CN115782554B - Hybrid power device and hybrid power system - Google Patents
Hybrid power device and hybrid power system Download PDFInfo
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- CN115782554B CN115782554B CN202211241192.6A CN202211241192A CN115782554B CN 115782554 B CN115782554 B CN 115782554B CN 202211241192 A CN202211241192 A CN 202211241192A CN 115782554 B CN115782554 B CN 115782554B
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Classifications
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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
- 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 application discloses a hybrid power device and a hybrid power system, comprising 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; the motor controller receives and distributes the energy of the generator, the driving motor and the power battery; the power battery with high discharge power and high capacity is adopted to realize 70Kw of discharge power, and the system power generation power of 70Kw is superposed to meet the power requirement of the driving motor 130Kw, so that the optimal matching of the system efficiency is realized; the pole of the power battery is connected with the lead by adopting the connecting component, the connection is stable and not easy to fall off, and the installation and the disassembly are convenient and quick.
Description
Technical Field
The application relates to the field of hybrid automobiles, in particular to a hybrid power device and a hybrid power system.
Background
The hybrid power is a combination of the traditional fuel power and the pure electric power, and the hybrid power device combines the engine and the motor together, so the hybrid power has the advantages of long endurance mileage of the traditional fuel automobile, quick power response of the electric automobile and green low consumption. The existing hybrid power assembly has different systems and structures such as a planetary gear set, a concentric shaft, a parallel shaft and the like, and simultaneously has different technical routes such as HEVs, PHEVs and the like. The prior art has the following defects: the planetary row or the concentric shaft system has complex structure, high manufacturing difficulty, complex control and high cost; HEV power battery power of about 1.3Kwh is too low, and the power generation system is required to provide higher charging power; PHEV uses a large capacity power battery, which would result in excessive cost; meanwhile, a connection mode of a battery pack pole of a hybrid vehicle type and a lead in the prior art adopts threaded connection, the vehicle is easy to loosen and fall off in the running process of the vehicle to cause sudden power failure, and the disassembly and assembly are complicated when the battery is replaced.
Disclosure of Invention
This section is intended to summarize some aspects of embodiments of the application and to briefly introduce some preferred embodiments, which may be simplified or omitted in this section, as well as the description abstract and the title of the application, to avoid obscuring the objects of this section, description abstract and the title of the application, which is not intended to limit the scope of this application.
The present application has been made in view of the above and/or problems occurring in the prior art.
Therefore, the technical problem to be solved by the application is that the planetary row or the concentric shaft system has complex structure, high manufacturing difficulty, complex control and high cost; meanwhile, a connection mode of a battery pack pole of a hybrid vehicle type and a lead in the prior art adopts threaded connection, the vehicle is easy to loosen and fall off in the running process of the vehicle to cause sudden power failure, and the disassembly and assembly are complicated when the battery is replaced.
In order to solve the technical problems, the application provides the following technical scheme: a hybrid power device includes a first power source,
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 is used for receiving and distributing the energy of the generator, the driving motor and the power battery.
As a preferable embodiment of the hybrid device and the hybrid system according to the present application, wherein: the motor controller is connected with the low-voltage electric appliance and the high-voltage electric appliance;
as a preferable embodiment of the hybrid device and the hybrid system according to the present application, wherein: the connecting assembly comprises a connector lug connected with the binding post, a wire hole penetrating through the connector lug is formed in the connector lug, 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 guide, which is far away from the binding post;
a guide groove is axially formed in the side surface of one end, close to the binding post, of the wire guide, and a radial sliding groove is formed in one end, located in the wire guide, of the guide groove; the copper column is characterized in that a through groove penetrating in 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 at the part, located in the limiting groove, of each sliding block, and a second spring is arranged between the two stop blocks;
an annular groove is formed in one end, close to the copper column, of the connector lug, and the annular groove is communicated with the chute;
a moving block is arranged in the chute, and one end of the moving block, which is positioned in the annular groove, is provided with a slope;
the side surface of the sliding groove is provided with a long groove, the side surface of the moving block is provided with a lug positioned in the long groove, and a third spring is arranged between the lug and one end of the long groove, which is close to the center of the wire guide hole;
the distance between the terminal end face and the annular groove end face is larger than the axial length of the guide groove;
the periphery of the binding post is provided with an annular groove, a reset ring is sleeved outside the binding post, 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 surface, far away from the binding post, of the annular groove;
the connector lug is provided with U type groove, U type groove both ends radially set up along the connector lug, and the interlude in U type groove extends along connector lug axial, U type groove one end opening is run through with the ring channel mutually, and U type groove other end opening runs through to the connector lug outside, be provided with the U-shaped pole in the U type groove, the U-shaped pole is located and is provided with the fifth spring between the terminal surface that the U type groove interlude is close to the connector lug center with the U type groove.
