CN108839550B - Hybrid power system - Google Patents

Hybrid power system Download PDF

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Publication number
CN108839550B
CN108839550B CN201810685582.XA CN201810685582A CN108839550B CN 108839550 B CN108839550 B CN 108839550B CN 201810685582 A CN201810685582 A CN 201810685582A CN 108839550 B CN108839550 B CN 108839550B
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Prior art keywords
clutch
motor
engine
gear
mode
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CN108839550A (en
Inventor
周伟强
王旭刚
张恒先
周之光
景枫
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Chery Automobile Co Ltd
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Chery Automobile 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
    • B60K6/22—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
    • B60K6/36—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
    • 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
    • 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
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • 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)
  • Hybrid Electric Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The invention discloses a hybrid power system, which comprises: the main motor comprises an engine, a main shaft, a first clutch, a second clutch, a first gear train, a second gear train, a main motor and a power supply assembly for supplying power to the main motor; an output shaft of the engine is coaxially connected with the main shaft through a first clutch; the first gear train includes: a first input gear and a first output gear, a second gear train comprising: a second input gear, a second output gear and an intermediate gear; a second clutch is mounted on the main shaft and configured to operatively connect or disconnect the first input gear with the main shaft; the output shaft of the main motor is in transmission connection with the main shaft through a gear. The invention can solve the problem that the gear shifting process of the existing hybrid power system is not smooth, and improve the driving experience.

Description

Hybrid power system
Technical Field
The invention relates to the field of automobiles, in particular to a hybrid power system.
Background
Vehicles, as a fast-paced, efficient means of transportation in life, have increased in number year after year in recent years. Most of traditional vehicles use fossil fuels (such as gasoline, diesel oil and the like) to provide power for engines, and exhaust tail gas of the traditional vehicles can pollute the environment and does not meet the requirements of energy conservation and environmental protection. Therefore, there is a need to power vehicles using new energy sources (e.g., electrical energy) without pollution instead of fossil fuels.
The prior art provides a hybrid system suitable for a vehicle, comprising: engine, clutch and motor. The engine is sequentially connected with the clutch and the gearbox through the main shaft, and the motor is connected to the main shaft. When the vehicle needs to shift gears, the two groups of gears which are not meshed in the shifting gearbox are meshed with each other, so that the input gear and the output gear in the shifting gearbox form different transmission ratios, and the shifting and the speed changing of the vehicle are realized.
In the process of implementing the invention, the inventor finds that the prior art has at least the following problems:
when using the gearbox to shift and switch two sets of gear engagement, because there is the difference in rotational speed between the two sets of gear that do not mesh, its process can be unsmooth when two sets of gear engagement, makes the process of shifting unsmooth to lead to reducing and drive and experience.
Disclosure of Invention
The embodiment of the invention provides a hybrid power system, which can solve the problem that the existing hybrid power system is not smooth in the gear shifting process and improve the driving experience. The technical scheme is as follows:
in one aspect, an embodiment of the present invention provides a hybrid system, including: the main motor comprises an engine, a main shaft, a first clutch, a second clutch, a first gear train, a second gear train, a main motor and a power supply assembly for supplying power to the main motor; an output shaft of the engine is coaxially connected with the main shaft through the first clutch; the first gear train includes: a first input gear and a first output gear, the second gear train comprising: the first output gear is coaxially connected with the intermediate gear, and the second output gear is in transmission connection with wheels; the second clutch is mounted on the main shaft and is configured to operatively connect or disconnect the first input gear with the main shaft; and the output shaft of the main motor is in transmission connection with the main shaft through a gear.
In one implementation manner of the embodiment of the invention, the hybrid power system further comprises an auxiliary motor, and an output shaft of the auxiliary motor is in transmission connection with an output shaft of the engine through a gear.
In another implementation of the embodiment of the invention, the hybrid system further includes: a one-way clutch disposed between and connecting the second input gear and the main shaft.
In another implementation manner of the embodiment of the present invention, the power supply module includes: the input end of the inverter is connected with the battery, and the output end of the inverter is connected with the auxiliary motor and the main motor.
In another aspect, an embodiment of the present invention provides a control method of a hybrid system, for controlling the hybrid system as described above, the method including: and controlling the hybrid power system to operate in any one of power modes, wherein the power modes comprise a pure electric mode, a pure engine mode, a hybrid driving mode and an energy recovery mode.
