CN111497586A - Hybrid power driving system, control method and vehicle - Google Patents

Hybrid power driving system, control method and vehicle Download PDF

Info

Publication number
CN111497586A
CN111497586A CN202010470896.5A CN202010470896A CN111497586A CN 111497586 A CN111497586 A CN 111497586A CN 202010470896 A CN202010470896 A CN 202010470896A CN 111497586 A CN111497586 A CN 111497586A
Authority
CN
China
Prior art keywords
gear
driving
motor
mode
vehicle
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
CN202010470896.5A
Other languages
Chinese (zh)
Inventor
刘石生
邹伟
施伟
金辉辉
钱学成
田均
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Getrag Jiangxi Transmission Co Ltd
Original Assignee
Getrag Jiangxi Transmission Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Getrag Jiangxi Transmission Co Ltd filed Critical Getrag Jiangxi Transmission Co Ltd
Priority to CN202010470896.5A priority Critical patent/CN111497586A/en
Publication of CN111497586A publication Critical patent/CN111497586A/en
Pending legal-status Critical Current

Links

Images

Classifications

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

Landscapes

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

Abstract

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

Description

Hybrid power driving system, control method and vehicle
Technical Field
The invention relates to the technical field of hybrid power, in particular to a hybrid power driving system, a control method and a vehicle.
Background
The world faces two challenges of energy shortage and environmental deterioration, the traditional fuel vehicle is seriously puzzled by petroleum crisis and environmental deterioration, and energy conservation and emission reduction gradually become the focus of the automobile industry. The generation of hybrid vehicles brings new hopes for alleviating energy shortage and environmental deterioration.
The hybrid power driving system is a core component of the hybrid power automobile and is a power source of the hybrid power automobile. In the middle of the hybrid power driving system, generally including motor and engine, the motor adopts pure electric drive, and the engine adopts the fuel drive, and both mutually support and form hybrid vehicle's various drive mode.
However, in the prior art, most hybrid drive systems are formed by deforming or improving on the basis of the traditional multi-gear transmission, and the problems of complex structure, long transmission assembly, limited improvement on vehicle fuel economy and the like generally exist.
Disclosure of Invention
Based on this, the invention aims to provide a hybrid power driving system, a control method and a vehicle, so as to solve the technical problem that the improvement of the fuel economy of the vehicle by the hybrid power driving system in the prior art is limited.
According to the embodiment of the invention, the hybrid power driving system comprises an engine, a differential assembly, a first motor, a second motor, a transmission mechanism and a battery connected with the first motor and the second motor, wherein the transmission mechanism comprises a power output shaft, an inner input shaft, an outer input shaft, a plurality of groups of gear pairs coupled between the outer input shaft and the power output shaft, a clutch connected with the engine and a synchronizer arranged on the power output shaft and used for realizing gear synchronization, the inner input shaft is connected with a driving disc of the clutch, the outer input shaft is connected with a driven disc of the clutch, a first main reducing driving gear is arranged on the power output shaft, a main reducing driven gear is arranged on the differential assembly and coupled with the main reducing driven gear, the first motor is coupled with the inner input shaft through a first transmission assembly, and the second motor is coupled with the driving reduction driven gear through a second transmission assembly.
The embodiment of the invention also provides a control method of the hybrid power driving system, which is used for controlling the hybrid power driving system, and the control method comprises the following steps:
acquiring state parameters of a vehicle, wherein the state parameters comprise one or more of vehicle running speed, engine torque, battery power, vehicle required torque, motor driving efficiency and engine driving efficiency;
and correspondingly controlling the connection or disconnection of the synchronizer and/or the clutch of the hybrid power driving system according to the state parameters of the vehicle so as to control the hybrid power driving system to enter a corresponding working mode.
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 clutch 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 clutch 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 mode switching is realized by adopting the clutch and the synchronizer, the system structure is simplified, and the total length of the transmission is shortened; in addition, a double-motor structure is introduced, so that the collocation of driving modes is more diversified, the working mode of the system can be further refined, the fuel economy of the vehicle is further improved, the two motors can drive and generate electricity, and the energy recovery efficiency is improved.
Drawings
Fig. 1 is a schematic structural view of a hybrid drive system in a first embodiment of the invention;
FIG. 2 is a schematic diagram of system energy transfer in a park mode according to an embodiment of the present invention;
FIG. 3 is a schematic diagram of system energy transfer in a parked cold start internal combustion engine mode provided by an embodiment of the present invention;
FIG. 4 is a schematic diagram of system energy transfer in a parking charging mode according to an embodiment of the present invention;
FIG. 5 is a schematic diagram of system energy transfer in a pure electric drive mode according to an embodiment of the present invention;
FIG. 6 is a schematic diagram of system energy transfer in a pure electric series driving mode according to an embodiment of the present invention;
FIG. 7 is a schematic diagram of energy transfer of the system in an energy recovery mode according to an embodiment of the present invention;
FIG. 8 is a schematic diagram of the system energy transmission in the first gear independent driving mode of the internal combustion engine according to the embodiment of the present invention;
FIG. 9 is a schematic diagram of system energy transfer in the first gear driving + first motor generating mode of the internal combustion engine according to the embodiment of the present invention;
FIG. 10 is a schematic diagram of system energy transmission in the first-gear + second-motor parallel driving mode of the internal combustion engine according to the embodiment of the present invention;
FIG. 11 is a schematic diagram of system energy transmission in a parallel driving mode of first gear + first electric machine + second electric machine of an internal combustion engine according to an embodiment of the present invention;
FIG. 12 is a schematic diagram of the system energy transfer in hill mode provided by an embodiment of the present invention;
fig. 13 is a characteristic curve of a motor according to an embodiment of the present invention;
fig. 14 is a flowchart of a control method of a hybrid drive system in a second embodiment of the invention;
