CN113459788A - Hybrid assembly and control method thereof - Google Patents

Hybrid assembly and control method thereof Download PDF

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Publication number
CN113459788A
CN113459788A CN202110714776.XA CN202110714776A CN113459788A CN 113459788 A CN113459788 A CN 113459788A CN 202110714776 A CN202110714776 A CN 202110714776A CN 113459788 A CN113459788 A CN 113459788A
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China
Prior art keywords
gearbox
motor
gear
hybrid assembly
state
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CN202110714776.XA
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Chinese (zh)
Inventor
丛隽
薛雷
吴南
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Sany Heavy Equipment Co Ltd
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Sany Heavy Equipment Co Ltd
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Priority to CN202110714776.XA priority Critical patent/CN113459788A/en
Publication of CN113459788A publication Critical patent/CN113459788A/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/24—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

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

Abstract

The invention provides a hybrid assembly and a control method thereof, wherein the hybrid assembly comprises the following components: an engine; the input end of the first gearbox is connected with the output end of the engine; the second gearbox comprises a first connecting end and a second connecting end, and the first connecting end is connected with the output end of the first gearbox; and the motor is connected with the second connecting end and is used for converting kinetic energy output by the engine into electric energy. Through setting up first gearbox and second gearbox to setting up first gearbox and second gearbox between motor and engine, thereby through first gearbox of rational control and second gearbox, in order to realize the control to thoughtlessly moving assembly parking electricity generation function, not only can not occupy operating time, utilize non-operating time to charge simultaneously, can increase work efficiency, the energy saving improves the market competition of thoughtlessly moving the assembly.

Description

Hybrid assembly and control method thereof
Technical Field
The invention belongs to the technical field of vehicles, and particularly relates to a hybrid assembly and a control method of the hybrid assembly.
Background
In the process of realizing power generation during parking by adopting different combinations among the planetary gears, the hybrid structure of the planetary gears has higher cost, complex structure and poorer durability, is not suitable for the mine car industry and application conditions, and reduces the working efficiency of vehicles.
Disclosure of Invention
The present invention is directed to solving one of the technical problems of the prior art or the related art.
To this end, a first aspect of the invention proposes a hybrid assembly comprising: an engine; the input end of the first gearbox is connected with the output end of the engine; the second gearbox comprises a first connecting end and a second connecting end, and the first connecting end is connected with the output end of the first gearbox; and the motor is connected with the second connecting end and is used for converting kinetic energy output by the engine into electric energy.
The invention provides a hybrid assembly which comprises an engine, a first gearbox, a second gearbox and a motor. The two ends of the first gearbox are respectively connected with the engine and the second gearbox, and the two ends of the second gearbox are respectively connected with the first gearbox and the motor. Specifically, the input end of the first gearbox is connected with the output end of the engine, so that kinetic energy output by the engine can be transmitted to the first gearbox through the input end, and the output end of the first gearbox is connected with the first connecting end of the second gearbox, so that kinetic energy transmission between the first gearbox and the second gearbox is realized. Through setting up first gearbox and second gearbox to make the kinetic energy transmission between engine and the motor, thereby after the engine output kinetic energy, through the transmission of first gearbox and second gearbox, after transmitting to the motor, the motor can be with the kinetic energy conversion of engine output electric energy to the electric energy storage that becomes through the battery, not only reduced the number of times that the assembly that thoughtlessly moves charges, can also utilize the non-operating time of parking to carry out the storage of electric energy simultaneously, play the effect of saving and reducing discharging.
In addition, the hybrid assembly provided by the above technical solution of the present invention further has the following additional technical features:
in one possible design, the second gearbox further comprises: the third connecting end is connected with a power output shaft of the hybrid assembly, and two ends of the first transmission shaft are respectively connected with the first connecting end and the third connecting end.
In this design, the second gearbox further comprises a third connection end and a first transmission shaft. Specifically, the second link is connected with the power take off of motor to carry the power of motor output to the first transmission shaft of second gearbox through the power take off of motor, and then convey to the third link, provide the power source for the second gearbox. Meanwhile, the third connecting end is connected with a power output shaft of the hybrid assembly, so that power is transmitted to the power output shaft through the second gearbox, and control over power output of the hybrid assembly is achieved.
In one possible design, the first gearbox includes a first gear state and a neutral state; when the first gearbox is in a first gear state, the input end and the output end of the first gearbox are connected, and when the first gearbox is in a neutral gear state, the input end and the output end of the first gearbox are separated.
In this design, a gear state of the first gearbox is defined in particular, and the first gearbox comprises a first gear state and a neutral state in particular. When the first gearbox is in the first gear state, the input end and the output end of the first gearbox are connected, namely, when the first gearbox is in the first gear state, the first gearbox can transmit kinetic energy, and therefore the kinetic energy of the engine can be transmitted to the second gearbox. When first gearbox is in the neutral gear state, the input and the output of first gearbox are in the separation state, and kinetic energy can't transmit to the output through the input of first gearbox, that is to say, when first gearbox is in the neutral gear state, the engine can't transmit kinetic energy through first gearbox. Therefore, the on-off condition between the engine and the second gearbox is realized through different gears of the first gearbox.
In one possible design, the second gearbox includes a first gear state and a neutral state; when the second gearbox is in a first gear state, the first connecting end is connected with the second connecting end, and when the second gearbox is in a neutral gear state, the first connecting end is separated from the second connecting section.
In this design, a gear state of the second gearbox is specifically defined, in particular the second gearbox comprises a first gear state and a neutral state. When the second gearbox is in a first gear state, the first connecting end is communicated with the second connecting end, so that the second gearbox can realize kinetic energy transfer with the first gearbox. Meanwhile, the third connecting end is connected with the first connecting end through the first transmission shaft so as to be connected with a power output shaft of the hybrid assembly, and therefore the control of the power output of the hybrid assembly is achieved. When the second gearbox is in a neutral gear state, the first connecting end is separated from the second connecting end so as to disconnect the kinetic energy transmission between the second gearbox and the first gearbox.
In a possible design, the hybrid drive assembly further includes a separating mechanism disposed on the first transmission shaft for separating or connecting the first connection end and the third connection end.
In the design, the first transmission shaft is further provided with a separating mechanism, and the separating mechanism can control the separation or connection between the first connecting end and the third connecting end of the second gearbox, so that the power output of the power output end of the hybrid assembly is controlled by controlling the separating mechanism, namely the power output and the stop of the hybrid assembly are realized.
In one possible design, the second transmission shaft is connected with the output end of the engine at one end and connected with the input end of the first gearbox at the other end; and one end of the third transmission shaft is connected with the output end of the first gearbox, and the other end of the third transmission shaft is connected with the first connecting end.
In the design, the hybrid assembly further comprises a second transmission shaft and a third transmission shaft, one end of the second transmission shaft is connected with the output end of the engine, and the other end of the second transmission shaft is connected with the input end of the first gearbox, so that kinetic energy output by the engine can be transmitted to the first gearbox through the second transmission shaft; one end of the third transmission shaft is connected with the output end of the first gearbox, and the other end of the third transmission shaft is connected with the first connecting end, namely, the two ends of the third transmission shaft are respectively connected with the output end of the first gearbox and the first connecting end of the second gearbox, so that the kinetic energy transmission from the first gearbox to the second gearbox is realized by arranging the third transmission shaft.
In one possible design, the number of motors is two, and the two motors are connected in parallel.
