inputs of the system are a first motor 4, a second motor 11 and a third motor 12, the first shaft and the second shaft output, and the specific torque relationship is as follows: t out＝i0k1TMG1+2k2TMG2, where i 0 is the first shaft final reduction ratio, k 1 is the ratio of the radius of the planetary gear ring 8A to the radius of the sun 8C, k 2 is the transmission ratio between the second motor 11 and the second right axle half shaft 13A or between the third motor 12 and the second left axle half shaft 13B, T MG1 is the first motor 4 torque, T MG2 is the second motor 11 torque, and the torque T MG3＝TMG2,Tout of the third motor 12 is the total output torque of the system (converted to each half shaft).
Second electric-only mode: in this mode, the first motor 4 is driven alone, the second motor 11 and the third motor 12 are not operated, the first lockup clutch 3 is in a lockup state, and the second lockup clutch 5 is in a non-lockup state. At this time, the input of the system is the first motor 4, the first shaft outputs, and the specific torque relationship is: t out＝i0k1TMG1.
Third electric-only mode: in this mode, the second motor 11 and the third motor 12 are driven together, the first motor 4 is driven, the first lockup clutch 3 is in an unlocked state, and the second lockup clutch 5 is in an unlocked state. At this time, the inputs of the system are a second motor 11 and a third motor 12, and the second shaft outputs have the following specific torque relationships: t out＝2k2TMG2.
Mixing mode: in the mode, the engine 1 works, the first motor 4 generates electricity, the second motor 11 and the third motor 12 are in an electric state, the power supply 7 does not provide or provide power for the second motor 11 according to the whole vehicle demand, the engine 1, the second motor 11 and the third motor 12 jointly drive the whole vehicle to run, at the moment, the system can be divided into a low-speed state and a high-speed state according to whether the vehicle speed V is greater than V Lock with locking mechanism or not, and V Lock with locking mechanism is the critical speed of the planetary gear train at a mechanical point.
When V is less than or equal to V Lock with locking mechanism , the system is in a low-speed state, the first locking clutch 3 is in an unlocking state, and the second locking clutch 5 is in an unlocking state. At this time, the input engine 1 and the second motor 11 of the system output as a first shaft and a second shaft, and the specific torque relationship is: t out＝i0k1(1+k1)TE+2k2TMG2, where i 0 is the first shaft final reduction ratio, k 1 is the ratio of the radius of the planetary gear ring 8A to the radius of the sun 8C, k 2 is the transmission ratio between the second electric machine 11 and the second right axle half shaft 13A or between the third electric machine 12 and the second left axle half shaft 13B, T E is the torque of the engine 1, T MG2 is the torque of the second electric machine 11, and the torque T MG3＝TMG2,Tout of the third electric machine 12 is the total output torque of the system (converted to each half shaft). Is suitable for low-speed driving working conditions.
When V > V Lock with locking mechanism , the system is in a high speed state, the first lockup clutch 3 is in a non-lockup state, and the second lockup clutch 5 is in a lockup state. At this time, the input engine 1, the second motor 11 and the third motor 12 of the system output as a first shaft and a second shaft, and the specific torque relationship is: t out＝i0k1(1+k1)TE+2k2TMG2 is suitable for the high-speed driving working condition.
According to the mechanical point of the planetary series-parallel system, the mode switching of low-speed and high-speed hybrid driving is performed by using the second locking clutch 5, so that the power circulation problem of the conventional planetary series-parallel system can be avoided, namely: the first motor 4 is in a driving state, and the second motor 11 and the third motor 12 are in a power generation state. The first motor 4 is always in a power generation state, the second motor 11 and the third motor 12 are always in a driving state at any moment of hybrid driving, the additional electromechanical secondary conversion process is prevented, and the efficiency of a power system is improved.
