CN111762014A - Hybrid power system, hybrid power automobile and method for controlling vehicle operation - Google Patents
Hybrid power system, hybrid power automobile and method for controlling vehicle operation Download PDFInfo
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- CN111762014A CN111762014A CN201910263306.9A CN201910263306A CN111762014A CN 111762014 A CN111762014 A CN 111762014A CN 201910263306 A CN201910263306 A CN 201910263306A CN 111762014 A CN111762014 A CN 111762014A
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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
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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
- B60K6/38—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
Abstract
The invention relates to a hybrid system, a hybrid vehicle and a method of controlling the operation of a vehicle, the hybrid system comprising: the electric motor is used for being connected with a first driving wheel set of the vehicle to provide first driving force for the vehicle; an engine for providing a second driving force to the vehicle; the transmission mechanism is used for transmitting a second driving force output by the engine to the second driving wheel set and comprises an input end, an output end and a synchronizer, wherein the input end is used for being connected with the engine, and the output end is used for being connected with the second driving wheel set of the vehicle; the synchronizer is used for controlling the on-off of the power transmission between the output end of the transmission mechanism and the second driving wheel set, so as to control the on-off of the power between the engine and the second driving wheel set. The invention has the advantages that the synchronizer is adopted to realize power switching, a clutch with high price is saved, and the manufacturing cost of the whole hybrid electric vehicle is saved.
Description
Technical Field
The invention belongs to the technical field of new energy automobiles, and particularly relates to a hybrid power system, a hybrid power automobile and a method for controlling the operation of the automobile.
Background
Hybrid vehicles (Hybrid vehicles) are vehicles in which a Vehicle drive system is combined from two or more individual drive units that can be operated simultaneously, and the driving power of the Vehicle is provided by the individual drive units individually or jointly depending on the actual driving state of the Vehicle. Generally, a Hybrid Electric Vehicle (HEV) is a Hybrid Electric Vehicle (HEV), which uses an Electric motor and a conventional internal combustion engine as power sources.
Hybrid drive systems are classified into three types according to the coupling method: the series hybrid power system is mainly formed by connecting an engine, a generator, a motor and the like in series; the parallel hybrid power system is mainly formed by connecting an engine and a motor in parallel; and a hybrid-type hybrid power system, which integrates the serial and parallel structures and mainly comprises an engine, a motor-generator, a motor and a planetary power distribution mechanism. No matter what kind of hybrid power system is adopted in the hybrid electric vehicle, the clutch is required to be arranged so as to realize the switching of the driving mechanisms, so that each driving mechanism can work independently and can work together, for example, three clutches are arranged in a Chevrolet Voltec series type driving system; at least one clutch is also provided in various parallel hybrid systems and hybrid systems. However, the price of the clutch is high, which is not favorable for reducing the manufacturing cost of the hybrid electric vehicle.
Disclosure of Invention
The invention aims to provide a hybrid power system, a hybrid electric vehicle and a method for controlling the vehicle to run, aiming at realizing the switching of driving modes under the condition of not adopting a clutch and effectively reducing the production cost of the hybrid electric vehicle.
To achieve the above object, the present invention provides a hybrid system including:
the electric motor is used for being connected with a first driving wheel set of the vehicle to provide first driving force for the vehicle;
an engine for providing a second driving force to the vehicle;
the transmission mechanism is used for transmitting a second driving force output by the engine to the second driving wheel set and comprises an input end, an output end and a synchronizer, wherein the input end is used for being connected with the engine, and the output end is used for being connected with the second driving wheel set of the vehicle; the synchronizer is used for controlling the on-off of power transmission between the output end and the second driving wheel set so as to control the on-off of the power between the engine and the second driving wheel set. Optionally, the method further comprises: a control device; when the vehicle is started, the control device is used for controlling the engine to provide the second driving force for the vehicle alone or controlling the engine and the motor to provide the driving force for the vehicle together.
Alternatively, when the vehicle is started, the control device is configured to control the engine to operate and adjust the rotation speed of the output end of the transmission mechanism to be suitable for the current operation speed of the vehicle, and then control the synchronizer to connect the power transmission between the output end of the transmission mechanism and the second driving wheel set.