In this design, specifically, the quantity of motor has specifically been injectd, and is specific, and the quantity of motor is two, and two motors are connected with the first output and the second input of second gearbox respectively to realize the transmission process of kinetic energy, two parallelly connected settings of motor moreover even one of them motor breaks down, can not lead to whole circuit to break off yet, thereby guaranteed the normal transmission of mixing and moving assembly kinetic energy.
In one possible design, the first gearbox comprises a hydraulic automatic gearbox.
In this design, the type of the first gearbox is specifically defined, and the first gearbox comprises a hydraulic automatic gearbox. The hydraulic automatic gearbox has the advantages of simple operation, labor saving, high driving safety and the like. The hybrid assembly can automatically adapt to the change of running resistance, realize stepless speed change in a certain range, improve the dynamic property and the average speed of the hybrid assembly, and meanwhile, the hybrid assembly is more stable in starting acceleration and is used in the service environment of a mine car.
In one possible design, the second gearbox comprises a reduction gear.
In this design, the kind of the second gearbox is specifically defined, which comprises a reduction gear. The speed reducer is used for transmission of low rotating speed and large torque, and has the advantages of compact structure, small size, low energy consumption and excellent performance.
In one possible design, the controller is respectively connected with the engine, the motor, the first gearbox and the second gearbox; the command input device is connected with the controller and used for inputting a control command; the controller is used for controlling the operation of the engine, the motor, the first gearbox and the second gearbox according to the control command input by the command input device.
In this design, the hybrid assembly further includes a controller and a command input device. The command output device is connected with the controller, the controller is connected with the engine, the motor, the first gearbox and the second gearbox, and the controller controls the engine, the motor, the first gearbox and the second gearbox to operate according to commands input by the command input device. Specifically, the controller can control the hybrid assembly to be in a first gear state in the shutdown process according to the instruction input by the instruction input device, so that the motor and the engine are connected through the first gearbox and the second gearbox, the motor can convert kinetic energy output by the engine into electric energy, and the shutdown charging operation is realized.
In one possible design, a display device is connected with the controller; the controller is also used for sending the running state of the hybrid assembly to the display device for displaying.
In this design, the hybrid assembly further includes a display device. The display device is connected with the controller, and the running state of the hybrid assembly can be sent to the display device through the controller to be displayed, so that a user can visually know the running state of the hybrid assembly, such as the current residual capacity and the charging required time.
In a second aspect of the present invention, there is provided a method of controlling a hybrid assembly, the hybrid assembly comprising: an engine; the input end of the first gearbox is connected with the output end of the engine; the input end of the second gearbox is connected with the output end of the first gearbox; the power input end of the motor is connected with the output end of the second gearbox, and the control method comprises the following steps: responding to a power generation command, determining gears of the first gearbox and the second gearbox, and determining the state of the motor; and controlling a power input end of the motor to generate torque based on that the first gearbox and the second gearbox are both in the first gear and the motor is in the electrified state so as to convert kinetic energy output by the engine into electric energy.
In this design, the hybrid assembly includes an engine, a first gearbox, a second gearbox, and an electric machine. The two ends of the first gearbox are respectively connected with the engine and the second gearbox, and the two ends of the second gearbox are respectively connected with the first gearbox and the motor. Specifically, after the kinetic energy output by the engine is transmitted to the motor through the transmission of the first gearbox and the second gearbox, the motor can convert the kinetic energy output by the engine into electric energy, and the electric energy converted into the kinetic energy is stored through the battery, so that the charging times of the hybrid assembly are reduced, meanwhile, the electric energy can be stored in the non-working time of parking, and the effects of saving and reducing emission are achieved.
The control method of the hybrid assembly comprises the steps of responding to a power generation command, determining gears of a first gearbox and a second gearbox, and determining the state of a motor; and controlling the power input of the motor to generate torque based on the first gearbox and the second gearbox being in the first gear and the motor being in the electrified state so as to convert the kinetic energy output by the engine into electric energy. Because the first gearbox and the second gearbox have two gears, namely a first gear state and a neutral gear state, after a power generation instruction is received, the gear states of the first gearbox and the second gearbox are determined, the state of the motor is determined, and the first gearbox and the second gearbox are set to be in the first gear state.
In other words, when the first gearbox and the second gearbox are in the first gear state, the motor enters a torque mode, the torque of the motor is stabilized, and the motor side torque is inherited to prevent jerk. Particularly, when the first gearbox and the second gearbox are controlled to be in a first-gear state, the torque of the motor is stabilized, so that the situation that the torque is too large and is suddenly interrupted in the parking and charging process is avoided, and the parking safety is guaranteed.
In one possible design, after the steps of determining gears in which the first gearbox and the second gearbox are located and determining the state of the electric machine in response to the power generation command, the method further includes: acquiring the running state of the hybrid assembly; when the hybrid assembly is in a stop state, the second gearbox is switched from the neutral position to a first gear based on the first gearbox and the second gearbox both being in the neutral position and the motor being in a power-on state; controlling a separation mechanism positioned between the second gearbox and a wheel shaft of the hybrid assembly to separate; and switching the gear of the first gearbox from a neutral position to a first gear so that the engine drives the motor to rotate through the first gearbox and the second gearbox.
In the design, after receiving a power generation instruction, determining gears of a first gearbox and a second gearbox and determining the state of a motor, the method further comprises the steps of obtaining the running state of the hybrid assembly; it is understood that the operation state of the hybrid assembly includes a driving state, a stop state, and the like. When the hybrid assembly is in a stop state, the second gearbox is switched from a neutral gear to a first gear based on that the first gearbox and the second gearbox are both in a neutral gear state and the motor is in a power-on state, and at the moment, in the process that the second gearbox is adjusted from the neutral gear state to the first gear state, the first connecting end and the first output end, and the second input end and the second output end are changed from a separated state to a connected state, so that the power output end of the motor is connected with the second gearbox. The gear of the first gearbox is switched from a neutral gear to a first gear, in the process, the input end and the output end of the first gearbox are changed from a separated state to a connected state, so that the first gearbox and the second gearbox can be connected, the engine drives the motor to rotate through the first gearbox and the second gearbox, the output kinetic energy of the engine is converted into electric energy, and then the hybrid assembly is charged when the hybrid assembly is in a stop state.
In one possible design, the first transmission includes a hydraulic automatic transmission, and after the step of controlling the second transmission to shift to first gear, the method further includes: and controlling the rotating speed of the motor to be 0rpm so as to stop the output end of the first gearbox.
In the design, the first gearbox comprises a hydraulic automatic gearbox, and the hydraulic automatic gearbox has the advantages of being simple in operation, labor-saving, high in driving safety and the like. The hybrid assembly can automatically adapt to the change of running resistance, realize stepless speed change in a certain range, improve the dynamic property and the average speed of the hybrid assembly, and meanwhile, the hybrid assembly is more stable in starting acceleration, so that the hybrid assembly is suitable for the service environment of a mine car. After the step of controlling the second gearbox to switch from the neutral gear to the first gear, the motor is controlled to rotate to 0rpm so as to stop the output end of the first gearbox from rotating, specifically, one end of the first transmission shaft is connected with the output end of the first gearbox, the other end of the first transmission shaft is connected with a wheel axle of the hybrid assembly, and when the rotating speed of the motor is 0rpm, the output end of the first gearbox stops rotating, namely, the interruption of a torque path of the first gearbox is simultaneously interrupted, so that the control of the wheel axle of the hybrid assembly is interrupted, and the parking charging is realized.
