CN111469651A - 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
CN111469651A
CN111469651A CN202010469903.XA CN202010469903A CN111469651A CN 111469651 A CN111469651 A CN 111469651A CN 202010469903 A CN202010469903 A CN 202010469903A CN 111469651 A CN111469651 A CN 111469651A
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China
Prior art keywords
gear
motor
engine
mode
clutch
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CN202010469903.XA
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Chinese (zh)
Inventor
邹伟
施伟
田均
冯英连
张贻平
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Getrag Jiangxi Transmission Co Ltd
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Getrag Jiangxi Transmission Co Ltd
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Priority to CN202010469903.XA priority Critical patent/CN111469651A/en
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Pending legal-status Critical Current

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    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60KARRANGEMENT 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
    • B60K6/00Arrangement 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
    • B60K6/20Arrangement 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
    • B60K6/22Arrangement 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
    • B60K6/24Arrangement 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
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60KARRANGEMENT 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
    • B60K6/00Arrangement 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
    • B60K6/20Arrangement 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
    • B60K6/22Arrangement 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
    • B60K6/26Arrangement 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
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60KARRANGEMENT 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
    • B60K6/00Arrangement 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
    • B60K6/20Arrangement 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
    • B60K6/22Arrangement 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
    • B60K6/36Arrangement 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
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60KARRANGEMENT 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
    • B60K6/00Arrangement 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
    • B60K6/20Arrangement 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
    • B60K6/22Arrangement 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
    • B60K6/38Arrangement 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
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION 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
    • B60L7/00Electrodynamic brake systems for vehicles in general
    • B60L7/10Dynamic electric regenerative braking
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT 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
    • B60W20/00Control systems specially adapted for hybrid vehicles
    • B60W20/20Control strategies involving selection of hybrid configuration, e.g. selection between series or parallel configuration
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT 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
    • B60W20/00Control systems specially adapted for hybrid vehicles
    • B60W20/40Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • YGENERAL 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
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/62Hybrid vehicles
    • YGENERAL 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
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/80Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/92Energy 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 first motor, a second motor, a transmission mechanism and a battery connected with the motors, the transmission mechanism comprises a power output shaft, a double clutch connected with the engine, a plurality of groups of gear pairs coupled between the double clutch and the power output shaft and a synchronizer arranged on the power output shaft, one group of gear pairs is coupled with a first motor gear, the other group of gear pairs is coupled with a second motor gear through a second idler assembly, and the method comprises the following steps: acquiring state parameters of a vehicle; and controlling the connection or disconnection of the synchronizer and/or the double clutches according to the state parameters of the vehicle so as to control the system to enter the corresponding working mode. 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, shortens the total length of the transmission, and introduces a double-motor structure to enable the collocation of the driving modes to be more diversified.

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 control method of the hybrid power driving system in the embodiment of the invention, the hybrid power driving system comprises an engine, 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 double clutch connected with the engine, a plurality of sets of gear pairs coupled between the double clutch and the power output shaft, and a synchronizer arranged on the power output shaft for realizing gear synchronization, a motor shaft of the first motor is provided with a first motor gear, a motor shaft of the second motor is provided with a second motor gear, one set of the gear pairs is coupled with the first motor gear, the other set of the gear pairs is coupled with the second motor gear through a second idler assembly, 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 and/or the double clutches 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.
The embodiment of the invention also provides a hybrid power driving system, which comprises 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 double clutch connected with the engine, a plurality of groups of gear pairs coupled between the double clutch and the power output shaft, and a synchronizer arranged on the power output shaft and used for realizing gear synchronization, a first motor gear is arranged on a motor shaft of the first motor, a second motor gear is arranged on a motor shaft of the second motor, one group of the gear pairs is coupled with the first motor gear, and the other group of the gear pairs is coupled with the second motor gear through a second idler assembly.
