CN115782554A - Hybrid power device and hybrid power system - Google Patents
Hybrid power device and hybrid power system Download PDFInfo
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- CN115782554A CN115782554A CN202211241192.6A CN202211241192A CN115782554A CN 115782554 A CN115782554 A CN 115782554A CN 202211241192 A CN202211241192 A CN 202211241192A CN 115782554 A CN115782554 A CN 115782554A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/28—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 electric energy storing means, e.g. batteries or capacitors
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01R—ELECTRICALLY-CONDUCTIVE CONNECTIONS; STRUCTURAL ASSOCIATIONS OF A PLURALITY OF MUTUALLY-INSULATED ELECTRICAL CONNECTING ELEMENTS; COUPLING DEVICES; CURRENT COLLECTORS
- H01R13/00—Details of coupling devices of the kinds covered by groups H01R12/70 or H01R24/00 - H01R33/00
- H01R13/62—Means for facilitating engagement or disengagement of coupling parts or for holding them in engagement
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- 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 hybrid power device and a hybrid power system, which comprise an engine, a damper connected with the engine, a coupler connected with the damper, a generator connected with the coupler, and a driving motor connected with the generator, wherein the damper is arranged on the engine; the power battery stores the energy of the generator and the driving motor; the motor controller receives the energy of the generator, the driving motor and the power battery and distributes power; 70Kw of discharge power is realized by adopting a power battery with high capacity and high discharge power, 70Kw of system power generation is superposed, and the power requirement of 130Kw of a driving motor is met, so that the optimal matching of system efficiency is realized; the power battery's utmost point post adopts coupling assembling to be connected with the wire, connects firm difficult droing, and installs and dismantle convenient and fast.
Description
Technical Field
The invention relates to the field of hybrid vehicles, in particular to a hybrid power device and a hybrid power system.
Background
The hybrid power is a combination of traditional fuel power and pure electric power, and the hybrid power device combines the engine and the motor together, so that the hybrid power has the advantages of long endurance mileage of the traditional fuel automobile, quick power response of the electric automobile and environmental friendliness and low consumption. The existing hybrid power assembly has different systems and structures such as planet row, concentric shaft, parallel shaft and the like, and has different technical routes such as HEV, PHEV and the like. The prior art has the following defects: the planet row or concentric shaft system has complex structure, high manufacturing difficulty, complex control and high cost; the power of the HEV power battery of about 1.3Kwh is too low, and a power generation system is required to provide higher charging power; the PHEV adopts a large-capacity power battery, which causes high cost; simultaneously, the battery package utmost point post of mixed moving motorcycle type among the prior art adopts threaded connection with the connected mode of wire, easily becomes flexible and drops and lead to the vehicle to lose the electricity suddenly in the vehicle driving process, and the dismouting is loaded down with trivial details when just changing the battery.
Disclosure of Invention
This section is for the purpose of summarizing some aspects of embodiments of the invention and to briefly introduce some preferred embodiments, and some simplifications or omissions may be made in this section as well as in the abstract and title of the application to avoid obscuring the purpose of this section, the abstract and the title, and such simplifications or omissions are not intended to limit the scope of the invention.
The present invention has been made keeping in mind the above problems occurring in the prior art and/or the problems occurring in the prior art.
Therefore, the technical problems to be solved by the invention are that the planet row or concentric shaft system has complex structure, large manufacturing difficulty, complex control and high cost; meanwhile, the battery pack pole of the hybrid vehicle type in the prior art is connected with the lead in a threaded manner, so that the vehicle is prone to loosening and falling off in the running process of the vehicle, and the battery pack pole is complex to disassemble and assemble when the battery is replaced.
In order to solve the technical problems, the invention provides the following technical scheme: a hybrid power device comprises a power source, a power output unit,
the hybrid power assembly comprises an engine, a shock absorber connected with the engine, a coupler connected with the shock absorber, a generator connected with the coupler and a driving motor connected with the generator;
the power battery stores the energy of the generator and the driving motor;
and the motor controller receives the energy of the generator, the driving motor and the power battery and distributes power.