In one possible design, the step of controlling the disengagement of the disengagement mechanism between the second gearbox and the axle of the hybrid assembly further comprises: acquiring load torque of a power input end of a motor; the method comprises the steps of controlling a power input end of a motor to generate torque, and specifically comprises the following steps: the torque generated at the power input of the control motor is equal to the load torque.
In this design, obtain the load moment of torsion of motor input, the power input of control motor produces the moment of torsion and specifically includes: the torque generated at the power input of the control motor is equal to the load torque. Specifically, in the process of adjusting the rotating speed of the motor to be 0rpm, at the moment, the output shaft of the first gearbox stops rotating, and when the first gearbox is adjusted to be in a first-gear state, the rotating speed of the output shaft is suddenly increased from zero, a pause phenomenon may be generated, at the moment, the load torque at the input end of the motor is obtained by control, and the torque generated by the power input end of the motor is controlled to be equal to the load torque, so that the rotating speed of the output shaft of the first gearbox can be offset, the sudden increase of the speed of the first gearbox is avoided, so that the first gearbox is adjusted to be in a first gear from a neutral gear, the speed is gradually increased in a pause process, so that the pause phenomenon of a hybrid assembly is avoided, and the parking charging safety is ensured.
In one possible design, after the step of controlling the power input end of the motor to generate the torque, the method further includes: controlling the rotating speed of the engine to gradually increase to a target rotating speed; and controlling the torque generated by the input end of the motor to gradually increase to the target torque.
In the design, the suddenly increased rotating speed and torque may influence the stability of the hybrid assembly, so that after the step of controlling the power input of the motor to generate the torque, the rotating speed of the engine is controlled to be gradually increased to the target rotating speed, and the torque generated by the motor is controlled to be gradually increased to the target torque, so that the engine and the motor can stably operate, the stability of the hybrid assembly is ensured, and the hybrid assembly is prevented from generating unsafe factors.
In one possible design, after the steps of determining the gears in which the first gearbox and the second gearbox are located and determining the state of the electric machine, the method further includes: switching the first gearbox from the parking gear to a neutral gear based on the first gearbox being in the parking gear; and switching the second gearbox from the parking gear to the neutral gear based on the second gearbox being in the parking gear.
In the design, after the steps of determining the gear positions of the first gearbox and the second gearbox and determining the state of the electric machine, the method further comprises the step of switching the first gearbox from the parking gear position to the neutral gear position based on the fact that the first gearbox is in the parking gear position. And switching the second gearbox from the parking gear to the neutral gear based on the second gearbox being in the parking gear. It can be understood that when the first gearbox and the second gearbox are in the parking gear, the hybrid assembly is in a non-working state, if the hybrid assembly is required to perform charging operation, the first gearbox and the second gearbox need to be controlled to be in a first gear state, and if the first gearbox and the second gearbox are in the parking gear, the first gear state cannot be directly switched to, and the control needs to be switched from the parking gear to a neutral gear, so that the engine drives the motor to perform power generation preparation and physical connection is established.
In one possible design, the hybrid assembly control method further includes: responding to a power generation stopping instruction; controlling the torque of the power input end of the motor to be gradually reduced to 0N/m; controlling the rotation speed of the engine to be gradually reduced to an idle rotation speed; and shifting the first gearbox from first gear to neutral.
In the design, the control method of the hybrid assembly further comprises a power generation stopping instruction, and after the hybrid assembly is restarted to work or charging is completed, the controller controls the torque of the power input end of the motor to be gradually reduced to 0N/m. During the shift of the first gearbox from first gear to neutral, the input and output of the first gearbox are disengaged, thereby interrupting the transfer of kinetic energy from the engine output.
In one possible embodiment, the gear in which the second gearbox is located is determined when the hybrid assembly is in the driving state; controlling the second gearbox to be switched to the first gear based on the second gearbox being in the neutral position; and controlling the power input end of the motor to generate load torque based on the second gearbox being in the first gear so as to convert the kinetic energy output by the engine into electric energy.
In the design, if the hybrid assembly is in a running state, the gear of the second gearbox is determined, the second gearbox is controlled to be switched from a neutral gear state to a first gear state, when the second gearbox is switched from the neutral gear state to the first gear state, the first connecting end and the second connecting end are switched from a separated state to a connected state, and when the second gearbox is in the first gear state, kinetic energy output by the engine is converted into electric energy through load torque generated by a power input end of the motor, so that the charging operation is realized.
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
The above and/or additional aspects and advantages of the present invention will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings of which:
FIG. 1 illustrates one of the schematic structural diagrams of a hybrid assembly in an embodiment of the present invention;
FIG. 2 is a second schematic diagram of the hybrid assembly according to the embodiment of the present invention;
FIG. 3 illustrates one of the schematic flow diagrams of a hybrid assembly control method in an embodiment of the present invention;
FIG. 4 illustrates a second schematic flow chart of a hybrid assembly control method in an embodiment of the present invention;
FIG. 5 illustrates a third schematic flow chart diagram of a hybrid assembly control method in an embodiment of the present invention;
FIG. 6 is a fourth schematic flow chart diagram illustrating a hybrid assembly control method in an embodiment of the present invention;
FIG. 7 shows a fifth schematic flow chart of a hybrid assembly control method in an embodiment of the present invention;
FIG. 8 shows a sixth schematic flow chart of a hybrid assembly control method in an embodiment of the present invention;
FIG. 9 shows a seventh schematic flow chart of a hybrid assembly control method in an embodiment of the present invention;
FIG. 10 shows an eighth schematic flow chart of a hybrid assembly control method in an embodiment of the present invention;
FIG. 11 illustrates a ninth schematic flow chart of a hybrid assembly control method in an embodiment of the present invention;
FIG. 12 shows a tenth schematic flow chart of a hybrid assembly control method in an embodiment of the present invention.
Wherein, the correspondence between the reference numbers and the part names in fig. 1 to 12 is:
the gearbox comprises a 110 engine, a 120 first gearbox, a 130 second gearbox, a 140 motor, a 150 first transmission shaft, a 160 separating mechanism, a 170 second transmission shaft and a 180 third transmission shaft.
Detailed Description
In order that the above objects, features and advantages of the present invention can be more clearly understood, a more particular description of the invention will be rendered by reference to the appended drawings. It should be noted that the embodiments of the present invention and features of the embodiments may be combined with each other without conflict.
In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present invention, however, the present invention may be practiced in other ways than those specifically described herein, and therefore the scope of the present invention is not limited by the specific embodiments disclosed below.
A hybrid assembly and a control method of the hybrid assembly according to some embodiments of the present invention are described below with reference to fig. 1 to 12.
As shown in fig. 1 and 2, one embodiment of the present invention provides a hybrid assembly comprising: an engine 110; a first gearbox 120, an input of the first gearbox 120 being connected to an output of the engine 110; the second gearbox 130, the second gearbox 130 includes the first link end and second link end, the first link end links with output end of the first gearbox 120; and the motor 140, the motor 140 being connected to the first connection end, for converting kinetic energy output from the engine 110 into electric energy.
