CN112659879A - Longitudinal vehicle power assembly and vehicle power control method - Google Patents
Longitudinal vehicle power assembly and vehicle power control method Download PDFInfo
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- CN112659879A CN112659879A CN202011583469.4A CN202011583469A CN112659879A CN 112659879 A CN112659879 A CN 112659879A CN 202011583469 A CN202011583469 A CN 202011583469A CN 112659879 A CN112659879 A CN 112659879A
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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
- B60K6/40—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 assembly or relative disposition of components
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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
- B60K6/42—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
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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
Abstract
The invention discloses a longitudinally-arranged vehicle power assembly and a vehicle power control method. The generator is connected with an output shaft of the engine. The input end of the first clutch is connected with the output shaft of the generator, and the output end of the first clutch is connected with the direct-drive transmission shaft. The driving motor can receive the electric energy transmitted by the generator. The transmission is connected with the engine and an output shaft of the driving motor, and the transmission comprises a synchronizer. The output shaft of the synchronizer is connected with a front transmission shaft and a rear transmission shaft through a second clutch and a third clutch respectively, the front transmission shaft is connected with the front shaft of the vehicle, and the rear transmission shaft is connected with the rear shaft of the vehicle. The power battery is respectively connected with the generator and the driving motor. The longitudinal vehicle power assembly can give consideration to the economy, the dynamic property, the four-wheel drive function and the vehicle generalization design of the whole vehicle, thereby solving the hybrid power problem of medium-large passenger vehicles.
Description
Technical Field
The invention relates to the technical field of vehicle power systems, in particular to a longitudinally-arranged vehicle power assembly and a vehicle power control method.
Background
In the current automobile industry environment, hybrid cars are receiving wide attention from domestic and foreign host computer factories due to their good energy-saving performance, and are being developed into industrialized research and development.
Configuration, one of the core technologies of hybrid, determines the hybrid vehicle operating mode and related performance. At present, vehicles with various hybrid power configurations, such as Toyota power split configurations, have excellent fuel saving rate and are well accepted by the market, but the vehicles also have the disadvantages of relatively complex configuration and high production and development difficulty, and are applied to medium and large-sized longitudinal passenger vehicles, a speed change system needs to be added, and the cost is increased. The double-motor series-parallel configuration of Honda has good oil saving effect, but can only be applied to middle and small-sized transverse vehicle types and cannot be applied to middle and large-sized longitudinal vehicle types, and if the four-wheel drive function is realized, an electric rear axle needs to be added, so that the change amount of basic vehicle types is large and the cost is high. The popular P2 configuration can be applied to transverse and longitudinal vehicle types, has small change amount to basic vehicle types, can realize the maximum generalization with the traditional vehicle, but has relatively low oil saving rate due to the P2 configuration and unobvious energy-saving effect of the whole vehicle. Therefore, the power assembly of the hybrid car in the prior art is difficult to simultaneously consider the economy, the dynamic property and the universal design of the vehicle.
Disclosure of Invention
The invention aims to provide a longitudinal vehicle power assembly which can give consideration to the economy, the dynamic property, the four-wheel drive function and the vehicle universal design of a whole vehicle, so that the problem of hybrid power of a medium-sized and large-sized passenger vehicle is solved.
Another objective of the present invention is to provide a vehicle power control method, which can improve the energy consumption efficiency of the powertrain and take into account the power performance, the economy and the cost.
In order to achieve the technical effects, the technical scheme of the longitudinally arranged vehicle power assembly and the vehicle power control method is as follows:
a tandem vehicle powertrain, comprising: an engine; a generator connected with an output shaft of the engine; the input end of the first clutch is connected with the output shaft of the generator, and the output end of the first clutch is connected with the direct-drive transmission shaft; the driving motor and the generator are arranged at intervals and positioned on one side of the first clutch far away from the generator, and the driving motor can receive electric energy transmitted by the generator; the transmission is connected with the output shaft of the engine and the output shaft of the driving motor and comprises a synchronizer, the transmission at least has a first gear and a second gear, when the transmission is positioned at the first gear, the direct-drive transmission shaft is connected with the input end of the synchronizer, and when the transmission is positioned at the second gear, the output shaft of the driving motor is connected with the input end of the synchronizer; an output shaft of the synchronizer is connected with a front transmission shaft and a rear transmission shaft through a second clutch and a third clutch respectively, the front transmission shaft is connected with a front shaft of a vehicle, and the rear transmission shaft is connected with a rear shaft of the vehicle; the power battery is respectively connected with the generator and the driving motor; a controller assembly configured to control the first clutch, the second clutch, the third clutch, the generator, the drive motor, and the transmission.
Furthermore, the longitudinal vehicle power assembly further comprises two speed change assemblies, an output shaft of the synchronizer is connected with the two speed change assemblies, and the two speed change assemblies are respectively connected with the second clutch and the third clutch.
Further, the transmission assembly includes two intermeshing gears, one of which is connected to the output shaft of the synchronizer and the other of which is connected to the second clutch or the third clutch.
Further, the longitudinal vehicle power assembly further comprises a torsional vibration damper, and the engine and the generator are connected through the torsional vibration damper.
Further, the transmission comprises two speed change gear sets, the synchronizer is arranged between the two speed change gear sets, one speed change gear set is connected with the output shaft of the generator, and the other speed change gear set is connected with the output shaft of the driving motor.
Further, the direct-drive transmission shaft penetrates through an output shaft of the driving motor, and the direct-drive transmission shaft and the output shaft of the driving motor are coaxially arranged.