As a preferable aspect of the hybrid device and the hybrid system of the present invention, wherein: the low-voltage electric appliance and the high-voltage electric appliance are connected with the motor controller;
as a preferable aspect of the hybrid device and the hybrid system of the present invention, wherein: the wire connecting structure comprises a wiring terminal and a connecting component, wherein the wiring terminal is connected with the wiring terminal, a penetrating wire hole is formed in the wiring terminal, a conductive block is arranged in the wire hole, the conductive block is connected with a wire, and the wire is led into the wire hole from the outside; a first spring is arranged between the conductive block and one end of the wire hole far away from the binding post;
a guide groove is axially arranged on the side surface of one end, close to the binding post, of the wire hole, and a sliding groove in the radial direction is arranged at one end, located in the wire hole, of the guide groove; a through groove penetrating along the radial direction is formed in the end part of the copper column, two sliding blocks are symmetrically arranged in the through groove, a limiting groove is formed in the through groove, a stop block is arranged on the part, located in the limiting groove, of each sliding block, and a second spring is arranged between the two stop blocks;
one end of the connector lug, which is close to the copper column, is provided with an annular groove, and the annular groove is penetrated through the sliding groove;
a moving block is arranged in the sliding groove, and a slope is arranged at one end of the moving block, which is positioned in the annular groove;
a long groove is formed in the side face of the sliding groove, a convex block located in the long groove is arranged on the side face of the moving block, and a third spring is arranged between the convex block and one end, close to the center of the wire guide hole, of the long groove;
the distance between the end face of the wiring head and the end face of the annular groove is larger than the axial length of the guide groove;
an annular groove is formed in the periphery of the wiring terminal, a reset ring is sleeved outside the wiring terminal, the reset ring is provided with a limiting boss embedded in the annular groove, and a fourth spring is arranged between the limiting boss and one end face, away from the wiring head, of the annular groove;
the connector lug is provided with U type groove, U type groove both ends are along the radial setting of connector lug, and connector lug axial extension is followed to the interlude in U type groove, U type groove one end opening runs through mutually with the ring channel, and U type groove other end opening runs through to the connector lug outside, U type inslot is provided with the U-shaped pole, the part that the U-shaped pole is located U type groove interlude is provided with the fifth spring with U type groove between the terminal surface that is close to the connector lug center.
The invention also solves the technical problems that in the prior art, the power of the HEV power battery around K is too small, and a power generation system is required to provide higher charging power; the PHEV employs a large capacity power battery, which results in excessive costs.
In order to solve the technical problems, the invention provides the following technical scheme: a hybrid power system: the hybrid power plant power source comprises the following modes: the engine and the generator supply power simultaneously, the power battery supplies power independently, and the braking energy of the driving motor is recovered and supplied power.
As a preferable aspect of the hybrid system of the invention, wherein: when the power source supplies power to the engine and the generator simultaneously, the power source comprises the following energy conversion and transmission paths:
a generator to a motor controller to a drive motor;
the generator to the motor controller to the power battery;
the generator is connected to the motor controller and the DCDC is connected to the low-voltage electric appliance;
the generator to the motor controller to the high voltage electrical load.
As a preferable aspect of the hybrid system of the invention, wherein: when the power source is a power battery, the power source comprises the following energy conversion and transmission paths:
a power battery to a motor controller to a generator;
a power battery to a motor controller to a drive motor;
the power battery is connected to the motor controller, and the DCDC is connected to the low-voltage electric appliance;
the power battery is connected to the motor controller to the high voltage electrical appliance.
As a preferable aspect of the hybrid system of the invention, wherein: when the electric power source is used for recovering the braking energy of the driving motor, the energy conversion and transmission path comprises the following energy conversion and transmission paths:
driving the motor to the motor controller to the power battery.
