CN111469652A - Hybrid power driving system, control method and automobile - Google Patents

Hybrid power driving system, control method and automobile Download PDF

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Publication number
CN111469652A
CN111469652A CN202010469909.7A CN202010469909A CN111469652A CN 111469652 A CN111469652 A CN 111469652A CN 202010469909 A CN202010469909 A CN 202010469909A CN 111469652 A CN111469652 A CN 111469652A
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China
Prior art keywords
motor
clutch
engine
gear
state
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CN202010469909.7A
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Chinese (zh)
Inventor
邹伟
田均
施伟
刘石生
金辉辉
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Getrag Jiangxi Transmission Co Ltd
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Getrag Jiangxi Transmission Co Ltd
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Priority to CN202010469909.7A priority Critical patent/CN111469652A/en
Publication of CN111469652A publication Critical patent/CN111469652A/en
Pending legal-status Critical Current

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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
    • B60W20/40—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
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility
    • 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

Abstract

The invention discloses a hybrid power driving system, a control method and an automobile, wherein the hybrid power driving system comprises a power device, a mechanical control device, a motor control device and a power transmission device; the power device comprises an engine, a first motor and a second motor, wherein the main function of the second motor is driving and braking energy recovery; the mechanical control device comprises a first clutch and a second clutch; the motor control device comprises a first inverter and a second inverter; the power transmission device comprises an input first-gear, an input second-gear, a power output shaft and a parking brake gear. The invention can solve the problems of complex structure and limited improvement on vehicle fuel economy in the prior art.

Description

Hybrid power driving system, control method and automobile
Technical Field
The invention relates to the technical field of automobiles, in particular to a hybrid power driving system, a control method and an automobile.
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, limited improvement on the fuel economy of a vehicle and the like generally exist.
Disclosure of Invention
Therefore, an object of the present invention is to provide a hybrid drive system to solve the problems of the prior art that the structure is complicated and the improvement of the fuel economy of the vehicle is limited.
A hybrid power driving system comprises a power device, a mechanical control device, a motor control device and a power transmission device; the power device comprises an engine, a first motor and a second motor, wherein the main function of the second motor is driving and braking energy recovery; the mechanical control device comprises a first clutch and a second clutch; the motor control device comprises a first inverter and a second inverter; the power transmission device comprises an input first-gear, an input second-gear, a power output shaft and a parking brake gear;
the input first gear, the first clutch, the input second gear, the second clutch, the driven gear of the first motor and the engine are sequentially connected;
the driving shaft of the first motor is connected with the driving gear of the first motor, and the driving gear of the first motor is connected with the driven gear of the first motor through a first motor idler wheel assembly;
an output shaft first gear of the power output shaft is connected with the input first gear, an output shaft second gear of the power output shaft is connected with the input second gear, and the parking brake gear is connected to the tail end of the power output shaft;
the driving shaft of the second motor is connected with the driving gear of the second motor, and the driving gear of the second motor is connected with the first-gear of the output shaft;
the first motor, the first inverter, the battery, the second inverter and the second motor are connected in sequence.
According to the hybrid power driving system provided by the invention, compared with the technical scheme of improving based on the traditional multi-gear transmission, the structure is simpler, the hybrid power driving system can realize all functions required by improving the fuel economy through the matching of the double motors, the double clutches and the power transmission device, such as the functions of motor independent driving under low load, internal combustion engine independent driving under high load, hybrid driving, braking energy recovery, starting an engine during advancing, generating electricity during advancing and the like, in addition, the second motor in the system can be used for driving and braking energy recovery (power generation), all gears are directly connected with the second motor, the braking energy recovery can be realized under all deceleration working conditions, no gear shifting action is generated during the recovery process, the energy recovery efficiency is high, and the improvement of the fuel economy is facilitated.
In addition, according to the hybrid drive system of the present invention, the following additional features may be provided:
further, the hybrid drive system further includes a damper connected between the engine and the driven gear of the first motor.
Furthermore, the hybrid power driving system further comprises a differential assembly, and a driving gear of the power output shaft is connected with the differential assembly.
Further, the first motor and the first inverter are connected through a first motor high-voltage wire harness, the first inverter and the battery are connected through a first inverter battery wire harness, the second motor and the second inverter are connected through a second motor high-voltage wire harness, the second inverter and the battery are connected through a second inverter battery wire harness, and the first inverter and the second inverter are connected through inter-inverter wire harnesses.
