CN109664747B - Driving device for hybrid vehicle and hybrid driving method - Google Patents

Driving device for hybrid vehicle and hybrid driving method Download PDF

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Publication number
CN109664747B
CN109664747B CN201811648875.7A CN201811648875A CN109664747B CN 109664747 B CN109664747 B CN 109664747B CN 201811648875 A CN201811648875 A CN 201811648875A CN 109664747 B CN109664747 B CN 109664747B
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gear
clutch
mode
driving motor
engaged
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CN109664747A (en
Inventor
黎青青
杨林
王若愚
田萌
李双清
韦虹
李军
王瑞平
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Zhejiang Geely Holding Group Co Ltd
Ningbo Geely Royal Engine Components Co Ltd
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Zhejiang Geely Holding Group Co Ltd
Ningbo Geely Royal Engine Components 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
    • B60K6/36—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
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/442—Series-parallel switching type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • 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
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • 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
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/19—Improvement of gear change, e.g. by synchronisation or smoothing gear shift
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/02—Clutches
    • B60W2710/021—Clutch engagement state
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/10—Change speed gearings
    • B60W2710/1005—Transmission ratio engaged
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

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

Abstract

The invention provides a drive device for a hybrid vehicle and a hybrid drive method. The driving device includes: an input shaft gear is arranged on the main input shaft; the first clutch and the second clutch are respectively arranged on two sides of the input shaft gear; the first output shaft is arranged to be parallel to the main input shaft, and a first gear is arranged on the first output shaft; the second output shaft is arranged to be parallel to the main input shaft, a second gear is arranged on the second output shaft, and the second gear is meshed with the first gear; a driving motor shaft is arranged to be parallel to the main input shaft, a third gear and a fourth gear are arranged on the driving motor shaft, and the third gear is meshed with the second gear; the third clutch is arranged on the shaft of the driving motor; the engaging sleeve is disposed on the drive motor shaft and an initial position is disposed above the fourth gear for simultaneously engaging the third gear and the fourth gear. The invention integrates the power sources of the engine, the generator and the driving motor, and can carry out intelligent optimal combination according to the power requirement.

Description

Driving device for hybrid vehicle and hybrid driving method
Technical Field
The present invention relates to the field of hybrid drive technologies, and in particular, to a drive device and a hybrid drive method for a hybrid vehicle.
Background
The hybrid power driving device combines a motor and an engine, intelligently combines the motors through control according to power requirements, selects an optimal power flow output route to output power and drives a vehicle. The power is not provided by the internal combustion engine, and part of the power is born by the battery-motor system, so that the traditional internal combustion engine can be reduced, and the cost of the traditional internal combustion engine is reduced. The hybrid power device can enable the engine to work less, and most of the hybrid power device works in a region with better fuel economy even if the hybrid power device works. Thus, the fuel economy is improved and the emission is reduced.
At present, the hybrid power device of the automobile has a plurality of different schemes, and each scheme has advantages and disadvantages. For example, the first scheme adopts two groups of gear transmission devices, and realizes the switching of transmission speed ratio by engaging one clutch and simultaneously disconnecting the other clutch, thereby improving the acceleration performance and climbing capability of the vehicle and reducing the cost of the motor. However, the gear shifting device is complex in structure, and high in cost because two groups of gear transmissions are realized in a mode of a hollow sleeve shaft. Since the internal combustion engine and the generator are completely mechanically coupled, the internal combustion engine cannot be used as an independent power source for driving the vehicle, and the generator and the driving motor need to maintain the same rotational speed after the main clutch is engaged, so that the engine is raised to a very high rotational speed in the hybrid mode. The engine speed deviates from the economical region and the fuel economy deteriorates.