A vehicle power control method employing the tandem vehicle powertrain described above, comprising: s1, the controller component acquires driving torque and driving power according to control information; s2, controlling the vehicle to enter an electric drive mode, an engine direct drive mode or a series drive mode by the controller component according to the control information of the longitudinal vehicle power assembly, the driving torque and the driving power; when the vehicle is in the pure electric drive mode, the engine works, the first clutch is disconnected, and the transmission is located in the second gear; when the engine is in the engine direct drive mode, the engine works, the generator rotates along with the engine, the first clutch is engaged, the driving motor is stopped, and the transmission is located in the first gear; when the vehicle is in the series driving mode, the engine works and drives the generator to generate power, the first clutch is disconnected, and the transmission is located in the second gear; s3, the controller component controls the vehicle to enter a four-wheel drive state, a forward drive state or a backward drive state according to control information, when the second clutch and the third clutch are both engaged, the vehicle is in the four-wheel drive state, when the second clutch is engaged and the third clutch is disengaged, the vehicle is in the forward drive state, and when the third clutch is engaged and the second clutch is disengaged, the vehicle is in the backward drive state; and S4, outputting driving force to the front axle and the rear axle by the longitudinal vehicle power assembly, if the driving force meets the requirement, keeping the current output state and finishing, and if the driving force does not meet the requirement, entering the step S1.
Further, in step S2, when the driving power required by the vehicle is smaller than the limit of the discharging power of the power battery and the state of charge of the power battery is greater than a preset minimum limit, the controller component controls the vehicle to enter the electric-only driving mode; when the required driving power is larger than the limit of the discharging power of the power battery, or the state of charge of the power battery is not larger than the preset minimum limit value, the controller component controls the engine to start; when the current speed of the vehicle is less than the minimum speed of the engine in the engine direct drive mode, the controller assembly controls the vehicle to enter the series drive mode, and when the current speed of the vehicle is not less than the minimum speed of the engine in the engine direct drive mode, the controller assembly controls the vehicle to enter the engine direct drive mode.
Further, when the controller component judges that the vehicle can enter the engine direct drive mode, if the controller component judges that the economy of the vehicle entering the engine direct drive mode is better than the economy of the vehicle entering the series drive mode, the controller component controls the vehicle to enter the engine direct drive mode, and if the controller component judges that the economy of the vehicle entering the series drive mode is better than the economy of the vehicle entering the engine direct drive mode, the controller component controls the vehicle to enter the series drive mode.
Further, in step S3, the controller assembly controls the disengagement and engagement of the second clutch and the third clutch based on one of the four-drive state, the forward-drive state, and the rear-drive state selected by the driver.
The invention has the following beneficial effects: according to the longitudinally arranged vehicle power assembly, the longitudinally arranged vehicle power assembly can be arranged at the front shaft of a vehicle, and the rear shaft is driven through the rear transmission shaft, so that the rear space of the vehicle is not required to be occupied, a motor and an electric bridge structure are not required to be arranged on the rear shaft part of the vehicle, the change amount of a basic vehicle type is small, the design and the structure change of the rear part of a vehicle body are not influenced, and a large universal design can be realized; meanwhile, the power of the vehicle can be directly driven by an engine or driven by a driving motor to realize various different driving modes, so that the economy of the whole vehicle can be better improved, and the power source of the controller component can be adjusted according to actual requirements and running conditions so as to improve the power performance of the vehicle; the second clutch and the third clutch can realize the switching of the vehicle among a four-wheel drive state, a front drive state and a rear drive state, and the application range of the vehicle is remarkably improved. Therefore, the longitudinal vehicle power assembly of the embodiment can give consideration to the overall economy, the dynamic property, the four-wheel drive function and the vehicle universal design, thereby solving the hybrid problem of medium and large passenger vehicles.
The invention has the following beneficial effects: according to the vehicle power control method, due to the longitudinally-arranged vehicle power assembly, the controller component can enable the vehicle to enter different driving modes according to the actual requirements of the driver, and maintain the current working mode after the requirements of the driver are met, so that the energy consumption efficiency of the power assembly can be improved, and the dynamic property, the economy and the cost are considered.
Additional aspects and advantages of the invention will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the invention.
Drawings
FIG. 1 is a schematic diagram of the overall structure of a longitudinal vehicle powertrain according to an embodiment of the present invention;
FIG. 2 is a schematic illustration of a partial configuration of a longitudinal vehicle powertrain according to an embodiment of the present invention;
fig. 3 is a flowchart of a vehicle power control method according to an embodiment of the present invention.
Reference numerals
1. An engine; 21. a generator; 22. a drive motor; 23. directly driving a transmission shaft;
3. a first clutch; 41. a synchronizer; 42. a speed change gear set;
5. a second clutch; 6. a third clutch; 71. a front drive shaft; 72. a rear drive shaft;
8. a speed change assembly; 9. a power battery; 10. a torsional vibration damper; 11. an inverter;
12. a high voltage wire harness; 13. an engine controller; 14. a transmission controller; 15. a motor controller;
16. a battery controller; 17. a vehicle control unit;
100. a front axle; 110. a rear axle.
Detailed Description
In order to make the technical problems solved, technical solutions adopted and technical effects achieved by the present invention clearer, the technical solutions of the present invention are further described below by referring to the accompanying drawings and through specific embodiments.
In the description of the present invention, unless expressly stated or limited otherwise, the terms "connected," "connected," and "fixed" are to be construed broadly, e.g., as meaning permanently connected, removably connected, or integral to one another; can be mechanically or electrically connected; 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 in specific cases to those skilled in the art.
In the present invention, unless otherwise expressly stated or limited, "above" or "below" a first feature means that the first and second features are in direct contact, or that the first and second features are not in direct contact but are in contact with each other via another feature therebetween. Also, the first feature being "on," "above" and "over" the second feature includes the first feature being directly on and obliquely above the second feature, or merely indicating that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature includes the first feature being directly under and obliquely below the second feature, or simply meaning that the first feature is at a lesser elevation than the second feature.
It will be understood that the terms "central," "longitudinal," "transverse," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," "circumferential," and the like are used in an orientation or positional relationship indicated in the drawings for convenience and simplicity of description only and do not indicate or imply that the device or element so referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus should not be considered as limiting the invention. In the description of the present invention, "a plurality" means two or more unless otherwise specified. Furthermore, the terms "first" and "second" are used only for descriptive purposes and are not intended to have a special meaning.
The tandem vehicle powertrain and the vehicle power control method according to the embodiment of the present invention will be described with reference to fig. 1 to 3.