fig. 15 is a block diagram of a vehicle in a third embodiment of the invention.
Description of the main element symbols:
Figure BDA0002514265560000031
Figure BDA0002514265560000041
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, including an engine 230, a differential assembly 125, a first electric machine 210, a second electric machine 220, a transmission mechanism and a battery 260 connected to the first electric machine 210 and the second electric machine 220, where the transmission mechanism includes a power output shaft 111, an inner input shaft 108, an outer input shaft 103, multiple sets of gear pairs coupled between the outer input shaft 103 and the power output shaft 111, a clutch connected to the engine 230, and a synchronizer disposed on the power output shaft 111 for implementing gear synchronization, the inner input shaft 108 is connected to a driving disk 101 of the clutch, the outer input shaft 103 is connected to a driven disk 102 of the clutch, the first electric machine 210 is coupled to the inner input shaft 108, and the differential assembly 125 is coupled to the power output shaft 111 and the second electric machine 220, respectively.
Specifically, a first main reduction driving gear 119 is disposed on the power output shaft 111, a main reduction driven gear 120 is disposed on the differential assembly 125, the first main reduction driving gear 119 is coupled with the main reduction driven gear 120, so that the power output shaft 111 is coupled with the differential assembly 125, wherein the differential assembly 125 is further connected with front wheels and/or rear wheels (not shown) of the vehicle, the vehicle is in a front-drive mode when the front wheels are connected, the vehicle is in a rear-drive mode when the rear wheels are connected, and the vehicle is in a four-drive mode when the front wheels and the rear wheels are connected, so that the power output shaft 111 can output power to the wheels to drive the vehicle to run.
As shown in fig. 1, in the present embodiment, the first motor 210 is coupled to the inner input shaft 108 through a first transmission assembly, the first transmission assembly includes a first driving gear 212 disposed on a driving shaft 211 of the first motor 210 and a first driven gear 109 disposed on the inner input shaft 108, and the first driving gear 212 is coupled to the first driven gear 109. In addition, the first transmission assembly further includes a first idler assembly 110, and the first driving gear 212 is coupled with the first driven gear 109 through the first idler assembly 110.
As shown in fig. 1, the second motor 220 is coupled to the driving/driven gear 120 via a second transmission assembly. The second transmission assembly includes a second motor output shaft 123, a second driving gear 221 disposed on a driving shaft 222 of the second motor 220, and a second driving reduction gear 121 and a second driven gear 122 disposed on the second motor output shaft 123, the second driving reduction gear 121 is coupled with the driving reduction driven gear 120, and the second driving gear 221 is coupled with the second driven gear 122, so that the second motor 220 can output power to wheels alone to drive the vehicle with pure electric drive. In addition, the second transmission assembly further includes a second idler assembly 124, and the second driving gear 221 is coupled with the second driven gear 122 through the second idler assembly 124.
By way of example and not limitation, in the present embodiment, the multiple gear pairs include a first gear pair, a second gear pair, a third gear pair and a fourth gear pair, that is, the hybrid drive system in the present embodiment has four natural gears. Wherein the third gear pair, the first gear pair, the second gear pair and the fourth gear are sequentially arranged towards the direction far away from the engine 230. As shown in fig. 1, specifically, the first-gear pair includes a first-gear input gear 105 disposed on the outer input shaft 103, and a first-gear output gear 115 disposed on the power output shaft 111, the first-gear input gear 105 being in meshing connection with the first-gear output gear 115; the second-gear pair comprises a second-gear input gear 106 arranged on the outer input shaft 103 and a second-gear output gear 114 arranged on the power output shaft 111, and the second-gear input gear 106 is in meshed connection with the second-gear output gear 114; the third gear pair comprises a third gear input gear 104 arranged on the outer input shaft 103 and a third gear output gear 117 arranged on the power output shaft 111, and the third gear input gear 104 is in meshed connection with the third gear output gear 117; the fourth gear pair comprises a fourth gear input gear 107 arranged on the outer input shaft 103 and a fourth gear output gear 112 arranged on the power output shaft 111, and the fourth gear input gear 107 is in meshed connection with the fourth gear output gear 112. The present embodiment is intended to describe the hybrid drive system in detail with reference to specific examples, but the invention is not limited thereto, and in other embodiments, the hybrid drive system may further include more or less than four natural gears, for example, three sets of gear pairs may be provided, so that the hybrid drive system has three natural gears.
Further, in order to reduce the transmission of vibration between the engine 230 and the transmission mechanism, the driving disk 101 of the clutch is connected to the output shaft of the engine 230 through a damper 270. The power output shaft 111 is further provided with a parking gear 118, and the parking gear 118 is located between the first main reduction driving gear 119 and the third gear output gear 117.
To effect the shift between the four gears, the synchronizers respectively include the 1/3 gear synchronizer 116 between the first and third gear pairs and the 2/4 gear synchronizer 113 between the second and fourth gear pairs. The 1/3-gear synchronizer 116 is used for meshing with the first-gear output gear 115 or the third-gear output gear 117 for realizing 1/3-gear synchronization, and the 2/4-gear synchronizer 113 is used for meshing with the second-gear output gear 114 or the fourth-gear output gear 112 for realizing 2/4-gear synchronization. In particular implementations, the 1/3 speed synchronizer 116 and the 2/4 speed synchronizer 113 may both be dog synchronizers.
