CN111497587A - Hybrid power driving system, control method and vehicle - Google Patents

Hybrid power driving system, control method and vehicle Download PDF

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Publication number
CN111497587A
CN111497587A CN202010470897.XA CN202010470897A CN111497587A CN 111497587 A CN111497587 A CN 111497587A CN 202010470897 A CN202010470897 A CN 202010470897A CN 111497587 A CN111497587 A CN 111497587A
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China
Prior art keywords
gear
motor
mode
vehicle
driving
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CN202010470897.XA
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Chinese (zh)
Inventor
邹伟
田均
施伟
张贻平
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Getrag Jiangxi Transmission Co Ltd
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Getrag Jiangxi Transmission Co Ltd
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Priority to CN202010470897.XA priority Critical patent/CN111497587A/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/24—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/20—Control strategies involving selection of hybrid configuration, e.g. selection between series or parallel configuration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/92—Energy efficient charging or discharging systems for batteries, ultracapacitors, supercapacitors or double-layer capacitors specially adapted for vehicles

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

Abstract

The invention provides a hybrid power driving system, a control method and a vehicle, wherein the system comprises an engine, a first motor, a second motor, a transmission mechanism and a battery connected with the first motor and the second motor, the transmission mechanism comprises a power output shaft, a double clutch connected with the engine, a plurality of groups of gear pairs coupled between the double clutch and the power output shaft and a synchronizer arranged on the power output shaft and used for realizing gear synchronization, a first motor gear is arranged on a motor shaft of the first motor, a second motor gear is arranged on a motor shaft of the second motor, one group of gear pairs is coupled with the first motor gear, and the other group of gear pairs is coupled with the second motor gear. The invention realizes the adaptation of the state parameters of the vehicle and the working mode of the system, improves the fuel economy of the vehicle, simplifies the system structure, shortens the total length of the transmission, and introduces a double-motor structure to enable the collocation of the driving modes to be more diversified.

Description

Hybrid power driving system, control method and vehicle
Technical Field
The invention relates to the technical field of hybrid power, in particular to a hybrid power driving system, a control method and a vehicle.
Background
The world faces two challenges of energy shortage and environmental deterioration, the traditional fuel vehicle is seriously puzzled by petroleum crisis and environmental deterioration, and energy conservation and emission reduction gradually become the focus of the automobile industry. The generation of hybrid vehicles brings new hopes for alleviating energy shortage and environmental deterioration.
The hybrid power driving system is a core component of the hybrid power automobile and is a power source of the hybrid power automobile. In the middle of the hybrid power driving system, generally including motor and engine, the motor adopts pure electric drive, and the engine adopts the fuel drive, and both mutually support and form hybrid vehicle's various drive mode.
However, in the prior art, most hybrid drive systems are formed by deforming or improving on the basis of the traditional multi-gear transmission, and the problems of complex structure, long transmission assembly, limited improvement on vehicle fuel economy and the like generally exist.
Disclosure of Invention
Based on this, the invention aims to provide a hybrid power driving system, a control method and a vehicle, so as to solve the technical problem that the improvement of the fuel economy of the vehicle by the hybrid power driving system in the prior art is limited.
According to the embodiment of the invention, the hybrid power driving system comprises an engine, a first motor, a second motor, a transmission mechanism and a battery connected with the first motor and the second motor, wherein the transmission mechanism comprises a power output shaft, a double clutch connected with the engine, a plurality of groups of gear pairs coupled between the double clutch and the power output shaft, and a synchronizer arranged on the power output shaft and used for realizing gear synchronization, a first motor gear is arranged on a motor shaft of the first motor, a second motor gear is arranged on a motor shaft of the second motor, one group of the gear pairs is coupled with the first motor gear, and the other group of the gear pairs is coupled with the second motor gear.
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 double 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 double clutches of the hybrid power driving system and is used for acquiring the state parameters of the vehicle and correspondingly controlling the synchronizer and/or the double clutches to be combined or separated according to the state parameters of the vehicle so as to control the hybrid power driving system to enter a corresponding working mode.
