CN114407636A - Dual-rotor motor power distribution and superposition device and vehicle hybrid power system comprising same - Google Patents

Dual-rotor motor power distribution and superposition device and vehicle hybrid power system comprising same Download PDF

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Publication number
CN114407636A
CN114407636A CN202210144540.1A CN202210144540A CN114407636A CN 114407636 A CN114407636 A CN 114407636A CN 202210144540 A CN202210144540 A CN 202210144540A CN 114407636 A CN114407636 A CN 114407636A
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rotor
motor
power
input
output
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周志鸣
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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
    • 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
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/16—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of differential gearing
    • B60K17/165—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of differential gearing provided between independent half axles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/442—Series-parallel switching type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
    • 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
    • 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
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Power Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

In order to solve the problem that the efficiency of power supply for a motor after an engine drives a generator to generate power in a gasoline-electricity hybrid power system is not high, the invention provides a dual-rotor motor power distribution and superposition device and a vehicle gasoline-electricity hybrid power system comprising the same. When the double-rotor motor is used as a power distributor, the power machine drives the input rotor to operate, the double-rotor motor operates as a generator, one part of input power is converted into electric energy output on the electric brush through the generator, and the other part of the input power is transmitted to the output rotor through the action of action torque between the two rotors; when the power machine is used as a power superimposer, the power machine drives the input rotor to operate, the double-rotor motor operates as a motor, the electric energy input from the electric brush drives the output rotor to operate, and the power of the power machine and the power of the motor are superimposed on the output rotor. The device, the battery pack and the controller form a hybrid power system, and other motors can be added in the hybrid power system.

Description

Dual-rotor motor power distribution and superposition device and vehicle hybrid power system comprising same
Technical Field
The present invention relates to a hybrid power device, and more particularly to a hybrid power device for a vehicle.
Background
The existing oil-electricity hybrid power device mainly has a stroke increasing type and a planetary gear split type.
Each oil-electricity hybrid mode uses an oil-electricity transmission mode that an engine drives a generator to generate electricity before and then supplies power to a motor, and the transmission mode is not high enough in efficiency.
Disclosure of Invention
The invention provides a dual-rotor motor power distribution and superposition device and a vehicle hybrid power system comprising the same, aiming at solving the problem that the transmission efficiency is low when an engine drives a generator to generate power and then supplies power to a motor.
The technical scheme adopted by the invention is as follows:
birotor motor power distribution stack device contains rotor, brush and collecting ring or commutator, its characterized in that: the two electromagnetic components of the motor are two rotors which can rotate, and the motor is also called a double-rotor motor. One of the two rotors is an input rotor and the other rotor is an output rotor, and one or both of the two rotors is provided with brushes and a slip ring or commutator. The double-rotor motor is used as a power distributor or a power superimposer.
When the double-rotor motor is used as a power distributor, the rotating speed of an input rotor is higher than that of an output rotor, the power machine drives the input rotor to rotate, the double-rotor motor operates as a generator, one part of input power is converted into electric energy output on the electric brush through the generator, and the other part of the input power is transmitted to the output rotor through the action of action torque between the two rotors to drive a load.
When the double-rotor motor is used as a power superimposer, the rotating speed of the output rotor is higher than that of the input rotor, the power machine drives the input rotor to rotate, the double-rotor motor operates as a motor, electric energy input from the electric brush is converted into power on the output rotor through the motor, and the power of the power machine and the power of the motor are superimposed on the output rotor to drive a load.
The power distributor alone, the power superimposer alone or the power distributor and the power superimposer are all protected in the patent.
The common motor comprises a stator, a rotor, a bearing, a shell and end covers at two ends of the shell (the shell and the end covers of part of the motor are of an integrated structure), the stator is fixed on the shell, the rotor is installed on the end covers through the bearing, and a motor installation seat is arranged on the shell or the end covers and used for fixing the motor. The mounting seat is eliminated, the end cover and the shell are only used as a support of the stator, and the structure and the appearance are optimized according to the function of the support, so that the support and the stator form a rotatable rotor, and the motor becomes a double-rotor motor. Since both rotors can rotate, at least one rotor needs to be equipped with brushes and slip rings or commutators. (because of the rotation, the cooling fins are arranged on the bracket of the section to facilitate air cooling or oil cooling heat dissipation.)
The outer surfaces of the two rotors can be provided with fixed shells which can be used for safety protection, can also be used as a cooling liquid container, and can also be used for installing bearings to bear one or two rotors to be used as an installing and supporting seat of the double-rotor motor.
The input rotor is driven by the power machine through the power input mechanism, and the output rotor outputs power to the load through the power output mechanism. The power input mechanism and the power output mechanism can be an inter-shaft direct drive mechanism, a gear speed change mechanism or a chain transmission mechanism. The double-rotor motor may share a housing with an adjacent mechanical mechanism such as a power input mechanism, a power output mechanism, or the like, or share a housing with a part thereof. (particularly on a power locomotive, the wheel is a load, the double-rotor motor is not limited, and mechanical transmission parts between the power output rotor of all the motors and the wheel belong to a power output mechanism.)
The dual-rotor motor power distribution superposition device, the controller and the battery pack form a basic hybrid power system for the vehicle.
In the oil-electricity hybrid power system, the motor sometimes operates as a generator and sometimes operates as a motor, the generator needs a charging controller, the motor needs an inverter, a plurality of sets of charging and inverting controllers are needed for a plurality of motors, and electric energy also needs to be divided and gathered. The battery of the battery pack can be various types of rechargeable batteries and also can be a super capacitor.
The engine is connected with the input rotor through the power input mechanism, the output rotor is connected with the wheels through the power output mechanism, and the electric brush and the battery pack are connected to the controller through wires.
When the hybrid power is distributed, the rotating speed of the input rotor is higher than that of the output rotor, the power machine drives the input rotor to operate, the double-rotor motor operates as a generator, one part of the input power is converted into electric energy through the generator and is output from the electric brush, the electric energy is charged to the battery pack through the controller, the other part of the input power is transmitted to the output rotor through the action of the action torque between the two rotors, and the power output mechanism drives the wheels.
When hybrid power is superposed, the rotating speed of the output rotor is higher than that of the input rotor, the power machine drives the input rotor to operate, the double-rotor motor operates as a motor, the battery pack supplies power to the double-rotor motor through the controller and the electric brushes to drive the output rotor to operate, the power of the power machine and the power of the motor are superposed on the output rotor, and wheels are driven through the power output mechanism.
This basic vehicular hybrid system can adjust the torque only depending on the engine and the pair-rotor motor. The engine can only run at the rotating speed and the output torque required by running, and the dual-rotor motor runs at the torque matched with the output torque of the engine under the regulation and control of the controller.
Adding other motors to this basic vehicle hybrid system can result in a more functional and functional vehicle hybrid system. The added motor is a conventional motor comprising a stator and a rotor, which may drive the same wheel or a different wheel than the dual rotor motor.
