CN114194020A - Hybrid power system and vehicle - Google Patents
Hybrid power system and vehicle Download PDFInfo
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- CN114194020A CN114194020A CN202111538957.8A CN202111538957A CN114194020A CN 114194020 A CN114194020 A CN 114194020A CN 202111538957 A CN202111538957 A CN 202111538957A CN 114194020 A CN114194020 A CN 114194020A
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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
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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
- B60K6/26—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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
Abstract
The application discloses hybrid power system and vehicle, this system includes: the clutch comprises an engine, a first motor, a first clutch, a first gear, a second gear, a second clutch, a second motor, a third clutch and a power output assembly, wherein the transmission ratios of the first gear and the second gear are different; the engine is connected with the first motor; the first motor is connected with the power output assembly through a first clutch and a first gear; the first motor is connected with the power output assembly through a second clutch and a second gear; the second motor is connected with the first end of the third clutch, and the second end of the third clutch is connected with the first gear. The application discloses hybrid power system and vehicle can avoid appearing the motor and drag the energy consumption, reduces driving cost.
Description
Technical Field
The application relates to the technical field of vehicles, in particular to a hybrid power system and a vehicle.
Background
In order to reduce the pollution of automobile exhaust to air, people strongly support energy conservation and emission reduction, so that new energy automobiles are rapidly developed. However, the pure electric new energy automobile is affected by factors such as inconvenient charging and short endurance mileage, and the actual experience brought to the user is not good, and meanwhile, the pure electric new energy automobile is a hybrid electric automobile in the field of new energy automobiles, and is gradually favored by the market with excellent energy conservation and emission reduction and excellent user experience.
AT present, a Dual-motor hybrid power system in the market is mostly developed on the basis of a conventional Automatic Transmission, and two motors are integrated AT the front end and/or the rear end of a Transmission such as an AT (Automatic Transmission), an AMT (Automated Mechanical Transmission), a CVT (Continuously Variable Transmission), or a DCT (Dual Clutch Transmission), to form a hybrid power system.
However, when only one motor is used to drive the vehicle, the gears and the like in the automatic transmission usually cause another motor to idle while transmitting power, thereby generating dragging energy consumption and increasing driving cost.
Disclosure of Invention
In view of this, the application provides a hybrid system and vehicle, can avoid appearing the motor and drag energy consumption, reduce driving cost. The embodiment of the application specifically adopts the following technical scheme:
a first aspect of the present application provides a hybrid system, the system comprising: the clutch comprises an engine, a first motor, a first clutch, a first gear, a second gear, a second clutch, a second motor, a third clutch and a power output assembly, wherein the transmission ratio of the first gear and the second gear is different;
the engine is connected with the first motor;
the first motor is connected with the power output assembly through the first clutch and the first gear;
the first motor is connected with the power output assembly through the second clutch and the second gear;
the second motor is connected with the first end of the third clutch, and the second end of the third clutch is connected with the first gear.
Optionally, the third clutch is a one-way clutch.
Optionally, the system further comprises a fourth clutch, one end of the fourth clutch is connected with the engine, and the other end of the fourth clutch is connected with the first motor.
Optionally, the first motor, the first clutch, the first gear and the power output assembly are connected in sequence;
the first motor, the second gear, the second clutch and the power output assembly are connected in sequence.
Optionally, the first clutch includes a first outer hub and a first inner hub, the first outer hub and the first inner hub being controllably engaged and disengaged, the first outer hub being fixedly connected to the output shaft of the first electric machine, the first inner hub being connected to the first gear;
the second clutch includes a second outer hub and a second inner hub controllably engageable and disengageable, the second outer hub being connected with the second gear wheel, the second inner hub being connected with the power take-off assembly.
Optionally, the system comprises a first intermediate shaft;
the first gear, the second inner hub and the power output assembly are all fixedly connected with the first intermediate shaft;
and the second end of the third clutch is connected with the first intermediate shaft.
Optionally, the system further comprises a first gear connected to the second end of the third clutch, the first gear meshing with the first gear.
Optionally, the first clutch and the second clutch are two clutches of a dual clutch assembly;
the first motor, the first clutch, the first gear and the power output assembly are connected in sequence;
the first motor, the second clutch, the second gear and the power output assembly are connected in sequence.
Optionally, the dual clutch assembly comprises a third outer hub, a third inner hub and a fourth inner hub, each controllably engageable with and disengageable from the third outer hub, wherein the third inner hub is the inner hub of the first clutch and the fourth inner hub is the inner hub of the second clutch;
the third outer hub is fixedly connected with an output shaft of the first motor, the third inner hub is connected with the first gear, and the fourth inner hub is connected with the second gear.