The second scheme is similar to the first scheme, and is characterized in that the internal combustion engine and the generator are completely and mechanically coupled and then connected with a clutch, and the difference is that the rotating speed of the internal combustion engine does not need to be the same as that of the motor in hybrid driving, and the internal combustion engine can work in an optimal economic range. However, according to the technical scheme disclosed by the patent, the internal combustion engine and the generator are still completely mechanically coupled, the internal combustion engine cannot be used as an independent power source for driving the vehicle, single transmission speed ratios are adopted from the internal combustion engine to wheels and from the motor to the wheels, and although the structure is simple, the defects of high motor cost, poor automobile acceleration capability, low climbing capability and the like exist.
A third solution, which improves the drawbacks of the second solution. A power disconnecting mechanism is arranged between the internal combustion engine and the generator, so that complete decoupling between the generator and the internal combustion engine is realized, and the two paths of power of the generator and the motor can simultaneously drive the vehicle in the state that the internal combustion engine stops working. The synchronizer transmission speed ratio switching device is adopted to realize gear shifting, but the pause and the frustration of power interruption can occur in the gear shifting process, the comfortable driving is influenced, and the power interruption in the gear shifting process of the synchronizer is compensated by the output power of the generator. This phenomenon can occur when the power is low enough to provide operation of both motors.
Disclosure of Invention
An object of the present invention is to solve the problem of power interruption when shifting gears in a hybrid power unit of the prior art.
A further object of the present invention is to solve the problem of reducing the radial size and cost of the whole drive device in the prior art.
Another object of the invention is to reduce the energy loss of the direct drive of the engine when the electric quantity is sufficient and the vehicle is running on the highway.
In particular, the present invention provides a drive apparatus for a hybrid vehicle, including an engine, a generator, and a drive motor, the drive apparatus further including:
the main input shaft is used for receiving the torque of the engine and is provided with an input shaft gear;
the first clutch and the second clutch are respectively arranged on two sides of the input shaft gear, and the engine and the generator are coaxially connected through the first clutch and the second clutch;
a first output shaft disposed parallel to and spaced from the main input shaft, the first output shaft having a first gear disposed thereon;
a second output shaft disposed parallel to the main input shaft and spaced apart from the first output shaft, the second output shaft having a second gear disposed thereon, the second gear being in mesh with the first gear;
a drive motor shaft for receiving a torque of the drive motor and disposed parallel to the main input shaft and spaced apart from the second output shaft, the drive motor shaft having a third gear and a fourth gear disposed thereon, the third gear meshing with the second gear;
the third clutch is arranged on the shaft of the driving motor;
an engaging sleeve provided on the drive motor shaft, an initial position being provided above the fourth gear, for simultaneously engaging the third gear and the fourth gear.
Optionally, a fifth gear is further disposed on the first output shaft, and the fifth gear is coaxial with the first gear;
the driving device further comprises a differential, and the input shaft gear is connected with the differential through the first gear and the fifth gear.
Optionally, a sixth gear is further disposed on the second output shaft;
a seventh gear is further arranged on the shaft of the driving motor, and the seventh gear is meshed with the sixth gear;
optionally, an eighth gear is further disposed on the driving motor shaft, and the eighth gear is connected to the first gear through the second gear.
Particularly, the present invention also provides a hybrid driving method applied to the driving device described above, including:
acquiring a power demand of a hybrid vehicle;
determining a target operating mode from a plurality of operating modes of the hybrid vehicle according to the power demand;
and combining the three power sources of the engine, the generator and the driving motor under the target working mode to output power in an optimal power flow output route so as to drive the vehicle.
Optionally, the operating mode includes: an electric-only drive mode comprising: a first operating mode corresponding to a case where the battery charge of the hybrid vehicle is sufficient and the required power of the vehicle is lower than the power that can be supplied by the drive motor, wherein,
in the first running mode, disconnecting the first clutch and the second clutch, selecting a first gear mode or a second gear mode, selectively engaging the third clutch or selectively causing the engaging sleeve to simultaneously engage the third gear and the fourth gear, and causing the driving motor to drive the hybrid vehicle alone;
optionally, the electric-only driving mode further comprises a second operation mode corresponding to a situation where the battery charge of the hybrid vehicle is sufficient and the required power of the vehicle is lower than the power that can be provided by the driving motor, wherein,
in the second running mode, the first clutch is disconnected, the second clutch is engaged, the first gear mode or the second gear mode is selected, the third clutch is selectively engaged or the engaging sleeve is selectively engaged with the third gear and the fourth gear at the same time, so that the generator and the driving motor jointly drive the hybrid vehicle.