When the pure electric vehicle is driven, the engine stops, the battery pack supplies power to the added motor through the controller, the added motor can run in the forward direction and the reverse direction, and pure electric forward and pure electric reverse are achieved.
When the kinetic energy is recovered, the added motor is used as a generator to operate, and the generated electric energy is used for charging the battery pack through the controller.
When the double-rotor motor performs power distribution or power superposition, the added motor can be used as a motor or a generator or does not work according to the actual running condition. The added motor can play a torque adjusting role in the system, and when the torque transmitted by the output rotor of the dual-rotor motor is smaller than the driving requirement, the added motor is used as a motor to drive the vehicle; when the torque transmitted by the output rotor of the double-rotor motor is larger than the requirement of driving, the added motor is used as a generator to generate electricity.
In the operation of the hybrid system, the electric energy generated by any one generator can be controlled by the controller to supply power to the motor, or charge the battery pack, or carry out the two operations simultaneously; in the operation of the hybrid system, the electric energy required by any one motor can be provided by the controller, by the power generation of another motor, by the battery or by both. The electrical energy generated by the generator preferentially powers the operating motors in the system with greater efficiency.
A one-way clutch is added to the hybrid power system, the one-way clutch enables the input rotor to rotate in the direction of input power, and the input rotor is locked in the reverse direction of the input power, so that the double-rotor motor has the function of pure electric drive forward.
When the pure electric drive advances, the engine stops, the one-way clutch locks, and the dual-rotor motor operates as a motor to drive wheels.
The one-way clutch is changed into a brake, the brake brakes when pure electric driving and kinetic energy recovery are carried out, the input rotor is fixed, and the double-rotor motor has the functions of pure electric forward, pure electric reverse and kinetic energy recovery.
The output rotor of the birotor motor and other motors added in the system can drive the differential mechanism to drive the wheel half shaft, can directly drive the wheel half shaft, and can also be directly driven by the wheel hub motor. The motor for directly driving the half shaft or the wheel is paired with the left wheel and the right wheel of the same axle, the driving differential mechanism can be driven by a gear or a chain, the half shaft of the driving wheel can be driven by the gear or the chain, and the coaxial motor with a rotor arranged on the half shaft can also be used.
Compared with the prior art, the invention has the beneficial effects that:
when the double-rotor motor is used for power distribution, one part of input power is used for generating power, and the other part of the input power is transmitted to the output rotor for direct output under the action of torque acting between the input rotor and the output rotor, so that the transmission efficiency is higher than that of a hybrid power system in which all the power is used for generating power and then supplying power to the motor, and is also higher than that of a hybrid power system in which a planetary gear is used for generating power and splitting power.
When the dual-rotor motor carries out power superposition, the engine and the motor can respectively select relatively economic rotating speeds to operate, energy conservation is facilitated, the engine and the motor are not required to operate at high speed during high-speed driving, the requirement on the high-speed operation performance of the engine and the motor is lowered, and mechanical abrasion is also reduced.
The rotating speed ratio between the input rotor and the output rotor can be changed in a large range, the stepless speed change function is realized, the engine can be involved in the whole speed range of vehicle running, the power performance is favorably improved, and the running of the engine at an economic point is favorably realized.
When the double rotors are used as a generator or a motor, the double rotors directly provide driving force to the outside, so that the requirements on the output torque performance of each motor in the hybrid system are favorably reduced, the number of the motors in the hybrid system is favorably reduced, the requirements on the charging and discharging performance of the battery pack by the hybrid system are favorably reduced, and the cost is lower.
Drawings
Fig. 1 is a schematic explanatory view of a first embodiment of the present invention.
Fig. 2 is a schematic explanatory view of a second embodiment of the present invention.
Fig. 3 is a schematic explanatory view of a third embodiment of the present invention.
Fig. 4 is a schematic explanatory view of a fourth embodiment of the present invention.
Fig. 5 is a schematic explanatory diagram of an input rotor equipped with a one-way clutch, which is used in each embodiment.
Fig. 6 is a schematic explanatory diagram of an input rotor equipped with a brake, which is used in each embodiment.
Fig. 7 is a schematic explanatory view of a transmission gear set provided between an engine and an input rotor, which is used in each embodiment.
FIG. 8 is a schematic illustration of an input rotor equipped with a one-way clutch and a speed change gear set between an engine and the input rotor, with various embodiments employing this scheme.
FIG. 9 is a schematic illustration of an input rotor equipped with a brake and a speed change gear set between an engine and the input rotor, with various embodiments employing this scheme.
FIG. 10 is a schematic illustration of a two speed transmission between the engine and the input rotor, with each embodiment utilizing this scheme.
Fig. 11 is a schematic explanatory diagram of a two-speed transmission provided between an engine and an input rotor, which is employed in each embodiment.
Fig. 12 is a schematic explanatory diagram of a lock-up clutch provided between an input rotor and an output rotor, which is used in each embodiment.
The parts in the drawings are as follows: input rotor 1, output rotor 2, slip ring or commutator 3, brushes 4, one-way clutch 5, controller 6, battery pack 7, motor 8, engine 9, gear 10, differential 11, gear 12, wheel 13, motor 14, gear 15, differential 16, wheel 17, wire 18, gear 19, gear 20, gear 21, gear 22, clutch 23, one-way clutch 24, clutch 25, brake 26, lock-up clutch 27.
Detailed Description
The following describes the best mode for carrying out the present invention with reference to the drawings.
(first embodiment)
Fig. 1 is a schematic explanatory view of a first embodiment of the present invention. (fig. 5, 6, 7, 8, 9, 10 and 11 are schematic explanatory views of different input rotor 1 constraint manners and power input manners, and fig. 12 is a schematic explanatory view of a lock-up clutch 27 provided between the input rotor 1 and the output rotor 2, and these several constraint manners and power input manners are applicable to all embodiments of the present patent application.)
As shown in fig. 1, the components are: input rotor 1, output rotor 2, slip rings or commutator 3, brushes 4, controller 6, battery pack 7, engine 9, gear 10, differential 11, wheels 13, wires 18. (each differential corresponds to at least 2 wheels, one for simplicity of drawing and presentation.) A differential is provided with only one wheel
The input rotor 1, the output rotor 2, the electric brush 4 and the collector ring or commutator 3 form a double-rotor motor. (both rotors can be fitted with brushes and slip rings or commutators, or either rotor can be fitted with brushes and slip rings or commutators, depending on the type of motor and the actual requirements.)
The engine 9 is connected with the input rotor 1 through direct drive between shafts, and the output rotor 2 drives a differential 11 through a gear 10 to drive wheels 13. (the input rotor 1 can also be constrained and driven in the manner provided by figures 5, 6, 7, 8, 9, 10 and 11) (the output rotor 2 can also be used to drive a differential by means of chains, the figure not showing chain drive.) (a lock-up clutch 27 can be provided between the input rotor 1 and the output rotor 2 according to figure 12.)