Another aspect of the present application is to provide a vehicle including a controller and the hybrid system described above, the controller being electrically connected with an engine, a first motor, a first clutch, a second motor, and a third clutch in the hybrid system.
The hybrid power system that this application embodiment provided is provided with the third clutch between second motor and fender gear train, when only using first motor drive vehicle to travel, can control the separation of third clutch to the power of first fender gear department can not transmit to the second motor and produce and drag the energy consumption, has reduced driving cost.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed to be used in the description of the embodiments are briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present application, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without creative efforts.
FIG. 1 is a schematic structural diagram of a first hybrid power system provided by an embodiment of the present application;
FIG. 2 is a schematic structural diagram of a second hybrid power system provided by an embodiment of the application;
FIG. 3 is a schematic power transmission diagram of an electric-only mode provided by an embodiment of the present application;
FIG. 4 is a schematic power transmission diagram of a series hybrid drive mode provided by an embodiment of the present application;
FIG. 5 is a schematic power transmission diagram illustrating a first parallel hybrid drive mode according to an embodiment of the present disclosure;
FIG. 6 is a schematic power transmission diagram illustrating a second parallel hybrid propulsion mode according to an embodiment of the present disclosure;
FIG. 7 is a schematic power transmission diagram of a first direct drive mode of the engine provided by the embodiment of the application;
FIG. 8 is a schematic power transmission diagram of a second direct drive mode of the engine provided by the embodiment of the application;
FIG. 9 is a schematic power transmission diagram of an energy recovery mode provided by an embodiment of the application.
Reference numerals:
1. an engine; 2. a first motor; 3. a first clutch; 301. a first outer hub; 302. a first inner hub; 303. a third outer hub; 304. a third inner hub; 4. a first gear; 401. a first drive gear; 402. a first driven gear; 403. a second driving gear; 404. a second driven gear; 5. a second stop gear; 501. a third driving gear; 502. a third driven gear; 6. a second clutch; 601. a second outer hub; 602. a second inner hub; 603. a fourth inner hub; 7. a second motor; 8. a third clutch; 9. a power take-off assembly; 901. a first output gear; 902. a second output gear; 10. a fourth clutch; 11. a first intermediate shaft; 12. a first gear; 13. a power supply component; 14. a drive shaft; 15. a wheel; 16. a second intermediate shaft.
Detailed Description
In order to make the technical solutions and advantages of the present application clearer, the following will describe the embodiments of the present application in further detail with reference to the accompanying drawings.
The fuel engine automobile generally used at present can not completely burn fuel, so the exhausted tail gas can pollute the atmosphere. With the increasing demand for environment improvement, new energy automobiles are rapidly developed. However, the pure electric new energy automobile is affected by factors such as inconvenient charging and short endurance mileage, and the actual experience brought to the user is not good, and meanwhile, the pure electric new energy automobile is a hybrid electric automobile in the field of new energy automobiles, and is gradually favored by the market with excellent energy conservation and emission reduction and excellent user experience.
It should be noted that, the hybrid vehicle mentioned in the embodiments of the present application refers to a gasoline-electric hybrid vehicle, that is, a conventional internal combustion engine (a diesel engine or a gasoline engine) and an electric motor are used as power sources, and some engines are modified to use other alternative fuels, such as compressed natural gas, propane and ethanol fuel.
Compared with a hybrid power system driven by a single motor, the dual-motor hybrid power system can effectively improve the performance and the cruising ability of the automobile. At present, a double-motor hybrid power system on the market is developed on the basis of a traditional automatic gearbox, and two motors are directly integrated at the front end and/or the rear end of the traditional automatic gearbox to form the hybrid power system.
However, when the vehicle is driven by using only one motor, the gear and the like in the automatic transmission usually cause another motor connected to the gear to idle while transmitting power, thereby generating dragging energy consumption and increasing driving cost.
Therefore, the embodiment of the application provides a dual-motor hybrid power system, so that the generation of dragging energy consumption is avoided, and the driving cost is reduced. As shown in fig. 1, the hybrid system provided by the embodiment of the present application includes: the engine 1, the first motor 2, the first clutch 3, the first gear 4, the second gear 5, the second clutch 6, the second motor 7, the third clutch 8 and the power output assembly 9, wherein the transmission ratio of the first gear 4 and the second gear 5 is different.
Referring to fig. 1, in the hybrid system, an engine 1 is connected with a first electric machine 2; the first motor 2 is connected with the power output assembly 9 through the first clutch 3 and the first gear 4; the first motor 2 is connected with the power output assembly 9 through a second clutch 6 and a second gear 5; the second electric machine 7 is connected to a first end of a third clutch 8, and a second end of the third clutch 8 is connected to the first gear 4.