Optionally, the operating mode includes: a hybrid drive mode, the hybrid drive mode comprising: a third mode of operation, wherein,
in the third operating mode, engaging the first clutch, disengaging the second clutch, engaging the third clutch or causing the sleeve to simultaneously engage the third gear and the fourth gear, causing the engine and the drive motor to jointly drive the hybrid vehicle;
optionally, the hybrid drive mode further comprises: a fourth mode of operation, wherein,
in the fourth operating mode, the first clutch is engaged, the second clutch is engaged, the first gear mode or the second gear mode is selected, the third clutch is selectively engaged or the engaging sleeve is selectively engaged with the third gear and the fourth gear at the same time, so that the engine drives the hybrid vehicle and also drives the generator to generate electricity, or the generator serves as a driving motor to output power and drives wheels together with the engine and the driving motor.
Optionally, in the first gear mode, the third clutch is engaged, the engaging sleeve is only engaged with the fourth gear, and the power output by the driving motor is transmitted to the first output shaft after being decelerated by the driving motor shaft, the third clutch, the seventh gear, the sixth gear, the second output shaft and the second gear;
optionally, in the second gear mode, the third clutch is disengaged, the engaging sleeve is simultaneously engaged with the third gear and the fourth gear, and the power output by the driving motor is transmitted to the first output shaft after being decelerated by the driving motor shaft, the fourth gear, the engaging sleeve, the third gear, the eighth gear and the second gear.
Optionally, the operating mode includes: a neutral parking mode in which the three power sources of the engine, the generator, and the drive motor are all stopped, the first clutch, the second clutch, and the third clutch are all disengaged, and the sleeve is engaged with the third gear or the fourth gear, so that the three power sources and the first output shaft are disconnected.
Optionally, the operating mode includes: an engine direct drive mode wherein in the engine direct drive mode the first clutch is engaged, the second clutch is disengaged or engaged, the third clutch is disengaged and the sleeve engages only the fourth gear.
Optionally, the operating mode includes: a braking energy recovery mode, wherein in the braking energy recovery mode, the first clutch is disconnected, the second clutch is engaged, the third clutch is engaged, or the engaging sleeve is simultaneously engaged with the third gear and the fourth gear, or the second clutch and the third clutch or the engaging sleeve are simultaneously engaged with the third gear and the fourth gear.
According to the scheme of the invention, the power sources of the engine, the generator and the driving motor are integrated, and intelligent optimal combination can be carried out according to power requirements. By adding the first clutch and the second clutch between the generator and the engine and disconnecting the second clutch connected with the generator, the energy loss directly driven by the engine can be reduced when the electric quantity is sufficient and the vehicle runs on a highway. The first clutch and the second clutch are disconnected, meanwhile, the output path of the driving motor is also disconnected, neutral parking can be achieved, and therefore the problem that the motor and an inverter are damaged due to overhigh potential when a trailer is required due to possible vehicle faults can be solved.
In addition, the radial size of the whole driving device is reduced and the cost is also reduced by the staggered arrangement, the coaxial arrangement of the engine and the generator and the reduction of the number of shafts. And the gear is switched by adopting the combination of the third clutch and the engaging sleeve in the power output path of the driving motor, and the engaging sleeve can be disengaged at the moment of engaging the third clutch through better control to complete simultaneous switching, so that the problem of power interruption during gear switching can be solved.
