CN111469649A - A hybrid drive system, control method and vehicle - Google Patents

Abstract

The invention provides a hybrid drive system, a control method and a vehicle. The system includes an engine, a first motor, a second motor, a transmission mechanism, and a battery connected to the first motor and the second motor. The transmission mechanism includes a power output shaft, a power an input shaft, multiple sets of gear pairs coupled between the power output shaft and the power input shaft, and a first synchronizer arranged on the power output shaft for gear synchronization, the drive shaft of the first motor passes through the first The gear pair is coupled and connected with the power input shaft, the drive shaft of the second motor is coupled with the power output shaft through a connecting mechanism, and the connecting shaft is provided with a second synchronizer for gear synchronization. The invention realizes the adaptation of the state parameters of the vehicle and the working mode of the system, improves the fuel economy of the vehicle, simplifies the system structure, and shortens the total length of the transmission.

Description

A hybrid drive system, control method and vehicle

technical field

The present invention relates to the technical field of hybrid power, in particular to a hybrid power drive system, a control method and a vehicle.

Background technique

Today's world is facing two major challenges of energy shortage and environmental degradation. Traditional fuel vehicles are being seriously troubled by the oil crisis and environmental degradation. Energy conservation and emission reduction have gradually become the focus of the automotive industry. The emergence of hybrid vehicles brings new hope for alleviating energy scarcity and environmental degradation.

Among them, the hybrid drive system is the core component of the hybrid vehicle and the power source of the hybrid vehicle. In the hybrid drive system, it generally includes a motor and an engine. The motor is driven by pure electricity, and the engine is driven by fuel. The two cooperate with each other to form a variety of driving methods for hybrid vehicles.

However, in the prior art, most of the current hybrid drive systems are deformed or improved on the basis of traditional multi-speed transmissions, which generally have problems such as complex structures, long transmission assemblies, and limited improvement in vehicle fuel economy. .

SUMMARY OF THE INVENTION

Based on this, the purpose of the present invention is to provide a hybrid drive system, a control method and a vehicle to solve the technical problem that the hybrid drive system in the prior art has limited improvement in vehicle fuel economy.

A hybrid drive system according to an embodiment of the present invention includes an engine, a first motor, a second motor, a transmission mechanism, and a battery connected to the first motor and the second motor, and the transmission mechanism includes a power an output shaft, a power input shaft connected with the engine, a plurality of sets of gear pairs coupled between the power output shaft and the power input shaft, and a gear pair arranged on the power input shaft for realizing gears A first synchronizer for bit synchronization, the drive shaft of the first motor is coupled and connected to the power input shaft through a first gear pair, and the drive shaft of the second motor is coupled and connected to the power output shaft through a connecting mechanism, The connecting mechanism includes a connecting shaft, a second gear pair disposed on the connecting shaft and coupled to the drive shaft of the second motor, and a second gear pair disposed on the connecting shaft and connected to the multiple groups of gear pairs. A plurality of gears are coupled one-to-one, and a second synchronizer is arranged on the connecting shaft to realize gear synchronization.

An embodiment of the present invention also provides a control method for a hybrid drive system, which is used to control the above-mentioned hybrid drive system. The control method includes the following steps:

Acquiring state parameters of the vehicle, where the state parameters include one or more of vehicle speed, engine torque, battery power, vehicle demand torque, motor drive efficiency and engine drive efficiency;

According to the state parameters of the vehicle, the first synchronizer and/or the second synchronizer of the hybrid drive system is controlled to be combined or disengaged, so as to control the hybrid drive system to enter a corresponding working mode.

An embodiment of the present invention further provides a vehicle, comprising: the above-mentioned hybrid drive system; and

a controller, connected to the first synchronizer and the second synchronizer of the hybrid drive system, for acquiring state parameters of the vehicle, and correspondingly controlling the first synchronizer and/or the state parameters of the vehicle The second synchronizer is coupled or decoupled to control the hybrid drive system to enter a corresponding operating mode.

Compared with the prior art: the first synchronizer and the second synchronizer arranged in a specific position are used to realize mode switching, which simplifies the system structure and shortens the overall length of the transmission; in addition, the dual-motor structure is introduced to make the combination of driving modes more diverse , the working mode of the system can be further refined, so as to further improve the fuel economy of the vehicle. At the same time, the two motors can both drive and generate electricity, improving the energy recovery efficiency.