Further, hybrid power system still includes auxiliary motor, auxiliary motor's output shaft pass through the gear with the output shaft transmission of engine is connected, power mode still includes parking electricity generation mode, pure electric mode includes: a single motor mode and a dual motor mode, the hybrid driving mode including: a dual-motor hybrid driving mode and a single-motor hybrid driving mode.
Further, the controlling the hybrid system to operate in the electric-only mode or the engine-only mode includes: in the single-motor mode, the engine and the auxiliary motor are controlled not to work, the first clutch is controlled to be disconnected, the second clutch is controlled to be closed or disconnected, and the power supply assembly is controlled to supply power to the main motor, so that the main motor drives wheels to rotate; in the dual-motor mode, the engine is controlled not to work, the first clutch is controlled to be closed, the second clutch is controlled to be closed or disconnected, and the power supply assembly is controlled to supply power to the auxiliary motor and the main motor, so that the auxiliary motor and the main motor drive wheels to rotate together; in the engine-only mode, the engine is controlled to work, the first clutch is controlled to be closed, the second clutch is controlled to be closed or opened, the auxiliary motor and the main motor are controlled not to work, and the engine drives wheels to rotate.
Further, the controlling the hybrid system to operate in the hybrid drive mode includes: in the dual-motor hybrid driving mode, the engine, the auxiliary motor and the main motor are controlled to work, the first clutch and the second clutch are controlled to be closed, and the engine, the auxiliary motor and the main motor are enabled to drive wheels to rotate together; or in the dual-motor hybrid driving mode, the engine, the auxiliary motor and the main motor are controlled to work, the first clutch is controlled to be closed, the second clutch is controlled to be opened, and the engine, the auxiliary motor and the main motor are enabled to drive wheels to rotate together; in the single-motor hybrid driving mode, the engine and the main motor are controlled to work, the auxiliary motor is controlled not to work, the first clutch and the second clutch are controlled to be closed, and the engine and the main motor jointly drive wheels to rotate; or in the single-motor hybrid driving mode, the engine and the main motor are controlled to work, the auxiliary motor is controlled not to work, the first clutch is controlled to be closed, the second clutch is controlled to be opened, and the engine and the main motor drive wheels to rotate together.
Further, the controlling the hybrid system to operate in the energy recovery mode includes: and controlling the engine and the auxiliary motor not to work, and controlling the first clutch and the second clutch to be disconnected, so that the wheels drive the main motor to generate electricity to charge the power supply assembly.
Further, the controlling the hybrid system to operate in the parking power generation mode includes: and controlling the engine to work, controlling the main motor to work, controlling the first clutch and the second clutch to be disconnected, and enabling the engine to drive the auxiliary motor to generate power to charge the power supply assembly.
The technical scheme provided by the embodiment of the invention has the following beneficial effects:
according to the embodiment of the invention, the first gear train and the second gear train are arranged, the first input gear of the first gear train and the second input gear of the second gear train are coaxially connected, the first output gear of the first gear train and the intermediate gear are coaxially connected, and the second output gear is in transmission connection with the wheel, so that the first gear train and the second gear train can both transfer power to the wheel. The second input gear of the second gear train is coaxially connected to the main shaft, and the first input gear of the first gear train is operatively connected to or disconnected from the main shaft through the second clutch; the first gear train is connected or disconnected on the main shaft through the second clutch, so that the purpose that the first gear train or the second gear train independently transmits power to the wheels is achieved, and gears which are not meshed and have different rotating speeds do not need to be meshed because the main shaft drives the first gear train to rotate when the gear trains are switched, so that the condition that the gear shifting process is unsmooth due to unsmooth gear meshing process when the gearbox shifts gears is avoided, and the driving experience is improved.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings needed to be used in the description of the embodiments will be briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without creative efforts.
