CN110978986A - Dual-motor hybrid power assembly control system - Google Patents
Dual-motor hybrid power assembly control system Download PDFInfo
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- CN110978986A CN110978986A CN201911242822.XA CN201911242822A CN110978986A CN 110978986 A CN110978986 A CN 110978986A CN 201911242822 A CN201911242822 A CN 201911242822A CN 110978986 A CN110978986 A CN 110978986A
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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
- B60K6/26—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
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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
- B60K6/38—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
- B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/44—Series-parallel type
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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
- B60K6/26—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
- B60K2006/268—Electric drive motor starts the engine, i.e. used as starter motor
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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
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Hybrid Electric Vehicles (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The invention provides a double-motor hybrid power assembly control system, and relates to the technical field of vehicle power control systems. The invention discloses a dual-motor hybrid power assembly control system, which comprises: the dual-motor hybrid power assembly drives the vehicle to move through three driving modes, wherein the three driving modes comprise a pure electric driving mode, an extended range pure electric driving mode and a hybrid power driving mode. And the control system is used for responding to a request of a vehicle controller, controlling one of three driving modes of the double-motor hybrid power assembly to drive the vehicle to move, and controlling the double-motor hybrid power assembly to be mutually switched among the three driving modes so as to realize high-efficiency vehicle operation. The dual-motor hybrid power assembly control system enables the vehicle to adopt different driving modes to drive the vehicle to move under different working conditions and switch at any time, thereby ensuring that the engine works in a high-efficiency region under different working conditions of the vehicle and reducing the oil consumption.
Description
Technical Field
The invention relates to the technical field of vehicle power control systems, in particular to a dual-motor hybrid power assembly control system.
Background
The hybrid system on the market at present generally comprises an engine and a single motor to form the hybrid system, the motor position can be before the engine (P0), before the gearbox behind the engine (P2), in the integrated gearbox (P2.5), the main position of subtracting (P3) and in-wheel motor (P4), these single motor hybrid architectures can realize the motor auxiliary start/stop engine, motor electricity generation, motor helping hand, functions such as energy recuperation.
These single motor hybrid architecture electric machine assisted start/stop engines start/stop by controlling electric machine torque to pull the engine on/off. The motor charges the battery, the motor is used as a generator, and the engine divides part of torque to generate power through the generator to charge the battery and maintain the electric quantity of the battery. The motor power assisting is that when the power of the engine is insufficient, partial power can be provided through the output of the motor. The energy recovery is that when the brake or the fuel door is loosened, the motor can be used for recovering part of energy to the battery, thereby saving fuel. The above is the basic function of the single-motor hybrid system.
For a single motor system, the oil-saving device is more oil-saving than a traditional fuel vehicle, but the oil-saving effect cannot be realized under some working conditions. When the vehicle runs at a medium-low speed, if the SOC of the battery is insufficient or the output power of the battery is insufficient, the system is switched to the engine to directly drive, the rotating speed of the corresponding engine cannot be very high due to low vehicle speed, particularly, under the condition of low speed, the maximum speed ratio of the gearbox is limited, the rotating speed of the engine is only about 1000rpm, the rotating speed interval cannot reach an interval (about 2000 rpm) with high engine thermal efficiency, the direct driving efficiency of the engine is low, the oil consumption is increased, and the problem cannot be avoided by a single motor framework. In addition, when the SOC of the motor is insufficient, the system can start the engine to charge, the battery runs purely electrically after being fully charged, energy loss (about 10%) is caused when the battery is charged and discharged, the efficiency of the whole vehicle is reduced due to frequent charging and discharging of the battery, and the oil consumption is increased. Therefore, the charging and discharging times of the battery are reduced, the charging and discharging time can effectively improve the efficiency, and the effect of reducing the oil consumption is achieved.
Disclosure of Invention
The invention aims to provide a control system of a dual-motor hybrid power assembly, which solves the problem of low engine efficiency in the middle and low speed in the prior art.