Description of drawings

FIG. 1 is a schematic structural diagram of a hybrid drive system in a first embodiment of the present invention;

FIG. 2 is a schematic diagram of system energy transfer in a P-gear parking state according to an embodiment of the present invention;

FIG. 3 is a schematic diagram of system energy transfer for realizing a cold-start internal combustion engine from parking by using a first motor according to an embodiment of the present invention;

FIG. 4 is a schematic diagram of system energy transfer for starting an internal combustion engine during a parking charging state/pure electric first gear traveling provided by an embodiment of the present invention;

5 is a schematic diagram of system energy transfer in a pure electric first-gear reversing mode provided by an embodiment of the present invention;

6 is a schematic diagram of system energy transfer in a pure electric first gear reverse series drive/pure electric first gear drive/pure electric first gear series drive mode provided by an embodiment of the present invention;

7 is a schematic diagram of system energy transfer in a pure electric first-speed energy recovery mode provided by an embodiment of the present invention;

8 is a schematic diagram of system energy transfer in a first-gear driving mode of an internal combustion engine provided by an embodiment of the present invention;

9 is a schematic diagram of system energy transfer in a first-gear driving and generating mode of an internal combustion engine provided by an embodiment of the present invention;

FIG. 10 is a schematic diagram of system energy transfer in the first gear + pure electric first gear driving mode of the internal combustion engine provided by the embodiment of the present invention;

11 is a schematic diagram of system energy transfer in a parallel drive mode of pure electric first gear + internal combustion engine first gear + pure electric first gear according to an embodiment of the present invention;

12 is a schematic diagram of system energy transfer under the second-speed driving mode of an internal combustion engine provided by an embodiment of the present invention;

13 is a schematic diagram of system energy transfer in a second-gear driving and generating mode of an internal combustion engine provided by an embodiment of the present invention;

14 is a schematic diagram of system energy transfer in a parallel driving mode of pure electric first gear + internal combustion engine second gear parallel drive mode provided by an embodiment of the present invention;

15 is a schematic diagram of system energy transfer under the parallel driving mode of pure electric first gear + internal combustion engine second gear + pure electric second gear provided by an embodiment of the present invention;

16 is a schematic diagram of system energy transfer under the parallel driving mode of pure electric second gear + internal combustion engine second gear provided in an embodiment of the present invention;

17 is a schematic diagram of system energy transfer in a parallel driving mode of pure electric second gear + internal combustion engine second gear + pure electric second gear provided by an embodiment of the present invention;

18 is a schematic diagram of system energy transfer in a pure electric first-speed energy recovery mode provided by an embodiment of the present invention;

19 is a motor characteristic curve provided by an embodiment of the present invention;

FIG. 20 is a flowchart of a control method of a hybrid drive system in a second embodiment of the present invention;

FIG. 21 is a structural block diagram of a vehicle in a third embodiment of the present invention.

Description of main component symbols:

engine 230 shock absorber 270 connecting shaft 116 Motor first gear 113 Motor second gear 115 1st input gear 102 power input shaft 101 2nd speed input gear 104 first synchronizer 103 2nd speed output gear 107 parking brake gear 106 1st gear output gear 108 second synchronizer 114 PTO 109 output shaft drive gear 110 Connect the differential assembly 111 first motor 210 second motor 220 drive shaft of the first motor 211 second drive gear 221 The drive shaft of the second motor 222 first inverter 240 Second harness 241 Fifth harness 242 first harness 243 second inverter 250 Fourth harness 251 third harness 252 Battery 260 first drive gear 212 Hybrid drive system control 100 controller 200 second driven gear 112 first driven gear 105

The following specific embodiments will further illustrate the present invention in conjunction with the above drawings.

Detailed ways

In order to facilitate understanding of the present invention, the present invention will be described more fully hereinafter with reference to the related drawings. Several embodiments of the invention are presented in the accompanying drawings. However, the present invention may be embodied in many different forms and is not limited to the embodiments described herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete.

It should be noted that when an element is referred to as being "fixed to" another element, it can be directly on the other element or intervening elements may also be present. When an element is referred to as being "connected" to another element, it can be directly connected to the other element or intervening elements may also be present. The terms "vertical," "horizontal," "left," "right," and similar expressions are used herein for illustrative purposes only.

Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. The terms used herein in the description of the present invention are for the purpose of describing specific embodiments only, and are not intended to limit the present invention. As used herein, the term "and/or" includes any and all combinations of one or more of the associated listed items.

Example 1

Referring to FIG. 1 , the hybrid drive system in the first embodiment of the present invention is shown, including an engine 230 , a first motor 210 , a second motor 220 , a transmission mechanism, and a drive connected to the first motor 210 and the second motor 220 The battery 260, the transmission mechanism includes the power output shaft 109, the power input shaft 101 connected with the engine 230, a plurality of gear pairs coupled between the power output shaft 109 and the power input shaft 101, and the power input shaft 101. The first synchronizer 103 used to achieve gear synchronization, the drive shaft 211 of the first motor 210 is coupled to the power input shaft 101 through the first gear pair, and the drive shaft 222 of the second motor 220 is connected to the power output shaft through a connecting mechanism. 109 Coupling connection.