As shown in fig. 1-3, fig. 1 discloses a tandem vehicle powertrain including an engine 1, a generator 21, a first clutch 3, a drive motor 22, a transmission, a power battery 9, and a controller assembly. The generator 21 is connected to an output shaft of the engine 1. The input end of the first clutch 3 is connected with the output shaft of the generator 21, and the output end is connected with the direct drive transmission shaft 23. The driving motor 22 is spaced apart from the generator 21 and is located on a side of the first clutch 3 away from the generator 21, and the driving motor 22 can receive the electric energy transmitted by the generator 21. The transmission is connected with the engine 1 and the output shaft of the driving motor 22, the transmission comprises a synchronizer 41, the transmission at least has a first gear and a second gear, when the transmission is located at the first gear, the direct-drive transmission shaft 23 is connected with the input end of the synchronizer 41, and when the transmission is located at the second gear, the output shaft of the driving motor 22 is connected with the input end of the synchronizer 41. The output shaft of the synchronizer 41 is connected to a front propeller shaft 71 and a rear propeller shaft 72 through a second clutch 5 and a third clutch 6, respectively, the front propeller shaft 71 is connected to a front axle 100 of the vehicle, and the rear propeller shaft 72 is connected to a rear axle 110 of the vehicle. The power battery 9 is connected with a generator 21 and a driving motor 22 respectively. The controller assembly is configured to control the first clutch 3, the second clutch 5, the third clutch 6, the generator 21, the drive motor 22, and the transmission.
It is understood that the output shaft of the engine 1 is connected to the generator 21, so that the engine 1 can drive the generator 21 to generate power and can transmit power through the generator 21. The two ends of the first clutch 3 are respectively connected with the output shaft of the generator 21 and the direct drive transmission shaft 23, when the transmission is located at a first gear, the direct drive transmission shaft 23 is connected with the input end of the synchronizer 41, and when the transmission is located at a second gear, the output end of the driving motor 22 is connected with the input end of the synchronizer 41, so that the first clutch 3 is in a disconnected state, when the transmission enters the second gear, the output end of the driving motor 22 can be connected with the input end of the synchronizer 41, and the synchronizer 41 is driven to rotate, so that the output shaft of the synchronizer 41 drives the front transmission shaft 71 and/or the rear transmission shaft 72 to rotate, and the front shaft 100 and the rear shaft 110 of the vehicle are input with the driving motor 22; when the first clutch 3 is in the engaged state, the output shaft of the engine 1 can drive the generator 21 to rotate, the generator 21 can be input with power for power generation, and the direct drive transmission shaft 23 can also be driven to rotate by the output shaft of the generator 21, when the transmission simultaneously enters the first gear, the direct drive transmission shaft 23 can drive the front transmission shaft 71 and/or the rear transmission shaft 72 to rotate under the action of the engine 1, so that the engine 1 can input power to the front shaft 100 and the rear shaft 110 of the vehicle through the generator 21 and the direct drive transmission shaft 23. Through the structural arrangement of the engine 1, the generator 21, the driving motor 22 and the transmission, the vehicle can realize power input through various different types of power, so that the power input device is suitable for different application scenes of the vehicle, and the application range of the longitudinal vehicle power assembly is widened. Since the output shaft of the synchronizer 41 is connected with the front transmission shaft 71 and the rear transmission shaft 72 through the second clutch 5 and the third clutch 6 respectively, when the output shaft of the synchronizer 41 is under the power action of the engine 1 or the driving motor 22, the controller assembly can determine the engaging state of the second clutch 5 and the third clutch 6 according to the actual running requirement of the vehicle, when the second clutch 5 and the third clutch 6 are both engaged, the output shaft of the synchronizer 41 can simultaneously drive the front shaft 100 and the rear shaft 110 of the vehicle to move, so that the vehicle is in a four-wheel driving mode, when one of the second clutch 5 or the third clutch 6 is in a disconnecting state, the output shaft of the synchronizer 41 can only drive the front shaft 100 or the rear shaft 110 of the vehicle to move, so that the vehicle is in a front driving mode or a rear driving mode, and the arrangement of the second clutch 5 and the third clutch 6 can facilitate the realization of various driving states of the vehicle, so as to improve the application range of vehicle driving. The power battery 9 can supply electric energy to the driving motor 22 so that the driving motor 22 inputs power to the front shaft 100 and the rear shaft 110, and can also store the electric energy input to the driving motor 22 by the generator 21, so that the kinetic energy utilization rate of the vehicle can be improved, and the economy of the whole vehicle can be improved.
According to the longitudinal vehicle power assembly of the embodiment, the longitudinal vehicle power assembly can be arranged at the position of the front shaft 100 of the vehicle, and the rear shaft 110 is driven through the rear transmission shaft 72, so that the rear space of the vehicle is not occupied, a motor and a bridge structure are not required to be installed on the rear shaft 110 part of the vehicle, the change amount of a basic vehicle type is small, the design and the structure change of the rear part of the vehicle body are not influenced, and a large universal design can be realized; meanwhile, the power of the vehicle can be directly driven by the engine 1 or driven by the driving motor 22 to realize various different driving modes, so that the economy of the whole vehicle can be better improved, and the power source of the controller component can be adjusted according to the actual requirement and the running condition so as to improve the dynamic property of the vehicle; the second clutch 5 and the third clutch 6 can realize the switching of the vehicle among a four-wheel drive state, a front drive state and a rear drive state, and the application range of the vehicle is remarkably improved. Therefore, the longitudinal vehicle power assembly of the embodiment can give consideration to the overall economy, the dynamic property, the four-wheel drive function and the vehicle universal design, thereby solving the hybrid problem of medium and large passenger vehicles.
In some embodiments, as shown in fig. 1 and 2, the longitudinal vehicle powertrain further includes two transmission assemblies 8, the output shaft of the synchronizer 41 is connected with the two transmission assemblies 8, and the two transmission assemblies 8 are respectively connected with the second clutch 5 and the third clutch 6.