As a preferable aspect of the hybrid system of the invention, wherein: the hybrid system includes the following modes: a pure electric mode, a series mode, a parallel mode, a braking energy recovery mode and an expansion mode.
As a preferable aspect of the hybrid system of the invention, wherein: the series mode includes: series power generation, series charging, series driving and series power assisting.
As a preferable aspect of the hybrid system of the invention, wherein: the parallel mode includes: parallel driving, parallel charging and parallel boosting.
As a preferable aspect of the hybrid system of the invention, wherein: the expansion mode comprises the following steps: pure electric drive, series power generation, series power assistance and braking energy recovery.
The invention has the beneficial effects that: 70Kw of discharge power is realized by adopting a power battery with high capacity and high discharge power, 70Kw of system power generation is superposed, and the power requirement of 130Kw of a driving motor is met, so that the optimal matching of system efficiency is realized; the design of the split hybrid power device is realized, and meanwhile, a frame-shaped closed reinforcing structure is adopted, so that the overall technical scheme is simple and reliable, the high reliability of the system is met, the overall cost of the system is reduced, and the after-sale maintenance difficulty and maintenance cost can be effectively reduced. The hybrid power system designed by the patent realizes the flexible application of energy transformation and a transmission path and simultaneously realizes the optimal design of energy matching by reasonably designing and matching the power battery system, the motor controller and the like; the power battery's utmost point post adopts coupling assembling to be connected with the wire, connects firm difficult droing, and installs and dismantle convenient and fast.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings needed to be used in the description of the embodiments will be briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without inventive exercise. Wherein:
FIG. 1 is a schematic diagram of a hybrid power unit according to an embodiment of the present invention;
FIG. 2 is a schematic diagram of a hybrid power plant according to an embodiment of the present invention in which electric power is derived from an engine + generator;
FIG. 3 is a schematic diagram of a hybrid power device according to an embodiment of the present invention, in which electric power is derived from a power battery;
fig. 4 is a schematic diagram illustrating that electric power is obtained from braking energy recovery of a driving motor in a hybrid power device according to an embodiment of the present invention;
fig. 5 is a schematic structural diagram of a hybrid power assembly in a hybrid power device according to an embodiment of the present invention;
FIG. 6 is an exploded view of a hybrid powertrain of a hybrid power assembly according to an embodiment of the present invention;
FIG. 7 is a schematic diagram of an electric-only mode energy transfer path in a hybrid powertrain according to an embodiment of the present invention;
FIGS. 8 and 9 are schematic diagrams illustrating series mode energy transmission paths in a hybrid power system according to an embodiment of the invention;
FIGS. 10 and 11 are schematic diagrams illustrating parallel mode energy transmission paths in a hybrid power system according to an embodiment of the invention;
FIG. 12 is a schematic diagram illustrating an expanded series configuration and energy transmission path in a hybrid powertrain system according to an embodiment of the present invention;
FIG. 13 is a schematic diagram illustrating an energy transmission path in a braking energy recovery mode in a hybrid power system according to an embodiment of the present invention;
FIG. 14 is a schematic representation of a ratio schedule in a hybrid powertrain according to an embodiment of the present invention;
FIG. 15 is a schematic diagram of a power cell of a hybrid power device according to an embodiment of the invention;
fig. 16 is a schematic diagram of a power battery and a connecting assembly in a hybrid power device according to an embodiment of the invention;
fig. 17 is a schematic view illustrating a power battery and a connecting assembly of a hybrid power device according to an embodiment of the present invention;
FIG. 18 is a cross-sectional view of FIG. 17 in a hybrid power unit according to an embodiment of the present invention;
fig. 19 is a schematic view illustrating a hybrid power device according to an embodiment of the present invention, in which a power battery is separated from a connecting assembly;
fig. 20 is a schematic cross-sectional view of fig. 19 of a hybrid power device according to an embodiment of the present invention.