By way of example and not limitation, in the present embodiment, the first motor 210 is connected to the first inverter 240 through the first wire harness 243, the first inverter 240 is connected to the battery 260 through the second wire harness 241, the second motor 220 is connected to the second inverter 250 through the third wire harness 252, the second inverter 250 is connected to the battery 260 through the fourth wire harness 251, and the fifth wire harness 242 is connected between the first inverter 240 and the second inverter 250. For the sake of line safety, each wire harness is preferably a high-voltage wire harness, and the line is guaranteed to have high voltage resistance. It should be noted that, in the present embodiment, a proportioning manner that two motors share one battery 260 is adopted, the battery 260 can supply power to the two motors to realize electric driving, and the two motors can also charge the battery 260 to realize energy recovery. However, the proportioning mode of the battery 260 is not limited to this, and in other embodiments, two motors may be respectively configured with one battery 260, or a plurality of battery cells in the battery 260 may be divided into two parts, one part is separately connected with the first motor 210, and the other part is separately connected with the second motor 220, so as to implement separate power supply and separate charging. The specific power generation process is as follows: when the first motor 210 generates power, the alternating current generated by the first motor 210 is transmitted to the first inverter 240 through the first wire harness 243, converted into direct current through the first inverter 240, and transmitted to the battery 260 through the second wire harness 241; when the second motor 220 generates power, alternating current generated by the second motor 220 is transmitted to the second inverter 250 through the third wire harness 252, converted into direct current through the second inverter 250, and transmitted to the battery 260 through the fourth wire harness 251; due to the arrangement of the fifth wire harness 242, when necessary, the alternating current generated by the first motor 210 can be directly transmitted to the second motor 220 through the fifth wire harness 242 and the third wire harness 252 without passing through the battery, so as to supply power to the second motor 220; the same is true for the second electric machine 220 when it is generating electricity.
By way of example and not limitation, in this embodiment, the engine 230 may be an internal combustion engine, and when the internal combustion engine is unloaded, the fuel efficiency of the internal combustion engine increases with increasing vehicle speed in a certain rotation speed range, and after a certain rotation speed is exceeded, the fuel efficiency is lower, and the efficiency decreases with increasing rotation speed. When the vehicle speed changes, gears need to be changed to keep the internal combustion engine in an efficient range. Referring to fig. 13, a specific effect graph of the motor is shown, and it can be seen from the graph that the motor is in a constant torque region within a certain rotation speed range, the torque in the region is larger, and as the speed is reduced, the torque is reduced less, and the power is gradually increased; after the rotating speed is exceeded, the torque is obviously reduced along with the increase of the rotating speed, the power is also gradually reduced, when the vehicle speed is lower, the rotating speed of the motor is lower, the torque is larger, powerful power can be provided for the vehicle, and the response time is short; the climbing gradient and hundred-kilometer acceleration performance are important parameters for evaluating the vehicle performance, and compared with pure internal combustion engine driving, the pure electric driving has short response time and large torque at low speed, and provides important guarantee for meeting the vehicle climbing gradient, hundred-kilometer acceleration and other performances.
Based on the above structure, the hybrid drive system in this embodiment has multiple operating modes, which specifically includes one or more of a pure electric drive mode, a pure fuel drive mode, a hybrid drive mode, a braking energy recovery mode, a parking charge mode, a parking cold start internal combustion engine mode, and a power generation mode during traveling. The operating modes are shifted primarily by engagement or disengagement of the 1/3 speed synchronizer 116, the 2/4 speed synchronizer 113, and/or the clutch. Specifically, referring to table 1 below, the states of the 1/3-speed synchronizer 116, the 2/4-speed synchronizer 113 and the clutch, and the states of the engine 230 and the two electric machines are shown in the hybrid drive system of the present embodiment under various operating modes (i.e., modes):
table 1:
Figure BDA0002514265560000071
Figure BDA0002514265560000081
Figure BDA0002514265560000091
mode 1, parking: when the vehicle needs to be stopped, the internal combustion engine (i.e. the engine 230) is turned off, the first and second electric machines 210 and 220 are in a free state, the 1/3-gear synchronizers 116 and 2/4-gear synchronizers 113 are in a neutral position, and the parking gear 118 is in a P-gear.
Mode 2, cold start of internal combustion engine at stop: when the internal combustion engine needs to be started in a parking state, the first motor 210 is in a driving state, the second motor 220 is in a free state, the 1/3-gear synchronizer 116 and the 2/4-gear synchronizer 113 are in a neutral position, the internal combustion engine is started from an off state, and the parking gear 118 is in a neutral position; cold starting the engine with the first electric machine 210 when parking does not create comfort issues; because the original starter of the internal combustion engine is reduced, the number of the constituent elements of the vehicle is reduced.
Mode 3, parking charging: when the vehicle is in a parking state and the battery power is insufficient, the vehicle can be selected to be parked and charged, wherein the internal combustion engine is in a driving state, the second motor 220 is in a free state, the first motor 210 is in a power generation state, the 1/3-gear synchronizer 116 is in a neutral position, the 2/4-gear synchronizer 113 is in a neutral position, and the parking gear 118 is in a neutral position; during power generation, the alternating current generated by the first motor 210 is converted into direct current by the first inverter 240, and then is transmitted to the battery 260 and stored in the battery; the internal combustion engine is in an economic speed interval, fuel economy and noise are considered, and when the charge amount reaches a certain ratio, other modes are switched according to needs.
Mode 4, pure reverse: when the vehicle needs to be reversed, the internal combustion engine is in an off state, the first electric machine 210 is in a free state, the second electric machine 220 drives the vehicle in reverse in a reverse direction, the 1/3-gear synchronizers 116 and 2/4-gear synchronizers 113 are in a neutral position, and the parking gear 118 is in a neutral position. The pure electric reverse gear is adopted, so that the mechanical reverse gear can be removed, and the mechanism is simpler and more compact.
Mode 5, pure reverse series: when the vehicle needs to be backed for a long time and the battery cannot provide enough electric quantity, pure reverse series drive can be selected, at the moment, the internal combustion engine is switched from an off state to a driving state, the first motor 210 is switched from a free state to a power generation state, the second motor 220 is still driven in a reverse rotation mode, the 1/3 gear synchronizers 116 and the 2/4 gear synchronizers 113 are in a neutral position, the parking gear 118 is in the neutral position, alternating current generated by the first motor 210 is not transmitted to the battery 260, but is directly used for the second motor 220 through the fifth wiring harness 242 and the third wiring harness 252, and waste of energy is avoided.