Another object of the present invention is to provide the control method of the hybrid drive system described above, including:
when the vehicle is in a parking state and the electric quantity of the battery is insufficient, the vehicle enters a parking charging mode, the first clutch is separated, the second clutch is separated, the first motor is in a power generation state and the second motor is in a free state under the drive of the engine, and during power generation, alternating current generated by the first motor is converted into direct current through the first inverter and then is transmitted to the battery for storage;
when the vehicle is in a parking state and the engine needs to be started, a parking cold start mode is entered, the first motor is in a driving state, the first clutch is separated, the second clutch is separated, the engine is started, and the second motor is in a free state.
Further, the method further comprises:
when the vehicle speed is within a preset low-speed range, entering a pure electric driving mode, enabling the second motor to be in a driving state, enabling the engine to be closed, enabling the first clutch and the second clutch to be in a separation state, and enabling the first motor to be in a free state; when the electric quantity is insufficient, the range can be extended;
when the vehicle is in pure electric drive and the engine needs to be started, entering a pure electric drive running engine starting mode, keeping the driving state of the second motor unchanged, enabling the first clutch and the second clutch to be in a separation state, enabling the first motor to be in a driving state, and starting the engine;
when the vehicle is in pure electric drive and the electric quantity is lower than the electric quantity threshold value, the vehicle enters a range extending mode, the engine is driven, the first motor generates electricity, the first clutch and the second clutch are in a separation state, and the second motor is driven; the alternating current generated by the first motor is directly transmitted to the second motor without passing through the first inverter and the battery, so that the second motor drives the vehicle to run;
when the system braking energy recovery condition is met, the system enters an energy recovery mode, the engine keeps a closed state, the first clutch and the second clutch are in a separated state, the first motor is in a free state, the second motor is in a power generation state, and during power generation, alternating current generated by the second motor is converted into direct current through the second inverter and then is transmitted to the battery for storage.
Further, the method further comprises:
when the vehicle speed is within a preset middle speed range, an engine first-gear independent driving mode is entered, the engine is in a driving state, the first clutch is engaged, the second clutch is disengaged, and the first motor and the second motor are in a free state;
when the first gear of the engine is driven and the torque demand is smaller than a first demand threshold value, the first gear of the engine is driven to be in a power supplementing mode, the engine is driven, the first clutch is connected, the second clutch is disconnected, the first motor is in a power generation state, the second motor is in a free state, and alternating current generated by the first motor is converted into direct current through the first inverter and then is transmitted to the battery for storage;
when engine first grade independent drive or pure electric drive all can't satisfy whole car driving torque demand, get into first grade hybrid drive mode, first motor is in free state, the engine is in the drive condition, first clutch joint, the separation of second clutch, the second motor is in the drive condition, through the engine with the second motor simultaneous drive to satisfy whole car driving torque demand.
Further, the method further comprises:
when the vehicle speed is within a preset first high-speed range and the pure electric drive efficiency cannot provide enough power, an engine second-gear independent drive mode is entered, the engine is driven, the first clutch is separated, the second clutch is engaged, the first motor is in a free state, and the second motor is in a free state;
when the engine is driven in the second gear and the torque demand is smaller than a second demand threshold value, the engine enters a second gear driving power supplementing mode, the engine is in a driving state, the first motor generates power, the first clutch is separated, the second clutch is connected, the second motor is in a free state, the engine drives a vehicle to run, and meanwhile, redundant energy is converted into direct current through the first inverter through alternating current generated by the first motor and then is transmitted to the battery for storage;
when the vehicle speed is within a preset second high-speed range, pure electric drive or engine second gear independent drive is achieved, and a driver requests larger torque, a second gear hybrid drive mode is entered, the engine is in a drive state, the first clutch is separated, the second clutch is engaged, the first motor is in a free state, the second motor is driven, and torque generated by the second motor is used for compensating the torque demand of the driver.
Further, the method further comprises:
when the vehicle needs to be backed, a pure electric drive backing mode is entered, the engine is in a closed state, the first clutch and the second clutch are in a separated state, the first motor is in a free state, and the second motor drives the vehicle to back in a reverse rotation mode;
when the time that the vehicle needs to back up exceeds a time threshold or the battery cannot provide enough electric quantity for back up, a series driving back-up mode is entered, the engine is switched to a driving state from a closed state, the first clutch and the second clutch keep an original separation state unchanged, the first motor is switched to a power generation state from a free state, the second motor is still driven in a reverse rotation mode, and alternating current generated by the first motor is not transmitted to the first inverter and the battery and is directly used for the second motor;
when the vehicle needs to be parked, the parking P gear mode is started, the engine is closed, the first clutch and the second clutch are separated, and the first motor and the second motor are in a free state.