Engine direct drive mode: in this mode, the engine 1 is operated, the first motor 4 is not operated, the second motor 11 and the third motor 12 are not operated, the first lockup clutch 3 is in a non-lockup state, the second lockup clutch 5 is in a lockup state, the engine 1 provides power to drive the whole vehicle to run, at this time, the input engine 1 of the system outputs as a first shaft, and the specific torque relationship is: t out＝i0k1(1+k1)TE is suitable for the driving condition that the vehicle runs at a high speed and the power requirement of the whole vehicle is located in the high-efficiency area of the engine, so that the problem of electromechanical conversion existing in the direct driving of the engine of the existing series-parallel system is avoided, and the efficiency of the power system is improved.
Braking energy recovery mode: in the mode, the engine 1 does not work, the first motor 4 idles, the second motor 11 and the third motor 12 are in a power generation state to provide braking torque of the whole vehicle, the first locking clutch 3 is in a non-locking state, the second locking clutch 5 is in a non-locking state, at the moment, the input of the system is the second motor 11 and the third motor 12, the output is a second shaft, the braking force of the second motor 11 and the third motor 12 acts on wheels through the second shaft right half shaft 13A and the second shaft left half shaft 13B to realize braking energy recovery, and the specific torque relationship is as follows: t out＝2k2TMG2.
A logic diagram of the hybrid system control method is shown in FIG. 2, wherein V is a vehicle running speed, V Locking device is a demarcation speed of the second locking clutch in the hybrid mode, V H is a highest speed limit of the pure electric mode running, SOC L is a lower limit value of a vehicle power supply SOC, P Demand for is a vehicle power demand, P 1 is a first motor maximum power, and P 23 is a sum of the second motor maximum power and a third motor maximum power.
And a first step of judging whether the brake pedal belongs to a brake energy recovery mode according to the states of the brake pedal and the accelerator pedal, entering the brake energy recovery mode when the brake pedal is stepped on or the accelerator pedal is not stepped on, and otherwise entering a second step.
And secondly, judging whether the vehicle enters a low-speed hybrid mode according to whether the SOC value of the power supply of the whole vehicle is lower than the lower limit value SOC L, entering the low-speed hybrid mode when the SOC value of the power supply is less than or equal to SOC L, and otherwise entering the third step.
And thirdly, judging whether to enter a pure electric mode according to whether the power requirement P Demand for of the whole vehicle is larger than the sum P 1+P23 of the maximum powers of the three motors and whether the vehicle speed V is larger than V H, entering a sixth step when P Demand for ≤P1+P23 is smaller than or equal to V H, and otherwise entering a fourth step.
And step four, judging whether to enter an engine direct-drive mode according to whether the power demand of the whole vehicle is in an engine high-efficiency area, entering the engine direct-drive mode when the power demand of the whole vehicle is in the engine high-efficiency area, and otherwise entering the step five.
And fifthly, judging whether to enter a low-speed mixing mode according to whether the vehicle speed V is larger than V Lock with locking mechanism , entering the low-speed mixing mode when V is smaller than or equal to V Lock with locking mechanism , and otherwise entering the high-speed mixing mode.
Sixth, judging whether to enter a first pure electric mode according to whether the power demand P Demand for of the whole vehicle is larger than the sum P 23 of the maximum power of the second motor and the maximum power of the third motor, entering the first pure electric mode when P Demand for >P23 is met, and entering a seventh step when P Demand for ≤P23 is met
And a seventh step of judging whether to enter an eighth step according to whether the power demand P Demand for of the whole vehicle is larger than the maximum power P 1 of the first motor, and entering the eighth step when P Demand for >P1 is carried out, and entering a ninth step when P Demand for ≤P1 is carried out.
And eighth, judging whether the power of the first pure electric mode is optimal, if so, entering the first pure electric mode, and if not, entering the third pure electric mode. The optimal power of the first electric mode refers to an electric mode with highest efficiency of the integrated motor driving system compared with each electric mode under the working condition, for example, the optimal power of the first pure electric mode is judged, and the optimal power of the first pure electric mode refers to the highest integrated motor efficiency of the first transmission electric mode compared with other pure electric modes.