Mode 6, pure electric drive of the second electric machine 220: when the vehicle speed is low, if the internal combustion engine is used for driving, the fuel economy of the internal combustion engine is poor, and the pure electric driving is used for covering the low vehicle speed mode, so that the system efficiency can be kept at a high level. When the second electric motor 220 is purely electrically driven, the second electric motor 220 is in a driving state, the first electric motor 210 is in a free state, the internal combustion engine is off, the 1/3-gear synchronizers 116 and 2/4-gear synchronizers 113 are in a neutral position, and the parking gear 118 is in a neutral position; when the electric quantity is insufficient, the series driving mode can be switched to.
Mode 7, series drive: when the battery power is insufficient, the system efficiency is highest in the pure electric driving mode, the series driving is selected, and when the hybrid electric vehicle works, the internal combustion engine is in a driving state, the first motor 210 is in a power generation state, the 1/3-gear synchronizer 116 and the 2/4-gear synchronizer 113 are in a neutral position, the parking gear 118 is in a neutral position, and the second motor 220 is in a driving state; the alternating current generated by the first motor 210 is directly transmitted to the second motor 220 without passing through a battery, so that the second motor 220 drives the vehicle to run, and the loss in the energy conversion and transmission process is reduced; the series drive mode can operate for a long period of time and place the engine 230 in a high efficiency zone for a long period of time.
Mode 8, energy recovery: because the second motor 220 is fixedly connected with the wheels, the energy recovery mode can be quickly switched to any mode without gear engaging operation, when the internal combustion engine works, the internal combustion engine is in a free state, the first motor 210 is in a free state, the 1/3-gear synchronizer 116 and the 2/4-gear synchronizer 113 are in a neutral position, the parking gear 118 is in a neutral position, and the second motor 220 is in a power generation state; during power generation, the ac power generated by the second motor 220 is converted into dc power by the second inverter 250, and then transmitted to the battery 260 and stored in the battery 260.
Mode 9, engine first gear independent drive: the engine 230 is more efficient at different torques and speeds, and the system selects the engine independent drive gear accordingly. When the internal combustion engine is driven independently in the first gear, the internal combustion engine is in a driving state, the first motor 210 and the second motor 220 are in a free state, the 1/3-gear synchronizer 116 is in the first gear position, the 2/4-gear synchronizer 113 is in the neutral position, and the parking gear 118 is in the neutral position; the internal-combustion engine is in the higher interval of oil consumption efficiency during intermediate speed, compares pure electric drive gear this moment, and internal-combustion engine gear independent drive can make system efficiency keep higher level.
Mode 10, internal combustion engine second gear independent drive: when the system selects the second gear of the internal combustion engine to drive independently, the internal combustion engine is in a driving state, the first electric machine 210 and the second electric machine 220 are in a free state, the 1/3 gear synchronizer 116 is in a neutral position, the 2/4 gear synchronizer 113 is in a second gear position, and the parking gear 118 is in a neutral position.
Mode 11, engine three gear independent drive: when the system selects the engine to drive independently in the third gear, the engine is in a driving state, the first motor 210 and the second motor 220 are in a free state, the 1/3-gear synchronizer 116 is in the third gear position, the 2/4-gear synchronizer 113 is in the neutral position, and the parking gear 118 is in the neutral position.
Mode 12, engine four-speed independent drive: when the system selects the four-gear independent driving of the internal combustion engine, the internal combustion engine is in a driving state, the first electric machine 210 and the second electric machine 220 are in a free state, the 1/3-gear synchronizer 116 is in a neutral position, the 2/4-gear synchronizer 113 is in a four-gear position, and the parking gear 118 is in a neutral position.
Mode 13, engine first gear drive + first electric machine 210 generates: when the internal combustion engine is driven at first gear and the battery is insufficient, the torque required by the system is not large, the internal combustion engine is increased to a high-efficiency region, electric energy can be supplemented when the vehicle is driven, power generation during running is achieved, the internal combustion engine independently drives the vehicle to run, and the first motor 210 generates power during running of the vehicle. The first gear of the internal combustion engine is selected to drive + the first motor 210 generates power, at this time, the internal combustion engine is in a driving state, the first motor 210 is in a power generation state, the second motor 220 is in a free state, the 1/3-gear synchronizer 116 is in a first gear position, the 2/4-gear synchronizer 113 is in a neutral position, and the parking gear 118 is in a neutral position.
Mode 14, internal combustion engine second gear drive + first electric machine 210 generates: when the second gear driving of the internal combustion engine + the power generation of the first motor 210 is selected, the internal combustion engine is in a driving state, the first motor 210 is in a power generation state, the second motor 220 is in a free state, the 1/3-gear synchronizer 116 is in a neutral position, the 2/4-gear synchronizer 113 is in a second gear position, and the parking gear 118 is in a neutral position.
Mode 15, internal combustion engine third gear drive + first electric machine 210 generates: when the internal combustion engine third gear driving + the first motor 210 generates electricity, the internal combustion engine is in a driving state, the first motor 210 is in an electricity generation state, the second motor 220 is in a free state, the 1/3-gear synchronizer 116 is in a third gear position, the 2/4-gear synchronizer 113 is in a neutral position, and the parking gear 118 is in a neutral position.
Mode 16, internal combustion engine fourth gear drive + first electric machine 210 generates: when the internal combustion engine is selected to drive in the fourth gear and the first motor 210 generates electricity, the internal combustion engine is in a driving state, the first motor 210 is in an electricity generation state, the second motor 220 is in a free state, the 1/3-gear synchronizer 116 is in a neutral position, the 2/4-gear synchronizer 113 is in a fourth gear position, and the parking gear 118 is in a neutral position.
Mode 17, first gear of the internal combustion engine + second electric machine 220 are driven in parallel: when the first gear of the internal combustion engine or the pure electric drive of the second electric motor 220 cannot meet the torque requirement, the first gear of the internal combustion engine and the second electric motor 220 can be selected to be driven in parallel, at this time, the internal combustion engine is in a driving state, the first electric motor 210 is in a free state, the second electric motor 220 is in a driving state, the 1/3 gear synchronizer 116 is in a first gear position, the 2/4 gear synchronizer 113 is in a neutral position, and the parking gear 118 is in the neutral position.