Alternatively, when the vehicle shifts gears, the control device is configured to control the synchronizer to disconnect the power transmission between the output end of the transmission mechanism and the second driving wheel group, then control the electric motor to drive the vehicle to run alone, adjust the current running speed of the vehicle by the electric motor, then control the engine to adjust the rotating speed of the output end of the transmission mechanism to be suitable for the current running speed of the vehicle, and further control the synchronizer to connect the power transmission between the output end of the transmission mechanism and the second driving wheel group.
Optionally, the engine is configured to be connected to the input of the transmission via a first transmission shaft, and the output of the transmission is configured to be connected to the second drive wheel set via a second transmission shaft;
the transmission mechanism comprises at least one gear assembly, the gear assembly comprises a first gear and a second gear which are meshed with each other, the first gear is sleeved on the first transmission shaft and used for synchronously rotating with the first transmission shaft all the time, and the second gear is sleeved on the second transmission shaft;
the synchronizer is at least one and is movably arranged on the second transmission shaft and is used for being jointed with and separated from the second gear so as to control the on-off of the power transmission between the second gear and the second transmission shaft;
wherein: when the synchronizer is engaged with the second gear, the second gear is used for synchronously rotating with the second transmission shaft; when the synchronizer is separated from the second gear, the second gear is sleeved on the second transmission shaft in an empty mode.
Optionally, the number of the gear assemblies is n, where n is an integer not less than 2, the number of the synchronizers is n-1, and one synchronizer is arranged between every two gear assemblies.
In addition, in order to achieve the above object, the present invention also provides a hybrid vehicle including:
a first driving wheel set;
a second drive wheel set; and the number of the first and second groups,
a hybrid system as described above;
and the motor in the hybrid power system is connected with the first driving wheel set, and the engine in the hybrid power system is connected with the second driving wheel set through the transmission mechanism.
Further, in order to achieve the above object, the present invention also provides a method of controlling vehicle operation to control operation of the hybrid vehicle as described above, the method comprising:
the synchronizer disconnects the power transmission between the output end of the transmission mechanism and the second driving wheel set and drives the vehicle to start by the motor;
after the vehicle is started, the synchronizer connects the power transmission between the output end of the transmission mechanism and the second driving wheel group, so that the engine drives the vehicle to run, or the engine and the motor drive the vehicle to run together.
Optionally, when the vehicle is shifted, the method for controlling the vehicle to run further comprises:
firstly, the synchronizer disconnects the power transmission between the output end of the transmission mechanism and the second driving wheel set;
then the motor drives the vehicle to run independently, and the motor adjusts the current running speed of the vehicle;
then the engine adjusts the rotating speed of the output end of the transmission mechanism so that the rotating speed of the output end of the transmission mechanism is adaptive to the current running speed of the vehicle;
the synchronizer is further communicated with the power transmission between the transmission mechanism and the second driving wheel set.
Optionally, the vehicle further comprises a generator, and when the engine is operated, the power required for generating electricity is provided for the generator by the engine.
Optionally, the generator provides electrical energy to the electric motor, and/or the generator provides electrical energy to the electric motor via an energy storage device.
Compared with the prior art, the hybrid power system, the hybrid electric vehicle and the method for controlling the vehicle to run have the following advantages:
the hybrid electric vehicle comprises a first driving wheel set, a second driving wheel set, a motor, an engine, a transmission mechanism and a synchronizer; the motor is connected with the first driving wheel set; the transmission mechanism is provided with an input end and an output end, the input end is connected with the engine, and the output end is connected with the second driving wheel set. In practical application, the first driving wheel set can be driven to rotate by the motor during starting so as to drive the vehicle to run, and the vehicle can directly provide driving force by the engine under normal running or high-speed working conditions so as to avoid heat loss during energy conversion and realize energy conservation and environmental protection of the vehicle; compared with the prior art, when the vehicle is switched to be driven by the engine, the motor is required to provide power for the vehicle to run, the engine is used for adjusting the rotating speed of the transmission mechanism, and the synchronizer is used for connecting the power transmission between the transmission mechanism and the second driving wheel group, so that the power of the vehicle is kept stable in the whole process, and the vehicle can run stably; in the prior art, when power is switched through the clutch, the vehicle can only run by means of inertia after the clutch is disconnected, and the phenomenon of blocking due to insufficient vehicle power is easily caused during switching; on the other hand, the price of the synchronizer is lower than that of the clutch, and the manufacturing cost of the whole vehicle can be effectively saved.