Another object of the present invention is to provide a vehicle using the hybrid drive system.
Drawings
The above and/or additional aspects and advantages of embodiments of the present invention will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings of which:
FIG. 1 is a schematic block diagram of a hybrid drive system according to an embodiment of the present invention;
FIG. 2 is a schematic diagram of system energy transfer in a park charging mode;
FIG. 3 is a schematic diagram of system energy transfer in a park cold start mode;
FIG. 4 is a schematic diagram of system energy transfer in a pure electric drive mode;
FIG. 5 is a schematic diagram of the system energy delivery in extended range mode;
FIG. 6 is a schematic diagram of the system energy transfer in energy recovery mode; FIG. 6
FIG. 7 is a schematic diagram of the system energy transfer in the first gear independent driving mode of the engine;
FIG. 8 is a schematic diagram of the system energy transfer in the first gear drive supplement mode of the engine;
FIG. 9 is a schematic diagram of the system energy transfer in the first gear hybrid drive mode;
FIG. 10 is a schematic diagram of the system energy transfer in the engine second gear independent drive mode;
FIG. 11 is a schematic diagram of the system energy transfer in the second gear drive charging mode of the engine;
FIG. 12 is a schematic diagram of the system energy transfer in the second gear hybrid drive mode;
FIG. 13 is a schematic diagram of system energy transfer in a pure electric drive reverse mode;
FIG. 14 is a schematic diagram of system energy transfer in park P mode.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
Referring to fig. 1, a hybrid driving system according to an embodiment of the present invention includes a power device, a mechanical control device, a motor control device, and a power transmission device.
The power device comprises an engine 100, a first motor 110 and a second motor 120 to form double motors, wherein the main function of the first motor 110 is power generation, and the main function of the second motor 120 is driving and braking energy recovery. Specifically, in the present embodiment, engine 100 is an internal combustion engine.
The mechanical control device comprises a first clutch 210 and a second clutch 220, and forms a double clutch.
The motor control apparatus includes a first inverter 310 and a second inverter 320.
The power transmission device includes an input first gear 410, an input second gear 420, a power output shaft 430 and a parking brake gear 440;
the input first gear 410, the first clutch 210, the input second gear 420, the second clutch 220, the driven gear 113 of the first motor 110, and the engine 110 are connected in sequence.
The driving shaft 111 of the first motor 110 is connected to the driving gear 112 of the first motor 110, and the driving gear 112 of the first motor 110 is connected to the driven gear 113 of the first motor 110 through a first motor idler assembly 114.
The output shaft first gear 431 of the power output shaft 430 is connected with the input first gear 410, the output shaft second gear 432 of the power output shaft 430 is connected with the input second gear 420, and the parking brake gear 440 is connected to the end of the power output shaft 430.
The driving shaft 121 of the second motor 120 is connected to the driving gear 122 of the second motor 120, and the driving gear 122 of the second motor 120 is connected to the output shaft first gear 431.
The first motor 110, the first inverter 310, the battery 500, the second inverter 320, and the second motor 120 are connected in sequence.
Specifically, the first motor 110 and the first inverter 310 are connected by a first motor high voltage harness 610, the first inverter 310 and the battery 500 are connected by a first inverter battery harness 620, the second motor 120 and the second inverter 320 are connected by a second motor high voltage harness 630, the second inverter 320 and the battery 500 are connected by a second inverter battery harness 640, and the first inverter 310 and the second inverter 320 are connected by an inter-inverter harness 650.
In this embodiment, in order to reduce vibration in the power plant, the hybrid drive system further includes a damper 700, and the damper 700 is connected between the engine 100 and the driven gear 113 of the first motor 110.
The hybrid power driving system further comprises a differential assembly 800, wherein the driving gear 433 of the power output shaft 430 is connected with the differential assembly 800, and is connected with front wheels and/or rear wheels (not shown) of the wheels through the differential assembly 800.
In addition, the hybrid power driving system should further include a hydraulic system for actively lubricating and cooling the motor, the bearing, and the gear, a computer control unit for controlling the motor and the cooling system, and a housing, and other components required for forming the complete transmission, which may be implemented by conventional technologies and will not be described herein.