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 and the double clutches of the hybrid power driving system and is used for acquiring the state parameters of the vehicle and correspondingly controlling the synchronizer and/or the double clutches 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 and/or the double clutches are correspondingly controlled to be combined or separated according to the state parameters of the vehicle, so that the system is controlled to automatically enter a corresponding working mode, the state parameters of the vehicle are matched with the working mode of the system, the fuel economy of the vehicle is improved, and the double clutches and the synchronizer are adopted to realize mode switching, 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 parking charging 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 in accordance with an embodiment of the present invention;
FIG. 4 is a schematic diagram of system energy transfer in a go-start engine mode in accordance with an embodiment of the present invention;
FIG. 5 is a schematic diagram of system energy transfer in an electric-drive first-gear pure electric drive mode according to an embodiment of the present invention;
FIG. 6 is a schematic diagram of system energy transfer in the electric drive second-gear and third-gear parallel driving mode according to the embodiment of the present invention;
FIG. 7 is a schematic diagram of the system energy transfer in the electric drive first-gear series drive mode in accordance with an embodiment of the present invention;
FIG. 8 is a schematic diagram of system energy transfer in a first gear energy recovery mode according to an embodiment of the present invention;
FIG. 9 is a schematic diagram of the system energy transfer in the first gear independent driving mode of the engine according to the embodiment of the invention;
FIG. 10 is a schematic diagram of the system power transfer in the engine first gear and electric drive first gear parallel driving mode according to the embodiment of the invention;
FIG. 11 is a schematic diagram of the system power transfer in the R range series drive mode of the engine according to the embodiment of the present invention;
FIG. 12 is a schematic diagram of system energy transfer in park P-range mode in accordance with an embodiment of the present invention;
FIG. 13 is a motor effect curve;
fig. 14 is a graph showing various parameter curves of the pure electric drive mode according to the embodiment of the present invention, in which a curve 1 is a maximum output torque of an electric drive first gear, a curve 2 is a maximum output torque of an electric drive second gear, a curve 3 is a maximum output torque of an electric drive third gear, a curve 4 is a maximum output torque of an electric drive second gear third gear co-drive, a curve 5 is an acceleration resistance curve 0, a curve 6 is an acceleration resistance curve, and a curve 7 is an acceleration resistance curve;
fig. 15 is a flowchart of a control method of a hybrid drive system in a second embodiment of the invention;
fig. 16 is a block diagram of a vehicle in a third embodiment of the invention.
Description of the main element symbols:
Figure BDA0002513950340000031
Figure BDA0002513950340000041
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 drive system according to a first embodiment of the present invention is shown, which includes an engine 230, 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, wherein the transmission mechanism includes a dual clutch connected to the engine 230, a power output shaft 116 coupled to the second motor 220, a plurality of gear pairs coupled between the dual clutch and the power output shaft 116, and a synchronizer disposed on the power output shaft 116 for implementing gear synchronization.
Specifically, the dual clutch includes a first clutch 101 and a second clutch 119, and in this embodiment, the multiple sets of gear pairs include a first gear pair, a second gear pair and a third gear pair, that is, the hybrid drive system in this embodiment has three natural gears, the first clutch 101 has one end connected to the output shaft of the engine 230 and the other end connected to the second gear pair, the second gear pair is specifically disposed at the end of the inner input shaft 105 of the dual clutch, the output shaft of the engine 230 is connected to the outer input shaft 120 of the dual clutch, the second clutch 109 has one end connected to the output shaft of the engine 230 and the other end connected to the first gear pair, and the third gear pair is disposed at the middle portion of the second clutch 119. The first-gear pair comprises a first-gear input gear 104 arranged on the double clutches and a first-gear output gear 112 arranged on the power output shaft 116, the second-gear pair comprises a second-gear input gear 106 arranged on the double clutches and a second-gear output gear 108 arranged on the power output shaft 116, and the third-gear pair comprises a third-gear input gear 102 arranged on the double clutches and a third-gear output gear 114 arranged on the power output shaft 116. 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 three natural gears, for example, six sets of gear pairs may be provided, so that the hybrid drive system has six natural gears. To reduce the transmission of vibrations between the engine 230 and the transmission, the dual clutch is connected to the output shaft of the engine 230 via a damper 270.
