CN111605395A - Hybrid power system and control method - Google Patents

Hybrid power system and control method Download PDF

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Publication number
CN111605395A
CN111605395A CN202010541196.0A CN202010541196A CN111605395A CN 111605395 A CN111605395 A CN 111605395A CN 202010541196 A CN202010541196 A CN 202010541196A CN 111605395 A CN111605395 A CN 111605395A
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China
Prior art keywords
input shaft
gear
driving gear
motor
driving
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CN202010541196.0A
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Chinese (zh)
Inventor
贾文河
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Wuhan Ruichangjie Electromechanical Co.,Ltd.
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Anhui Niukaen Self Control Technology Co ltd
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Priority to CN202010541196.0A priority Critical patent/CN111605395A/en
Publication of CN111605395A publication Critical patent/CN111605395A/en
Pending legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • 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
    • B60K6/42—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 the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/442—Series-parallel switching type
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • 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
    • 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
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/19—Improvement of gear change, e.g. by synchronisation or smoothing gear shift
    • 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

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

Abstract

The invention discloses a hybrid power system and a control method, wherein the hybrid power system comprises an engine; a first motor; a second motor; the parallel shaft gearbox is provided with a first input shaft, a second input shaft and an output shaft which are arranged in parallel in a box body of the parallel shaft gearbox, one end of the first input shaft is connected with a first motor, the other end of the first input shaft is connected with an engine through a clutch, and one end of the second input shaft is connected with a second motor. The hybrid power system with the double motors matched with the engine optimizes the synergistic effect of the engine and the motors, improves the working efficiency of the system, and avoids the problem of low driving efficiency of the engine in the processes of starting and low-speed running of the vehicle.

Description

Hybrid power system and control method
Technical Field
The invention relates to the technical field of hybrid power, in particular to a hybrid power system and a control method.
Background
The new energy automobile is developed rapidly in the industry by the characteristics of energy conservation and environmental protection, and the hybrid electric automobile is taken as an important branch of the new energy automobile, so that the advantages of a motor are fully exerted on the basis of keeping a traditional engine, and the fuel economy and the emission of the automobile are greatly improved. The hybrid electric vehicle has the price advantage and the endurance advantage which are not possessed by the pure electric vehicle, so the development and the popularization of a hybrid power system are imperative. A power coupling system, which is one of the key technologies of a hybrid system, has been studied, but domestic research lacking the technical basis of an automatic transmission has made little breakthrough. The existing hybrid power system mostly adopts the coaxial arrangement of an automatic gearbox integrated single motor, the motor is difficult to give consideration to the functions of driving, speed regulation, power generation and the like, and the structural arrangement is also difficult; or a dual-motor series-parallel structure without a transmission is adopted, the working condition that the engine participates in driving is limited, the medium-low speed stage is completely driven by the motor, power is generated by fuel oil to be electrically driven, the efficiency loss is caused, and the oil saving effect is not ideal.
Therefore, the hybrid electric vehicle needs a hybrid power driving system with a double-motor pure electric driving function, the high efficiency of the motor in a low-speed state of the vehicle and the high efficiency of the engine in a medium-speed and high-speed state of the vehicle are fully exerted, the engine is driven by being connected earlier through the speed change of the gearbox, the efficiency loss caused by the fact that the vehicle still runs in a series mode under the high-efficiency working condition of the engine is avoided, the motor and the engine work in a high-efficiency area as much as possible, and therefore the system efficiency is improved. Meanwhile, the gear shifting process of the gearbox is free of power interruption, and driving comfort is good.
Disclosure of Invention
The present invention is directed to a hybrid system and a control method thereof, which solve the problems set forth in the background art.
In order to achieve the purpose, the invention provides the following technical scheme: a hybrid powertrain system comprising:
an engine;
a first motor;
a second motor;
the parallel shaft gearbox is provided with a first input shaft, a second input shaft and an output shaft which are arranged in parallel in a box body of the parallel shaft gearbox, one end of the first input shaft is connected with a first motor, the other end of the first input shaft is connected with an engine through a clutch, and one end of the second input shaft is connected with a second motor.
The output shaft is connected with a differential mechanism, a differential mechanism external gear is arranged on the differential mechanism, a first input shaft driving gear is arranged on the first input shaft, the first input shaft driving gear is normally meshed with the differential mechanism external gear, a second input shaft driving gear is arranged on the second input shaft, and the second input shaft driving gear is normally meshed with the differential mechanism external gear.
The first input shaft driving gear comprises a first-gear driving gear and a second-gear driving gear;
and a first input shaft synchronizer is arranged between the first-gear driving gear and the second-gear driving gear, and the first-gear driving gear or the second-gear driving gear is coupled or decoupled with the first input shaft by the first input shaft synchronizer.