The technical problem to be solved by the application also comprises that the HEV power battery with the power of about K is too low in the prior art, and a power generation system is required to provide higher charging power; PHEVs use large capacity power cells, which can result in excessive cost.
In order to solve the technical problems, the application provides the following technical scheme: a hybrid power system: the hybrid power plant power source includes the following modes: the engine and the generator are simultaneously powered, the power battery is independently powered, and the braking energy of the driving motor is recovered for power supply.
As a preferable mode of the hybrid system of the application, wherein: when the power source supplies power for the engine and the generator simultaneously, the power source comprises the following energy conversion and transmission paths:
the generator to motor controller to drive motor;
the generator is connected to the motor controller to the power battery;
the generator is connected to the motor controller to the DCDC to the low-voltage electric appliance;
the generator is connected to the motor controller to the high-voltage electrical appliance.
As a preferable mode of the hybrid system of the application, wherein: when the electric power source is a power battery, the power battery comprises the following energy conversion and transmission paths:
the power battery is connected to the motor controller and the generator;
the power battery is connected to the motor controller and the driving motor;
the power battery is connected to the motor controller to the DCDC to the low-voltage electric appliance;
the power battery is connected to the motor controller and the high-voltage electric appliance.
As a preferable mode of the hybrid system of the application, wherein: when the electric power source is used for recovering braking energy of the driving motor, the electric power source comprises the following energy conversion and transmission paths:
the motor is driven to the motor controller to the power battery.
As a preferable mode of the hybrid system of the application, wherein: the hybrid system includes the following modes: pure electric mode, series mode, parallel mode, braking energy recovery mode, expansion mode.
As a preferable mode of the hybrid system of the application, wherein: the series mode includes: generating power in series, charging in series, driving in series and assisting in series.
As a preferable mode of the hybrid system of the application, wherein: the parallel mode includes: parallel driving, parallel charging and parallel assistance.
As a preferable mode of the hybrid system of the application, wherein: the expansion mode comprises the following steps: pure electric drive, serial power generation, serial power assistance and braking energy recovery.
The application has the beneficial effects that: the power battery with high discharge power and high capacity is adopted to realize 70Kw of discharge power, and the system power generation power of 70Kw is superposed to meet the power requirement of the driving motor 130Kw, so that the optimal matching of the system efficiency is realized; the design of the split type hybrid power device is realized, meanwhile, the frame-shaped closed type reinforcing structure is adopted, the overall technical scheme is simple and reliable, the overall cost of the system is reduced while the high reliability of the system is met, and the after-sale maintenance difficulty and the maintenance cost can be effectively reduced. The hybrid power system designed by the patent realizes the flexible application of energy conversion and transmission paths through reasonable design matching of a power battery system, a motor controller and the like, and simultaneously realizes the optimal design of energy matching; the pole of the power battery is connected with the lead by adopting the connecting component, the connection is stable and not easy to fall off, and the installation and the disassembly are convenient and quick.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings that are needed in the description of the embodiments will be briefly described below, it being obvious that the drawings in the following description are only some embodiments of the present application, and that other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art. Wherein:
FIG. 1 is a schematic diagram of a hybrid power plant according to an embodiment of the present application;
FIG. 2 is a schematic diagram of an engine+generator derived from electric power in a hybrid device according to an embodiment of the present disclosure;
fig. 3 is a schematic diagram of a power battery derived from electric power in a hybrid power device according to an embodiment of the present application;
FIG. 4 is a schematic diagram of braking energy recovery from a driving motor for an electric power source in a hybrid power plant according to an embodiment of the present application;
FIG. 5 is a schematic view illustrating a hybrid powertrain in a hybrid device according to an embodiment of the present application;
FIG. 6 is an exploded view of a hybrid powertrain in a hybrid device according to an embodiment of the present application;