The first clutch and the second clutch are friction clutches generally, and compared with a gear type clutch, a jaw type clutch and the like which are only suitable for clutches combined under the working condition of low rotating speed, the friction clutches can be suitable for combination and separation under the working condition of low rotating speed and can also be suitable for combination and separation under the working condition of medium and high rotating speed, and the application range is wide. Through the sliding grinding gear shifting of the first clutch and the second clutch, the smoothness of the vehicle can be effectively improved.
In the embodiment of the present application, the hybrid system further includes a power supply assembly 13, and the first electric machine 2 and the second electric machine 7 can exchange energy with the power supply assembly 13. When the first motor 2 and/or the second motor 7 are operated, the power supply assembly 13 can provide energy for the first motor 2 and/or the second motor 7; the power supply assembly 13 may receive and store energy converted by the first electric machine 2 and/or the second electric machine 7 when the first electric machine 2 and/or the second electric machine 7 is in the generating mode.
The motor is in a state of converting electric energy into mechanical energy, the motor is in a state of not converting electric energy into mechanical energy and not converting mechanical energy into electric energy, and the motor is in a power generation mode, namely the motor is in a state of converting mechanical energy into electric energy. The first motor 2 and the second motor 7 can rotate forwards or reversely, when the first motor rotates forwards, the vehicle moves forwards, and when the second motor rotates reversely, the reverse function of the vehicle is started.
In the embodiment of the present application, as shown in fig. 1, the power module 13 may include a battery pack BP (battery pack), a first Motor Control Unit MCU1(Motor Control Unit), a second Motor Control Unit MCU2, a first Inverter INV1(Inverter), and a second Inverter INV2, where the battery pack BP is connected to the first Inverter INV1 and the second Inverter INV2, the first Motor Control Unit MCU1 and the first Motor are both electrically connected to the first Inverter INV1, and the second Motor Control Unit MCU2 and the second Motor are both electrically connected to the second Inverter INV 2.
In some embodiments of the present application, the power supply module 13 may include a battery Management system BMS (battery Management system), where the battery Management system BMS includes the battery pack BP and is capable of monitoring the usage status of the battery pack BP at any time, and alleviating inconsistency of the battery pack BP by necessary measures to provide guarantee for the usage safety of the battery pack BP.
The power output assembly 9 provided by the embodiment of the application is used for transmitting the power output by each power source to the wheel 15 so as to drive the wheel 15 to rotate. As shown in fig. 1, the power output assembly 9 includes a first output gear 901 and a second output gear 902, wherein the first output gear 901 is used for receiving power output by each power source, and the second output gear 902 is meshed with the first output gear 901. The second output gear 902 may be fixed to a drive shaft 14, and both ends of the drive shaft 14 are connected to two wheels 15, respectively. In some embodiments, the second output gear 902 may be a differential that may cause the two wheels 15 to rotate at different rotational speeds.
It should be noted that, in the embodiment of the present application, the engine and the first electric machine are arranged on the same axis (for example, the axis of the output shaft of the first electric machine), and the second electric machine is arranged on another axis parallel to the axis, so that the space occupied by the hybrid system in the axial direction is reduced, and the structure is more compact.
Accordingly, embodiments of the present application provide a hybrid power system that can combine fuel (e.g., gasoline, diesel, etc.) and electrical energy, where the system has three power sources: the engine 1, the first motor 2, the second motor 7 and the two gears can correspond to at least one gear, can be switched according to working condition requirements, can also realize a flexible combination mode, and reduces the requirements on each power source, so that the cost of the whole system is reduced, and the system has good dynamic performance and lower energy consumption. And a third clutch 8 is arranged between the second motor 7 and the gear set, and when the vehicle is driven to run only by using the first motor 2, the third clutch 8 can be controlled to be separated, so that the power of the first gear 4 is not transmitted to the second motor 7 to generate dragging energy consumption, the energy consumption is further reduced, and the driving cost is reduced.
In some embodiments of the present application, the third clutch 8 may be a bidirectional clutch and configured to be in a normally engaged state or a normally disengaged state. The state of the third clutch 8 can be controlled by the controller. When the third clutch 8 is engaged, power can be transmitted from the second electric machine 7 to the first gear 4, and can also be transmitted from the first gear 4 to the second electric machine 7; when the third clutch 8 is disengaged, the transmission of power is cut off.
Also, when the third clutch 8 is a bidirectional clutch, an energy recovery mode of the vehicle (which will be described in detail later) can be performed by the second electric machine 7, and the first electric machine 2 and the engine 1 can be coaxially connected.