Based on the hybrid power driving system, the fuel economy of the vehicle can be improved from the following aspects:
(1) 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 cannot meet the requirement of sufficient torque, the high-torque requirement can be met by using the first-gear electric-driven parallel drive or the second-gear electric-driven parallel drive of the internal combustion engine;
(2) under the condition of medium speed, ① when the system efficiency is higher than that of the first gear drive of the internal combustion engine when the motor is driven, the comprehensive efficiency of the system is highest through pure electric drive, ② when the motor driving efficiency is lower than that of the first gear or the second gear of the internal combustion engine, the comprehensive efficiency of the system is highest through the independent first gear or the second gear of the internal combustion engine, and ③ when stronger power output is needed, the first gear electric drive parallel drive of the internal combustion engine or the second gear electric drive parallel drive of the internal combustion engine can be selected.
(3) 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 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.
(4) Under the high-speed working condition, the efficiency of the internal combustion engine is higher, the vehicle is independently driven through the second gear of the internal combustion engine, 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.
(5) The system is provided with the double motors, all gears are directly connected by the second motors, the second motors can drive and generate power, all speed reduction working conditions can realize braking energy recovery, no gear shifting action is generated in the recovery process, and the energy recovery efficiency is high.
Above-mentioned hybrid drive system, compare and carry out the technical scheme who improves based on traditional many gears derailleur, the structure is simpler, through bi-motor, the cooperation of double clutch and power transmission, can realize improving all functions that fuel economy needs, for example, motor independent drive under the low load, internal-combustion engine individual drive under the high load, the hybrid drive, braking energy recovery, start the engine in advancing, function such as electricity generation in advancing, in addition, the second motor can be used for the drive in this system, can be used for braking energy recovery (electricity generation) again, all gears all have second motor to directly link, can make all speed reduction operating modes all realize braking energy recovery, there is not the action of shifting gears in the recovery process, energy recuperation efficiency is high, help promoting fuel economy.
Another embodiment of the invention also provides an automobile which comprises the hybrid power driving system.
It should be noted that, in the vehicle adopting the hybrid drive system, the starter at the rear end of the internal combustion engine can be omitted, and the function of the starter can be completed by the first electric machine 110 in the system, so that the structure is further simplified.
Different operating modes can be formed by switching and combining the states of the engine 100, the first electric machine 110, the second electric machine 120, the first clutch 210 and the second clutch 220, and the operating states of each main mode and the corresponding transmission element are shown in table 1.
TABLE 1
Figure BDA0002513954040000081
A specific control method of the hybrid drive system is described below with reference to table 1, and includes:
1. referring to fig. 2, when the vehicle is in a parking state and the battery capacity is insufficient, a parking charging mode is entered, the first clutch 210 is disengaged, the second clutch 220 is disengaged, the first electric machine 110 is in a power generation state driven by the engine 100, the second electric machine 120 is in a free state, and during power generation, the ac power generated by the first electric machine 110 is converted into dc power by the first inverter 310 and then transmitted to the battery 500 for storage. Engine 100 (i.e., the internal combustion engine) is in an economical rotation speed range, taking fuel economy and noise into consideration, and when the charge amount reaches a certain ratio, other modes can be switched as needed.
2. Referring to fig. 3, when the vehicle is in a parking state and the engine 100 needs to be started, a parking cold start mode is entered, the first motor 110 is in a driving state, the first clutch 210 is disengaged, the second clutch 220 is disengaged, the engine 100 is started, and the second motor 120 is in a free state. The first electric machine 110 cold starts the engine 100 when parking without comfort issues; because the original starter of the internal combustion engine is reduced, the number of the constituent elements of the vehicle is reduced.
3. Referring to fig. 4, when the vehicle speed is within a preset low speed range, the pure electric drive mode is entered, the second electric machine 120 is in a drive state, the engine 100 is turned off, the first clutch 210 and the second clutch 220 are in a disengaged state, and the first electric machine 110 is in a free state; when the electric quantity is insufficient, the range extending mode can be switched. When the vehicle speed is low, if the engine 100 is used for driving, the fuel economy of the internal combustion engine is poor, and the pure electric drive is used for covering the low vehicle speed working condition, so that the system efficiency can be kept at a high level.