The brushes 4 and the battery pack 7 are connected to the controller 6 by wires 18. The battery of the battery pack can be various types of rechargeable batteries and also can be a super capacitor. In the oil-electricity hybrid power system, the motor sometimes operates as a generator and sometimes operates as a motor, the generator needs a charging controller, the motor needs an inverter, a plurality of sets of charging and inverting controllers are needed for a plurality of motors, and electric energy also needs to be divided and gathered.
And (5) working process of the hybrid power system.
Starting an engine:
when the vehicle is stopped and started, the vehicle is in a P gear or braking state, the output rotor 2 is fixed, the battery pack 7 supplies power to the double-rotor motor through the controller 6, the lead 18, the electric brush 4, the collecting ring or the commutator 3, the double-rotor motor operates as a motor, and the input rotor 1 operates to drive the engine 9 to start. (the P-gear locking mechanism can be a friction brake, or a ratchet and pawl combination which is integrated with the gear 10 and fixed with the shell is used like a common automatic transmission.)
The driving is started in a first mode, wheels 13 drive a gear 10 to drag an output rotor 2 to operate through a differential 11, a double-rotor motor operates as a generator, the input rotor 1 operates to drive an engine 9 to reach a proper rotating speed under the action of torque acting between the output rotor 2 and the input rotor 1, and oil injection is started; in the second mode, the wheel 13 drives the gear 10 to drag the output rotor 2 to operate through the differential 11, the double-rotor motor operates as a motor to drive the input rotor 1 to operate at a higher rotating speed than the output rotor 2, the engine 9 is driven to a proper rotating speed, and oil injection is started.
Stopping the power generation:
the vehicle is in a P gear or braking state, the output rotor 2 is fixed, the engine 9 drives the input rotor 1 to run, the double-rotor motor serves as a generator to run, and generated electric energy charges the battery pack 7 through the collecting ring or the commutator 3, the electric brush 4, the lead 18 and the controller 6 and can also be output to the outside of the system.
Hybrid power distribution: (the engine runs at the rotating speed and the output torque required by running, and the birotor motor runs at the torque matched with the output torque of the engine under the control of the controller.)
The engine 9 drives the input rotor 1 to operate, the rotation speed of the input rotor 1 is higher than that of the output rotor 2, the double-rotor motor operates as a generator, and the generated electric energy charges the battery pack 7 through the collecting ring or the commutator 3, the electric brush 4, the lead 18 and the controller 6 and can also be output to the outside of the system.
Another part of the input power is transmitted to the output rotor 2 by the action of the torque acting between the input rotor 1 and the output rotor 2, drives the differential 11 via the gear 10, and then drives the wheels 13.
Hybrid power superposition: (the engine runs at the rotating speed and the output torque required by running, and the birotor motor runs at the torque matched with the output torque of the engine under the control of the controller.)
The engine 9 drives the input rotor 1 to operate, the rotating speed of the output rotor 2 is higher than that of the input rotor 1, the double-rotor motor operates as a motor, the battery pack 7 supplies power to the motor through the controller 6, the conducting wire 18, the electric brush 4 and the current collecting ring or the commutator 3 to drive the output rotor 2 to operate, the power of the engine and the power of the motor are superposed on the output rotor 2, the differential 11 is driven through the gear 10, and then the wheels 13 are driven.
Kinetic energy recovery:
the wheels 13 drive the gear 10 through the differential 11, then drive the output rotor 2 to run, the double-rotor motor works as a generator, the input rotor 1 reversely drags the engine 9 to run at a lower speed than the output rotor 2 or is braked, the double-rotor motor works as a generator, and the generated electric energy charges the battery pack 7 through the controller 6. (the input rotor 1 may be braked in the braking mode of the driving modes provided in fig. 6, 9 or 11.)
Fig. 5, 6, 7, 8, 9, 10 and 11 are schematic explanatory views of different input rotor 1 restriction methods and power input methods, and fig. 12 is a schematic explanatory view of a lock-up clutch 27 provided between the input rotor 1 and the output rotor 2, and these restriction methods and power input methods are applied to all embodiments of the present patent application.
As shown in fig. 5, the input rotor 1 is provided with the one-way clutch 5, and the dual-rotor motor is added with a pure electric drive forward function.
The components in fig. 5 are: input rotor 1, one-way clutch 5.
The one-way clutch 5 allows the input rotor 1 to rotate in the direction of input power and locks in the reverse direction of the input power.
When the dual-rotor motor is driven to move forwards purely electrically, the one-way clutch 5 is locked, the input rotor 1 cannot rotate reversely, the dual-rotor motor operates as a motor, and the output rotor 2 operates in the forward direction.
As shown in fig. 6, the brake 26 is provided to the input rotor 1, and the dual-rotor motor adds the pure electric drive forward and reverse functions.
The components in fig. 6 are: input rotor 1, brake 26.
The brake 26 can be braked when the dual-rotor motor is used as an electric pure drive motor or a kinetic energy recovery generator.
When the dual-rotor motor is purely driven, the brake 26 brakes, the input rotor 1 is braked and can not rotate, the dual-rotor motor operates as a motor, and the output rotor 2 can rotate in the forward direction or the reverse direction under the control of the controller 6.
When the double-rotor motor recovers the kinetic energy to generate the power, the brake 26 brakes, the input rotor 1 is braked and can not rotate, the double-rotor motor operates as a generator, and the generated electric energy charges the battery pack 7 through the controller 6.
As shown in fig. 7, by adding a speed change gear set composed of a gear 19 and a gear 20 between the engine 9 and the input rotor 1, it is possible to optimally select performance parameters of the double rotor motor.
The components in fig. 7 are: input rotor 1, engine 9, gear 19, gear 20.
As shown in fig. 8, the dual-rotor motor adds a pure electric drive forward function and can optimally select performance parameters of the dual-rotor motor by providing the input rotor 1 with the directional clutch 5 and adding a speed change gear set composed of a gear 19 and a gear 20 between the engine 9 and the input rotor 1.
The components in fig. 8 are: input rotor 1, one-way clutch 5, engine 9, gear 19, gear 20.
When the dual-rotor motor is driven to move forwards purely electrically, the engine 9 stops, the one-way clutch 5 is locked, the input rotor 1 cannot rotate reversely, the dual-rotor motor operates as a motor, and the output rotor 2 operates in the forward direction.
As shown in fig. 9, the dual rotor motor adds the functions of pure electric drive forward and reverse by providing the brake 26 to the input rotor 1 and adding a speed change gear set composed of the gear 19 and the gear 20 between the engine 9 and the input rotor 1, and can optimally select the performance parameters of the dual rotor motor.
The components in fig. 9 are: input rotor 1, engine 9, gear 19, gear 20, brake 26.
The brake 26 can be braked when the dual-rotor motor is used as an electric pure drive motor or a kinetic energy recovery generator.
When the dual-rotor motor is in pure electric drive, the brake 26 brakes, the input rotor 1 is fixed, the dual-rotor motor operates as a motor, and the output rotor 2 can rotate in the positive direction or in the direction under the control of the controller 6.
