CN111469650A - Hybrid power driving system, control method and vehicle - Google Patents

Hybrid power driving system, control method and vehicle Download PDF

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Publication number
CN111469650A
CN111469650A CN202010469902.5A CN202010469902A CN111469650A CN 111469650 A CN111469650 A CN 111469650A CN 202010469902 A CN202010469902 A CN 202010469902A CN 111469650 A CN111469650 A CN 111469650A
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China
Prior art keywords
gear
motor
driving
mode
vehicle
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CN202010469902.5A
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Chinese (zh)
Inventor
施伟
邹伟
田均
刘石生
金辉辉
刘赟
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Getrag Jiangxi Transmission Co Ltd
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Getrag Jiangxi Transmission Co Ltd
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Priority to CN202010469902.5A priority Critical patent/CN111469650A/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/24—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/20—Control strategies involving selection of hybrid configuration, e.g. selection between series or parallel configuration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/92—Energy efficient charging or discharging systems for batteries, ultracapacitors, supercapacitors or double-layer capacitors specially adapted for vehicles

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

Abstract

The invention provides a hybrid power driving system, a control method and a vehicle, wherein the system comprises an engine, a differential assembly, a first motor, a second motor, a transmission mechanism and a battery connected with the first motor and the second motor, 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 input shaft and the power output shaft, and a synchronizer arranged on the power output shaft, the first motor is coupled with one of the gear pairs, and the differential assembly is coupled with the second motor and the power output shaft respectively. The invention simplifies the system structure and shortens the total length of the transmission; in addition, a double-motor structure is introduced, so that the collocation of driving modes is more diversified, the working mode of the system can be further refined, the fuel economy of the vehicle is further improved, the two motors can drive and generate electricity, and the energy recovery efficiency is improved.

Description

Hybrid power driving system, control method and vehicle
Technical Field
The invention relates to the technical field of hybrid power, in particular to a hybrid power driving system, a control method and a vehicle.
Background
The world faces two challenges of energy shortage and environmental deterioration, the traditional fuel vehicle is seriously puzzled by petroleum crisis and environmental deterioration, and energy conservation and emission reduction gradually become the focus of the automobile industry. The generation of hybrid vehicles brings new hopes for alleviating energy shortage and environmental deterioration.
The hybrid power driving system is a core component of the hybrid power automobile and is a power source of the hybrid power automobile. In the middle of the hybrid power driving system, generally including motor and engine, the motor adopts pure electric drive, and the engine adopts the fuel drive, and both mutually support and form hybrid vehicle's various drive mode.
However, in the prior art, most hybrid drive systems are formed by deforming or improving on the basis of the traditional multi-gear transmission, and the problems of complex structure, long transmission assembly, limited improvement on vehicle fuel economy and the like generally exist.
Disclosure of Invention
Based on this, the invention aims to provide a hybrid power driving system, a control method and a vehicle, so as to solve the technical problem that the improvement of the fuel economy of the vehicle by the hybrid power driving system in the prior art is limited.
According to the embodiment of the invention, the hybrid power driving system comprises an engine, a differential assembly, 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 input shaft and the power output shaft, and a synchronizer arranged on the power output shaft and used for realizing gear synchronization, a first main reducing driving gear is arranged on the power output shaft, a first main reducing driven gear is arranged on the differential assembly, the first main reducing driving gear is coupled with the first main reducing driven gear, a first motor gear is arranged on a driving shaft of the first motor, a second motor gear is arranged on a driving shaft of the second motor, the first motor gear is coupled with one of the gear pairs, and the second motor gear is coupled with the first driving reduction driven gear through a gear transmission assembly.
The embodiment of the invention also provides a control method of the hybrid power driving system, which is used for controlling the hybrid power driving system, and the control method comprises the following steps:
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 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.
An embodiment of the present invention further provides a vehicle, including: the hybrid drive system described above; and
and the controller is connected with the synchronizer of the hybrid power driving system and is used for acquiring the state parameters of the vehicle and correspondingly controlling the 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.
Compared with the prior art: the synchronizer is arranged at a specific position to realize mode switching by utilizing the synchronizer, so that the system structure is simplified, and the total length of the transmission is shortened; in addition, a double-motor structure is introduced, so that the collocation of driving modes is more diversified, the working mode of the system can be further refined, the fuel economy of the vehicle is further improved, the two motors can drive and generate electricity, and the energy recovery efficiency is improved.