The above and other objects, advantages and features of the present invention will become more apparent to those skilled in the art from the following detailed description of specific embodiments thereof, taken in conjunction with the accompanying drawings.
Drawings
Some specific embodiments of the invention will be described in detail hereinafter, by way of illustration and not limitation, with reference to the accompanying drawings. The same reference numbers in the drawings identify the same or similar elements or components. Those skilled in the art will appreciate that the drawings are not necessarily drawn to scale. In the drawings:
fig. 1 is a schematic configuration diagram of a drive apparatus for a hybrid vehicle according to an embodiment of the invention;
FIG. 2 is a schematic flow diagram of a hybrid propulsion method according to an embodiment of the present invention;
Detailed Description
Fig. 1 is a schematic configuration diagram of a drive apparatus for a hybrid vehicle according to an embodiment of the invention. As shown in fig. 1, the drive apparatus includes an engine 1, a generator 6, and a drive motor 11. The engine 1 is powered by burning fuel and the drive motor 11 is powered by electrical energy. The generator 6 and the drive motor 11 are connected to a battery, both of which can charge the battery. The generator 6 can also participate in driving, and provides torque compensation for pure electric driving.
The driving device further comprises various shafts, gears sleeved on the various shafts, a first clutch 2, a second clutch 5, a third clutch 12 and a joint sleeve 104.
The shafts may include a main input shaft 3, a first output shaft 7, a second output shaft 9, and a drive motor shaft 10 arranged parallel to and spaced apart from each other. The main input shaft 3 is used for receiving and transmitting the torque of the engine 1. The drive motor shaft 10 is used to receive and transmit the torque of the drive motor 11.
The gears fitted over the various shafts may include an input shaft gear 4, a first gear 71, a second gear 92, a third gear 103, a fourth gear 105, a fifth gear 72, a sixth gear 91, a seventh gear 101, and an eighth gear 102.
An input shaft gear 4 is provided on the main input shaft 3. The first gear 71 is provided on the first output shaft 7, the second gear 92 is provided on the second output shaft 9, and the third gear 103 and the fourth gear 105 are provided on the drive motor shaft 10. The first gear 71 meshes with the second gear 92, and the third gear 103 meshes with the second gear 92. In one embodiment, a fifth gear 72 is also provided on the first output shaft 7, the fifth gear 72 being coaxial with the first gear 71. The second output shaft 9 is further provided with a sixth gear 91, the driving motor shaft 10 is further provided with a seventh gear 101, and the seventh gear 101 is meshed with the sixth gear 91. The driving motor shaft 10 is further provided with an eighth gear 102, and the eighth gear 102 is connected with the first gear 71 through the second gear 92.
The first clutch 2 and the second clutch 5 are provided on both sides of the input shaft gear 4, respectively, and are used to coaxially connect the engine 1 and the generator 6 via the first clutch 2 and the second clutch 5. The third clutch 12 is provided on the drive motor shaft 10. An engaging sleeve 104 is provided on the drive motor shaft 10, and an initial position is provided above the fourth gear for simultaneously engaging the third gear and the fourth gear.
According to the scheme of the invention, the power sources of the engine 1, the generator 6 and the driving motor 11 are integrated, and intelligent optimal combination can be carried out according to power requirements. By adding the first clutch 2 and the second clutch 5 between the generator 6 and the engine 1 and disconnecting the second clutch 5 connected with the generator 6, the energy loss directly driven by the engine 1 can be reduced when the electric quantity is sufficient and the vehicle runs on a highway. The first clutch 2 and the second clutch 5 are disconnected, meanwhile, the output path of the driving motor 11 is also disconnected, neutral parking can be achieved, and therefore the problem that the motor and an inverter are damaged due to the fact that potential is too high when a trailer is needed due to possible vehicle faults can be solved.
