CN114274760B - Dual-motor hybrid power system, control method and hybrid power automobile - Google Patents

Dual-motor hybrid power system, control method and hybrid power automobile Download PDF

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Publication number
CN114274760B
CN114274760B CN202111662996.9A CN202111662996A CN114274760B CN 114274760 B CN114274760 B CN 114274760B CN 202111662996 A CN202111662996 A CN 202111662996A CN 114274760 B CN114274760 B CN 114274760B
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China
Prior art keywords
gear
generator
driving
engine
connecting piece
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CN202111662996.9A
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Chinese (zh)
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CN114274760A (en
Inventor
赵雪松
刘彦超
赵慧超
付超
白秀超
李玉芳
柯志宏
包轩铭
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FAW Group Corp
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FAW Group Corp
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Priority to CN202111662996.9A priority Critical patent/CN114274760B/en
Publication of CN114274760A publication Critical patent/CN114274760A/en
Priority to PCT/CN2022/136098 priority patent/WO2023124762A1/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
    • B60K6/38—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
    • 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
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • 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 discloses a double-motor hybrid power system, a control method and a hybrid electric vehicle, and belongs to the technical field of hybrid electric vehicles. The double-motor hybrid power system comprises a differential mechanism end, a driving motor, an engine, a generator, a first connecting piece and a second connecting piece; the first connecting piece is in transmission connection with the differential gear, when the first connecting piece is in a first connecting state, the first connecting piece can be selectively connected to the second driving path or the third driving path, and when the first connecting piece is in a first disconnecting state, the first connecting piece is not connected with the second driving path and the third driving path; the second connecting piece is arranged on the fourth driving path, when the second connecting piece is in a second connecting state, the engine is communicated with the generator, and when the second connecting piece is in a second disconnecting state, the engine is disconnected with the generator. The beneficial effects are that: complete decoupling between the generator and the engine can be achieved.

Description

Dual-motor hybrid power system, control method and hybrid power automobile
Technical Field
The invention relates to the technical field of hybrid electric vehicles, in particular to a double-motor hybrid power system, a control method and a hybrid electric vehicle.
Background
With the increasing strictness of the requirements of the energy conservation and emission reduction regulations, the market development of new energy automobiles is increased, in particular to pure electric automobiles and hybrid electric automobiles; however, the pure electric vehicle is difficult to occupy the market of the master pin in a short period of time due to the comprehensive influence of factors such as short battery endurance mileage, long charging time, short battery life and the like; the characteristics of the fuel oil automobile and the pure electric automobile are combined, so that the fuel oil-electric hybrid electric automobile gradually occupies the market of a main pin in the new energy automobile. Among them, the performance of a hybrid electric vehicle is fundamentally dependent on the hybrid system that provides driving force thereto.
The prior hybrid power system comprises a generator, an engine and a driving motor, and a clutch is arranged on an intermediate shaft of the engine for controlling the power on-off between the engine and the driving motor; meanwhile, the engine is directly connected with the generator through the speed-increasing gear pair, so that the function of generating electricity of the engine is realized.
However, because the engine is directly connected with the generator through the speed-increasing gear pair, namely the engine and the generator are always in a connection state, the generator cannot independently output driving force to the wheels of the automobile, and if the generator is required to output driving force to the wheels of the automobile, the engine and the generator are always in a connection state, and the engine is required to rotate together while the generator rotates, so that larger rotation energy loss is caused, and the economical efficiency of the automobile is influenced; in addition, when the engine directly drives the automobile, the generator is in a continuous high-rotation-speed state to generate a larger electromagnetic field, so that the generator is easy to generate a larger counter potential, and the electric control performance of the controller of the automobile is affected.
In view of the foregoing, there is a need to design a dual-motor hybrid system, a control method and a hybrid vehicle to solve the above problems.
Disclosure of Invention
It is an object of the present invention to propose a two-motor hybrid system which enables complete decoupling between the generator and the engine.
To achieve the purpose, the invention adopts the following technical scheme:
a dual motor hybrid system comprising:
the differential mechanism end comprises a differential mechanism gear and a differential mechanism which are in transmission connection, and the differential mechanism is in transmission connection with wheels of an automobile;
a drive motor, the power of which can be transmitted to the differential gear through a first drive path;
an engine, the power of which can be transmitted through a second driving path;
a generator capable of supplying electric power to the driving motor, and transmitting power of the generator through a third driving path, a fourth driving path for power transmission being formed between the generator and the engine;
a first link in geared connection with the differential, the first link having a first connected state and a first disconnected state, the first link being selectively connectable to the second drive path or the third drive path when the first link is in the first connected state, the first link not connecting the second drive path and the third drive path when the first link is in the first disconnected state;
And a second connecting member provided on the fourth driving path, the second connecting member having a second connection state and a second disconnection state, the engine being in communication with the generator when the second connecting member is in the second connection state, and the engine being disconnected from the generator when the second connecting member is in the second disconnection state.
Further, the first connecting piece is a clutch or a synchronizer, and/or the second connecting piece is a clutch or a synchronizer.
Further, the two-motor hybrid system further includes:
the first power transmission assembly is arranged at the output end of the driving motor and is used for transmitting the power of the driving motor to the differential gear along the first driving path.
Further, the first power transmission assembly includes:
the first gear is fixedly sleeved to a first output shaft of the driving motor;
the first transmission shaft is arranged in parallel with the first output shaft, and the second gear is fixedly sleeved to the first transmission shaft;
and the third gear is fixedly sleeved to the first transmission shaft and is arranged at intervals with the second gear, and the third gear is meshed with the differential gear.
Further, the two-motor hybrid system further includes:
one end of the third connecting piece is fixedly connected with the differential gear, the other end of the third connecting piece is fixedly connected to the third gear, and the third connecting piece is used for controlling the power on-off between the driving motor and the differential gear; the third connecting piece is provided with a third connecting state and a third disconnecting state, when the third connecting piece is in the third disconnecting state, the third gear is not connected with the differential gear, and when the third connecting piece is in the third connecting state, the third gear is in transmission connection with the differential gear.
Further, the third connecting piece is a clutch or a synchronizer.
Further, the two-motor hybrid system further includes:
and the second power transmission assembly is arranged at the output end of the engine and is used for transmitting the power of the engine along the second driving path.
Further, the second power transmission assembly includes:
a fourth gear and a fifth gear which are connected with each other in a meshed manner, wherein the fourth gear is fixedly sleeved to a second output shaft of the engine;
The second transmission shaft is respectively arranged in parallel with the second output shaft and the first transmission shaft, the fifth gear clearance is sleeved to the second transmission shaft, the first connecting piece is fixedly connected to the second transmission shaft, the first connecting piece can be selectively connected with the fifth gear transmission, a sixth gear is fixedly sleeved on the second transmission shaft, and the sixth gear is meshed and connected with the differential gear.