Secondly, when the engine drives the vehicle to run and gear shifting is needed, firstly the synchronizer cuts off power transmission between the output end of the transmission mechanism and the second driving wheel group, then the motor drives the vehicle to run independently, the motor adjusts the current running speed of the vehicle, then the engine adjusts the rotating speed of the output end of the transmission mechanism to be matched with the current running speed of the vehicle, and then the synchronizer is controlled to cut on the power transmission between the output end of the transmission mechanism and the second driving wheel group again. Therefore, the speed of the motor is regulated, the running gears of the vehicle are switched by the synchronizer, the transmission ratio of the output efficiency of the engine is changed, the purpose of gear shifting is achieved, and the control stability in the gear shifting process is guaranteed. Obviously, the invention does not need to use a clutch to connect the speed change mechanism and the engine, reduces the manufacturing cost of the vehicle, avoids the pause and frustration feeling during gear shifting and improves the driving experience of an operator.
Thirdly, the vehicle also comprises a generator, and the exciting current of the generator can be adjusted through an excitation regulator so as to control the electric energy output by the generator, namely the generator can directly generate electricity, can also generate electricity while transmitting power, and can only transmit power without generating electricity, and the working mode of the generator is selected according to the actual requirement in the running process of the vehicle, so that the maximization of the efficiency of the engine is realized; meanwhile, the rotating mechanism of the generator is preferably used as a part of the first transmission shaft, so that the components of the whole power system are reduced, the size is reduced, and the arrangement is convenient.
Drawings
Fig. 1 is a schematic structural diagram of a hybrid vehicle according to an embodiment of the present invention;
fig. 2 is a schematic structural diagram of a hybrid vehicle according to another embodiment of the present invention.
[ reference numerals are described below ]:
1110-an electric motor;
1120-energy storage means;
1200-an engine;
1310-a first transmission shaft;
1320-a second drive shaft;
1330 — a gear assembly;
1330 a-a first gear assembly, 1330 b-a second gear assembly;
1331, 1331a, 1331 b-first gear; 1332, 1332a, 1332 b-second gear;
1400-a synchronizer;
1500-a generator;
1600-box body;
2000-a first set of drive wheels;
3000-second drive wheel set.
Detailed Description
The core idea of the invention is to provide a method for controlling the operation of a vehicle, wherein the vehicle comprises a first driving wheel set, a second driving wheel set, a motor, an engine and a transmission mechanism; the motor is connected with the first driving wheel set; the transmission mechanism comprises an input end, an output end and a synchronizer, the input end is connected with the engine, and the output end is connected with the second driving wheel set; the method for controlling the running of the vehicle comprises the following steps:
the synchronizer disconnects the power transmission between the output end of the transmission mechanism and the second driving wheel group, and the motor drives the vehicle to run;
during the running of the vehicle, the synchronizer is communicated with the power transmission between the output end of the transmission mechanism and the second driving wheel group, so that the engine drives the vehicle to run, or the engine and the motor drive the vehicle to run together.
Compared with the prior art, when the traditional vehicle utilizes the clutch to switch power, the power supply of the vehicle is firstly cut off, and then the vehicle is switched, and the vehicle runs completely by means of inertia in the process, so that the phenomenon of jerk is very easy to occur when the engine is connected with the driving wheels of the vehicle to supply power.
To make the objects, advantages and features of the present invention more apparent, the following detailed description of the embodiments of the hybrid system and the vehicle according to the present invention will be made with reference to the accompanying drawings. It is to be noted that the drawings are in a very simplified form and are not to precise scale, which is merely for the purpose of facilitating and distinctly claiming the embodiments of the present invention.
As used in this specification and the appended claims, the singular forms "a", "an", and "the" include plural referents unless the content clearly dictates otherwise. As used in this specification and the appended claims, the term "or" is generally employed in its sense including "and/or" unless the content clearly dictates otherwise, and the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either fixedly connected, detachably connected, or integrally connected. Either mechanically or electrically. Either directly or indirectly through intervening media, either internally or in any other relationship. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations. The same or similar reference numbers in the drawings identify the same or similar elements.