Specifically, the connecting mechanism includes a connecting shaft 116 , a second gear pair disposed on the connecting shaft 116 and coupled to the drive shaft 222 of the second motor 220 , a pair of gear pairs disposed on the connecting shaft 116 and multiple sets of gear pairs A plurality of motor gears are coupled and connected, and a second synchronizer 114 is arranged on the connecting shaft 116 for realizing gear synchronization. By way of example but not limitation, in this embodiment, the multiple sets of gear pairs include a first-speed gear pair and a second-speed gear pair, that is, the hybrid drive system in this embodiment has two natural gears, a first-speed gear pair, The second gear pair and the first gear pair are sequentially arranged on the power input shaft 101 in the direction away from the engine 230 , and the first synchronizer 103 is arranged between the first gear pair and the second gear pair for the first gear pair. To achieve gear synchronization with the second-speed gear pair, specifically, the first synchronizer 103 may be a 1/2-speed synchronizer, and more specifically, the first synchronizer 103 may be a claw-shaped 1/2-speed synchronizer. In this embodiment, the hybrid drive system is described in detail with reference to specific examples, but the present invention is not limited thereto. In other embodiments, the hybrid drive system may further include more or less gears than the two natural gears , for example, three sets of gear pairs can be provided, so that the hybrid drive system has three natural gears. In order to reduce the vibration transmission between the engine 230 and the transmission mechanism, the power input shaft 101 is connected to the output shaft of the engine 230 through a shock absorber 270 .

Correspondingly, the plurality of motor gears include a motor first gear 113 and a motor second gear 115, the motor first gear 113 is coupled to the first gear pair, and the motor second gear 115 is coupled to the second gear pair. Specifically, the first-speed gear pair includes a first-speed input gear 102 provided on the power input shaft 101, and a first-speed output gear 108 provided on the power output shaft 109. The first-speed output gear 108 is respectively connected with the first-speed input gear 102 and The first gear 113 of the motor is coupled and connected. The second-speed gear pair includes a second-speed input gear 104 arranged on the power input shaft 101 and a second-speed output gear 107 arranged on the power output shaft 109. The second-speed output gear 107 is respectively connected with the second-speed input gear 104 and the motor second-speed The gear 115 is coupled. The second synchronizer 114 is disposed between the first gear 113 of the motor and the second gear 115 of the motor, and is used to achieve gear synchronization between the first gear 113 of the motor and the second gear 115 of the motor. Specifically, the second synchronizer 114 can be For a 1/2 gear synchronizer, more specifically, the second synchronizer 114 may be a claw-shaped 1/2 gear synchronizer.

In addition, the first gear pair includes a first drive gear 212 disposed on the drive shaft 211 of the first motor 210, and a first driven gear 105 disposed on the power input shaft 101 and coupled to the first drive gear 212; The second gear pair includes a second drive gear 221 disposed on the drive shaft 222 of the second motor 220 , and a second driven gear 112 disposed on the connecting shaft 116 and coupled to the second drive gear 221 . In this embodiment, the motor second-speed gear 115 , the motor first-speed gear 113 and the second driven gear 112 are sequentially arranged on the connecting shaft 116 toward the direction close to the engine 230 .

In addition, one end of the power output shaft 109 is provided with an output shaft driving gear 110 , and the output shaft driving gear 110 is coupled to the differential assembly 111 to connect the front wheel and/or rear of the vehicle through the differential assembly 111 Wheels (not shown in the figure), when the front wheels are connected, the vehicle is front-wheel drive, when the rear wheels are connected, the vehicle is rear-wheel drive, and when the front and rear wheels are connected, the vehicle is four-wheel drive, so as to output power to the wheels to drive the vehicle. The other end of the power take-off shaft 109 is connected to the parking brake gear 106 .