And a second input shaft synchronizer is arranged on the second input shaft, and the second input shaft driving gear is coupled or decoupled with the second input shaft by the second input shaft synchronizer.
The first input shaft is provided with a first input shaft synchronizer, and the first input shaft driving gear is coupled or decoupled with the first input shaft through the first input shaft synchronizer.
The differential external gear comprises a differential external gear I and a differential external gear II;
the first-gear driving gear is in constant mesh with the differential external gear, the second-gear driving gear is in constant mesh with the differential external gear, and the first input shaft controls the gear thereof by virtue of the first input shaft synchronizer and is coupled or decoupled with the output shaft.
The differential external gear comprises a differential external gear I and a differential external gear II;
the second input shaft driving gear is constantly meshed with the differential external gear, the gear of the second input shaft is controlled by the second input shaft synchronizer, and the second input shaft driving gear is coupled or decoupled with the output shaft.
A control method of a hybrid power system comprises three power transmission states, namely a pure power transmission state, a series hybrid power transmission state and a parallel hybrid power transmission state;
the pure electric power transmission state comprises the following control steps:
the method comprises the following steps: the clutch is disconnected, and the engine is turned off;
step two: the hybrid power system is driven by taking a second motor as a main driving unit, at the moment, the synchronizer of the second input shaft is meshed with the driving gear of the second input shaft, and the output torque of the second motor is transmitted to an output shaft by the driving gear of the second input shaft meshed with the external gear of the differential mechanism;
step three; judging whether the motor participates in auxiliary driving or not according to the power requirement of the hybrid power system;
if so, the first input shaft synchronizer is meshed with a first input shaft driving gear, and the torque is transmitted to an output shaft through a differential external gear by the first input shaft driving gear;
if not, the first input shaft synchronizer is in a neutral position, at the moment, the first input shaft driving gear idles, and the motor does not participate in auxiliary driving.
The series hybrid power transmission state comprises the following control steps:
the method comprises the following steps: the first motor serves as a generator, and meanwhile, the hybrid power system is driven by taking the second motor as a driving unit;
step two: when the first motor serves as a generator, the first input shaft synchronizer is decoupled from the first input shaft driving gear, meanwhile, the engine is started and combined with the clutch, and the first motor generates electricity through synchronous rotation of the first input shaft by the aid of the engine;
when the second motor serves as a driving unit, the second input shaft synchronizer is meshed with a second input shaft driving gear, and the second input shaft transmits torque to an output shaft through the second input shaft driving gear and the differential external gear.
The parallel hybrid power transmission state comprises the following control steps:
the method comprises the following steps: the clutch is in a combined state, and the engine is started;
step two: the hybrid power system is driven by taking an engine as a main driving unit, at the moment, the first input shaft synchronizer is coupled with a first input shaft driving gear, and the first input shaft transmits torque to an output shaft by the first input shaft driving gear and a differential external gear;
step three: judging whether the second motor or the auxiliary drive is participated in according to the power requirement of the hybrid power system;
if so, the second input shaft synchronizer is meshed with a second input shaft driving gear, and the torque is transmitted to an output shaft through a differential external gear by the second input shaft driving gear;
if not, the second input shaft synchronizer is in a neutral position, at the moment, the second input shaft driving gear idles, and the second motor does not participate in auxiliary driving.
In the pure electric power transmission state, the step of judging whether the motor is in the first state or not to participate in auxiliary driving comprises the following steps:
confirming whether to participate in the auxiliary drive;
if so, the first input shaft synchronizer is meshed with a first gear driving gear, the first gear driving gear is coupled with the first input shaft through the first input shaft synchronizer, and at the moment, the first gear driving gear transmits the first input shaft torque to an output shaft through a differential external gear which is normally meshed with the first input shaft;
or, the first input shaft synchronizer is meshed with a second gear driving gear, the second gear driving gear is coupled with the first input shaft by the first input shaft synchronizer, and at the moment, the second gear driving gear transmits the torque of the first input shaft to an output shaft through a second differential external gear which is normally meshed with the second input shaft synchronizer; .
If not, the first input shaft synchronizer is in a neutral position, at the moment, the first gear driving gear and the second gear driving gear both idle, and the first motor does not participate in auxiliary driving.
In the series hybrid transmission state, the step of operating the first electric machine as a generator comprises:
the first driving gear and the second driving gear idle, at the moment, the first input shaft synchronizer is decoupled from the first input shaft, meanwhile, the engine is started and combined with the clutch, and the first motor generates electricity through synchronous rotation of the first input shaft by the aid of the engine.