Mode 18, internal combustion engine second gear + second electric machine 220 parallel drive: when the torque demand cannot be met by purely driving the internal combustion engine in the second gear or the second electric motor 220, the second gear of the internal combustion engine and the second electric motor 220 can be selected to be driven in parallel, at this time, the internal combustion engine is in a driving state, the first electric motor 210 is in a free state, the second electric motor 220 is in a driving state, the 1/3-gear synchronizer 116 is in a neutral position, the 2/4-gear synchronizer 113 is in a second gear position, and the parking gear 118 is in a neutral position.
Mode 19, internal combustion engine third gear + second electric machine 220 parallel drive: when the internal combustion engine third gear or the second electric machine 220 pure electric drive cannot meet the torque requirement, the internal combustion engine third gear and the second electric machine 220 can be selected to be driven in parallel, at this time, the internal combustion engine is in a driving state, the first electric machine 210 is in a free state, the second electric machine 220 is in a driving state, the 1/3-gear synchronizer 116 is in a third gear position, the 2/4-gear synchronizer 113 is in a neutral position, and the parking gear 118 is in the neutral position.
Mode 20, internal combustion engine fourth gear + second electric machine 220 drive in parallel: when the torque demand cannot be met by purely driving the internal combustion engine in the fourth gear or the second electric motor 220, the fourth gear of the internal combustion engine + the second electric motor 220 can be selected to be driven in parallel, at this time, the internal combustion engine is in a driving state, the first electric motor 210 is in a free state, the second electric motor 220 is in a driving state, the 1/3-gear synchronizer 116 is in a neutral position, the 2/4-gear synchronizer 113 is in a fourth gear position, and the parking gear 118 is in a neutral position.
Mode 21, the internal combustion engine first gear + the first electric machine 210+ the second electric machine 220 are driven in parallel: when the system is in a limit mode, the internal combustion engine gear and one motor are driven in parallel, the torque requirement of the system cannot be met, and the battery can provide enough power and electricity, the internal combustion engine gear and two motors can be used for driving simultaneously, when the system selects the first gear of the internal combustion engine, the first motor 210 and the second motor 220 are driven in parallel, the internal combustion engine is in a driving state, the first motor 210 and the second motor 220 are in a driving state, the 1/3 gear synchronizer 116 is in a first gear position, the 2/4 gear synchronizer 113 is in a neutral position, and the parking gear 118 is in a neutral position.
Mode 22, internal combustion engine second gear + first electric machine 210+ second electric machine 220 are driven in parallel: when the system selects the second gear of the internal combustion engine + the first electric machine 210+ the second electric machine 220 to be driven in parallel, the internal combustion engine is in a driving state, the first electric machine 210 and the second electric machine 220 are in a driving state, the 1/3-gear synchronizer 116 is in a neutral position, the 2/4-gear synchronizer 113 is in a second gear position, and the parking gear 118 is in a neutral position.
Mode 23, internal combustion engine third gear + first electric machine 210+ second electric machine 220 are driven in parallel: when the system selects the third gear of the internal combustion engine + the first electric machine 210+ the second electric machine 220 to be driven in parallel, the internal combustion engine is in a driving state, the first electric machine 210 and the second electric machine 220 are in a driving state, the 1/3-gear synchronizer 116 is in a third gear position, the 2/4-gear synchronizer 113 is in a neutral position, and the parking gear 118 is in a neutral position.
Mode 24, internal combustion engine fourth gear + first electric machine 210+ second electric machine 220 are driven in parallel: when the system selects the four-gear of the internal combustion engine + the first electric machine 210+ the second electric machine 220 to be driven in parallel, the internal combustion engine is in a driving state, the first electric machine 210 and the second electric machine 220 are in a driving state, the 1/3-gear synchronizer 116 is in a neutral position, the 2/4-gear synchronizer 113 is in a four-gear position, and the parking gear 118 is in a neutral position.
Mode 25, hill mode: emergency driving, when the second electric machine 220 is in failure, the clutch is opened, the first electric machine 210 starts the engine 230, the clutch is half engaged, the 1/3 gear synchronizer 116 or the 2/4 gear synchronizer 113 is engaged with a certain gear, the first electric machine 210 and the internal combustion engine are in a parallel driving mode, safety is guaranteed, and the second electric machine 220 is in a free state.
In summary, the hybrid driving system in the above embodiment of the invention has the following beneficial effects: (1) the mode switching is realized by adopting the clutch and the synchronizer, the system structure is simplified, and the total length of the transmission is shortened; (2) the fuel economy of the vehicle is effectively improved; (3) a dual-motor structure is introduced, so that the collocation of driving modes is more diversified, and the system has all functions required by improving the fuel economy, including the functions of motor independent driving under low load, internal combustion engine independent driving under high load, series driving when the battery is in power shortage, hybrid driving, braking energy recovery, parking charging, internal combustion engine starting during advancing, power generation during advancing and the like; (4) the scheme can be matched with HEV and PHEV models simultaneously, and has good expansibility. (5) The dynamic property is good, the condition allows, two motors can output power simultaneously, and when the dynamic property of the engine 230 is insufficient, different motors can be selected according to the mode to assist. In addition, the speed can be regulated by utilizing the motor, and the gear shifting impact is reduced. (6) The two motors can drive and generate electricity, and the energy recovery efficiency is improved.
Example two
Referring to fig. 14, a control method of a hybrid drive system according to a second embodiment of the present invention is shown, which can be used to control the hybrid drive system according to the first embodiment, and the control method specifically includes steps S01-S02.
In step S01, the state parameters of the vehicle are acquired.
Wherein the state parameters include one or more of a vehicle running speed, an engine torque, a battery level, a vehicle required torque, a motor driving efficiency, a battery temperature, and an engine driving efficiency.
And step S02, correspondingly controlling the connection or disconnection of the synchronizer and/or the clutch of the hybrid power driving system according to the state parameters of the vehicle so as to control the hybrid power driving system to enter a corresponding working mode.