The hybrid assembly provided by the invention comprises an engine 110, a first gearbox 120, a second gearbox 130 and a motor 140. Two ends of the first gearbox 120 are respectively connected with the engine 110 and the second gearbox 130, and two ends of the second gearbox 130 are respectively connected with the first gearbox 120 and the motor 140. Specifically, an input end of the first transmission case 120 is connected to an output end of the engine 110, so that the kinetic energy output by the engine 110 can be transmitted to the first transmission case 120 through the input end, and an output end of the first transmission case 120 is connected to a first connection end of the second transmission case 130, so that the kinetic energy transmission between the first transmission case 120 and the second transmission case 130 is realized. Through the arrangement of the first gearbox 120 and the second gearbox 130, kinetic energy between the engine 110 and the motor 140 is transmitted, so that after the kinetic energy is output by the engine 110, the kinetic energy is transmitted to the motor 140 through the transmission of the first gearbox 120 and the second gearbox 130, the motor 140 can convert the kinetic energy output by the engine 110 into electric energy, and the converted electric energy is stored through a battery, so that the charging times of a hybrid assembly are reduced, meanwhile, the electric energy can be stored by using the non-working time of parking, and the effects of saving and reducing emission are achieved.
Specifically, for the new energy hybrid assembly, in the process of continuously driving, the electric energy is continuously reduced, the electric energy needs to be supplemented, and on the premise that the number of the charging piles is limited, when a user is charged, the user often needs to arrive at a designated charging place or needs waiting time, so that the driving of the hybrid assembly is influenced, and meanwhile, the working efficiency is also reduced. The transmission of kinetic energy is enabled in this application by appropriate control of the first gearbox 120 and the second gearbox 130. Taking a hybrid mine car as an example, the hybrid mine car is used for loading and unloading mineral materials, and the hybrid mine car provided with the first gearbox 120 and the second gearbox 130 can utilize queuing time to charge a battery, can utilize a parking gap of the mine car waiting for unloading, and can generate electricity through the efficient work of the engine 110, so that the charging operation under a non-working state is realized, namely, the working time is not influenced, and meanwhile, the electric balance of working dynamic state is realized.
In the related art, different combinations among the planetary gears are often used for realizing parking power generation, and it can be understood that the planetary gears are not suitable for large torque required to be borne by a mine car in operation, and meanwhile, the hybrid structure using the planetary gears is high in cost and poor in durability, and is not suitable for the mine car industry and application conditions. And in this application through setting up first gearbox 120 and second gearbox 130 to set up first gearbox 120 and second gearbox 130 between motor 140 and engine 110, thereby through first gearbox 120 of reasonable control and second gearbox 130, with the control of realizing the hybrid assembly parking electricity generation function, not only can not occupy operating time, utilize non-operating time to charge simultaneously, can increase work efficiency, the energy saving improves the market competition of hybrid assembly.
In a specific embodiment, taking a hybrid electric vehicle as an example, by providing the first gearbox 120 and the second gearbox 130 in the present application, the electric balance of the hybrid electric vehicle can be better realized, so as to prevent the hybrid electric vehicle from requiring extra time to charge a dedicated charging pile, and increase the product competitiveness.
As shown in fig. 1 and 2, in the above embodiment, further, the second transmission case 130 further includes: the third connecting end is connected with a power output shaft of the hybrid assembly, and two ends of the first transmission shaft are respectively connected with the first connecting end and the third connecting end.
In this embodiment, the second gearbox 130 further comprises a third connection end and a first transmission shaft. Specifically, the second connection end is connected to the power output end of the motor 140, so that the power output end of the motor 140 transmits the power output by the motor 140 to the first transmission shaft of the second transmission 130, and further transmits the power to the third connection end, thereby providing a power source for the second transmission 130. Meanwhile, the third connection end is connected with the wheel shaft of the hybrid assembly, so that power is transmitted to the power output shaft through the second gearbox 130, and control over power output of the hybrid assembly is achieved.
Specifically, the first gearbox 120 includes a first gear state and a neutral state; when the first gearbox 120 is in the first gear state, the input and output of the first gearbox 120 are connected, and when the first gearbox 120 is in the neutral state, the input and output of the first gearbox 120 are disconnected.
In this embodiment, a gear state of the first gearbox 120 is specifically defined, in particular the first gearbox 120 comprises a first gear state and a neutral state. When the first gearbox 120 is in the first gear state, the input end and the output end of the first gearbox 120 are connected, that is, when the first gearbox 120 is in the first gear state, the first gearbox 120 can transmit kinetic energy, so that the kinetic energy of the engine 110 can be transmitted to the second gearbox 130. When the first gearbox 120 is in the neutral state, the input and the output of the first gearbox 120 are in a disengaged state, and kinetic energy cannot be transmitted to the output through the input of the first gearbox 120, that is, when the first gearbox 120 is in the neutral state, the engine 110 cannot transmit kinetic energy through the first gearbox 120. So that the on-off condition between the engine 110 and the second gearbox 130 is realized through different gears of the first gearbox 120.
Specifically, second transmission 130 includes a first gear state and a neutral state; when the second transmission case 130 is in the first gear state, the first connection end is connected to the second connection end, and when the second transmission case is in the neutral gear state, the first connection end is separated from the second connection section.
In this embodiment, a gear state of the second gearbox 130 is specifically defined, in particular, the second gearbox 130 comprises a first gear state and a neutral state. When the second transmission case 130 is in the first gear state, the first connection end and the second connection end are communicated, so that the second transmission case 130 and the first transmission case 120 can realize kinetic energy transfer. Meanwhile, the third connecting end is connected with the first connecting end through the first transmission shaft so as to be connected with a power output shaft of the hybrid assembly, and therefore the wheel shaft of the hybrid assembly is controlled. When the second gearbox 130 is in the neutral state, the first connection end is separated from the second connection end to disconnect the kinetic energy transmission between the second gearbox 130 and the first gearbox 120.
As shown in fig. 1 and 2, the hybrid assembly further includes a separating mechanism 160 disposed on the first transmission shaft 150 for separating or connecting the wheel shaft with the first gearbox 120 and the second gearbox 130.
In this embodiment, a separating mechanism 160 is further disposed on the first transmission shaft 150, and the separating mechanism 160 can control the separation or connection between the first connection end and the third connection end of the second transmission case 130, so as to control the power output of the power output end of the hybrid assembly by controlling the separating mechanism 160, that is, to realize the power output and stop of the hybrid assembly.
In a specific embodiment, the problem of rotation of the first transmission shaft 150 caused by disengagement of the rear separating mechanism 160 in the neutral state is solved by controlling different operating modes of the engine 110 and the motor 140, the technical problem that the forward gear cannot be engaged in situ in the first transmission case 120 is solved, and the hard connection between the engine 110 and the motor 140 is completed.
In any of the above embodiments, as shown in fig. 1 and fig. 2, further, the hybrid assembly further includes a second transmission shaft 170, one end of the second transmission shaft 170 is connected to the output end of the engine 110, and the other end is connected to the input end of the first transmission case 120; and one end of the third transmission shaft 180 is connected with the output end of the first gearbox 120, and the other end of the third transmission shaft 180 is connected with the first connecting end.
In this embodiment, the hybrid assembly further includes a second transmission shaft 170 and a third transmission shaft 180, one end of the second transmission shaft 170 is connected to the output end of the engine 110, and the other end is connected to the input end of the first transmission case 120, so that the kinetic energy output from the engine 110 can be transmitted to the first transmission case 120 through the second transmission shaft 170; one end of the third transmission shaft 180 is connected to the output end of the first gearbox 120, and the other end is connected to the first connection end, that is, two ends of the third transmission shaft 180 are respectively connected to the output end of the first gearbox 120 and the first connection end of the second gearbox 130, so that the kinetic energy transmission from the first gearbox 120 to the second gearbox 130 is realized by arranging the third transmission shaft 180.