When the double-rotor motor recovers the kinetic energy to generate the power, the brake 26 brakes, the input rotor 1 is braked and can not rotate, the double-rotor motor operates as a generator, and the generated electric energy charges the battery pack 7 through the controller 6.
As shown in fig. 10, a two-speed transmission is added between the engine 9 and the input rotor 1, so that a better rotation speed ratio between the input rotor 1 and the output rotor 2 can be selected, performance parameters of the dual-rotor motor can be further optimized and selected, and the dual-rotor motor can have a pure electric drive forward function.
The components of the double-gear transmission are as follows: gear 19, gear 20, gear 21, gear 22, clutch 23 and one-way clutch 24. Clutch 23 is a transmission clutch between gear 20 and gear 21. The one-way clutch 24 is disengaged when the input rotor 1 is rotating faster than the engine 9, and is otherwise locked.
In the low gear, the clutch 23 is disengaged, the one-way clutch 24 is locked, and the engine 9 drives the input rotor 1 to operate through the one-way clutch 24.
In the high range, the clutch 23 is engaged, the engine 9 drives the input rotor 1 via the gear 19, the gear 20, the clutch 23, the gear 21 and the gear 22 to rotate at a higher speed than in the low range, and the one-way clutch 24 is disengaged.
When the dual-rotor motor is driven to move forwards purely electrically, the engine 9 stops, the clutch 23 is combined, the one-way clutch 24 is locked, the dual-gear transmission is locked reversely, the input rotor 1 cannot rotate reversely, the dual-rotor motor operates as a motor, and the output rotor 2 operates forwards.
As shown in fig. 11, a two-speed transmission is added between the engine 9 and the input rotor 1, so that a better rotation speed ratio between the input rotor 1 and the output rotor 2 can be selected, performance parameters of the dual-rotor motor can be further optimized and selected, and the dual-rotor motor can have functions of pure electric drive forward and reverse, and kinetic energy recovery.
The components of the double-gear transmission are as follows: gear 19, gear 20, gear 21, gear 22, clutch 23, and clutch 25.
In the first gear, the clutch 23 is disengaged, the clutch 25 is engaged, and the engine 9 drives the input rotor 1 to rotate via the clutch 25.
In the second gear, the clutch 23 is engaged, the clutch 25 is disengaged, and the engine 9 drives the input rotor 1 to rotate through the gear 19, the gear 20, the clutch 23, the gear 21 and the gear 22.
When the dual-rotor motor is in pure electric drive, the clutch 23 is combined, the clutch 25 is combined, the dual-gear transmission is locked, the input rotor 1 is braked, the dual-rotor motor operates as a motor, and the output rotor 2 can be driven to rotate forwards or reversely to realize forward movement and reverse movement.
When the double-rotor motor recovers kinetic energy to generate electricity, the clutch 23 is combined, the clutch 25 is combined, the double-gear speed changer is locked, the input rotor 1 is fixed, the double-rotor motor operates as a generator, and the generated electric energy charges the battery pack 7 through the controller 6.
As shown in fig. 12, a lock-up clutch 27 is provided between the input rotor 1 and the output rotor 2, and the lock-up clutch 27 is locked up at an appropriate timing according to the driving conditions to lock the input rotor 1 and the output rotor 2 together, thereby forming a direct drive, and achieving higher drive efficiency.
(second embodiment)
Fig. 2 is a schematic explanatory view of a second embodiment of the present invention. (FIG. 5, FIG. 6, FIG. 7, FIG. 8, FIG. 9, FIG. 10 and FIG. 11 are schematic explanatory diagrams of different constraint modes and power input modes of the input rotor 1. FIG. 12 is a schematic explanatory diagram of a lock-up clutch 27 arranged between the input rotor 1 and the output rotor 2. these constraint modes and power input modes are all applicable to all embodiments of the present patent application. the detailed description is not repeated, and see the specification 0066 paragraph 0097.)
As shown in fig. 2, the components are: input rotor 1, output rotor 2, slip ring or commutator 3, brushes 4, controller 6, battery pack 7, motor 8, engine 9, gear 10, differential 11, gear 12, wheels 13, wires 18. (each differential corresponds to at least 2 wheels, one for simplicity of drawing and presentation.) A differential is provided with only one wheel
The input rotor 1, the output rotor 2, the electric brush 4 and the collector ring or commutator 3 form a double-rotor motor. (both rotors can be fitted with brushes and slip rings or commutators, or either rotor can be fitted with brushes and slip rings or commutators, depending on the type of motor and the actual requirements.)
The engine 9 is connected with the input rotor 1 through direct drive between shafts, and the output rotor 2 drives a differential 11 through a gear 10 to drive wheels 13. (the input rotor 1 can also be constrained and driven in the manner provided by figures 5, 6, 7, 8, 9, 10 and 11) (the output rotor 2 can also be used to drive a differential by means of chains, the figure not showing chain drive.) (a lock-up clutch 27 can be provided between the input rotor 1 and the output rotor 2 according to figure 12.)
The electric machine 8 drives a differential 11 via a gear 12 and in turn drives wheels 13. The motor 8 drives the same differential and wheels as the output rotor 2 of the dual rotor motor. (the motor 8 can also drive the differential by a chain, the chain drive not being shown in the figure.)
The brushes 4, battery pack 7 and motor 8 are connected to the controller 6 by wires 18.
The battery of the battery pack can be various types of rechargeable batteries and also can be a super capacitor. In the oil-electricity hybrid power system, the motor sometimes operates as a generator and sometimes operates as a motor, the generator needs a charging controller, the motor needs an inverter, a plurality of sets of charging and inverting controllers are needed for a plurality of motors, and electric energy also needs to be divided and gathered.
And (5) working process of the hybrid power system.
Starting an engine:
when the vehicle is stopped and started, the vehicle is in a P gear or braking state, the output rotor 2 is fixed, the battery pack 7 supplies power to the double-rotor motor through the controller 6, the lead 18, the electric brush 4, the collecting ring or the commutator 3, the double-rotor motor operates as a motor, and the input rotor 1 operates to drive the engine 9 to start. (the P-gear locking mechanism can be a friction brake, or a ratchet and pawl combination which is integrated with the gear 10 and fixed with the shell is used like a common automatic transmission.)
The driving is started in a first mode, wheels 13 or a motor 8 drive a differential mechanism 11 through a gear 12 and then drive a gear 10 to drive an output rotor 2 to rotate, a double-rotor motor operates as a generator, the input rotor 1 operates to drive an engine 9 to a proper rotating speed through the action of torque between the output rotor 2 and the input rotor 1, and oil injection is started; in the second mode, the wheel 13 or the motor 8 drives the differential 11 through the gear 12 and then drives the gear 10 to drag the output rotor 2 to operate, the double-rotor motor operates as a motor to drive the input rotor 1 to operate at a higher rotating speed than the output rotor 2, the engine 9 is driven to a proper rotating speed, and oil injection is started. In order to improve the running smoothness of the vehicle during the running starting, the driving force of the motor 8 can be properly increased under the control of the controller 6 according to the running condition during the starting.