In other embodiments of the present application, the third clutch 8 may be a one-way clutch. The system also comprises a fourth clutch 10, wherein one end of the fourth clutch 10 is connected with the engine 1, and the other end is connected with the first motor 2. The state of the fourth clutch 10 may be controlled by a controller.
When the third clutch 8 is a one-way clutch, power can be transmitted only from the second electric machine 7 to the first gear wheel 4, and cannot be transmitted from the first gear wheel 4 to the second electric machine 7. The second electric machine 7 is thus no longer available for recovering energy, and the energy recovery mode of the vehicle needs to be performed by the first electric machine 2. In order to avoid causing reverse rotation of the engine 1, it is necessary to decouple the engine 1 and the first electric machine 2, i.e. to provide a fourth clutch 10 between the engine 1 and the first electric machine 2, and to control the fourth clutch 10 to disengage when the vehicle recovers energy by means of the first electric machine 2.
For the hybrid power system that this application embodiment provided, can be according to the space arrangement demand on automobile body length direction and the width direction, adjust the position of arranging of second clutch 6 to satisfy whole car overall arrangement design demand better.
As shown in fig. 1, the first clutch 3 and the second clutch 6 may be two independent clutches. Under the condition that the rest arrangement space in the width direction of the vehicle body is small and the arrangement space in the length direction of the vehicle body is sufficient, the first motor 2, the first clutch 3, the first gear 4 and the power output assembly 9 can be connected in sequence; the first motor 2, the second gear 5, the second clutch 6 and the power output assembly 9 are connected in sequence.
With continued reference to fig. 1, the first clutch 3 may include a first outer hub 301 and a first inner hub 302, the first outer hub 301 and the first inner hub 302 being controllably engaged and disengaged, the first outer hub 301 being fixedly connected to the output shaft of the first electric machine 2, the first inner hub 302 being connected to the first gear wheel 4. The second clutch 6 may include a second outer hub 601 and a second inner hub 602, the second outer hub 601 and the second inner hub 602 being controllably coupled and decoupled, the second outer hub 601 being connected with the second gear 5, and the second inner hub 602 being connected with the power take-off assembly 9. The first gear 4 may include a first driving gear 401 and a first driven gear 402 engaged with each other, wherein the first driving gear 401 is connected to the first inner hub 302, and the first driven gear 402 is connected to the power output assembly 9. The hybrid power system adopting the structural design occupies a large space in the length direction of the vehicle body and occupies a small space in the width direction of the vehicle body.
In some embodiments of the present application, as shown in fig. 1, the hybrid system further includes a first intermediate shaft 11; the first driven gear 402 in the first gear 4, the second inner hub 602 and the power output assembly 9 are all fixedly connected with the first intermediate shaft 11; the second end of the third clutch 8 is connected to the first intermediate shaft 11.
The second end of the third clutch 8 and the first intermediate shaft 11 may be directly connected or indirectly connected. Wherein when the second end of the third clutch 8 is indirectly connected to the first intermediate shaft 11, the system may further comprise a first gear 12, the first gear 12 is connected to the second end of the third clutch 8, and the first gear 12 is meshed with the first driven gear 402 in the first gear 4.
In addition, the combination and the separation of the clutch are mainly realized through a piston, an oil pressure cavity, a piston return structure and the like in the clutch, and when the clutch needs to be combined, the piston is pushed to generate displacement; when the clutch needs to be disengaged, the piston returns to the original position. When the clutch rotates, the engine oil in the oil pressure cavity can extrude the piston under the action of centrifugal force to enable the piston to displace, so that the clutch is easily separated incompletely, the clutch is enabled to be in pause and frustration in the driving process, and the driving experience of a user is reduced.
In the related art, it is common to provide a balance oil chamber on an outer hub of the clutch, and when the clutch rotates, oil in the balance oil chamber also presses a piston by centrifugal force. Because the extrusion direction of the engine oil in the balance oil cavity to the piston is opposite to the extrusion direction of the engine oil in the oil pressure cavity to the piston, the piston does not displace, and the clutch can be completely separated.
However, in the embodiment of the present application, as shown in fig. 1, since the second electric machine 7 is connected to the first inner hub 302 through the first driven gear 402 and connected to the second inner hub 602 through the first intermediate shaft 11, when the engine 1 and the first electric machine 2 are not in operation, the second electric machine 7 drives the first inner hub 302 and the second inner hub 602 to operate, and displacement of the piston is not caused, and a balance oil chamber is not required to be designed, thereby simplifying the structure of the clutch.