It can be understood that, through the arrangement of the two speed change assemblies 8, the output end of the synchronizer 41 can be conveniently connected with the front transmission shaft 71 and the rear transmission shaft 72 through the second clutch 5 and the third clutch 6 respectively, so that the installation convenience of the longitudinal vehicle power assembly is improved.
In some embodiments, as shown in fig. 1 and 2, the transmission assembly 8 includes two intermeshing gears, one of which is connected to the output shaft of the synchronizer 41 and the other of which is connected to the second clutch 5 or the third clutch 6.
It can be understood that the gear transmission is stable and reliable, and can also perform a speed change function, which is beneficial to transmitting the power of the output shaft of the synchronizer 41 to the front transmission shaft 71 and the rear transmission shaft 72, and is also convenient for recovering the braking energy of the front shaft 100 and the rear shaft 110 during the vehicle braking process.
In some embodiments, as shown in fig. 1 and 2, the tandem vehicle powertrain further includes a torsional damper 10, and the engine 1 and the generator 21 are connected by the torsional damper 10.
It can be understood that the torsional vibration damper 10 can reduce the torsional vibration generated by the engine 1 during the rotation, so that the power generated by the engine 1 can be smoothly transmitted to the generator 21, thereby improving the smoothness of the entire vehicle operation.
In some embodiments, as shown in fig. 1 and 2, the transmission includes two speed change gear sets 42, the synchronizer 41 is provided between the two speed change gear sets 42, one speed change gear set 42 is connected with the output shaft of the generator 21, and the other speed change gear set 42 is connected with the output shaft of the drive motor 22.
It can be understood that when the synchronizer 41 is connected with the two speed change gear sets 42, the transmission can enter a first gear or a second gear, and the arrangement of the two speed change gear sets 42 can better realize that the transmission is respectively connected with the output shaft of the direct drive transmission shaft 23 or the drive motor 22 in the first gear and the second gear. The actual speed ratios of the two speed change gear sets 42 can be designed through performance simulation to improve the power transmission effect of the direct drive transmission shaft 23 and the drive motor 22.
In some embodiments, as shown in fig. 2, the direct drive transmission shaft 23 is inserted into the output shaft of the driving motor 22, and the direct drive transmission shaft 23 is disposed coaxially with the output shaft of the driving motor 22.
It can be understood that the direct drive transmission shaft 23 is arranged in the output shaft of the drive motor 22 in a penetrating manner, so that the output shafts of the direct drive transmission shaft 23 and the drive motor 22 can be coaxially arranged, the arrangement space of the whole longitudinal vehicle power assembly can be reduced, and the transmission can be conveniently switched between the first gear and the second gear.
Of course, in other embodiments of the present invention, the connection positions of the output shafts of the direct drive transmission shaft 23 and the drive motor 22 and the transmission can also be adjusted, the output shaft of the drive motor 22 is inserted into the direct drive transmission shaft 23, and the output shafts of the direct drive transmission shaft 23 and the drive motor 22 are maintained to be coaxially arranged, which can also achieve the above-mentioned functions, and the specific structure and position relationship of the output shafts of the direct drive transmission shaft 23 and the drive motor 22 can be adjusted according to the actual installation environment of the longitudinal vehicle power assembly, as long as the longitudinal vehicle power assembly can be conveniently switched among the pure electric drive mode, the engine direct drive mode and the series drive mode through the transmission.
In some embodiments, the tandem vehicle powertrain further includes an inverter 11, the power battery 9 is connected to the inverter 11 through the high voltage wire harness 12, the inverter 11 is connected to the generator 21 and the power battery 9 through the high voltage wire harness 12, the tandem vehicle powertrain has a power generation mode, when the tandem vehicle powertrain enters the power generation mode, the engine 1 is started and drives the generator 21 to generate power, and the generator 21 stores electric energy into the power battery 9 through the high voltage wire harness 12.
It is understood that the inverter 11 can facilitate both the power battery 9 to transmit electric energy to the driving motor 22 through the high voltage wire harness 12 to enable the driving motor 22 to achieve power output, and the engine 1 to drive the generator 21 to generate electricity and store the electric energy in the power battery 9.
Specifically, the power generation modes of the longitudinal vehicle power assembly comprise a driving power generation mode and an idling power generation mode.
In the driving power generation mode, the engine 1 works and drives the generator 21 to generate power, the generator 21 stores electric energy in the power battery 9 through the high-voltage wire harness 12 and the inverter 11, meanwhile, the first clutch 3 is engaged, the driving motor 22 is in standby, the engine 1 transmits power to the transmission through the direct-drive transmission shaft 23, the transmission is located at a first gear position, the transmission outputs the power of the engine 1 through an output shaft of the synchronizer 41, and in the driving power generation mode, the controller assembly can also control the states of the second clutch 5 and the third clutch 6 according to actual requirements, so that the vehicle enters any one of a four-wheel drive state, a front-wheel drive state or a rear-wheel drive state.
In the idle power generation mode, the engine 1 works and drives the generator 21 to generate power, the generator 21 stores the electric energy in the power battery 9 through the high-voltage wire harness 12 and the inverter 11, meanwhile, the first clutch 3 is engaged, and other structures in the longitudinal vehicle power assembly do not work.
In some specific embodiments, when the driving motor 22 is further capable of receiving power of the front axle 100 and the rear axle 110 to generate electricity during braking of the front axle 100 and the rear axle 110, the inverter 11 and the high voltage wire harness 12 can facilitate the driving motor 22 to store the generated electricity in the power battery 9 when the vehicle is in the braking energy recovery mode.
When the vehicle is in a braking energy recovery mode, the engine 1 is stopped, the first clutch 3 is disconnected, the second clutch 5 and the third clutch 6 are connected, the power of front and rear wheels of the vehicle is transmitted to the two speed change gear sets 42 through the front transmission shaft 71 and the rear transmission shaft 72 and then transmitted to the output shaft of the synchronizer 41, at the moment, the transmission is located in a second gear position, the transmission can transmit the power transmitted to the output shaft of the synchronizer 41 to the driving motor 22, the driving motor 22 generates electricity under the action of braking force, and the electric energy is stored in the power battery 9 through the high-voltage wire harness 12 and the inverter 11, so that the recovery of the braking energy of the vehicle is realized.