4. When the vehicle is in pure electric drive and the engine 100 needs to be started, the engine mode is started during pure electric drive, the driving state of the second electric machine 120 is kept unchanged (which may be driving or free), the first clutch 210 and the second clutch 220 are in a separated state, the first electric machine 110 is in a driving state, and the engine 100 is started. Starting engine 100 during traveling does not require changing the state of first clutch 210 and second clutch 220, does not cause a shudder problem, and enables mode switching to be completed without stopping the vehicle, and does not cause power interruption.
5. Referring to fig. 5, when the vehicle is in pure electric drive and the electric quantity is lower than the electric quantity threshold, the vehicle enters a range extending (series) mode, the engine 100 is driven, the first motor 110 generates power, the first clutch 210 and the second clutch 220 are in a separated state, and the second motor 120 is driven; the alternating current generated by the first motor 110 is directly transmitted to the second motor 120 without passing through the first inverter 310 and the battery 500, so that the second motor 120 drives the vehicle to run, and the loss in the energy conversion and transmission process is reduced; the range extending mode can operate for a long time, and the engine 100 can be in a high efficiency range for a long time.
6. Referring to fig. 6, when a system braking energy recovery condition is met, an energy recovery mode is entered, the engine 100 is kept in a closed state, the first clutch 210 and the second clutch 220 are in a separated state, the first motor 110 is in a free state, and the second motor 120 is in a power generation state, and during power generation, ac power generated by the second motor 120 is converted into dc power by the second inverter 320 and then transmitted to the battery 500 for storage. The vehicle enters a braking energy recovery mode without an additional shifting process. Specifically, if the electric quantity of the battery 500 is not in a saturation state and the temperature of the battery 500 is lower than a temperature threshold, it can be determined that the system meets the braking energy recovery condition.
7. Referring to fig. 7, when the vehicle speed is within a preset intermediate speed range, the engine first-gear independent driving mode is entered, the engine 100 is in a driving state, the first clutch 210 is engaged, the second clutch 220 is disengaged, and the first electric machine 110 and the second electric machine 120 are in a free state. At the middle speed, the engine 100 is in an interval with high oil consumption efficiency, and compared with a pure electric drive gear, the first-gear independent drive of the engine can keep the system efficiency at a high level.
8. Referring to fig. 8, when the engine 100 is driven in the first gear and the torque demand is smaller than the first demand threshold, the engine first gear driving power supplement mode is entered, the engine 100 is driven, the first clutch 210 is engaged, the second clutch 220 is disengaged, the first motor 110 is in a power generation state, the second motor 120 is in a free state, and the alternating current generated by the first motor 110 is converted into direct current through the first inverter 310 and then transmitted to the battery 500 for storage. The first gear speed ratio of the engine is large, and large output torque can be provided.
9. Referring to fig. 9, when the first-gear independent drive or the pure electric drive of the engine cannot meet the driving torque requirement of the entire vehicle, the first-gear hybrid drive mode is entered, the first motor 110 is in a free state, the engine 100 is in a driving state, the first clutch 210 is engaged, the second clutch 220 is disengaged, and the second motor 120 is in a driving state, and the engine 100 and the second motor 120 are driven simultaneously, so that the total output torque is increased, and the requirements of climbing, power performance and the like can be better met.
10. Referring to fig. 10, when the vehicle speed is within the first preset high speed range and the electric-only driving efficiency cannot provide enough power, the engine 100 is driven, the first clutch 210 is disengaged, the second clutch 220 is engaged, the first electric machine 110 is in a free state, and the second electric machine 120 is in a free state. The mode is suitable for long-time high-speed running of the vehicle, saves the link of converting energy from mechanical energy to electric energy to mechanical energy, eliminates the energy consumption of the link of converting energy and reduces the heating temperature rise of electric elements; the second gear speed ratio of the internal combustion engine is smaller than the first gear of the internal combustion engine, and the efficiency of the internal combustion engine is in a relatively high-efficiency interval when the internal combustion engine runs at a high speed, so that the system efficiency is kept at a higher level.
11. Referring to fig. 11, when the engine is driven in the second gear and the torque demand is smaller than the second demand threshold, the engine is in the second gear driving power supplement mode, the engine 100 is in a driving state, the first motor 110 generates power, the first clutch 210 is disengaged, the second clutch 220 is engaged, the second motor 120 is in a free state, the vehicle is driven to run by the engine 100, and meanwhile, the excess energy is converted into direct current by the first inverter 310 through alternating current generated by the first motor 110, and then is transmitted to the battery 500 for storage, so that waste of energy can be effectively avoided, and the energy can be reasonably utilized.