As shown in fig. 2, the first clutch 3 and the second clutch 6 are two clutches in a dual clutch assembly. Under the conditions that the rest arrangement space in the width direction of the vehicle body is large and the arrangement space in the length direction of the vehicle body is insufficient, the first motor 2, the first clutch 3, the first gear 4 and the power output assembly 9 can be connected in sequence; the first motor 2, the second clutch 6, the second gear 5 and the power output assembly 9 are connected in sequence.
With continued reference to fig. 2, the dual clutch assembly includes a third outer hub 303, a third inner hub 304, and a fourth inner hub 603, the third inner hub 304 and the fourth inner hub 603 each being controllably engageable with and disengageable from the third outer hub 303, wherein the third inner hub 304 is an inner hub of the first clutch 3 and the fourth inner hub 603 is an inner hub of the second clutch 6. The third outer hub 303 is fixedly connected to an output shaft of the first motor 2, the third inner hub 304 is connected to the first gear 4, and the fourth inner hub 603 is connected to the second gear 5.
For example, the first gear 4 may include a second driving gear 403 and a second driven gear 404 engaged with each other, the second driving gear 403 is connected with the first inner hub 302, and the second driven gear 404 is connected with the power output assembly 9; the second gear 5 may include a third driving gear 501 and a third driven gear 502 engaged with each other, the third driving gear 501 is connected to the fourth inner hub 603, and the third driven gear 502 is connected to the power output assembly 9. The hybrid power system adopting the structural design occupies a large space in the length direction of the vehicle body and occupies a small space in the width direction of the vehicle body.
In some embodiments of the present application, as shown in FIG. 2, the hybrid powertrain further includes a second countershaft; the second driven gear 404, the third driven gear 502 and the power output assembly 9 are all fixedly connected with the second intermediate shaft 11; a second end of the third clutch 8 is connected to the second intermediate shaft. The second end of the third clutch 8 and the second intermediate shaft may be directly connected or indirectly connected.
Similarly, as shown in fig. 2, since the second electric machine 7 is connected to the third inner hub 304 through the second driven gear 404 and connected to the fourth inner hub 603 through the second intermediate shaft and the second gear 5, when the engine 1 and the first electric machine 2 are not in operation, the second electric machine 7 drives the third inner hub 304 and the fourth inner hub 603 to operate, and displacement of pistons in the first clutch 3 and the second clutch 6 is not caused, and a balance oil chamber is not required to be designed, thereby simplifying the structure of the clutches.
To sum up, the hybrid power system that this application embodiment provided has:
first, simple structure is compact, disposes three power supply and two fender position, can switch different fender position according to the operating mode demand, reduces the moment of torsion requirement to each power supply, makes each power supply work in the high-efficient area more simultaneously.
And secondly, the gear is shifted through the first clutch and the second clutch in the gear shifting process, so that the smoothness of the whole vehicle is greatly improved, and the requirement on comfort is met.
Thirdly, when the engine and/or the first motor work, the dragging energy consumption of the second motor can be reduced by controlling the third clutch to be separated.
Fourthly, when the engine and the first motor do not work, the second motor drives the inner hubs of the first clutch and the second clutch to operate, so that balancing oil cavities do not need to be designed for the two clutches, and the structure of the clutches is simplified.
The embodiment of the application also provides a hybrid vehicle, which comprises a controller and the hybrid power system, wherein the controller is electrically connected with the engine 1, the first motor 2, the first clutch 3, the second clutch 6, the second motor 7 and the third clutch 8 in the hybrid power system.
The controller can control the vehicle to switch to the corresponding operation mode according to the current vehicle state, and adjust the states of the engine 1, the first motor 2, the first clutch 3, the second clutch 6, the second motor 7 and the third clutch 8 according to the corresponding operation mode. The current vehicle state at least comprises the current opening degree of an accelerator pedal, the current opening degree of a brake pedal, the current electric quantity of a power battery, the current vehicle speed and the current working condition; the corresponding operation modes can comprise a pure electric mode, a series hybrid drive mode, a parallel hybrid drive mode, a direct drive mode of the engine 1, an energy recovery mode and the like, and each operation mode can be divided into different conditions according to different gears.
Table 1 shows the control contents of the controller for each component in the hybrid system shown in fig. 1 when the vehicle is in each operating mode. On the basis of this, a person skilled in the art can easily deduce the control content of the controller for the hybrid system shown in fig. 2 by referring to table 1 to show the control content of 1 for the hybrid system shown in fig. 1, so as to make the vehicle in any one of the above-mentioned operating modes.
TABLE 1 control content of controller in each operation mode
The operating conditions for some of the operating modes shown in table 1, and the power transmission paths of the hybrid vehicle in that operating mode, are described in detail below with reference to fig. 3-9.