Compared with the prior art: mode switching is realized by adopting a double clutch and a 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 energy transfer of a system for charging a vehicle during parking using a first electric machine according to an embodiment of the present invention;
FIG. 3 is a schematic diagram of energy transfer of a system for charging a vehicle during parking using a second electric machine according to an embodiment of the present invention;
FIG. 4 is a schematic diagram of energy transfer of a system for implementing a stop cold start/start-before-go internal combustion engine using a first electric machine according to an embodiment of the present invention;
FIG. 5 is a schematic diagram of the energy transfer system for implementing a cold start engine stop/start-before-go engine with a second electric machine according to an embodiment of the present invention;
FIG. 6 is a schematic diagram of system energy transfer in the electrically-driven first-gear pure electric drive/pure electric drive R-gear mode according to an embodiment of the present invention;
FIG. 7 is a schematic diagram of the system power transfer in the electric drive first-gear series/electric drive R-gear series driving mode according to the embodiment of the invention;
FIG. 8 is a schematic diagram of system energy transfer in a first-gear braking energy recovery mode according to an embodiment of the present invention;
FIG. 9 is a schematic diagram of system energy transfer in an electric-drive second-gear pure electric drive mode according to an embodiment of the present invention;
FIG. 10 is a schematic diagram of the system energy transfer in the electric drive second gear series drive mode provided by the embodiment of the present invention;
FIG. 11 is a schematic diagram of system energy transfer in a second gear energy recovery mode according to an embodiment of the present invention;
FIG. 12 is a schematic diagram of system energy transfer in the electrically driven first gear and second gear parallel driving mode according to an embodiment of the present invention;
FIG. 13 is a schematic diagram of the system energy transfer in the first gear independent driving mode of the internal combustion engine according to the embodiment of the present invention;
FIG. 14 is a schematic diagram of system energy transfer in a second gear independent driving mode of an internal combustion engine according to an embodiment of the present invention;
FIG. 15 is a schematic diagram of the system power transmission in the first-gear electric drive and first-gear parallel drive mode of the internal combustion engine according to the embodiment of the present invention;
FIG. 16 is a schematic diagram of the system power transmission in the parallel driving mode of the first gear, the first gear of the electric drive and the second gear of the electric drive of the internal combustion engine according to the embodiment of the invention;
FIG. 17 is a schematic diagram of system power transfer in a second gear electric drive and second gear parallel drive mode of an internal combustion engine according to an embodiment of the present invention;
FIG. 18 is a schematic diagram of system power transmission in parallel driving modes of second gear, first gear and second gear of an internal combustion engine according to an embodiment of the present invention;
FIG. 19 is a schematic diagram of system energy transfer in park P-range mode according to an embodiment of the present invention;
fig. 20 is a characteristic curve of a motor according to an embodiment of the present invention;
fig. 21 is a flowchart of a control method of a hybrid drive system in a second embodiment of the invention;
fig. 22 is a block diagram of a vehicle in a third embodiment of the invention.
Description of the main element symbols:
Figure BDA0002514266190000031
Figure BDA0002514266190000041
the following detailed description will further illustrate the invention in conjunction with the above-described figures.
Detailed Description
To facilitate an understanding of the invention, the invention will now be described more fully with reference to the accompanying drawings. Several embodiments of the invention are presented in the drawings. This invention may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete.
It will be understood that when an element is referred to as being "secured to" another element, it can be directly on the other element or intervening elements may also be present. When an element is referred to as being "connected" to another element, it can be directly connected to the other element or intervening elements may also be present. The terms "vertical," "horizontal," "left," "right," and the like as used herein are for illustrative purposes only.
Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. The terminology used in the description of the invention herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. As used herein, the term "and/or" includes any and all combinations of one or more of the associated listed items.
Example one
Referring to fig. 1, a hybrid power driving system according to a first embodiment of the present invention is shown, which includes an engine 230, a first motor 210, a second motor 220, a transmission mechanism and a battery 260 connected to the first motor 210 and the second motor 220, wherein the transmission mechanism includes a power output shaft 116, a dual clutch 130 connected to the engine 230, a plurality of sets of gear pairs coupled between the dual clutch 130 and the power output shaft 116, and a synchronizer disposed on the power output shaft 116 for implementing gear synchronization.
Specifically, the dual clutch 130 includes an outer clutch 133, an inner clutch 132 and a clutch driving plate 133, for example and without limitation, in this embodiment, the multiple gear pairs include a first gear pair and a second gear pair, that is, the hybrid drive system in this embodiment has two natural gears, one end of the outer clutch 133 is connected to the output shaft of the engine 230 through the clutch driving plate 133, the other end is connected to the second gear pair, one end of the inner clutch 132 is connected to the output shaft of the engine 230 through the clutch driving plate 133, and the other end is connected to the inner clutch 132 of the first gear pair through the inner input shaft 105. The first-gear pair includes a first-gear input gear 121 disposed on the inner clutch 132 and a first-gear output gear 122 disposed on the power output shaft 116, and the second-gear pair includes a second-gear input gear 124 disposed on the outer clutch 133 and a second-gear output gear 125 disposed on the power output shaft 116. The present embodiment is described in detail with reference to specific examples, but the present invention is not limited thereto, and in other embodiments, the hybrid drive system may further include more or less than two natural gears, for example, six gear pairs may be provided, so that the hybrid drive system has six natural gears. To reduce the transmission of vibrations between the engine 230 and the transmission, the dual clutch 130 is connected to the output shaft of the engine 230 via a damper 270.
In addition, a motor shaft 211 of the first motor 210 is provided with a first motor gear 212, the second-gear input gear 124 is coupled with the first motor gear 212 through the first idle gear assembly 103, a motor shaft 222 of the second motor 220 is provided with a second motor gear 221, and the second motor gear 221 is coupled with the first-gear output gear 122.
In addition, an output shaft driving gear 117 is disposed at one end of the power output shaft 116, the output shaft driving gear 117 is coupled to the differential assembly 118 to connect front wheels and/or rear wheels (not shown) of the vehicle through the differential assembly 118, the vehicle is driven in a front mode when the front wheels are connected, the vehicle is driven in a rear mode when the rear wheels are connected, and the vehicle is driven in a four mode when the front wheels and the rear wheels are connected, so that power is output to the wheels to drive the vehicle to run. The other end of the power take-off shaft 116 is connected to the parking brake gear 109.