Drawings
Fig. 1 is a schematic structural view of a hybrid drive system in a first embodiment of the invention;
FIG. 2 is a schematic diagram of system energy transfer in a park mode according to an embodiment of the present invention;
FIG. 3 is a schematic diagram of system energy transfer in a parked cold start internal combustion engine mode provided by an embodiment of the present invention;
FIG. 4 is a schematic diagram of system energy transfer in a parking charging mode according to an embodiment of the present invention;
FIG. 5 is a schematic diagram of system energy transfer in a pure reverse drive mode according to an embodiment of the present invention;
FIG. 6 is a schematic diagram of system energy transfer in a pure electric series driving mode according to an embodiment of the present invention;
FIG. 7 is a schematic diagram of system energy transfer in a first motor pure electric drive mode according to an embodiment of the present invention;
FIG. 8 is a schematic diagram of energy transfer of the system in an energy recovery mode according to an embodiment of the present invention;
FIG. 9 is a schematic diagram of the system energy transmission in the first gear independent driving mode of the internal combustion engine according to the embodiment of the present invention;
FIG. 10 is a schematic diagram of system energy transmission in the first-gear driving and second-motor generating modes of the internal combustion engine according to the embodiment of the present invention;
FIG. 11 is a schematic diagram of system energy transmission in the first-gear + second-motor parallel driving mode of the internal combustion engine according to the embodiment of the present invention;
FIG. 12 is a schematic diagram of system energy transmission in the parallel driving mode of first gear + first electric machine + second electric machine of the internal combustion engine according to the embodiment of the present invention;
fig. 13 is a characteristic curve of a motor according to an embodiment of the present invention;
fig. 14 is a flowchart of a control method of a hybrid drive system in a second embodiment of the invention;
fig. 15 is a block diagram of a vehicle in a third embodiment of the invention.
Description of the main element symbols:
Figure BDA0002513950520000031
Figure BDA0002513950520000041
the following detailed description will further illustrate the invention in conjunction with the above-described figures.
Detailed Description
To facilitate an understanding of the invention, the invention will now be described more fully with reference to the accompanying drawings. Several embodiments of the invention are presented in the drawings. This invention may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete.
It will be understood that when an element is referred to as being "secured 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 the like as used herein are for illustrative purposes only.
Unless defined otherwise, 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 terminology used in the description of the invention herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. As used herein, the term "and/or" includes any and all combinations of one or more of the associated listed items.
Example one
Referring to fig. 1, a hybrid power driving system according to a first embodiment of the present invention is shown, including an engine 230, a differential assembly 120, a first motor 210, a second motor 220, a transmission mechanism and a battery 260 connected to the first motor 210 and the second motor 220, where the transmission mechanism includes a power output shaft 107, a power input shaft 101 connected to the engine 230, multiple sets of gear pairs coupled between the power input shaft 101 and the power output shaft 107, and a synchronizer disposed on the power output shaft 107 for implementing gear synchronization, the first motor 210 is coupled to one of the gear pairs, and the second motor 220 and the power output shaft 107 are coupled to the differential assembly 120 respectively.
Specifically, a first main reduction driving gear 115 is arranged on the power output shaft 107, a first main reduction driven gear 116 is arranged on the differential assembly 120, the first main reduction driving gear 115 is coupled with the first main reduction driven gear 116, so that the power output shaft 107 is coupled with the differential assembly 120, wherein the differential assembly 120 is further connected with front wheels and/or rear wheels (not shown) of the vehicle, the vehicle is in a front-drive type when the front wheels are connected, the vehicle is in a rear-drive type when the rear wheels are connected, and the vehicle is in a four-drive type when the front wheels and the rear wheels are connected, so that the power output shaft 107 can output power to the wheels to drive the vehicle to run.
As shown in fig. 1, in the present embodiment, a second motor gear 221 is disposed on a driving shaft 222 of the second motor 220, and the second motor gear 221 is coupled with the first driving/driven gear 116 through a gear transmission assembly. Specifically, in the present embodiment, the gear transmission assembly includes a second motor output shaft 118, and a second driving/reducing gear 117 and a second driving/reducing gear 119 which are disposed on the second motor output shaft 118, the second driving/reducing gear 117 is coupled with the first driving/reducing gear 116, and the second motor gear 221 is coupled with the second driving/reducing gear 119, so that the second motor 220 can output power to the wheels alone to drive the vehicle with pure electric drive.