Detailed Description
In order to make the aforementioned objects, features and advantages of the present invention comprehensible, embodiments accompanied with figures are described in detail below.
In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present invention, but the present invention may be practiced in other ways than those specifically described and will be readily apparent to those of ordinary skill in the art without departing from the spirit of the present invention, and therefore the present invention is not limited to the specific embodiments disclosed below.
Next, the present invention is described in detail with reference to the drawings, and in the detailed description of the embodiments of the present invention, the cross-sectional views illustrating the device structures are not enlarged partially according to the general scale for convenience of illustration, and the drawings are only exemplary, which should not limit the scope of the present invention. In addition, the three-dimensional dimensions of length, width and depth should be included in the actual fabrication.
Further, reference herein to "one embodiment" or "an embodiment" means that a particular feature, structure, or characteristic described in connection with the embodiment is included in at least one implementation of the invention. The appearances of the phrase "in one embodiment" in various places in the specification are not necessarily all referring to the same embodiment, nor are separate or alternative embodiments mutually exclusive of other embodiments.
Example 1
Referring to fig. 1 to 6, the present embodiment provides a hybrid power apparatus, including a hybrid power assembly 100, including an engine 101, a damper 102 connected to the engine 101, a coupler 103 connected to the damper 102, a generator 104 connected to the coupler 103, and a driving motor 105 connected to the generator 104;
and the power battery 200 is also included for storing the energy of the generator 104 and the driving motor 105.
Wherein, the power battery adopts a power type battery with 1.8Kwh or 2.1Kwh, and the 35C discharge rate can provide the peak power up to 70Kw;
the motor controller 300 receives the energy of the generator 104, the driving motor 105 and the power battery 200 and distributes the power. The motor controller is an integrated double-motor controller, integrates the functions of a generator controller, a driving motor controller and a distribution box, and realizes the transformation and transmission of electric energy.
Further, the system also comprises a low-voltage electric appliance and a high-voltage electric appliance, wherein the low-voltage electric appliance and the high-voltage electric appliance are connected with the motor controller 300. The engine 101 is provided with a starter motor 101a, and a clutch controller 106 is connected to the coupler 103.
In this embodiment, referring to fig. 2, when the electric power is derived from the engine + the generator, the energy conversion and transmission path includes:
generator → motor controller → drive motor (path a 1);
generator → motor controller → power battery (path a 3);
generator → motor controller → DCDC → low voltage consumer (path a 4);
generator → motor controller → high voltage electrical equipment such as high voltage air conditioner (path a 2);
referring to fig. 3, when the electric power is derived from the power battery, the energy conversion and transmission path includes:
power battery → motor controller → generator (path b 3);
power battery → motor controller → driving motor (path b 2);
power battery → motor controller → DCDC → low voltage electrical consumer (path b 4);
power battery → motor controller → high-voltage electric appliance (path b 1);
referring to fig. 4, when electric power is derived from braking energy recovery of the driving motor, the energy conversion and transmission path is the driving motor → the motor controller → the power battery (path c, d); the above energy sources and outputs may be superimposed according to different scenarios.
Further, referring to fig. 5 to 6, a fixing bracket 107 is provided between the generator 104 and the driving motor 105; the structure is strengthened and the system mode is improved, and the system mode is improved by about 30% after the fixed support is added; the fixed support is of a two-section structure, the outer ends of the two sections of supports are respectively connected with the generator and the driving motor, and the inner ends of the two sections of supports are fastened through bolts, so that the hybrid power assembly is integrally formed into a frame-shaped closed-loop structure, and the overall reliability of the hybrid power assembly is improved through the frame-shaped closed-loop structure.