(1) Electric only mode
When the hybrid power system provided by the embodiment of the application is in the pure electric mode, the first motor 2 or the second motor 7 can be independently used as a power source, and the operation mode is generally suitable for the condition that the vehicle is in a low-speed crawling or cruising state, for example, under the urban working condition, the power consumption in the processes of congestion and parking waiting can be reduced, and the electric power is further saved. When a user needs to enable the vehicle to be in a low-speed state but needs a larger torque temporarily for overtaking, a double-power source can be adopted, namely, the first motor 2 and the second motor 7 are controlled to work, so that the vehicle can obtain a larger torque in a short time, and the power response is good.
For example, when the second motor 7 is the sole power source, the controller may be configured to: the second motor 7 is controlled to work, the engine 1 and the first motor 2 are controlled not to work, the first clutch 3 and the second clutch 6 are controlled to be separated, if the third clutch 8 is in a normally combined state, control is not needed, and if the third clutch is in a normally separated state, combination is controlled.
As shown in fig. 3, the power transmission path for the second motor 7 to drive the vehicle alone is: the direct current released from the battery pack BP is converted into three-phase alternating current after passing through the second inverter INV2, and is used for driving the output shaft of the second motor 7 to rotate, and the power output by the second motor 7 is transmitted to the first gear 12 through the third clutch 8, and then is transmitted to the wheels 15 through the first driven gear 402, the first intermediate shaft 11, the first output gear 901, the second output gear 902, and the drive shaft 14 in sequence.
The second motor 7 can rotate forward or backward, when the vehicle moves forward, and when the vehicle rotates backward, the reverse function of the vehicle is started. In implementation, the pure electric mode can be suitable for various working conditions such as acceleration, high-speed cruising, frequent start-stop, six realization modes in total, and various requirements of customers on pursuit of economy, dynamic property, comfort and the like are met.
(2) Tandem hybrid drive mode
When the hybrid power system provided by the embodiment of the application is in a series hybrid driving mode, the engine 1 and the second motor 7 can be used as hybrid power sources, the first motor 2 is used as power generation equipment, and the operation mode is usually suitable for a large-torque working condition, a rapid acceleration working condition and the like, for example, when a vehicle is in a high-speed state and needs a large torque temporarily to overtake, the power advantage of the engine 1 at a high rotating speed can be utilized, and the characteristic of high motor responsiveness can be utilized, so that the vehicle can obtain a large torque in a short time when running at a high speed; of course, this operation mode is also applicable to the situation that the battery pack BP is insufficient in power, and the first motor 2 generates power to supply energy to the second motor 7 to drive the vehicle to run.
In the embodiment of the present application, when controlling the vehicle in the series hybrid driving mode, the controller is configured to:
controlling the engine 1 to work, controlling the first motor 2 to be in a power generation mode, controlling the second motor 7 to work, controlling the first clutch 3 and the second clutch 6 to be separated, and controlling the third clutch 8 to be not required to be controlled if the third clutch is in a normally combined state, and controlling the combination if the third clutch is in a normally separated state.
In operation, as shown in fig. 4, the engine 1 operates in a high efficiency region to drive the first electric machine 2, the first electric machine 2 converts mechanical energy into electric energy, the converted electric energy is used for supplying the second electric machine 7 to drive the vehicle, and the surplus electric energy is stored in the battery pack BP. When the power generation amount of the first electric machine 2 is insufficient, the battery pack BP can also be supplemented, so that the first electric machine 2 and the battery pack BP together meet the power demand of the second electric machine 7. In the mode, the electric energy converted by the first motor 2 and the direct current released by the battery pack BP are converted into three-phase alternating current through the first inverter INV1, and are used for driving the output shaft of the second motor 7 to rotate, the power output by the second motor 7 is transmitted to the first gear 12 through the third clutch 8, and then transmitted to the wheels 15 through the first driven gear 402, the first intermediate shaft 11, the first output gear 901, the second output gear 902 and the driving shaft 14 in sequence, so that the second motor 7 can drive the vehicle to run independently in the pure electric mode.
(3) Parallel hybrid drive mode
When the hybrid power system provided by the embodiment of the application is in a parallel hybrid driving mode, the engine 1, the first motor 2 and the second motor 7 can be used as power sources, namely, the three power sources work together to jointly drive the vehicle to run. The hybrid power system can output larger power in the running mode, and the dynamic property of the whole vehicle is improved.
In an embodiment of the present application, when controlling the vehicle in the parallel hybrid drive mode, the controller is configured to:
the engine 1 is controlled to work, the first motor 2 is controlled to be in a power generation mode, the second motor 7 is controlled to work, at least one of the first clutch 3 and the second clutch 6 is controlled to be combined, the third clutch 8 does not need to be controlled if being in a normally combined state, and the combination is controlled if being in a normally separated state.