By way of example and not limitation, in the present embodiment, the multiple gear pairs include a first gear pair, a second gear pair, a third gear pair and a fourth gear pair, that is, the hybrid drive system in the present embodiment has four natural gears. Wherein the fourth gear pair, the second gear pair, the first gear pair and the third gear are sequentially arranged in a direction away from the engine 230. As shown in fig. 1, specifically, the first-gear pair includes a first-gear input gear 105 disposed on the power input shaft 101, and a first-gear output gear 110 disposed on the power output shaft 107, the first-gear input gear 105 being in meshing connection with the first-gear output gear 110; the second gear pair comprises a second gear input gear 104 arranged on the power input shaft 101 and a second gear output gear 111 arranged on the power output shaft 107, and the second gear input gear 104 is in meshed connection with the second gear output gear 111; the third gear pair comprises a third gear input gear 106 arranged on the power input shaft 101 and a third gear output gear 108 arranged on the power output shaft 107, and the third gear input gear 106 is in meshed connection with the third gear output gear 108; the fourth gear pair includes a fourth gear input gear 102 disposed on the power input shaft 101 and a fourth gear output gear 113 disposed on the power output shaft 107, and the fourth gear input gear 102 is in meshed connection with the fourth gear output gear 113. The present embodiment is intended to describe the hybrid drive system in detail with reference to specific examples, but the invention is not limited thereto, and in other embodiments, the hybrid drive system may further include more or less than four natural gears, for example, three sets of gear pairs may be provided, so that the hybrid drive system has three natural gears. To reduce the transmission of vibrations between engine 230 and the transmission, power input shaft 101 is connected to the output shaft of engine 230 through damper 270. The power output shaft 107 is further provided with a parking gear 114, and the parking gear 114 is located between the first main reduction driving gear 115 and the fourth gear output gear 113.
As shown in fig. 1, a first motor gear 212 is disposed on a driving shaft 211 of the first motor 210, and the first motor gear 212 is coupled to the fourth gear pair, more specifically, in the present embodiment, the first motor gear 212 is coupled to the fourth gear input gear 102 through the idler assembly 103. In this embodiment, the first motor 210 is an alternative motor, and when the second motor 220 fails, the first motor 210 is only driven in a pure electric mode, and at this time, the first motor 210 drives the power output shaft 107 to rotate through the fourth gear pair, so that the pure electric vehicle runs.
To effect the shift between the four gears, the synchronizers respectively include the 1/3-gear synchronizer 109 between the first-gear and third-gear pairs and the 2/4-gear synchronizer 112 between the second-gear and fourth-gear pairs. The 1/3 gear synchronizer 109 is used for meshing with the first gear output gear 110 or the third gear output gear 108 for realizing 1/3 gear synchronization, and the 2/4 gear synchronizer 112 is used for meshing with the second gear output gear 111 or the fourth gear output gear 113 for realizing 2/4 gear synchronization. In particular implementations, the 1/3 gear synchronizer 109 and the 2/4 gear synchronizer 112 may each be a dog synchronizer.
By way of example and not limitation, in the present 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, the second motor 220 is connected to the second inverter 250 through the third wire harness 252, the second inverter 250 is connected to the battery 260 through the fourth wire harness 251, and the fifth wire harness 242 is connected between the first inverter 240 and the second inverter 250. For the sake of line safety, each wire harness is preferably a high-voltage wire harness, and the line is guaranteed to have high voltage resistance. It should be noted that, in the present embodiment, a proportioning manner that two motors share one battery 260 is adopted, the battery 260 can supply power to the two motors to realize electric driving, and the two motors can also charge the battery 260 to realize energy recovery. However, the proportioning mode of the battery 260 is not limited to this, and in other embodiments, two motors may be respectively configured with one battery 260, or a plurality of battery cells in the battery 260 may be divided into two parts, one part is separately connected with the first motor 210, and the other part is separately connected with the second motor 220, so as to implement separate power supply and separate charging. The specific power generation process is as follows: when the first motor 210 generates power, the alternating current generated by the first motor 210 is transmitted to the first inverter 240 through the first wire harness 243, converted into direct current through the first inverter 240, and transmitted to the battery 260 through the second wire harness 241; when the second motor 220 generates power, alternating current generated by the second motor 220 is transmitted to the second inverter 250 through the third wire harness 252, converted into direct current through the second inverter 250, and transmitted to the battery 260 through the fourth wire 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 supply power to the second motor 220; the same is true for the second electric machine 220 when it is generating electricity.
By way of example and not limitation, in this embodiment, the engine 230 may be an internal combustion engine, and when the internal combustion engine is unloaded, the fuel efficiency of the internal combustion engine increases with increasing vehicle speed in a certain rotation speed range, and after a certain rotation speed is exceeded, the fuel efficiency is lower, and the efficiency decreases with increasing rotation speed. When the vehicle speed changes, gears need to be changed to keep the internal combustion engine in an efficient range. Referring to fig. 13, a specific effect graph of the motor is shown, and it can be seen from the graph that the motor is in a constant torque region within a certain rotation speed range, the torque in the region is larger, and as the speed is reduced, the torque is reduced less, and the power is gradually increased; after the rotating speed is exceeded, the torque is obviously reduced along with the increase of the rotating speed, the power is also gradually reduced, when the vehicle speed is lower, the rotating speed of the motor is lower, the torque is larger, powerful power can be provided for the vehicle, and the response time is short; the climbing gradient and hundred-kilometer acceleration performance are important parameters for evaluating the vehicle performance, and compared with pure internal combustion engine driving, the pure electric driving has short response time and large torque at low speed, and provides important guarantee for meeting the vehicle climbing gradient, hundred-kilometer acceleration and other performances.