FIG. 7 is a schematic diagram of a pure mode energy transfer path in a hybrid powertrain according to an embodiment of the present disclosure;
FIGS. 8 and 9 are schematic diagrams of series mode energy transfer paths in a hybrid powertrain according to an embodiment of the present application;
FIGS. 10 and 11 are schematic diagrams of parallel mode energy transfer paths in a hybrid powertrain according to an embodiment of the present application;
FIG. 12 is a schematic diagram of a hybrid powertrain system developed as a series configuration and an energy transfer path according to an embodiment of the present disclosure;
FIG. 13 is a schematic diagram illustrating a braking energy recovery mode energy transfer path in a hybrid powertrain according to an embodiment of the present application;
FIG. 14 is a schematic diagram illustrating a ratio scheme in a hybrid powertrain according to one embodiment of the present disclosure;
fig. 15 is a schematic view of a power battery in a hybrid power device according to an embodiment of the present application;
FIG. 16 is a schematic view of a power cell and connection assembly of a hybrid power device according to an embodiment of the present application;
FIG. 17 is a schematic view of a hybrid power device according to an embodiment of the present application when a power battery is connected to a connection assembly;
FIG. 18 is a schematic cross-sectional view of FIG. 17 in a hybrid device according to an embodiment of the present application;
FIG. 19 is a schematic view of a hybrid power device according to an embodiment of the present application with a power cell separated from a connection assembly;
fig. 20 is a schematic cross-sectional view of fig. 19 in a hybrid device according to an embodiment of the present application.
Detailed Description
In order that the above-recited objects, features and advantages of the present application will become more readily apparent, a more particular description of the application will be rendered by reference to specific embodiments thereof which are illustrated in the appended drawings.
In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present application, but the present application may be practiced in other ways other than those described herein, and persons skilled in the art will readily appreciate that the present application is not limited to the specific embodiments disclosed below.
In the following detailed description of the embodiments of the present application, reference is made to the accompanying drawings, which form a part hereof, and in which are shown by way of illustration only, and in which is shown by way of illustration only, and in which the scope of the application is not limited for ease of illustration. In addition, the three-dimensional dimensions of length, width and depth should be included in actual fabrication.
Further still, reference herein to "one embodiment" or "an embodiment" means that a particular feature, structure, or characteristic may be included in at least one implementation of the application. 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 device including a hybrid 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 drive motor 105 connected to the generator 104;
also included is a power battery 200 that stores energy from the generator 104 and the drive motor 105.
Wherein, the power battery adopts a power battery of 1.8Kwh or 2.1Kwh, and the 35C discharge multiplying power can provide peak power up to 70Kw;
wherein the motor controller 300 receives and distributes power from the generator 104, the drive motor 105, and the power battery 200. The motor controller is an integrated double-motor controller, integrates the functions of the generator controller, the driving motor controller and the distribution box, and realizes the transformation and transmission of electric energy.
Further, the motor controller 300 is connected with a low-voltage electric appliance and a high-voltage electric appliance. 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 electric power is derived from an engine+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 consumer such as high voltage air conditioner (path a 2);
referring to fig. 3, when electric power is derived from a power battery, the energy conversion and transmission path includes:
power battery→motor controller→generator (path b 3);
power battery→motor controller→drive motor (path b 2);
power battery→motor controller→dcdc→low voltage electrical appliance (path b 4);
power battery→motor controller→high voltage electrical apparatus (path b 1);
referring to fig. 4, when electric power is derived from braking energy recovery of a driving motor, the energy conversion and transmission path is driving motor→motor controller→power battery (paths c, d); the above energy sources and outputs can 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 drive motor 105; the system mode is enhanced and lifted by about 30% after the fixed bracket is added; the fixed support is two-section structure, and generator and driving motor are connected respectively to the outer end of two-section support, and the inner of two-section support passes through the bolt-up to form the hybrid assembly whole into frame shape closed loop structure, frame shape closed loop structure has improved hybrid assembly whole reliability.