And ninth, judging whether the power of the first pure electric mode is optimal, if so, entering the first pure electric mode, otherwise, entering a tenth step.
And tenth, judging whether the power of the second pure electric mode is optimal, if so, entering the second pure electric mode, and if not, entering the third pure electric mode.
According to the invention, the problem that the existing planetary series-parallel system cannot be directly driven for a long time due to the locked rotation of the first motor in the direct driving mode of the engine is solved by utilizing the second locking clutch, and when a vehicle runs at a higher speed and the driving force requirement of the whole vehicle is positioned in the high-efficiency area of the engine, the whole vehicle is directly driven at a high speed by the engine, so that the electromechanical conversion problem existing in the mixed driving of the existing planetary series-parallel system is avoided, and the efficiency of a power system is improved; the first locking clutch is utilized to overcome the defect that the prior hybrid power system cannot realize the combined driving of multiple motors and the independent driving of the first motor, three motors can participate in driving simultaneously during acceleration in a pure electric mode, the acceleration capacity of the system is improved, the waste of functions is avoided, the efficiency loss caused by the common driving of the second motor and the third motor under the high-speed working condition is avoided, and the problem can be solved by the independent driving of the first motor; the second motor and the third motor on the second shaft are utilized for braking energy recovery, so that the problem of abnormal abrasion of the hyperboloid main reduction of the first shaft caused by braking energy recovery is solved, meanwhile, an axle (bridge) is simplified, the weight of the vehicle is reduced, and the cost of the vehicle is reduced.

Claims (4)

1. The hybrid power system control method of the hybrid power system is characterized in that: the hybrid power system comprises an engine, a first motor and a mechanism output shaft which are coupled through a planetary gear mechanism, a first locking clutch is arranged on a transmission path of the engine and the planetary gear mechanism, and the hybrid power system further comprises at least one pair of wheel side motors and a controller which is in control connection with the first motor and the wheel side motors;
The implementation steps of the control method of the hybrid power system are as follows: determining a sub-mode of the vehicle according to a criterion when the vehicle is in the electric-only mode;
The sub-modes of the electric-only mode include: the main motor and the wheel side motor are in a first pure electric mode of an electric state, a second pure electric mode of the electric state only of the main motor, and a third pure electric mode of the electric state only of the wheel side motor; the maximum output power P 1 of the main motor is smaller than the sum P 23;P Demand for of the maximum output power of the wheel side motors, and the maximum output power is the vehicle required power; v H is the highest speed in electric mode;
the criterion for judging that the vehicle is in the first pure electric mode comprises:
1）P Demand for ≤P1+P23,V≤V H，
2) P Demand for ＞P23; or: p Demand for ≤P1 and the power is optimal when in the first electric-only mode; or: p 1 < P demand < P 2, and the power is optimal when in the first electric-only mode,
Criteria 1), 2) are phase-to-phase relationship;
The criterion for judging that the vehicle is in the second pure electric mode includes:
3) P Demand for ≤P1+P2,V≤V H,P Demand for ≤P1, the power is optimal when in the second electric-only mode;
the criterion for judging that the vehicle is in the third pure electric mode includes:
1）P Demand for ≤P1+P2,V≤V H，
4) P Demand for ≤P1 and the power is not optimal when in the first and second electric-only modes; or: p 1＜P Demand for ＜P2, and is not power optimal when in the first electric-only mode,
Criteria 1), 4) are phase-to-phase relationship.
2. The hybrid system control method according to claim 1, characterized in that: the criterion that the vehicle is in the electric-only mode comprises that the SOC of the power battery is more than SOCL, wherein SOCL is an SOC threshold value of the electric-only mode.
3. The hybrid system control method of the hybrid system according to claim 1, characterized in that: a second locking clutch is arranged on a transmission path of the first motor and the planetary gear mechanism in the hybrid power system.
4. A hybrid system control method of a hybrid system according to claim 1 or 3, characterized in that: in the hybrid power system, a mechanism output shaft and a wheel rim motor are respectively connected with different wheel shafts.
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