It should be noted that the hybrid assembly is split type, and each sub-component of the hybrid assembly is an independent assembly, and physical integration is realized by bolt connection and addition of a sealing structure. The damper of the hybrid power assembly of the new technology can adopt a torsional damper, a dual-mass flywheel and the like, and the torsional damper has good reliability and reduces the cost; an engine of a common hybrid power device is dragged and started by a generator, and a hybrid power assembly of the new technology is provided with an engine starting motor, can be started at low pressure, provides backup power for the engine starting in extremely cold scenes and the like, and improves the reliability of the system; the engine is a hybrid power special engine adopting an Atkinson cycle and has high thermal efficiency and an optimal high-efficiency area. The calibration of the high-efficiency area has good mixing applicability, the best fuel economy can be realized, and the coupler is provided with 3 opening end faces which are respectively connected with an engine, a generator and a driving motor.
The coupler of the invention adopts a six-parallel-shaft structure, and the application of the new technology of the six-parallel-shaft structure can reduce the axial size of the coupler, so that the structure is more compact. The coupler of the new technology is provided with a clutch system, the clutch system adopts a jaw structure, and the clutch system of the jaw structure has high control precision and high transmission efficiency; the sliding-friction clutch system is of a traditional hydraulic type; when the clutch system with the jaw structure is adopted, the clutch is controlled by the independent control unit; when the sliding friction type clutch is adopted, the clutch is controlled by the vehicle control unit.
Example 2
Referring to fig. 1 to 6, a second embodiment of the present invention is based on the previous embodiment, and is different from the previous embodiment in that: the present embodiment provides a hybrid system, wherein
Hybrid power plant power sources include the following modes: the engine 101 and the generator 104 are powered simultaneously, the power battery 200 is powered separately, and the braking energy of the driving motor 105 is recovered and powered.
When the power source supplies power to the engine 101 and the generator 104 simultaneously, the power source comprises the following energy conversion and transmission paths:
a generator to a motor controller to a drive motor;
the generator to the motor controller to the power battery;
the generator is connected to the motor controller and is connected to the DCDC to the low-voltage electric appliance;
the generator is connected to the motor controller to the high voltage electrical appliance.
When the power source is the power battery 200, the following energy conversion and transmission paths are included:
a power battery to a motor controller to a generator;
a power battery to a motor controller to a drive motor;
the power battery is connected to the motor controller, and the DCDC is connected to the low-voltage electric appliance;
the power battery is connected to the motor controller to the high voltage electrical appliance.
When the electric power source is the braking energy recovery of the driving motor 105, the energy conversion and transmission path comprises the following energy:
driving the motor to the motor controller to the power battery.
The hybrid system includes the following modes: the gear shaft system of the coupler realizes series-parallel connection function, and can realize pure electric mode, series mode, parallel mode, braking energy recovery mode and expansion mode.
Referring to fig. 7, for the electric-only mode energy transfer path: power battery-motor controller-drive motor-wheels.
In this embodiment, the coupler can realize architecture expansion of the hybrid power device by canceling the clutch system, and the architecture is expanded from a series-parallel structure to a series structure. After the system is expanded to a series structure, the system has no parallel function, namely, only pure electric drive, series power generation, series power assistance, braking energy recovery and the like can be realized.
In the pure electric mode, only the power battery 200 supplies power, and the energy transmission path is the motor controller 300, the driving motor 105 and the wheels.
The series mode includes: series power generation, series charging, series driving and series power assisting.
Referring to fig. 8, 9 where the energy transfer path of the series mode is series power generation (path e), the generator 104 generates power to the motor controller 300; when the energy transmission path of the series mode is series charging (path e 1), the motor controller 300 is connected to the power battery 200; when the energy transmission path of the series mode is the series drive (path e 2), the motor controller 300 drives the drive motor 105, and the drive motor 105 drives the wheels; when the energy transfer path of the series mode is the series assist (path e 3), the power battery 200 goes to the motor controller 300 and then to the drive motor 105.