Another object of the present invention is to solve the problem of high energy consumption caused by high charging and discharging frequency in the prior art.
In particular, the present invention provides a dual motor hybrid powertrain control system comprising:
the dual-motor hybrid power assembly drives the vehicle to move through three driving modes, wherein the three driving modes comprise a pure electric driving mode, an extended range pure electric driving mode and a hybrid power driving mode; and
and the control system is used for responding to a request of a vehicle controller, controlling the dual-motor hybrid power assembly to drive the vehicle to move in one of the pure electric drive mode, the extended range pure electric drive mode or the hybrid power drive mode, and controlling the dual-motor hybrid power assembly to be switched among the pure electric drive mode, the extended range pure electric drive mode and the hybrid power drive mode so as to realize high-efficiency vehicle operation.
Optionally, the dual-motor hybrid power assembly includes a first motor, a second motor, a power battery, an engine, a clutch and a transmission, the engine is sequentially connected to the first motor and the clutch and then connected to the transmission, the first motor is connected to the second motor, the first motor is connected to the power battery, the power battery is connected to the second motor, and the second motor is directly connected to the transmission;
when the pure electric drive mode is adopted, the power battery provides electric energy for the second motor, and the second motor directly transmits power out of the transmission to drive the vehicle to move; when the extended-range pure electric drive mode is adopted, the engine is started, the clutch is disconnected, the engine drives the first motor to generate power, the energy generated by the first motor is transmitted to the second motor, the second motor transmits power out from the transmission to drive the vehicle to move, and meanwhile, the first motor charges the power battery; in a hybrid power driving mode, the engine is started, the clutch is attached, the power of the engine is transmitted to the transmission by the first motor and the clutch to drive the vehicle to move, and meanwhile, the second motor drives the vehicle to move in an auxiliary mode according to needs.
Optionally, under the condition that the electric quantity of the power battery of the vehicle is sufficient, when the vehicle starts in a creep mode or under a low vehicle speed working condition, the vehicle control unit requests to drive the vehicle in an electric-only driving mode, and the control system controls the second motor to directly transmit power from the transmission to drive the vehicle to move.
Optionally, when the vehicle runs at a medium-low speed, the battery is low in charge or the battery output power is not required, the vehicle control unit requests to drive the vehicle in the extended-range electric-only driving mode, the control system controls the engine to be started to generate electricity for the first motor, energy generated by the first motor is transmitted to the second motor, and power is transmitted out of the transmission by the second motor to drive the vehicle to move; and, in this process, the control system sends a power request of the vehicle to the second electric machine, calculates and maintains the power required by the second electric machine, maintains the power balance between the output of the second electric machine and the power generation of the first electric machine, and simultaneously adjusts the engine to a preset rotation speed and/or a preset torque.
Optionally, when the vehicle runs at a high speed, the vehicle control unit requests to drive the vehicle in the hybrid driving mode, and the control system controls to start the engine and controls the clutch to be applied, so that the power of the engine is transmitted by the transmission to drive the vehicle to move; when the vehicle is driven to move in the hybrid power driving mode, the electric quantity of the power battery is insufficient, then the control system controls the engine to distribute partial power to charge the first motor, and when the power of the engine cannot meet the requirement of the whole vehicle, the second motor drives the vehicle to move in an auxiliary mode.
Optionally, when the vehicle control unit requests to switch from the pure electric drive mode to the extended-range pure electric drive mode, the control system controls the first motor to start the engine, and controls the engine to adjust the rotating speed to the optimal working rotating speed calculated by the vehicle control unit, at this time, the engine generates power through the first motor to drive the second motor to output power from the transmission, and the process of switching from the pure electric drive mode to the extended-range pure electric drive mode is completed.
Optionally, when the vehicle control unit requests to switch from the extended-range pure electric drive mode to the pure electric drive mode, the control system controls the first motor to drive the engine to stall, and directly completes the process of switching from the extended-range pure electric drive mode to the pure electric drive mode.