In addition, by the staggered arrangement, the coaxial arrangement of the engine 1 and the generator 6 and the reduction of the number of shafts, the radial size of the whole driving device is reduced, and the cost is also reduced. In addition, the combination of the third clutch 12 and the engaging sleeve 104 is adopted to switch gears in the power output path of the driving motor 11, and through better control, the engaging sleeve 104 can be disengaged at the moment of engaging the third clutch 12, so as to complete simultaneous switching, thereby solving the problem of power interruption when gears are switched.
Fig. 2 shows a schematic flow diagram of a hybrid drive method according to an embodiment of the invention. As shown in fig. 2, the hybrid driving method includes:
step S100, acquiring a power demand of a hybrid vehicle;
step S200, determining a target working mode from a plurality of working modes of the hybrid vehicle according to power requirements;
step S300, combining the three power sources of the engine 1, the generator 6 and the drive motor 11 in the target operation mode to select an optimal power flow output route to output power, thereby driving the vehicle.
The hybrid vehicle has a plurality of working modes, which can include a neutral parking mode, a pure electric driving mode, a hybrid driving mode, an engine 1 direct driving mode, a driving charging series mode and a braking energy recovery mode. Table 1 below shows the operating state of the drive device in a plurality of operating modes.
TABLE 1
Figure BDA0001932569400000061
Figure BDA0001932569400000071
When the vehicle to which the drive device is applied is in the neutral parking mode, the engine 1, the generator 6, and the drive motor 11 are all stopped, the first clutch 2, the second clutch 5, and the third clutch 12 are all disengaged, and the sleeve 104 is engaged with the third gear 103 or the fourth gear 105. In the neutral parking mode, the three power sources are disconnected from the first output shaft 7, so that the neutral parking function of the vehicle can be realized, and the motor and the inverter can be prevented from being damaged due to overhigh potential when the vehicle is dragged in a fault manner.
When a vehicle applied to the driving device is in a pure electric driving mode, the pure electric driving mode has two modes, namely a first operation mode and a second operation mode.
In the first operating mode, the first clutch 2 and the second clutch 5 are disengaged, and either the first gear mode or the second gear mode is selected as needed to selectively engage the third clutch 12 or to selectively cause the sleeve 104 to simultaneously engage the third gear 103 and the fourth gear 105, so that the drive motor 11 alone drives the hybrid vehicle. When the first gear mode is selected, the third clutch 12 is engaged, the sleeve 104 is engaged only with the fourth gear 105, and the power output from the drive motor 11 is transmitted to the first output shaft 7 after being decelerated by the drive motor shaft 10, the third clutch 12, the seventh gear 101, the sixth gear 91, the second output shaft 9, and the second gear 92. In this mode, the torque of the power output is large and the rotational speed is small. The gear is mainly used for meeting the power requirements of the automobile under the working conditions of starting, ascending a slope, sudden acceleration and the like. When the second gear mode is selected, the third clutch 12 is disengaged, the engaging sleeve 104 engages the third gear 103 and the fourth gear 105 at the same time, and the power output by the driving motor 11 is transmitted to the first output shaft 7 after being decelerated by the driving motor shaft 10, the fourth gear 105, the engaging sleeve 104, the third gear 103, the eighth gear 102, and the second gear 92. The output power torque in this mode is small and the rotational speed is large. The gear is mainly used for meeting the power requirement of the automobile under the working conditions of general running or high-speed running on a flat road and the like. In this mode, the battery charge is sufficient and the required power of the vehicle is lower than the power that the drive motor 11 can provide.
In the second operating mode, the first clutch 2 is disengaged, the second clutch 5 is engaged, and one-gear mode or two-gear mode is selected as required to selectively engage the third clutch 12 or selectively cause the sleeve 104 to simultaneously engage the third gear 103 and the fourth gear 105, and the generator 6 and the driving motor 11 drive the hybrid vehicle in cooperation. In the mode, the generator 6 outputs power, and mainly compensates the torque of the driving motor 11 under the working conditions of starting, rapid acceleration, climbing and the like. In this mode, there are also a first gear mode and a second gear mode, which are the same as the first gear mode and the second gear mode in the first operation mode described above, and are not described here again.