The working mode comprises one or more of a pure electric driving mode, a pure fuel driving mode, a hybrid driving mode, a braking energy recovery mode, a parking charging mode, a parking cold start internal combustion engine mode and a power generation mode during traveling. The specific switching control of these operation modes can be seen in detail in table 1 above.
By way of example and not limitation, in the concrete implementation, the step S02 may be implemented by using the following refinement steps, where the refinement steps specifically include:
when the running speed is in a preset low-speed range and/or the running speed is in a preset medium-speed range and the motor driving efficiency is higher than the engine driving efficiency, controlling the hybrid power driving system to enter a pure electric driving mode;
when the running speed is in a preset high-speed range and/or the running speed is in a preset middle-speed range and the motor driving efficiency is lower than the engine driving efficiency, controlling the hybrid power driving system to enter a pure fuel oil driving mode;
when the running speed is in a preset middle-speed range and the vehicle required torque is higher than a torque threshold value, controlling the hybrid power driving system to enter a hybrid driving mode;
when the vehicle is determined to be in a parking state according to the running speed and the electric quantity of the battery is lower than an electric quantity threshold value, controlling the hybrid power driving system to enter a parking charging mode;
and when the system meets the braking energy recovery condition, controlling the hybrid power driving system to enter a braking energy recovery mode, wherein when the electric quantity of the battery is not in a saturated state and the temperature of the battery is lower than a temperature threshold value, the system can be judged to meet the braking energy recovery condition.
Further, in some alternative embodiments of the present invention, the control method of the hybrid drive system may further include:
and when the engine is in a pure fuel driving mode and the driving efficiency of the engine is lower than an efficiency threshold value, increasing the torque of the engine to be within a preset high-efficiency interval.
Specifically, in order to improve the fuel economy of the vehicle, the following measures are adopted:
under the working conditions of frequent start and stop and low vehicle speed, the vehicle is driven by pure electricity, so that the internal combustion engine is prevented from working in a high oil consumption area; when the pure electric drive can not meet the torque requirement, the internal combustion engine gear electric drive gear is used for parallel drive to meet the large torque requirement;
under the condition of medium speed, ① the system efficiency is highest by pure electric drive when the system efficiency is higher than that of the first gear drive of the internal combustion engine when the motor is driven, ② the system efficiency is highest by the independent drive of the internal combustion engine when the motor drive efficiency is lower than that of the independent drive of the first gear of the internal combustion engine, ③ the internal combustion engine can be selected to drive the gears in parallel by the gear drive of the internal combustion engine when stronger power output is needed.
When the road resistance is small and the internal combustion engine works in a low-torque state, the efficiency of the internal combustion engine is low, the internal combustion engine can be adjusted to a high-efficiency range by increasing the torque of the internal combustion engine, a part of the torque is distributed to the first motor to charge the battery, and the other part of the torque keeps the whole vehicle running, so that the comprehensive efficiency of the whole vehicle is improved.
Under the high-speed working condition, the efficiency of the internal combustion engine is higher, the four gears of the internal combustion engine independently drive the vehicle, the use of the motor is reduced, the efficiency loss in the conversion process of mechanical energy-electric energy-mechanical energy is avoided, and further the comprehensive efficiency is improved.
The double motors are arranged, all gears are directly connected with the second motors, braking energy recovery can be realized under all deceleration working conditions, no gear shifting action is generated in the recovery process, and the energy recovery efficiency is high.
In summary, in the control method of the hybrid drive system in the above embodiment of the present invention, the synchronizer and/or the clutch are/is controlled to be engaged or disengaged according to the state parameter of the vehicle, so as to control the system to automatically enter the corresponding working mode, so that the state parameter of the vehicle is adapted to the working mode of the system, thereby improving the fuel economy of the vehicle; in addition, a double-motor structure is introduced, so that the collocation of driving modes is more diversified, the working mode of the system can be further refined, the fuel economy of the vehicle is further improved, the two motors can drive and generate electricity, and the energy recovery efficiency is improved.
EXAMPLE III
Referring to fig. 15, a vehicle according to a third embodiment of the present invention is shown, which includes a hybrid driving system 100 and a controller 200, where the hybrid driving system 100 may be a hybrid driving system according to any of the above embodiments, and the controller 200 is electrically connected to the 1/3 th synchronizer 116, the 2/4 th synchronizer 113 and the 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 1/3 th synchronizer 116, the 2/4 th synchronizer 113 and/or the clutch to engage or disengage 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 230, the vehicle in the embodiment may omit the starter (cold start engine 230 function) at the rear end of the conventional engine 230, and its function may be performed by the first electric machine 210 and/or the second electric machine 220 in the present invention.
In summary, in the vehicle according to the above embodiment of the present invention, the synchronizer and/or the clutch are/is controlled to be engaged or disengaged according to the state parameters of the vehicle, so as to control the system to automatically enter the corresponding operating mode, so that the state parameters of the vehicle are adapted to the operating mode of the system, thereby improving the fuel economy of the vehicle; in addition, a double-motor structure is introduced, so that the collocation of driving modes is more diversified, the working mode of the system can be further refined, the fuel economy of the vehicle is further improved, the two motors can drive and generate electricity, and the energy recovery efficiency is improved.
The above-mentioned embodiments only express several embodiments of the present invention, and the description thereof is more specific and detailed, but not construed as limiting the scope of the present invention. It should be noted that, for a person skilled in the art, several variations and modifications can be made without departing from the inventive concept, which falls within the scope of the present invention. Therefore, the protection scope of the present patent shall be subject to the appended claims.