FIG. 1 is a schematic structural diagram of a hybrid powertrain system provided by an embodiment of the present invention;
FIG. 2 is a schematic power transmission diagram illustrating an electric-only mode of the hybrid powertrain provided by the exemplary embodiment of the present invention;
FIG. 3 is a schematic power transmission diagram for an engine-only mode of a hybrid powertrain provided in accordance with an embodiment of the present invention;
FIG. 4 is a power transmission schematic diagram illustrating a hybrid drive mode of the hybrid powertrain system provided in accordance with an embodiment of the present invention;
FIG. 5 is a power transmission schematic diagram of an energy recovery mode of a hybrid powertrain provided by an embodiment of the present invention;
the symbols in the drawings represent the following meanings:
1-engine, 2-first clutch, 3-second clutch, 4-first gear train, 41-first input gear, 42-first output gear, 5-second gear train, 51-second input gear, 52-intermediate gear, 53-second output gear, 6-auxiliary motor, 7-main motor, 8-power supply assembly, 81-battery, 82-inverter, 9-main shaft, 10-one-way clutch, 11-wheel.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, embodiments of the present invention will be described in detail with reference to the accompanying drawings.
Fig. 1 is a schematic structural diagram of a hybrid system according to an embodiment of the present invention, and as shown in fig. 1, the hybrid system includes: the engine 1, the main shaft 9, the first clutch 2, the second clutch 3, the first gear train 4, the second gear train 5, the main motor 7 and the power supply assembly 8 for supplying power to the main motor 7.
An output shaft of the engine 1 is coaxially connected to the main shaft 9 through the first clutch 2. When the first clutch 2 is closed, the output shaft of the engine 1 is coaxially connected with the main shaft 9; when the first clutch 2 is disengaged, the output shaft of the engine 1 is not connected to the main shaft 9.
In the embodiment of the present invention, the first gear train 4 includes: the first input gear 41 and the first output gear 42, and the second gear train 5 includes: the first output gear 42 is coaxially connected with the intermediate gear 52, and the second output gear 53 is in transmission connection with the wheel 11. By arranging the first gear train 4 and the second gear train 5, the first gear train 4 and the second gear train 5 are coaxially connected with the spindle 9, and the first gear train 4 and the second gear train can transfer power of the spindle 9 to the wheels 11.
In the embodiment of the invention, the transmission ratios of the first gear train 4 and the second gear train 5 are different, so when the wheels 11 are driven by respectively using the first gear train 4 and the second gear train 5, the obtained rotating speeds of the wheels 11 are different, and the speed change and gear shifting of the vehicle are realized.
It should be noted that in the gear train (such as the aforementioned first gear train 4 or the aforementioned second gear train 5), the input gear and the output gear are in transmission connection, for example, directly engaged or engaged through at least one intermediate gear or in transmission connection through at least one intermediate gear and the transmission shaft system, so as to realize the power transmission of the gear train.
The second clutch 3 is mounted on the main shaft 9 in the embodiment of the present invention, and the second clutch 3 is configured to operatively connect or disconnect the first input gear 41 and the main shaft 9. After the first input gear 41 is connected with the spindle 9, the wheel 11 is communicated with the spindle 9 through the first gear train 4, namely, the transmission mode of the second gear train 5 is switched to the transmission mode of the first gear train 4. The speed regulation of two gears is realized by connecting or disconnecting the first input gear 41 with the main shaft 9 through the second clutch 3.
In the embodiment of the invention, the output shaft of the main motor 7 is in transmission connection with the main shaft 9 through a gear.
According to the embodiment of the invention, the first gear train and the second gear train are arranged, the first input gear of the first gear train and the second input gear of the second gear train are coaxially connected, the first output gear of the first gear train and the intermediate gear are coaxially connected, and the second output gear is in transmission connection with the wheel, so that the first gear train and the second gear train can both transfer power to the wheel. The second input gear of the second gear train is coaxially connected to the main shaft, and the first input gear of the first gear train is operatively connected to or disconnected from the main shaft through the second clutch; the first gear train is connected or disconnected on the main shaft through the second clutch, so that the purpose that the first gear train or the second gear train is used for transmitting power to the wheels independently is achieved, and gears which are not meshed and have different rotating speeds do not need to be meshed because the main shaft drives the first gear train to rotate when the gear trains are switched, so that the condition that the power is interrupted because the gear meshing process is not smooth when the gearbox is used for shifting is avoided. Compared with the traditional gear adjusting mode of the synchronizer, the gear shifting method of the invention has the advantages that the gear shifting process is more stable and smooth by the mode that the clutch controls the gear to be connected with the main shaft, the gear shifting operation during driving is simplified, and the driving is convenient.
