CN109649148B - Hybrid power transmission system for single motor recovery under energy overflow working condition - Google Patents
Hybrid power transmission system for single motor recovery under energy overflow working condition Download PDFInfo
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- CN109649148B CN109649148B CN201910041477.7A CN201910041477A CN109649148B CN 109649148 B CN109649148 B CN 109649148B CN 201910041477 A CN201910041477 A CN 201910041477A CN 109649148 B CN109649148 B CN 109649148B
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- 238000011084 recovery Methods 0.000 title claims abstract description 19
- 230000005540 biological transmission Effects 0.000 title claims abstract description 14
- 239000003638 chemical reducing agent Substances 0.000 claims abstract description 19
- 238000010248 power generation Methods 0.000 claims abstract description 12
- 230000007246 mechanism Effects 0.000 claims abstract description 3
- 230000008859 change Effects 0.000 claims description 6
- 238000005457 optimization Methods 0.000 claims description 3
- 238000000819 phase cycle Methods 0.000 claims description 2
- 238000000034 method Methods 0.000 claims 1
- 238000000926 separation method Methods 0.000 claims 1
- 238000004134 energy conservation Methods 0.000 description 3
- 230000007613 environmental effect Effects 0.000 description 3
- 230000004075 alteration Effects 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 230000003014 reinforcing effect Effects 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
Classifications
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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
- B60K6/36—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
- B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
- B60K6/54—Transmission for changing ratio
- B60K6/543—Transmission for changing ratio the transmission being a continuously variable transmission
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- 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
- Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
- Y02T10/92—Energy efficient charging or discharging systems for batteries, ultracapacitors, supercapacitors or double-layer capacitors specially adapted for vehicles
Abstract
The invention discloses a single-motor recovery hybrid power transmission system under an energy overflow working condition, wherein a power driving unit of the single-motor recovery hybrid power transmission system is formed by combining an engine, a first motor and a second motor, the first motor and the second motor are respectively connected with a frequency converter and a hybrid power control unit, and the frequency converter is respectively connected with the hybrid power control unit and a power battery; the engine is connected with the hybrid power control unit through the engine control unit; an output shaft of the engine is connected with a first armature rotor of the first motor through a first clutch, the output shaft of the engine is also connected with driving teeth of the main speed reducer through a second clutch, and a second armature rotor of the second motor is connected with the driving teeth of the main speed reducer through a third clutch; the driven teeth of the main speed reducer are meshed with a differential mechanism for controlling the left wheel and the right wheel. Under the working conditions of rapid deceleration, braking or overspeed and the like of forward running, the system can convert the second motor into a power generation working mode, and the kinetic energy of the vehicle is converted into electric energy, so that energy recovery is realized.
Description
Technical Field
The invention belongs to the field of hybrid vehicles, and particularly relates to a single-motor recovered hybrid power transmission system under an energy overflow working condition.
Background
The hybrid electric vehicle is a vehicle which carries different power sources and can run by using different power sources simultaneously or respectively according to the running requirement of the vehicle, and is currently the most common hybrid electric vehicle, namely, an engine and an electric motor are used as power sources. The hybrid vehicle may automatically select the electric-only drive mode, the engine-independent drive mode, or the hybrid drive mode depending on the running condition. Although the oil-electricity hybrid power vehicle can not realize zero emission, the problems of short driving range, imperfect charging facilities and the like of the electric vehicle can be effectively solved, and the economical efficiency of the electric vehicle can be further improved and the emission pollution can be reduced by externally connecting an alternating current charging interface. Therefore, the gasoline-electric hybrid power vehicle has better environmental protection, energy conservation and economy compared with the traditional diesel vehicle, and has good development trend in the present and recent times.
Disclosure of Invention
The invention provides a single-motor recovered hybrid power transmission system under an energy overflow working condition, which aims to solve the defect of the design of an energy recovery mode of a hybrid power vehicle under the energy overflow working conditions of rapid deceleration, braking, overspeed and the like in the prior art.