By way of example but not limitation, in this embodiment, the first motor 210 is connected to the first inverter 240 through the first wire harness 243, the first inverter 240 is connected to the battery 260 through the second wire harness 241, and the second motor 220 is connected to the battery 260 through the second wire harness 241. The third wire harness 252 is connected to the second inverter 250 , the second inverter 250 is connected to the battery 260 through the fourth wire harness 251 , and the first inverter 240 is connected to the second inverter 250 through the fifth wire harness 242 . For line safety consideration, each wire harness is preferably a high-voltage wire harness to ensure that the line has a high withstand voltage capability. It should be noted that the present embodiment adopts a proportioning method in which two motors share one battery 260 . The battery 260 can supply power for the two motors to realize electric drive, and the two motors can also charge the battery 260 to realize energy recovery. However, the proportioning method of the batteries 260 is not limited to this. In other embodiments, a battery 260 may be configured for each of two motors, or a number of cells in the battery 260 may be divided into two parts, and one part is connected to the first motor 210 alone. , and the other part is independently connected to the second motor 220, so as to realize separate power supply and separate charging. The specific power generation process is as follows: when the first motor 210 generates electricity, the alternating current generated by the first motor 210 is transmitted to the first inverter 240 through the first wiring harness 243 , and then converted into direct current by the first inverter 240 and then passed through the second wiring harness 241 It is transmitted to the battery 260; when the second motor 220 generates electricity, the alternating current generated by the second motor 220 is transmitted to the second inverter 250 through the third wiring harness 252, and is converted into direct current by the second inverter 250, and then passes through the fourth wiring harness 251. Due to the arrangement of the fifth wire harness 242, when necessary, the alternating current generated by the first motor 210 can be directly transmitted to the second motor 220 through the fifth wire harness 242 and the third wire harness 252 without passing through the battery, so as to provide The second motor 220 supplies power; the same is true when the second motor 220 generates electricity.

For example, but not limitation, in this embodiment, the engine 230 may be an internal combustion engine. When the internal combustion engine has no load, within a certain rotational speed range, the fuel efficiency of the internal combustion engine increases as the vehicle speed increases, and when the rotational speed exceeds a certain rotational speed, the fuel efficiency is low. , as the speed increases, the efficiency decreases. When the vehicle speed changes, it is necessary to change gears to keep the internal combustion engine in the efficient range. Please refer to Figure 19, which shows the special effect curve of the motor. It can be seen from the figure that the motor is in a constant torque area within a certain speed range. The torque in this area is relatively large. As the speed decreases, the torque decreases and the power gradually decreases Increase; after exceeding this speed, as the speed increases, the torque decreases significantly, and the power gradually decreases. When the vehicle speed is low, the motor speed is low and the torque is large, which can provide strong power for the vehicle, and the response time is very short ; Gradient and 100-kilometer acceleration performance are important parameters for evaluating vehicle performance. Compared with pure internal combustion engine drive, pure electric drive has a shorter response time and higher torque at low speed, which provides an important guarantee for meeting the performance of vehicle grade-climbing and 100-kilometer acceleration.

Based on the above structure, the hybrid drive system in this embodiment has multiple operating modes, including a pure electric drive mode, a pure fuel drive mode, a hybrid drive mode, a braking energy recovery mode, a parking charging mode, and a parking cold-start internal combustion engine mode. and start engine mode while traveling. These operating modes are switched by the combination or separation of the first synchronizer 103 and/or the second synchronizer 114 . Specifically, please refer to Table 1 below, which shows the combined/disconnected states of the first synchronizer 103 and the second synchronizer 114 of the hybrid drive system in this embodiment under various operating modes (ie, operating conditions). , and the state of the engine 230 and the two motors:

Table 1:

In the first case, there are three working conditions in the parking state: parking, parking charging conditions and parking cold-starting the internal combustion engine. When the vehicle is in the parking state, at this time, the first synchronizer 103 is in neutral, and the second synchronizer 114 is in neutral , the parking brake gear is in the P gear, the internal combustion engine is turned off, and the first motor 210 and the second motor 220 are in a free state. When the system detects that the power of the battery 260 is insufficient, the vehicle can be stopped for charging. At this time, the internal combustion engine only needs to be started, and the internal combustion engine drives the first motor 210 to generate electricity; when generating electricity, the alternating current generated by the first motor 210 is converted into direct current by the first inverter. , and then transmitted to the battery 260 through the wiring harness of the first motor 210, and stored in the battery 260; the internal combustion engine is in the economic speed range, taking into account the fuel economy and noise, when the charging amount reaches a certain ratio, switch to other operating conditions as needed. The internal combustion engine is cold-started during parking, and when the internal combustion engine needs to be started in the parking state, it is only necessary to change the first motor 210 from the free state to the driving state, and the first motor 210 drives the engine 230 to change it from the off state to the driving state; The cold start of the internal combustion engine by the motor 210 will not cause a problem of comfort; the original internal combustion engine starter can be reduced, and the components of the vehicle can be reduced.