As shown in fig. 1, the hybrid system further includes an auxiliary motor 6, and an output shaft of the auxiliary motor 6 is in transmission connection with an output shaft of the engine 1 through a gear. In the embodiment of the present invention, the auxiliary motor 6 and the main motor 7 are powered by the power supply assembly 8, and the output shaft of the auxiliary motor 6 is connected to the output shaft of the engine 1 through a gear transmission, so that not only the power of the auxiliary motor 6 can be transmitted to the main shaft 9, but also the power of the engine 1 can be transmitted to the auxiliary motor 6, that is, the engine 1 can also be used for driving the auxiliary motor 6 to rotate, thereby enabling the auxiliary motor 6 to generate power and charge the power supply assembly 8. The auxiliary motor 6 is arranged, so that the hybrid power system has a power generation working mode, and the cruising ability of the power supply assembly 8 is prolonged.
As shown in fig. 1, the hybrid system further includes: and a one-way clutch 10, the one-way clutch 10 being disposed between the second input gear 51 and the main shaft 9 and connecting the second input gear 51 and the main shaft 9. That is, the second input gear 51 is mounted on the main shaft 9 through the one-way clutch 10. The one-way clutch 10 is arranged so that the main shaft 9 will engage with the second input gear 51 in only one rotational direction to rotate the second gear train 5 and drive the wheels 11. The use of the one-way clutch 10 also eliminates downshift shock. The principle is that the rotation speed of the wheels 11 and the rotation speed of the engine 1 are not changed immediately when shifting gears, but the transmission ratio is changed after the gear shifting. Under the post-shift gear ratio condition, the rotation speed of the wheels 11 and the rotation speed of the engine 1 do not match the post-shift gear ratio. When the transmission ratio is changed, if the rotation speed of the wheels 11 is greater than the rotation speed of the wheels 11 calculated by the rotation speed of the engine 1 according to the transmission ratio after gear shifting, the wheels 11 can be enabled to input power in reverse direction, the wheels 11 can be prevented from inputting power to the main shaft 9 in reverse direction through the one-way clutch 10, and therefore downshift impact is eliminated.
Optionally, the power supply assembly 8 comprises: a battery 81 and an inverter 82, an input terminal of the inverter 82 being connected to the battery 81, and an output terminal of the inverter 82 being connected to the auxiliary motor 6 and the main motor 7. The battery 81 is a rechargeable battery 81, wherein an inverter 82 is provided on an output circuit of the battery 81 for converting the direct current output from the battery 81 into three-phase alternating current to drive the auxiliary motor 6 or the main motor 7.
In the embodiment of the invention, the output shaft of the auxiliary motor is in transmission connection with the transmission shaft of the engine through the gear; the output shaft of the main motor is in transmission connection with the main shaft through a gear. The engine, the auxiliary motor and the main motor can respectively or jointly drive the wheels to rotate. By designing the double motors and connecting the auxiliary motor to the output shaft of the engine through the gear, when the engine and the main motor drive the vehicle to run together, even if the power of the engine is insufficient due to overlarge fuel consumption of the vehicle, the insufficient power can be supplemented through the auxiliary motor to drive the wheels to rotate, and the normal running of the vehicle is ensured. In addition, the auxiliary motor, the main motor and the engine are controlled to work or not, so that the vehicle adapts to different working conditions, the motor and the engine are used efficiently, and energy is saved. In addition, the embodiment of the invention also controls whether the first gear train is connected to the main shaft or not by closing and opening the second clutch, so that the first gear train and the second gear train form two-gear trains to respectively provide torque for the wheels. In addition, the first clutch, the second clutch, the first gear train and the second gear train are connected to the spindle, so that the vehicle space occupied by each part is reduced, and the structure is compact and the integrated design is convenient.
In an embodiment of the present invention, there is provided a control method of a hybrid system for controlling the hybrid system as described above, the method including: and controlling the hybrid power system to operate in any one of power modes, wherein the power modes comprise a pure electric mode, a pure engine mode, a hybrid driving mode and an energy recovery mode.
In the embodiment of the present invention, if the hybrid power system includes a main motor, an auxiliary motor and an engine, the power modes include a parking power generation mode, an energy recovery mode, an engine only mode, an electric only mode and a hybrid drive mode, where the electric only mode includes: a single motor mode and a dual motor mode, the hybrid driving mode including: a dual-motor hybrid driving mode and a single-motor hybrid driving mode. If the hybrid system does not include an auxiliary electric machine, the power modes include: a single motor mode, a single motor hybrid drive mode, a pure engine mode, and an energy recovery mode.