It should be noted that the hybrid power assembly is split, each sub-component of the hybrid power assembly is an independent assembly, and physical integration is realized by bolting and adding 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; the engine of the general hybrid power device is dragged to start by a generator, and the hybrid power assembly of the new technology is provided with an engine starting motor, can be started at low voltage, provides backup power for engine starting in extremely cold scenes and the like, and improves the reliability of the system; the engine is a special hybrid power engine adopting an Atkinson cycle, and has high heat 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 the engine, the generator and the driving motor.
The coupler adopts a six-parallel shaft structure, and the application of the novel six-parallel shaft structure technology can reduce the axial size of the coupler and has more compact structure. The novel coupler 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 slipping clutch system is of a traditional hydraulic type; when the clutch system with the jaw structure is adopted, the clutch is controlled by an independent control unit; when the sliding friction clutch is adopted, the clutch is controlled by the whole vehicle controller.
Example 2
Referring to fig. 1 to 6, a second embodiment of the present application is based on the previous embodiment, and is different from the previous embodiment in that: the present embodiment provides a hybrid system in which
The hybrid power plant power sources include the following modes: the engine 101 is supplied with power simultaneously with the generator 104, the power battery 200 is supplied with power alone, and the braking energy of the drive motor 105 is recovered.
When the power source supplies power to the engine 101 and the generator 104 simultaneously, the power source includes the following energy conversion and transmission paths:
the generator to motor controller to drive motor;
the generator is connected to the motor controller to the power battery;
the generator is connected to the motor controller 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:
the power battery is connected to the motor controller and the generator;
the power battery is connected to the motor controller and the driving motor;
the power battery is connected to the motor controller to the DCDC to the low-voltage electric appliance;
the power battery is connected to the motor controller and the high-voltage electric appliance.
When the power source is braking energy recovery of the driving motor 105, the following energy conversion and transmission paths are included:
the motor is driven to the motor controller to the power battery.
The hybrid powertrain includes the following modes: the series-parallel connection function is realized through the tooth shaft system of the coupler, and the pure electric mode, the series connection mode, the parallel connection mode, the braking energy recovery mode and the expansion mode can be realized.
Referring to fig. 7, the energy transfer path is for the pure mode: power battery-motor controller-drive motor-wheels.
In the embodiment, the coupler can realize the architecture expansion of the hybrid power device by eliminating the clutch system, and the serial-parallel structure is expanded into a serial structure. After the series structure is developed, the system has no parallel function, namely, pure electric drive, series power generation, series power assistance, braking energy recovery and the like can be realized only.
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 wheels.
The series mode includes: generating power in series, charging in series, driving in series and assisting in series.
Referring to fig. 8 and 9, when the energy transmission 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 in the series mode is the series charge (path e 1), the motor controller 300 is connected to the power battery 200; when the energy transmission path in 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 transmission 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 driving motor 105.
Referring to fig. 10 and 11, the parallel mode includes: parallel driving, parallel charging and parallel assistance. When the energy transmission path in the parallel mode is parallel driving (path g), the engine 101 part 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 power of the engine 101 is insufficient, the power battery 200 discharges to drive the drive motor 105 to drive the wheels, that is, the parallel assist (path h).
Referring to fig. 12, the expansion mode includes: pure electric drive, serial power generation, serial power assistance and braking energy recovery. Wherein the pure electric drive independently supplies power to the power battery 200, and the energy transmission path is the power battery 200-the motor controller 300-the driving motor 105-the wheels (path i); the energy transmission path of the serial drive is the generator 104-the motor controller 300-the drive motor 105-the wheels; when pure electric drive and serial drive are combined in the expansion mode, serial assistance is realized; when the wheel is braked, referring to fig. 12 and 13, the energy of the wheel is recovered to the power battery 200 (path j) by the drive motor 105 and the motor controller 300.
Further, referring to FIG. 14, the hybrid powertrain system achieves integrated optimization of power performance, economy, and system NVH through optimized design of speed ratios. The speed ratio scheme is shown as 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 application is as follows: scheme one power generation speed ratio 0.392, engine direct drive speed ratio 3.128 and drive motor drive speed ratio 10.128; scheme II, power generation speed ratio 0.344, engine direct drive speed ratio 3.106, drive motor drive speed ratio 10.459, and the highest rotation speed of the matched engine is 5600rpm, and the highest rotation speeds of the generator and the drive motor are 12000rpm; the actual running speed of the engine is optimized to be about (4100-4700) rpm through the optimized design of the speed ratio, and the system can provide charging power of about 70Kw and improve NVH performance of the system.