Optionally, when the vehicle control unit requests to switch from the pure electric drive mode to the hybrid drive mode, the control system controls the first motor to start the engine, controls the engine to adjust to the same rotation speed as the second motor, keeps the rotation speed difference between two ends of the clutch at a preset value, controls the clutch to prepare oil pressure while adjusting the speed, controls the clutch to attach after the speed adjustment is completed, controls the second motor to interact with the torque of the clutch, controls the torque of the second motor to decrease, controls the torque of the clutch to increase, and completes the process of switching from the pure electric drive mode to the hybrid drive mode after the torque interaction is completed.
Optionally, when the vehicle control unit requests to switch from the hybrid drive mode to the electric-only drive mode, the control system controls to reduce the torque transmitted by the engine through the clutch to 0Nm and simultaneously controls to increase the torque of the second motor, requests the clutch to be disengaged when the torque transmitted by the clutch is 0Nm, and controls the engine to stall after the clutch feedback is disengaged, so as to complete the process of switching from the hybrid drive mode to the electric-only drive mode.
Optionally, when the vehicle control unit requests to switch from the extended-range pure electric drive mode to the hybrid drive mode, the control system controls the clutch to prepare oil pressure, controls the engine to adjust the rotating speed to be close to the rotating speed of the second motor, controls the clutch to be attached, controls the output torque of the second motor to be reduced, controls the torque output by the clutch to be increased, and completes the process of switching from the extended-range pure electric drive mode to the hybrid drive mode.
Optionally, when the vehicle control unit requests to switch from the hybrid drive mode to the extended-range pure electric drive mode, the torque transmitted by the engine through the clutch is controlled to be continuously reduced, the charging torque of the first motor is controlled to be increased, the output torque of the second motor is controlled to be increased, when the torque transmitted by the engine through the clutch is reduced to 0, the vehicle control unit requests the clutch to be opened, after the clutch feedback is opened, the engine is controlled to regulate the speed to the optimal working efficiency rotating speed, the first motor starts to generate electricity, at the moment, the second motor is used for pure electric drive, and the process of switching from the hybrid drive mode to the extended-range pure electric drive mode is completed.
The dual-motor hybrid power assembly control system adopts the dual-motor hybrid power assembly to drive the vehicle to move, and the dual-motor hybrid power assembly can drive the vehicle to move in three driving modes, so that the vehicle can drive the vehicle to move in different driving modes under different working conditions and can be switched at any time, thereby ensuring that the engine works in a high-efficiency region under different working conditions of the vehicle, and further reducing the oil consumption.
Further, if the battery capacity of the vehicle is too low or the output power is insufficient, the engine needs to be started, but the engine is started not to directly drive the vehicle, but the engine is regulated to a rotating speed interval with optimal efficiency, the first motor is used for generating power, the clutch is kept open, and the second motor is used for driving the vehicle through the electric energy generated by the first motor and the battery. Because the engine can freely carry out the speed governing, consequently can confirm the best work field (rotational speed, moment of torsion) of good engine after deciding good generating power, because first motor generating efficiency and second motor electrical efficiency are all very high, also reach high thermal efficiency at the engine after, the efficiency promotion of whole car under the pure electric drive mode of medium-low speed range extension has reduced the oil consumption by a wide margin.
In addition, under the extended range pure electric drive mode of low-and-medium speed, the engine starts the electricity generation for first motor, through following the tactics, can realize that the generating power of first motor approximately equals the drive power demand of second motor, has reduced the second motor pure electric volume of using to the battery when traveling, makes the charge-discharge frequency of battery reduce, has reduced because the battery fills the energy loss who causes, promotes whole car efficiency.