By way of example and not limitation, in the present embodiment, the first motor 210 is connected to the first inverter 240 through the first wire harness 243, the first inverter 240 is connected to the battery 260 through the second wire harness 241, the second motor 220 is connected to the second inverter 250 through the third wire harness 252, the second inverter 250 is connected to the battery 260 through the fourth wire harness 251, and the first inverter 240 is connected to the second inverter 250 through the fifth wire harness 242. For the sake of line safety, each wire harness is preferably a high-voltage wire harness, and the line is guaranteed to have high voltage resistance. It should be noted that, in the present embodiment, a proportioning manner that two motors share one battery 260 is adopted, the battery 260 can supply power to the two motors to realize electric driving, and the two motors can also charge the battery 260 to realize energy recovery. However, the proportioning mode of the battery 260 is not limited to this, and in other embodiments, two motors may be respectively configured with one battery 260, or a plurality of battery cells in the battery 260 may be divided into two parts, one part is separately connected with the first motor 210, and the other part is separately connected with the second motor 220, so as to implement separate power supply and separate charging. The specific power generation process is as follows: when the first motor 210 generates power, the alternating current generated by the first motor 210 is transmitted to the first inverter 240 through the first wire harness 243, converted into direct current through the first inverter 240, and transmitted to the battery 260 through the second wire harness 241; when the second motor 220 generates power, alternating current generated by the second motor 220 is transmitted to the second inverter 250 through the third wire harness 252, converted into direct current through the second inverter 250, and transmitted to the battery 260 through the fourth wire harness 251; due to the arrangement of the fifth 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 harness 242 and the third harness 252 without passing through the battery to supply power to the second motor 220; the same is true for the second electric machine 220 when it is generating electricity.
In order to achieve synchronization between the two gears, the synchronizers include a 1 st gear synchronizer 123 and a 2 nd gear synchronizer 126 provided on the power output shaft 116, the 2 nd gear synchronizer 126 is provided between the second gear pair and the first gear pair and is configured to be coupled with the second gear output gear 125 to achieve 2 nd gear synchronization, and the 1 st gear synchronizer 123 is provided on a side of the first gear pair away from the second gear pair and is configured to be coupled with the first gear output gear 122 to achieve 1 st gear synchronization.
By way of example and not limitation, in this embodiment, the engine 230 may be an internal combustion engine, and when the internal combustion engine is unloaded, the fuel efficiency of the internal combustion engine increases with increasing vehicle speed in a certain rotation speed range, and after a certain rotation speed is exceeded, the fuel efficiency is lower, and the efficiency decreases with increasing rotation speed. When the vehicle speed changes, gears need to be changed to keep the internal combustion engine in an efficient range. Referring to fig. 20, a specific effect graph of the motor is shown, and it can be seen from the graph that the motor is in a constant torque region within a certain rotation speed range, the torque in the region is larger, and as the speed is reduced, the torque is reduced less, and the power is gradually increased; after the rotating speed is exceeded, the torque is obviously reduced along with the increase of the rotating speed, the power is also gradually reduced, when the vehicle speed is lower, the rotating speed of the motor is lower, the torque is larger, powerful power can be provided for the vehicle, and the response time is short; the climbing gradient and hundred-kilometer acceleration performance are important parameters for evaluating the vehicle performance, and compared with pure internal combustion engine driving, the pure electric driving has short response time and large torque at low speed, and provides important guarantee for meeting the vehicle climbing gradient, hundred-kilometer acceleration and other performances.
Based on the structure, the hybrid power drive system in the embodiment has multiple working modes, specifically including a pure electric drive mode, a pure fuel drive mode, a hybrid drive mode, a braking energy recovery mode, a parking charging mode and a running engine starting mode. The pure electric drive mode, the pure fuel drive mode, the braking energy recovery mode and the hybrid drive mode all comprise a plurality of gear modes. Specifically, the pure electric driving mode comprises electric driving first-gear pure electric driving, electric driving first-gear series driving, electric driving second-gear pure electric driving, electric driving second-gear series driving, electric driving first-gear + electric driving second-gear parallel driving, pure electric driving R-gear and electric driving R-gear series driving, the pure fuel oil driving mode comprises internal combustion engine first-gear driving and internal combustion engine second-gear driving, the braking energy recovery mode comprises first-gear energy recovery and second-gear energy recovery, the hybrid driving mode comprises internal combustion engine first-gear + electric driving first-gear parallel driving, internal combustion engine first-gear + electric driving second-gear parallel driving, internal combustion engine second-gear + electric driving second-gear parallel driving and internal combustion engine second-gear + electric driving first-gear + electric driving second-gear parallel driving.
The above-mentioned working modes are switched by the combination or separation of the synchronizer and/or the double clutch. Specifically, referring to table 1 below, the coupling/decoupling state of the synchronizer and the dual clutch, and the states of the engine and the two motors of the hybrid drive system of the present embodiment in various operating modes (i.e., operating conditions) are shown:
table 1:
Figure BDA0002514266190000071
Figure BDA0002514266190000081
for mode 1, parking charging condition (charging battery with first motor): as shown in fig. 2, when the vehicle is in a parking state and the battery 260 is low in charge, the vehicle can be selected to park and charge, at this time, the inner clutch 132 is disengaged, the outer clutch 133 is engaged, the internal combustion engine is driven, the first electric machine 210 is in a power generation state, the second electric machine 220 is in a free state, the 1-gear synchronizer 123 is in a neutral position or a first-gear position, and the 2-gear synchronizer 126 is in a neutral position, and during power generation, alternating current generated by the first electric machine 210 is converted into direct current through the first inverter, and then transmitted to the battery 260 through the first electric machine 210 wiring harness and stored in the battery 260; the internal combustion engine is in an economic speed interval, fuel economy and noise are considered, and when the charging amount reaches a certain ratio, other working conditions are switched according to needs.