Further, the two-motor hybrid system further includes:
and the third power transmission assembly is arranged at the output end of the generator and is used for transmitting the power of the generator along the third driving path.
Further, the third power transmission assembly includes:
the seventh gear, the eighth gear and the ninth gear are sequentially meshed and connected, the seventh gear is fixedly sleeved on a third output shaft of the generator, the eighth gear is sleeved on a second output shaft in a clearance fit mode, the ninth gear is sleeved on a second transmission shaft in a clearance fit mode, the first connecting piece can be selectively connected with the ninth gear in a transmission mode, and the third output shaft is parallel to the second output shaft.
Further, the two-motor hybrid system further includes:
a fourth power transmission assembly provided in the fourth driving path for transmitting power of the engine to the generator or transmitting power of the generator to the engine.
Further, the fourth power transmission assembly includes:
a tenth gear, the tenth gear is sleeved on the third output shaft in a clearance manner, the tenth gear is meshed with the fourth gear, the second connecting piece is arranged on the third output shaft, one end of the second connecting piece is fixedly connected with the seventh gear, and the other end of the second connecting piece is fixedly connected to the tenth gear; when the second connecting piece is in the second disconnection state, the seventh gear is not connected with the tenth gear, and when the second connecting piece is in the second connection state, the seventh gear is in transmission connection with the tenth gear.
Another object of the present invention is to propose a control method of a two-motor hybrid system, which is simple and convenient to control and which enables complete decoupling between the generator and the engine.
To achieve the purpose, the invention adopts the following technical scheme:
a control method based on the double-motor hybrid power system, comprising the following steps:
parking starter operation mode: the first connecting piece is in the first disconnection state, the second connecting piece is in the second connection state, the driving motor does not work, and the generator and the engine work; the driving force of the generator is transmitted to the engine via the fourth driving path to start the engine;
idle power generation operation mode: the first connecting piece is in the first disconnection state, the second connecting piece is in the second connection state, the driving motor does not work, and the generator and the engine work; the driving force output by the engine is transmitted to the generator via the fourth driving path to cause the generator to generate electricity;
pure electric drive operation mode: the engine and the generator do not work, the first connecting piece is in the first disconnection state, and the driving motor works; the driving force output by the driving motor is transmitted to the differential gear through the first driving path so as to drive the wheels;
Series drive mode of operation: the second connecting piece is in the second connecting state, the first connecting piece is in the first disconnecting state, and the engine, the generator and the driving motor all work; the driving force output by the engine is transmitted to the generator through the fourth driving path to enable the generator to generate electricity; the electric power of the generator is provided to the driving motor so that the driving motor generates driving force, and the driving force generated by the driving motor is transmitted to the differential gear through the first driving path to drive the wheels;
engine direct drive mode: the first connecting piece is in the first connecting state, the first connecting piece is connected to the second driving path, the second connecting piece is in the second disconnecting state, the generator is not operated, and the engine is operated; the driving force output by the engine is transmitted to the differential gear through the second driving path and the first connecting piece, and the driving motor rotates along with the differential gear;
the engine and the driving motor are in parallel driving working mode: the first connecting piece is in the first connecting state and is connected to the second driving path, the second connecting piece is in the second disconnecting state, the generator is not operated, and the driving motor and the engine are operated; the driving force output by the engine is transmitted to the differential gear through the second driving path and the first connecting piece, and the driving force output by the driving motor is transmitted to the differential gear through the first driving path so as to drive the wheels together with the power transmitted by the engine;
Drive motor and generator parallel drive mode: the first connecting piece is in the first connecting state and is connected to the third driving path, the second connecting piece is in the second disconnecting state, the engine is not operated, and the driving motor and the generator are operated; the driving force output by the driving motor is transmitted to the differential gear through the first driving path; the driving force of the generator is transmitted to the differential gear through the third driving path and the first connecting piece so as to drive the wheels together with the power transmitted by the driving motor;
braking energy recovery mode of operation: the first connecting piece is in the first disconnection state, the engine and the generator do not work, and the driving motor works; the driving force of the wheel acts on the driving motor via the first driving path to cause the driving motor to generate electricity.
A further object of the present invention is to propose a hybrid vehicle which is capable of guaranteeing both the dynamic performance and the overall economy of the vehicle.
To achieve the purpose, the invention adopts the following technical scheme:
A hybrid vehicle includes a controller configured to select an operating mode of the hybrid vehicle according to an operating parameter of the hybrid vehicle and based on a control method of a two-motor hybrid system as described above.
Further, the hybrid electric vehicle further comprises an electric energy storage device, the electric energy storage device is used for providing electric energy for the driving motor and the generator, the electric energy generated by the driving motor and the generator can be stored in the electric energy storage device, the working parameters of the hybrid electric vehicle at least comprise the speed and the acceleration requirement of the hybrid electric vehicle, the electric quantity of the electric energy storage device, the driving mileage of the hybrid electric vehicle, the braking state of the hybrid electric vehicle and the stepping force of the pedal of the hybrid electric vehicle.
The beneficial effects of the invention are as follows:
the invention provides a double-motor hybrid power system, wherein a first connecting piece is in a first connecting state, the first connecting piece is connected to a third driving path, a second connecting piece is in a second disconnecting state, so that the driving force of a generator is transmitted to a differential gear through the third driving path and the first connecting piece to drive wheels, at the moment, the second connecting piece is in the second disconnecting state, an engine is disconnected from the generator, the complete decoupling of the driving of the generator and the engine is realized, the driving force of the generator is independently output to the wheels of an automobile, and the engine does not rotate together while the generator rotates, so that the loss of rotation energy caused by the rotation of the engine is avoided, and the whole automobile economy is improved; the state of the first connecting piece is controlled to realize complete decoupling of the driving of the generator and the engine, so that the generator is not in a continuously high-rotating-speed state when the engine is driven, an electromagnetic field is not generated, and the problem that the electric control performance of a controller of an automobile is influenced due to the fact that the generator generates larger counter potential is avoided; meanwhile, the first connecting piece is in a first connecting state and is connected to the third driving path, the second connecting piece is in a second disconnecting state, and driving force output by the driving motor is transmitted to the differential gear through the first driving path; the driving force of the generator is transmitted to the differential gear through the third driving path and the first connecting piece so as to drive the wheels together with the power transmitted by the driving motor, so that the driving effect of the driving motor and the generator on the wheels can be realized, and the dynamic property of the automobile is greatly improved.
The invention also provides a control method of the double-motor hybrid power system, and the control mode is simple and convenient and the driving between the engine and the generator can be decoupled because the control of the working mode is performed based on the double-motor hybrid power system.