In a particular embodiment, the number of motors 140 is two, and two motors 140 are connected in parallel.
In this embodiment, the number of the motors 140 is specifically limited, specifically, the number of the motors 140 is two, the two motors 140 are respectively connected to the first output end and the second input end of the second gearbox 130, so as to implement the kinetic energy transmission process, and the two motors 140 are arranged in parallel, even if one of the motors 140 fails, the whole circuit is not interrupted, so that the normal transmission of the kinetic energy of the hybrid assembly is ensured.
In a particular embodiment, the first gearbox 120 comprises a hydraulic automatic gearbox.
In this embodiment, the first gearbox 120 is specifically defined to be of the kind in which the first gearbox 120 comprises a hydraulic automatic gearbox. The hydraulic automatic gearbox has the advantages of simple operation, labor saving, high driving safety and the like. The hybrid assembly can automatically adapt to the change of running resistance, realize stepless speed change in a certain range, improve the dynamic property and the average speed of the hybrid assembly, and meanwhile, the hybrid assembly is more stable in starting acceleration and is used in the service environment of a mine car.
In a particular embodiment, the second gearbox 130 includes a reduction gear.
In this embodiment, the kind of the second transmission case 130 is specifically defined, and the second transmission case 130 includes a reduction gear. The speed reducer is used for transmission of low rotating speed and large torque, and has the advantages of compact structure, small size, low energy consumption and excellent performance.
In a specific embodiment, the controller is connected to the engine 110, the motor 140, the first gearbox 120 and the second gearbox 130 respectively; the command input device is connected with the controller and used for inputting a control command; the controller is configured to control the operations of the engine 110, the motor 140, the first gearbox 120 and the second gearbox 130 according to control commands input by the command input device.
In this embodiment, the hybrid assembly further includes a controller and a command input device. The command output device is connected with a controller, wherein the controller is connected with the engine 110, the motor 140, the first gearbox 120 and the second gearbox 130, and the controller controls the operation of the engine 110, the motor 140, the first gearbox 120 and the second gearbox 130 according to commands input by the command input device. Specifically, the controller can control the hybrid assembly to be in a first gear state during the shutdown process according to the instruction input by the instruction input device, so that the motor 140 and the engine 110 are connected through the first gearbox 120 and the second gearbox 130, and the motor 140 can convert the kinetic energy output by the engine 110 into electric energy, thereby implementing the operation of parking and charging.
In a specific embodiment, the hybrid assembly further comprises a display device connected with the controller; the controller is also used for sending the running state of the hybrid assembly to the display device for displaying.
In this embodiment, the hybrid assembly further comprises a display device. The display device is connected with the controller, and the running state of the hybrid assembly can be sent to the display device through the controller to be displayed, so that a user can visually know the running state of the hybrid assembly, such as the current residual capacity and the charging required time.
In any of the above embodiments, further, the present invention provides a method for controlling a hybrid assembly, where the hybrid assembly includes: an engine; the input end of the first gearbox is connected with the output end of the engine; the input end of the second gearbox is connected with the output end of the first gearbox; and the power input end of the motor is connected with the output end of the second gearbox.
As shown in fig. 3, a method for controlling a hybrid assembly in one embodiment includes:
step S102: responding to a power generation command, determining gears of the first gearbox and the second gearbox, and determining the state of the motor;
step S104: and controlling a power input end of the motor to generate torque based on that the first gearbox and the second gearbox are both in the first gear and the motor is in the electrified state so as to convert kinetic energy output by the engine into electric energy.
The hybrid assembly comprises an engine, a first gearbox, a second gearbox and a motor. The two ends of the first gearbox are respectively connected with the engine and the second gearbox, and the two ends of the second gearbox are respectively connected with the first gearbox and the motor. Specifically, after the kinetic energy output by the engine is transmitted to the motor through the transmission of the first gearbox and the second gearbox, the motor can convert the kinetic energy output by the engine into electric energy, and the electric energy converted into the kinetic energy is stored through the battery, so that the charging times of the hybrid assembly are reduced, meanwhile, the electric energy can be stored in the non-working time of parking, and the effects of saving and reducing emission are achieved.
In any of the above embodiments, further, the method of controlling the hybrid assembly includes determining gears in which the first gearbox and the second gearbox are located in response to a power generation command, and determining a state of the electric machine; and controlling the power input of the motor to generate torque based on the first gearbox and the second gearbox being in the first gear and the motor being in the electrified state so as to convert the kinetic energy output by the engine into electric energy. The first gearbox and the second gearbox are in two gears, namely a first gear state and a neutral gear state, so that after a power generation instruction is received, the gear states of the first gearbox and the second gearbox are determined, the state of the motor is determined, and the first gearbox and the second gearbox are set to be in the first gear state.
In other words, when the first gearbox and the second gearbox are in the first gear state, the motor enters a torque mode, the torque of the motor is stabilized, and the motor side torque is inherited to prevent jerk. Particularly, when the first gearbox and the second gearbox are controlled to be in a first-gear state, the torque of the motor is stabilized, so that the situation that the torque is too large and is suddenly interrupted in the parking and charging process is avoided, and the parking safety is guaranteed.
In a specific embodiment, the torque value of the last beat of the motor rotating speed control is inherited before the motor increases the torque, so that the torque inheritance is realized, and the setback among the engine, the motor torque control and the rotating speed control is prevented.
As shown in fig. 4, an embodiment provides a method for controlling a hybrid assembly, further including:
step S202: responding to a power generation command, determining gears of the first gearbox and the second gearbox, and determining the state of the motor;
step S204: acquiring the running state of the hybrid assembly;
step S206: when the hybrid assembly is in a stop state, the second gearbox is switched from the neutral position to a first gear based on the first gearbox and the second gearbox both being in the neutral position and the motor being in a power-on state;
step S208: controlling a separation mechanism positioned between the second gearbox and a wheel shaft of the hybrid assembly to separate;
step S210: the gear of the first gearbox is switched from a neutral position to a first gear, so that the engine drives the motor to rotate through the first gearbox and the second gearbox;
step S212: and controlling a power input end of the motor to generate torque based on that the first gearbox and the second gearbox are both in the first gear and the motor is in the electrified state so as to convert kinetic energy output by the engine into electric energy.
After receiving a power generation instruction, determining gears of a first gearbox and a second gearbox and determining the state of a motor, acquiring the running state of a hybrid assembly; it is understood that the operation state of the hybrid assembly includes a driving state, a stop state, and the like. When the hybrid assembly is in a stop state, the second gearbox is switched from a neutral gear to a first gear based on that the first gearbox and the second gearbox are both in a neutral gear state and the motor is in a power-on state, and at the moment, in the process that the second gearbox is adjusted from the neutral gear state to the first gear state, the first connecting end and the second connecting end are changed into a connected state from a separated state, so that the power output end of the motor is connected with the second gearbox. The gear of the first gearbox is switched from a neutral gear to a first gear, in the process, the input end and the output end of the first gearbox are changed from a separated state to a connected state, so that the first gearbox and the second gearbox can be connected, the engine drives the motor to rotate through the first gearbox and the second gearbox, the output kinetic energy of the engine is converted into electric energy, and then the hybrid assembly is charged when the hybrid assembly is in a stop state.