For mode 2, parking charging condition (using the second motor to charge the battery): as shown in fig. 3, when the vehicle is in a parking state and the battery 260 is low in capacity, the vehicle can be selected to park and charge, at this time, the inner clutch 132 is engaged, the outer clutch 133 is disengaged, the internal combustion engine is driven, the first electric machine 210 is in a free state, the second electric machine 220 is in a power generation state, the 1-gear synchronizer 123 is in a first-gear position, and the 2-gear synchronizer 126 is in a neutral position or a second-gear position, and during power generation, alternating current generated by the second electric machine 220 is converted into direct current through the second inverter, and then transmitted to the battery 260 through the second electric machine 220 wiring harness and stored in the battery 260; the internal combustion engine is in an economic speed interval, fuel economy and noise are considered, and when the charging amount reaches a certain ratio, other working conditions are switched according to needs.
For mode 3, cold start of the internal combustion engine at stop (cold start of the internal combustion engine with the first electric machine): as shown in fig. 4, when the internal combustion engine needs to be started in a parking state, the inner clutch 132 is disengaged, the outer clutch 133 is engaged, the first electric machine 210 is in a driving state, the second electric machine 220 is in a free state, the 1-gear synchronizer 123 is in a neutral position or a first-gear position, the 2-gear synchronizer 126 is in a neutral position, and the internal combustion engine is switched from an off state to a start state; the first electric machine 210 cold starts the internal combustion engine when parking without comfort problems; because the original starter of the internal combustion engine is reduced, the number of the constituent elements of the vehicle is reduced.
For mode 4, cold start of the internal combustion engine at stop (cold start of the internal combustion engine with the second electric machine): as shown in fig. 5, when the internal combustion engine needs to be started in a parking state, the inner clutch 132 is engaged, the outer clutch 133 is disengaged, the first electric machine 210 is in a free state, the second electric machine 220 is in a driving state, the 1-gear synchronizer 123 is in a neutral position, the 2-gear synchronizer 126 is in a neutral position or a second-gear position, and the second electric machine 220 drives the engine 230 to be switched from an off state to a start state; the first electric machine 210 cold starts the internal combustion engine when parking without comfort problems; because the original starter of the internal combustion engine is reduced, the number of the constituent elements of the vehicle is reduced.
For mode 5, start the internal combustion engine during traveling (start the internal combustion engine during traveling with the first electric machine 210): as shown in fig. 4, when the internal combustion engine needs to be started while the electric drive is being performed in the first-gear pure electric drive, the second electric machine 220 is kept in the drive state, the outer clutch 133 is in the disengaged state, the first electric machine 210 is in the free state, the 1-gear synchronizer 123 is in the first-gear position, and the 2-gear synchronizer 126 is in the neutral position, and the internal combustion engine is started in combination with the inner clutch 132. The starting of the internal combustion engine during the running process does not generate the shaking problem, so that the switching between the working conditions is completed without stopping the engine, and the power interruption is avoided.
For mode 6, start the internal combustion engine during traveling (start the internal combustion engine during traveling with the second electric machine 220): as shown in fig. 5, when the internal combustion engine needs to be started by electrically driving the second-gear pure electric drive, the internal combustion engine is started by keeping the first electric motor 210 in the driving state, the internal clutch 132 in the disengaged state, the second electric motor 220 in the free state, the 1-gear synchronizer 123 in the neutral position, and the 2-gear synchronizer 126 in the second-gear position. The starting of the internal combustion engine during the running process does not generate the shaking problem, so that the switching between the working conditions is completed without stopping the engine, and the power interruption is avoided.
For mode 7, electric drive first gear pure electric drive: as shown in FIG. 6, when the vehicle speed is low, if the internal combustion engine is used for driving, the fuel economy of the internal combustion engine is poor, and the system efficiency can be kept at a high level by using the pure electric drive to cover the low vehicle speed working condition. At this time, the second electric machine 220 is in a driving state, the internal combustion engine is turned off, the inner clutch 132 and the outer clutch 133 are in a separated state, the first electric machine 210 is in a free state, the 1-gear synchronizer 123 is in a first-gear position, and the 2-gear synchronizer 126 is in a neutral position; when the electric quantity is insufficient, the mode can be switched to an electric drive first-gear series driving mode.
For mode 8, electric drive first gear series drive mode: as shown in fig. 7, in operation, the internal combustion engine is driven, the first electric machine 210 generates electricity, the inner clutch 132 is in a disengaged state, the outer clutch 133 is in an engaged state, the second electric machine 220 is driven, the 1-gear synchronizer 123 is in the first-gear position, and the 2-gear synchronizer 126 is in the neutral position; the alternating current generated by the first motor 210 is directly transmitted to the second motor 220 without passing through the first inverter and the battery 260, so that the second motor 220 drives the vehicle to run, and the loss in the energy conversion and transmission process is reduced; the range extended mode can operate for a long time and the engine 230 can be in a high efficiency zone for a long time.