In the parallel hybrid transmission state, the step of driving the hybrid system by taking the engine as a main driving unit comprises the following steps:
the first input shaft synchronizer is coupled with a first driving gear, and the first input shaft transmits torque to an output shaft through the first driving gear and a first differential external gear;
or, the first input shaft synchronizer is coupled with the second driving gear, and the first input shaft transmits the torque to the output shaft through the second driving gear and the second differential external gear.
In the second step of the parallel hybrid transmission state, when the hybrid system is driven by the engine as the driving unit, and meanwhile, according to the power demand of the hybrid system, it is determined whether the motor is involved in auxiliary driving, power generation or idling, and the method includes the following steps:
if the engine is driven, the engine is linked with the first motor through the first input shaft, and at the moment, the first motor transmits torque to the output shaft through the first input shaft;
if the engine participates in power generation, the engine is connected with a first motor through a first input shaft, and at the moment, the first motor generates power through the first input shaft;
if the engine idles, the engine is connected with a first motor through the first input shaft, and meanwhile, the first motor idles.
The hybrid power system is provided with a braking energy recovery system, and the braking energy recovery system recovers braking energy by converting a first motor and a second motor which participate in driving from a driving state to a power generation state.
According to the technical scheme, the hybrid power system with the double motors matched with the engine is provided, so that the synergistic effect of the engine and the motors is optimized, the working efficiency of the system is improved, and the problem that the driving efficiency of the engine is low in the processes of starting and low-speed running of the vehicle is solved, and the hybrid power system specifically comprises the following components:
the invention has simple structure, the first motor and the second motor are arranged in parallel, the axial size is short, and the space requirement of the axial arrangement of the vehicle can be well met; meanwhile, when one power unit drives the vehicle and shifts gears, the other power driving unit can be adopted for power compensation, so that power is not interrupted during shifting, and the problem of power interruption during shifting is solved.
The motor provides driving force for starting and low-speed running, the engine directly drives the vehicle under the medium and high-speed working conditions of the vehicle, the stable working condition of the engine is always kept running, kinetic energy compensation is provided for the vehicle, and the use performance of the hybrid power system is effectively improved.
Drawings
FIG. 1 is a schematic diagram of the system of the present invention.
In the figure: the clutch 1, the first-gear driving gear 2, the second-gear driving gear 3, the first input shaft 4, the first input shaft synchronizer 5, the first differential external gear 6, the second differential external gear 7, the output shaft 8, the second input shaft driving gear 9, the second input shaft synchronizer 10, the second input shaft 11, the engine 12, the first motor 13 and the second motor 14.
Detailed Description
Hereinafter, specific embodiments of a hybrid system and a control method of the hybrid system of the present invention will be described in detail with reference to the accompanying drawings.
According to an embodiment of the present invention, there is provided a hybrid system including an engine 12; a first motor 13; a second motor 14; and the parallel shaft gearbox is provided with a first input shaft 4, a second input shaft 11 and an output shaft 8 which are arranged in parallel in a box body of the parallel shaft gearbox, one end of the first input shaft 4 is connected with a first motor 13, the other end of the first input shaft is connected with an engine 14 through a clutch 1, and one end of the second input shaft 11 is connected with a second motor 14. In the embodiment, the engine 12 is coaxially connected with the first motor 13 through the clutch 1, that is, when the clutch 1 is in the engaged state, the engine 12 is connected to the first input shaft 4 and rotates, and the first motor 13 and the second motor 14 realize whether the first motor transmits the output torque to the output shaft 8 through the parallel shaft transmission.
Meanwhile, the first motor 13 adopted by the invention is directly connected to the first input shaft 4, and an intermediate shaft and a pair of gears can be added and connected with the first input shaft 4 in a way of adding one-stage speed reduction.
In this embodiment, the output shaft 8 is connected to a differential, the differential is provided with an external differential gear, the first input shaft 4 is provided with a first input shaft driving gear, the first input shaft driving gear is normally engaged with the external differential gear, the second input shaft 11 is provided with a second input shaft driving gear 9, and the second input shaft driving gear 9 is normally engaged with the external differential gear. In practice, the following relationships exist among the engine 12, the first motor 13, the second motor 11 and the output shaft 8:
firstly, the method comprises the following steps:
when the clutch 1 is in the engaged state, the engine 12 is connected to the first electric machine 13 through the first input shaft 4, and the following relationships exist:
(1): the first input shaft 4 is provided with a first input shaft synchronizer 5, a first input shaft main gear is sleeved on the first input shaft 4 in an empty mode, and when the first input shaft synchronizer 5 is meshed with the first input shaft main gear, the first input shaft 4 transmits the output torque of the engine 12 to the output shaft 8.