Example 3
Referring to fig. 15 to 20, a third embodiment of the present application 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 power device,
the power battery 200 is provided with a pole 201, the pole 201 is the positive and negative poles of the power battery 200, the pole 201 is connected with a binding post 202, the binding post 202 is an insulator, a copper pole 203 is embedded in the binding post 202, and one end of the copper pole 203 is electrically connected with the pole 201.
The connecting assembly 400 is connected with wires of electric equipment of the vehicle, wherein the connecting assembly 400 comprises a connector lug 401 connected with the binding post 202, the connector lug 401 is formed by a revolving body, a wire guide hole 401a penetrating through the connector lug 401 is formed in the connector lug 401, a conductive block 402 is arranged in the wire guide hole 401a, the conductive block 402 is a conductor, the conductive block 402 is connected with the wires, and the wires are led into the wire guide hole 401a from the outside; a first spring 403 is arranged between the conductive block 402 and the end of the wire guide 401a away from the terminal 202; when the connector lug 401 is connected with the copper pillar 203, under the action of the first spring 403, the connection between the conductive block 402 in the connector lug 401 and the copper pillar 203 is more stable.
Further, the side surface of one end of the wire guide 401a, which is close to the binding post 202, is provided with two guide grooves 401b along the axial direction, two guide grooves 401b are symmetrically arranged, and one end of the guide groove 401b, which is positioned in the wire guide 401a, is provided with a sliding groove 401c along the radial direction; the end part of the copper column 203 is provided with a through groove 203a penetrating in the radial direction, two sliding blocks 204 are symmetrically arranged in the through groove 203a, a limit groove 203b is arranged in the through groove 203a, a stop block 204a is arranged at the part of the sliding block 204, which is positioned in the limit groove 203b, and a second spring 205 is arranged between the two stop blocks 204 a; meanwhile, the end of the guide groove 401b is provided with a chamfer to form an inclined plane, so that the sliding blocks 204 can slide in conveniently, and under the action of the second spring 205, the two sliding blocks 204 are embedded into the sliding groove 401c, and at the moment, the conductive block 402 is connected with the copper column 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 is communicated with the chute 401c; a moving block 404 is arranged in the chute 401c, the moving block 404 slides in the chute 401c, and one end of the moving block 404 positioned in the annular groove 401d is provided with a slope 404a; the side surface of the sliding groove 401c is provided with a long groove 401e, the side surface of the moving block 404 is provided with a lug 404b positioned in the long groove 401e, and a third spring 405 is arranged between the lug 404b and one end of the long groove 401e close to the center of the wire guide hole 401 a; the end of the moving block 404 provided with the sloping surface 404a is thus embedded in the annular groove 401d under the action of the third spring 405.
It should be noted that the distance between the end face of the land 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 binding post 202, a reset ring 206 is sleeved outside the binding post 202, a limit boss 206a embedded in the annular groove 202a is arranged on the reset ring 206, and a fourth spring 207 is arranged between the limit boss 206a and one end face, far away from the binding post 401, of the annular groove 202 a; the reset ring 206 is located close to the terminal 401 by the fourth spring 207, i.e. the fourth spring 207 is in an extended state. When the binding post 202 is connected with the binding post 401, the reset ring 206 can be embedded 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.
Wherein, 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 extends along the axial direction of the connector lug 401, one end opening of the U-shaped groove 401f is communicated with the annular groove 401d, the other end opening of the U-shaped groove 401f is communicated to 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 positioned at the middle section of the U-shaped groove 401f, and the end face of the U-shaped groove 401f, which is close to the center of the connector lug 401. Therefore, under the action of the fifth spring 407, one end of the U-shaped rod 406 located at the position of the annular groove 401d extends into the annular groove 401d, so that when the connector lug 401 is operated to connect the connector post 202, one end of the U-shaped rod 406 pushes the reset ring 206 to be prevented from completely entering the annular groove 401d, and thus the reset ring 206 is prevented from contacting with the slope 404a, and the sliding block 204 is embedded into the sliding groove 401c, so that connection of the lead is completed.