The invention further provides a hybrid electric vehicle, and the control method based on the double-motor hybrid power system selects the working mode of the vehicle, so that the dynamic property of the vehicle and the economy of the whole vehicle are ensured.
Drawings
FIG. 1 is a schematic diagram of a dual motor hybrid system according to the present invention;
FIG. 2 is a schematic diagram of a control relationship of a control method of a dual-motor hybrid system provided by the present invention;
FIG. 3 is a flow chart of a park initiator operating mode provided by the present invention;
FIG. 4 is a flow chart of an idle power generation mode of operation provided by the present invention;
FIG. 5 is a flow chart of a pure electric mode of operation provided by the present invention;
FIG. 6 is a flow chart of a series drive mode of operation provided by the present invention;
FIG. 7 is a flow chart of the engine direct drive mode of operation provided by the present invention;
FIG. 8 is a flow chart of the parallel driving mode of operation of the engine and the driving motor provided by the invention;
FIG. 9 is a flow chart of a parallel drive mode of operation of the generator and drive motor provided by the present invention;
fig. 10 is a flow chart of a braking energy recovery mode of operation provided by the present invention.
Reference numerals:
1-a drive motor; 11-a first output shaft;
2-an engine; 21-a second output shaft;
a 3-generator; 31-a third output shaft;
4-a third power transmission assembly; 41-seventh gear; 42-eighth gear; 43-ninth gear;
51-tenth gear;
6-a first power transmission assembly; 61-a first gear; 62-a second gear; 63-a first drive shaft; 64-a third gear;
7-a differential end; 71-differential gear; 72-differential;
8-a second power transmission assembly; 81-fourth gear; 82-a fifth gear; 83-a second drive shaft;
9-a first connector; 10-sixth gear; 12-a torsion limiting shock absorber; 13-a second connector.
Detailed Description
All of the features disclosed in this specification, or all of the steps in a method or process disclosed, may be combined in any combination, except for mutually exclusive features and/or steps.
Any feature disclosed in this specification may be replaced by alternative features serving the same or equivalent purpose, unless expressly stated otherwise. That is, each feature is one example only of a generic series of equivalent or similar features, unless expressly stated otherwise. Like reference numerals refer to like elements throughout the specification.
In order to make the technical problems solved, the technical scheme adopted and the technical effects achieved by the invention more clear, the technical scheme of the invention is further described below by a specific embodiment in combination with the attached drawings.
At present, an engine is directly connected with a generator through a speed-increasing gear pair, namely the engine and the generator are always in a connection state, so that the generator cannot independently output driving force to wheels of an automobile, and if the generator is required to output driving force to the wheels of the automobile, the engine and the generator are always in the connection state, and the engine is required to rotate together when the generator rotates, so that larger rotation energy loss is caused, and the economical efficiency of the automobile is influenced; in addition, when the engine directly drives the automobile, the generator is in a continuous high-rotation-speed state to generate a larger electromagnetic field, so that the generator is easy to generate a larger counter potential, and the electric control performance of the controller of the automobile is affected.
Example 1
In this regard, in the present embodiment, a dual-motor hybrid system is proposed, which includes, as shown in fig. 1, a differential end 7, a driving motor 1, an engine 2, a generator 3, a first connecting member 9, and a second connecting member 13. The differential mechanism end 7 specifically comprises a differential mechanism gear 71 and a differential mechanism 72 which are in transmission connection, and the differential mechanism 72 is in transmission connection with wheels of an automobile so as to drive the wheels to rotate through the differential mechanism 72; the power of the drive motor 1 can be transmitted to the differential gear 71 through the first drive path, thereby driving the wheels to rotate by the drive motor 1; the power of the engine 2 can be transmitted through the second drive path; the generator 3 can supply electric energy to the driving motor 1 on one hand, and the power of the generator 3 can be transmitted through the third driving path, and a fourth driving path for power transmission is formed between the generator 3 and the engine 2; the first connecting piece 9 is in transmission connection with the differential gear 71, and the first connecting piece 9 is used for controlling the power on-off between the generator 3 and the differential gear 71 and between the engine 2 and the differential gear 71; the first connection member 9 has a first connection state and a first disconnection state, the first connection member 9 being selectively connectable to the second drive path or the third drive path when the first connection member 9 is in the first connection state, and neither the second drive path nor the third drive path being connected by the first connection member 9 when the first connection member 9 is in the first disconnection state; the second connecting piece 13 is arranged on the fourth driving path, and the second connecting piece 13 is used for controlling the power on-off between the engine 2 and the generator 3; the second connecting member 13 has a second connected state and a second disconnected state, and when the second connecting member 13 is in the second connected state, the engine 2 is in communication with the generator 3, and when the second connecting member 13 is in the second disconnected state, the engine 2 is disconnected from the generator 3.
The dual-motor hybrid power system in the embodiment is provided with a second connecting piece 13 between the generator 3 and the engine 2 and a first connecting piece 9 for controlling the on-off of the power of the engine 2 and the on-off of the power of the generator 3, compared with the prior art; the first connecting piece 9 is in a first connecting state, the first connecting piece 9 is connected to a third driving path, the second connecting piece 13 is in a second disconnecting state, so that the driving force of the generator 3 is transmitted to the differential gear 71 through the third driving path and the first connecting piece 9 to drive wheels, at the moment, the second connecting piece 13 is in the second disconnecting state, the engine 2 and the generator 3 are disconnected, and the driving of the generator 3 and the engine 2 are completely decoupled, so that the generator 3 independently outputs the driving force to the wheels of an automobile, and the engine 2 does not rotate together while the generator 3 rotates, so that the loss of rotational energy caused by the rotation of the engine 2 is avoided, and the overall economy is improved; and the state of the first connecting piece 9 is controlled to realize complete decoupling of the driving of the generator 3 and the engine 2, so that the generator 3 is not in a continuously high-rotating-speed state when the engine 2 is driven, and therefore, an electromagnetic field is not generated, and the problem that the electric control performance of a controller of an automobile is influenced due to the fact that the generator 3 generates larger counter potential is avoided.
Meanwhile, the first connecting member 9 can also be brought into the first connecting state and connected to the third driving path, the second connecting member 13 is brought into the second disconnected state, and the driving force output from the driving motor 1 is transmitted to the differential gear 71 via the first driving path; the driving force of the generator 3 is transmitted to the differential gear 71 through the third driving path and the first connecting piece 9 so as to drive the wheels together with the power transmitted by the driving motor 1, so that the driving effect of the driving motor 1 and the generator 3 on the wheels can be realized, and the dynamic property of the automobile is greatly improved.
Since the power between the engine 2 and the generator 3 can be completely decoupled, the power requirements of the automobile and the economical requirements of the whole automobile can be realized by controlling the states of the engine 2, the generator 3, the driving motor 1, the first connecting piece 9 and the second connecting piece 13.