(2): the first input shaft 4 is provided with a first input shaft synchronizer 5, a first input shaft main gear is sleeved on the first input shaft 4 in an empty mode, the first input shaft synchronizer 5 is not meshed with the first input shaft main gear, at the moment, the first input shaft 4 only transmits the output torque of the engine 12 to the motor I13, and the motor I13 can be used as a generator in the implementation.
II, secondly:
when the clutch 1 is in the disconnected state, the engine 12 is disconnected from the first input shaft 4, and the first electric machine 13 has the following relationships:
(1): the first input shaft 4 is provided with a first input shaft synchronizer 5, a first input shaft main gear is sleeved on the first input shaft 4 in an empty mode, and when the first input shaft synchronizer 5 is meshed with the first input shaft main gear, the first input shaft 4 transmits the output torque of the first motor 13 to the output shaft 8.
(2) The first input shaft 4 is provided with a first input shaft synchronizer 5, a first input shaft main gear is sleeved on the first input shaft 4 in an empty mode, the first input shaft synchronizer 5 is not meshed with the first input shaft main gear, and at the moment, no output torque of the first input shaft 4 is transmitted to an output shaft 8.
Thirdly, the method comprises the following steps:
a second input shaft synchronizer 10 is arranged on the second input shaft 11, a second input shaft driving gear 9 is sleeved on the second input shaft 11 in an air-free mode, and the second input shaft driving gear 9 is coupled or decoupled with the second input shaft 11 through the second input shaft synchronizer 10; at this time, the following relationship exists:
(1): when the second input shaft synchronizer 10 is engaged with the second input shaft driving gear 9, the second input shaft 11 transmits the output torque of the second motor 14 to the output shaft 8.
(2): when the second input shaft synchronizer 10 is not engaged with the second input shaft driving gear 9, no output torque of the second input shaft 11 is transmitted to the output shaft 8.
According to another embodiment of the present invention, a hybrid system is provided, including an engine 12; a first motor 13; a second motor 14; and the parallel shaft gearbox is provided with a first input shaft 4, a second input shaft 11 and an output shaft 8 which are arranged in parallel in a box body of the parallel shaft gearbox, one end of the first input shaft 4 is connected with a first motor 13, the other end of the first input shaft is connected with an engine 14 through a clutch 1, and one end of the second input shaft 11 is connected with a second motor 14. In the embodiment, the engine 12 is coaxially connected with the first motor 13 through the clutch 1, that is, when the clutch 1 is in the engaged state, the engine 12 is connected to the first input shaft 4 and rotates, and the first motor 13 and the second motor 14 realize whether the first motor transmits the output torque to the output shaft 8 through the parallel shaft transmission.
In this embodiment, the output shaft 8 is connected to a differential, the differential is provided with an external differential gear, the first input shaft 4 is provided with a first-gear driving gear 2 and a second-gear driving gear 3, the second input shaft 11 is provided with a second input shaft driving gear 9, and the second input shaft driving gear 9 is normally engaged with the external differential gear. A first input shaft synchronizer 5 is arranged between the first gear driving gear 2 and the second gear driving gear 3, and the first gear driving gear 2 or the second gear driving gear 3 is coupled or decoupled with the first input shaft 4 by the first input shaft synchronizer 5. The differential external gear comprises a differential external gear I6 and a differential external gear II 7; the first-gear driving gear 2 is in constant mesh with a first differential external gear 6, the second-gear driving gear 3 is in constant mesh with a second differential external gear 7, and the first input shaft 4 controls the gear thereof by a first input shaft synchronizer 5 and is coupled or decoupled with an output shaft 8. The second input shaft driving gear 9 is constantly meshed with the differential external gear one 6, and the second input shaft 11 is controlled by the second input shaft synchronizer 10 to be coupled with or decoupled from the output shaft 8.
In practice, the following relationships exist among the engine 12, the first motor 13, the second motor 11 and the output shaft 8:
firstly, the method comprises the following steps:
when the clutch 1 is in the engaged state, the engine 12 is connected to the first electric machine 13 through the first input shaft 4, and the following relationships exist:
(1): the first input shaft 4 is provided with a first input shaft synchronizer 5, and a first-gear driving gear 2 and a second-gear driving gear 3 are sleeved on the first input shaft 4 in an air-free mode;
when the first input shaft synchronizer 5 is meshed with the first gear driving gear 2, the first input shaft 4 transmits the output torque of the engine 12 to the output shaft 8 through the first gear driving gear 2 and the differential external gear one 6;
when the first input shaft synchronizer 5 is engaged with the second gear driving gear 3, the first input shaft 4 at this time transmits the output torque of the engine 12 to the output shaft 8 through the second gear driving gear 3 and the second differential external gear 7.