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 block diagram of a dual motor hybrid powertrain control system according to one embodiment of the present invention;
FIG. 2 is a schematic block diagram of a dual motor hybrid powertrain according to one embodiment of the present invention;
FIG. 3 is a schematic power transmission diagram of a dual motor hybrid powertrain driven in an electric only drive mode in accordance with an embodiment of the present invention;
FIG. 4 is a schematic power transmission diagram of a dual motor hybrid powertrain driven in an extended range electric only drive mode in accordance with one embodiment of the present invention;
FIG. 5 is a power transfer schematic when the dual motor hybrid assembly is driven in a hybrid drive mode in accordance with one embodiment of the present invention.
Detailed Description
FIG. 1 is a schematic block diagram of a dual motor hybrid powertrain control system in accordance with one embodiment of the present invention. The dual-motor hybrid powertrain control system 100 of the present embodiment may include a dual-motor hybrid powertrain 10 and a control system 20. The dual-motor hybrid powertrain control system 100 of the present embodiment may be applied to a vehicle and control the motion of the vehicle according to a vehicle control unit of the vehicle. Specifically, the dual-motor hybrid power assembly 10 may drive the vehicle to move through three driving modes, where the three driving modes include a pure electric driving mode, an extended-range pure electric driving mode, and a hybrid driving mode. The control system 20 is configured to, in response to a request of the vehicle controller, control the dual-motor hybrid power assembly 10 to drive the vehicle to move in one of the pure electric drive mode, the extended range pure electric drive mode or the hybrid drive mode, and control the dual-motor hybrid power assembly 10 to switch between the pure electric drive mode, the extended range pure electric drive mode and the hybrid drive mode, so as to implement high-efficiency vehicle operation.
The dual-motor hybrid power assembly control system 100 of the embodiment adopts the dual-motor hybrid power assembly 10 to drive the vehicle to move, and the dual-motor hybrid power assembly 10 can drive the vehicle to move in three driving modes, so that the vehicle can drive the vehicle to move in different driving modes under different working conditions, and can be switched at any time, thereby ensuring that the vehicle can ensure that the engine works in a high-efficiency region under different working conditions, and reducing the oil consumption.
FIG. 2 is a schematic block diagram of a dual motor hybrid powertrain according to one embodiment of the present invention; as a specific embodiment of the present invention, the dual-motor hybrid powertrain 10 in this embodiment may include a first motor 11, a second motor 12, a power battery 13, an engine 14, a clutch 15, and a transmission 16, where the engine 14 is connected to the first motor 11 and the clutch 15 in sequence and then connected to the transmission 16, the first motor 11 is connected to the second motor 12, the first motor 11 is connected to the power battery 13, the power battery 13 is connected to the second motor 12, and the second motor 12 is directly connected to the transmission 16. In the pure electric drive mode, the power battery 13 supplies electric energy to the second electric machine 12, and the second electric machine 12 directly transmits power from the transmission 16 to drive the vehicle to move. In the extended-range pure electric driving mode, the engine 14 is started, the clutch 15 is disconnected, the engine 14 drives the first motor 11 to generate electricity, the energy generated by the first motor 11 is transmitted to the second motor 12, the second motor 12 transmits power from the transmission 16 to drive the vehicle to move, and meanwhile, the first motor 11 charges the power battery 13; in the hybrid driving mode, the engine 14 is started, the clutch 15 is engaged, the power of the engine 14 is transmitted to the transmission 16 by the first motor 11 and the clutch 15 to drive the vehicle to move, and the second motor 12 assists to drive the vehicle to move as required.
FIG. 3 is a power transfer schematic of a dual motor hybrid powertrain according to one embodiment of the present invention when driven in an electric only drive mode. More specifically, under the condition that the electric quantity of the power battery 13 of the vehicle is sufficient, when the vehicle starts in a creep mode or under a low-speed working condition, the vehicle controller requests to drive the vehicle in an electric-only driving mode, and the control system 20 controls the second electric machine 12 to directly transmit power from the transmission 16 to drive the vehicle to move.