12. Referring to fig. 12, when the vehicle speed is within the second preset high speed range, the electric motor is driven only or the second gear of the engine is driven independently, and the driver requests more torque, the second gear hybrid driving mode is entered, the engine 100 is in a driving state, the first clutch 210 is disengaged, the second clutch 220 is engaged, the first electric machine 110 is in a free state, the second electric machine 120 is driven, and the second electric machine 120 generates torque to compensate the driver torque request.
13. Referring to fig. 13, when a vehicle needs to be backed up, the vehicle enters a pure electric drive reverse mode, the engine 100 is in a closed state, the first clutch 210 and the second clutch 220 are in a separated state, the first motor 110 is in a free state, and the second motor 120 drives the vehicle to back up in a reverse rotation manner, so that an electric drive R gear is realized, a mechanical reverse gear can be removed, and the mechanism is simpler and more compact.
It should be noted that, when the time that the vehicle needs to reverse exceeds a time threshold, or the battery 500 cannot provide enough electric quantity for reversing, the vehicle enters a series driving reverse mode, the engine 100 is switched from off to a driving state, the first clutch 210 and the second clutch 220 are kept in an original separated state, the first motor 110 is switched from a free state to a power generation state, the second motor 120 is still driven in a reverse direction, the alternating current generated by the first motor 110 is not transmitted to the first inverter 310 and the battery 500, and is directly used by the second motor 120, so that energy waste is avoided.
14. Referring to fig. 14, when a vehicle needs to be parked, a parking P range mode is entered, the engine 100 is turned off, the first clutch 210 and the second clutch 220 are disengaged, and the first motor 110 and the second motor 120 are in a free state.
In the description herein, references to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above do not necessarily refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.
While embodiments of the invention have been shown and described, it will be understood by those of ordinary skill in the art that: various changes, modifications, substitutions and alterations can be made to the embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims (10)

1. A hybrid power driving system is characterized by comprising a power device, a mechanical control device, a motor control device and a power transmission device; the power device comprises an engine, a first motor and a second motor, wherein the main function of the second motor is driving and braking energy recovery; the mechanical control device comprises a first clutch and a second clutch; the motor control device comprises a first inverter and a second inverter; the power transmission device comprises an input first-gear, an input second-gear, a power output shaft and a parking brake gear;
the input first gear, the first clutch, the input second gear, the second clutch, the driven gear of the first motor and the engine are sequentially connected;
the driving shaft of the first motor is connected with the driving gear of the first motor, and the driving gear of the first motor is connected with the driven gear of the first motor through a first motor idler wheel assembly;
an output shaft first gear of the power output shaft is connected with the input first gear, an output shaft second gear of the power output shaft is connected with the input second gear, and the parking brake gear is connected to the tail end of the power output shaft;
the driving shaft of the second motor is connected with the driving gear of the second motor, and the driving gear of the second motor is connected with the first-gear of the output shaft;
the first motor, the first inverter, the battery, the second inverter and the second motor are connected in sequence.
2. The hybrid drive system of claim 1, further comprising a damper connected between the engine and a driven gear of the first electric machine.
3. The hybrid drive system of claim 1 further comprising a differential assembly, the drive gear of the power take-off shaft being coupled to the differential assembly.
4. The hybrid drive system according to claim 1, wherein the first motor and the first inverter are connected by a first motor high voltage harness, the first inverter and the battery are connected by a first inverter battery harness, the second motor and the second inverter are connected by a second motor high voltage harness, the second inverter and the battery are connected by a second inverter battery harness, and the first inverter and the second inverter are connected by an inter-inverter harness.
5. The control method of the hybrid drive system according to any one of claims 1 to 4, characterized by comprising:
when the vehicle is in a parking state and the electric quantity of the battery is insufficient, the vehicle enters a parking charging mode, the first clutch is separated, the second clutch is separated, the first motor is in a power generation state and the second motor is in a free state under the drive of the engine, and during power generation, alternating current generated by the first motor is converted into direct current through the first inverter and then is transmitted to the battery for storage;
when the vehicle is in a parking state and the engine needs to be started, a parking cold start mode is entered, the first motor is in a driving state, the first clutch is separated, the second clutch is separated, the engine is started, and the second motor is in a free state.