In some specific embodiments, the controller assembly includes an engine controller 13, a transmission controller 14, a motor controller 15, a battery controller 16, and a hybrid vehicle controller 17. The engine controller 13 is used to control the engine 1. The transmission controller 14 is used to control the transmission. The motor controller 15 is used to control the generator 21 and the drive motor 22. The battery controller 16 is used to control the power battery 9. The vehicle control unit 17 is communicatively connected to the engine controller 13, the transmission controller 14, the motor controller 15, and the battery controller 16 via a lan.
It CAN be understood that the vehicle control unit 17 is connected with the controllers of the assemblies through the CAN bus to form a local area network, and the assemblies transmit state information thereof through the controllers thereof and perform data circulation and sharing on the CAN bus. The vehicle control unit 17 determines the operating mode of the power system by monitoring the vehicle state and combining with the demand input (including the accelerator pedal stroke, the brake pedal stroke, the mode selection switch, the battery discharge power limit, the battery state of charge limit, etc.) given by the driver through the vehicle human-machine interface, etc., and sends out commands to the assemblies through the CAN bus according to the predefined control strategies under each mode. Each assembly controller receives the command from the HCU and controls the assemblies to respond to the demand, and finally the output of each assembly is converted into the force at the wheel end, so that the vehicle is driven to accelerate or decelerate.
The details of the operating state of the tandem vehicle powertrain in each drive mode are as follows:
(1) pure electric drive mode: in the pure electric drive mode, the engine 1 is operated, the first clutch 3 is disconnected, the transmission is in the second gear, and all power required by the vehicle is provided by the power battery 9. The longitudinally-arranged vehicle power assembly provided by the embodiment of the invention can realize three driving modes of a pure electric four-wheel drive mode, a pure electric front-wheel drive mode and a pure electric rear-wheel drive mode, and the driving modes are as follows in detail:
pure electric four-wheel drive mode: the second clutch 5 and the third clutch 6 are both engaged, and the output shaft of the synchronizer 41 can drive the front shaft 100 and the rear shaft 110 to move through the front transmission shaft 71 and the rear transmission shaft 72 respectively.
A pure electric front-driving mode: the second clutch 5 is engaged and the third clutch 6 is disengaged, and the output shaft of the synchronizer 41 drives the front shaft 100 to move through the front propeller shaft 71.
③ pure electric rear-drive mode: the third clutch 6 is engaged and the second clutch 5 is disengaged, and the output shaft of the synchronizer 41 drives the rear shaft 110 to move through the rear transmission shaft 72.
(2) Direct drive mode of the engine: in the engine direct drive mode, the engine 1 works, the generator 21 rotates along with the engine, the first clutch 3 is engaged, the driving motor 22 stops, the transmission is located at a first gear, the mechanical energy of the engine 1 is transmitted to the direct drive transmission shaft 23 through the generator 21 and the first clutch 3, and the direct drive transmission shaft 23 is connected with the transmission and transmits power through an output shaft of the synchronizer 41. The longitudinally-arranged vehicle power assembly provided by the embodiment of the invention can realize three driving modes, namely a direct-drive four-wheel drive mode, a direct-drive front-drive mode and a direct-drive rear-drive mode, and the driving modes are as follows in detail:
direct-drive four-wheel-drive mode: the second clutch 5 and the third clutch 6 are both engaged, and the output shaft of the synchronizer 41 can drive the front shaft 100 and the rear shaft 110 to move through the front transmission shaft 71 and the rear transmission shaft 72 respectively.
Direct drive mode: the second clutch 5 is engaged and the third clutch 6 is disengaged, and the output shaft of the synchronizer 41 drives the front shaft 100 to move through the front propeller shaft 71.
Direct-drive rear-drive mode: the third clutch 6 is engaged and the second clutch 5 is disengaged, and the output shaft of the synchronizer 41 drives the rear shaft 110 to move through the rear transmission shaft 72.
(3) Series driving mode: in the series drive mode, the engine 1 is operated and drives the generator 21 to generate electricity, the first clutch 3 is disconnected, and the transmission is in the second gear. The mechanical energy output by the engine 1 can be converted into electric energy by the generator 21 and transmitted to the driving motor 22, and then the power is transmitted to the output shaft of the synchronizer 41 through the output shaft of the driving motor 22, so that the output shaft of the synchronizer 41 transmits the power. The longitudinally-arranged vehicle power assembly provided by the embodiment of the invention can realize three driving modes, namely a series four-wheel drive mode, a series front driving mode and a series rear driving mode, and the details of the driving modes are as follows:
firstly, a series four-drive mode: the second clutch 5 and the third clutch 6 are both engaged, and the output shaft of the synchronizer 41 can drive the front shaft 100 and the rear shaft 110 to move through the front transmission shaft 71 and the rear transmission shaft 72 respectively.
② series precursor mode: the second clutch 5 is engaged and the third clutch 6 is disengaged, and the output shaft of the synchronizer 41 drives the front shaft 100 to move through the front propeller shaft 71.
③ series rear-drive mode: the third clutch 6 is engaged and the second clutch 5 is disengaged, and the output shaft of the synchronizer 41 drives the rear shaft 110 to move through the rear transmission shaft 72.
In the series driving mode, the output rotating speed and torque of the engine 1 are decoupled from the driving force demand of the wheel electric end, so that the engine 1 can work at a working point with high economical efficiency, and good fuel economy is realized. In addition, according to the real-time electric quantity of the power battery 9, the series driving mode can be further divided into a series following sub mode and a series power generation sub mode, in the series following sub mode, all electric energy generated by the generator 21 under the driving of the engine 1 is used for driving wheels to move, in the series power generation sub mode, the electric energy generated by the generator 21 under the driving of the engine 1 is larger than the requirement of a driving wheel end, and the electric energy exceeding the power requirement can be used for charging the power battery 9 through the high-voltage wire harness 12 and the inverter 11.