Referring to fig. 1, a hybrid vehicle according to an embodiment of the present invention includes a hybrid system, a first driving wheel set 2000 and a second driving wheel set 3000. The hybrid system includes an electric power source for providing driving force for the first driving wheel set 2000 and a conventional power source for providing driving force for the second driving wheel set 3000. It should be understood that, in the embodiment of the present invention, the first driving wheel set 2000 is not limited to the front driving wheels of the vehicle, but may also be the rear driving wheels of the vehicle, that is, when the front driving wheel set of the vehicle is the first driving wheel set 2000, the second driving wheel set 3000 is the rear driving wheels of the vehicle; when the rear driving wheel set of the vehicle is the first driving wheel set 2000, the front driving wheel of the vehicle is the second driving wheel set 3000.
As shown in fig. 1, in the embodiment of the present invention, the electric power source includes an electric motor 1110, and the electric motor 1110 has an output shaft which is connected to the first driving wheel set 2000 through a final gear (not shown) and a differential (not shown). It should be understood that the output shaft of the electric motor 1110, the final gear, the differential and the first driving wheel set 2000 may be connected completely in the prior art, and thus, the improvement point of the present invention is not involved, and thus, the detailed description thereof is omitted. The electric motor 1110 also has a power input, which is preferably connected to a power storage device 1120, wherein the power storage device 1120 may be a battery, and the battery may be connected to the power input of the electric motor 1110 through an inverter (not shown).
With continued reference to FIG. 1, the conventional power source includes an engine 1200. In addition, the hybrid system further includes a first transmission shaft 1310, a second transmission shaft 1320, a gear assembly 1330, and a synchronizer 1400, where the gear assembly 1330 and the synchronizer 1400 form the transmission mechanism. The gear assembly 1330 has an input connected to the engine 1200 via a first drive shaft 1310 and an output, and the second drive shaft 1320 is preferably arranged parallel to the first drive shaft 1310 and connected to the second drive wheel set 3000, where the second drive shaft 1320 is connectable to the second drive wheel set 3000 via a differential (not shown). The synchronizer 1400 is used to control the connection and disconnection between the output end of the gear assembly 1330 and the second transmission shaft 1320, and further control the connection and disconnection of power between the engine 1200 and the second driving wheel set 3000.
In an embodiment of the present invention, the gear assembly 1330 may be one or two or more, and is configured according to the operation requirement of the vehicle. For the sake of simplicity, assuming one gear assembly 1330 in the following description, one skilled in the art should be able to modify the following description for the case of two or more gear assemblies 1330 with appropriate modifications in detail.
As shown in fig. 2, the gear assembly 1330 includes a first gear 1331 and a second gear 1332. The first gear 1331 is provided on the first transmission shaft 1310 and is configured to rotate in synchronization with the first transmission shaft 1320. The second gear 1332 is sleeved on the second transmission shaft 1320 through a bearing (not shown) and meshed with the first gear 1331. The synchronizer 1400 is movably sleeved on the second transmission shaft 1320 to control the connection and disconnection of the power transmission between the second gear 1332 and the second transmission shaft 1320. Specifically, when the synchronizer 1400 is engaged with the second gear 1332, the second gear 1332 rotates in synchronization with the second transmission shaft 1320, that is, when the synchronizer 1400 is engaged with the second gear 1332, the second gear 1332 can rotate in synchronization with the second transmission shaft 1320, so that the driving force generated when the engine 1200 is operated can be transmitted to the second driving wheel set 3000; when the synchronizer 1400 is separated from the second gear 1332, the second gear 1332 is freely sleeved on the second transmission shaft 1320, that is, the second gear 1332 idles, so that the driving force generated when the engine 1200 operates cannot be transmitted to the second driving wheel set 3000.
Further, the following description will be made assuming that two gear assemblies 1330 and one synchronizer 1400 having different gear ratios are provided to explain how the engine 1200 is used to provide driving force during running of the vehicle and how the engine 1200 is shifted when the vehicle is driven.
As shown in fig. 1, the two gear assemblies 1330 are a first gear assembly 1330a and a second gear assembly 1330b, respectively, and the gear ratios of the two gear assemblies 1330 are not the same, but the relative sizes of the gear ratios are not limited.