Specifically, the first connection 9 is a clutch or synchronizer and/or the second connection 13 is a clutch or synchronizer. As shown in fig. 1, in this embodiment, the first connecting member 9 is a synchronizer, and the second connecting member 13 is a clutch. In other embodiments, the first connecting member 9 may be a clutch, and the second connecting member 13 may be a synchronizer. The clutch may specifically be a wet clutch or an electromagnetic clutch.
Further, as shown in fig. 1, the dual-motor hybrid system further includes a first power transmission assembly 6, where the first power transmission assembly 6 is disposed at an output end of the driving motor 1, and the first power transmission assembly 6 is configured to transmit power of the driving motor 1 to the differential gear 71 along a first driving path to drive wheels to rotate.
Specifically, as shown in fig. 1, the first power transmission assembly 6 includes a first gear 61 and a second gear 62, a first transmission shaft 63, and a third gear 64, which are engaged with each other; wherein the first gear 61 is fixedly sleeved on the first output shaft 11 of the driving motor 1; the first transmission shaft 63 is arranged in parallel with the first output shaft 11, and the second gear 62 is fixedly sleeved on the first transmission shaft 63; the third gear 64 is fixedly sleeved on the first transmission shaft 63 and is arranged at intervals with the second gear 62, and the third gear 64 is meshed with the differential gear 71 so as to drive the differential gear 71 and the differential 72 to rotate through the rotation of the third gear 64, so that the driving force of the driving motor 1 is transmitted to wheels.
It is noted that during the process of driving the wheels of the engine 2 to rotate, the differential gear 71 is in meshed connection with the third gear 64, so that the driving motor 1 rotates along with the rotation. Rotational energy is also lost during the rotation of the drive motor 1.
To this end, in other embodiments, the two-motor hybrid system further includes a third connecting member, one end of which is fixedly connected to the differential gear 71, and the other end of which is fixedly connected to the third gear 64, the third connecting member being for controlling the power on-off between the driving motor 1 and the differential gear 71; the third connecting member has a third connected state and a third disconnected state, the third gear 64 is disconnected from the differential gear 71 when the third connecting member is in the third disconnected state, and the third gear 64 is drivingly connected to the differential gear 71 when the third connecting member is in the third connected state.
By providing the third connecting piece, it is possible to realize that the driving motor 1 does not need to follow rotation while the engine 2 drives the wheels to rotate, so as to avoid the loss of rotation energy caused by the follow rotation of the driving motor 1. The third connection may in particular be a clutch or a synchronizer.
Further, as shown in fig. 1, the dual-motor hybrid system further includes a second power transmission assembly 8, the second power transmission assembly 8 being disposed at an output end of the engine 2, the second power transmission assembly 8 being configured to transmit power of the engine 2 along a second driving path.
Specifically, as shown in fig. 1, the second power transmission assembly 8 includes a fourth gear 81 and a fifth gear 82 which are engaged with each other, and a second transmission shaft 83; wherein the fourth gear 81 is fixedly sleeved on the second output shaft 21 of the engine 2; the second transmission shaft 83 is respectively arranged in parallel with the second output shaft 21 and the first transmission shaft 63, the fifth gear 82 is sleeved on the second transmission shaft 83 in a clearance mode, the first connecting piece 9 is fixedly connected to the second transmission shaft 83, and the first connecting piece 9 can be selectively connected with the fifth gear 82 in a transmission mode so as to realize selective connection of the first connecting piece 9 to a second driving path; and a sixth gear 10 is fixedly sleeved on the second transmission shaft 83, and the sixth gear 10 is in meshed connection with the differential gear 71 so as to realize transmission connection between the first connecting piece 9 and the differential gear 71.
Further, as shown in fig. 1, the dual-motor hybrid system further includes a third power transmission assembly 4, where the third power transmission assembly 4 is disposed at an output end of the generator 3, and the third power transmission assembly 4 is configured to transmit power of the generator 3 along a third driving path.
Specifically, as shown in fig. 1, the third power transmission assembly 4 includes a seventh gear 41, an eighth gear 42 and a ninth gear 43 that are sequentially engaged and connected, the seventh gear 41 is fixedly sleeved on the third output shaft 31 of the generator 3, the eighth gear 42 is sleeved on the second output shaft 21 in a gap, the ninth gear 43 is sleeved on the second transmission shaft 83 in a gap, and the first connecting member 9 is selectively connected with the ninth gear 43 in a transmission manner so as to realize that the first connecting member 9 is selectively connected to the third driving path; and the third output shaft 31 is disposed in parallel with the second output shaft 21.
Through mutual parallel arrangement of the first output shaft 11, the first transmission shaft 63, the second transmission shaft 83, the second output shaft 21 and the third output shaft 31, the size of the whole double-motor hybrid power system in the vertical direction can be reduced, so that the whole double-motor hybrid power system is compact in structure, the installation space of the whole double-motor hybrid power system in an automobile is saved, and the installability of the whole double-motor hybrid power system is high. The second output shaft 21 is connected to the limited torsion damper 12 to perform limited torsion damping for the power output from the engine 2.
Further, the two-motor hybrid system further includes a fourth power transmission assembly provided in the fourth driving path for transmitting power of the engine 2 to the generator 3 to cause the generator 3 to generate electricity or transmitting power of the generator 3 to the engine 2 to cause the engine 2 to start.
Specifically, as shown in fig. 1, the fourth power transmission assembly includes a tenth gear 51, the tenth gear 51 is sleeved on the third output shaft 31 in a clearance manner, the tenth gear 51 is meshed with the fourth gear 81, and the second connecting piece 13 is arranged on the third output shaft 31, one end of the second connecting piece 13 is fixedly connected with the seventh gear 41, and the other end of the second connecting piece 13 is fixedly connected to the tenth gear 51; when the second connecting member 13 is in the second disconnected state, there is no connection relationship between the seventh gear 41 and the tenth gear 51; when the second connecting member 13 is in the second connecting state, a transmission connection is established between the seventh gear 41 and the tenth gear 51 through the second connecting member 13.
Example two
In the present embodiment, a control method based on the two-motor hybrid system as in the first embodiment is proposed as shown in fig. 2, where x in fig. 2 is represented as a disconnected state and v is represented as a connected state.