Fig. 4 is a power transmission diagram of a dual-motor hybrid powertrain according to an embodiment of the present invention when driven in an extended-range electric-only drive mode. Specifically, when the vehicle runs at a medium-low speed, the battery capacity is insufficient or the battery output power is not required, the vehicle control unit requests to drive the vehicle in the extended-range pure electric drive mode, the control system 20 controls the starting engine 14 to generate electricity for the first electric machine 11, the energy generated by the first electric machine 11 is transmitted to the second electric machine 12, and the power is transmitted from the transmission 16 by the second electric machine 12 to drive the vehicle to move. And, in this process, the control system 20 sends a power request of the vehicle to the second electric machine 12, calculates and maintains the power required by the second electric machine 12, maintains the power balance between the output of the second electric machine 12 and the power generation of the first electric machine 11, and simultaneously adjusts the engine 14 to a preset rotation speed and/or a preset torque to operate the engine 14 in a high efficiency zone.
FIG. 5 is a power transfer schematic when the dual motor hybrid assembly is driven in a hybrid drive mode in accordance with one embodiment of the present invention. Specifically, when the vehicle runs at a high speed, the vehicle controller requests to drive the vehicle in a hybrid driving mode, and the control system 20 controls the engine 14 to be started and controls the clutch 15 to be applied, so that the power of the engine 14 is transmitted by the transmission 16 to drive the vehicle to move; when the vehicle is driven to move in the hybrid power driving mode and the power battery 13 is low in charge, the control system 20 controls the engine 14 to distribute part of power to charge the first motor 11, and the second motor 12 assists to drive the vehicle to move when the power of the engine 14 cannot meet the requirement of the whole vehicle.
From the above, the dual-motor hybrid powertrain control system 100 of the present embodiment can cover that the vehicle has corresponding driving modes at high, medium, and low vehicle speeds, so as to ensure that the engine 14 operates in a high efficiency range, and solve the problems of low efficiency and high charging and discharging frequency of the medium and low speed engine 14 in the prior art.
Specifically, in the present embodiment, if the battery capacity is too low or the output power is insufficient, the engine 14 needs to be started, but in the solution of the present embodiment, the engine 14 is started and does not directly drive the vehicle, but the engine 14 is regulated to the rotation speed range with the best efficiency, the first electric machine 11 generates electricity, the clutch 15 is kept open, and the second electric machine 12 drives the vehicle through the electric energy generated by the first electric machine 11 and the battery. Because the engine 14 can freely carry out speed regulation, the best working field (rotating speed and torque) of the engine 14 can be determined after the power generation is determined, and because the power generation efficiency of the first motor 11 and the power utilization efficiency of the second motor 12 are high, the efficiency of the whole vehicle in the medium-low speed range-increasing pure electric driving mode is improved after the engine 14 also reaches high heat efficiency, and the oil consumption is greatly reduced.
In addition, under the range-extending pure electric drive mode of low-and-medium speed, engine 14 starts and generates electricity for first motor 11, through following the strategy, can realize that the generating power of first motor 11 is approximately equal to the drive power demand of second motor 12, has reduced the use amount to the battery when second motor 12 pure electric goes, makes the charge-discharge frequency of battery reduce, has reduced because the energy loss that the battery charges and discharges and arouses, promotes whole car efficiency.