(2): the first input shaft 4 is provided with a first input shaft synchronizer 5, a first-gear driving gear 2 and a second-gear driving gear 3 are sleeved on the first input shaft 4 in an air mode, the first input shaft synchronizer 5 is not meshed with the first-gear driving gear 2 and the second-gear driving gear 3, the first input shaft 4 only transmits the output torque of the engine 12 to a first motor 13, and the first motor 13 can be used as a generator in the implementation.
II, secondly:
when the clutch 1 is in the disconnected state, the engine 12 is disconnected from the first input shaft 4, and the first electric machine 13 has the following relationships:
(1): the first input shaft 4 is provided with a first input shaft synchronizer 5, and a first-gear driving gear 2 and a second-gear driving gear 3 are sleeved on the first input shaft 4 in an air-free mode;
when the first input shaft synchronizer 5 is meshed with the first gear driving gear 2, the first input shaft 4 transmits the output torque of the first motor 13 to the output shaft 8 through the first gear driving gear 2 and the differential external gear first 6;
when the first input shaft synchronizer 5 is engaged with the second gear driving gear 3, the first input shaft 4 transmits the output torque of the first motor 13 to the output shaft 8 through the second gear driving gear 2 and the second differential external gear 7.
(2) The first input shaft 4 is provided with a first input shaft synchronizer 5, a first input shaft main gear is sleeved on the first input shaft 4 in an empty mode, the first input shaft synchronizer 5 is not meshed with the first input shaft main gear, and at the moment, no output torque of the first input shaft 4 is transmitted to an output shaft 8.
Thirdly, the method comprises the following steps:
a second input shaft synchronizer 10 is arranged on the second input shaft 11, a second input shaft driving gear 9 is sleeved on the second input shaft 11 in an air-free mode, and the second input shaft driving gear 9 is coupled or decoupled with the second input shaft 11 through the second input shaft synchronizer 10; at this time, the following relationship exists:
(1): when the second input shaft synchronizer 10 is engaged with the second input shaft driving gear 9, the second input shaft 11 transmits the output torque of the second motor 14 to the output shaft 8 through the second input driving gear 9 and the first differential external gear 6.
(2): when the second input shaft synchronizer 10 is not engaged with the second input shaft driving gear 9, no output torque of the second input shaft 11 is transmitted to the output shaft 8.
Compared with the prior art, the parallel shaft gearbox with the two-gear structure is adopted in the embodiment, in the implementation, the parallel shaft gearbox can realize unpowered interruption gear shifting through gear shifting, and meanwhile, the engine is connected into the engine to be driven earlier through the speed change of the gearbox, so that the efficiency loss of the vehicle under the efficient working condition of the engine is avoided, and the vehicle speed range of the engine driven vehicle is wider.
The hybrid power system has three power transmission states, namely a pure power transmission state, a series hybrid power transmission state and a parallel hybrid power transmission state;
the pure electric power transmission state comprises the following control steps:
the method comprises the following steps: the clutch 1 is disengaged and the engine 12 is off;
step two: the hybrid power system is driven by taking the second motor 14 as a main driving unit, at the moment, the second input shaft synchronizer 10 is meshed with the second input shaft driving gear 9, and the output torque of the second motor 14 is transmitted to the output shaft 8 through the second input shaft driving gear 9 meshed with the differential external gear;
step three; judging whether the first motor 13 participates in auxiliary driving or not according to the power requirement of the hybrid power system;
if yes, the first input shaft synchronizer 5 is meshed with a first input shaft driving gear, and the torque is transmitted to an output shaft 8 through a differential external gear by the first input shaft driving gear;
if not, the first input shaft synchronizer 5 is in a neutral position, at this time, the first input shaft driving gear idles, and the first motor 13 does not participate in auxiliary driving.
The series hybrid power transmission state comprises the following control steps:
the method comprises the following steps: the first motor 13 is used as a generator, and meanwhile, the hybrid power system is driven by taking the second motor 14 as a driving unit;
step two: when the first motor 13 is used as a generator, the first input shaft synchronizer 5 is decoupled from the first input shaft driving gear, meanwhile, the engine 12 is started and combined with the clutch 1, and the first motor 13 generates power through synchronous rotation of the first input shaft 4 by the engine 12;
when the second motor 14 is used as a driving unit, the second input shaft synchronizer 10 is engaged with the second input shaft driving gear 9, and the second input shaft 11 transmits torque to the output shaft 8 through the second input shaft driving gear 9 and the differential external gear.