The second case, the reversing state: when the vehicle needs to reverse, the internal combustion engine is in the off state, the first synchronizer 103 is in the free state, the first motor 210 is in the free state, the second motor 220 is in the driving state, and the second synchronizer 114 is in the state In first gear, the parking brake gear is in neutral. Due to the electric reverse gear, the mechanical reverse gear can be removed, making the mechanism simpler and more compact. When the vehicle needs to reverse for a long time and the battery 260 cannot provide enough power, the electric drive reverse gear is selected in series. At this time, the internal combustion engine is switched from off to the drive state, the two synchronizing assemblies remain unchanged, and the first motor 210 is driven by The free state is switched to the power generation state, the second motor 220 is still driven in reverse, the AC power generated by the first motor 210 is not transmitted to the first inverter and the battery 260, but is directly used by the second motor 220 to avoid waste of energy.

The third situation, low speed state: When the vehicle is at low speed, if the internal combustion engine is used to drive, the fuel economy of the internal combustion engine is poor, and the use of pure electric drive to cover the low speed condition can keep the system efficiency at a high level. The system can select pure electric first gear. At this time, the internal combustion engine is turned off, the first motor 210 is in a free state, the first synchronizer 103 is in a neutral position, the second motor 220 is in a driving state, and the second synchronizer 114 is in the first gear position. The parking brake gear is in neutral; when the battery 260 is low in power, the pure electric first gear can be selected in series. At this time, it is only necessary to switch the internal combustion engine from the off state to the drive state, and the first motor 210 from the free state to power generation. state. The AC power generated by the motor does not pass through the inverter and the battery 260, and is directly transmitted to another motor, so that the driving motor drives the vehicle to drive, which reduces the loss in the process of energy conversion and transmission; the series mode can work for a long time, and the engine 230 can be operated for a long time. high efficiency range.

The fourth situation, medium-speed state: when the vehicle is driving in the mid-low speed range, the system can choose pure electric first gear or pure electric first gear in series. In addition, the first gear of the internal combustion engine can also be selected. At this time, the internal combustion engine drives, the first gear The motor 210 and the second motor 220 are turned off, the first synchronizer 103 is in the first gear position, the second synchronizer 114 is in the neutral position, and the parking brake gear is in the neutral position. The system efficiency is different, and various working conditions are automatically selected; when the first gear of the internal combustion engine is driven, the torque demand is low, and the battery 260 is not full, the system can choose the first gear of the internal combustion engine to drive and generate electricity. The state is switched to the power generation state; when the system is in the first gear of the internal combustion engine, the torque demand is large, and the first gear of the internal combustion engine + the first gear of pure electric can be selected for parallel driving. At this time, only the second motor 220 needs to be switched from the free state to the driving state, The second synchronizer 114 is switched from the neutral position to the first gear position; when large torque is required, the first gear of the internal combustion engine + the first gear of pure electric + the first gear of pure electric can be selected for parallel driving. The motor 210 is driven, the second motor 220 is driven, the first synchronizer 103 is in the first gear, the second synchronizer 114 is in the first gear position, and the parking is in the neutral position. When the vehicle is at medium and high speed, the system can select the second gear drive of the internal combustion engine. At this time, the internal combustion engine is driven, the first motor 210 and the second motor 220 are in the off state, the first synchronizer 103 is in the second gear position, and the second synchronizer 114 is in the second gear position. In the neutral position, the parking brake gear is in the neutral state; when the torque demand is not high, the second gear of the internal combustion engine can be selected to drive and generate electricity. At this time, it is only necessary to switch the first motor 210 from the free state to the generating state; when the torque demand is low When it is higher, the second gear of the internal combustion engine and the first gear of pure electric can be selected for parallel driving. At this time, it is only necessary to switch the second motor 220 from the free state to the driving state, and the second synchronizer 114 from the neutral gear to the first gear position; when the torque When the demand is very high, the second gear of internal combustion engine + the first gear of electric drive + the second gear of pure electric drive can be selected for parallel driving. At this time, the internal combustion engine is driven, the first motor 210 and the second motor 220 are driven, and the first synchronizer 103 is in the second gear position, The second synchronizer 114 is in the first gear position, the parking brake gear is in the neutral position, and the internal combustion engine, the first motor 210 and the second motor 220 are driven at the same time to increase the total output torque, which can better meet the requirements of climbing and dynamic performance. and other requirements; when the vehicle is in a deceleration condition, the first gear of the electric drive can be selected to reverse the power generation to realize energy recovery. At this time, the internal combustion engine is turned off, the first motor 210 is in a free state, the first synchronizer 103 is in the neutral position, and the second The synchronizer 114 is in the first gear position, the second motor 220 is in the power generation state, the alternating current generated by the second motor 220 is converted into direct current by the second inverter, and then transmitted to the battery 260 through the wiring harness of the second motor 220 and stored in the battery 260 .