In some embodiments of the present invention, controlling the hybrid system to operate in an electric-only mode comprises:
fig. 2 is a schematic power transmission diagram of a pure electric mode of a hybrid power system according to an embodiment of the present invention, as shown in fig. 2, in a single-motor mode, the engine 1 and the auxiliary motor 6 are controlled not to operate, the first clutch 2 and the second clutch 3 are controlled to be closed or opened, and the power supply assembly 8 is controlled to supply power to the main motor 7, so that the main motor 7 drives the wheels 11 to rotate. In the single motor mode, the power source of the engine 1 is cut off, the engine 1 is not operated, and the first clutch 2 is disconnected for disconnecting the auxiliary motor 6 and the motive power from the power of the main shaft 9. The power transmission direction in the single motor mode is as shown by the arrow in fig. 2, in one implementation of the single motor mode, the battery 81 outputs electric energy to convert direct current into three-phase alternating current through the inverter 82 to supply power to the main motor 7, the main motor 7 transmits power to the main shaft 9 through the gear in transmission connection with the output shaft of the main motor, and in the mode, the second clutch 3 is disconnected, so that the power of the main motor 7 is transmitted to the wheels 11 through the second input gear 51, the intermediate gear 52 and the second output gear 51 in the second gear train 5, and the vehicle is driven to run. In another implementation of the single-motor mode, unlike the above, the second clutch 3 is closed, so that the power of the main motor 7 is transmitted to the wheels 11 through the first input gear 41 and the second input gear 42 of the first gear train 4, and then through the intermediate gear 52 and the second output gear 51, driving the vehicle to run. The second clutch is controlled to be closed or opened, the speed ratio of the wheels and the main shaft is changed, and therefore gear shifting in the single motor mode is achieved.
In the dual-motor mode, the engine 1 is controlled not to work, the first clutch 2 is controlled to be closed, the second clutch 3 is controlled to be closed or disconnected, and the power supply assembly 8 is controlled to supply power to the auxiliary motor 6 and the main motor 7, so that the auxiliary motor 6 and the main motor 7 drive the wheels 11 to rotate together. The dual-motor mode is used for the working condition with larger power demand of the vehicle, in the working mode, in one implementation mode of the dual-motor mode, the first clutch 2 is closed, the second clutch 3 is opened, the output shaft of the auxiliary motor 6 is connected with the main shaft 9 in a transmission mode, meanwhile, the power source of the engine 1 is cut off, the engine 1 does not work, the battery 81 outputs electric energy, the direct current is converted into three-phase alternating current through the inverter 82 to supply power to the auxiliary motor 6 and the main motor 7, the electric energy is converted into kinetic energy through the auxiliary motor 6 and the main motor 7 and is transmitted to the main shaft 9 and then transmitted to the wheels 11 through the second gear train 5, and therefore the wheels 11 are driven. In another implementation of the dual motor mode, the first clutch 2 and the second clutch 3 are both closed, and during power transmission, the auxiliary motor 6 and the main motor 7 convert electric energy into kinetic energy to be transmitted to the main shaft 9, pass through the first input gear 41 and the second input gear 42 of the first gear train 4, and then pass through the intermediate gear 52 and the second output gear 51 to be transmitted to the wheels 11, so as to drive the vehicle to run. And the second clutch is controlled to be switched on or switched off, so that the speed ratio of the wheels and the main shaft is changed, and the gear shifting in the dual-motor mode is realized. And the vehicle can obtain larger power under the driving of the two motors, so that the vehicle can run conveniently.
In some embodiments of the present invention, controlling operation of the hybrid powertrain system in the engine-only mode comprises: fig. 3 is a power transmission diagram of a pure engine 1 mode of the hybrid power system provided by the embodiment of the invention. As shown in fig. 3, in the engine-only mode 1, the engine 1 is controlled to operate, the first clutch 2 is controlled to be closed, the second clutch 3 is controlled to be opened, the auxiliary motor 6 and the main motor 7 are controlled to be not operated, and the engine 1 is enabled to drive the wheels 11 to rotate. In this mode, the wheels 11 are driven only by the engine 1, and at this time, the first clutch 2 is closed, the auxiliary motor 6 and the main motor 7 are not operated, and the power source of the engine 1 is turned on to normally operate the engine 1. In the engine-only mode, the power transmission direction is as indicated by arrows in fig. 3, and the power of the engine 1 is transmitted to the second input gear 51, the intermediate gear 52, and the second output gear 53 of the second gear train 5 through the first clutch 2, and finally the power is transmitted to the wheels 11 through the second output gear 53, thereby driving the vehicle to run. This mode of operation can be used when the battery 81 is low or the auxiliary motor 6 and the main motor 7 fail to operate.