For mode 9, first gear energy recovery: as shown in fig. 8, when the vehicle is in first-gear pure electric drive or first-gear drive of the internal combustion engine and the system braking energy recovery condition is met, no additional gear shifting process is needed. When the internal combustion engine is in operation, the internal combustion engine is kept in a closed state, the inner clutch 132 and the outer clutch 133 are in a separated state, the first motor 210 is in a free state, the second motor 220 is in a power generation state, the 1-gear synchronizer 123 is in a first-gear position, and the 2-gear synchronizer 126 is in a neutral position. During power generation, the ac power generated by the second motor 220 is converted into dc power by the second inverter, and then transmitted to the battery 260 through the second motor 220, and stored in the battery 260.
Aiming at the mode 10 and the electric drive second-gear pure electric drive: as shown in fig. 9, when the vehicle is at medium and low speed, if the internal combustion engine is used for driving, the fuel economy of the internal combustion engine is poor, and the system efficiency can be kept high by using the electric drive for the second gear pure electric drive. At this time, the first electric machine 210 is in a driving state, the internal combustion engine is off, the inner clutch 132 and the outer clutch 133 are in a separated state, the second electric machine 220 is in a free state, the 1-gear synchronizer 123 is in a neutral position, and the 2-gear synchronizer 126 is in a second gear position; when the electric quantity is insufficient, the electric drive second gear series mode can be switched.
For mode 11, electric drive second gear series mode: as shown in fig. 10, in operation, the internal combustion engine is driven, the second electric machine 220 generates electricity, the inner clutch 132 is in the engaged state, the outer clutch 133 is in the disengaged state, the first electric machine 210 is in the driven state, the 1-gear synchronizer 123 is in the neutral position, and the 2-gear synchronizer 126 is in the second gear position; the alternating current generated by the first motor 210 is directly transmitted to the second motor 220 without passing through the first inverter and the battery 260, so that the second motor 220 drives the vehicle to run, and the loss in the energy conversion and transmission process is reduced; the electrically-driven second-gear series mode can operate for a long period of time, and the engine 230 can be in a high-efficiency region for a long period of time.
For mode 12, second gear energy recovery: as shown in fig. 11, when the vehicle is in the second-gear pure electric drive or the internal combustion engine is in the second-gear drive, and the system braking energy recovery condition is met, no additional gear shifting process is needed. In operation, the internal combustion engine is kept in the off state, the inner clutch 132 and the outer clutch 133 are disengaged, the first motor 210 is in the power generation state, the second motor 220 is in the free state, the 1-gear synchronizer 123 is in the neutral position, and the 2-gear synchronizer 126 is in the second gear position. During power generation, the ac power generated by the second motor 220 is converted into dc power by the second inverter, and then transmitted to the battery 260 through the second motor 220, and stored in the battery 260.
For mode 13, electrically driven first gear, electrically driven second gear parallel drive: as shown in fig. 12, when the electric drive first gear or the electric drive second gear pure electric drive cannot meet the torque requirement and the battery 260 can provide enough power, the working condition use requirement can be met by using the electric drive first gear and the electric drive second gear parallel drive, and during the work, the first motor 210 and the second motor 220 are in the driving state, the inner clutch 132 and the outer clutch 133 are in the separation state, the internal combustion engine is in the off state, the 1 st gear synchronizer 123 is in the first gear position, and the 2 nd gear synchronizer 126 is in the second gear position; the electric drive first gear and the electric drive second gear are connected in parallel to drive the engine to provide larger torque, an internal combustion engine does not need to be started, and the comprehensive efficiency of the system can be effectively improved.
For mode 14, engine first gear independent drive: as shown in fig. 13, when the vehicle is running at a medium speed, the internal combustion engine can be used for first gear independent driving as needed. When the engine works, the internal combustion engine is in a driving state, the inner clutch 132 is combined, the outer clutch 133 is separated, the first motor 210 and the second motor 220 are in a free state, the 1-gear synchronizer 123 is in a first-gear position, and the 2-gear synchronizer 126 is in a neutral position; the internal-combustion engine is in the higher interval of oil consumption efficiency when intermediate speed, compares pure electric drive gear this moment, and the internal-combustion engine first gear independent drive can make system efficiency keep higher level.
For mode 15, engine second gear independent drive: as shown in fig. 14, when the vehicle speed is at a medium-high speed or a high-speed driving mode, the pure electric driving efficiency is low and sufficient power cannot be provided, the system is switched to a second-gear independent driving mode of the internal combustion engine, at this time, the internal combustion engine is driven, the external clutch 133 is combined, the internal clutch 132 is separated, the first motor 210 and the second motor 220 are in a free state, the 1-gear synchronizer 123 is in a neutral position, and the 2-gear synchronizer 126 is in a second-gear position, the working condition is suitable for long-time medium-high speed or high-speed running of the vehicle, a link of energy conversion from mechanical energy to electric energy to mechanical energy is omitted, energy consumption of the energy conversion link is also eliminated, and heating and temperature rise; 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 under the working condition, so that the system efficiency is kept at a high level.