Based on the above structure, the hybrid drive system in this embodiment has multiple operating modes, which specifically includes 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 charge mode, a parking cold start internal combustion engine mode, and a power generation mode during traveling. The above-mentioned operation modes are mainly realized by combining or separating the 1/3 gear synchronizer 109 and/or the 2/4 gear synchronizer 112. Specifically, referring to table 1 below, the combination/separation state of the 1/3-speed synchronizer 109 and the 2/4-speed synchronizer 112 and the states of the engine 230 and the two motors of the hybrid drive system of the present embodiment in various operating modes (i.e., modes) are shown:
table 1:
Figure BDA0002513950520000071
Figure BDA0002513950520000081
mode 1, parking when parking is required, the internal combustion engine is turned off, the first and second electric machines 210 and 220 are in a free state, the 1/3-stage synchronizers 109 and 2/4-stage synchronizers 112 are in a neutral position, and the parking gear 114 is in a P-stage.
Mode 2, cold start of internal combustion engine when parking, when the internal combustion engine needs to be started in parking state, the first motor 210 is in driving state, the second motor 220 is in free state, the 1/3 gear synchronizer 109 and the 2/4 gear synchronizer 112 are in neutral position, the internal combustion engine is started from off state, the parking gear 114 is in neutral position; cold starting the engine with the first electric machine 210 when parking does not create comfort issues; because the original starter of the internal combustion engine is reduced, the number of the constituent elements of the vehicle is reduced.
Mode 3, parking charging mode when the vehicle is in a parking state and the battery power is insufficient, the vehicle can be selected to be parked and charged, at this time, the internal combustion engine is in a driving state, the second motor 220 is in a free state, the first motor 210 is in a power generation state, the 1/3 gear synchronizer 109 is in a neutral position, the 2/4 gear synchronizer 112 is in a neutral position, and the parking gear 114 is in a neutral position; during power generation, the alternating current generated by the first motor 210 is converted into direct current by the first inverter 240 and then transmitted to the battery to be stored in the battery; the internal combustion engine is in an economic speed interval, fuel economy and noise are considered, and when the charge amount reaches a certain ratio, other modes are switched according to needs.
Mode 4, pure reverse, when the vehicle needs to be reversed, the internal combustion engine is in a closed state, the first motor 210 is in a free state, the second motor 220 reversely rotates to drive the vehicle to reverse, the 1/3 gear synchronizers 109 and 2/4 gear synchronizers 112 are in a neutral position, and the parking gear 114 is in the neutral position. The pure electric reverse gear is adopted, so that the mechanical reverse gear can be removed, and the mechanism is simpler and more compact.
The mode 5 is pure reverse series connection, when the vehicle needs to back up for a long time and the battery cannot provide enough electric quantity, pure reverse series connection driving can be selected, at the moment, the internal combustion engine is switched to a driving state from an off state, the first motor 210 is switched to a power generation state from a free state, the second motor 220 is still driven in a reverse rotation mode, the 1/3-gear synchronizers 109 and the 2/4-gear synchronizers 112 are in a neutral position, the parking gear 114 is in the neutral position, alternating current generated by the first motor 210 is not transmitted to the battery 260, but is directly used for the second motor 220 through the fifth wire harness 242 and the third wire harness 252, and waste of energy is avoided.
And in the mode 6, the second motor is purely electrically driven, when the vehicle speed is low, if the internal combustion engine is used for driving, the fuel economy of the internal combustion engine is poor, and the system efficiency can be kept at a high level by covering the low vehicle speed mode with the purely electrically driven engine. When the second motor is purely electrically driven, the second motor 220 is in a driving state, the first motor 210 is in a free state, the internal combustion engine is turned off, the 1/3-gear synchronizers 109 and 2/4-gear synchronizers 112 are in a neutral position, and the parking gear 114 is in a neutral position; when the electric quantity is insufficient, the series driving mode can be switched to.