Or, in the pure engine mode, the engine 1 is controlled to work, the first clutch 2 and the second clutch 3 are controlled to be closed, the auxiliary motor 6 and the main motor 7 are controlled not to work, and the engine 1 drives the wheels 11 to rotate. At this time, the first clutch 2 and the second clutch 3 are closed, the auxiliary motor 6 and the main motor 7 do not work, and the power source of the engine 1 is switched on to normally work the engine 1. The power of the engine 1 is transmitted to the first gear train 4 and the second gear train 5 through the first clutch 2 and the second clutch 3, is transmitted through the first gear train 4 and the second gear train 5, and is finally transmitted to the wheels 11 through the second output gear 53 in the second gear train 5, so that the vehicle is driven to run. This mode of operation couples the first gear train 4 to the main shaft 9 for driving the wheels 11, since the gear ratios of the first gear train 4 and the second gear train 5 are different, i.e. the speed ratio is changed. In the embodiment of the invention, the first gear train 4 is connected with the main shaft 9 and used for driving the wheels 11 to be in a second gear state, the second gear train 5 is connected with the main shaft 9 and used for driving the wheels 11 to be in a first gear state, the rotation speed of the wheels 11 in the pure engine 1 working mode is different from the second gear state, the engine 1 is regulated to work by setting the gears, the speed is increased or reduced under a proper working condition, the energy distribution is more reasonable, and the energy is saved.
In some embodiments of the present invention, controlling the hybrid system to operate in the hybrid drive mode comprises:
fig. 4 is a power transmission diagram of a hybrid driving mode of the hybrid power system according to the embodiment of the invention. As shown in fig. 4, in the two-motor hybrid driving mode, the engine 1, the auxiliary motor 6 and the main motor 7 are controlled to operate, the first clutch 2 and the second clutch 3 are controlled to be closed, so that the engine 1, the auxiliary motor 6 and the main motor 7 drive the wheels 11 to rotate together, or the engine 1, the auxiliary motor 6 and the main motor 7 are controlled to operate, the first clutch 2 is controlled to be closed, the second clutch 3 is controlled to be opened, so that the engine 1, the auxiliary motor 6 and the main motor 7 drive the wheels 11 to rotate together. Under the double-motor hybrid driving mode, the engine 1, the main motor 7 and the auxiliary motor 6 work together to jointly drive the wheels 11 to rotate, so that larger power can be output, and the power performance of the vehicle is improved.
In fig. 4, the first clutch 2 is in a closed state, the second clutch 3 is opened, the power transmission direction in the dual motor on drive mode is as shown by the arrow in fig. 4, the engine 1, the auxiliary motor 6 and the main motor 7 drive the wheels 11 together, and the engine 1 and the auxiliary motor 6 output kinetic energy and transmit the kinetic energy to the main shaft 9 through the first clutch 2. If the second clutch 3 is closed, the kinetic energy output by the engine 1, the auxiliary motor 6 and the main motor 7 is transmitted to the wheels 11 through the first gear train 4; if the second clutch 3 is disengaged, the kinetic energy output by the engine 1, the auxiliary motor 6 and the main motor 7 is transmitted to the wheels 11 through the second gear train 5. In both implementations, the engine 1, the auxiliary electric machine 6 and the main electric machine 7 are caused to drive the wheels 11 in common.
In the single-motor hybrid driving mode, the engine 1 and the main motor 7 are controlled to work, the auxiliary motor 6 is controlled not to work, and the first clutch 2 and the second clutch 3 are controlled to be closed, so that the engine 1 and the main motor 7 jointly drive the wheels 11 to rotate; or controlling the engine 1 and the main motor 7 to work, controlling the auxiliary motor 6 not to work, controlling the first clutch 2 to be closed, and controlling the second clutch 3 to be disconnected, so that the engine 1 and the main motor 7 drive the wheels 11 to rotate together. In the single-motor hybrid driving mode, the engine 1 normally works, the first clutch 2 is closed, the second clutch 3 is closed or opened, the power of the engine 1 is transmitted to the main shaft 9 through the first clutch 2, the power of the main motor 7 is transmitted to the main shaft 9 through a gear, the main motor 7 is coupled with the power of the engine 1 at the second input gear 51, and then the power is transmitted to the wheels 11 through the intermediate gear 52 and the second output gear 53, so that the vehicle is driven to normally run. When the second clutch 3 is closed, the engine 1 is in the second gear state, which provides a higher rotational speed of the wheels 11, similar to the above.