When the vehicle to which the drive device is applied is in the hybrid drive mode, the hybrid drive mode is further divided into a third operating mode and a fourth operating mode.
In the third operating mode, the first clutch 2 is engaged, the second clutch 5 is disengaged, the third clutch 12 is engaged, or the third gear 103 and the fourth gear 105 are simultaneously engaged with the sleeve 104, so that the engine 1 and the drive motor 11 drive the hybrid vehicle together. In this third operating mode, different gear ratio power outputs can be achieved by engaging only the third clutch 12, or only the engaging sleeve 104 simultaneously engaging the third gear 103 and the fourth gear 105.
In a fourth operating mode, in which the first clutch 2 is engaged, the second clutch 5 is engaged, and a first gear mode or a second gear mode is selected as required to selectively engage the third clutch 12 or to selectively cause the sleeve 104 to simultaneously engage the third gear 103 and the fourth gear 105, the engine 1 drives the hybrid vehicle while also driving the generator 6 to generate electricity, this fourth operating mode may also be referred to as a parallel charging mode. If the generator 6 outputs power as a drive motor, it drives the wheels together with the engine 1 and the drive motor 11. The fourth operating mode is now a parallel drive mode with three power sources. When the first gear mode is selected, the third clutch 12 is engaged, the sleeve 104 is engaged only with the fourth gear 105, and the power output from the drive motor 11 is transmitted to the first output shaft 7 after being decelerated by the drive motor shaft 10, the third clutch 12, the seventh gear 101, the sixth gear 91, the second output shaft 9, and the second gear 92. In this mode, the torque of the power output is large and the rotational speed is small. The gear is mainly used for meeting the power requirements of the automobile under the working conditions of starting, ascending a slope, sudden acceleration and the like. When the second gear mode is selected, the third clutch 12 is disengaged, the engaging sleeve 104 engages the third gear 103 and the fourth gear 105 at the same time, and the power output by the driving motor 11 is transmitted to the first output shaft 7 after being decelerated by the driving motor shaft 10, the fourth gear 105, the engaging sleeve 104, the third gear 103, the eighth gear 102, and the second gear 92. The output power torque in this mode is small and the rotational speed is large. The gear is mainly used for meeting the power requirement of the automobile under the working conditions of general running or high-speed running on a flat road and the like. In this mode, the battery charge is sufficient and the required power of the vehicle is lower than the power that the drive motor 11 can provide.
When the vehicle to which the drive is applied is in direct drive mode of the engine 1, the first clutch 2 is engaged, the second clutch 5 is disengaged or engaged, the third clutch 12 is disengaged and the sleeve 104 engages only the fourth gear 105. When the battery electric quantity is sufficient, the second clutch 5 is disconnected, the engine 1 no longer needs to drive the rotor of the generator 6 to idle, energy loss can be reduced, and power is transmitted to the first output shaft 7 to the maximum extent. When the battery is low, the second clutch 5 is engaged, and the engine 1 drives the generator 6 to generate electricity, which is called a driving charging series mode.
When the vehicle to which the drive device is applied is in the braking energy recovery mode, the first clutch 2 is disengaged, the second clutch 5 is engaged, the third clutch 12 is engaged or the engaging sleeve 104 is caused to engage the third gear 103 and the fourth gear 105 simultaneously. In this case, both the generator 6 and the drive motor 11 participate in the braking energy recovery and the power generation. When only the second clutch 5 is engaged or only the third clutch 12 is engaged or the sleeve 104 is engaged while the third gear 103 and the fourth gear 105 are engaged, only the generator 6 or the drive motor 11 participates in the braking energy recovery.