The parallel hybrid power transmission state comprises the following control steps:
the method comprises the following steps: the clutch 1 is in the engaged state, and the engine 12 is started;
step two: the hybrid power system is driven by taking the engine 12 as a main driving unit, at this time, the first input shaft synchronizer 5 is coupled with a first input shaft driving gear, and the first input shaft 4 transmits torque to an output shaft 8 through the first input shaft driving gear and a differential external gear;
step three: judging whether the second motor 14 participates in auxiliary driving or not according to the power requirement of the hybrid power system;
if yes, the second input shaft synchronizer 10 is meshed with a second input shaft driving gear 9, and the torque is transmitted to the output shaft 8 through a differential external gear by the second input shaft driving gear 9;
if not, the second input shaft synchronizer 10 is in a neutral position, at this time, the second input shaft driving gear 9 idles, and the second motor 14 does not participate in auxiliary driving.
It is to be noted that, in this control method of the hybrid system, the series hybrid transmission state is preferably applied to the low speed state in which the vehicle is running, and the parallel hybrid transmission state is preferably applied to the medium and high speed states in which the vehicle is running, but the present invention is not limited to the power transmission states adopted in the low speed, medium speed, and high speed vehicles in practice, and it is understood that the engine 12 may be used as the main drive unit, and the motor may be used as the main drive unit, and the like in the medium and high speed states of the vehicle.
Further, when the hybrid power system adopts a two-gear transmission structure, in the pure electric power transmission state, the step of judging whether the first motor 13 participates in auxiliary driving or not includes:
confirming whether to participate in the auxiliary drive;
if yes, the first input shaft synchronizer 5 is meshed with the first gear driving gear 2, the first gear driving gear 2 is coupled with the first input shaft 4 through the first input shaft synchronizer 5, and at the moment, the first gear driving gear 2 transmits the torque of the first input shaft 4 to an output shaft 8 through a differential external gear one 6 which is normally meshed with the first input shaft 4;
or, the first input shaft synchronizer 5 is engaged with the second gear driving gear 3, the second gear driving gear 3 is coupled with the first input shaft 4 by the first input shaft synchronizer 5, at this time, the second gear driving gear 3 transmits the torque of the first input shaft 4 to the output shaft 7 through the second differential external gear 7 which is normally engaged with the first input shaft 4; .
If not, the first input shaft synchronizer 5 is in a neutral position, at this time, the first gear driving gear 2 and the second gear driving gear 3 both idle, and the first motor 13 does not participate in auxiliary driving.
Further, when the hybrid power system adopts a two-gear transmission structure, in the series hybrid power transmission state, the step when the first electric machine 13 is used as a generator comprises the following steps:
the first driving gear 2 and the second driving gear 3 both idle, at this time, the first input shaft synchronizer 5 is decoupled from the first input shaft 4, and at the same time, the engine 12 is started and combined with the clutch 1, and the first motor 13 generates power by the synchronous rotation of the first input shaft 4 through the engine 12.
Further, when the hybrid system adopts a two-gear transmission structure, in the parallel hybrid transmission state, the step of driving the hybrid system by using the engine 12 as a main driving unit includes:
the first input shaft synchronizer 5 is coupled with the first driving gear 2, and the first input shaft 4 transmits torque to an output shaft through the first driving gear 2 and the differential external gear I6;
alternatively, the first input shaft synchronizer 5 is coupled with the second driving gear 3, and the first input shaft 4 transmits torque to the output shaft 8 through the second driving gear 3 and the second differential external gear 7.
Further, in the second step of the parallel hybrid transmission state, when the hybrid system is driven by the engine 12 as the driving unit, it is determined whether the first motor 13 is involved in the auxiliary driving, the power generation or the idling according to the power demand of the hybrid system, and the method includes the following steps:
if the engine 12 is engaged in driving, the first input shaft 4 is used for linking the first motor 13, and at the moment, the first motor 13 transmits torque to the output shaft 8 through the first input shaft 4;
if the engine 12 participates in power generation, the first motor 13 is connected with the first input shaft 4, and at the moment, the first motor 13 generates power through the first input shaft 4;
if idling, the engine 12 is connected with the first motor 13 through the first input shaft 4, and meanwhile, the first motor 13 idles.
It should be noted that, those skilled in the art can understand the power requirement of the hybrid system as the energy source state of the vehicle, that is, the fuel amount state of the fuel tank for supplying power to the engine 12 and the battery charge state for supplying power to the first electric machine 13 and the second electric machine 14, in practice, the driver can implement different power system controls according to the above power requirement state, and meanwhile, the present embodiment does not limit the driver to arbitrarily select the control of the power system which can have operability.
Furthermore, a braking energy recovery system is arranged in the hybrid power system, and the braking energy recovery system recovers braking energy by converting the first motor 13 and the second motor 14 which participate in driving from a driving state to a power generation state.