Stopping the power generation:
the vehicle is in a P gear or braking state, the output rotor 2 is fixed, the engine 9 drives the input rotor 1 to run, the double-rotor motor serves as a generator to run, and generated electric energy charges the battery pack 7 through the collecting ring or the commutator 3, the electric brush 4, the lead 18 and the controller 6 and can also be output to the outside of the system.
Pure electric driving:
the battery 7 supplies power to the motor 8 via the controller 6, and the motor 8 drives the differential 11 via the gear 12, which in turn drives the wheels 13.
When the constraint or power input mode of the input rotor 1 is the constraint or power input mode provided in fig. 5, 6, 7, 8, 9, 10 and 11, the input rotor 1 is locked in one direction, the double-rotor motor can drive the vehicle to move forwards as a motor, the input rotor 1 is braked, the double-rotor motor can drive the vehicle to move forwards or backwards as a motor, and the required electric energy is provided by the battery pack 7 through the controller 6. The two motors can drive the vehicle independently or jointly.
Hybrid power distribution: (the engine is operated at a preferred speed and output torque, and the dual rotor motor is operated at a torque matching the output torque of the engine, as regulated by the controller.)
The engine 9 drives the input rotor 1 to operate, the rotation speed of the input rotor 1 is higher than that of the output rotor 2, the double-rotor motor operates as a generator, the generated electric energy supplies power to the motor 8 through the collecting ring or the commutator 3, the electric brushes 4, the wires 18 and the controller 6, or charges the battery pack 7, or outputs the electric energy to the outside of the system, the three can be carried out simultaneously, or only one or two of the three can be carried out, and the system supplying power to the motor 8 preferentially has higher efficiency.
Another part of the input power is transmitted to the output rotor 2 by the action of the torque acting between the input rotor 1 and the output rotor 2, drives the differential 11 via the gear 10, and then drives the wheels 13.
Depending on the driving situation, the electric machine 8 can be used as a motor at the appropriate time to drive the differential 11 via the gear 12, and then to drive the wheels 13, and to drive the vehicle together with the birotor machine. The required electric energy is generated by a double-rotor motor, or is provided by a battery pack 7 or is provided by the battery pack and the battery pack after being controlled by a controller 6.
The electric machine 8 may also operate as a generator when appropriate, driven by the differential 11 and the gear 12 to generate electricity, which charges the battery 7 via the controller 6 and the lead 18. But the transmission efficiency of the process is not as high as that of the double-rotor motor.
Hybrid power superposition: (the engine is operated at a preferred speed and output torque, and the dual rotor motor is operated at a torque matching the output torque of the engine, as regulated by the controller.)
The engine 9 drives the input rotor 1 to operate, the rotating speed of the output rotor 2 is higher than that of the input rotor 1, the double-rotor motor operates as a motor, the battery pack 7 supplies power to the motor through the controller 6, the conducting wire 18, the electric brush 4 and the current collecting ring or the commutator 3 to drive the output rotor 2 to operate, the power of the engine and the power of the motor are superposed on the output rotor 2, the differential 11 is driven through the gear 10, and then the wheels 13 are driven.
Depending on the driving situation, the electric machine 8 can be used as a motor at the appropriate time to drive the differential 11 via the gear 12, and then to drive the wheels 13, and to drive the vehicle together with the birotor machine. The required electrical energy is provided by a battery 7 via a controller 6.
The power superposed on the output rotor 2 can drive the wheels 13 and simultaneously drive the motor 8 to generate power through the gear 12, the generated electric energy is controlled by the controller 6 and then preferentially supplies power to the double-rotor motor, the battery 7 is charged when residual electric energy exists, and the generated electric energy is supplemented by the battery pack 7 when the electric energy is not enough to supply power to the double-rotor motor.
Kinetic energy recovery:
the wheels 13 drive the gear 12 through the differential 11, and then drive the motor 8 to generate electricity, and the battery pack 7 is charged through the controller 6.
The wheels 13 drive the gear 10 through the differential 11, then drive the output rotor 2 to run, the double-rotor motor works as a generator, the input rotor 1 reversely drags the engine 9 to run at a lower speed than the output rotor 2 or is braked, the double-rotor motor works as a generator, and the generated electric energy charges the battery pack 7 through the controller 6. (the input rotor 1 may be braked in the braking mode of the driving modes provided in fig. 6, 9 or 11.)
The two motors can simultaneously recover kinetic energy to generate electricity, and one motor can also independently recover kinetic energy to generate electricity.
Fig. 5, 6, 7, 8, 9, 10 and 11 are schematic explanatory views of different input rotor 1 restriction methods and power input methods, and fig. 12 is a schematic explanatory view of a lock-up clutch 27 provided between the input rotor 1 and the output rotor 2, and these restriction methods and power input methods are applied to all embodiments of the present patent application. The detailed description is not repeated, and the details are described in paragraphs 0066-0097.
(third embodiment)
Fig. 3 is a schematic explanatory view of a third embodiment of the present invention. (FIG. 5, FIG. 6, FIG. 7, FIG. 8, FIG. 9, FIG. 10 and FIG. 11 are schematic explanatory diagrams of different constraint modes and power input modes of the input rotor 1. FIG. 12 is a schematic explanatory diagram of a lock-up clutch 27 arranged between the input rotor 1 and the output rotor 2. these constraint modes and power input modes are all applicable to all embodiments of the present patent application. the detailed description is not repeated, and see the specification 0066 paragraph 0097.)
As shown in fig. 3, the components are: input rotor 1, output rotor 2, slip rings or commutator 3, brushes 4, controller 6, battery pack 7, engine 9, gear 10, differential 11, wheels 13, electric machine 14, gear 15, differential 16, wheels 17, wires 18. (each differential corresponds to at least 2 wheels, one for simplicity of drawing and presentation.) A differential is provided with only one wheel
The input rotor 1, the output rotor 2, the electric brush 4 and the collector ring or commutator 3 form a double-rotor motor. (both rotors can be fitted with brushes and slip rings or commutators, or either rotor can be fitted with brushes and slip rings or commutators, depending on the type of motor and the actual requirements.)
The engine 9 is connected with the input rotor 1 through direct drive between shafts, and the output rotor 2 drives a differential 11 through a gear 10 to drive wheels 13. (the input rotor 1 can also be constrained and driven in the manner provided by figures 5, 6, 7, 8, 9, 10 and 11) (the output rotor 2 can also be used to drive a differential by means of chains, the figure not showing chain drive.) (a lock-up clutch 27 can be provided between the input rotor 1 and the output rotor 2 according to figure 12.)
The electric machine 14 drives a differential 16 via a gear 15 to drive the wheels 17. The motor 8 drives a different differential and wheel than the output rotor 2 of the dual rotor motor. (the motor 14 could also drive the differential with a chain, not shown in the drawings.)