As a specific embodiment of the present invention, when the vehicle needs to switch the driving mode according to the operating conditions, for example, the vehicle is at a low speed and the battery power is sufficient to change into the battery power is insufficient, or the battery output power does not meet the requirement, the vehicle controller may change the driving mode according to the changes of the operating conditions of the vehicle, and switch the original pure electric driving mode to the extended range pure electric driving mode. At this time, the control system 20 controls the first motor 11 to start the engine 14 (the first motor 11 in this embodiment may be used as a generator motor, and may also be used as a starter motor of the engine 14, and when the first motor 11 is used as a starter motor, the engine 14 may be started), and controls the engine 14 to adjust the rotation speed to the optimal working rotation speed calculated by the vehicle controller, and at this time, the engine 14 generates electricity through the first motor 11 to drive the second motor 12 to output power from the transmission 16, so as to complete the process of switching the pure electric drive mode to the extended-range pure electric drive mode. In this embodiment, the vehicle control unit may calculate the optimal operating speed of the engine 14 according to the actual conditions of the vehicle by integrating various factors, so that the rotating speed of the engine 14 meets the requirements of the actual vehicle, and the most efficient operating state is maintained. Of course, throughout the mode switching process, the power output is maintained by the second electric machine 12.
As another embodiment, when the vehicle battery circuit is insufficient and the battery power is sufficient, so that the vehicle control unit requests to switch from the extended-range pure electric drive mode to the pure electric drive mode, the control system 20 controls the first motor 11 to drive the engine 14 to shut down, and directly completes the process of switching from the extended-range pure electric drive mode to the pure electric drive mode. In the process, the process of charging the second electric machine 12 by the engine 14 and the first electric machine 11 is not directly performed, so that the second electric machine 12 is converted from the original extended range mode to the process of supplying energy for the transmission 16 alone, and the conversion process of the driving mode is completed.
As another example, when the vehicle transitions from low speed to high speed and the battery level transitions from sufficient to insufficient, the vehicle controller may request a switch from the electric only drive mode to the hybrid drive mode. At this time, the control system 20 controls the first motor 11 to start the engine 14, controls the engine 14 to adjust to the same rotating speed as the second motor 12 (rotating speed of the input shaft of the transmission 16), keeps the rotating speed difference between the two ends of the clutch 15 at a preset value, controls the clutch 15 to prepare oil pressure (but not fit) while adjusting the speed, controls the clutch 15 to fit after the speed adjustment is completed, controls the torque of the second motor 12 and the torque of the clutch 15 to interact at this time, controls the torque of the second motor 12 to decrease, controls the torque of the clutch 15 to increase, and completes the process of switching from the pure electric drive mode to the hybrid drive mode after the torque interaction is completed.
As another example, when the vehicle is changed from high speed to low speed, and the battery is sufficiently charged, the vehicle controller may request a switch from the hybrid drive mode to the electric drive mode. After receiving a request of the vehicle control unit, the control system 20 controls to reduce the torque transmitted by the engine 14 through the clutch 15 to 0Nm, and simultaneously controls to increase the torque of the second motor 12, when the torque transmitted by the clutch 15 is 0Nm, the clutch 15 is requested to be disengaged, when the feedback of the clutch 15 is disengaged, the engine 14 is controlled to be switched off, the second motor 12 runs in a pure electric mode, and the process of switching from the hybrid power driving mode to the pure electric driving mode is completed.
As another example, when the vehicle is running at a medium-low speed and the electric quantity is insufficient, the vehicle may be running in the extended-range electric-only driving mode, but when the vehicle is going to run at a high speed, the vehicle controller may request to switch from the extended-range electric-only driving mode to the hybrid driving mode. When the vehicle control unit requests to switch from the range-extended pure electric drive mode to the hybrid power drive mode, the control system 20 controls the clutch 15 to prepare oil pressure, controls the engine 14 to adjust the rotating speed to be close to the rotating speed of the second motor 12, controls the clutch 15 to be attached, and controls the first motor 11, the second motor 12 and the clutch 15 to perform torque interaction, wherein the torque interaction comprises controlling the output torque of the second motor 12 to be reduced and controlling the torque output through the clutch 15 to be increased, and when the torque interaction is judged to be completed, the process of switching from the range-extended pure electric drive mode to the hybrid power drive mode is completed.