The above-mentioned embodiments are merely illustrative of the preferred embodiments of the present invention, and do not limit the scope of the present invention, and various modifications and improvements of the technical solution of the present invention by those skilled in the art should fall within the protection scope defined by the claims of the present invention without departing from the spirit of the present invention.

Claims (13)

1. A hybrid powertrain system, comprising:
an engine;
a first motor;
a second motor;
the parallel shaft gearbox is provided with a first input shaft, a second input shaft and an output shaft which are arranged in parallel in a box body of the parallel shaft gearbox, one end of the first input shaft is connected with a first motor, the other end of the first input shaft is connected with an engine through a clutch, and one end of the second input shaft is connected with a second motor.
2. A hybrid powertrain, as claimed in claim 1, wherein: the output shaft is connected with a differential mechanism, a differential mechanism external gear is arranged on the differential mechanism, a first input shaft driving gear is arranged on the first input shaft, the first input shaft driving gear is normally meshed with the differential mechanism external gear, a second input shaft driving gear is arranged on the second input shaft, and the second input shaft driving gear is normally meshed with the differential mechanism external gear.
3. A hybrid powertrain, as claimed in claim 2, wherein: the first input shaft driving gear comprises a first-gear driving gear and a second-gear driving gear;
and a first input shaft synchronizer is arranged between the first-gear driving gear and the second-gear driving gear, and the first-gear driving gear or the second-gear driving gear is coupled or decoupled with the first input shaft by the first input shaft synchronizer.
4. A hybrid powertrain, as claimed in claim 2, wherein: and a second input shaft synchronizer is arranged on the second input shaft, and the second input shaft driving gear is coupled or decoupled with the second input shaft by the second input shaft synchronizer.
5. A hybrid powertrain, as claimed in claim 2, wherein: the first input shaft is provided with a first input shaft synchronizer, and the first input shaft driving gear is coupled or decoupled with the first input shaft through the first input shaft synchronizer.
6. A hybrid powertrain, as claimed in claim 3, wherein: the differential external gear comprises a differential external gear I and a differential external gear II;
the first-gear driving gear is in constant mesh with the differential external gear, the second-gear driving gear is in constant mesh with the differential external gear, and the first input shaft controls the gear thereof by virtue of the first input shaft synchronizer and is coupled or decoupled with the output shaft.
7. A hybrid powertrain, as claimed in claim 3, wherein: the differential external gear comprises a differential external gear I and a differential external gear II;
the second input shaft driving gear is constantly meshed with the differential external gear, the gear of the second input shaft is controlled by the second input shaft synchronizer, and the second input shaft driving gear is coupled or decoupled with the output shaft.
8. The control method of the hybrid system according to any one of claims 1 to 7, characterized in that: the hybrid power system comprises three power transmission states, namely a pure power transmission state, a series hybrid power transmission state and a parallel hybrid power transmission state;
the pure electric power transmission state comprises the following control steps:
the method comprises the following steps: the clutch is disconnected, and the engine is turned off;
step two: the hybrid power system is driven by taking a second motor as a main driving unit, at the moment, the synchronizer of the second input shaft is meshed with the driving gear of the second input shaft, and the output torque of the second motor is transmitted to an output shaft by the driving gear of the second input shaft meshed with the external gear of the differential mechanism;
step three; judging whether the motor participates in auxiliary driving or not according to the power requirement of the hybrid power system;
if so, the first input shaft synchronizer is meshed with a first input shaft driving gear, and the torque is transmitted to an output shaft through a differential external gear by the first input shaft driving gear;
if not, the first input shaft synchronizer is in a neutral position, at the moment, the first input shaft driving gear idles, and the motor does not participate in auxiliary driving.
The series hybrid power transmission state comprises the following control steps:
the method comprises the following steps: the first motor serves as a generator, and meanwhile, the hybrid power system is driven by taking the second motor as a driving unit;
step two: when the first motor serves as a generator, the first input shaft synchronizer is decoupled from the first input shaft driving gear, meanwhile, the engine is started and combined with the clutch, and the first motor generates electricity through synchronous rotation of the first input shaft by the aid of the engine;
when the second motor serves as a driving unit, the second input shaft synchronizer is meshed with a second input shaft driving gear, and the second input shaft transmits torque to an output shaft through the second input shaft driving gear and the differential external gear.
The parallel hybrid power transmission state comprises the following control steps:
the method comprises the following steps: the clutch is in a combined state, and the engine is started;
step two: the hybrid power system is driven by taking an engine as a main driving unit, at the moment, the first input shaft synchronizer is coupled with a first input shaft driving gear, and the first input shaft transmits torque to an output shaft by the first input shaft driving gear and a differential external gear;
step three: judging whether the second motor or the auxiliary drive is participated in according to the power requirement of the hybrid power system;
if so, the second input shaft synchronizer is meshed with a second input shaft driving gear, and the torque is transmitted to an output shaft through a differential external gear by the second input shaft driving gear;
if not, the second input shaft synchronizer is in a neutral position, at the moment, the second input shaft driving gear idles, and the second motor does not participate in auxiliary driving.