Specifically, the control method of the dual-motor hybrid power system specifically comprises the following steps:
parking starter operation mode: the first connecting piece 9 is in a first disconnection state, the second connecting piece 13 is in a second connection state, the driving motor 1 does not work, and the generator 3 and the engine 2 work; the driving force of the generator 3 is transmitted to the engine 2 via the fourth driving path to start the engine 2;
idle power generation operation mode: the first connecting piece 9 is in a first disconnection state, the second connecting piece 13 is in a second connection state, the driving motor 1 does not work, and the generator 3 and the engine 2 work; the driving force output from the engine 2 is transmitted to the generator 3 via the fourth driving path to cause the generator 3 to generate electricity;
pure electric drive operation mode: the engine 2 and the generator 3 do not work, the first connecting piece 9 is in a first disconnection state, and the driving motor 1 works; the driving force output from the driving motor 1 is transmitted to the differential gear 71 via the first driving path to drive the wheels;
Series drive mode of operation: the second connecting piece 13 is in a second connecting state, the first connecting piece 9 is in a first disconnecting state, and the engine 2, the generator 3 and the driving motor 1 work; the driving force output from the engine 2 is transmitted to the generator 3 via the fourth driving path to cause the generator 3 to generate electricity; the electric power of the generator 3 is supplied to the drive motor 1 so that the drive motor 1 generates a driving force, and the driving force generated by the drive motor 1 is transmitted to the differential gear 71 via the first drive path to drive the wheels;
engine direct drive mode: the first connection 9 is in a first connection state and the first connection 9 is connected to the second drive path, the second connection 13 is in a second disconnection state, the generator 3 is not operated, and the engine 2 is operated; the driving force output by the engine 2 is transmitted to the differential gear 71 through the second driving path and the first connecting piece 9, and the driving motor 1 rotates along with the rotation;
the engine and the driving motor are in parallel driving working mode: the first connecting piece 9 is in a first connection state, the first connecting piece 9 is connected to the second driving path, the second connecting piece 13 is in a second disconnection state, the generator 3 is not operated, and the driving motor 1 and the engine 2 are operated; the driving force output from the engine 2 is transmitted to the differential gear 71 via the second driving path and the first connecting member 9, and the driving force output from the driving motor 1 is transmitted to the differential gear 71 via the first driving path to drive the wheels together with the power transmitted from the engine 2;
Drive motor and generator parallel drive mode: the first connecting piece 9 is in a first connecting state, the first connecting piece 9 is connected to the third driving path, the second connecting piece 13 is in a second disconnecting state, the engine 2 is not operated, and the driving motor 1 and the generator 3 are operated; the driving force output by the driving motor 1 is transmitted to the differential gear 71 via the first driving path; the driving force of the generator 3 is transmitted to the differential gear 71 via the third driving path and the first link 9 to drive the wheels together with the power transmitted from the driving motor 1;
braking energy recovery mode of operation: the first connecting piece 9 is in a first disconnection state, the engine 2 and the generator 3 do not work, and the driving motor 1 works; the driving force of the wheels acts on the driving motor 1 via the first driving path to cause the driving motor 1 to generate electricity.
By controlling the working states of the engine 2, the generator 3 and the driving motor 1 and the states of the first connecting piece 9 and the second connecting piece 13, a parking start working mode, an idle power generation working mode, a pure electric driving working mode, a serial driving working mode, an engine direct driving working mode, an engine and driving motor parallel driving working mode, a driving motor and generator parallel driving working mode and a braking energy recovery working mode can be formed, so that the automobile can be switched and selected among the various working modes according to specific working parameters, and the power performance and the whole automobile economy of the automobile are guaranteed.
Example III
In this embodiment, a hybrid electric vehicle is provided, which includes a controller capable of selecting an operation mode of the hybrid electric vehicle based on a control method of the two-motor hybrid electric system as in the second embodiment according to an operation parameter of the hybrid electric vehicle.
Specifically, the hybrid electric vehicle further comprises an electric energy storage device, the electric energy storage device is used for providing electric energy for the driving motor 1 and the generator 3, the electric energy generated by the driving motor 1 and the generator 3 can be stored in the electric energy storage device, the working parameters of the hybrid electric vehicle at least comprise the speed and acceleration requirement of the hybrid electric vehicle, the electric quantity of the electric energy storage device, the driving mileage of the hybrid electric vehicle, the braking state of the hybrid electric vehicle and the stepping force on the pedal of the hybrid electric vehicle, so that the vehicle can select a working mode matched with the specific working parameters, and the whole vehicle economy and the power performance of the vehicle can be ensured under the working mode. The working parameters of the automobile can be selected according to specific working conditions of the automobile. In this embodiment, the electric energy storage device is a battery.
Specifically, when the driving mileage of the hybrid electric vehicle is short and the current electric quantity of the electric quantity storage device is sufficient and the acceleration demand of the vehicle is not high, a pure electric driving working mode can be selected, and meanwhile, the environment-friendly effect of zero oil consumption and zero emission of the vehicle can be realized.
When the driving mileage of the hybrid electric vehicle is long and the current electric quantity of the electric quantity storage device is insufficient, the current electric quantity of the electric quantity storage device is insufficient to support the vehicle to adopt a pure electric driving working mode, and the series driving working mode is selected at the moment, so that the engine 2 can work in the optimal fuel economy interval, and the economy is good.
When the speed of the automobile is higher and the speed is stable, the engine direct-drive working mode can be selected, so that the working efficiency of the engine 2 is higher, and the problem of poor economical efficiency caused by long-time working of the driving motor 1 in a high rotating speed range can be avoided.
When the speed of the automobile is high, the acceleration requirement of the automobile is high, the current electric quantity of the battery of the electric quantity storage device is sufficient, an engine and driving motor parallel driving working mode can be selected, and the driving motor 1 and the engine 2 are used as power sources to drive the automobile, so that the dynamic property of the hybrid electric automobile is good.
When the driving mileage of the hybrid electric vehicle is short, the current electric quantity of the electric quantity storage device is sufficient, and the acceleration requirement of the vehicle is high, the parallel driving working mode of the generator and the driving motor can be selected, so that on one hand, poor economy of the whole vehicle caused by running of the engine 2 under the working condition of low rotating speed and large load can be avoided, and on the other hand, the whole vehicle can have stronger dynamic property.
The specific working process of the parking starter working mode in this embodiment is as follows, that is, the automobile is in a stop state at this time, and the automobile needs to be started, as shown in fig. 3:
first, the first connecting member 9 is brought into the first disconnected state, and the first connecting member 9 is connected neither to the fifth gear 82 nor to the ninth gear 43; bringing the second connecting member 13 into a second connecting state, in which a connection is established between the seventh gear 41 and the tenth gear 51; the driving motor 1 does not work, and the generator 3 and the engine 2 work; then, the driving force generated by the generator 3 is transmitted to the second output shaft 21 through the third output shaft 31, the seventh gear 41, the second connecting member 13, the tenth gear 51, and the fourth gear 81 in order, and the second output shaft 21 drives the engine 2 to operate so as to transmit the driving force of the generator 3 to the engine 2, so that the hybrid vehicle can start the engine 2 through the generator 3.