For example, referring to the first case shown in fig. 5, in operation, the battery pack BP discharges and converts direct current power into three-phase alternating current power through the first inverter INV1 and the second inverter INV2, respectively, to drive the output shafts of the first motor 2 and the second motor 7 to rotate, and the engine 1 starts to operate. The power output by the generator and the power output by the first motor 2 are converged at the first motor 2 and then transmitted to the first gear 4 through the first clutch 3; the power output by the second motor 7 is transmitted to the first gear 4 after passing through the third clutch 8 and the first gear 12, and is converged with the power output by the generator and the first motor 2, and then is transmitted to the wheels 15 through the first intermediate shaft 11, the first output gear 901, the second output gear 902 and the driving shaft 14, so that the engine 1 and the first motor 2 jointly drive the vehicle to run in the first gear with the second motor 7.
For another example, referring to the second case shown in fig. 6, in an implementation, the battery pack BP discharges and converts the direct current into three-phase alternating current through the first inverter INV1 and the second inverter INV2, respectively, so as to drive the output shafts of the first motor 2 and the second motor 7 to rotate, respectively, and the engine 1 starts to operate. The power output by the generator and the power output by the first motor 2 are converged at the first motor 2, then transmitted to the second gear 5 through the output shaft of the first engine 1, and then transmitted to the intermediate shaft through the second clutch 6; the power output by the second motor 7 passes through the third clutch 8, the first gear 12 and the first driven gear 402 in sequence and is also transmitted to the first intermediate shaft 11, and is converged with the power output by the generator and the first motor 2, and then is transmitted to the wheel 15 through the first output gear 901, the second output gear 902 and the driving shaft 14, so that the engine 1 and the first motor 2 jointly drive the vehicle to run under the second gear by combining with the second motor 7.
(4) Direct drive mode of engine
When the hybrid power system provided by the embodiment of the application is in the direct drive mode of the engine 1, the engine 1 can be used as a single power source to drive the vehicle to run. The running mode can be suitable for the situation that a hybrid power system has high-voltage faults or the electric quantity of a battery is insufficient, and can also be suitable for the high-speed working condition, at the moment, if the motor is used for driving, the possible power consumption is high, and if the engine 1 is used for direct driving, the power consumption can be reduced. .
In the embodiment of the present application, when controlling the vehicle in the engine 1 direct drive mode, the controller is configured to:
the engine 1 is controlled to work, the first motor 2 and the second motor 7 are controlled not to work, at least one of the first clutch 3 and the second clutch 6 is controlled to be combined, the third clutch 8 is controlled to be separated if being in a normally combined state, and the control is not needed if being in a normally separated state.
For example, fig. 7 shows a power transmission route through which the engine 1 drives the vehicle in the first gear state. Referring to fig. 7, in an embodiment, the engine 1 is started, and the output power is transmitted to the wheels 15 through the first electric machine 2, the first clutch 3, the first gear 4, the first intermediate shaft 11, the first output gear 901, the second output gear 902 and the driving shaft 14 in sequence, so as to drive the vehicle to run.
In some embodiments, the engine 1 may further determine whether to start the power generation mode of the first motor 2 according to a user requirement in the direct drive mode, so as to realize charging during driving. As shown in fig. 8, when the power generation mode of the first electric machine 2 is started in the direct drive mode of the engine 1, a part of the mechanical energy output by the engine 1 is divided and provided to the first electric machine 2, and the mechanical energy is converted into electric energy by the first electric machine 2 and stored in the battery pack BP (not shown) for standby; the other part of the mechanical energy is used for driving the vehicle to run, and the power transmission path of the driving process is described in detail above and is not described again here.
(5) Energy recovery mode
When the hybrid power system provided by the embodiment of the application is in the energy recovery mode, the second motor 7 can be used as a power generation device to convert the kinetic energy of the automobile into electric energy to be stored in the battery pack BP for later use. The running mode is generally suitable for the conditions of slipping and braking, and the vehicle can recover part of kinetic energy and convert the kinetic energy into electric energy for storage, so that energy is provided for the running of subsequent vehicles, and the cruising mileage of the vehicle is improved.
In this mode of operation, the controller may be configured to: the second motor 7 is controlled to be in a power generation mode, the engine 1 and the first motor 2 are controlled not to work, the first clutch 3 and the second clutch 6 are controlled to be separated, if the third clutch 8 is in a normally combined state, control is not needed, and if the third clutch is in a normally separated state, combination is controlled.