9. The control method of a hybrid system according to claim 8, characterized in that: in the pure electric power transmission state, the step of judging whether the motor is in the first state or not to participate in auxiliary driving comprises the following steps:
confirming whether to participate in the auxiliary drive;
if so, the first input shaft synchronizer is meshed with a first gear driving gear, the first gear driving gear is coupled with the first input shaft through the first input shaft synchronizer, and at the moment, the first gear driving gear transmits the first input shaft torque to an output shaft through a differential external gear which is normally meshed with the first input shaft;
or, the first input shaft synchronizer is meshed with a second gear driving gear, the second gear driving gear is coupled with the first input shaft by the first input shaft synchronizer, and at the moment, the second gear driving gear transmits the torque of the first input shaft to an output shaft through a second differential external gear which is normally meshed with the second input shaft synchronizer; .
If not, the first input shaft synchronizer is in a neutral position, at the moment, the first gear driving gear and the second gear driving gear both idle, and the first motor does not participate in auxiliary driving.
10. The control method of a hybrid system according to claim 8, characterized in that: in the series hybrid transmission state, the step of operating the first electric machine as a generator comprises:
the first driving gear and the second driving gear idle, at the moment, the first input shaft synchronizer is decoupled from the first input shaft, meanwhile, the engine is started and combined with the clutch, and the first motor generates electricity through synchronous rotation of the first input shaft by the aid of the engine.
11. The control method of a hybrid system according to claim 8, characterized in that: in the parallel hybrid transmission state, the step of driving the hybrid system by taking the engine as a main driving unit comprises the following steps:
the first input shaft synchronizer is coupled with a first driving gear, and the first input shaft transmits torque to an output shaft through the first driving gear and a first differential external gear;
or, the first input shaft synchronizer is coupled with the second driving gear, and the first input shaft transmits the torque to the output shaft through the second driving gear and the second differential external gear.
12. The control method of a hybrid system according to claim 8, characterized in that: in the second step of the parallel hybrid transmission state, when the hybrid system is driven by the engine as the driving unit, and meanwhile, according to the power demand of the hybrid system, it is determined whether the motor is involved in auxiliary driving, power generation or idling, and the method includes the following steps:
if the engine is driven, the engine is linked with the first motor through the first input shaft, and at the moment, the first motor transmits torque to the output shaft through the first input shaft;
if the engine participates in power generation, the engine is connected with a first motor through a first input shaft, and at the moment, the first motor generates power through the first input shaft;
if the engine idles, the engine is connected with a first motor through the first input shaft, and meanwhile, the first motor idles.
13. The control method of a hybrid system according to claim 8, characterized in that: the hybrid power system is provided with a braking energy recovery system, and the braking energy recovery system recovers braking energy by converting a first motor and a second motor which participate in driving from a driving state to a power generation state.
CN202010541196.0A 2020-06-15 2020-06-15 Hybrid power system and control method Pending CN111605395A (en)

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Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN112590530A (en) * 2020-12-04 2021-04-02 浙江吉利控股集团有限公司 Dual-motor hybrid power driving device and vehicle with same
CN114228474A (en) * 2021-12-08 2022-03-25 东风汽车集团股份有限公司 Hybrid transmission, hybrid driving system and vehicle
WO2023035389A1 (en) * 2021-09-10 2023-03-16 浙江吉利控股集团有限公司 Dual-electric-motor hybrid power system, vehicle, and drive control method and device
CN116613929A (en) * 2023-04-28 2023-08-18 江苏金丰机电有限公司 Hub driving motor
WO2024067057A1 (en) * 2022-09-27 2024-04-04 奇瑞汽车股份有限公司 Power coupling system and vehicle

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN112590530A (en) * 2020-12-04 2021-04-02 浙江吉利控股集团有限公司 Dual-motor hybrid power driving device and vehicle with same
WO2023035389A1 (en) * 2021-09-10 2023-03-16 浙江吉利控股集团有限公司 Dual-electric-motor hybrid power system, vehicle, and drive control method and device
CN114228474A (en) * 2021-12-08 2022-03-25 东风汽车集团股份有限公司 Hybrid transmission, hybrid driving system and vehicle
WO2024067057A1 (en) * 2022-09-27 2024-04-04 奇瑞汽车股份有限公司 Power coupling system and vehicle
CN116613929A (en) * 2023-04-28 2023-08-18 江苏金丰机电有限公司 Hub driving motor

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