Claims (10)

1. A hybrid power driving system is characterized by comprising an engine, a differential assembly, a first motor, a second motor, a transmission mechanism and a battery connected with the first motor and the second motor, wherein the transmission mechanism comprises a power output shaft, an inner input shaft, an outer input shaft, a plurality of groups of gear pairs coupled between the outer input shaft and the power output shaft, a clutch connected with the engine and a synchronizer arranged on the power output shaft and used for realizing gear synchronization, the inner input shaft is connected with a driving disc of the clutch, the outer input shaft is connected with a driven disc of the clutch, a first main reducing driving gear is arranged on the power output shaft, a main reducing driven gear is arranged on the differential assembly and coupled with the main reducing driven gear, the first motor is coupled with the inner input shaft through a first transmission assembly, and the second motor is coupled with the driving reduction driven gear through a second transmission assembly.
2. The hybrid drive system of claim 1, wherein said plurality of gear sets includes a first gear set, a second gear set, a third gear set and a fourth gear set, and said synchronizers include an 1/3 gear synchronizer between said first gear set and said third gear set and a 2/4 gear synchronizer between said second gear set and said fourth gear set.
3. The hybrid drive system according to claim 2, wherein the third-speed gear pair, the first-speed gear pair, the second-speed gear pair, and the fourth-speed gear are arranged in this order in a direction away from the engine.
4. The hybrid drive system of claim 1, wherein the first transmission assembly includes a first drive gear disposed on a drive shaft of the first motor and a first driven gear disposed on the inner input shaft, the first drive gear coupled with the first driven gear, the first transmission assembly further including a first idler assembly, the first drive gear coupled with the first driven gear through the first idler assembly.
5. The hybrid drive system of claim 1, wherein the second transmission assembly comprises a second motor output shaft, a second driving gear disposed on a driving shaft of the second motor, and a second driving main reduction gear and a second driven gear disposed on the second motor output shaft, the second driving main reduction gear is coupled to the driving reduction driven gear, the second driving gear is coupled to the second driven gear, and the second transmission assembly further comprises a second idler assembly, and the second driving gear is coupled to the second driven gear through the second idler assembly.
6. A control method of a hybrid drive system for controlling the hybrid drive system according to any one of claims 1 to 5, comprising the steps of:
acquiring state parameters of a vehicle, wherein the state parameters comprise one or more of vehicle running speed, engine torque, battery power, vehicle required torque, motor driving efficiency and engine driving efficiency;
and correspondingly controlling the connection or disconnection of the synchronizer and/or the clutch of the hybrid power driving system according to the state parameters of the vehicle so as to control the hybrid power driving system to enter a corresponding working mode.
7. The control method of a hybrid drive system of claim 6, wherein the operating mode includes one or more of an electric-only drive mode, a fuel-only drive mode, a hybrid drive mode, a braking energy recovery mode, a parking charge mode, a parked cold start internal combustion engine mode, and a traveling power generation mode.
8. The control method of the hybrid drive system according to claim 7, wherein the step of controlling the synchronizer and/or the clutch of the hybrid drive system to be engaged or disengaged, respectively, according to the state parameter of the vehicle to control the hybrid drive system to enter the corresponding operating mode comprises:
when the running speed is in a preset low-speed range and/or the running speed is in a preset medium-speed range and the motor driving efficiency is higher than the engine driving efficiency, controlling the hybrid power driving system to enter a pure electric driving mode;
when the running speed is in a preset high-speed range and/or the running speed is in a preset middle-speed range and the motor driving efficiency is lower than the engine driving efficiency, controlling the hybrid power driving system to enter a pure fuel oil driving mode;
when the running speed is in a preset middle-speed range and the vehicle required torque is higher than a torque threshold value, controlling the hybrid power driving system to enter a hybrid driving mode;
when the vehicle is determined to be in a parking state according to the running speed and the electric quantity of the battery is lower than an electric quantity threshold value, controlling the hybrid power driving system to enter a parking charging mode;
and when the system meets the braking energy recovery condition, controlling the hybrid power driving system to enter a braking energy recovery mode.
9. The control method of the hybrid drive system according to claim 6, characterized by further comprising:
and when the engine is in a pure fuel driving mode and the driving efficiency of the engine is lower than an efficiency threshold value, increasing the torque of the engine to be within a preset high-efficiency interval.
10. A vehicle, characterized by comprising:
the hybrid drive system of any one of claims 1-5; and
and the controller is connected with the synchronizer and the clutch 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 clutch 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.
CN202010470896.5A 2020-05-28 2020-05-28 Hybrid power driving system, control method and vehicle Pending CN111497586A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202010470896.5A CN111497586A (en) 2020-05-28 2020-05-28 Hybrid power driving system, control method and vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202010470896.5A CN111497586A (en) 2020-05-28 2020-05-28 Hybrid power driving system, control method and vehicle