As shown in fig. 5, an embodiment provides a method for controlling a hybrid assembly, further including:
step S302: responding to a power generation command, determining gears of the first gearbox and the second gearbox, and determining the state of the motor;
step S304: acquiring the running state of the hybrid assembly;
step S306: when the hybrid assembly is in a stop state, the second gearbox is switched from the neutral position to a first gear based on the first gearbox and the second gearbox both being in the neutral position and the motor being in a power-on state;
step S308: controlling the rotating speed of the motor to be 0 r/min so as to stop the output end of the first gearbox from rotating;
step S310: controlling a separation mechanism positioned between the second gearbox and a wheel shaft of the hybrid assembly to separate;
step S312: the gear of the first gearbox is switched from a neutral position to a first gear, so that the engine drives the motor to rotate through the first gearbox and the second gearbox;
step S314: and controlling a power input end of the motor to generate torque based on that the first gearbox and the second gearbox are both in the first gear and the motor is in the electrified state so as to convert kinetic energy output by the engine into electric energy.
In this embodiment, the first gearbox includes a hydraulic automatic gearbox, and the hydraulic automatic gearbox has advantages such as easy operation, laborsaving, driving safety height. The hybrid assembly can automatically adapt to the change of running resistance, realize stepless speed change in a certain range, improve the dynamic property and the average speed of the hybrid assembly, and meanwhile, the hybrid assembly is more stable in starting acceleration, so that the hybrid assembly is suitable for the service environment of a mine car. After the step of controlling the second gearbox to switch from the neutral gear to the first gear, the motor is controlled to rotate to 0rpm so as to stop the output end of the first gearbox from rotating, specifically, one end of the first transmission shaft is connected with the output end of the first gearbox, the other end of the first transmission shaft is connected with a wheel axle of the hybrid assembly, and when the rotating speed of the motor is 0rpm, the output end of the first gearbox stops rotating, namely, the interruption of a torque path of the first gearbox is simultaneously interrupted, so that the control of the wheel axle of the hybrid assembly is interrupted, and the parking charging is realized.
As shown in fig. 6, an embodiment provides a method for controlling a hybrid assembly, further including:
step S402: responding to a power generation command, determining gears of the first gearbox and the second gearbox, and determining the state of the motor;
step S404: acquiring the running state of the hybrid assembly;
step S406: when the hybrid assembly is in a stop state, the second gearbox is switched from the neutral position to a first gear based on the first gearbox and the second gearbox both being in the neutral position and the motor being in a power-on state;
step S408: controlling the rotating speed of the motor to be 0 r/min so as to stop the output end of the first gearbox from rotating;
step S410: controlling a separation mechanism positioned between the second gearbox and a wheel shaft of the hybrid assembly to separate;
step S412: acquiring load torque of a power input end of a motor;
step S414: controlling the torque generated by the power input end of the motor to be equal to the load torque;
step S416: the gear of the first gearbox is switched from a neutral position to a first gear, so that the engine drives the motor to rotate through the first gearbox and the second gearbox;
step S418: and controlling a power input end of the motor to generate torque based on that the first gearbox and the second gearbox are both in the first gear and the motor is in the electrified state so as to convert kinetic energy output by the engine into electric energy.
In this embodiment, obtaining the load torque at the input end of the motor, and controlling the power input end of the motor to generate the torque specifically includes: the torque generated at the power input of the control motor is equal to the load torque. Specifically, in the process of adjusting the rotating speed of the motor to be 0rpm, at the moment, the output shaft of the first gearbox stops rotating, and when the first gearbox is adjusted to be in a first-gear state, the rotating speed of the output shaft is suddenly increased from zero, a pause phenomenon may be generated, at the moment, the load torque at the input end of the motor is obtained by control, and the torque generated by the power input end of the motor is controlled to be equal to the load torque, so that the rotating speed of the output shaft of the first gearbox can be offset, the sudden increase of the speed of the first gearbox is avoided, so that the first gearbox is adjusted to be in a first gear from a neutral gear, the speed is gradually increased in a pause process, so that the pause phenomenon of a hybrid assembly is avoided, and the parking charging safety is ensured.
As shown in fig. 7, one embodiment provides a method for controlling a hybrid assembly, including:
step S502: responding to a power generation command, determining gears of the first gearbox and the second gearbox, and determining the state of the motor;
step S504: controlling a power input end of the motor to generate torque based on that the first gearbox and the second gearbox are both in the first gear and the motor is in a power-on state so as to convert kinetic energy output by the engine into electric energy;
step S506: controlling the rotating speed of the engine to gradually increase to a target rotating speed;
step S508: and controlling the torque generated by the input end of the motor to gradually increase to the target torque.
In this embodiment, since the suddenly increased rotation speed and torque may affect the stability of the hybrid assembly, after the step of controlling the power input of the motor to generate the torque, the rotation speed of the engine is gradually increased to the target rotation speed, and the torque generated by the motor can be gradually increased to the target torque, so that the engine and the motor can stably operate, the stability of the hybrid assembly is ensured, and the hybrid assembly is prevented from generating unsafe factors.
As shown in fig. 8, an embodiment provides a method for controlling a hybrid assembly, further including:
step S602: responding to a power generation command, determining gears of the first gearbox and the second gearbox, and determining the state of the motor;
step S604: switching the first gearbox from the parking gear to a neutral gear based on the first gearbox being in the parking gear;
step S606: switching the second gearbox from the parking gear to a neutral gear based on the second gearbox being in the parking gear;
step S608: acquiring the running state of the hybrid assembly;
step S610: when the hybrid assembly is in a stop state, the second gearbox is switched from the neutral position to a first gear based on the first gearbox and the second gearbox both being in the neutral position and the motor being in a power-on state;
step S612: controlling the rotating speed of the motor to be 0 r/min so as to stop the output end of the first gearbox from rotating;
step S614: controlling a separation mechanism positioned between the second gearbox and a wheel shaft of the hybrid assembly to separate;
step S616: acquiring load torque of a power input end of a motor;
step S618: controlling the torque generated by the power input end of the motor to be equal to the load torque;
step S620: the gear of the first gearbox is switched from a neutral position to a first gear, so that the engine drives the motor to rotate through the first gearbox and the second gearbox;
step S622: controlling a power input end of the motor to generate torque based on that the first gearbox and the second gearbox are both in the first gear and the motor is in a power-on state so as to convert kinetic energy output by the engine into electric energy;
step S624: controlling the rotating speed of the engine to gradually increase to a target rotating speed;
step S626: and controlling the torque generated by the input end of the motor to gradually increase to the target torque.
In this embodiment, after the step of determining the states of the electric machines, the step of determining the gears of the first gearbox and the second gearbox further comprises switching the first gearbox from the park gear to the neutral gear based on the first gearbox being in the park gear. And switching the second gearbox from the parking gear to the neutral gear based on the second gearbox being in the parking gear. It can be understood that when the first gearbox and the second gearbox are in the parking gear, the hybrid assembly is in a non-working state, if the hybrid assembly is required to perform charging operation, the first gearbox and the second gearbox need to be controlled to be in a first gear state, and if the first gearbox and the second gearbox are in the parking gear, the first gear state cannot be directly switched to, and the control needs to be switched from the parking gear to a neutral gear, so that the engine drives the motor to perform power generation preparation and physical connection is established.