For mode 16, internal combustion engine first gear, electric drive first gear, parallel drive: as shown in fig. 15, when the first gear of the internal combustion engine is independently driven or the electric drive first gear is purely driven, and cannot meet the driving torque requirement of the whole vehicle, the first gear of the internal combustion engine and the electric drive first gear can be selected to be driven in parallel. At this time, the first electric machine 210 is in a free state, the internal combustion engine is in a driving state, the inner clutch 132 is engaged, the outer clutch 133 is disengaged, the second electric machine 220 is in a driving state, the 1-gear synchronizer 123 is in a first-gear position, and the 2-gear synchronizer 126 is in a neutral position; the internal combustion engine and the second motor 220 are driven simultaneously, so that the total output torque is increased, and requirements on climbing, dynamic property and the like can be better met.
For mode 17, internal combustion engine first gear, electric drive first gear and electric drive second gear parallel drive: as shown in fig. 16, when the system is in the limit condition, the torque demand is very large, the parallel driving of the internal combustion engine gear and the electric drive gear cannot meet the system demand, and the battery 260 can provide enough power, the parallel driving of the internal combustion engine first gear, the electric drive first gear and the electric drive second gear can meet the working condition demand, and in operation, the internal combustion engine is driven, the first electric machine 210 and the second electric machine 220 are both in the driving state, the inner clutch 132 is in the engaging state, the outer clutch 133 is in the disengaging state, the 1 st gear synchronizer 123 is in the first gear position, and the 2 nd gear synchronizer 126 is in the second gear position.
For mode 18, internal combustion engine second gear electric drive second gear parallel drive: as shown in fig. 17, when the internal combustion engine is driven independently in the second gear or driven purely electrically in the second gear, and cannot meet the driving torque requirement of the whole vehicle, the internal combustion engine can be driven in the second gear and driven electrically in the second gear in parallel. During operation, the first electric machine 210 is in a driving state, the internal combustion engine is in a driving state, the inner clutch 132 is in a separating state, the outer clutch 133 is in a combining state, the second electric machine 220 is in a free state, the 1-gear synchronizer 123 is in a neutral position, and the 2-gear synchronizer 126 is in a second-gear position; the internal combustion engine and the second motor 220 are driven simultaneously, so that the total output torque is increased, and requirements on climbing, dynamic property and the like can be better met.
For mode 19, the internal combustion engine second gear electric drive first gear electric drive second gear parallel drive: as shown in fig. 18, when the system is in the limit condition, the torque demand is very large, the parallel driving of the internal combustion engine gear and the electric drive gear cannot meet the system demand, and the battery 260 can provide enough power, the parallel driving of the internal combustion engine second gear, the electric drive first gear and the electric drive second gear can meet the working condition demand, and when the system is in the limit condition, the internal combustion engine is driven, the first electric machine 210 and the second electric machine 220 are both in the driving state, the outer clutch 133 is in the combining state, the inner clutch 132 is in the separating state, the 1 st gear synchronizer 123 is in the first gear position, and the 2 nd gear synchronizer 126 is in the second gear position.
For mode 20, electric-only drive R range: as shown in fig. 6, when the vehicle needs to be reversed, the internal combustion engine is in a closed state, the inner clutch 132 and the outer clutch 133 are in a disengaged state, the first electric machine 210 is in a free state, the second electric machine 220 drives the vehicle in reverse, the 1-gear synchronizer 123 is in a first-gear position, and the 2-gear synchronizer 126 is in a neutral position. Due to the electrically driven R gear, the mechanical reverse gear can be removed, and the mechanism is simpler and more compact.
For mode 21, pure electric drive R-range series drive: as shown in fig. 7, when the vehicle needs to be backed up for a long time and the battery 260 cannot provide enough electric quantity, the pure electric drive R gear is selected for series driving, at this time, the internal combustion engine is switched from the off state to the driving state, the inner clutch 132 keeps the original separation state unchanged, the outer clutch 133 is switched from the separation state to the combination state, the first motor 210 is switched from the free state to the power generation state, the second motor 220 is still driven in the reverse direction, the alternating current generated by the first motor 210 is not transmitted to the first inverter and the battery 260, and is directly used for the second motor 220, so that the waste of energy is avoided.
For mode 22, park P: as shown in fig. 19, when the vehicle is parked for a long time, the parking P range is selected, the internal combustion engine is turned off, the inner clutch 132 and the outer clutch 133 are disengaged, the first electric machine 210 and the second electric machine 220 are in a free state, and the 1-range synchronizer 123 and the 2-range synchronizer 126 are both in the neutral position.
In summary, in the hybrid power driving system in the above embodiment of the present invention, the dual clutch and the synchronizer are adopted to realize the mode switching, so that the vehicle can work in multiple working modes, and the fuel economy of the vehicle is improved; in addition, a double-motor structure is introduced, so that the collocation of driving modes is more diversified, the working mode of the system can be further refined, and all modes required by improving the fuel economy are provided, so that the fuel economy of the vehicle is further improved, meanwhile, the two motors can drive and generate electricity, the energy recovery efficiency is improved, the system has three natural gears, the motor overspeed can be avoided, the motor power is reduced, and the system efficiency is improved.
Example two
Referring to fig. 21, a control method of a hybrid drive system according to a second embodiment of the present invention is shown, which can be used for controlling the hybrid drive system according to the first embodiment, and the control method specifically includes steps S01-S02.
In step S01, the state parameters of the vehicle are acquired.
Wherein the state parameters include one or more of a vehicle running speed, an engine torque, a battery level, a vehicle required torque, a motor driving efficiency, a battery temperature, and an engine driving efficiency.