The fifth situation, high-speed state: when the vehicle is in the high-speed range, the vehicle can choose the second gear of the internal combustion engine to drive, or the second gear of the internal combustion engine to drive and generate electricity. When the torque demand is large, the second gear of the electric drive + the second gear of the internal combustion engine can be selected to drive in parallel , at this time, the internal combustion engine is in the driving state, the first motor 210 is in the free state, the first synchronizer 103 is in the second gear position, the second synchronizer 114 is in the second gear position, and the parking brake gear is in the neutral position; when the torque demand Very high, when the battery 260 has enough power, you can choose the second gear of the internal combustion engine + the second gear of the electric drive + the second gear of the pure electric drive. At this time, the internal combustion engine is in the driving state, the first motor 210 is in the driving state, and the first synchronizer 103 is in the second gear. gear position, the second synchronizer 114 is in the second gear position, and the parking brake gear is in the neutral position; when the vehicle is in a deceleration condition, the second gear of the electric drive can be selected to reverse the power generation to realize energy recovery, and the internal combustion engine is turned off at this time. The first motor 210 is in the free state, the first synchronizer 103 is in the neutral position, the second synchronizer 114 is in the second gear position, the second motor 220 is in the power generation state, and the alternating current generated by the second motor 220 is converted by the second inverter. The direct current is then transmitted to the battery 260 through the wiring harness of the second motor 220 and stored in the battery 260 .

To sum up, in the hybrid drive system of the above-mentioned embodiments of the present invention, the first synchronizer 103 and the second synchronizer 114 arranged at specific positions are used to realize mode switching, which simplifies the system structure and shortens the overall length of the transmission; The motor structure makes the combination of driving modes more diverse, and the working mode of the system can be further refined, thereby further improving the fuel economy of the vehicle. At the same time, the two motors can both drive and generate electricity, improving the energy recovery efficiency.

Embodiment 2

Please refer to FIG. 20 , which shows the improved control method of the hybrid drive system in the second embodiment of the present invention, which can be used to control the hybrid drive system in the above-mentioned first embodiment. The control method specifically includes step S01 - Step S02.

Step S01, obtaining state parameters of the vehicle.

The state parameters include one or more of vehicle running speed, engine torque, battery power, vehicle demand torque, motor driving torque, motor driving efficiency, battery temperature, and engine driving efficiency.

Step S02, according to the state parameters of the vehicle, control the first synchronizer and/or the second synchronizer of the hybrid drive system to combine or separate accordingly, so as to control the hybrid drive system to enter a corresponding working mode.

The operating modes include one or more of a pure electric drive mode, a pure fuel drive mode, a hybrid drive mode, a braking energy recovery mode, a parking charging mode, and a parking cold-start engine mode. The specific switching control of these working modes can be found in Table 1 above in detail.

This is an example but not a limitation. During specific implementation, step S02 may be implemented by using the following refinement steps. The refinement steps specifically include:

When the driving speed is in a preset low speed range and/or the driving speed is in a preset medium speed range and the driving efficiency of the motor is higher than the driving efficiency of the engine, the hybrid drive system may be controlled to enter a pure electric driving mode;

When the traveling speed is in a preset high speed range and/or the traveling speed is in a preset medium speed range and the driving efficiency of the motor is lower than the driving efficiency of the engine, the hybrid drive system may be controlled to enter a pure fuel driving mode;

When the travel speed is in a preset medium speed range and the vehicle demand torque is higher than a torque threshold, the hybrid drive system may be controlled to enter a hybrid drive mode;

When it is determined according to the driving speed that the vehicle is in a parking state and the battery power is lower than a power threshold, the hybrid drive system may be controlled to enter a parking charging mode;

When the system satisfies the braking energy recovery condition, the hybrid drive system is controlled to enter the braking energy recovery mode, wherein when the battery power is not in a saturated state and the battery temperature is lower than the temperature threshold, it can be determined that the system meets the braking energy recovery condition ;

In the pure electric drive mode, when the electric motor driving torque is lower than the vehicle demand torque (when the pure electric drive cannot meet the torque demand), the hybrid drive system may be controlled to enter a parking cold start engine mode.

Further, in some optional embodiments of the present invention, the control method of the hybrid drive system may further include:

When in the pure fuel driving mode and the driving efficiency of the engine is lower than the efficiency threshold, the torque of the engine is increased to within a preset high efficiency range, and the hybrid drive system can be controlled to enter the running power generation mode. For example, in the pure fuel drive mode, if the road resistance is small, the engine efficiency is low when the engine is working in a low torque state. By increasing the engine torque, the engine can be adjusted to the high-efficiency range, and part of the torque is distributed to the motor. After charging, another part of the torque keeps the vehicle running, thereby improving the overall efficiency of the vehicle.