In addition, a motor shaft 211 of the first motor 210 is provided with a first motor gear 212, the third gear input gear 102 is coupled with the first motor gear 212 through a first idle gear assembly 103, a motor shaft 222 of the second motor 220 is provided with a second motor gear 221, and the second idle gear assembly comprises an idle gear shaft 111, a first idle gear 110 which is arranged at one end of the idle gear shaft 111 and coupled with the second gear output gear 108, and a second idle gear 115 which is arranged at the other end of the idle gear shaft 111 and coupled with the second motor gear 221. Meanwhile, an output shaft driving gear 117 is disposed at one end of the power output shaft 116, the output shaft driving gear 117 is coupled with the differential assembly 118 to connect front wheels and/or rear wheels (not shown) of the vehicle through the differential assembly 118, the vehicle is driven in a front mode when the front wheels are connected, the vehicle is driven in a rear mode when the rear wheels are connected, and the vehicle is driven in a four mode when the front wheels and the rear wheels are connected, so that power is output to the wheels to drive the vehicle to run. The other end of the power take-off shaft 116 is connected to the parking brake gear 109.
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 first inverter 240 is connected to the second inverter 250 through the fifth wire harness 242. 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.
To achieve synchronization between the three gear positions, the synchronizers include a 2 nd synchronizer 107 and an 1/3 th synchronizer 113 provided on the power output shaft 116, the 2 nd synchronizer 107 is provided between the second gear pair and the first gear pair for achieving 2 nd gear synchronization, and the 1/3 th synchronizer 113 is provided between the first gear pair and the third gear pair for achieving 1 st/3 rd gear synchronization.
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 structure, the hybrid power drive system in the embodiment has multiple working modes, specifically including a pure electric drive mode, a pure fuel drive mode, a hybrid drive mode, a braking energy recovery mode, a parking charging mode, an engine starting mode during traveling and a power generation mode during traveling. The pure electric drive mode, the pure fuel drive mode, the braking energy recovery mode and the hybrid drive mode all comprise a plurality of gear modes. Specifically, the pure electric drive mode comprises an electric drive first-gear pure electric drive, an electric drive second-gear and third-gear parallel drive, an electric drive third-gear pure electric drive, an electric drive first-gear series drive, an electric drive second-gear series drive, an electric drive third-gear series drive, a pure electric drive R gear and an electric drive R gear series drive. The pure fuel oil driving mode comprises engine first gear driving, engine second gear driving and engine third gear driving; the hybrid driving mode comprises engine first-gear and electric-drive first-gear parallel driving, engine second-gear and electric-drive second-gear parallel driving, and engine third-gear and electric-drive third-gear parallel driving.
The above-mentioned working modes are switched by the combination or separation of the synchronizer and/or the double clutch. Specifically, referring to table 1 below, the coupling/decoupling state of the synchronizer and the dual clutch, and the states of the engine and the two motors of the hybrid drive system of the present embodiment in various operating modes (i.e., operating conditions) are shown:
table 1:
Figure BDA0002513950340000071
Figure BDA0002513950340000081
Figure BDA0002513950340000091
for modes 1 and 2, parking charge mode: as shown in fig. 2, when the vehicle is in a parking state, the battery 260 is low in charge, and a first gear is pre-engaged, the vehicle can be selected to be parked and charged, at this time, the second clutch 119 is engaged, the first clutch 101 is disengaged, the 2-gear synchronizer 107 is in a neutral position, the 1/3-gear synchronizer 113 is in a first gear position, the engine 230 is driven, the second motor 220 is in a power generation state, and the first motor 210 is in a free state; when the pre-engagement is not performed, the engine 230 is driven, the first clutch 101 is engaged, the second clutch 119 is disengaged, the 2-gear synchronizers 107 and 1/3-gear synchronizers 113 are in the neutral position, the first motor 210 is in the power generation state, and the second motor 220 is in the free state; during power generation, alternating current generated by the first motor 210 is converted into direct current through the first inverter, and then transmitted to the battery 260 through the first motor 210 wiring harness and stored in the battery 260; the engine 230 is in an economical speed range where fuel economy and noise are taken into consideration, and when the charge amount reaches a certain ratio, other modes are switched as needed.