And step S02, correspondingly controlling the connection or the disconnection of the synchronizer and/or the double clutches 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 an electric driving mode, a fuel driving mode, a hybrid driving mode, a braking energy recovery mode, a parking charging mode and a starting engine mode in the process of advancing. Specifically, the pure electric drive mode, the pure fuel drive mode, the braking energy recovery mode and the hybrid drive mode all include a plurality of gear modes. Specifically, the pure fuel drive mode includes an electric drive first-gear pure electric drive, an electric drive first-gear series drive, an electric drive second-gear pure electric drive, an electric drive second-gear series drive, an electric drive first-gear + electric drive second-gear parallel drive (corresponding to the mode 13), an electric drive R-gear, and an electric drive R-gear series drive, the pure fuel drive mode includes an internal combustion engine first-gear drive, and an internal combustion engine second-gear drive, the braking energy recovery mode includes a first-gear energy recovery, and a second-gear energy recovery, the hybrid drive mode includes an internal combustion engine first-gear + electric drive first-gear parallel drive (corresponding to the mode 16), an internal combustion engine first-gear + electric drive second-gear parallel drive (corresponding to the mode 17), an internal combustion engine second-gear + electric drive second-gear parallel drive (corresponding to the mode 18), and an internal combustion engine second-gear + electric drive first-gear +. 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, the hybrid power driving system can be controlled to enter a pure electric driving mode;
when the running speed is in a preset high-speed range and/or the running speed is in a preset middle-speed range and the motor driving efficiency is lower than the engine driving efficiency, the hybrid power driving system can be controlled to enter a pure fuel oil driving mode;
when the running speed is in a preset middle speed range and the vehicle required torque is higher than a torque threshold value, the hybrid power driving system can be controlled to enter a hybrid driving mode;
when the vehicle is determined to be in a parking state according to the running speed and the electric quantity of the battery is lower than an electric quantity threshold value, the hybrid power driving system can be controlled to enter a parking charging mode;
when the system meets the braking energy recovery condition, controlling the hybrid power driving system to enter a braking energy recovery mode, wherein when the electric quantity of the battery is not in a saturated state and the temperature of the battery is lower than a temperature threshold value, the system can be judged to meet the braking energy recovery condition;
when the driving torque of the motor is lower than the torque required by the vehicle in the pure electric driving mode (when the pure electric driving can not meet the torque requirement), the hybrid power driving system can be controlled to enter an engine starting mode in the process of advancing.
Further, in some alternative embodiments of the present invention, the control method of the hybrid drive system may further include:
when the engine is in a pure fuel driving mode and the driving efficiency of the engine is lower than an efficiency threshold value, the torque of the engine is increased to a preset high-efficiency interval, and the hybrid power driving system can be controlled to enter a power generation mode during traveling. For example, in a pure fuel driving mode, if the road resistance is small, when the engine works in a low-torque state at the moment, the efficiency of the engine is low, the engine can be adjusted to a high-efficiency range by increasing the torque of the engine, a part of the torque is distributed to the motor to charge the motor, and the other part of the torque keeps the whole vehicle running, so that the comprehensive efficiency of the whole vehicle is improved.
Specifically, 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 working condition of medium speed, ① when the motor is driven, the system efficiency is higher than that of the internal combustion engine first gear, the system comprehensive efficiency is highest through pure electric drive, ② when the motor driving efficiency is lower than that of the internal combustion engine first gear or the internal combustion engine second gear, the system comprehensive efficiency is highest through the internal combustion engine first gear or the internal combustion engine second gear independent drive, ③ when stronger power output is needed, the internal combustion engine first gear electric drive gear parallel drive can be selected, and the pure electric first gear and the pure electric second gear parallel drive can be selected.
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 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 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.
The invention has the advantages that the double motors are arranged, all gears are directly connected by the motors, the two motors can drive and generate electricity, the 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 power drive system in the above embodiment of the present invention, the synchronizer and/or the dual clutch are/is controlled to be combined or separated according to the state parameter of the vehicle, so as to control the system to automatically enter the corresponding working mode, so that the state parameter of the vehicle is adapted to the working mode of the system, thereby improving the fuel economy of the vehicle; in addition, a double-motor structure is introduced, so that the collocation of driving modes is more diversified, the working mode of the system can be further refined, the fuel economy of the vehicle is further improved, the two motors can drive and generate electricity, and the energy recovery efficiency is improved.
EXAMPLE III
Referring to fig. 22, a vehicle according to a third embodiment of the present invention is shown, which includes a hybrid driving system 100 and a controller 200, where the hybrid driving system 100 may be a hybrid driving system according to any of the above embodiments, and the controller 200 is electrically connected to a synchronizer and a dual clutch of the hybrid driving system 100 in a wired or wireless communication manner, respectively, for obtaining a state parameter of the vehicle, and correspondingly controlling the synchronizer and/or the dual clutch to be coupled or decoupled according to the state parameter of the vehicle, so as to control the hybrid driving system to enter a corresponding operating mode.
In specific implementation, the controller 200 may be a central controller (e.g., an ECU (Electronic control Unit), which is also called a vehicle computer) of the vehicle or a controller (e.g., an MCU (micro controller Unit)) separately equipped with the hybrid drive system, in addition, the controller 200 may also be configured with a memory, a computer program corresponding to the control method of the hybrid drive system may be stored in the memory, and when the controller 200 calls and executes the computer program, the control method of the hybrid drive system in the above embodiment is implemented.