Specifically, in order to improve the fuel economy of the vehicle, the present invention adopts the following measures:

When the vehicle starts and stops frequently and the vehicle speed is low, the pure electric drive is adopted to avoid the internal combustion engine working in the high fuel consumption area; when the pure electric drive cannot meet the torque demand, the internal combustion engine is used for the first gear electric drive and the first gear parallel drive or the internal combustion engine second gear. The electric drive and the second-speed parallel drive can meet the large torque demand;

Under the medium-speed operating condition, there are three situations: ① When the system efficiency is higher than that of the internal combustion engine driven by the first gear when the motor is driven, the overall efficiency of the system is the highest through pure electric drive; ② When the motor drive efficiency is lower than the internal combustion engine one When the efficiency of the internal combustion engine is in the second gear or the second gear of the internal combustion engine, the first gear or the second gear of the internal combustion engine is independently driven to reduce the use of the motor, avoid the efficiency loss of the "mechanical energy-electrical energy-mechanical energy" conversion process, and make the system the highest overall efficiency; ③ When stronger When the power is output, you can choose the first gear of the internal combustion engine and the first gear of the electric drive to be driven in parallel or the second gear of the internal combustion engine to be driven in parallel with the second gear of the electric drive.

When the road resistance is small and the internal combustion engine works in a low-torque state, the internal combustion engine efficiency is low. By increasing the internal combustion engine torque, the internal combustion engine can be adjusted to the high-efficiency range, part of the torque is distributed to the motor to charge the motor, and the other part of the torque maintains the vehicle running. . Improve the overall efficiency of the vehicle.

Energy recovery, when the vehicle is in a deceleration state, you can choose pure electric first gear or pure electric second gear energy recovery, and store the generated electric energy in the battery.

To sum up, the control method of the hybrid drive system in the above-mentioned embodiments of the present invention controls the combination or separation of the first synchronizer and/or the second synchronizer of the hybrid drive system according to the state parameters of the vehicle, so as to control the system Automatically enter the corresponding working mode, so that the state parameters of the vehicle are adapted to the working mode of the system, and the fuel economy of the vehicle is improved. Since the mode switching is realized by using the first synchronizer and the second synchronizer arranged in a specific position, it simplifies the The system structure shortens the overall length of the transmission; in addition, the dual-motor structure is introduced to make the drive mode more diverse, and the system's working mode can be further refined, thereby further improving the fuel economy of the vehicle. At the same time, the two motors can both drive and generate electricity. Improve energy recovery efficiency.

Embodiment 3

Please refer to FIG. 21 , which shows the improved vehicle according to the third embodiment of the present invention, including a hybrid drive system 100 and a controller 200 . The hybrid drive system 100 may be the hybrid drive system in any of the above embodiments, and controls The controller 200 is electrically connected to the first synchronizer and the second synchronizer of the hybrid drive system 100 by means of wired or wireless communication, respectively, for acquiring the state parameters of the vehicle, and correspondingly controlling the state parameters of the vehicle according to the state parameters of the vehicle. The first synchronizer and/or the second synchronizer are combined or separated to control the hybrid drive system to enter a corresponding working mode.

In specific implementation, the controller 200 may be a central controller of the vehicle (eg, ECU (Electronic Control Unit, electronic control unit), also known as a trip computer) or a controller (eg, MCU (Microcontroller Unit, Microcontroller Unit) independently equipped with the hybrid drive system. In addition, the controller 200 can also be configured with a memory for use, and a computer program corresponding to the control method of the hybrid drive system can be stored in the memory. When the controller 200 calls and executes the computer program, it realizes the hybrid power as in the above-mentioned implementation example. The control method of the drive system.

It should be noted that, since the hybrid drive system 100 has the function of cold-starting the engine after parking, the vehicle in this embodiment can omit the starter at the rear end of the traditional engine (the function of cold-starting the engine), and its function can be changed by the one in the present invention. The first motor and/or the second motor to complete.

To sum up, the vehicle in the above embodiments of the present invention controls the system to automatically enter the corresponding working mode by controlling the combination or separation of the first synchronizer and/or the second synchronizer of the hybrid drive system according to the state parameters of the vehicle. , the state parameters of the vehicle are adapted to the working mode of the system, and the fuel economy of the vehicle is improved. Since the mode switching is realized by using the first synchronizer and the second synchronizer arranged in a specific position, the system structure is simplified and the overall length of the transmission is shortened. ; In addition, a dual-motor structure is introduced to make the driving mode more diversified, and the working mode of the system can be further refined, thereby further improving the fuel economy of the vehicle. At the same time, the two motors can both drive and generate electricity, improving the energy recovery efficiency.