Mode 7, pure electric drive of a first motor, wherein in work, the first motor 210 is in a drive state, the second motor 220 is in a free state, the internal combustion engine is off, the 1/3 gear synchronizer 109 is in a first gear position, the 2/4 gear synchronizer 112 is in a neutral position, the parking gear 114 is in a neutral position, the pure electric drive mode of the first motor is a pure electric drive alternative mode, when the second motor 220 fails, the pure electric drive of the first motor 210 is carried out, namely when the second motor 220 fails, the first motor 210 is driven in an emergency mode, the first motor 210 drags the engine 230 and the vehicle, and the engine 230 is started under a certain condition;
in the mode 8 and the series driving, when the battery power is insufficient and the pure electric driving mode has the highest system efficiency, the series driving is selected, and when the hybrid electric vehicle works, the internal combustion engine is in a driving state, the first motor 210 is in a power generation state, the 1/3 gear synchronizer 109 and the 2/4 gear synchronizer 112 are in a neutral position, the parking gear 114 is in a neutral position, and the second motor 220 is in a driving state; the alternating current generated by the first motor 210 is directly transmitted to the second motor 220 for use without passing through the battery 260, so that the second motor 220 drives the vehicle to run, and the loss in the energy conversion and transmission process is reduced; the series drive mode can operate for a long period of time and place the engine 230 in a high efficiency zone for a long period of time.
Mode 9 and energy recovery, wherein the second motor 220 is fixedly connected with wheels, the energy recovery mode can be quickly switched to any mode without gear engaging operation, and when the energy recovery device works, the internal combustion engine is in a free state, the first motor 210 is in a free state, the 1/3 gear synchronizer 109 and the 2/4 gear synchronizer 112 are in a neutral position, the parking gear 114 is in a neutral position, and the second motor 220 is in a power generation state; during power generation, the ac power generated by the second motor 220 is converted into dc power by the second inverter 250 and then transmitted to the battery 260 to be stored in the battery 260.
In the mode 10, the internal combustion engine is independently driven in the first gear, wherein the efficiency of the engine is different under different torques and rotating speeds, and the system selects the independent driving gear of the internal combustion engine according to the efficiency. When the internal combustion engine is driven independently in the first gear, the internal combustion engine is in a driving state, the first motor 210 and the second motor 220 are in a free state, the 1/3 gear synchronizer 109 is in the first gear position, the 2/4 gear synchronizer 112 is in the neutral position, and the parking gear 114 is in the neutral position; the internal-combustion engine is in the higher interval of oil consumption efficiency during intermediate speed, compares pure electric drive gear this moment, and internal-combustion engine gear independent drive can make system efficiency keep higher level.
Mode 11, engine second gear independent drive, when the system selects engine second gear independent drive, the engine is in a driving state, the first motor 210 and the second motor 220 are in a free state, the 1/3 gear synchronizer 109 is in a neutral position, the 2/4 gear synchronizer 112 is in a second gear position, and the parking gear 114 is in a neutral position.
And the mode 12 is the three-gear independent driving of the internal combustion engine, when the system selects the three-gear independent driving of the internal combustion engine, the internal combustion engine is in a driving state, the first electric machine 210 and the second electric machine 220 are in a free state, the 1/3 gear synchronizer 109 is in a third gear position, the 2/4 gear synchronizer 112 is in a neutral position, and the parking gear 114 is in the neutral position.
And the mode 13 is the four-gear independent driving of the internal combustion engine, when the system selects the four-gear independent driving of the internal combustion engine, the internal combustion engine is in a driving state, the first electric machine 210 and the second electric machine 220 are in a free state, the 1/3 gear synchronizer 109 is in a neutral position, the 2/4 gear synchronizer 112 is in a four-gear position, and the parking gear 114 is in a neutral position.
Mode 14, first gear drive of the internal combustion engine + power generation of the second motor: when the internal combustion engine is driven at first gear and the battery is insufficient, the torque required by the system is not large, the internal combustion engine is increased to a high-efficiency region, electric energy can be supplemented when the vehicle is driven, power generation during running is achieved, the internal combustion engine independently drives the vehicle to run, and the second motor 220 generates power during running of the vehicle. When the engine first gear driving + the second motor 220 is selected, the engine is in a driving state, the first motor 210 is in a free state, the second motor 220 is in a power generation state, the 1/3-gear synchronizer 109 is in a first gear position, the 2/4-gear synchronizer 112 is in a neutral position, and the parking gear 114 is in a neutral position.
Mode 15, internal combustion engine second gear drive + second electric machine power generation: when the internal combustion engine is driven in the second gear and the second electric machine 220 generates electricity, the internal combustion engine is in a driving state, the first electric machine 210 is in a free state, the second electric machine 220 is in an electricity generating state, the 1/3-gear synchronizer 109 is in a neutral position, the 2/4-gear synchronizer 112 is in the second gear position, and the parking gear 114 is in the neutral position.
Mode 16, internal combustion engine third gear drive + second electric machine power generation: when the third gear driving of the internal combustion engine is selected and the second electric machine 220 generates electricity, the internal combustion engine is in a driving state, the first electric machine 210 is in a free state, the second electric machine 220 is in an electricity generating state, the 1/3-gear synchronizer 109 is in a third gear position, the 2/4-gear synchronizer 112 is in a neutral position, and the parking gear 114 is in a neutral position.