As shown in fig. 9, one embodiment provides a method for controlling a hybrid assembly, including:
step S702: responding to a power generation command, determining gears of the first gearbox and the second gearbox, and determining the state of the motor;
step S704: acquiring the running state of the hybrid assembly;
step S706: when the hybrid assembly is in a stop state, the second gearbox is switched from the neutral position to a first gear based on the first gearbox and the second gearbox both being in the neutral position and the motor being in a power-on state;
step S708: controlling the rotating speed of the motor to be 0 r/min so as to stop the output end of the first gearbox from rotating;
step S710: controlling a separation mechanism positioned between the second gearbox and a wheel shaft of the hybrid assembly to separate;
step S712: acquiring load torque of a power input end of a motor;
step S714: controlling the torque generated by the power input end of the motor to be equal to the load torque;
step S716: the gear of the first gearbox is switched from a neutral position to a first gear, so that the engine drives the motor to rotate through the first gearbox and the second gearbox;
step S718: controlling a power input end of the motor to generate torque based on that the first gearbox and the second gearbox are both in the first gear and the motor is in a power-on state so as to convert kinetic energy output by the engine into electric energy;
step S720: controlling the rotating speed of the engine to gradually increase to a target rotating speed;
step S722: controlling the torque generated by the input end of the motor to gradually increase to the target torque;
step S724: to convert the kinetic energy output by the engine into electric energy;
step S726: responding to a power generation stopping instruction;
step S728: controlling the torque of the power input end of the motor to be gradually reduced to 0N/m;
step S730: controlling the rotation speed of the engine to be gradually reduced to an idle rotation speed;
step S732: and shifting the first gearbox from first gear to neutral.
In this embodiment, the control method of the hybrid assembly further includes a power generation stop instruction, and after the hybrid assembly is restarted to work or charging is completed, the controller controls the torque at the power input end of the motor to be gradually reduced to 0N/m. During the shift of the first gearbox from first gear to neutral, the input and output of the first gearbox are disengaged, thereby interrupting the transfer of kinetic energy from the engine output.
As shown in fig. 10, one embodiment provides a method for controlling a hybrid assembly, including:
step S802: responding to a power generation command, determining gears of the first gearbox and the second gearbox, and determining the state of the motor;
step S804: acquiring the running state of the hybrid assembly;
step S806: determining the gear of the second gearbox when the hybrid assembly is in a running state;
step S808: controlling the second gearbox to be switched to the first gear based on the second gearbox being in the neutral position;
step S810: and controlling the power input end of the motor to generate load torque based on the second gearbox being in the first gear so as to convert the kinetic energy output by the engine into electric energy.
In this embodiment, if the hybrid assembly is in the driving state, the gear of the second transmission is determined, and the second transmission is controlled to be switched from the neutral state to the first-gear state, when the second transmission is switched from the neutral state to the first-gear state, the first connection end and the second connection end are switched from the separated state to the connected state, and when the second transmission is in the first-gear state, the kinetic energy output by the engine is converted into the electric energy through the load torque generated by the power input end of the motor, so as to realize the charging operation.
In a particular embodiment, a method of controlling a hybrid assembly includes:
as shown in fig. 11, a logic flow diagram is used for the functions.
Step S902: a controller or a display device that enables parking power generation CMD (Command prompt, progress information);
step S904: whether high voltage is completed, parking, N gear is enabled, if yes, the step is shifted to step S908, and if not, the step is shifted to step S906;
step S906: popping up a corresponding error prompt by the instrument;
step S908: a VCU (Vehivle Control Unit, electronic Control Unit) sends a PARK release instruction; the VCU controls the second gearbox of the motor to be in a first gear from a neutral gear;
step S910: park is released, the second gearbox feeds back whether the current gear is the first gear or not, if so, the step is carried out to the step S914, and if not, the step is carried out to the step S912;
step S912: popping up a corresponding error prompt by the instrument;
step S914: the engine enters a rotating speed control mode, the rotating speed instruction is 650rpm, the motor enters the rotating speed control mode, the rotating speed instruction is 0rpm, and the VCU controls the second gearbox of the motor to lock a first gear;
step S916: controlling the second gearbox release mechanism to disengage; recording a motor feedback instruction as a torque 1 instrument to prompt a driver to engage the first gear of the first gearbox;
step S918: whether the first gearbox is in the first gear or not is judged, if yes, the step is carried out to step S922, and if not, the step is carried out to step S920;
step S920: the instrument prompts the driver to re-engage the first gear of the first gearbox;
step S922: the motor enters a torque mode, the torque command is equal to torque 1, and the rotating speed of the engine is gradually increased to 1300 rpm;
step S924: if the engine speed is 1300rpm, go to step S928 if the engine speed is 1300rpm, otherwise go to step S926;
step S926: entering an exit flow;
step S928: the motor torque is gradually reduced to-2400 Nm.
In the embodiment, a key instruction of a driver through a controller or a display device is received, whether the current state is a parking state, a neutral state and a high-pressure completion state is judged, and if the judgment result is negative, the step S906 is executed to perform related prompt on the instrument; if the determination result is yes, step S908 is executed: the VCU sends a PARK release instruction; the VCU controls the second gearbox of the motor to be in a first gear state from a neutral gear; the purpose of the step is to prepare for the generator driven by the engine and establish physical connection; in step S910, whether Park is currently released or not is determined according to the feedback, and whether the second transmission feedback is in a first gear state or not is determined; if yes, executing step S914 to command the engine to enter a rotation speed control mode, wherein the rotation speed command is 650 rpm; the motor enters a rotating speed control mode, and the rotating speed instructs 0 rpm; the VCU controls the second gearbox to lock up in a first gear state. If the judgment result is no, executing step S912 to perform relevant prompt on the instrument; the step aims to solve the problem that due to the fact that the damping of a transmission shaft is insufficient, and the fact that a hydraulic torque converter at the front end of a first gearbox cannot completely achieve torque interruption, if a second gearbox release mechanism is disengaged, the transmission shaft can rotate at a low speed, so that the first gearbox detects that the first gearbox rotates at a neutral gear state, and cannot be engaged. In step S916, the second transmission case disengagement mechanism is controlled to disengage; and recording a motor feedback command as 'torque 1', and prompting a driver to engage the first gear state of the first gearbox by the instrument. The purpose of this step is to achieve a torque path break that prevents the hybrid assembly from moving during the power generation process of the vehicle. In step S918, whether the first transmission gear is successfully engaged is judged, if the first transmission gear is failed, the driver is prompted to continue engaging the gear, the first transmission gear is continuously failed for 3 times, and the process of exiting is entered; if the gear is successfully engaged, step S922 is executed, the motor enters a torque mode, the stable torque is equal to the torque 1, and the motor side torque is inherited to prevent jerk. The engine speed is increased to 1300rpm, after which the motor torque is gradually adjusted to-2400 Nm. This is the point on the curved surface where the engine efficiency is the highest, which corresponds to the highest motor power. The flow ends.
FIG. 12 is a schematic diagram of a function inference logic flow.