In this embodiment, when the wire needs to be removed, the other end of the U-shaped rod 406 is pressed down, so that the U-shaped rod 406 is retracted into the U-shaped groove 401f, the reset ring 206 is not limited to enter the annular groove 401d under the action of the spring, contacts 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 drop from the sliding groove 401c, so that the wire 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.
It should be noted that the above embodiments are only for illustrating the technical solution of the present application and not for limiting the same, and although the present application has been described in detail with reference to the preferred embodiments, it should be understood by those skilled in the art that the technical solution of the present application may be modified or substituted without departing from the spirit and scope of the technical solution of the present application, which is intended to be covered in the scope of the claims of the present application.
Claims (10)
1. A hybrid power device characterized in that: comprising the steps of (a) a step of,
a hybrid power assembly (100) comprising an engine (101), a shock absorber (102) connected to the engine (101), a coupler (103) connected to the shock absorber (102), a generator (104) connected to the coupler (103), and a drive motor (105) connected to the generator (104);
a power battery (200) for storing energy of the generator (104) and the drive motor (105);
a motor controller (300) which receives and distributes the energy of the generator (104), the driving motor (105) and the power battery (200);
the power battery (200) is provided with a pole column (201), the pole column (201) is the positive pole and the negative pole of the power battery (200), the pole column (201) is connected with a binding post (202), the binding post (202) is an insulator, a copper column (203) is embedded in the binding post (202), and one end of the copper column (203) is electrically connected with the pole column (201);
the connecting assembly (400) is connected with a wire of the electric equipment of the vehicle, the connecting assembly (400) comprises a connector lug (401) connected with the binding post (202), the connector lug (401) is a revolving body, a wire hole (401 a) penetrating through the connector lug (401) is formed in the connector lug (401), a conductive block (402) is arranged in the wire hole (401 a), 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 (401 a) from the outside; a first spring (403) is arranged between the conductive block (402) and one end of the wire guide (401 a) far away from the binding post (202);
the side surface of one end of the wire guide hole (401 a) close to the binding post (202) is axially provided with two guide grooves (401 b), two guide grooves (401 b) are symmetrically arranged, and one end of the guide groove (401 b) positioned in the wire guide hole (401 a) is provided with a radial sliding groove (401 c); the end part of the copper column (203) is provided with a through groove (203 a) penetrating in the radial direction, two sliding blocks (204) are symmetrically arranged in the through groove (203 a), a limit groove (203 b) is arranged in the through groove (203 a), a stop block (204 a) is arranged at the part of the sliding block (204) located in the limit groove (203 b), and a second spring (205) is arranged between the two stop blocks (204 a); simultaneously, the end part of the guide groove (401 b) is provided with a chamfer to form an inclined plane, so that the sliding blocks (204) can slide in conveniently, and under the action of the second spring (205), the two sliding blocks (204) are embedded into the sliding groove (401 c), and at the moment, the conductive block (402) is connected with the copper column (203);
an annular groove (401 d) is formed in one end, close to the copper column (203), of the connector lug (401), and the annular groove (401 d) is communicated with the sliding groove (401 c); a moving block (404) is arranged in the chute (401 c), the moving block (404) slides in the chute (401 c), and one end of the moving block (404) positioned in the annular groove (401 d) is provided with a slope (404 a); the side surface of the sliding groove (401 c) is provided with a long groove (401 e), the side surface of the moving block (404) is provided with a lug (404 b) positioned in the long groove (401 e), and a third spring (405) is arranged between the lug (404 b) and one end of the long groove (401 e) close to the center of the wire guide hole (401 a);
the distance between the end face of the connector lug (401) and the end face of the annular groove (401 d) is larger than the axial length of the guide groove (401 b);
an annular groove (202 a) is formed in the periphery of the binding post (202), a reset ring (206) is sleeved outside the binding post (202), a limit boss (206 a) embedded in the annular groove (202 a) is arranged on the reset ring (206), and a fourth spring (207) is arranged between the limit boss (206 a) and one end face, far away from the binding post (401), of the annular groove (202 a); under the action of the fourth spring (207), the reset ring (206) is positioned close to the connector lug (401), namely the fourth spring (207) is in an extended state; when the binding post (202) is connected with the binding post (401), the reset ring (206) can be embedded into the annular groove (401 d) and contacted with the slope (404 a) 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 (401 c) so as to separate the lead from the battery;