As another example, when the vehicle runs low on battery and the vehicle changes from high speed to low speed, the vehicle controller may request a switch from the hybrid drive mode to the extended-range electric-only drive mode. When the vehicle control unit requests to switch from the hybrid drive mode to the extended-range pure electric drive mode, the first motor 11, the second motor 12 and the clutch 15 are controlled to perform torque interaction. The specific torque interaction process is to control the torque transmitted by the engine 14 through the clutch 15 to be continuously reduced, control the charging torque of the first electric machine 11 to be increased, and control the output torque of the second electric machine 12 to be increased. When the torque transmitted by the engine 14 through the clutch 15 is reduced to 0, the vehicle control unit requests the clutch 15 to be opened, after the clutch 15 is fed back and opened, the engine 14 is controlled to regulate the speed to the rotating speed with the optimal working efficiency, power generation is started for the first motor 11, at the moment, the second motor 12 is used for pure electric driving, and the process of switching from the hybrid power driving mode to the extended range pure electric driving mode is completed.
According to specific working conditions, the high-efficiency whole vehicle work is realized by controlling the engine 14 to mutually switch three working modes, namely a pure electric driving mode, an extended range pure electric driving mode and a hybrid power driving mode, the problem that the working efficiency of the engine 14 is not high at medium and low speeds is solved, the charging and discharging frequency of a battery is reduced, the efficiency of the whole vehicle is improved, and the oil consumption is greatly reduced.
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 (10)
1. A dual motor hybrid powertrain control system, comprising:
the dual-motor hybrid power assembly drives the vehicle to move through three driving modes, wherein the three driving modes comprise a pure electric driving mode, an extended range pure electric driving mode and a hybrid power driving mode; and
and the control system is used for responding to a request of a vehicle controller, controlling the dual-motor hybrid power assembly to drive the vehicle to move in one of the pure electric drive mode, the extended range pure electric drive mode or the hybrid power drive mode, and controlling the dual-motor hybrid power assembly to be switched among the pure electric drive mode, the extended range pure electric drive mode and the hybrid power drive mode so as to realize high-efficiency vehicle operation.
2. The dual motor hybrid powertrain control system of claim 1,
the dual-motor hybrid power assembly comprises a first motor, a second motor, a power battery, an engine, a clutch and a transmission, wherein the engine is sequentially connected with the first motor and the clutch and then connected with the transmission, the first motor is connected with the second motor, the first motor is connected with the power battery, the power battery is connected with the second motor, and the second motor is directly connected with the transmission;
when the pure electric drive mode is adopted, the power battery provides electric energy for the second motor, and the second motor directly transmits power out of the transmission to drive the vehicle to move; when the extended-range pure electric drive mode is adopted, the engine is started, the clutch is disconnected, the engine drives the first motor to generate power, the energy generated by the first motor is transmitted to the second motor, the second motor transmits power out from the transmission to drive the vehicle to move, and meanwhile, the first motor charges the power battery; in a hybrid power driving mode, the engine is started, the clutch is attached, the power of the engine is transmitted to the transmission by the first motor and the clutch to drive the vehicle to move, and meanwhile, the second motor drives the vehicle to move in an auxiliary mode according to needs.
3. The dual motor hybrid powertrain control system of claim 2,
under the condition that the electric quantity of the power battery of the vehicle is sufficient, when the vehicle starts in a creeping mode or works at a low vehicle speed, the vehicle controller requests to drive the vehicle in a pure electric drive mode, and the control system controls the second motor to directly transmit power from the transmission to drive the vehicle to move.
4. The dual motor hybrid powertrain control system of claim 3,
when the vehicle runs at a medium-low speed, the battery is insufficient or the battery output power does not meet the requirement, the vehicle control unit requests to drive the vehicle in the extended range pure electric drive mode, the control system controls to start the engine to generate electricity for the first motor, the energy generated by the first motor is transmitted to the second motor, and the second motor transmits power out of the transmission to drive the vehicle to move; and, in this process, the control system sends a power request of the vehicle to the second electric machine, calculates and maintains the power required by the second electric machine, maintains the power balance between the output of the second electric machine and the power generation of the first electric machine, and simultaneously adjusts the engine to a preset rotation speed and/or a preset torque.