The specific operation procedure of the idle power generation operation mode in this embodiment is as follows, as shown in fig. 4:
first, the first connecting member 9 is brought into the first disconnected state, and the first connecting member 9 is connected neither to the fifth gear 82 nor to the ninth gear 43; bringing the second connecting member 13 into a second connecting state, in which a connection is established between the seventh gear 41 and the tenth gear 51; the driving motor 1 does not work, and the generator 3 and the engine 2 work; then, the driving force output from the engine 2 is transmitted to the third output shaft 31 through the second output shaft 21, the fourth gear 81, the tenth gear 51, the second connecting member 13, and the seventh gear 41 in this order, and the third output shaft 31 drives the generator 3 to operate so as to transmit the driving force of the engine 2 to the generator 3, thereby storing the electric energy generated by the generator 3 in the electric energy storage device for use.
Because the automobile is in an idle state at this moment, the power provided by the engine 2 required by the automobile is not large, and the redundant driving force generated by the engine 2 can be transmitted to the generator 3 for power generation and storage, so that the maximum utilization of the resources of the engine 2 is realized, and the automobile has better whole automobile economy.
The specific working procedure of the pure electric driving working mode in this embodiment is as follows, as shown in fig. 5:
first, the first connecting member 9 is brought into the first disconnected state, and the first connecting member 9 is connected neither to the fifth gear 82 nor to the ninth gear 43; the driving motor 1 works, and the generator 3 and the engine 2 do not work; then, the driving force output by the driving motor 1 is sequentially transmitted to the differential gear 71 through the first output shaft 11, the first gear 61, the second gear 62, the first transmission shaft 63 and the third gear 64, the differential gear 71 drives the differential 72 to operate, and the differential 72 drives the wheels to rotate, so that the driving motor 1 independently drives the wheels to rotate.
Because the driving mileage of the automobile is short at this time, and the current electric quantity in the electric energy storage device can support the driving motor 1 to independently drive the automobile to run, the driving of the engine 2 is not needed, and the fuel is saved, so that the automobile has better whole automobile economy; meanwhile, as the driving motor 1 independently drives the wheels, pure electric driving is realized, and the environmental protection effects of zero oil consumption and zero emission are achieved.
The specific operation procedure of the series driving operation mode in this embodiment is as follows, as shown in fig. 6:
first, the first connecting member 9 is brought into the first disconnected state, and the first connecting member 9 is connected neither to the fifth gear 82 nor to the ninth gear 43; bringing the second connecting member 13 into a second connecting state, in which a connection is established between the seventh gear 41 and the tenth gear 51; the driving motor 1, the generator 3 and the engine 2 all work; then, the driving force output by the engine 2 is transmitted to the third output shaft 31 through the second output shaft 21, the fourth gear 81, the tenth gear 51, the second connecting member 13 and the seventh gear 41 in sequence, and the third output shaft 31 drives the generator 3 to operate so as to transmit the driving force of the engine 2 to the generator 3, thereby enabling the generator 3 to generate electricity; finally, the electric energy generated by the generator 3 is provided to the driving motor 1 to provide electric energy for the driving motor 1, so that the driving motor 1 generates driving force, the driving force generated by the driving motor 1 is sequentially transmitted to the differential gear 71 through the first output shaft 11, the first gear 61, the second gear 62, the first transmission shaft 63 and the third gear 64, the differential gear 71 drives the differential 72 to operate, and the differential 72 drives the wheels to rotate, so that the engine 2, the generator 3 and the driving motor 1 are connected in series to drive the wheels to rotate.
Because the driving distance of the automobile is longer at this moment, and the current electric quantity in the electric energy storage device is insufficient to support the driving motor 1 to independently generate driving force to meet the driving stroke of the automobile, at this moment, the engine 2 needs to be started to enable the engine 2 to drive the generator 3 to generate electricity, so that electric energy is provided for the driving motor 1; at this time, the engine 2 only needs to drive the generator 3 and is not affected by the rotation speed of the wheels, so that the engine 2 can work in the fuel-oil optimal economic interval in the whole driving process, and the whole vehicle economy is optimal.
The specific working procedure of the engine direct-drive working mode in this embodiment is as follows, as shown in fig. 7:
first, the first connecting member 9 is brought into the first connecting state, and the first connecting member 9 is connected with the fifth gear 82; bringing the second connecting member 13 into a second disconnected state, in which no connection is established between the seventh gear 41 and the tenth gear 51; the generator 3 does not work, and the engine 2 works; then, the driving force output by the engine 2 is transmitted to the differential gear 71 through the second output shaft 21, the fourth gear 81, the fifth gear 82, the first connecting member 9, the second transmission shaft 83 and the sixth gear 10 in sequence, the differential gear 71 drives the differential 72 to operate, and the differential 72 drives the wheels to rotate, so that the engine 2 independently drives the wheels to rotate.
When the vehicle speed is high and the vehicle speed is stable, the driving motor 1 is used as a power source, so that the driving motor 1 works in a high rotation speed range for a long time, and the economy of the whole vehicle is poor, and therefore the engine 2 is required to directly output power to drive the vehicle to run.
It should be noted that, during the process of driving the wheels of the engine 2 to rotate, the differential gear 71 is in meshed connection with the third gear 64, so that the driving motor 1 rotates along with the wheel, and during the process of driving the motor 1 to rotate along with the wheel, rotational energy is lost. Therefore, at this time, the third connection member may be controlled to be in the third disconnected state to disconnect the transmission connection between the third gear 64 and the differential gear 71, so that the driving motor 1 does not perform follow-up rotation while the engine 2 drives the wheels to rotate, so that the loss of rotational energy caused by follow-up rotation of the driving motor 1 can be avoided.
The specific working procedure of the parallel driving working mode of the engine and the driving motor in this embodiment is as follows, as shown in fig. 8:
first, the first connecting member 9 is brought into the first connecting state, and the first connecting member 9 is connected with the fifth gear 82; bringing the second connecting member 13 into a second disconnected state, in which no connection is established between the seventh gear 41 and the tenth gear 51; the generator 3 does not work, and the driving motor 1 and the engine 2 work; then, the driving force output by the engine 2 is transmitted to the differential gear 71 through the second output shaft 21, the fourth gear 81, the fifth gear 82, the first connecting member 9, the second transmission shaft 83, and the sixth gear 10 in sequence, and the differential gear 71 drives the differential 72 to operate; meanwhile, the driving force generated by the driving motor 1 is sequentially transmitted to the differential gear 71 through the first output shaft 11, the first gear 61, the second gear 62, the first transmission shaft 63 and the third gear 64, the differential gear 71 drives the differential 72 to operate, and the differential 72 drives wheels to rotate, so that the engine 2 and the driving motor 1 are connected in parallel to drive the wheels to rotate.