Publications (1)

Publication Number Publication Date
CN111497586A true CN111497586A (en) 2020-08-07

Family

ID=71849693

Family Applications (1)

Application Number Title Priority Date Filing Date
CN202010470896.5A Pending CN111497586A (en) 2020-05-28 2020-05-28 Hybrid power driving system, control method and vehicle

Country Status (1)

Country Link
CN (1) CN111497586A (en)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN112013085A (en) * 2020-08-18 2020-12-01 安徽江淮汽车集团股份有限公司 Hybrid power gearbox, drive assembly, control method and vehicle
CN113771610A (en) * 2021-08-18 2021-12-10 上海爱跻企业管理咨询合伙企业(有限合伙) Modular electric drive transmission
CN113858939A (en) * 2021-10-08 2021-12-31 宁波吉利罗佑发动机零部件有限公司 Power transmission device

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2013129212A (en) * 2011-12-20 2013-07-04 Aisin Seiki Co Ltd Vehicle drive device
CN103448528A (en) * 2013-08-09 2013-12-18 浙江吉利汽车研究院有限公司 Hybrid power coupling device
CN104972890A (en) * 2015-07-07 2015-10-14 安徽纽恩卡自控科技有限公司 Dual-motor hybrid power automatic transmission
CN105253007A (en) * 2015-10-26 2016-01-20 上海中科深江电动车辆有限公司 Automobile hybrid power system and automobile
CN107539108A (en) * 2016-06-29 2018-01-05 比亚迪股份有限公司 Power-driven system and vehicle
CN210526287U (en) * 2019-07-24 2020-05-15 广州汽车集团股份有限公司 Two grades of hybrid coupling systems and vehicle
CN212708919U (en) * 2020-05-28 2021-03-16 麦格纳动力总成(江西)有限公司 Hybrid power driving system and vehicle

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2013129212A (en) * 2011-12-20 2013-07-04 Aisin Seiki Co Ltd Vehicle drive device
CN103448528A (en) * 2013-08-09 2013-12-18 浙江吉利汽车研究院有限公司 Hybrid power coupling device
CN104972890A (en) * 2015-07-07 2015-10-14 安徽纽恩卡自控科技有限公司 Dual-motor hybrid power automatic transmission
CN105253007A (en) * 2015-10-26 2016-01-20 上海中科深江电动车辆有限公司 Automobile hybrid power system and automobile
CN107539108A (en) * 2016-06-29 2018-01-05 比亚迪股份有限公司 Power-driven system and vehicle
CN210526287U (en) * 2019-07-24 2020-05-15 广州汽车集团股份有限公司 Two grades of hybrid coupling systems and vehicle
CN212708919U (en) * 2020-05-28 2021-03-16 麦格纳动力总成(江西)有限公司 Hybrid power driving system and vehicle

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN112013085A (en) * 2020-08-18 2020-12-01 安徽江淮汽车集团股份有限公司 Hybrid power gearbox, drive assembly, control method and vehicle
CN113771610A (en) * 2021-08-18 2021-12-10 上海爱跻企业管理咨询合伙企业(有限合伙) Modular electric drive transmission
CN113858939A (en) * 2021-10-08 2021-12-31 宁波吉利罗佑发动机零部件有限公司 Power transmission device

Similar Documents

Publication Publication Date Title
JP3647399B2 (en) Vehicle power transmission system and automobile equipped with the same
CN111469651A (en) Hybrid power driving system, control method and vehicle
CN111497586A (en) Hybrid power driving system, control method and vehicle
CN111907320B (en) Hybrid power transmission, control method and vehicle
CN111071026A (en) Dual-motor hybrid power driving system
CN111071025A (en) Dual-motor hybrid power variable-speed driving system
CN110667366A (en) Speed change transmission system special for hybrid electric vehicle
CN213082896U (en) Hybrid power driving system and vehicle
CN108045216A (en) A kind of motor is from one axis coupling input hybrid power system of gearbox
CN111469649A (en) Hybrid power driving system, control method and vehicle
CN212827866U (en) Hybrid power driving system and vehicle
CN211106931U (en) Three-clutch hybrid power system
CN111469650A (en) Hybrid power driving system, control method and vehicle
CN212400884U (en) Hybrid power driving system and automobile
CN111497587A (en) Hybrid power driving system, control method and vehicle
CN215042038U (en) Hybrid power driving system and automobile
CN110549847A (en) Driving transmission device for automobile power system
CN211519235U (en) Dual-motor hybrid power variable-speed driving system
CN212708919U (en) Hybrid power driving system and vehicle
CN111038247A (en) Double-clutch hybrid power coupling system and vehicle
JP2018122856A (en) Control device of hybrid vehicle and speed change control method
CN213056677U (en) Hybrid power transmission and vehicle
CN111469652A (en) Hybrid power driving system, control method and automobile
CN109203965B (en) Hybrid-based four-speed transmission driving system
CN217415460U (en) Variable speed transmission system of hybrid electric vehicle

Legal Events

Date Code Title Description
PB01 Publication
PB01 Publication
SE01 Entry into force of request for substantive examination
SE01 Entry into force of request for substantive examination
RJ01 Rejection of invention patent application after publication

Application publication date: 20200807