Step S1002: whether the controller or the display device stops stopping to generate power or not is judged, if so, the step is carried out to the step S1004, and if not, the step is carried out to the end;
step S1004: the motor torque command is gradually reduced to 0;
step S1006: if the motor torque is equal to 0, the process goes to step S1008 if the motor torque is equal to 0, and if the motor torque is not equal to 0, the process goes to end;
step S1008: the engine speed is gradually reduced to 600 rpm;
step S1010: the instrument prompts the driver to return to neutral;
step S1012: whether the first gearbox is in a neutral position or not is judged, if yes, the process is finished, and if not, the process is carried out to step S1010;
in this embodiment, whether to stop the power generation is determined by controlling the motor or by the display device to stop the power generation at the stop, and if the determination result is yes, step S1004 is executed to gradually decrease the motor torque command to 0, and if the determination result is no, the flow is ended, and after step S1004 is executed, it is determined whether the motor torque is 0, and if the motor torque is 0, step S1008 is executed to decrease the motor engine speed to 600rpm, thereby making a preparation for stopping the power generation. And continuing to execute the step S1010 to prompt the driver whether the first gearbox is in a neutral state, ending the process when the judgment result is yes, and re-executing the step S1010 to prompt the driver to continue to engage the gear when the judgment result is no.
It is to be understood that the invention is not limited to the specific arrangements and instrumentality described above and shown in the drawings. A detailed description of known methods is omitted herein for the sake of brevity. In the above embodiments, several specific steps are described and shown as examples. However, the method processes of the present invention are not limited to the specific steps described and illustrated, and those skilled in the art can make various changes, modifications and additions or change the order between the steps after comprehending the spirit of the present invention.
It should also be noted that the exemplary embodiments mentioned in this patent describe some methods or systems based on a series of steps or devices. However, the present invention is not limited to the order of the above-described steps, that is, the steps may be performed in the order mentioned in the embodiments, may be performed in an order different from the order in the embodiments, or may be performed simultaneously.
In the claims, the specification and the drawings of the specification of the present invention, the term "plurality" means two or more, unless explicitly defined otherwise, the terms "upper", "lower", and the like indicate orientations or positional relationships based on those shown in the drawings only for the purpose of describing the present invention more conveniently and simplifying the description, and do not indicate or imply that the referred device or element must have the described specific orientation, be constructed and operated in the specific orientation, and thus the description should not be construed as limiting the present invention; the terms "connect," "mount," "secure," and the like are to be construed broadly, and for example, "connect" may refer to a fixed connection between multiple objects, a removable connection between multiple objects, or an integral connection; the multiple objects may be directly connected to each other or indirectly connected to each other through an intermediate. The specific meaning of the above terms in the present invention can be understood by those of ordinary skill in the art from the above data specifically.
In the claims, specification, and drawings that follow the present disclosure, the description of the terms "one embodiment," "some embodiments," "specific embodiments," and so forth, means 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 present disclosure. In the claims, specification and drawings of the present invention, schematic representations of the above terms 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 is only a preferred embodiment of the present invention, and is not intended to limit the present invention, and various modifications and changes will occur to those skilled in the art. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims (11)

1. A hybrid assembly, comprising:
an engine (110);
a first gearbox (120), an input of the first gearbox (120) being connected to an output of the engine (110);
the second gearbox (130), the second gearbox (130) includes a first connection end and a second connection end, the first connection end is connected with the output end of the first gearbox (120);
the motor (140), the motor (140) is connected with the second connecting end, and is used for converting the kinetic energy output by the engine (110) into electric energy.
2. The hybrid assembly of claim 1, wherein said second gearbox further comprises:
the third connecting end is connected with a power output shaft of the hybrid assembly;
and two ends of the first transmission shaft are respectively connected with the first connecting end and the third connecting end.
3. The hybrid assembly of claim 2,
the second gearbox (130) comprises a first gear state and a neutral state;
when the second gearbox (130) is in the first gear state, the first connecting end is connected with the second connecting end, and when the second gearbox is in a neutral gear state, the first connecting end is separated from the second connecting section.
4. The hybrid assembly according to claim 2, further comprising:
and a separating mechanism (160) which is arranged on the first transmission shaft (150) and is used for separating or connecting the second connecting end and the third connecting end.
5. The hybrid assembly of claim 1,
the number of the motors (140) is two, and the two motors (140) are connected in parallel.
6. A method of controlling a hybrid assembly, the hybrid assembly comprising: an engine; the input end of the first gearbox is connected with the output end of the engine; the input end of the second gearbox is connected with the output end of the first gearbox; the power input end of the motor is connected with the output end of the second gearbox, and the control method comprises the following steps:
responding to a power generation command, determining gears of the first gearbox and the second gearbox, and determining the state of the motor;
and controlling a power input end of the motor to generate torque based on that the first gearbox and the second gearbox are both in the first gear and the motor is in an electrified state so as to convert kinetic energy output by the engine into electric energy.
7. The hybrid assembly control method of claim 6, wherein the steps of determining the gear in which the first gearbox and the second gearbox are located and determining the state of the electric machine in response to a power generation command are followed by further steps of:
acquiring the running state of the hybrid assembly;
when the hybrid assembly is in a stop state, the second gearbox is switched from a neutral position to a first gear based on the first gearbox and the second gearbox both being in neutral positions and the motor being in a power-on state;
controlling a disengagement mechanism located between the second gearbox and an axle of the hybrid assembly to disengage;
and switching the gear of the first gearbox from a neutral position to a first gear so that the engine drives the motor to rotate through the first gearbox and the second gearbox.
8. The method of controlling a hybrid assembly according to claim 7, wherein said first transmission comprises a hydrodynamic automatic transmission, and wherein said step of controlling said second transmission to shift into first gear further comprises, after said step of controlling said second transmission:
and controlling the rotating speed of the motor to be 0rpm so as to stop the output end of the first gearbox from rotating.
9. The method of controlling a hybrid assembly of claim 8, further comprising, after the step of disengaging the disconnect mechanism between the second gearbox and the axle of the hybrid assembly:
acquiring load torque of the power input end of the motor;
the step of controlling the power input end of the motor to generate torque specifically comprises:
and controlling the torque generated by the power input end of the motor to be equal to the load torque.
10. The method of controlling a hybrid assembly according to any one of claims 6 to 9, further comprising:
responding to a power generation stopping instruction;
controlling the torque of the power input end of the motor to gradually decrease to 0N/m;
controlling the rotation speed of the engine to gradually reduce to an idle rotation speed; and
and switching the first gearbox from first gear to neutral.
11. The method of controlling a hybrid assembly in accordance with claim 7,
determining the gear of the second gearbox when the hybrid assembly is in a running state;
controlling the second gearbox to be switched to a first gear based on the second gearbox being in a neutral position;
and controlling a power input end of the motor to generate load torque based on the second gearbox being in the first gear so as to convert kinetic energy output by the engine into electric energy.
CN202110714776.XA 2021-06-25 2021-06-25 Hybrid assembly and control method thereof Pending CN113459788A (en)

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CN109367385A (en) * 2018-12-04 2019-02-22 苏州同捷汽车科技发展有限公司 A kind of hybrid vehicle and its control method
CN111016873A (en) * 2019-12-05 2020-04-17 浙江吉利汽车研究院有限公司 Energy management method and system based on steady-state engine strategy
CN210337559U (en) * 2019-08-02 2020-04-17 宋宗霖 Oil-electricity hybrid dual-power front-rear dual-driven separate-drive system for vehicle
CN112140908A (en) * 2020-10-13 2020-12-29 芜湖安行汽车科技有限公司 Special chassis for fire truck in series hybrid power plant

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN105599587A (en) * 2016-02-05 2016-05-25 海博瑞德（北京）汽车技术有限公司 BSG (Belt Starter Generator)-based hybrid power system configured with double speed changing boxes
CN105882380A (en) * 2016-04-08 2016-08-24 上海中科深江电动车辆有限公司 Hybrid power device
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