It should be noted that, since the hybrid drive system 100 has the function of stopping the cold start engine 230, the vehicle in the embodiment may omit the starter (cold start engine function) at the rear end of the conventional engine, and the function thereof may be performed by the first electric machine and/or the second electric machine in the present invention.
In summary, in the vehicle according to the above embodiment of the present invention, the synchronizer and/or the dual clutch of the hybrid power driving system are/is correspondingly controlled to be combined or separated according to the state parameter of the vehicle, so as to control the system to automatically enter the corresponding working mode, so that the state parameter of the vehicle is adapted to the working mode of the system, thereby improving the fuel economy of the vehicle; in addition, a double-motor structure is introduced, so that the collocation of driving modes is more diversified, the working mode of the system can be further refined, the fuel economy of the vehicle is further improved, the two motors can drive and generate electricity, and the energy recovery efficiency is improved.
The above-mentioned embodiments only express several embodiments of the present invention, and the description thereof is more specific and detailed, but not construed as limiting the scope of the present invention. It should be noted that, for a person skilled in the art, several variations and modifications can be made without departing from the inventive concept, which falls within the scope of the present invention. Therefore, the protection scope of the present patent shall be subject to the appended claims.

Claims (11)

1. The utility model provides a hybrid power driving system, its characterized in that, including engine, first motor, second motor, drive mechanism and with first motor with the battery that the second motor is connected, drive mechanism include power output shaft, with the double clutch that the engine is connected, coupling connection be in the double clutch with multiunit gear pair between the power output shaft and setting are in be used for realizing the synchronous ware of gear on the power output shaft, be provided with first motor gear on the motor shaft of first motor, be provided with second motor gear on the motor shaft of second motor, one of them group gear pair with first motor gear coupling connection, another group gear pair with second motor gear coupling connection.
2. The hybrid drive system of claim 1, wherein the dual clutch includes an outer clutch and an inner clutch, the plurality of gear pairs include a first gear pair and a second gear pair, the outer clutch is connected to the engine at one end and to the second gear pair at the other end, and the inner clutch is connected to the engine at one end and to the first gear pair at the other end.
3. The hybrid drive system of claim 2, wherein the second gear pair is coupled to the first motor gear and the first gear pair is coupled to the second motor gear.
4. The hybrid drive system of claim 3, wherein the second gear pair is coupled to the first motor gear by a first idler assembly.
5. The hybrid drive system of claim 2, wherein the synchronizer comprises a 1 st gear synchronizer and a 2 nd gear synchronizer disposed on the power take-off shaft, the 1 st gear synchronizer for coupling with the first gear pair and the 2 nd gear synchronizer for coupling with the second gear pair.
6. Hybrid drive system according to any of claims 1-5, characterised in that the double clutch is connected with the engine by means of a damper.
7. A control method of a hybrid drive system for controlling the hybrid drive system according to any one of claims 1 to 6, comprising the steps of:
acquiring state parameters of a vehicle, wherein the state parameters comprise one or more of vehicle running speed, engine torque, battery power, vehicle required torque, motor driving efficiency and engine driving efficiency;
and correspondingly controlling the connection or disconnection of the synchronizer and/or the double 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.
8. The control method of a hybrid drive system of claim 7, wherein the operating mode includes one or more of an electric-only drive mode, a fuel-only drive mode, a hybrid drive mode, a regenerative braking mode, a parking charge mode, and a start-on-going engine mode.
9. The control method of the hybrid drive system according to claim 8, wherein the step of controlling the synchronizer and/or the dual clutch to be engaged or disengaged, respectively, according to the state parameter of the vehicle to control the hybrid drive system to enter the corresponding operation mode comprises:
when the running speed is in a preset low-speed range and/or the running speed is in a preset medium-speed range and the motor driving efficiency is higher than the engine driving efficiency, controlling the hybrid power driving system to enter a pure electric driving mode;
when the running speed is in a preset high-speed range and/or the running speed is in a preset middle-speed range and the motor driving efficiency is lower than the engine driving efficiency, controlling the hybrid power driving system to enter a pure fuel oil driving mode;
when the running speed is in a preset middle-speed range and the vehicle required torque is higher than a torque threshold value, controlling the hybrid power driving system to enter a hybrid driving mode;
when the vehicle is determined to be in a parking state according to the running speed and the electric quantity of the battery is lower than an electric quantity threshold value, controlling the hybrid power driving system to enter a parking charging mode;
and when the system meets the braking energy recovery condition, controlling the hybrid power driving system to enter a braking energy recovery mode.
10. The control method of the hybrid drive system according to claim 7, characterized by further comprising:
and when the engine is in a pure fuel driving mode and the driving efficiency of the engine is lower than an efficiency threshold value, increasing the torque of the engine to be within a preset high-efficiency interval.
11. A vehicle, characterized by comprising:
the hybrid drive system of any one of claims 1-6; and
and the controller is connected with the synchronizer and the double clutches of the hybrid power driving system and is used for acquiring the state parameters of the vehicle and correspondingly controlling the synchronizer and/or the double clutches to be combined or separated according to the state parameters of the vehicle so as to control the hybrid power driving system to enter a corresponding working mode.
CN202010470897.XA 2020-05-28 2020-05-28 Hybrid power driving system, control method and vehicle Pending CN111497587A (en)

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