The first gear assembly 1330a includes a first gear 1331a and a second gear 1332a, the first gear 1331a is disposed on the first transmission shaft 1310, and the second gear 1332a is disposed on the second transmission shaft 1320. The second gear assembly 1330b includes a first gear 1331b and a second gear 1332b, the first gear 1331b is disposed on the first transmission shaft 1310, and the second gear 1332b is disposed on the second transmission shaft 1320. Furthermore, one of the synchronizers 1400 is movably sleeved on the second transmission shaft 1320 and located between the second gear 1332a and the second gear 1332b, and the synchronizers 1400 is used to engage with one of the second gear 1332a and the second gear 1332b, so as to transmit the power output by the engine 1200 and adjust the transmission ratio of the transmission mechanism.
Further, an embodiment of the present invention further provides a method for controlling vehicle operation, which specifically includes:
before the vehicle starts, the synchronizer 1400 is disengaged (i.e., separated) from the second gear 1332a and the second gear 1332b, so as to disconnect the engine 1200 from the second driving wheel set 3000;
when the vehicle is started, the motor 1110 provides driving force to drive the first driving wheel set 2000 to rotate, and the second driving wheel set 3000 and the second transmission shaft 1320 rotate together under the driving of the first driving wheel set 2000;
when engine 1200 is required to provide driving force while the vehicle is running (i.e., after the vehicle is started), the specific operation process includes:
first, the engine 1200 is started to drive the first gears 1331a and 1331b of the first transmission shaft 1310 to rotate and synchronously drive the second gears 1332a and 1332b of the second rotation shaft 1320 to rotate until the rotation speed of any one of the second gears (for example, the second gear 1332a) is the same as the rotation speed of the second transmission shaft 1320;
the synchronizer 1400 is then engaged with the second gear 1332 a.
Thus, the driving force generated by the engine 1200 is transmitted to the second driving wheel set 2000 through the first transmission shaft 1310, the first gear assembly 1330a, and the second transmission shaft 1320, and directly drives the vehicle to travel.
Furthermore, when the vehicle is running and a gear shift is needed, the specific operation process is as follows:
firstly, the synchronizer 1400 is disengaged from the second gear 1332a, at this time, the vehicle is driven by the motor 1110 only, and the vehicle is kept in a stable running state through the motor 1110, so that the operating stability in the gear shifting process is ensured;
the output of the engine 1200 is then adjusted so that the rotational speed of the first drive shaft 1310 and the gear assembly 1330 changes accordingly until the rotational speed of the second gear 1332b is the same as the rotational speed of the second drive shaft 1320 (it will be understood that this is based on the second gear 1332a meshing with the first gear 1331a prior to the shift), at which time the synchronizer 1400 is engaged with the second gear 1332b so as to transmit the driving force of the engine 1200 to the second drive wheel set 3000, effecting the shift of the vehicle.
Obviously, in the process of shifting the speed of the hybrid vehicle, the speed of the gear assembly 1330 needs to be adjusted to be the same as the speed of the second transmission shaft 1320, so the shifting time is long, but in the process, the electric motor 1110 can provide the power required by the vehicle during running, so the vehicle can still run smoothly. It should be understood that the vehicle is driven by the motor 1110 to operate when shifting gears, and the traveling speed of the vehicle is determined according to the driver's demand, that is, the vehicle can accelerate or decelerate and can maintain the current speed.
It should be appreciated that the vehicle may also be driven directly by the engine 1200 when the synchronizer 1400 is already engaged with a second gear 1332 prior to vehicle launch.
In addition, the number of the gear assemblies 1330 in the hybrid system according to the embodiment of the present invention is not limited to two, and may be one, or two or more, and when one gear assembly 1330 is provided, the number of the synchronizers 1400 is also one. In general, hybrid vehicles are provided with n gear assemblies 1330 and n-1 synchronizers 1400(n is a positive integer not less than 2) so that the vehicle is shifted according to actual driving conditions when driven by the engine 1200. However, in the case where the vehicle needs to be driven by the engine 1200 only in a certain speed range, for example, when the vehicle is traveling at a high speed, only one gear assembly 1330 having a large transmission coefficient may be provided.