Cold start engine at stop for modes 3 and 4: as shown in fig. 3, when the vehicle is stopped and the engine 230 needs to be started, and the first gear is pre-engaged, the second electric machine 220 is in a driving state, the second clutch 119 is gradually and closely engaged by disengagement, the engine 230 is started, the 2-gear synchronizer 107 is disengaged, the 1/3-gear synchronizer 113 is in a neutral position, and the first electric machine 210 is in a free state; when not pre-engaged, the first electric machine 210 is in a drive state, the first clutch 101 is engaged, the second clutch 119 is disengaged, the 1/3-gear synchronizer 113, the 2-gear synchronizer 107 are in neutral, and the second electric machine 220 is in a free state; the first electric machine 210 cold starts the engine 230 when parking does not create comfort issues; since the starter of the original engine 230 is reduced, the constituent elements of the vehicle are reduced. When the synchronizer is in a neutral gear state, the internal combustion engine can be stopped and cold started by combining the corresponding clutch of the motor. If the 1/3 gear synchronizer is pre-engaged, the internal combustion engine can be cold started only by the second motor.
Starting the engine between runs for modes 5 and 6: when the engine 230 needs to be started while the first gear or the third gear is being electrically driven and purely electrically driven, the states of the rest parts are kept unchanged, the first clutch 101 is engaged, and the engine 230 is started; when the electric drive is in the second gear pure electric drive, the states of the rest components are kept unchanged, the second clutch 119 is engaged, and the engine 230 is started. Starting the engine 230 during travel does not require changing the synchronizer state, does not create a shudder problem, and mode switching can be accomplished without stopping the vehicle, and does not have power interruption.
For modes 7-9, electric drive first gear/second gear/third gear pure electric drive: as shown in fig. 5, if the engine 230 is used for driving when the vehicle speed is low, the fuel economy of the engine 230 is poor, and the system efficiency can be maintained at a high level by using the electric drive to cover the low vehicle speed mode. When using the electric drive first/third gear drive, the first electric machine 210 is in a drive state, the engine 230 is off, the first clutch 101, the second clutch 119 are disengaged, the 2-gear synchronizer 107 is in a neutral position, the 1/3-gear synchronizer 113 is in a first/third gear position, and the second electric machine 220 is in a free state; when using the electric drive second gear drive, the engine 230 is off, the first electric machine 210 is in a free state, the first clutch 101, the second clutch 119 are in a disengaged state, the 2 nd synchronizer 107 is in the second gear position, and the 1/3 th synchronizer 113 is in the neutral position; when the electric quantity is insufficient, the range extending mode can be switched.
For mode 10, electric drive second gear, third gear parallel drive: as shown in fig. 6, when the electric drive second gear pure electric drive or the electric drive third gear pure electric drive has insufficient torque and sufficient electric quantity, the electric drive second gear is started, at which time, the engine 230 is turned off, the first clutch 101 and the second clutch 119 are disengaged, the 2-gear synchronizer 107 is in the second gear position, the 1/3-gear synchronizer 113 is in the third gear position, and the first electric machine 210 and the second electric machine 220 are in the driving state. In this mode, the engine 230 does not need to be started, and frequent starting of the engine 230 can be effectively avoided.
For modes 11-13, electric drive first/second/third series drive: as shown in fig. 7, when the electric drive is insufficient in the electric first/second/third pure electric drive state, the electric drive first/second/third series drive can utilize the engine 230 to drive the first motor 210 to generate electricity, and utilize the electricity generated by the first/second motor 220 to drive the second/first motor 210 to work, when the system is in the electric drive first/third series drive, the engine 230 is driven, the first clutch 101 is engaged, the second clutch 119 is disengaged, the first motor 210 generates electricity, the 2-gear synchronizer 107 is in the neutral position, the 1/3-gear synchronizer 113 is in the first/third position, and the second motor 220 is driven; when the system is in electric drive second gear series drive, the engine 230 is on, the second clutch 119 is engaged, the first clutch 101 is disengaged, the 2-gear synchronizer 107 is in the second gear position, the 1/3-gear synchronizer 113 is in the neutral position, and the first electric machine 210 is in a free state; the alternating current generated by the motor is directly transmitted to another motor without passing through the inverter and the battery 260, so that the driving motor drives the vehicle to run, and the loss in the energy conversion and transmission process is reduced; the series mode can operate for a long period of time and the engine 230 can be in a high efficiency zone for a long period of time.