Table 1: the state of each part of the longitudinal vehicle power assembly under different driving modes
As shown in fig. 3, the present invention also discloses a vehicle power control method, wherein the vehicle power control method adopts the longitudinal vehicle powertrain described above, and the vehicle power control method comprises: s1, the controller component acquires driving torque and driving power according to the control information; s2, controlling the vehicle to enter a pure electric drive mode, an engine direct drive mode or a series drive mode by the controller component according to control information of the longitudinal vehicle power assembly, the drive torque and the drive power; when the vehicle is in the pure electric driving mode, the engine 1 works, the first clutch 3 is disconnected, and the transmission is located in a second gear; when the engine 1 is in the engine direct drive mode, the engine 1 works, the generator 21 rotates along with the engine, the first clutch 3 is engaged, the driving motor 22 stops, and the transmission is located at a first gear; when the vehicle is in a series driving mode, the engine 1 works and drives the generator 21 to generate electricity, the first clutch 3 is disconnected, and the transmission is located in a second gear; s3, the controller component controls the vehicle to enter a four-wheel drive state, a front drive state or a rear drive state according to the control information, when the second clutch 5 and the third clutch 6 are both engaged, the vehicle is in the four-wheel drive state, when the second clutch 5 is engaged and the third clutch 6 is disengaged, the vehicle is in the front drive state, and when the third clutch 6 is engaged and the second clutch 5 is disengaged, the vehicle is in the rear drive state; s4, outputting the driving force to the front axle 100 and the rear axle 110 by the longitudinal vehicle power assembly, if the driving force meets the requirement, keeping the current output state and ending, if the driving force does not meet the requirement, entering the step S1.
It can be understood that, according to the vehicle power control method of the embodiment, due to the longitudinally arranged vehicle powertrain described above, the controller component can enable the vehicle to enter different driving modes according to the actual requirement of the driver, and maintain the current working mode after the requirement of the driver is met, so that the energy consumption efficiency of the powertrain can be improved, and the dynamic property, the economy and the cost can be considered.
In some specific embodiments, in step S1, the controller component analyzes the driving demand of the driver according to the current vehicle speed, the accelerator opening and other information, and uses the information as the control information to calculate the driving torque and power demand corresponding to the control information.
In some embodiments, in step S2, when the driving power required by the vehicle is less than the limit of the discharging power of the power battery 9 and the state of charge of the power battery 9 is greater than the preset minimum limit, the controller component controls the vehicle to enter the electric-only driving mode; when the required driving power is larger than the limit of the discharging power of the power battery 9, or the state of charge of the power battery 9 is not larger than a preset minimum value, the controller component controls the engine 1 to start; when the current speed of the vehicle is less than the minimum speed of the engine 1 in the engine direct drive mode, the controller assembly controls the vehicle to enter a series drive mode, and when the current speed of the vehicle is not less than the minimum speed of the engine 1 in the engine direct drive mode, the controller assembly controls the vehicle to enter the engine direct drive mode.
It can be understood that the controller component can determine the selection of the vehicle in the pure electric drive mode, the engine direct drive mode and the series drive mode according to various parameters such as the drive power of the vehicle, the discharge power limit of the power battery 9, the state of charge of the power battery 9 and the like, so as to ensure that the optimal energy consumption efficiency of the longitudinal vehicle powertrain can be realized on the premise of meeting the drive power of the vehicle, thereby taking both the dynamic property and the economical efficiency of the vehicle into consideration.
In some embodiments, when the controller assembly determines that the vehicle is capable of entering the engine direct drive mode, the controller assembly controls the vehicle to enter the engine direct drive mode if the controller assembly determines that the economy of the vehicle entering the engine direct drive mode is better than the economy of the vehicle entering the series drive mode, and the controller assembly controls the vehicle to enter the series drive mode if the controller assembly determines that the economy of the vehicle entering the series drive mode is better than the economy of the vehicle entering the engine direct drive mode.
It will be appreciated that when the vehicle is capable of entering the engine direct drive mode, due to the generally better fuel economy of the vehicle in the series drive mode, a re-determination by the controller assembly can ensure that the drive mode into which the vehicle is entering is capable of having excellent economy and reliable dynamics.
In some embodiments, the controller assembly controls the disengagement and engagement of the second clutch 5 and the third clutch 6 in step S3 based on one of the four-drive, forward-drive and rear-drive conditions selected by the driver.
Specifically, the controller assembly determines the driver selected drive state by whether a four-wheel drive demand is placed on the powertrain through the vehicle's human machine interface.
Example (b):
a tandem vehicle powertrain and a vehicle power control method according to an embodiment of the present invention will be described with reference to fig. 1 to 3.
The longitudinal vehicle powertrain of the present embodiment includes an engine 1, a generator 21, a first clutch 3, a driving motor 22, a transmission, a power battery 9, a controller component, two transmission components 8, a torsional damper 10 and an inverter 11.
The generator 21 is connected to an output shaft of the engine 1.
The input end of the first clutch 3 is connected with the output shaft of the generator 21, and the output end is connected with the direct drive transmission shaft 23. The direct drive transmission shaft 23 penetrates through an output shaft of the driving motor 22, and the direct drive transmission shaft 23 and the output shaft of the driving motor 22 are coaxially arranged.
The driving motor 22 is spaced apart from the generator 21 and is located on a side of the first clutch 3 away from the generator 21, and the driving motor 22 can receive the electric energy transmitted by the generator 21.
The transmission is connected with the engine 1 and the output shaft of the driving motor 22, the transmission comprises a synchronizer 41 and two speed change gear sets 42, the transmission at least has a first gear and a second gear, when the transmission is located at the first gear, the direct drive transmission shaft 23 is connected with the input end of the synchronizer 41, and when the transmission is located at the second gear, the output shaft of the driving motor 22 is connected with the input end of the synchronizer 41. The synchronizer 41 is provided between two speed change gear sets 42, one speed change gear set 42 being connected to the output shaft of the generator 21, and the other speed change gear set 42 being connected to the output shaft of the drive motor 22. The output shaft of the synchronizer 41 is connected to a front propeller shaft 71 and a rear propeller shaft 72 through a second clutch 5 and a third clutch 6, respectively, the front propeller shaft 71 is connected to a front axle 100 of the vehicle, and the rear propeller shaft 72 is connected to a rear axle 110 of the vehicle.