The brushes 4, the battery pack 7 and the motor 14 are connected to the controller 6 by wires 18.
The battery of the battery pack can be various types of rechargeable batteries and also can be a super capacitor. In the oil-electricity hybrid power system, the motor sometimes operates as a generator and sometimes operates as a motor, the generator needs a charging controller, the motor needs an inverter, a plurality of sets of charging and inverting controllers are needed for a plurality of motors, and electric energy also needs to be divided and gathered.
And (5) working process of the hybrid power system.
Starting an engine:
when the vehicle is stopped and started, the vehicle is in a P gear or braking state, the output rotor 2 is fixed, the battery pack 7 supplies power to the double-rotor motor through the controller 6, the lead 18, the electric brush 4, the collecting ring or the commutator 3, the double-rotor motor operates as a motor, and the input rotor 1 operates to drive the engine 9 to start. (the P-gear locking mechanism can be a friction brake, or a ratchet and pawl combination which is integrated with the gear 10 and fixed with the shell is used like a common automatic transmission.)
The driving is started in a first mode, wheels 13 drive a differential mechanism 11 to drive a gear 10 to drag an output rotor 2 to rotate, a double-rotor motor serves as a generator to operate, the input rotor 1 operates to drive an engine 9 to reach a proper rotating speed under the action of torque acting between the output rotor 2 and the input rotor 1, and oil injection is started; in the second mode, the wheels 13 drive the differential 11 to drive the gear 10 to drag the output rotor 2 to operate, the double-rotor motor operates as a motor to drive the input rotor 1 to operate at a higher rotating speed than the output rotor 2, the engine 9 is driven to a proper rotating speed, and oil injection is started. In order to improve the running smoothness of the vehicle at the time of starting, the driving force of the motor 14 can be appropriately increased under the control of the controller 6 according to the running condition at the time of starting.
Stopping the power generation:
the vehicle is in a P gear or braking state, the output rotor 2 is fixed, the engine 9 drives the input rotor 1 to run, the double-rotor motor serves as a generator to run, and generated electric energy charges the battery pack 7 through the collecting ring or the commutator 3, the electric brush 4, the lead 18 and the controller 6 and can also be output to the outside of the system.
Pure electric driving:
the battery 7 supplies power to the electric motor 14 via the controller 6 and the lead 18, and the electric motor 14 drives the differential 16 via the gear 15, which in turn drives the wheels 17.
When the constraint or power input mode of the input rotor 1 is the constraint or power input mode provided in fig. 5, 6, 7, 8, 9, 10 and 11, the input rotor 1 is locked in one direction, the double-rotor motor can drive the vehicle to move forwards as a motor, the input rotor 1 is braked, the double-rotor motor can drive the vehicle to move forwards or backwards as a motor, and the required electric energy is provided by the battery pack 7 through the controller 6. The two motors can drive the vehicle independently or jointly.
Hybrid power distribution: (the engine is operated at a preferred speed and output torque, and the dual rotor motor is operated at a torque matching the output torque of the engine, as regulated by the controller.)
The engine 9 drives the input rotor 1 to operate, the rotation speed of the input rotor 1 is higher than that of the output rotor 2, the double-rotor motor operates as a generator, the generated electric energy supplies power to the motor 14 through the collecting ring or the commutator 3, the electric brushes 4, the conducting wires 18 and the controller 6, or charges the battery pack 7, or outputs the electric energy to the outside of the system, the three can be carried out simultaneously, one or two of the three can be selected, and the system supplying power to the motor 14 preferentially has higher efficiency.
Another part of the input power is transmitted to the output rotor 2 by the action of the torque acting between the input rotor 1 and the output rotor 2, drives the differential 11 via the gear 10, and then drives the wheels 13.
Depending on the driving situation, the electric machine 14 can be used as a motor at the appropriate time to drive the differential 16 via the gear 15, to drive the wheels 17, and to drive the vehicle together with the birotor machine. The required electric energy is generated by a double-rotor motor, or is provided by a battery pack 7 or is provided by the battery pack and the battery pack after being controlled by a controller 6.
The electric machine 14 may also operate as a generator when appropriate, driven by wheels 17 via a differential 16 and gears 15 to generate electricity, which charges the battery 7 via the controller 6 and leads 18. But the transmission efficiency of the process is not as high as that of the double-rotor motor.
Hybrid power superposition: (the engine is operated at a preferred speed and output torque, and the dual rotor motor is operated at a torque matching the output torque of the engine, as regulated by the controller.)
The engine 9 drives the input rotor 1 to operate, the rotating speed of the output rotor 2 is higher than that of the input rotor 1, the double-rotor motor operates as a motor, the battery pack 7 supplies power to the motor through the controller 6, the conducting wire 18, the electric brush 4 and the current collecting ring or the commutator 3 to drive the output rotor 2 to operate, the power of the engine and the power of the motor are superposed on the output rotor 2, the differential 11 is driven through the gear 10, and then the wheels 13 are driven.
Depending on the driving situation, the electric machine 14 can be used as a motor at the appropriate time to drive the differential 16 via the gear 15, to drive the wheels 17, and to drive the vehicle together with the birotor machine. The required electrical energy is provided by a battery 7 via a controller 6.
The power superposed on the output rotor 2 can drive the wheels 13 and simultaneously drive the motor 14 to generate electricity through the wheels 17, the differential 16 and the gear 15, the generated electric energy is controlled by the controller 6 and then preferentially supplies power to the double-rotor motor, the battery 7 is charged when the surplus electric energy exists, and the generated electric energy is supplemented by the battery pack 7 when the electric energy is not enough to supply power to the double-rotor motor. The transmission efficiency in the process is not high, and the actual requirement and the system efficiency need to be balanced when the system is used.
Kinetic energy recovery:
the wheels 17 drive the gear 15 via the differential 16, and then drive the motor 14 to generate electricity, and the battery pack 7 is charged via the controller 6.
The wheels 13 drive the gear 10 through the differential 11, then drive the output rotor 2 to run, the double-rotor motor works as a generator, the input rotor 1 reversely drags the engine 9 to run at a lower speed than the output rotor 2 or is braked, the double-rotor motor works as a generator, and the generated electric energy charges the battery pack 7 through the controller 6. (the input rotor 1 may be braked in the braking mode of the driving modes provided in fig. 6, 9 or 11.)
The two motors can simultaneously recover kinetic energy to generate electricity, and one motor can also independently recover kinetic energy to generate electricity.
Fig. 5, 6, 7, 8, 9, 10 and 11 are schematic explanatory views of different input rotor 1 restriction methods and power input methods, and fig. 12 is a schematic explanatory view of a lock-up clutch 27 provided between the input rotor 1 and the output rotor 2, and these restriction methods and power input methods are applied to all embodiments of the present patent application. The detailed description is not repeated, and the details are described in paragraphs 0066-0097.