For modes 14-16, first gear/second gear/third gear energy recovery: when the system braking energy recovery condition is met, the vehicle enters a braking energy recovery mode, and due to the fact that the two motors are arranged, extra gear shifting operation is not needed under any gear. As shown in fig. 8, when the system is in first/third gear pure electric or the engine 230 is driven independently, the engine 230 is turned off, the first clutch 101 and the second clutch 119 are in a separated state, the 2 nd synchronizer 107 is in a free state, the 1/3 nd synchronizer 113 keeps the first/third gear position unchanged, and the first motor 210 generates electricity; when the system is in a second-gear pure electric state or the engine 230 is driven independently, the system is switched to the second-gear energy recovery state, the engine 230 is turned off, the first clutch 101 and the second clutch 119 are in a separation state, the 2-gear synchronizer 107 is in the second-gear position, the 1/3-gear synchronizer 113 is in the neutral position, the second motor 220 generates electricity, and the first motor 210 is in a free state. Because the vehicle has inertia, the generator converts mechanical energy into electrical energy and then into chemical energy, and during power generation, alternating current generated by the second motor 220 is converted into direct current through the second inverter, and then is transmitted to the battery 260 through the second motor 220 wiring harness and stored in the battery 260.
For modes 17-19, engine first/second/third drive: as shown in fig. 9, when the vehicle is running at a medium speed, the engine first/second gears can be used for independent driving as needed. When the system is in engine first gear independent driving, the engine 230 is in a driving state, the first clutch 101 is engaged, the second clutch 119 is disengaged, the first motor 210 and the second motor 220 are in a free state, the 2-gear clutch is in a neutral position, and the 1/3-gear synchronizer 113 is in a first gear position; when the system is in the second engine gear independent driving, the engine 230 is in a driving state, the second clutch 119 is engaged, the first clutch 101 is disengaged, the first motor 210 and the second motor 220 are in a free state, the 2-gear synchronizer 107 is in the second gear position, and the 1/3-gear synchronizer 113 is in the neutral position; when the vehicle is running at high speed, the system can select the engine to be driven independently in third gear, wherein the engine 230 is in a neutral position, the first clutch 101 is engaged, the second clutch 119 is disengaged, the first motor 210 and the second motor 220 are in a free state, the 2-gear clutch is in a neutral position, and the 1/3-gear synchronizer 113 is in a third gear position. The engine 230 is suitable for long-time high-speed running of the vehicle, a link of energy conversion from mechanical energy to electric energy to mechanical energy is omitted, energy consumption of the energy conversion link is eliminated, and heating temperature rise of electric elements is reduced; when the vehicle runs at a medium or high speed, the fuel consumption efficiency of the engine 230 is in a high-efficiency interval, and the system efficiency is high.
For modes 10-22, engine first/second/third electric drive first/second/third parallel drive: as shown in fig. 10, when the first-gear/second-gear/third-gear electric drive or the pure electric drive of the engine cannot meet the driving power requirement of the whole vehicle, the first-gear/second-gear/third-gear electric drive may be selected to be driven in parallel. When the system selects the first gear/third gear of the engine, the first motor 210 is in a driving state, the engine 230 is in a driving state, the first clutch 101 is engaged, the second clutch 119 is disengaged, the 2-gear synchronizer 107 is in a neutral position, the 1/3-gear synchronizer 113 is in a first gear/third gear position, the second motor 220 is in a free state, and the engine 230 and the first motor 210 are driven simultaneously to increase the total output torque, so that the requirements of climbing, power performance and the like can be better met. When the system selects engine second gear, the engine 230 is in drive, the second electric machine 220 is in drive, the first electric machine 210 is in free state, the 2 nd synchronizer 107 is in second gear position, and the 1/3 th synchronizer 113 is in neutral position.
For modes 23 and 24, pure electric drive R range/electric drive R range series drive: as shown in fig. 11, when the vehicle needs to be reversed, the engine 230 is in the off state, the first clutch 101 and the second clutch 119 are in the disengaged state, the first motor 210 is in the driving state, the second motor 220 is in the free state, the 1/3-speed synchronizer 113 is in the first-speed position, the 2-speed synchronizer 107 is in the neutral position, and the first motor 210 drives the vehicle in reverse. Due to the electrically driven R gear, the mechanical reverse gear can be removed, and the mechanism is simpler and more compact. When the vehicle needs to be backed for a long time or in other situations, and the battery 260 cannot provide enough electric quantity, the electric drive R gear is selected to be connected in series, at this time, the engine 230 is switched to a driving state from being closed, the clutch and the synchronizer are kept unchanged, 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, alternating current generated by the first motor 210 is not transmitted to the first inverter and the battery 260, and is directly used for the second motor 220, so that energy waste is avoided.