The technical scheme of the invention is that the hybrid power transmission system for recovering the single motor under the energy overflow working condition is characterized in that a power driving unit in the transmission system is formed by combining an engine, a first motor and a second motor, the first motor and the second motor are respectively connected with a frequency converter and a hybrid power control unit, and the frequency converter is also respectively connected with the hybrid power control unit and the power battery; the engine is connected with the hybrid power control unit through an engine control unit; an output shaft of the engine is connected with a first armature rotor of the first motor through a first clutch, the output shaft of the engine is also connected with a driving tooth of the main speed reducer through a second clutch, and a second armature rotor of the second motor is connected with the driving tooth of the main speed reducer through a third clutch; driven teeth of the main speed reducer are meshed with a differential mechanism for controlling left and right wheels.
Preferably, the first signal output end of the hybrid control unit is electrically connected to the engine control unit; the second signal output end of the frequency converter is electrically connected to the frequency converter; a third signal output end of the first clutch is electrically connected to the first clutch; a fourth signal output end of the first clutch is electrically connected to the second clutch; and a fifth signal output end of the first clutch is electrically connected to the third clutch.
Preferably, the electric power generator further comprises an auxiliary storage battery, wherein a first output end of the auxiliary storage battery is connected with the engine control unit through an engine auxiliary control switch, a second output end of the auxiliary storage battery is connected with the hybrid power control unit through an ignition switch, and a third output end of the auxiliary storage battery is connected with the frequency converter.
Preferably, the power battery is connected to the auxiliary battery through a DC/DC converter.
Preferably, the first motor and the second motor are permanent magnet brushless direct current motors.
The beneficial effects are that: the driving teeth of the main speed reducer are respectively connected with the output shaft of the engine and the second armature rotor of the second motor into a whole, so that the system can automatically change the working mode into an energy recovery mode under the working conditions of rapid deceleration, braking or overspeed and the like of forward running, the second motor is changed into a power generation working mode, and the kinetic energy of the vehicle is changed into electric energy, thereby realizing energy recovery. The system has the advantages of energy conservation and environmental protection by the connection mode among the components and the switching mode of different working conditions. The system has simple structure and no transmission arranged independently, but can realize the function of stepless speed change. The engine control unit and the hybrid power control unit can cooperate with each other to realize the optimal optimization of the working mode.
Drawings
Some specific embodiments of the invention will be described in detail hereinafter by way of example and not by way of limitation with reference to the accompanying drawings. The same reference numbers will be used throughout the drawings to refer to the same or like parts or portions. It will be appreciated by those skilled in the art that the drawings are not necessarily drawn to scale. In the accompanying drawings:
FIG. 1 is a schematic diagram of the power drive unit connections of a hybrid powertrain for single motor recovery under energy overflow conditions of the present invention.
Detailed Description
The following describes the embodiments of the present invention further with reference to the drawings. The description of these embodiments is provided to assist understanding of the present invention, but is not intended to limit the present invention.
As shown in fig. 1, the power drive unit in the transmission system of the present invention is composed of an engine, a first motor, and a second motor in combination. The first motor and the second motor are respectively connected with the frequency converter and the hybrid power control unit. And the frequency converter is also respectively connected with the hybrid power control unit and the power battery. The engine is connected with the hybrid power control unit through an engine control unit.
Therefore, the hybrid control unit is centered, and the control signals thereof are connected as follows: a first signal output end of the engine control unit is electrically connected to the engine control unit; the second signal output end of the frequency converter is electrically connected to the frequency converter; a third signal output end of the first clutch is electrically connected to the first clutch; a fourth signal output end of the first clutch is electrically connected to the second clutch; and a fifth signal output end of the first clutch is electrically connected to the third clutch.
The first motor is connected with the frequency converter and the hybrid power control unit respectively. The first motor is a permanent magnet brushless DC motor, is controlled by a frequency converter, is a starting motor of the gasoline engine, and can also be used as a generator to charge a power battery. Meanwhile, the motor feeds back technical parameters such as rotor position, motor temperature and the like to the hybrid power control unit, so that the hybrid power control unit controls the motor through the frequency converter, and a protection mode can be started if necessary.
The second motor is connected with the frequency converter and the hybrid power control unit respectively. The second motor is a permanent magnet brushless direct current motor, is a main driving motor for driving wheels, and can also be used as a generator for charging a power battery during energy recovery. The motor is controlled by a frequency converter, and the direction and the rotating speed of the motor are controlled by controlling the phase sequence and the frequency. Meanwhile, the motor feeds back technical parameters such as rotor position, motor temperature and the like to the hybrid power control unit, so that the hybrid power control unit controls the motor through the frequency converter, and a protection mode can be started if necessary.