The above-mentioned embodiments only represent several embodiments of the present invention, and the descriptions thereof are specific and detailed, but should not be construed as limiting the scope of the patent of the present invention. It should be pointed out that for those skilled in the art, without departing from the concept of the present invention, several modifications and improvements can be made, which all belong to the protection scope of the present invention. Therefore, the protection scope of the patent of the present invention should be subject to the appended claims.

Claims (11)

1. A hybrid power driving system is characterized by comprising an engine, a first motor, a second motor, a transmission mechanism and a battery connected with the first motor and the second motor, wherein the transmission mechanism comprises a power output shaft, a power input shaft connected with the engine, a plurality of groups of gear pairs coupled between the power output shaft and the power input shaft, and a first synchronizer arranged on the power input shaft and used for achieving gear synchronization, a driving shaft of the first motor is coupled with the power input shaft through a first gear pair, a driving shaft of the second motor is coupled with the power output shaft through a connecting mechanism, the connecting mechanism comprises a connecting shaft, a second gear pair arranged on the connecting shaft and coupled with a driving shaft of the second motor, a plurality of gear gears arranged on the connecting shaft and coupled with the gear pairs in a one-to-one manner, a plurality of gears, And the second synchronizer is arranged on the connecting shaft and used for realizing gear synchronization.

2. The hybrid drive system of claim 1, wherein the plurality of sets of gear pairs include a first gear pair and a second gear pair, the first synchronizer being disposed between the first gear pair and the second gear pair.

3. The hybrid drive system according to claim 2, wherein the first-speed gear pair, the second-speed gear pair, and the first gear pair are arranged in this order on the power input shaft in a direction away from the engine.

4. The hybrid drive system of claim 2, wherein the plurality of motor range gears includes a first motor range gear coupled to the first gear pair and a second motor range gear coupled to the second gear pair.

5. The hybrid drive system of claim 4, wherein the second synchronizer is disposed between the first-speed gear of the electric machine and the second-speed gear of the electric machine.

6. A hybrid drive system according to any one of claims 1 to 5, wherein the power input shaft is connected to the engine through a damper.

7. A control method of a hybrid drive system for controlling the hybrid drive system according to any one of claims 1 to 6, comprising the steps of:

acquiring state parameters of a vehicle, wherein the state parameters comprise one or more of vehicle running speed, engine torque, battery power, vehicle required torque, motor driving efficiency and engine driving efficiency;

and correspondingly controlling the first synchronizer and/or the second synchronizer of the hybrid power driving system to be combined or separated according to the state parameters of the vehicle so as to control the hybrid power driving system to enter a corresponding working mode.

8. The control method of a hybrid drive system of claim 1, wherein the operating mode includes one or more of an electric-only drive mode, a fuel-only drive mode, a hybrid drive mode, a regenerative braking mode, a parked charging mode, a parked cold-start engine mode, and a traveling-start engine mode.

9. The control method of the hybrid drive system according to claim 8, wherein the step of controlling the first synchronizer and/or the second synchronizer of the hybrid drive system to be engaged or disengaged correspondingly according to the state parameter of the vehicle to control the hybrid drive system to enter the corresponding operating mode comprises:

when the running speed is in a preset low-speed range and/or the running speed is in a preset medium-speed range and the motor driving efficiency is higher than the engine driving efficiency, controlling the hybrid power driving system to enter a pure electric driving mode;

when the running speed is in a preset high-speed range and/or the running speed is in a preset middle-speed range and the motor driving efficiency is lower than the engine driving efficiency, controlling the hybrid power driving system to enter a pure fuel oil driving mode;

when the running speed is in a preset middle-speed range and the vehicle required torque is higher than a torque threshold value, controlling the hybrid power driving system to enter a hybrid driving mode;

when the vehicle is determined to be in a parking state according to the running speed and the electric quantity of the battery is lower than an electric quantity threshold value, controlling the hybrid power driving system to enter a parking charging mode;

and when the system meets the braking energy recovery condition, controlling the hybrid power driving system to enter a braking energy recovery mode.

10. The control method of the hybrid drive system according to claim 7, characterized by further comprising:

and when the engine is in a pure fuel driving mode and the driving efficiency of the engine is lower than an efficiency threshold value, increasing the torque of the engine to be within a preset high-efficiency interval.

11. A vehicle, characterized by comprising:

the hybrid drive system of any one of claims 1-6; and

and the controller is connected with the first synchronizer and the second synchronizer of the hybrid power driving system and is used for acquiring the state parameters of the vehicle and correspondingly controlling the first synchronizer and/or the second synchronizer to be combined or separated according to the state parameters of the vehicle so as to control the hybrid power driving system to enter a corresponding working mode.

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