Mode 17, internal combustion engine fourth gear drive + second motor generation: when the engine fourth gear driving + the second motor generation is selected, the engine is in a driving state, the first motor 210 is in a free state, the second motor 220 is in a power generation state, the 1/3-gear synchronizer 109 is in a neutral position, the 2/4-gear synchronizer 112 is in a fourth gear position, and the parking gear 114 is in a neutral position.
Mode 18, first gear of the internal combustion engine and parallel driving of the second motor: when the first gear of the internal combustion engine or the pure electric drive of the second electric motor 220 cannot meet the torque requirement, the first gear of the internal combustion engine and the second electric motor can be selected to be driven in parallel, at this time, the internal combustion engine is in a driving state, the first electric motor 210 is in a free state, the second electric motor 220 is in a driving state, the 1/3 gear synchronizer 109 is in a first gear position, the 2/4 gear synchronizer 112 is in a neutral position, and the parking gear 114 is in a neutral position.
Mode 19, internal combustion engine second gear + second electric machine parallel drive: when the torque demand cannot be met by the pure electric drive of the second gear of the internal combustion engine or the second electric motor 220, the second gear of the internal combustion engine and the second electric motor can be selected to be driven in parallel, at this time, the internal combustion engine is in a driving state, the first electric motor 210 is in a free state, the second electric motor 220 is in a driving state, the 1/3 gear synchronizer 109 is in a neutral position, the 2/4 gear synchronizer 112 is in a second gear position, and the parking gear 114 is in a neutral position.
Mode 20, internal combustion engine third gear + second motor parallel drive: when the internal combustion engine third gear or the second motor 220 pure electric drive cannot meet the torque requirement, the internal combustion engine third gear and the second motor can be selected to be driven in parallel, at this time, the internal combustion engine is in a driving state, the first motor 210 is in a free state, the second motor 220 is in a driving state, the 1/3 gear synchronizer 109 is in a third gear position, the 2/4 gear synchronizer 112 is in a neutral position, and the parking gear 114 is in the neutral position.
Mode 21, internal combustion engine fourth gear + second electric machine parallel drive: when the torque demand cannot be met by purely driving the internal combustion engine in the fourth gear or the second motor 220, the fourth gear and the second motor of the internal combustion engine can be selected to be driven in parallel, at this time, the internal combustion engine is in a driving state, the first motor 210 is in a free state, the second motor 220 is in a driving state, the 1/3-gear synchronizer 109 is in a neutral position, the 2/4-gear synchronizer 112 is in a fourth gear position, and the parking gear 114 is in a neutral position.
In the mode 22, the first gear of the internal combustion engine, the first motor and the second motor are driven in parallel: when the system is in a limit mode, the internal combustion engine gear and one motor are driven in parallel, the torque requirement of the system cannot be met, the battery 260 can provide enough power and electricity, the internal combustion engine gear and the two motors can be used for driving simultaneously, when the system selects the first internal combustion engine gear, the first motor and the second motor to be driven in parallel, the internal combustion engine is in a driving state, the first motor 210, the second motor 220 is in a driving state, the 1/3 gear synchronizer 109 is in a first gear position, the 2/4 gear synchronizer 112 is in a neutral position, and the parking gear 114 is in a neutral position.
Mode 23, internal combustion engine second gear + first electric machine + second electric machine parallel drive: when the system selects the second gear of the internal combustion engine + the first motor + the second motor to be driven in parallel, the internal combustion engine is in a driving state, the first motor 210, the second motor 220 are in a driving state, the 1/3 gear synchronizer 109 is in a neutral position, the 2/4 gear synchronizer 112 is in a second gear position, and the parking gear 114 is in a neutral position.
Mode 24, the internal combustion engine is driven in parallel by three gears, the first motor and the second motor: when the system selects the third gear of the internal combustion engine + the first motor + the second motor to be driven in parallel, the internal combustion engine is in a driving state, the first motor 210 and the second motor 220 are in a driving state, the 1/3 gear synchronizer 109 is in a third gear position, the 2/4 gear synchronizer 112 is in a neutral position, and the parking gear 114 is in a neutral position.
Mode 25, the internal combustion engine is driven in parallel by the fourth gear, the first motor and the second motor: when the system selects the four-gear + the first motor + the second motor to be driven in parallel, the internal combustion engine is in a driving state, the first motor 210 and the second motor 220 are in a driving state, the 1/3-gear synchronizer 109 is in a neutral position, the 2/4-gear synchronizer 112 is in a four-gear position, and the parking gear 114 is in a neutral position.