In the embodiment of the present invention, the hybrid system may further include a control device (not shown) for controlling the operation of the vehicle. For example, when the vehicle is started, the control device is used for controlling the electric motor 1110 to provide first driving force for the vehicle alone, and after the vehicle is started, the control device is also used for controlling the engine 1200 to provide second driving force for the vehicle alone, or controlling the engine 1200 and the electric motor 1110 to provide driving force for the vehicle together. In addition, the control device can also control the gear shifting of the vehicle, and the specific implementation process comprises the following steps:
first, the control device controls the synchronizer 1400 to disconnect all the second gears, i.e., the synchronizer 1400 is not engaged with any one of the second gears;
then the control device controls the motor 1110 to drive the vehicle to run independently, and controls the current running speed of the vehicle by the motor 1110;
then the control device controls the engine 1200 to adjust the rotating speed of the second gear 1332 to be the same as that of the second transmission shaft 1320;
the control device controls the synchronizer 1400 to be engaged with the second gear 1332, thereby re-communicating power transmission between the engine 1200 and the second driving wheel set 3000, and enabling the engine to drive the vehicle to run.
The control device may be a manual control device or an automatic control device, that is, the hybrid electric vehicle according to the embodiment of the present invention may be configured to shift gears manually or may be configured to shift gears automatically. When the gear is shifted manually, the control device may be a shift lever, and the synchronizer 1400 is operated by the shift lever (not shown in the figure), and the operation process is completely consistent with that of the existing manual-shift automobile. In the automatic shifting, the control device is used to control the vehicle to shift gears according to the actual driving state of the vehicle, i.e. the control device detects the driving state of the vehicle, for example, by a sensor (not shown), and controls the synchronizer 1400 to move on the second transmission shaft 1320 through a solenoid valve (not shown), so that the synchronizer 1400 is engaged with or disengaged from one of the second gears 1322. It should be understood that the control device of the present invention can adopt the existing automobile controller to realize the automatic gear shifting and the switching between the driving modes, and the detailed operation principle of the control unit is completely the same as the speed change principle of the traditional automatic gear automobile as the prior art, so the detailed description is not repeated here.
The electric motor 1110 is preferably a motor-generator, similar to an existing electric vehicle, that is, the electric motor 1110 has both modes of electric and electric power generation. When the vehicle is driven by the battery, the motor 1110 operates in the motoring mode, and when the vehicle is braked, the motor 1110 starts the generating mode to recover energy, thereby converting the kinetic energy of the vehicle into electric energy to charge the battery.
Referring to fig. 2, in a further modification, the hybrid power system further includes a generator 1500, and the generator 1500 includes a rotating mechanism for cutting the magnetic field to generate electric energy. Preferably, the rotating mechanism shares the first transmission shaft 1310 with the engine 1200, and the rotating mechanism is disposed on the first transmission shaft 1310, so that one of the advantages of reducing the number of components of the entire hybrid system and facilitating a compact arrangement of the hybrid system, and the other advantage of shortening the time required for the power switching process or the gear shifting process by adapting the rotation speed of the quick adjusting gear assembly 1330 to the vehicle running speed by virtue of the fast torque response of the generator 1500.
More specifically, the generator 1500 has a voltage output that can be connected to either a battery to charge the battery or an inverter (not shown) to connect to the motor 1110 to directly drive the motor 1110.
The generator 1500 further includes a field winding (not shown) and a field regulator (not shown) that generates a magnetic field by passing current through the field winding so that the rotating mechanism of the generator 1500 generates electricity when rotating. The excitation regulator is configured to regulate the current flowing into the excitation winding, so as to regulate the electric energy generated by the generator 1500, that is, the excitation regulator controls the voltage value at the output end of the generator 1500, so as to control the power distribution of the engine 1200 according to the actual condition of the vehicle running.
Preferably, the hybrid system further includes a housing 1600, the housing 1600 has an inner cavity, and the gear assembly 1330 and the synchronizer 1400 are disposed in the inner cavity of the housing 1600. The gear assembly 1330 and the synchronizer 1400 are isolated from the outside through the box 1600, so that the gear assembly 1330 or the synchronizer 1400 is prevented from being blocked by dust and other impurities to influence normal operation.
In practice, the gear assembly 1330, the synchronizer 1400 and the housing 1600 may be directly used in an existing transmission of an automobile. The conventional transmission for a vehicle includes a first split shaft (not shown) and a second split shaft, wherein the first gear 1331 is disposed on the first split shaft, and the second gear 1332 and the synchronizer 1400 are disposed on the second split shaft. The first split shaft and an output shaft of a rotating mechanism of the generator 1500 are coupled by a coupling or other means to form the first transmission shaft 1310, and the second split shaft forms the second transmission shaft 1320. The existing automobile gearbox is directly applied to the hybrid power system, so that the production cost is reduced.