The power battery 9 is connected with a generator 21 and a driving motor 22 respectively. The power battery 9 is connected with the inverter 11 through the high-voltage wire harness 12, the inverter 11 is connected with the generator 21 and the power battery 9 through the high-voltage wire harness 12, the longitudinal vehicle power assembly has a power generation mode, when the longitudinal vehicle power assembly enters the power generation mode, the engine 1 is started and drives the generator 21 to generate power, and the generator 21 stores electric energy into the power battery 9 through the high-voltage wire harness 12.
The controller assembly is configured to control the first clutch 3, the second clutch 5, the third clutch 6, the generator 21, the drive motor 22, and the transmission.
The output shaft of the synchronizer 41 is connected to the two transmission assemblies 8, and the two transmission assemblies 8 are connected to the second clutch 5 and the third clutch 6, respectively. The transmission assembly 8 includes two gears that mesh with each other, one of which is connected to the output shaft of the synchronizer 41, and the other of which is connected to the second clutch 5 or the third clutch 6.
The engine 1 and the generator 21 are connected by the torsional damper 10.
The vehicle power control method includes:
s1, the controller component acquires driving torque and driving power according to the control information;
s2, controlling the vehicle to enter a pure electric drive mode, an engine direct drive mode or a series drive mode by the controller component according to control information of the longitudinal vehicle power assembly, the drive torque and the drive power; when the driving power required by the vehicle is smaller than the discharging power limit value of the power battery 9 and the state of charge of the power battery 9 is larger than the preset minimum limit value, the controller component controls the vehicle to enter a pure electric driving mode; when the required driving power is larger than the limit of the discharging power of the power battery 9, or the state of charge of the power battery 9 is not larger than a preset minimum value, the controller component controls the engine 1 to start; when the current speed of the vehicle is less than the minimum speed of the engine 1 in the engine direct drive mode, the controller assembly controls the vehicle to enter a series drive mode, and when the current speed of the vehicle is not less than the minimum speed of the engine 1 in the engine direct drive mode, the controller assembly controls the vehicle to enter the engine direct drive mode; when the controller assembly judges that the vehicle can enter the engine direct-drive mode, if the controller assembly judges that the economy of the vehicle entering the engine direct-drive mode is superior to that of the vehicle entering the series-drive mode, the controller assembly controls the vehicle to enter the engine direct-drive mode, and if the controller assembly judges that the economy of the vehicle entering the series-drive mode is superior to that of the vehicle entering the engine direct-drive mode, the controller assembly controls the vehicle to enter the series-drive mode;
when the vehicle is in the pure electric driving mode, the engine 1 works, the first clutch 3 is disconnected, and the transmission is located in a second gear; when the engine 1 is in the engine direct drive mode, the engine 1 works, the generator 21 rotates along with the engine, the first clutch 3 is engaged, the driving motor 22 stops, and the transmission is located at a first gear; when the vehicle is in a series driving mode, the engine 1 works and drives the generator 21 to generate electricity, the first clutch 3 is disconnected, and the transmission is located in a second gear;
s3, the controller component controls the vehicle to enter a four-wheel drive state, a front drive state or a rear drive state according to the control information, when the second clutch 5 and the third clutch 6 are both engaged, the vehicle is in the four-wheel drive state, when the second clutch 5 is engaged and the third clutch 6 is disengaged, the vehicle is in the front drive state, and when the third clutch 6 is engaged and the second clutch 5 is disengaged, the vehicle is in the rear drive state;
s4, outputting the driving force to the front axle 100 and the rear axle 110 by the longitudinal vehicle power assembly, if the driving force meets the requirement, keeping the current output state and ending, if the driving force does not meet the requirement, entering the step S1.
In the description herein, references to the description of "some embodiments," "other embodiments," etc., are intended to mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above do not necessarily refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.
The above description is only a preferred embodiment of the present invention, and for those skilled in the art, the present invention should not be limited by the description of the present invention, which should be interpreted as a limitation.
Claims (10)
1. A tandem vehicle powertrain, comprising:
an engine (1);
a generator (21), the generator (21) being connected to an output shaft of the engine (1);
the input end of the first clutch (3) is connected with the output shaft of the generator (21), and the output end of the first clutch (3) is connected with a direct-drive transmission shaft (23);
the driving motor (22), the driving motor (22) and the generator (21) are arranged at intervals and are positioned on one side, away from the generator (21), of the first clutch (3), and the driving motor (22) can receive electric energy transmitted by the generator (21);
a transmission connected to the engine (1) and an output shaft of the drive motor (22), the transmission including a synchronizer (41), the transmission having at least a first gear and a second gear, the transmission being in the first gear with the direct drive transmission shaft (23) connected to an input of the synchronizer (41), the transmission being in the second gear with the output shaft of the drive motor (22) connected to an input of the synchronizer (41); the output shaft of the synchronizer (41) is respectively connected with a front transmission shaft (71) and a rear transmission shaft (72) through a second clutch (5) and a third clutch (6), the front transmission shaft (71) is connected with a front shaft (100) of a vehicle, and the rear transmission shaft (72) is connected with a rear shaft (110) of the vehicle;
the power battery (9), the power battery (9) is respectively connected with the generator (21) and the driving motor (22);
a controller assembly configured to control the first clutch (3), the second clutch (5), the third clutch (6), the generator (21), the drive motor (22), and the transmission.
2. The tandem vehicle powertrain according to claim 1, further comprising two transmission assemblies (8), wherein the output shaft of the synchronizer (41) is connected with the two transmission assemblies (8), and the two transmission assemblies (8) are respectively connected with the second clutch (5) and the third clutch (6).