The frequency converter is also respectively connected with the hybrid power control unit and the power battery. The engine is connected with the hybrid power control unit through an engine control unit.
In addition to the control connection of the hybrid control unit, the connection manner of the power battery as the power output is as follows: the input end of the charging device is connected with the charging interface; the first output end of the power battery is connected with the frequency converter to provide a working power supply for the frequency converter, and meanwhile, the electric quantity information is fed back to the frequency converter; and a second output end of the power battery is connected with an auxiliary storage battery through a DC/DC converter.
The first output end of the auxiliary storage battery is connected with the engine control unit through an engine auxiliary control switch. And a second output end of the auxiliary storage battery is connected with the hybrid power control unit through an ignition switch. And a third output end of the auxiliary storage battery is connected with the frequency converter.
In the power drive unit, the connection relation of the present invention is as follows. The main speed reducer consists of driving teeth and driven teeth, and has the functions of reducing and reinforcing. The driving teeth of the final drive are connected to the engine or motor, while the driven teeth of the final drive are engaged with the differential that controls the left and right wheels to act to transfer energy. The output shaft of the engine is connected with the first armature rotor of the first motor through the first clutch, so that the hybrid control unit connects the first clutch through controlling the related electromagnetic valve to connect the high-pressure oil circuit, and the output shaft of the engine and the first armature rotor are connected into a whole. The output shaft of the engine is also connected with the driving teeth of the main speed reducer through the second clutch, so that the hybrid power control unit is connected with the high-pressure oil way through controlling the related electromagnetic valve to enable the second clutch to be connected, and the output shaft of the engine and the driving teeth are connected into a whole. The second armature rotor of the second motor is connected with the driving teeth of the main speed reducer through the third clutch, so that the hybrid power control unit enables the third clutch to be connected through controlling the related electromagnetic valve to be connected with the high-pressure oil circuit, and the second armature rotor is connected with the driving teeth of the main speed reducer into a whole.
Based on the connection relation of the power driving units, under the working condition that energy overflows such as rapid deceleration, braking, overspeed and the like when the vehicle runs forward, rapid deceleration, braking or the vehicle speed exceeds the set maximum vehicle speed, the system working mode is automatically changed into the energy recovery mode. At this time, the engine and the first motor are not operated, the first clutch and the second clutch are in a disengaged state, the third clutch is in an engaged state, and the second motor is turned into a power generation operation mode. The kinetic energy of the vehicle is converted into electric energy, and the first motor charges the power battery, so that energy recovery is realized.
Besides the working condition of energy overflow, the working mode of the transmission system of the invention is as follows under other working conditions, such as starting working condition, low speed, small load working condition, medium and high speed and large load working condition.
The starting working condition is a pure electric mode. The engine and the first motor do not work, the first clutch and the second clutch are in a separated state, and the third clutch is in an engaged state. The forward gear shifting second motor rotates positively to drive the automobile to start and drive forward, and the reverse gear shifting second motor rotates reversely to drive the automobile to start and drive backward.
The working conditions of low speed and small load can be divided into two conditions of sufficient power battery and insufficient power battery. When the power battery is full in electric quantity, the engine and the first motor do not work, the first clutch and the second clutch are in a separated state, and the third clutch is in an engaged state. The forward gear-engaged second motor rotates forward to drive the automobile to run forward, and the reverse gear-engaged second motor rotates reversely to drive the automobile to run backward. When the power battery is insufficient in electric quantity, the first clutch is engaged, and the first motor works to start the engine to run. After the engine works, the first motor is turned into a power generation mode, the engine works in an economic area, and the engine drives the first motor to generate power and charge the power battery. At this time, the second clutch is in a disengaged state, and the third clutch is in an engaged state. The forward gear-engaged second motor rotates forward to drive the automobile to run forward, and the reverse gear-engaged second motor rotates reversely to drive the automobile to run backward.