Since the drive motor 1 and the engine 2 are used as power sources simultaneously to drive the vehicle when the vehicle is operated at a high speed and the driving force required for the vehicle is large at this time, the dynamic property of the hybrid vehicle can be made good.
It should be noted that, at this time, since the second connecting piece 13 is in the second disconnection state, the connection between the seventh gear 41 and the tenth gear 51 is not established, so the rotation of the engine 2 will not drive the generator 3 to rotate along with it, on one hand, the loss of rotation energy can be avoided, and on the other hand, the problem that the counter potential will occur due to the high-speed rotation state of the generator 3 can be avoided, so that the electric control function of the controller can be better protected from being damaged.
The specific working procedure of the parallel driving working mode of the generator and the driving motor in this embodiment is as follows, as shown in fig. 9:
first, the first connecting member 9 is brought into the first connecting state, and the first connecting member 9 is connected with the ninth gear 43; bringing the second connecting member 13 into a second disconnected state, in which no connection is established between the seventh gear 41 and the tenth gear 51; the engine 2 does not work, and the driving motor 1 and the generator 3 work; then, the driving force output by the driving motor 1 is transmitted to the differential gear 71 through the first output shaft 11, the first gear 61, the second gear 62, the first transmission shaft 63 and the third gear 64 in sequence, the differential gear 71 drives the differential 72 to operate, and the differential 72 drives the wheels to rotate; meanwhile, the driving force generated by the generator 3 is sequentially transmitted to the differential gear 71 through the third output shaft 31, the seventh gear 41, the eighth gear 42, the ninth gear 43, the first connecting piece 9, the second transmission shaft 83 and the sixth gear 10, the differential gear 71 drives the differential 72 to operate, and the differential 72 drives wheels to rotate, so that the generator 3 and the driving motor 1 are connected in parallel to drive the wheels to rotate.
Because the automobile is in the low speed range and requires great driving force at this moment, but when the driving force that the driving motor 1 alone produced is insufficient to satisfy the driving requirement of automobile, through adopting generator 3 and driving motor 1 parallelly connected drive wheel, on the one hand can avoid engine 2 to move under the heavy load operating mode of low rotational speed and cause whole car economic nature poor, on the other hand can make whole car possess stronger dynamic through the bi-motor drive of generator 3 and driving motor 1. And because the second connecting piece 13 is in the second disconnection state, no connection is established between the seventh gear 41 and the tenth gear 51, and the engine 2 does not rotate along with the rotation, so that the loss of rotation energy can be avoided; meanwhile, as the driving motor 1 and the generator 3 drive the wheels, pure electric driving is realized, and the effects of zero oil consumption and zero emission are achieved.
The specific operation procedure of the braking energy recovery operation mode in this embodiment is as follows, as shown in fig. 10:
first, the first connecting member 9 is brought into the first disconnected state, and the first connecting member 9 is connected neither to the fifth gear 82 nor to the ninth gear 43; the driving motor 1 works, and the generator 3 and the engine 2 do not work; then, the braking force of the wheels can be transmitted to the first output shaft 11 through the differential 72, the differential gear 71, the third gear 64, the first transmission shaft 63, the second gear 62 and the first gear 61 in sequence, so as to drive the driving motor 1 to generate electricity, so that the electric energy generated by the driving motor 1 is stored in the electric energy storage device for use.
Because the automobile is in a braking state at this moment, the braking energy generated by the wheels can be recovered and converted into electric energy for storage through the braking energy recovery working mode, so that the recovery of the braking energy is realized, the energy consumption of the whole automobile is saved, and the maximum utilization of resources is realized.
The hybrid electric vehicle has a plurality of working modes including a parking starter working mode, an idle power generation working mode, a pure electric driving working mode, a serial driving working mode, an engine direct driving working mode, an engine and driving motor parallel driving working mode, a driving motor and generator parallel driving working mode and a braking energy recovery working mode, so that the hybrid electric vehicle can select and switch the working modes according to different working conditions, the whole vehicle economy and the power performance of the hybrid electric vehicle can be realized, and resources can be utilized to the greatest extent.
The foregoing is merely exemplary of the present invention, and those skilled in the art should not be considered as limiting the invention, since modifications may be made in the specific embodiments and application scope of the invention in light of the teachings of the present invention.

Claims (14)

1. A dual-motor hybrid system, comprising:
A differential end (7) comprising a differential gear (71) and a differential (72) in driving connection, said differential (72) being in driving connection with the wheels of the vehicle;
a drive motor (1), the power of the drive motor (1) being transmittable to the differential gear (71) via a first drive path;
an engine (2), the power of the engine (2) being capable of being transmitted through a second drive path;
a generator (3), wherein the generator (3) can provide electric energy for the driving motor (1), the power of the generator (3) can be transmitted through a third driving path, and a fourth driving path for power transmission is formed between the generator (3) and the engine (2);
a first connecting member (9) in driving connection with the differential gear (71), the first connecting member (9) having a first connected state and a first disconnected state, the first connecting member (9) being selectively connectable to the second drive path or the third drive path when the first connecting member (9) is in the first connected state, the first connecting member (9) not connecting the second drive path and the third drive path when the first connecting member (9) is in the first disconnected state;
-a second connection (13) arranged on the fourth driving path, the second connection (13) having a second connection state and a second disconnection state, the engine (2) being in communication with the generator (3) when the second connection (13) is in the second connection state, the engine (2) being disconnected from the generator (3) when the second connection (13) is in the second disconnection state;
the first connecting piece (9) is a clutch or a synchronizer, and/or the second connecting piece (13) is a clutch or a synchronizer.
2. The two-motor hybrid system of claim 1, further comprising:
and the first power transmission assembly (6) is arranged at the output end of the driving motor (1), and the first power transmission assembly (6) is used for transmitting the power of the driving motor (1) to the differential gear (71) along the first driving path.
3. The two-motor hybrid system according to claim 2, wherein the first power transmission assembly (6) includes:
a first gear (61) and a second gear (62) which are connected with each other in a meshed manner, wherein the first gear (61) is fixedly sleeved on a first output shaft (11) of the driving motor (1);
The first transmission shaft (63) is arranged in parallel with the first output shaft (11), and the second gear (62) is fixedly sleeved on the first transmission shaft (63);
and the third gear (64) is fixedly sleeved on the first transmission shaft (63) and is arranged at intervals with the second gear (62), and the third gear (64) is in meshed connection with the differential gear (71).
4. The two-motor hybrid system as recited in claim 3, further comprising:
one end of the third connecting piece is fixedly connected with the differential gear (71), the other end of the third connecting piece is fixedly connected to the third gear (64), and the third connecting piece is used for controlling power on-off between the driving motor (1) and the differential gear (71); the third connecting piece has a third connecting state and a third disconnecting state, when the third connecting piece is in the third disconnecting state, the third gear (64) is not connected with the differential gear (71), and when the third connecting piece is in the third connecting state, the third gear (64) is in transmission connection with the differential gear (71).