Similarly, the generator 1500 may be a motor-generator having both a motor mode and a power generation mode, so that when performing a power switch or a gear shift, the generator 1500 may be used to adjust the rotation speed of the first transmission shaft 1310, and then the output efficiency of the engine 1200 is adjusted to be suitable for the rotation speed of the first transmission shaft 1310; in addition, when the engine 1200 drives the vehicle to move, the vehicle is braked, and the kinetic energy in the braking process can be converted into electric energy to be stored in the storage battery.
The hybrid power system provided by the embodiment of the invention can provide various different driving schemes for a hybrid electric vehicle, and specifically comprises the following steps:
A. the motor 1110 alone provides driving force for the vehicle, and the engine 1200 does not work, and the vehicle is in a two-drive mode in the scheme.
B. The motor 1110 alone provides driving force for the vehicle, and the energy generated by the operation of the engine 1200 is entirely used for the generator 1500 to generate electricity, and is directly supplied to the motor 1110 or stored in the battery. The vehicle is in a two-drive mode in the scheme.
C. The vehicle is started by the driving force provided by the motor 1110, and then the engine 1200 is operated and provides the driving force together with the motor 1110, while the energy generated by the engine 1200 is partially used for generating electricity. The vehicle is in a four-wheel drive mode in the scheme.
D. The vehicle is started by the driving force provided by the motor 1110, then the engine 1200 works, and the current in the field winding of the generator 1200 is adjusted to be zero, that is, the energy provided by the engine 1200 is fully used for driving the vehicle, and the motor 1110 provides the driving force. The vehicle is in a four-wheel drive mode in the scheme.
E. The vehicle is started by the driving force provided by the motor 1110, then the driving force is provided by the engine 1200 alone, and the battery is charged at the same time, while the driving force is temporarily provided by the motor 1110 as a governor motor when the vehicle is shifted, in this case, the vehicle is in a two-drive mode.
F. The vehicle is started by the driving force supplied from the motor 1110 first, and then the driving force is supplied from the engine 1200 alone while the generator 1200 does not generate electricity, and the motor 1110 temporarily supplies the driving force as a governor motor only when the vehicle shifts gears. The vehicle is in a two-drive mode in the scheme.
Therefore, the hybrid electric vehicle can select a proper driving scheme according to actual needs in the driving process, for example, when the vehicle runs on an urban road, the scheme A or the scheme B is selected according to the residual electric quantity of the storage battery, so that energy conservation and emission reduction are facilitated; when the vehicle runs under the complex road condition, the scheme C or the scheme D is selected as required, and the four-wheel drive enables the driving performance to be better; when the vehicle needs to run at a high speed, the scheme E can be selected, and the vehicle can run at the high speed and avoid the pause and frustration in gear shifting; when the electric quantity of the storage battery is insufficient and high-speed running is required, the scheme F is selected, and the advantage of high efficiency of direct driving of the engine 1200 is exerted.
The hybrid electric vehicle provided by the embodiment of the invention has the advantages of a series hybrid mode and a parallel hybrid mode, and can realize the switching of various driving modes under the condition of not adopting a clutch; when the engine 1200 is used for providing driving force, the gear shifting of the vehicle is realized only through the engagement of the synchronizer 1400 and the different gear assemblies 1400, and the driving force is provided by the motor 1110 in the gear shifting process, so that the smooth running of the vehicle is ensured.
Although the present invention is disclosed above, it is not limited thereto. Various modifications and alterations of this invention may be made by those skilled in the art without departing from the spirit and scope of this invention. Thus, if such modifications and variations of the present invention fall within the scope of the claims of the present invention and their equivalents, the present invention is also intended to include such modifications and variations.
Claims (11)
1. A hybrid powertrain system, comprising:
the electric motor is used for being connected with a first driving wheel set of the vehicle to provide first driving force for the vehicle;
an engine for providing a second driving force to the vehicle;
the transmission mechanism is used for transmitting a second driving force output by the engine to the second driving wheel set and comprises an input end, an output end and a synchronizer, wherein the input end is used for being connected with the engine, and the output end is used for being connected with the second driving wheel set of the vehicle; the synchronizer is used for controlling the on-off of power transmission between the output end and the second driving wheel set so as to control the on-off of the power between the engine and the second driving wheel set.