The working conditions of medium and high speed and heavy load working conditions are only used in a forward gear driving state, and the working modes of independent driving of the engine and common driving of the engine and the second motor are provided. Wherein, the engine independently drives: the first clutch and the second clutch are in an engaged state, the third clutch is in a disengaged state, the second motor does not work, the engine works, and the automobile is driven to run; the first motor is in a power generation working mode, and the excess energy of the engine charges the power battery through the first motor. The engine and the second motor are driven together: the first clutch, the second clutch and the third clutch are all in an engaged state, and the second motor works and the engine works to jointly drive the automobile to run; the first motor is in a power generation working mode, and the excess energy of the engine charges the power battery through the first motor.
In summary, the driving teeth of the main speed reducer are respectively connected with the output shaft of the engine and the second armature rotor of the second motor into a whole, so that the system can automatically change the working mode into the energy recovery mode under the working conditions of rapid deceleration, braking or overspeed and the like of forward running, the second motor is changed into the power generation working mode, and the kinetic energy of the vehicle is changed into electric energy, thereby realizing energy recovery. The system has the advantages of energy conservation and environmental protection by the connection mode among the components and the switching mode of different working conditions. The system has simple structure and no transmission arranged independently, but can realize the function of stepless speed change. The engine control unit and the hybrid power control unit can cooperate with each other to realize the optimal optimization of the working mode.
The embodiments of the present invention have been described in detail above with reference to the accompanying drawings, but the present invention is not limited to the described embodiments. It will be apparent to those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, and yet fall within the scope of the invention.
Claims (1)
1. The working method of the hybrid power transmission system for recovering the single motor under the energy overflow working condition comprises the steps that a power driving unit in the transmission system is formed by combining an engine, a first motor and a second motor; the first motor and the second motor are respectively connected with the frequency converter and the hybrid power control unit; the frequency converter is also respectively connected with the hybrid power control unit and the power battery; the engine is connected with the hybrid power control unit through an engine control unit;
the hybrid power control unit is used as a center, and the control signals are connected as follows: a first signal output end of the engine control unit is electrically connected to the engine control unit; the second signal output end of the frequency converter is electrically connected to the frequency converter; the third signal output end of the first clutch is electrically connected to the first clutch; the fourth signal output end of the first clutch is electrically connected to the second clutch; the fifth signal output end of the first clutch is electrically connected to the third clutch;
the first motor is respectively connected with the frequency converter and the hybrid power control unit; the first motor is a permanent magnet brushless direct current motor, is controlled by a frequency converter, is a starting motor of the gasoline engine, and can also be used as a generator to charge a power battery; meanwhile, the motor feeds back technical parameters such as rotor position, motor temperature and the like to the hybrid power control unit, so that the hybrid power control unit controls the motor through the frequency converter, and a protection mode can be started if necessary;
the second motor is respectively connected with the frequency converter and the hybrid power control unit; the second motor is a permanent magnet brushless direct current motor, is a main driving motor for driving wheels, and can also be used as a generator for charging a power battery during energy recovery; the motor is controlled by a frequency converter, and the direction and the rotating speed of the motor are controlled by controlling the phase sequence and the frequency; meanwhile, the motor feeds back technical parameters such as rotor position, motor temperature and the like to the hybrid power control unit, so that the hybrid power control unit controls the motor through the frequency converter, and a protection mode can be started if necessary;
the frequency converter is also respectively connected with the hybrid power control unit and the power battery; the engine is connected with the hybrid power control unit through an engine control unit;
in addition to the control connection of the hybrid control unit, the connection manner of the power battery as the power output is as follows: the input end of the charging device is connected with the charging interface; the first output end of the power battery is connected with the frequency converter to provide a working power supply for the frequency converter, and meanwhile, the electric quantity information is fed back to the frequency converter; the second output end of the power battery is connected with the auxiliary storage battery through a DC/DC converter;
the first output end of the auxiliary storage battery is connected with the engine control unit through an engine auxiliary control switch; the second output end of the auxiliary storage battery is connected with the hybrid power control unit through an ignition switch; the third output end of the auxiliary storage battery is connected with the frequency converter;