In some embodiments of the invention, controlling the hybrid system to operate in the energy recovery mode comprises:
FIG. 5 is a power transmission diagram illustrating an energy recovery mode of a hybrid power system according to an embodiment of the invention. As shown in fig. 5, in the energy recovery mode, the engine 1 and the auxiliary motor 6 are controlled not to work, the first clutch 2 and the second clutch 3 are controlled to be disconnected, and the wheels 11 are enabled to drive the main motor 7 to generate electricity to charge the power supply assembly 8. In the energy recovery mode, the engine 1 is not operated, the first clutch 2 and the second clutch 3 are disconnected, and the wheels 11 drive the main motor 7 to generate electricity to charge the battery 81. In the working mode, the vehicle is in a sliding or braking state, the hybrid power system provides reverse torque for the vehicle, partial kinetic energy of the vehicle is transmitted to the main motor 7 through the second gear train 5 and converted into electric energy, and the electric energy is stored in the battery 81 for standby.
Wherein, under the condition of sliding and braking, the first clutch 2 and the first clutch 2 are disconnected, and the engine 1 and the auxiliary motor 6 do not work. The power transmission direction in the energy recovery mode is as indicated by the arrow in fig. 5, the kinetic energy of the vehicle is transmitted to the main motor 7 to generate electricity after passing through the wheels 11, the second output gear 53, the intermediate gear 52, and the second input gear 51 in this order, and since the main motor 7 generates electricity as alternating current, the inverter 82 is provided to convert the alternating current into direct current, so that the electric energy is stored in the battery 81 through the inverter 82.
In some embodiments of the present invention, controlling the hybrid system to operate in the park electric power generating mode includes: the engine 1 is controlled to work, the main motor 7 is controlled not to work, the first clutch 2 and the second clutch 3 are controlled to be disconnected, and the engine 1 is enabled to drive the auxiliary motor 6 to generate electricity to charge the power supply assembly 8. The working mode is suitable for the working condition that the electric quantity of the battery 81 is low, the main motor 7 does not work at the moment, the engine 1 is started under the parking working condition, the auxiliary motor 6 is driven by the engine 1 to generate electricity, the alternating current generated by the auxiliary motor 6 is converted into direct current through the inverter 82 and stored in the battery 81, and the parking charging function is realized.
The present invention is not limited to the above preferred embodiments, and any modifications, equivalent replacements, improvements, etc. within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims (9)

1. A hybrid system, characterized by comprising: the gear transmission mechanism comprises an engine (1), a main shaft (9), a first clutch (2), a second clutch (3), a first gear train (4), a second gear train (5), a main motor (7), a one-way clutch (10) and a power supply assembly (8) for supplying power to the main motor (7);
the output shaft of the engine (1) is coaxially connected with the main shaft (9) through the first clutch (2);
the first gear train (4) comprises: a first input gear (41) and a first output gear (42), the second gear train (5) comprising: a second input gear (51), a second output gear (53) and an intermediate gear (52), wherein the intermediate gear (52) is connected between the second output gear (53) and the second input gear (51), the first input gear (41) and the second input gear (51) are coaxially connected, the first output gear (42) and the intermediate gear (52) are coaxially connected, and the second output gear (53) is in transmission connection with a wheel;
the second clutch (3) is mounted on the main shaft (9), and the second clutch (3) is configured to operatively connect or disconnect the first input gear (41) and the main shaft (9), when the second clutch (3) controls the first input gear (41) to be connected with the main shaft (9), the main shaft (9) is in transmission connection with the wheel (11) through the first gear train (4), when the second clutch (3) controls the first input gear (41) to be disconnected with the main shaft (9), the main shaft (9) is in transmission connection with the wheel (11) through the second gear train (5);
the one-way clutch (10) is arranged between the second input gear (51) and the main shaft (9) and is used for connecting the second input gear (51) and the main shaft (9), and the power transmission direction of the one-way clutch (10) is the power transmission direction from the main shaft (9) to the second input gear (51);
the output shaft of the main motor (7) is in transmission connection with the main shaft (9) through a gear;
the power modes of the hybrid power system comprise an electric-only mode, an engine-only mode and a hybrid driving mode;
in the electric-only mode, the gear shifting in the electric-only mode is realized by controlling the closing or opening of the second clutch;
in the engine-only mode, the shift in the engine-only mode is achieved by controlling the engagement or disengagement of the second clutch;
in the hybrid drive mode, the shift in the hybrid drive mode is achieved by controlling the on or off of the second clutch.