(fourth embodiment)
Fig. 4 is a schematic explanatory view of a fourth embodiment of the present invention. (FIG. 5, FIG. 6, FIG. 7, FIG. 8, FIG. 9, FIG. 10 and FIG. 11 are schematic explanatory diagrams of different constraint modes and power input modes of the input rotor 1. FIG. 12 is a schematic explanatory diagram of a lock-up clutch 27 arranged between the input rotor 1 and the output rotor 2. these constraint modes and power input modes are all applicable to all embodiments of the present patent application. the detailed description is not repeated, and see the specification 0066 paragraph 0097.)
As shown in fig. 4, the components are: input rotor 1, output rotor 2, slip rings or commutator 3, brushes 4, controller 6, battery pack 7, motor 8, engine 9, gear 10, differential 11, gear 12, wheel 13, motor 14, gear 15, differential 16, wheel 17, wires 18. (each differential corresponds to at least 2 wheels, one for simplicity of drawing and presentation.) A differential is provided with only one wheel
The input rotor 1, the output rotor 2, the electric brush 4 and the collector ring or commutator 3 form a double-rotor motor. (both rotors can be fitted with brushes and slip rings or commutators, or either rotor can be fitted with brushes and slip rings or commutators, depending on the type of motor and the actual requirements.)
The engine 9 is connected with the input rotor 1 through direct drive between shafts, and the output rotor 2 drives a differential 11 through a gear 10 to drive wheels 13. (the input rotor 1 can also be constrained and driven in the manner provided by figures 5, 6, 7, 8, 9, 10 and 11) (the output rotor 2 can also be used to drive a differential by means of chains, the figure not showing chain drive.) (a lock-up clutch 27 can be provided between the input rotor 1 and the output rotor 2 according to figure 12.)
The electric machine 8 drives a differential 11 via a gear 12 and in turn drives wheels 13. The motor 8 drives the same differential and wheels as the output rotor 2 of the dual rotor motor. (the motor 8 can also drive the differential by a chain, the chain drive not being shown in the figure.)
The electric machine 14 drives a differential 16 via a gear 15 to drive the wheels 17. The motor 14 drives a different differential and wheel than the output rotor 2 of the dual rotor motor. (Motor 14 could also drive the differential with a chain, not shown in the drawings.)
The brushes 4, battery 7, motor 8 and motor 14 are connected to the controller 6 by wires 18.
The battery of the battery pack can be various types of rechargeable batteries and also can be a super capacitor. In the oil-electricity hybrid power system, the motor sometimes operates as a generator and sometimes operates as a motor, the generator needs a charging controller, the motor needs an inverter, a plurality of sets of charging and inverting controllers are needed for a plurality of motors, and electric energy also needs to be divided and gathered.
And (5) working process of the hybrid power system.
Starting an engine:
when the vehicle is stopped and started, the vehicle is in a P gear or braking state, the output rotor 2 is fixed, the battery pack 7 supplies power to the double-rotor motor through the controller 6, the lead 18, the electric brush 4, the collecting ring or the commutator 3, the double-rotor motor operates as a motor, and the input rotor 1 operates to drive the engine 9 to start. (the P-gear locking mechanism can be a friction brake, or a ratchet and pawl combination which is integrated with the gear 10 and fixed with the shell is used like a common automatic transmission.)
The driving is started in a first mode, wheels 13 or a motor 8 drive a differential mechanism 11 through a gear 12 and then drive a gear 10 to drive an output rotor 2 to rotate, a double-rotor motor operates as a generator, the input rotor 1 operates to drive an engine 9 to a proper rotating speed through the action of torque between the output rotor 2 and the input rotor 1, and oil injection is started; in the second mode, the wheel 13 or the motor 8 drives the differential 11 through the gear 12 and then drives the gear 10 to drag the output rotor 2 to operate, the double-rotor motor operates as a motor to drive the input rotor 1 to operate at a higher rotating speed than the output rotor 2, the engine 9 is driven to a proper rotating speed, and oil injection is started. In order to improve the driving smoothness of the vehicle during the driving start, the driving force of the motor 8 or the motor 14 or both can be appropriately increased under the control of the controller 6 according to the driving condition during the start.
Stopping the power generation:
the vehicle is in a P gear or braking state, the output rotor 2 is fixed, the engine 9 drives the input rotor 1 to run, the double-rotor motor serves as a generator to run, and generated electric energy charges the battery pack 7 through the collecting ring or the commutator 3, the electric brush 4, the lead 18 and the controller 6 and can also be output to the outside of the system.
Pure electric driving:
the battery 7 supplies power to the motor 8 via the controller 6, and the motor 8 drives the differential 11 via the gear 12, which in turn drives the wheels 13.
The battery 7 supplies power to the electric motor 14 via the controller 6, and the electric motor 14 drives the differential 16 via the gear 15, which in turn drives the wheels 17.
When the constraint or power input mode of the input rotor 1 is the constraint or power input mode provided in fig. 5, 6, 7, 8, 9, 10 and 11, the input rotor 1 is locked in one direction, the double-rotor motor can drive the vehicle to move forwards as a motor, the input rotor 1 is braked, the double-rotor motor can drive the vehicle to move forwards or backwards as a motor, and the required electric energy is provided by the battery pack 7 through the controller 6.
When the vehicle runs purely electrically, the vehicle can be driven by one of the motors, or two of the motors, or three of the motors.
Hybrid power distribution: (the engine is operated at a preferred speed and output torque, and the dual rotor motor is operated at a torque matching the output torque of the engine, as regulated by the controller.)
The engine 9 drives the input rotor 1 to run, the speed of the input rotor 1 is higher than that of the output rotor 2, the double-rotor motor operates as a generator, the generated electric energy supplies power to the motor 8 through the collecting ring or the commutator 3, the electric brushes 4, the wires 18 and the controller 6, or supplies power to the motor 14, or charges the battery pack 7, or outputs the electric energy to the outside of the system, wherein the four operations can be carried out simultaneously, or one, two or three operations can be selected.
Another part of the input power is transmitted to the output rotor 2 by the action of the torque acting between the input rotor 1 and the output rotor 2, drives the differential 11 via the gear 10, and then drives the wheels 13.
Depending on the driving situation, the electric machine 8 can be used as a motor at the appropriate time to drive the differential 11 via the gear 12, and then to drive the wheels 13, and to drive the vehicle together with the birotor machine. The required electric energy is generated by a double-rotor motor, or is provided by a battery pack 7 or is provided by the battery pack and the battery pack after being controlled by a controller 6.
Depending on the driving situation, the electric machine 14 can be used as a motor at the appropriate time to drive the differential 16 via the gear 15, to drive the wheels 17, and to drive the vehicle together with the birotor machine. The required electric energy is generated by a double-rotor motor, or is provided by a battery pack 7 or is provided by the battery pack and the battery pack after being controlled by a controller 6.
According to specific conditions, the motor 8 can be used as a generator to generate electricity, and the motor 14 can also be used as a generator to generate electricity, but the transmission efficiency is not as high as that of a double-rotor motor.