6. The control method of the hybrid drive system according to claim 5, characterized by further comprising:
when the vehicle speed is within a preset low-speed range, entering a pure electric driving mode, enabling the second motor to be in a driving state, enabling the engine to be closed, enabling the first clutch and the second clutch to be in a separation state, and enabling the first motor to be in a free state; when the electric quantity is insufficient, the range can be extended;
when the vehicle is in pure electric drive and the engine needs to be started, entering a pure electric drive running engine starting mode, keeping the driving state of the second motor unchanged, enabling the first clutch and the second clutch to be in a separation state, enabling the first motor to be in a driving state, and starting the engine;
when the vehicle is in pure electric drive and the electric quantity is lower than the electric quantity threshold value, the vehicle enters a range extending mode, the engine is driven, the first motor generates electricity, the first clutch and the second clutch are in a separation state, and the second motor is driven; the alternating current generated by the first motor is directly transmitted to the second motor without passing through the first inverter and the battery, so that the second motor drives the vehicle to run;
when the system braking energy recovery condition is met, the system enters an energy recovery mode, the engine keeps a closed state, the first clutch and the second clutch are in a separated state, the first motor is in a free state, the second motor is in a power generation state, and during power generation, alternating current generated by the second motor is converted into direct current through the second inverter and then is transmitted to the battery for storage.
7. The control method of the hybrid drive system according to claim 5, characterized by further comprising:
when the vehicle speed is within a preset middle speed range, an engine first-gear independent driving mode is entered, the engine is in a driving state, the first clutch is engaged, the second clutch is disengaged, and the first motor and the second motor are in a free state;
when the first gear of the engine is driven and the torque demand is smaller than a first demand threshold value, the first gear of the engine is driven to be in a power supplementing mode, the engine is driven, the first clutch is connected, the second clutch is disconnected, the first motor is in a power generation state, the second motor is in a free state, and alternating current generated by the first motor is converted into direct current through the first inverter and then is transmitted to the battery for storage;
when engine first grade independent drive or pure electric drive all can't satisfy whole car driving torque demand, get into first grade hybrid drive mode, first motor is in free state, the engine is in the drive condition, first clutch joint, the separation of second clutch, the second motor is in the drive condition, through the engine with the second motor simultaneous drive to satisfy whole car driving torque demand.
8. The control method of the hybrid drive system according to claim 5, characterized by further comprising:
when the vehicle speed is within a preset first high-speed range and the pure electric drive efficiency cannot provide enough power, an engine second-gear independent drive mode is entered, the engine is driven, the first clutch is separated, the second clutch is engaged, the first motor is in a free state, and the second motor is in a free state;
when the engine is driven in the second gear and the torque demand is smaller than a second demand threshold value, the engine enters a second gear driving power supplementing mode, the engine is in a driving state, the first motor generates power, the first clutch is separated, the second clutch is connected, the second motor is in a free state, the engine drives a vehicle to run, and meanwhile, redundant energy is converted into direct current through the first inverter through alternating current generated by the first motor and then is transmitted to the battery for storage;
when the vehicle speed is within a preset second high-speed range, pure electric drive or engine second gear independent drive is achieved, and a driver requests larger torque, a second gear hybrid drive mode is entered, the engine is in a drive state, the first clutch is separated, the second clutch is engaged, the first motor is in a free state, the second motor is driven, and torque generated by the second motor is used for compensating the torque demand of the driver.
9. The control method of the hybrid drive system according to claim 5, characterized by further comprising:
when the vehicle needs to be backed, a pure electric drive backing mode is entered, the engine is in a closed state, the first clutch and the second clutch are in a separated state, the first motor is in a free state, and the second motor drives the vehicle to back in a reverse rotation mode;
when the time that the vehicle needs to back up exceeds a time threshold or the battery cannot provide enough electric quantity for back up, a series driving back-up mode is entered, the engine is switched to a driving state from a closed state, the first clutch and the second clutch keep an original separation state unchanged, the first motor is switched to a power generation state from a free state, the second motor is still driven in a reverse rotation mode, and alternating current generated by the first motor is not transmitted to the first inverter and the battery and is directly used for the second motor;
when the vehicle needs to be parked, the parking P gear mode is started, the engine is closed, the first clutch and the second clutch are separated, and the first motor and the second motor are in a free state.
10. An automobile characterized by comprising the hybrid drive system of any one of claims 1 to 4.
CN202010469909.7A 2020-05-28 2020-05-28 Hybrid power driving system, control method and automobile Pending CN111469652A (en)

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