2. A hybrid system according to claim 1, further comprising: a control device; when the vehicle is started, the control device is used for controlling the engine to provide the second driving force for the vehicle alone or controlling the engine and the motor to provide the driving force for the vehicle together.
3. A hybrid system according to claim 2, wherein, when the vehicle is started, the control means is configured to first control the engine to operate and adjust the rotational speed of the output of the transmission mechanism to correspond to the current operating speed of the vehicle, and then control the synchronizer to enable power transmission between the output of the transmission mechanism and the second drive wheel set.
4. A hybrid system according to claim 3, wherein when the vehicle is shifted, the control device is further configured to control the synchronizer to disconnect the power transmission between the output of the transmission mechanism and the second driving wheel set, then control the electric motor to drive the vehicle to run alone, control the speed of the vehicle running currently by the electric motor, control the engine to adjust the rotation speed of the output of the transmission mechanism to be suitable for the speed of the vehicle running currently, and further control the synchronizer to connect the power transmission between the output of the transmission mechanism and the second driving wheel set.
5. A hybrid powertrain according to claim 4, wherein the engine is adapted to be connected to the input of the transmission via a first driveshaft and the output of the transmission is adapted to be connected to the second set of drive wheels via a second driveshaft;
the transmission mechanism comprises at least one gear assembly, the gear assembly comprises a first gear and a second gear which are meshed with each other, the first gear is sleeved on the first transmission shaft and used for synchronously rotating with the first transmission shaft all the time, and the second gear is sleeved on the second transmission shaft;
the synchronizer is at least one and is movably arranged on the second transmission shaft and is used for being jointed with and separated from the second gear so as to control the on-off of the power transmission between the second gear and the second transmission shaft;
wherein: when the synchronizer is engaged with the second gear, the second gear is used for synchronously rotating with the second transmission shaft; when the synchronizer is separated from the second gear, the second gear is sleeved on the second transmission shaft in an empty mode.
6. A hybrid system according to claim 5, wherein the number of said gear assemblies is n, where n is an integer not less than 2, the number of said synchronizers is n-1, and one said synchronizer is provided between every two said gear assemblies.
7. A hybrid vehicle, characterized by comprising:
a first driving wheel set;
a second drive wheel set; and the number of the first and second groups,
a hybrid power system as described in any one of claims 1-6;
and the motor in the hybrid power system is connected with the first driving wheel set, and the engine in the hybrid power system is connected with the second driving wheel set through the transmission mechanism.
8. A method of controlling operation of a vehicle that is a hybrid vehicle according to claim 7, characterized by comprising:
the synchronizer disconnects the power transmission between the output end of the transmission mechanism and the second driving wheel set and drives the vehicle to start by the motor;
after the vehicle is started, the synchronizer connects the power transmission between the output end of the transmission mechanism and the second driving wheel group, so that the engine drives the vehicle to run, or the engine and the motor drive the vehicle to run together.
9. The method of controlling vehicle operation of claim 8, wherein when the vehicle is shifting gears, the method of controlling vehicle operation further comprises:
firstly, the synchronizer disconnects the power transmission between the output end of the transmission mechanism and the second driving wheel set;
then the motor drives the vehicle to run independently, and the motor controls the current running speed of the vehicle;
then the engine adjusts the rotating speed of the output end of the transmission mechanism so that the rotating speed of the output end of the transmission mechanism is adaptive to the current running speed of the vehicle;
the synchronizer is further communicated with the power transmission between the transmission mechanism and the second driving wheel set.
10. A method of controlling operation of a vehicle according to claim 8 or 9, wherein the vehicle further comprises a generator, and when the engine is operating, the power required for generating electricity is provided by the engine to the generator.
11. A method of controlling operation of a vehicle with a hybrid powertrain as claimed in claim 10, wherein the generator provides electrical energy to the electric motor and/or the generator provides electrical energy to the electric motor via an energy storage device.
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| CN201910263306.9A CN111762014A (en) | 2019-04-02 | 2019-04-02 | Hybrid power system, hybrid power automobile and method for controlling vehicle operation |
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| CN201910263306.9A CN111762014A (en) | 2019-04-02 | 2019-04-02 | Hybrid power system, hybrid power automobile and method for controlling vehicle operation |
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