In summary, the hybrid driving system in the above embodiment of the invention has the following beneficial effects: (1) the synchronizer is arranged at a specific position to realize mode switching by utilizing the synchronizer, so that the system structure is simplified, and the total length of the transmission is shortened; (2) the fuel economy of the vehicle is effectively improved; (3) a dual-motor structure is introduced, so that the collocation of driving modes is more diversified, and the system has all functions required by improving the fuel economy, including the functions of motor independent driving under low load, internal combustion engine independent driving under high load, series driving when the battery is in power shortage, hybrid driving, braking energy recovery, parking charging, internal combustion engine starting during advancing, power generation during advancing and the like; (4) the scheme can be matched with HEV and PHEV models simultaneously, and has good expansibility. (5) The power performance is good, the condition allows, and two motors can export power simultaneously, when engine dynamic is not enough, can select different motors to carry out the helping hand according to the operating mode. In addition, the speed can be regulated by utilizing the motor, and the gear shifting impact is reduced. (6) The two motors can drive and generate electricity, and the energy recovery efficiency is improved.
Example two
Referring to fig. 14, a control method of a hybrid drive system according to a second embodiment of the present invention is shown, which can be used to control the hybrid drive system according to the first embodiment, and the control method specifically includes steps S01-S02.
In step S01, the state parameters of the vehicle are acquired.
Wherein the state parameters include one or more of a vehicle running speed, an engine torque, a battery level, a vehicle required torque, a motor driving efficiency, a battery temperature, and an engine driving efficiency.
And step S02, correspondingly controlling the connection or disconnection of the synchronizers of the hybrid power driving system according to the state parameters of the vehicle so as to control the hybrid power driving system to enter a corresponding working mode.
The working mode comprises one or more of a pure electric driving mode, a pure fuel driving mode, a hybrid driving mode, a braking energy recovery mode, a parking charging mode, a parking cold start internal combustion engine mode and a power generation mode during traveling. The specific switching control of these operation modes can be seen in detail in table 1 above.
By way of example and not limitation, in the concrete implementation, the step S02 may be implemented by using the following refinement steps, where the refinement steps specifically include:
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, wherein when the electric quantity of the battery is not in a saturated state and the temperature of the battery is lower than a temperature threshold value, the system can be judged to meet the braking energy recovery condition.
Further, in some alternative embodiments of the present invention, the control method of the hybrid drive system may further include:
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.
Specifically, in order to improve the fuel economy of the vehicle, the following measures are adopted:
under the working conditions of frequent start and stop and low vehicle speed, the vehicle is driven by pure electricity, so that the internal combustion engine is prevented from working in a high oil consumption area; when the pure electric drive can not meet the torque requirement, the internal combustion engine gear electric drive gear is used for parallel drive to meet the large torque requirement;
under the condition of medium speed, ① the system efficiency is highest by pure electric drive when the system efficiency is higher than that of the first gear drive of the internal combustion engine when the motor is driven, ② the system efficiency is highest by the independent drive of the internal combustion engine when the motor drive efficiency is lower than that of the independent drive of the first gear of the internal combustion engine, ③ the internal combustion engine can be selected to drive the gears in parallel by the gear drive of the internal combustion engine when stronger power output is needed.
When the road resistance is small and the internal combustion engine works in a low-torque state, the efficiency of the internal combustion engine is low, the internal combustion engine can be adjusted to a high-efficiency range by increasing the torque of the internal combustion engine, a part of the torque is distributed to the second motor to charge the battery, and the other part of the torque keeps the whole vehicle running, so that the comprehensive efficiency of the whole vehicle is improved.
Under the high-speed working condition, the efficiency of the internal combustion engine is higher, the four gears of the internal combustion engine independently drive the vehicle, the use of the motor is reduced, the efficiency loss in the conversion process of mechanical energy-electric energy-mechanical energy is avoided, and further the comprehensive efficiency is improved.
The double motors are arranged, all gears are directly connected with the second motors, braking energy recovery can be realized under all deceleration working conditions, no gear shifting action is generated in the recovery process, and the energy recovery efficiency is high.
In summary, in the control method of the hybrid drive system in the above embodiment of the present invention, the synchronizer is correspondingly controlled to be combined or separated according to the state parameter of the vehicle, so as to control the system to automatically enter the corresponding working mode, so that the state parameter of the vehicle is adapted to the working mode of the system, thereby improving the fuel economy of the vehicle; in addition, a double-motor structure is introduced, so that the collocation of driving modes is more diversified, the working mode of the system can be further refined, the fuel economy of the vehicle is further improved, the two motors can drive and generate electricity, and the energy recovery efficiency is improved.