As shown in fig. 9, when the vehicle is in the coasting and braking condition, the energy recovery mode is activated, the reverse torque output by the wheels 15 sequentially passes through the driving shaft 14, the second output gear 902, the first output gear 901, the first intermediate shaft 11, the first driven gear 402, the first gear 12 and the third clutch 8, and is finally transmitted to the second electric machine 7, and the second electric machine 7 converts the part of the kinetic energy which is braked into electric energy, and stores the electric energy in the battery pack BP for standby.
In the present application, it is to be understood that the terms "first", "second", "third", etc. are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implying any number of technical features indicated.
The above description is only for facilitating the understanding of the technical solutions of the present application by those skilled in the art, and is not intended to limit the present application. Any modification, equivalent replacement, improvement and the like made within the spirit and principle of the present application shall be included in the protection scope of the present application.
Claims (10)
1. A hybrid powertrain system, characterized in that the system comprises: the clutch comprises an engine (1), a first motor (2), a first clutch (3), a first gear (4), a second gear (5), a second clutch (6), a second motor (7), a third clutch (8) and a power output assembly (9), wherein the transmission ratios of the first gear (4) and the second gear (5) are different;
the engine (1) is connected with the first motor (2);
the first motor (2) is connected with the power output assembly (9) through the first clutch (3) and the first gear (4);
the first motor (2) is connected with the power output assembly (9) through the second clutch (6) and the second gear (5);
the second motor (7) is connected with the first end of the third clutch (8), and the second end of the third clutch (8) is connected with the first gear (4).
2. A system according to claim 1, characterised in that the third clutch (8) is a one-way clutch.
3. A system according to claim 2, characterized in that the system further comprises a fourth clutch (10), which fourth clutch (10) is connected to the engine (1) at one end and to the first electric machine (2) at the other end.
4. The system according to claim 1, characterized in that said first electric machine (2), said first clutch (3), said first gear wheel (4) and said power take-off assembly (9) are connected in sequence;
the first motor (2), the second gear (5), the second clutch (6) and the power output assembly (9) are sequentially connected.
5. The system according to claim 4, characterized in that said first clutch (3) comprises a first outer hub (301) and a first inner hub (302), said first outer hub (301) and said first inner hub (302) being controllably coupled and uncoupled, said first outer hub (301) being fixedly connected to an output shaft of said first electric machine (2), said first inner hub (302) being connected to said first gear wheel (4);
the second clutch (6) includes a second outer hub (601) and a second inner hub (602), the second outer hub (601) and the second inner hub (602) being controllably engaged and disengaged, the second outer hub (601) being connected with the second stopper gear (5), the second inner hub (602) being connected with the power take-off assembly (9).
6. System according to claim 5, characterized in that it comprises a first intermediate shaft (11);
the first gear (4), the second inner hub (602) and the power output assembly (9) are fixedly connected with the first intermediate shaft (11);
the second end of the third clutch (8) is connected to the first intermediate shaft (11).
7. System according to claim 6, characterized in that it further comprises a first gear wheel (12), said first gear wheel (12) being connected to a second end of said third clutch (8), said first gear wheel (12) being in mesh with said first gear wheel (4).
8. The system according to claim 1, characterized in that the first clutch (3) and the second clutch (6) are two clutches of a double clutch assembly;
the first motor (2), the first clutch (3), the first gear (4) and the power output assembly (9) are connected in sequence;
the first motor (2), the second clutch (6), the second gear (5) and the power output assembly (9) are sequentially connected.
9. The system of claim 8, wherein the dual clutch assembly includes a third outer hub (303), a third inner hub (304), and a fourth inner hub (603), the third inner hub (304) and the fourth inner hub (603) each being controllably engageable with and disengageable from the third outer hub (303), wherein the third inner hub (304) is an inner hub of the first clutch (3) and the fourth inner hub (603) is an inner hub of the second clutch (6);
the third outer hub (303) is fixedly connected with an output shaft of the first motor (2), the third inner hub (304) is connected with the first gear (4), and the fourth inner hub (603) is connected with the second gear (5).
10. A vehicle characterized by comprising a controller and the hybrid system according to any one of claims 1 to 9, the controller being electrically connected to an engine (1), a first electric machine (2), a first clutch (3), a second clutch (6), a second electric machine (7), and a third clutch (8) in the hybrid system.
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| CN202111538957.8A CN114194020A (en) | 2021-12-15 | 2021-12-15 | Hybrid power system and vehicle |
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| CN202111538957.8A CN114194020A (en) | 2021-12-15 | 2021-12-15 | Hybrid power system and vehicle |
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| WO2023200748A1 (en) * | 2022-04-11 | 2023-10-19 | Twin Disc, Inc. | Hybrid industrial machine powertrain |
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