For mode 25, park P: as shown in fig. 12, when the vehicle is parked for a long time, the parking P range is selected, the engine 230 is turned off, the clutch is disengaged, the first motor 210 and the second motor 220 are in the free state, and the 1/3-range synchronizer 113 and the 2-range synchronizer 107 are in the neutral position. The parking mechanism can be realized by the cooperation of hydraulic power and a mechanical structure or the cooperation of motor drive and a mechanical structure.
Referring to fig. 14, a graph of various parameters of the pure electric driving mode is shown, and it can be seen from the graph that in order to make the vehicle have a strong power under various vehicle speed conditions, in the electric driving mode, the low speed condition (0-40km/h) can be driven by the electric driving first gear, the medium speed condition (40-70km/h) can be driven by the electric driving second gear, and the high speed condition (above 70km/h) can be driven by the electric driving third gear. In the power mode, if the electric quantity of the system is enough, the speed of the system is more than 30km/h, the system can be switched into electrically-driven second gear and third gear combined drive, the double motors simultaneously output the maximum power, the system outputs the maximum kinetic energy, and the system can still maintain strong power in a medium-high speed range.
In summary, in the hybrid power driving system in the above embodiment of the present invention, the dual clutch and the synchronizer are adopted to realize the mode switching, so that the vehicle can work in multiple working modes, and the fuel economy of the vehicle is improved; 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, and all modes required by improving the fuel economy are provided, so that the fuel economy of the vehicle is further improved, meanwhile, the two motors can drive and generate electricity, the energy recovery efficiency is improved, the system has three natural gears, the motor overspeed can be avoided, the motor power is reduced, and the system efficiency is improved.
Example two
Referring to fig. 15, a control method of a hybrid drive system according to a second embodiment of the present invention is shown, which can be used for controlling 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 the disconnection of the synchronizer and/or the double clutches 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 running engine starting mode and a running power generation mode. The hybrid driving system comprises a pure electric driving mode, a pure fuel driving mode, a braking energy recovery mode and a hybrid driving mode, wherein the pure electric driving mode, the pure fuel driving mode, the braking energy recovery mode and the hybrid driving mode all comprise a plurality of gear modes, specifically, the pure electric driving mode comprises a pure electric series driving mode and a pure electric parallel driving mode, and the hybrid driving mode comprises an oil electric parallel driving mode. Further, the pure electric driving mode comprises electric driving first gear pure electric driving, electric driving second gear and third gear parallel driving, electric driving third gear pure electric driving, electric driving first gear series driving, electric driving second gear series driving, electric driving third gear series driving, pure electric driving R gear and electric driving R gear series driving. The pure fuel oil driving mode comprises engine first gear driving, engine second gear driving and engine third gear driving; the braking energy recovery mode comprises first-gear energy recovery, second-gear energy recovery and third-gear energy recovery, the hybrid driving mode comprises parallel driving of first gear of the engine and first gear of the electric drive, parallel driving of second gear of the engine and second gear of the electric drive and parallel driving of third gear of the engine and third gear of the electric drive, and specific switching control of the working modes can be seen in detail in the table 1.
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, the hybrid power driving system can be controlled 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, the hybrid power driving system can be controlled 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, the hybrid power driving system can be controlled 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, the hybrid power driving system can be controlled to enter a parking charging mode;
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;
when the driving torque of the motor is lower than the torque required by the vehicle in the pure electric driving mode (when the pure electric driving can not meet the torque requirement), the hybrid power driving system can be controlled to enter an engine starting mode in the process of advancing.
Specifically, under the working condition of medium speed, ① when the motor is driven, the system efficiency is higher than that of the first-gear driving of the engine, the system comprehensive efficiency is highest through pure electric driving, ② when the motor driving efficiency is lower than that of the first-gear driving of the engine or the second-gear driving of the engine, the system comprehensive efficiency is highest through independent driving of the first-gear driving or the second-gear driving of the engine, ③ when stronger power output is needed, the first-gear driving of the engine and the electric driving can be selected, or the second-gear driving of the engine and the electric driving can be selected, or the three-gear driving of the engine can be selected.