Referring to fig. 10 and 11, the parallel mode includes: parallel driving, parallel charging and parallel boosting. When the energy transmission path in the parallel mode is parallel driving (path g), the engine 101 partially directly drives wheels, if the engine 101 has redundant power, the engine 101 drives the generator 104, and the generator 104 charges the power battery 200; if the engine 101 is under-powered, the power battery 200 discharges to drive the driving motor 105 to drive the driving wheels, i.e., to provide parallel assist (path h).
Referring to fig. 12, the expansion mode includes: pure electric drive, series power generation, series power assistance and braking energy recovery. The pure electric drive supplies power to the power battery 200 independently, and the energy transmission path is the power battery 200, the motor controller 300, the driving motor 105 and the wheels (path i); the energy transmission path of the series drive is generator 104-motor controller 300-driving motor 105-wheel; when the pure electric drive is combined with the series drive in the expansion mode, the series power assisting mode is adopted; when the wheels are braked, referring to fig. 12 and 13, the energy of the wheels is recovered to the power battery 200 by the driving motor 105 and the motor controller 300 (path j).
Further, referring to fig. 14, the hybrid system realizes comprehensive optimization of dynamic performance, economy and system NVH through optimal design of speed ratio. The speed ratio scheme is shown in the figure, the power generation speed ratio is G1, the direct-drive speed ratio of the engine is G2G 3, and the drive speed ratio of the drive motor is G4G 5;
the speed ratio scheme of the invention is as follows: the scheme comprises a power generation speed ratio of 0.392, an engine direct drive speed ratio 3.128 and a drive motor drive speed ratio 10.128; the power generation speed ratio of the scheme II is 0.344, the engine direct drive speed ratio is 3.106, and the driving speed ratio of the driving motor is 10.459, the maximum rotating speed of the matched engine is 5600rpm, and the maximum rotating speeds of the generator and the driving motor are 12000rpm; by optimizing the actual running speed of the engine to about (4100-4700) rpm through the optimized design of the speed ratio, the system can realize the improvement of the NVH performance of the system while providing about 70Kw of charging power.
Example 3
Referring to fig. 15 to 20, a third embodiment of the present invention is based on the previous embodiment, and is different from the previous embodiment in that: the present embodiment provides a power battery in a hybrid device,
wherein power battery 200 is provided with utmost point post 201, and utmost point post 201 is power battery 200's positive negative pole, and utmost point post 201 is connected with terminal 202, and terminal 202 is the insulator, and terminal 202 is embedded to have copper post 203, copper post 203 one end and utmost point post 201 electric connection.
The connecting assembly 400 is connected with a wire of vehicle electric equipment, wherein the connecting assembly 400 comprises a connector lug 401 connected with a binding post 202, the connector lug 401 is formed by a revolving body, a through wire hole 401a is formed in the connector lug 401, a conductive block 402 is arranged in the wire hole 401a, the conductive block 402 is a conductor, the conductive block 402 is connected with the wire, and the wire is led into the wire hole 401a from the outside; a first spring 403 is arranged between the conductive block 402 and one end of the wire hole 401a far away from the binding post 202; when the connector lug 401 is connected with the copper pillar 203, the conductive block 402 in the connector lug 401 is connected with the copper pillar 203 more stably under the action of the first spring 403.
Further, the side surface of one end, close to the terminal 202, of the wire guide 401a is provided with two guide grooves 401b along the axial direction, and one end, located in the wire guide 401a, of each guide groove 401b is provided with a radial sliding groove 401c; a through groove 203a penetrating along the radial direction is formed in the end part of the copper pillar 203, two sliding blocks 204 are symmetrically arranged in the through groove 203a, a limiting groove 203b is formed in the through groove 203a, a stop 204a is arranged on the part, located in the limiting groove 203b, of each sliding block 204, and a second spring 205 is arranged between the two stop 204 a; meanwhile, the end of the guide slot 401b is chamfered to form an inclined surface, so that the sliding blocks 204 can slide in conveniently, under the action of the second spring 205, the two sliding blocks 204 are embedded into the sliding slot 401c, and at the moment, the conductive block 402 is connected with the copper pillar 203.