the connector lug (401) is provided with a U-shaped groove (401 f), the U-shaped groove (401 f) is U-shaped, two ends of the U-shaped groove (401 f) are radially arranged along the connector lug (401), the middle section of the U-shaped groove (401 f) axially extends along the connector lug (401), an opening at one end of the U-shaped groove (401 f) is communicated with the annular groove (401 d), an opening at the other end of the U-shaped groove (401 f) is communicated to the outside of the connector lug (401), a U-shaped rod (406) is arranged in the U-shaped groove (401 f), and a fifth spring (407) is arranged between the part of the U-shaped rod (406) positioned at the middle section of the U-shaped groove (401 f) and the end face of the U-shaped groove (401 f) close to the center of the connector lug (401); therefore, under the action of the fifth spring (407), one end of the U-shaped rod (406) located at the position of the annular groove (401 d) stretches into the annular groove (401 d), and when the connector lug (401) is operated to be connected with the binding post (202), one end of the U-shaped rod (406) pushes the reset ring (206) to prevent the reset ring from completely entering the annular groove (401 d), so that the reset ring (206) cannot be contacted with the slope (404 a), and the sliding block (204) is embedded into the sliding groove (401 c) to complete connection of a lead.
2. The hybrid device according to claim 1, characterized in that: the motor controller 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 starting motor (101 a), and the coupler (103) is connected with a clutch controller (106); a fixed bracket (107) is arranged between the generator (104) and the driving motor (105).
3. A hybrid powertrain, characterized by: the hybrid device comprising the hybrid device of claim 2, the hybrid device power source comprising the following modes: the engine (101) is powered simultaneously with the generator (104), the power battery (200) is powered separately, and the braking energy of the drive motor (105) is recovered for power.
4. A hybrid system according to claim 3, characterized in that: the power source is used for supplying power to the engine (101) and the generator (104) simultaneously, and comprises the following energy conversion and transmission paths:
the generator to motor controller to drive motor;
the generator is connected to the motor controller to the power battery;
the generator is connected to the motor controller to the DCDC to the low-voltage electric appliance;
the generator is connected to the motor controller to the high-voltage electrical appliance.
5. The hybrid system according to claim 4, wherein: when the electric power source is a power battery (200), the power battery comprises the following energy conversion and transmission paths:
the power battery is connected to the motor controller and the generator;
the power battery is connected to the motor controller and the driving motor;
the power battery is connected to the motor controller to the DCDC to the low-voltage electric appliance;
the power battery is connected to the motor controller and the high-voltage electric appliance.
6. The hybrid system according to claim 5, wherein: when the electric power source is used for recovering braking energy of the driving motor (105), the electric power source comprises the following energy conversion and transmission paths:
the motor is driven to the motor controller to the power battery.
7. The hybrid system according to claim 6, wherein: the hybrid system includes the following modes: pure electric mode, series mode, parallel mode, braking energy recovery mode, expansion mode.
8. The hybrid system according to claim 7, wherein: the series mode includes: generating power in series, charging in series, driving in series and assisting in series.
9. The hybrid system according to claim 8, wherein: the parallel mode includes: parallel driving, parallel charging and parallel assistance.
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, serial power generation, serial power assistance and braking energy recovery.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| 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 |
Applications Claiming Priority (1)
| 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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| CN115782554A CN115782554A (en) | 2023-03-14 |
| CN115782554B true CN115782554B (en) | 2023-08-29 |
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| CN202211241192.6A Active CN115782554B (en) | 2022-10-11 | 2022-10-11 | Hybrid power device and hybrid power system |
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| CN115782554B (en) * | 2022-10-11 | 2023-08-29 | 上汽通用五菱汽车股份有限公司 | Hybrid power device and hybrid power system |
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| WO2024078323A1 (en) | 2024-04-18 |
| CN115782554A (en) | 2023-03-14 |
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