Further, in some alternative embodiments of the present invention, the control method of the hybrid drive system may further include:
when the engine is in a pure fuel driving mode and the driving efficiency of the engine is lower than an efficiency threshold value, the torque of the engine is increased to a preset high-efficiency interval, and the hybrid power driving system can be controlled to enter a power generation mode during traveling. For example, in a pure fuel driving mode, if the road resistance is small, when the engine works in a low-torque state at the moment, the efficiency of the engine is low, the engine can be adjusted to a high-efficiency range by increasing the torque of the engine, a part of the torque is distributed to the motor to charge the motor, and the other part of the torque keeps the whole vehicle running, so that the comprehensive efficiency of the whole vehicle is improved.
Specifically, the step of controlling the hybrid drive system to enter a hybrid drive mode includes:
controlling the first clutch to be combined and controlling the second clutch to be separated so as to control the hybrid power driving system to enter a hybrid driving mode;
the step of controlling the hybrid power drive system to enter a braking energy recovery mode comprises the following steps:
and controlling the first clutch and the second clutch to be separated so as to control the hybrid power driving system to enter a braking energy recovery mode.
Further, the step of controlling the hybrid drive system to enter a hybrid drive mode includes:
controlling the first clutch to be engaged, the second clutch to be disengaged, the 2 nd gear synchronizer to be in a neutral/two gear state and the 1/3 nd gear synchronizer to be in a first gear state, controlling the engine and the first motor to start, and enabling the hybrid power driving system to enter an engine first gear and electric drive first gear parallel driving mode; when the first clutch is controlled to be combined, the second clutch is controlled to be separated, the 2 nd gear synchronizer is in a second gear state, the 1/3 nd gear synchronizer is in a first gear/third gear state, the engine and the second motor are controlled to be started, and the hybrid power driving system enters an engine second gear and electric driving second gear parallel driving mode;
when the first clutch is controlled to be combined, the second clutch is controlled to be separated, the 2-gear synchronizer is in a neutral/two-gear state, and the 1/3-gear synchronizer is in a three-gear state, and the engine and the first motor are controlled to be started, the hybrid power driving system enters an engine three-gear and electric driving three-gear parallel driving mode.
In summary, in the control method of the hybrid power drive system in the above embodiment of the present invention, the synchronizer and/or the dual clutch are/is 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. 16, 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 a synchronizer and a dual clutch 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 synchronizer and/or the dual clutch to be coupled or decoupled 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 of the present invention in cooperation with the first clutch 101.
In summary, in the vehicle according to the above embodiment of the present invention, the synchronizer and/or the dual clutch of the hybrid power driving system are/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 (17)

1. A control method of a hybrid power driving system is characterized in that the hybrid power driving system comprises an engine, 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 double clutch connected with the engine, a plurality of groups of gear pairs coupled between the double clutch and the power output shaft, and a synchronizer arranged on the power output shaft and used for realizing gear synchronization, a first motor gear is arranged on a motor shaft of the first motor, a second motor gear is arranged on a motor shaft of the second motor, one group of the gear pairs is coupled with the first motor gear, the other group of the gear pairs is coupled with the second motor gear through a second idler assembly, 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 and/or the double clutches 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.
2. 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 braking energy recovery mode, a parking charge mode, a traveling start engine mode, and a traveling power generation mode.
3. The control method of the hybrid drive system according to claim 2, wherein the step of controlling the synchronizer and/or the dual clutch to be engaged or disengaged, respectively, according to the state parameter of the vehicle to control the hybrid drive system to enter the corresponding operation 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.
4. The control method of a hybrid drive system according to claim 3, wherein the dual clutch includes a first clutch and a second clutch, and the step of controlling the hybrid drive system to enter a hybrid drive mode includes:
controlling the first clutch to be combined and controlling the second clutch to be separated so as to control the hybrid power driving system to enter a hybrid driving mode;
the step of controlling the hybrid power drive system to enter a braking energy recovery mode comprises the following steps:
and controlling the first clutch and the second clutch to be separated so as to control the hybrid power driving system to enter a braking energy recovery mode.
5. The control method of the hybrid drive system according to claim 3, wherein the electric-only drive mode, the fuel-only drive mode, the braking energy recovery mode, and the hybrid drive mode each include a plurality of shift speed modes.