An annular groove 401d is formed in one end, close to the copper column 203, of the connector lug 401, and the annular groove 401d penetrates through the sliding groove 401c; a moving block 404 is arranged in the sliding groove 401c, the moving block 404 slides in the sliding groove 401c, and a slope 404a is arranged at one end, located in the annular groove 401d, of the moving block 404; a long groove 401e is arranged on the side surface of the sliding groove 401c, a convex block 404b positioned in the long groove 401e is arranged on the side surface of the moving block 404, and a third spring 405 is arranged between the convex block 404b and one end of the long groove 401e, which is close to the center of the wire guide 401 a; thus, the end of the moving block 404 provided with the slope 404a is fitted into the annular groove 401d by the third spring 405.
It should be noted that the distance between the end face of the lug 401 and the end face of the annular groove 401d is larger than the axial length of the guide groove 401 b.
Further, an annular groove 202a is formed in the periphery of the terminal 202, a reset ring 206 is sleeved outside the terminal 202, the reset ring 206 is provided with a limit boss 206a embedded in the annular groove 202a, and a fourth spring 207 is arranged between the limit boss 206a and one end face, away from the terminal 401, of the annular groove 202 a; under the action of the fourth spring 207, the reset coil 206 is in a position close to the terminal 401, i.e., the fourth spring 207 is in an extended state. When the terminal 202 is connected with the terminal 401, the reset ring 206 can be inserted into the annular groove 401d and contacts with the slope 404a to push the moving block 404 to move towards the axis, and when the moving block 404 moves, the moving block 404 pushes the sliding block 204 to fall off from the sliding groove 401c, so that the lead is separated from the battery.
The connector lug 401 is provided with a U-shaped groove 401f, the U-shaped groove 401f is U-shaped, two ends of the U-shaped groove 401f are radially arranged along the connector lug 401, the middle section of the U-shaped groove 401f axially extends along the connector lug 401, an opening at one end of the U-shaped groove 401f penetrates through the annular groove 401d, an opening at the other end of the U-shaped groove 401f penetrates through the outside of the connector lug 401, a U-shaped rod 406 is arranged in the U-shaped groove 401f, and a fifth spring 407 is arranged between the part of the U-shaped rod 406, which is located at the middle section of the U-shaped groove 401f, and the end face, close to the center of the connector lug 401f, of the U-shaped groove 401 f. Therefore, under the action of the fifth spring 407, the end of the U-shaped rod 406 located at the annular groove 401d extends into the annular groove 401d, so that when the connector 401 is operated to connect the terminal 202, the end of the U-shaped rod 406 pushes the reset ring 206 not to enter the annular groove 401d completely, and thus the reset ring 206 does not contact the slope 404a, so that the sliding block 204 is inserted into the sliding groove 401c, and the connection of the wires is completed.
In this embodiment, when the lead needs to be removed, the other end of the U-shaped rod 406 is pressed down to contract the U-shaped rod 406 into the U-shaped groove 401f, the return ring 206 enters the annular groove 401d under the action of the spring without being limited, and contacts the slope 404a to push the moving block 404 to move toward the axis, and when the moving block 404 moves, the moving block 404 pushes the slider 204 to drop from the sliding groove 401c, so that the lead is separated from the battery.
It should be appreciated that in the development of any such actual implementation, as in any engineering or design project, numerous implementation-specific decisions may be made. Such a development effort might be complex and time consuming, but would nevertheless be a routine undertaking of design, fabrication, and manufacture for those of ordinary skill having the benefit of this disclosure, without undue experimentation.
It should be noted that the above-mentioned embodiments are only for illustrating the technical solutions of the present invention and not for limiting, and although the present invention has been described in detail with reference to the preferred embodiments, it should be understood by those skilled in the art that modifications or equivalent substitutions may be made on the technical solutions of the present invention without departing from the spirit and scope of the technical solutions of the present invention, which should be covered by the claims of the present invention.