Hybrid power superposition: (the engine is operated at a preferred speed and output torque, and the dual rotor motor is operated at a torque matching the output torque of the engine, as regulated by the controller.)
The engine 9 drives the input rotor 1 to operate, the rotating speed of the output rotor 2 is higher than that of the input rotor 1, the double-rotor motor operates as a motor, the battery pack 7 supplies power to the motor through the controller 6, the conducting wire 18, the electric brush 4 and the current collecting ring or the commutator 3 to drive the output rotor 2 to operate, the power of the engine and the power of the motor are superposed on the output rotor 2, the differential 11 is driven through the gear 10, and then the wheels 13 are driven.
The power superposed on the output rotor 2 can drive the wheels 13 and simultaneously drive the motor 8 to generate power through the gear 12, the generated electric energy is controlled by the controller 6 and then preferentially supplies power to the double-rotor motor, the battery 7 is charged when residual electric energy exists, and the generated electric energy is supplemented by the battery pack 7 when the electric energy is not enough to supply power to the double-rotor motor.
Depending on the driving situation, the electric machine 8 can be used as a motor at the appropriate time to drive the differential 11 via the gear 12, and then to drive the wheels 13, and to drive the vehicle together with the birotor machine. The required electrical energy is provided by a battery 7 via a controller 6.
Depending on the driving situation, the electric machine 14 can be used as a motor at the appropriate time to drive the differential 16 via the gear 15, to drive the wheels 17, and to drive the vehicle together with the birotor machine. The required electrical energy is generated by the motor 8 or provided by the battery 7 or both via the controller 6.
The motor 14 can also generate electricity as a generator, but the transmission efficiency is not as high as that of the motor 8.
Kinetic energy recovery:
the wheels 13 drive the gear 12 through the differential 11, and then drive the motor 8 to generate electricity, and the battery pack 7 is charged through the controller 6.
The wheels 17 drive the gear 15 via the differential 16, and then drive the motor 14 to generate electricity, and the battery pack 7 is charged via the controller 6.
The wheels 13 drive the gear 10 through the differential 11, then drive the output rotor 2 to run, the double-rotor motor works as a generator, the input rotor 1 reversely drags the engine 9 to run at a lower speed than the output rotor 2 or is braked, the double-rotor motor works as a generator, and the generated electric energy charges the battery pack 7 through the controller 6. (the input rotor 1 may be braked in the braking mode of the driving modes provided in fig. 6, 9 or 11.)
The three motors can simultaneously recover kinetic energy to generate electricity, and one or two motors can also recover kinetic energy to generate electricity.
Fig. 5, 6, 7, 8, 9, 10 and 11 are schematic explanatory views of different input rotor 1 restriction methods and power input methods, and fig. 12 is a schematic explanatory view of a lock-up clutch 27 provided between the input rotor 1 and the output rotor 2, and these restriction methods and power input methods are applied to all embodiments of the present patent application. The detailed description is not repeated, and the details are described in paragraphs 0066-0097.

Claims (11)

1. The utility model provides a birotor motor power distribution stack device, contains rotor, brush and collecting ring or commutator which characterized in that:
the two electromagnetic parts which are different from the two electromagnetic parts which are interacted with each other of a common motor are a rotor and a stator, the two electromagnetic parts which are interacted with each other of the double-rotor motor are two rotors, one of the two rotors is an input rotor, the other rotor is an output rotor, one or two of the two rotors is provided with a brush and a collecting ring or a commutator, the double-rotor motor is used as a power distributor or a power superimposer,
when the power distributor is used, the rotating speed of the input rotor is higher than that of the output rotor, the power machine drives the input rotor to operate, the double-rotor motor operates as a generator, one part of input power is converted into electric energy output on the electric brush through the generator, the other part of the input power is transmitted to the output rotor through the action of action torque between the two rotors,
when the power machine is used as a power superimposer, the rotating speed of the output rotor is higher than that of the input rotor, the power machine drives the input rotor to run, the double-rotor motor is used as a motor to run, the electric energy input from the electric brush is converted into the power on the output rotor through the motor, the power of the power machine and the power of the motor are superimposed on the output rotor,
the power distributor alone, the power superimposer alone or the power distributor and the power superimposer are all protected in the patent.
2. A vehicular hybrid system including the double-rotor motor power distribution and superposition apparatus according to claim 1, further comprising a controller 6, a battery pack 7, a power machine for driving the input rotor 1 of the double-rotor motor, and a differential 11 for driving the output rotor 2 of the double-rotor motor.
3. The hybrid system for vehicle according to claim 2, further comprising an electric motor 8, wherein the electric motor 8 drives the differential 11, and the electric motor 8 and the output rotor 2 of the pair-rotor motor drive the same differential.
4. A hybrid system for a vehicle according to claim 3, further comprising an electric motor 14, wherein the electric motor 14 drives the differential 16, and wherein the electric motor 14 and the output rotor 2 of the pair-rotor motor drive different differentials.
5. The hybrid system for vehicle according to claim 2, further comprising an electric motor 14, wherein the electric motor 14 drives the differential 16, and the electric motor 14 and the output rotor 2 of the pair-rotor motor drive different differentials.
6. The vehicular hybrid system according to claim 2, 3, 4, or 5, characterized in that: the one-way clutch 5 is included, and the one-way clutch 5 makes the input rotor 1 locked in the reverse direction of the input power and rotatable in the same direction of the input power.
7. The vehicular hybrid system according to claim 2, 3, 4, or 5, characterized in that: the brake 26 is included, and the input rotor 1 is braked and prevented from rotating when the brake 26 brakes.
8. The vehicular hybrid system according to claim 2, 3, 4, or 5, characterized in that: the two-speed transmission includes a gear 19, a gear 20, a gear 21, a gear 22, a clutch 23, and a one-way clutch 24, is installed between the engine 9 and the input rotor 1, and transmits the output power of the engine 9 to the input rotor 1.
9. The vehicular hybrid system according to claim 2, 3, 4, or 5, characterized in that: the two-speed transmission includes a gear 19, a gear 20, a gear 21, a gear 22, a clutch 23, and a clutch 25, is installed between the engine 9 and the input rotor 1, and transmits the output power of the engine 9 to the input rotor 1.
10. The vehicular hybrid system according to claim 2, 3, 4, or 5, characterized in that: a locking clutch 27 is arranged between the input rotor 1 and the output rotor 2, and when the locking clutch 27 is locked, the input rotor 1 and the output rotor 2 are locked into a whole to form direct transmission.
11. A power locomotive, characterized by: the dual-rotor motor power distribution and superposition device of claim 1.
CN202210144540.1A 2022-02-08 2022-02-08 Dual-rotor motor power distribution and superposition device and vehicle hybrid power system comprising same Pending CN114407636A (en)

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CN202210144540.1A CN114407636A (en) 2022-02-08 2022-02-08 Dual-rotor motor power distribution and superposition device and vehicle hybrid power system comprising same

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CN114407636A true CN114407636A (en) 2022-04-29

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