2. Hybrid system according to claim 1, characterized in that it further comprises an auxiliary electric machine (6), the output shaft of said auxiliary electric machine (6) being in transmission connection with the output shaft of said engine (1) through a gear.
3. The hybrid system of claim 2, wherein the power supply assembly comprises: a battery (81) and an inverter (82), wherein the input end of the inverter (82) is connected with the battery (81), and the output end of the inverter (82) is connected with the auxiliary motor (6) and the main motor (7).
4. A control method of a hybrid system for controlling the hybrid system according to claim 1, the method comprising:
and controlling the hybrid power system to operate in any one of power modes, wherein the power modes comprise a pure electric mode, a pure engine mode, a hybrid driving mode and an energy recovery mode.
5. The method of claim 4, wherein the hybrid powertrain further includes an auxiliary electric machine having an output shaft drivingly connected to the output shaft of the engine via a gear, the power modes further including a park electric mode, the electric-only mode including: a single motor mode and a dual motor mode, the hybrid driving mode including: a dual-motor hybrid driving mode and a single-motor hybrid driving mode.
6. The method of claim 5, wherein the controlling the hybrid powertrain system to operate in the electric-only mode or the engine-only mode comprises:
in the single-motor mode, the engine and the auxiliary motor are controlled not to work, the first clutch is controlled to be disconnected, the second clutch is controlled to be closed or disconnected, and the power supply assembly is controlled to supply power to the main motor, so that the main motor drives wheels to rotate;
in the dual-motor mode, the engine is controlled not to work, the first clutch is controlled to be closed, the second clutch is controlled to be closed or disconnected, and the power supply assembly is controlled to supply power to the auxiliary motor and the main motor, so that the auxiliary motor and the main motor drive wheels to rotate together;
in the engine-only mode, the engine is controlled to work, the first clutch is controlled to be closed, the second clutch is controlled to be closed or opened, the auxiliary motor and the main motor are controlled not to work, and the engine drives wheels to rotate.
7. The method of claim 5, wherein the controlling the hybrid powertrain system to operate in the hybrid drive mode comprises:
in the dual-motor hybrid driving mode, the engine, the auxiliary motor and the main motor are controlled to work, the first clutch and the second clutch are controlled to be closed, and the engine, the auxiliary motor and the main motor are enabled to drive wheels to rotate together;
or in the dual-motor hybrid driving mode, the engine, the auxiliary motor and the main motor are controlled to work, the first clutch is controlled to be closed, the second clutch is controlled to be opened, and the engine, the auxiliary motor and the main motor are enabled to drive wheels to rotate together;
in the single-motor hybrid driving mode, the engine and the main motor are controlled to work, the auxiliary motor is controlled not to work, the first clutch and the second clutch are controlled to be closed, and the engine and the main motor jointly drive wheels to rotate;
or in the single-motor hybrid driving mode, the engine and the main motor are controlled to work, the auxiliary motor is controlled not to work, the first clutch is controlled to be closed, the second clutch is controlled to be opened, and the engine and the main motor drive wheels to rotate together.
8. The method of claim 5, wherein the controlling the hybrid powertrain system to operate in the energy recovery mode comprises:
and controlling the engine and the auxiliary motor not to work, and controlling the first clutch and the second clutch to be disconnected, so that the wheels drive the main motor to generate electricity to charge the power supply assembly.
9. The method of claim 5, wherein the controlling the hybrid powertrain system to operate in the park electric power generation mode comprises:
and controlling the engine to work, controlling the main motor to work, controlling the first clutch and the second clutch to be disconnected, and enabling the engine to drive the auxiliary motor to generate power to charge the power supply assembly.
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