5. The two-motor hybrid system of claim 4, wherein the third connection is a clutch or synchronizer.
6. The two-motor hybrid system as recited in claim 3, further comprising:
-a second power transmission assembly (8) arranged at the output of the engine (2), the second power transmission assembly (8) being arranged to transmit power of the engine (2) along the second drive path.
7. The two-motor hybrid system according to claim 6, wherein the second power transmission assembly (8) includes:
a fourth gear (81) and a fifth gear (82) which are connected with each other in a meshed manner, wherein the fourth gear (81) is fixedly sleeved on a second output shaft (21) of the engine (2);
the second transmission shaft (83), it respectively with second output shaft (21) with first transmission shaft (63) parallel arrangement, fifth gear (82) clearance cover is established to second transmission shaft (83), just first connecting piece (9) fixed connection is in on second transmission shaft (83), first connecting piece (9) optionally with fifth gear (82) transmission connection, still fixed cover is equipped with sixth gear (10) on second transmission shaft (83), sixth gear (10) with differential mechanism gear (71) meshing is connected.
8. The two-motor hybrid system of claim 7, further comprising:
and a third power transmission assembly (4) arranged at the output end of the generator (3), wherein the third power transmission assembly (4) is used for transmitting the power of the generator (3) along the third driving path.
9. The two-motor hybrid system according to claim 8, wherein the third power transmission assembly (4) includes:
seventh gear (41), eighth gear (42) and ninth gear (43) that meshing in proper order is connected, seventh gear (41) fixed cover establish to on third output shaft (31) of generator (3), eighth gear (42) clearance cover establish to on second output shaft (21), ninth gear (43) clearance cover establish to on second transmission shaft (83), first connecting piece (9) selectively with ninth gear (43) transmission connection, just third output shaft (31) with second output shaft (21) parallel arrangement.
10. The two-motor hybrid system of claim 9, further comprising:
A fourth power transmission assembly provided in the fourth drive path for transmitting power of the engine (2) to the generator (3) or transmitting power of the generator (3) to the engine (2).
11. The two-motor hybrid powertrain system of claim 10, wherein the fourth power transmission assembly comprises:
a tenth gear (51), the tenth gear (51) is sleeved on the third output shaft (31) in a clearance way, the tenth gear (51) is meshed with the fourth gear (81), the second connecting piece (13) is arranged on the third output shaft (31), one end of the second connecting piece (13) is fixedly connected with the seventh gear (41), and the other end of the second connecting piece (13) is fixedly connected to the tenth gear (51); when the second connecting piece (13) is in the second disconnection state, the seventh gear (41) is not connected with the tenth gear (51), and when the second connecting piece (13) is in the second connection state, the seventh gear (41) is in transmission connection with the tenth gear (51).
12. A control method based on the two-motor hybrid system according to any one of claims 1 to 11, characterized by comprising the steps of:
parking starter operation mode: the first connecting piece (9) is in the first disconnection state, the second connecting piece (13) is in the second connection state, the driving motor (1) does not work, and the generator (3) and the engine (2) work; the driving force of the generator (3) is transmitted to the engine (2) via the fourth driving path to start the engine (2);
idle power generation operation mode: the first connecting piece (9) is in the first disconnection state, the second connecting piece (13) is in the second connection state, the driving motor (1) does not work, and the generator (3) and the engine (2) work; the driving force output by the engine (2) is transmitted to the generator (3) via the fourth driving path to cause the generator (3) to generate electricity;
pure electric drive operation mode: the engine (2) and the generator (3) are not operated, the first connecting piece (9) is in the first disconnection state, and the driving motor (1) is operated; the driving force output by the driving motor (1) is transmitted to the differential gear (71) via the first driving path to drive the wheels;
Series drive mode of operation: the second connecting piece (13) is in the second connecting state, the first connecting piece (9) is in the first disconnecting state, and the engine (2), the generator (3) and the driving motor (1) all work; driving force output by the engine (2) is transmitted to the generator (3) through the fourth driving path to cause the generator (3) to generate electricity; -the electric energy of the generator (3) is supplied to the drive motor (1) so that the drive motor (1) generates a driving force, the driving force generated by the drive motor (1) being transmitted to the differential gear (71) via the first driving path to drive the wheels;
engine direct drive mode: -the first connection (9) is in the first connection state and the first connection (9) is connected to the second drive path, -the second connection (13) is in the second disconnection state, the generator (3) is not working, the engine (2) is working; the driving force output by the engine (2) is transmitted to the differential gear (71) through the second driving path and the first connecting piece (9), and the driving motor (1) rotates along with the rotation;
The engine and the driving motor are in parallel driving working mode: the first connecting piece (9) is in the first connecting state, the first connecting piece (9) is connected to the second driving path, the second connecting piece (13) is in the second disconnection state, the generator (3) is not operated, and the driving motor (1) and the engine (2) are operated; the driving force output by the engine (2) is transmitted to the differential gear (71) through the second driving path and the first connecting piece (9), and the driving force output by the driving motor (1) is transmitted to the differential gear (71) through the first driving path so as to drive the wheels together with the power transmitted by the engine (2);
and the driving motor (1) and the generator (3) are connected in parallel to drive the working mode: the first connecting piece (9) is in the first connecting state, the first connecting piece (9) is connected to the third driving path, the second connecting piece (13) is in the second disconnecting state, the engine (2) is not operated, and the driving motor (1) and the generator (3) are operated; the driving force output by the driving motor (1) is transmitted to the differential gear (71) through the first driving path; the driving force of the generator (3) is transmitted to the differential gear (71) through the third driving path and the first connecting member (9) to drive the wheels together with the power transmitted from the driving motor (1);
Braking energy recovery mode of operation: the first connecting piece (9) is in the first disconnection state, the engine (2) and the generator (3) do not work, and the driving motor (1) works; the driving force of the wheels acts on the driving motor (1) via the first driving path to cause the driving motor (1) to generate electricity.
13. A hybrid vehicle comprising a controller configured to select an operating mode of the hybrid vehicle based on the control method of the two-motor hybrid system of claim 12 and in accordance with operating parameters of the hybrid vehicle.
14. The hybrid vehicle according to claim 13, further comprising an electrical energy storage device for providing electrical energy to the drive motor (1) and the generator (3), and wherein electrical energy generated by the drive motor (1) and the generator (3) can be stored in the electrical energy storage device, wherein the operating parameters of the hybrid vehicle include at least a vehicle speed and an acceleration demand of the hybrid vehicle, an electrical quantity of the electrical energy storage device, a driving range of the hybrid vehicle, a braking state of the hybrid vehicle, and a pedaling force on a pedal of the hybrid vehicle.
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