The hybrid power device intelligently combines three power sources of the engine 1, the generator 6 and the driving motor 11 through control according to power requirements, selects an optimal power flow output route to output power and drives a vehicle. Meanwhile, the engine 1 can be directly driven independently and can also generate power for the generator 6 when the battery power is insufficient. The generator 6 can not only charge the accumulator, but also give torque compensation during pure electric drive. Through the combined control of the third clutch 12 and the engaging sleeve 104, two gear selections can be realized, so that the requirement on the torque output of the driving motor 11 can be properly reduced, the working condition range of the parallel operation of the hybrid electric vehicle is enlarged, and meanwhile, the working efficiency of the driving motor 11 can also be improved. Therefore, the invention solves the problems that the motor and the inverter are damaged due to overhigh potential, the pure electric drive is accelerated rapidly and the power is insufficient when climbing a slope when the vehicle is required to tow due to possible vehicle faults of the hybrid electric vehicle by optimally designing the driving device and combining better control. The optimized design improves the interchangeability of the hybrid power device, reduces the cost of the whole device, improves the fuel economy and reduces the emission.
And two clutches (the first clutch 2 and the second clutch 5) and a gear shifting combination (the third clutch 12 and the engaging sleeve 104) are arranged, so that the decoupling of the engine 1, the generator 6 and the driving motor 11 can be realized, and the energy loss directly driven by the internal combustion engine can be reduced when the electric quantity is sufficient and the vehicle runs on a highway. Neutral park may also be achieved. The gear shifting device is a combination of a clutch and a joint sleeve 104, and can realize simultaneous switching through better control on the same shaft, solve the problem of power interruption in the gear shifting process, and have lower cost than a double-clutch gear shifting combination. The gear shifting combination is not required to be integrated in the space of the motor rotor, the structure is simpler, and the interchangeability is better.
Thus, it should be appreciated by those skilled in the art that while a number of exemplary embodiments of the invention have been illustrated and described in detail herein, many other variations or modifications consistent with the principles of the invention may be directly determined or derived from the disclosure of the present invention without departing from the spirit and scope of the invention. Accordingly, the scope of the invention should be understood and interpreted to cover all such other variations or modifications.

Claims (12)

1. A drive device for a hybrid vehicle, characterized by comprising an engine, a generator, and a drive motor, the drive device further comprising:
the main input shaft is used for receiving the torque of the engine, an input shaft gear is sleeved on the main input shaft in an empty mode, and the input shaft gear is meshed with the first gear;
the first clutch and the second clutch are respectively arranged on two sides of the input shaft gear, and the engine and the generator are coaxially connected through the first clutch and the second clutch;
the first output shaft is arranged in parallel with the main input shaft and is arranged at a distance from the main input shaft, and the first gear is sleeved on the first output shaft in a hollow manner;
a second output shaft arranged parallel to the main input shaft and spaced apart from the first output shaft, a second gear being idly sleeved on the second output shaft and meshed with the first gear;
the driving motor shaft is used for receiving and transmitting the torque of the driving motor, is arranged parallel to the main input shaft and is spaced from the second output shaft, a third gear and a fourth gear are sleeved on the driving motor shaft in an empty mode, and the third gear is meshed with the second gear;
the third clutch is arranged on the driving motor shaft and is used for selectively connecting a seventh gear which is freely sleeved on the driving motor shaft to the driving motor shaft;
and the engaging sleeve is arranged on the shaft of the driving motor, is sleeved on the fourth gear in an initial position and is used for simultaneously engaging the third gear and the fourth gear.
2. The drive of claim 1, wherein a fifth gear is also mounted on the first output shaft, and the fifth gear is coaxial with the first gear;
the driving device further comprises a differential, and the input shaft gear is connected with the differential through the first gear and the fifth gear.
3. The drive of claim 1, wherein a sixth gear is also mounted on the second output shaft;
the seventh gear is meshed with the sixth gear.
4. The driving device as claimed in claim 1, wherein an eighth gear is sleeved on the shaft of the driving motor, and the eighth gear is connected with the first gear through the third gear and the second gear respectively.