5. The dual motor hybrid powertrain control system of claim 4,
when the vehicle runs at a high speed, the vehicle controller requests to drive the vehicle in the hybrid power driving mode, the control system controls to start the engine and controls the clutch to be attached, so that the power of the engine is transmitted out by the transmission to drive the vehicle to move; when the vehicle is driven to move in the hybrid power driving mode, the electric quantity of the power battery is insufficient, then the control system controls the engine to distribute partial power to charge the first motor, and when the power of the engine cannot meet the requirement of the whole vehicle, the second motor drives the vehicle to move in an auxiliary mode.
6. The dual motor hybrid powertrain control system of claim 5,
when the vehicle control unit requests to switch from the pure electric drive mode to the extended-range pure electric drive mode, the control system controls the first motor to start the engine and controls the engine to adjust the rotating speed to the optimal working rotating speed calculated by the vehicle control unit, at the moment, the engine generates power through the first motor to drive the second motor to output power from the transmission, and the process of switching from the pure electric drive mode to the extended-range pure electric drive mode is completed;
when the vehicle control unit requests to switch from the extended-range pure electric drive mode to the pure electric drive mode, the control system controls the first motor to drive the engine to flameout, and the process of switching from the extended-range pure electric drive mode to the pure electric drive mode is directly completed.
7. The dual motor hybrid powertrain control system of claim 6,
when the vehicle control unit requests to switch from the pure electric drive mode to the hybrid power drive mode, the control system controls the first motor to start the engine, controls the engine to adjust to the same rotating speed as the second motor, keeps the rotating speed difference at two ends of the clutch to be a preset value, controls the clutch to prepare oil pressure while adjusting the speed, controls the clutch to be attached after the speed adjustment is completed, controls the second motor to interact with the torque of the clutch, controls the torque of the second motor to be reduced, controls the torque of the clutch to be increased, and completes the process of switching from the pure electric drive mode to the hybrid power drive mode after the torque interaction is completed.
8. The dual motor hybrid powertrain control system of claim 7,
when the vehicle control unit requests to switch from the hybrid drive mode to the pure electric drive mode, the control system controls to reduce the torque transmitted by the engine through the clutch to 0Nm and simultaneously controls to increase the torque of the second motor, when the torque transmitted by the clutch is 0Nm, the clutch is requested to be disengaged, and after the clutch feedback is disengaged, the engine is controlled to be shut down, and the process of switching from the hybrid drive mode to the pure electric drive mode is completed.
9. The dual motor hybrid powertrain control system of claim 8,
when the vehicle control unit requests to switch from the range-extended pure electric drive mode to the hybrid power drive mode, the control system controls the clutch to prepare oil pressure, controls the engine to adjust the rotating speed to be close to the rotating speed of the second motor, controls the clutch to be attached, controls the output torque of the second motor to be reduced, controls the torque output by the clutch to be increased, and completes the process of switching from the range-extended pure electric drive mode to the hybrid power drive mode.
10. The dual motor hybrid powertrain control system of claim 9,
when the vehicle control unit requests to be switched from the hybrid drive mode to the extended-range pure electric drive mode, the torque transmitted by the engine through the clutch is controlled to be continuously reduced, the charging torque of the first motor is controlled to be increased, the output torque of the second motor is controlled to be increased, when the torque transmitted by the engine through the clutch is reduced to 0, the vehicle control unit requests the clutch to be opened, after the feedback of the clutch is opened, the engine is controlled to regulate the speed to the optimal working efficiency rotating speed and starts to generate electricity for the first motor, at the moment, the second motor is used for pure electric drive, and the process of switching from the hybrid drive mode to the extended-range pure electric drive mode is completed.
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Application publication date: 20200410 |