Claims (10)
1. A hybrid power device characterized in that: comprises the steps of (a) preparing a mixture of a plurality of raw materials,
the hybrid power assembly (100) comprises an engine (101), a shock absorber (102) connected with the engine (101), a coupler (103) connected with the shock absorber (102), a generator (104) connected with the coupler (103), and a driving motor (105) connected with the generator (104);
a power battery (200) for storing energy of the generator (104) and the driving motor (105);
and the motor controller (300) receives the energy of the generator (104), the driving motor (105) and the power battery (200) and distributes power.
2. The hybrid device according to claim 1, characterized in that: the system also comprises a low-voltage electric appliance and a high-voltage electric appliance, wherein the low-voltage electric appliance and the high-voltage electric appliance are both connected with the motor controller (300).
The engine (101) is provided with a starting motor (101 a), and the coupler (103) is connected with a clutch controller (106).
A fixed support (107) is arranged between the generator (104) and the driving motor (105).
3. A hybrid powertrain system, characterized by: a hybrid power plant including the hybrid power plant of claim 2, the hybrid power plant electrical power source comprising the following modes: the engine (101) and the generator (104) supply power simultaneously, the power battery (200) supplies power separately, and the braking energy of the driving motor (105) is recovered and supplied power.
4. The hybrid system according to claim 3, characterized in that: when the power source supplies power to the engine (101) and the generator (104) simultaneously, the power source comprises the following energy conversion and transmission paths:
a generator to a motor controller to a drive motor;
the generator to the motor controller to the power battery;
the generator is connected to the motor controller and the DCDC is connected to the low-voltage electric appliance;
the generator to the motor controller to the high voltage electrical load.
5. The hybrid system according to claim 4, characterized in that: when the power source is a power battery (200), the power source comprises the following energy conversion and transmission paths:
a power battery to a motor controller to a generator;
a power battery to a motor controller to a drive motor;
the power battery is connected to the motor controller, and the DCDC is connected to the low-voltage electric appliance;
the power battery is connected to the motor controller to the high voltage electrical appliance.
6. The hybrid system according to claim 5, characterized in that: when the electric power source is used for recovering the braking energy of the driving motor (105), the electric power source comprises the following energy conversion and transmission paths:
driving the motor to the motor controller to the power battery.
7. The hybrid system according to claim 6, characterized in that: the hybrid system includes the following modes: pure electric mode, series mode, parallel mode, braking energy recovery mode and expansion mode.
8. The hybrid system according to claim 7, characterized in that: the series mode includes: series power generation, series charging, series driving and series power assisting.
9. The hybrid system according to claim 8, characterized in that: the parallel mode includes: parallel driving, parallel charging and parallel boosting.
10. The hybrid system according to any one of claims 7 to 9, characterized in that: the expansion mode comprises the following steps: pure electric drive, series power generation, series power assistance and braking energy recovery.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
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| CN202211241192.6A CN115782554B (en) | 2022-10-11 | 2022-10-11 | Hybrid power device and hybrid power system |
| PCT/CN2023/121444 WO2024078323A1 (en) | 2022-10-11 | 2023-09-26 | Hybrid power apparatus and hybrid power system |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202211241192.6A CN115782554B (en) | 2022-10-11 | 2022-10-11 | Hybrid power device and hybrid power system |
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| CN115782554B CN115782554B (en) | 2023-08-29 |
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| CN (1) | CN115782554B (en) |
| WO (1) | WO2024078323A1 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2024078323A1 (en) * | 2022-10-11 | 2024-04-18 | 上汽通用五菱汽车股份有限公司 | Hybrid power apparatus and hybrid power system |
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| WO2024078323A1 (en) | 2024-04-18 |
| CN115782554B (en) | 2023-08-29 |
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