6. The control method of the hybrid drive system according to claim 4 or 5, wherein the pure electric drive mode includes a pure electric series drive mode and a pure electric parallel drive mode, and the hybrid drive mode includes an oil electric parallel drive mode.
7. The control method of a hybrid drive system according to claim 6, wherein the number of the gear pairs is three, constituting three natural gears, and the oil-electric parallel drive mode includes an engine first-gear and electric drive first-gear parallel drive mode, an engine second-gear and electric drive second-gear parallel drive mode, and an engine third-gear and electric drive third-gear parallel drive mode.
8. The control method of the hybrid drive system according to claim 7, wherein the synchronizers include a 2 nd gear synchronizer and an 1/3 th gear synchronizer, and the step of controlling the hybrid drive system to enter the hybrid drive mode includes:
controlling the first clutch to be engaged, the second clutch to be disengaged, the 2 nd gear synchronizer to be in a neutral/two gear state and the 1/3 nd gear synchronizer to be in a first gear state, controlling the engine and the first motor to start, and enabling the hybrid power driving system to enter an engine first gear and electric drive first gear parallel driving mode; when the first clutch is controlled to be combined, the second clutch is controlled to be separated, the 2 nd gear synchronizer is in a second gear state, the 1/3 nd gear synchronizer is in a first gear/third gear state, the engine and the second motor are controlled to be started, and the hybrid power driving system enters an engine second gear and electric driving second gear parallel driving mode;
when the first clutch is controlled to be combined, the second clutch is controlled to be separated, the 2-gear synchronizer is in a neutral/two-gear state, and the 1/3-gear synchronizer is in a three-gear state, and the engine and the first motor are controlled to be started, the hybrid power driving system enters an engine three-gear and electric driving three-gear parallel driving mode.
9. The control method of the hybrid drive system according to claim 1, 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. The utility model provides a hybrid power driving system, its characterized in that, including engine, first motor, second motor, drive mechanism and with first motor with the battery that the second motor is connected, drive mechanism include power output shaft, with the double clutch that the engine is connected, coupling connection be in the double clutch with multiunit gear pair between the power output shaft and set up be used for realizing the synchronous ware of gear on the power output shaft, be provided with first motor gear on the motor shaft of first motor, be provided with second motor gear on the motor shaft of second motor, one of them group gear pair with first motor gear coupling, another group gear pair pass through second idler assembly with second motor gear coupling connects.
11. The hybrid drive system according to claim 10, wherein the dual clutch includes a first clutch and a second clutch, the plurality of gear pairs include a first gear pair, a second gear pair, and a third gear pair, the first clutch is connected to the engine at one end, the second clutch is connected to the second gear pair at the other end, the second clutch is connected to the engine at one end, the first gear pair is connected to the other end, and the third gear is disposed at a middle portion of the second clutch.
12. The hybrid drive system of claim 11, wherein the third gear pair is coupled to the first motor gear and the second gear pair is coupled to the second motor gear via the second idler assembly.
13. The hybrid drive system of claim 12, wherein the third gear pair is coupled to the first motor gear by a first idler assembly.
14. The hybrid drive system of claim 12, wherein the second idler assembly comprises an idler shaft, a first idler disposed at one end of the idler shaft and coupled to the second gear pair, and a second idler disposed at the other end of the idler shaft and coupled to the second motor gear.
15. The hybrid drive system of claim 11, wherein the synchronizers include a 2 nd gear synchronizer and an 1/3 th gear synchronizer disposed on the power take-off shaft, the 2 nd gear synchronizer being disposed between the second gear pair and the first gear pair, the 1/3 th gear synchronizer being disposed between the first gear pair and the third gear pair.
16. A hybrid drive system as claimed in any one of claims 10 to 15, wherein the dual clutch is connected to the engine by a damper.
17. A vehicle, characterized by comprising:
the hybrid drive system of any one of claims 10-16; and
and the controller is connected with the synchronizer and the double clutches of the hybrid power driving system and is used for acquiring the state parameters of the vehicle and correspondingly controlling the synchronizer and/or the double clutches 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.
CN202010469903.XA 2020-05-28 2020-05-28 Hybrid power driving system, control method and vehicle Pending CN111469651A (en)

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Application publication date: 20200731