3. The tandem vehicle powertrain according to claim 2, wherein the transmission assembly (8) comprises two intermeshing gears, one of which is connected to the output shaft of the synchronizer (41) and the other of which is connected to the second clutch (5) or the third clutch (6).
4. The tandem vehicle powertrain according to claim 1, further comprising a torsional damper (10), wherein the engine (1) and the generator (21) are connected by the torsional damper (10).
5. The tandem vehicle powertrain according to claim 1, wherein the transmission includes two speed change gear sets (42), the synchronizer (41) being provided between the two speed change gear sets (42), one of the speed change gear sets (42) being connected to an output shaft of the generator (21), the other speed change gear set (42) being connected to an output shaft of the driving motor (22).
6. The tandem vehicle powertrain of claim 1, wherein the direct drive transmission shaft (23) is inserted into an output shaft of the driving motor (22), and the direct drive transmission shaft (23) is coaxially arranged with the output shaft of the driving motor (22).
7. A vehicle power control method that employs the tandem vehicle powertrain according to any one of claims 1 to 6, characterized by comprising:
s1, the controller component acquires driving torque and driving power according to control information;
s2, controlling the vehicle to enter an electric drive mode, an engine direct drive mode or a series drive mode by the controller component according to the control information of the longitudinal vehicle power assembly, the driving torque and the driving power; when the vehicle is in the pure electric drive mode, the engine (1) works, the first clutch (3) is disconnected, and the transmission is located in the second gear; when the engine (1) is in the engine direct-drive mode, the engine (1) works, the generator (21) rotates along with the engine, the first clutch (3) is engaged, the driving motor (22) is stopped, and the transmission is located in the first gear; when the vehicle is in the series driving mode, the engine (1) works and drives the generator (21) to generate electricity, the first clutch (3) is disconnected, and the transmission is located in the second gear;
s3, the controller component controls the vehicle to enter a four-wheel drive state, a forward drive state or a rear drive state according to control information, when the second clutch (5) and the third clutch (6) are both engaged, the vehicle is in the four-wheel drive state, when the second clutch (5) is engaged and the third clutch (6) is disengaged, the vehicle is in the forward drive state, and when the third clutch (6) is engaged and the second clutch (5) is disengaged, the vehicle is in the rear drive state;
s4, the longitudinal vehicle power assembly outputs driving force to the front shaft (100) and the rear shaft (110), if the driving force meets the requirement, the current output state is maintained and the operation is finished, and if the driving force does not meet the requirement, the operation goes to step S1.
8. The vehicle power control method according to claim 7, characterized in that in step S2, when the driving power required by the vehicle is less than a limit value of the discharging power of the power battery (9) and the state of charge of the power battery (9) is greater than a preset minimum limit value, the controller component controls the vehicle to enter the electric-only driving mode;
when the required driving power is larger than the limit of the discharge power of the power battery (9), or the state of charge of the power battery (9) is not larger than the preset minimum value, the controller component controls the engine (1) to start;
when the current speed of the vehicle is less than the minimum speed of the engine (1) in the engine direct drive mode, the controller assembly controls the vehicle to enter the series drive mode, and when the current speed of the vehicle is not less than the minimum speed of the engine (1) in the engine direct drive mode, the controller assembly controls the vehicle to enter the engine direct drive mode.
9. The vehicle power control method as claimed in claim 8, characterized in that when the controller assembly determines that the vehicle is capable of entering the engine direct drive mode, the controller assembly controls the vehicle to enter the engine direct drive mode if the controller assembly determines that the economy of the vehicle entering the engine direct drive mode is better than the economy of the vehicle entering the series drive mode, and controls the vehicle to enter the series drive mode if the controller assembly determines that the economy of the vehicle entering the series drive mode is better than the economy of the vehicle entering the engine direct drive mode.
10. The vehicle power control method according to claim 7, characterized in that in step S3, the controller assembly controls the disengagement and engagement of the second clutch (5) and the third clutch (6) according to one of the four-wheel drive state, the forward drive state and the rear drive state selected by the driver.
Priority Applications (2)
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| CN202011583469.4A CN112659879B (en) | 2020-12-28 | 2020-12-28 | Longitudinal vehicle power assembly and vehicle power control method |
| PCT/CN2021/133086 WO2022142897A1 (en) | 2020-12-28 | 2021-11-25 | Longitudinal vehicle powertrain and method for controlling vehicle power |
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| CN202011583469.4A CN112659879B (en) | 2020-12-28 | 2020-12-28 | Longitudinal vehicle power assembly and vehicle power control method |
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| CN112659879B CN112659879B (en) | 2022-05-13 |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| WO2022142897A1 (en) * | 2020-12-28 | 2022-07-07 | 中国第一汽车股份有限公司 | Longitudinal vehicle powertrain and method for controlling vehicle power |
| CN112693299A (en) * | 2021-03-12 | 2021-04-23 | 三一重型装备有限公司 | Power system, power system control method and vehicle |
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| DE102021111351B4 (en) | 2021-05-03 | 2023-04-20 | Schaeffler Technologies AG & Co. KG | Hybrid transmission and drive train with hybrid transmission |
| CN113263903A (en) * | 2021-06-29 | 2021-08-17 | 奇瑞汽车股份有限公司 | Vehicle hybrid power assembly, control method and vehicle |
| WO2023273007A1 (en) * | 2021-06-29 | 2023-01-05 | 奇瑞汽车股份有限公司 | Vehicle hybrid power assembly, control method, and vehicle |
| CN113335047A (en) * | 2021-08-05 | 2021-09-03 | 北京明正维元电机技术有限公司 | Axial double-motor double-clutch double-speed-ratio electric vehicle power assembly and electric vehicle |
| CN115257342A (en) * | 2022-08-31 | 2022-11-01 | 中国第一汽车股份有限公司 | Dual-motor hybrid power system and vehicle with same |
| WO2024046083A1 (en) * | 2022-08-31 | 2024-03-07 | 中国第一汽车股份有限公司 | Dual-electric motor hybrid power system and vehicle having same |
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| WO2022142897A1 (en) | 2022-07-07 |
| CN112659879B (en) | 2022-05-13 |
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