5. A hybrid driving method applied to the driving apparatus according to any one of claims 1 to 4, characterized by comprising:
acquiring a power demand of a hybrid vehicle;
determining a target operating mode from a plurality of operating modes of the hybrid vehicle according to the power demand;
and combining the three power sources of the engine, the generator and the driving motor under the target working mode to output power in an optimal power flow output route so as to drive the vehicle.
6. The hybrid driving method according to claim 5, wherein the operation mode includes: an electric-only drive mode comprising: a first operating mode corresponding to a case where the battery charge of the hybrid vehicle is sufficient and the required power of the vehicle is lower than the power that can be supplied by the drive motor, wherein,
in the first running mode, disconnecting the first clutch and the second clutch, selecting a first gear mode or a second gear mode, engaging the third clutch or enabling the engaging sleeve to simultaneously engage the third gear and the fourth gear, and enabling the driving motor to independently drive the hybrid vehicle;
in the first gear mode, the third clutch is engaged, the engaging sleeve is only engaged with the fourth gear, and the power output by the driving motor is transmitted to the first output shaft after being reduced by the driving motor shaft, the third clutch, the seventh gear, the sixth gear, the second output shaft and the second gear;
and in the second gear mode, the third clutch is disconnected, the engaging sleeve is simultaneously engaged with the third gear and the fourth gear, and the power output by the driving motor is transmitted to the first output shaft after being decelerated by the driving motor shaft, the fourth gear, the engaging sleeve, the third gear, the eighth gear and the second gear.
7. The hybrid driving method according to claim 6, wherein the electric-only driving mode further includes a second operation mode corresponding to a case where a battery charge of the hybrid vehicle is sufficient and a required power of the vehicle is lower than a power that can be supplied by the driving motor, wherein,
in the second running mode, the first clutch is disconnected, the second clutch is engaged, the first gear mode or the second gear mode is selected, the third clutch is selectively engaged or the engaging sleeve is selectively engaged with the third gear and the fourth gear at the same time, so that the generator and the driving motor jointly drive the hybrid vehicle.
8. The hybrid driving method according to claim 7, wherein the operation mode includes: a hybrid drive mode, the hybrid drive mode comprising: a third mode of operation, wherein,
in the third operating mode, the first clutch is engaged, the second clutch is disengaged, the third clutch is engaged or the engaging sleeve simultaneously engages the third gear and the fourth gear, so that the engine and the driving motor jointly drive the hybrid vehicle.
9. The hybrid driving method according to claim 8, wherein the hybrid driving mode further includes: a fourth mode of operation, wherein,
in the fourth operating mode, the first clutch is engaged, the second clutch is engaged, the first gear mode or the second gear mode is selected, the third clutch is selectively engaged or the engaging sleeve is selectively engaged with the third gear and the fourth gear at the same time, so that the engine drives the hybrid vehicle and also drives the generator to generate electricity, or the generator outputs power to drive wheels together with the engine and the driving motor.
10. The hybrid driving method according to claim 5, wherein the operation mode includes: a neutral parking mode in which the three power sources of the engine, the generator, and the drive motor are all stopped, the first clutch, the second clutch, and the third clutch are all disengaged, and the sleeve is engaged only with the third gear or the fourth gear, and the connection between the three power sources and the first output shaft is disconnected.
11. The hybrid driving method according to claim 5, wherein the operation mode includes: an engine direct drive mode wherein in the engine direct drive mode the first clutch is engaged, the second clutch is disengaged or engaged, the third clutch is disengaged and the sleeve engages only the fourth gear.
12. The hybrid driving method according to claim 5, wherein the operation mode includes: a braking energy recovery mode, wherein in the braking energy recovery mode, the first clutch is disconnected, the second clutch or the third clutch is engaged, or the engaging sleeve is simultaneously engaged with the third gear and the fourth gear, or the second clutch and the third clutch are simultaneously combined.
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