EXAMPLE III
Referring to fig. 15, a vehicle according to a third embodiment of the present invention is shown, which includes a hybrid driving system 100 and a controller 200, where the hybrid driving system 100 may be a hybrid driving system according to any of the above embodiments, and the controller 200 is electrically connected to the 1/3 gear synchronizer 109 and/or the 2/4 gear synchronizer 112 of the hybrid driving system 100 in a wired or wireless communication manner, respectively, for obtaining a state parameter of the vehicle, and correspondingly controlling the 1/3 gear synchronizer 109 and/or the 2/4 gear synchronizer 112 to be combined or separated according to the state parameter of the vehicle, so as to control the hybrid driving system to enter a corresponding operating mode.
In specific implementation, the controller 200 may be a central controller (e.g., an ECU (Electronic control Unit), which is also called a vehicle computer) of the vehicle or a controller (e.g., an MCU (micro controller Unit)) separately equipped with the hybrid drive system, in addition, the controller 200 may also be configured with a memory, a computer program corresponding to the control method of the hybrid drive system may be stored in the memory, and when the controller 200 calls and executes the computer program, the control method of the hybrid drive system in the above embodiment is implemented.
It should be noted that, since the hybrid drive system 100 has the function of stopping the cold start engine, the vehicle in the embodiment may omit the starter (cold start engine function) at the rear end of the conventional engine, and the function of the vehicle may be performed by the first electric machine 210 and/or the second electric machine 220 in the present invention.
In summary, in the vehicle according to the above embodiment of the present invention, the synchronizer is correspondingly controlled to be combined or separated according to the state parameter of the vehicle, so as to control the system to automatically enter the corresponding working mode, so that the state parameter of the vehicle is adapted to the working mode of the system, thereby improving the fuel economy of the vehicle; in addition, a double-motor structure is introduced, so that the collocation of driving modes is more diversified, the working mode of the system can be further refined, the fuel economy of the vehicle is further improved, the two motors can drive and generate electricity, and the energy recovery efficiency is improved.
The above-mentioned embodiments only express several embodiments of the present invention, and the description thereof is more specific and detailed, but not construed as limiting the scope of the present invention. It should be noted that, for a person skilled in the art, several variations and modifications can be made without departing from the inventive concept, which falls within the scope of the present invention. Therefore, the protection scope of the present patent shall be subject to the appended claims.

Claims (10)

1. A hybrid power driving system is characterized by comprising an engine, a differential assembly, 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 input shaft and the power output shaft, and a synchronizer arranged on the power output shaft and used for realizing gear synchronization, a first main reducing driving gear is arranged on the power output shaft, a first main reducing driven gear is arranged on the differential assembly, the first main reducing driving gear is coupled with the first main reducing driven gear, a first motor gear is arranged on a driving shaft of the first motor, a second motor gear is arranged on a driving shaft of the second motor, the first motor gear is coupled with one of the gear pairs, and the second motor gear is coupled with the first driving reduction driven gear through a gear transmission assembly.
2. The hybrid drive system of claim 1, wherein said plurality of gear sets includes a first gear set, a second gear set, a third gear set and a fourth gear set, and said synchronizers include an 1/3 gear synchronizer between said first gear set and said third gear set and a 2/4 gear synchronizer between said second gear set and said fourth gear set.
3. The hybrid drive system according to claim 2, wherein the fourth-speed gear pair, the second-speed gear pair, the first-speed gear pair, and the third-speed gear are arranged in this order in a direction away from the engine.
4. The hybrid drive system of claim 2, wherein the first motor gear is coupled to the fourth gear pair via an idler assembly.
5. The hybrid drive system of claim 1, wherein the gear assembly comprises a second motor output shaft, and a second main reduction drive gear and a second main reduction driven gear disposed on the second motor output shaft, the second main reduction drive gear being coupled to the first main reduction driven gear, and the second motor gear being coupled to the second main reduction driven gear.
6. A control method of a hybrid drive system for controlling the hybrid drive system according to any one of claims 1 to 5, 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 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.
7. The control method of a hybrid drive system of claim 6, wherein the operating mode includes one or more of an electric-only drive mode, a fuel-only drive mode, a hybrid drive mode, a braking energy recovery mode, a parking charge mode, a parked cold start internal combustion engine mode, and a traveling power generation mode.
8. The control method of the hybrid drive system according to claim 7, wherein the step of controlling the synchronizer of the hybrid drive system to be engaged or disengaged in accordance with the state parameter of the vehicle to control the hybrid drive system to enter the corresponding operation mode includes:
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.
9. The control method of the hybrid drive system according to claim 6, 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.
10. A vehicle, characterized by comprising:
the hybrid drive system of any one of claims 1-5; and
and the controller is connected with the synchronizer of the hybrid power driving system and is used for acquiring the state parameters of the vehicle and correspondingly controlling the 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.
CN202010469902.5A 2020-05-28 2020-05-28 Hybrid power driving system, control method and vehicle Pending CN111469650A (en)

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