in the power driving unit, the main speed reducer consists of driving teeth and driven teeth, and has the functions of reducing and boosting; the driving teeth of the main speed reducer are connected to the engine or the motor, and the driven teeth of the main speed reducer are meshed with the differential mechanism for controlling the left wheel and the right wheel so as to play a role in transferring energy; an output shaft of the engine is connected with a first armature rotor of the first motor through a first clutch, so that the hybrid control unit is connected with the first clutch through controlling a related electromagnetic valve to be connected with a high-pressure oil circuit, and the output shaft of the engine and the first armature rotor are connected into a whole; the output shaft of the engine is also connected with the driving teeth of the main speed reducer through the second clutch, so that the hybrid power control unit is connected with the high-pressure oil way through controlling the related electromagnetic valve to enable the second clutch to be connected, and the output shaft of the engine and the driving teeth are connected into a whole; the second armature rotor of the second motor is connected with the driving teeth of the main speed reducer through a third clutch, so that the hybrid power control unit is connected with the third clutch through controlling the related electromagnetic valve to be connected with a high-pressure oil circuit, and the second armature rotor is connected with the driving teeth of the main speed reducer into a whole;
based on the connection relation of the power driving units, under the working conditions of sudden deceleration, braking and overspeed energy overflow when the vehicle runs forward, the sudden deceleration, braking or the vehicle speed exceeds the set maximum vehicle speed, the working mode of the system is automatically changed into an energy recovery mode; at the moment, the engine and the first motor do not work, the first clutch and the second clutch are in a separation state, the third clutch is in an engagement state, and the second motor is converted into a power generation working mode; the kinetic energy of the vehicle is converted into electric energy, and the first motor charges the power battery, so that energy recovery is realized;
the driving system works as follows;
the starting working condition is a pure electric mode; the engine and the first motor do not work, the first clutch and the second clutch are in a separated state, and the third clutch is in an engaged state; the forward gear is hung on the second motor to drive the automobile to start forward and run, and the reverse gear is hung on the second motor to drive the automobile to start backward and run;
the working conditions of low speed and small load can be divided into two conditions of sufficient power battery and insufficient power battery; when the electric quantity of the power battery is sufficient, the engine and the first motor do not work, the first clutch and the second clutch are in a separated state, and the third clutch is in an engaged state; the forward gear is hung on the second motor to drive the automobile to forward and drive, and the reverse gear is hung on the second motor to reverse and drive the automobile to reverse and drive; when the electric quantity of the power battery is insufficient, the first clutch is engaged, and the first motor works to start the engine to run; after the engine works, the first motor is turned into a power generation mode, the engine works in an economic area, and the engine drives the first motor to generate power and charge the power battery; at this time, the second clutch is in a disengaged state, and the third clutch is in an engaged state; the forward gear is hung on the second motor to drive the automobile to forward and drive, and the reverse gear is hung on the second motor to reverse and drive the automobile to reverse and drive;
the working conditions of medium and high speed and heavy load working conditions are only used in a forward gear driving state, and the working modes of independent driving of the engine and common driving of the engine and the second motor are provided; wherein, the engine independently drives: the first clutch and the second clutch are in an engaged state, the third clutch is in a disengaged state, the second motor does not work, the engine works, and the automobile is driven to run; the first motor is in a power generation working mode, and the excess energy of the engine charges the power battery through the first motor; the engine and the second motor are driven together: the first clutch, the second clutch and the third clutch are all in an engaged state, and the second motor works and the engine works to jointly drive the automobile to run; the first motor is in a power generation working mode, and the excess energy of the engine charges the power battery through the first motor;
the driving teeth of the main speed reducer are respectively connected with the output shaft of the engine and the second armature rotor of the second motor into a whole, so that the system can automatically change the working mode into an energy recovery mode under the working conditions of rapid deceleration, braking or overspeed of forward running, the second motor is changed into a power generation working mode, and the kinetic energy of the vehicle is changed into electric energy, thereby realizing energy recovery; the stepless speed change function can be realized; the engine control unit and the hybrid power control unit can cooperate with each other to realize the optimal optimization of the working mode.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
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| CN201910041477.7A CN109649148B (en) | 2019-01-16 | 2019-01-16 | Hybrid power transmission system for single motor recovery under energy overflow working condition |
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| CN201910041477.7A CN109649148B (en) | 2019-01-16 | 2019-01-16 | Hybrid power transmission system for single motor recovery under energy overflow working condition |
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| CN109649148A CN109649148A (en) | 2019-04-19 |
| CN109649148B true CN109649148B (en) | 2024-02-09 |
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