CN211195836U

CN211195836U - Combined configuration extended-range hybrid power system

Info

Publication number: CN211195836U
Application number: CN201922185028.8U
Authority: CN
Inventors: 高晓杰; 韩志玉; 余卓平; 陈辛波; 冯坚
Original assignee: Tongji University
Current assignee: Tongji University
Priority date: 2019-12-09
Filing date: 2019-12-09
Publication date: 2020-08-07
Anticipated expiration: 2029-12-09

Abstract

The utility model relates to a combined configuration increases form hybrid power system, this system include drive unit and interconnect's energy unit and the control unit, and wherein the control unit links to each other with the drive unit. The energy unit comprises a range extender consisting of a power battery pack, an engine and an ISG motor; the driving unit comprises a driving motor, an ISG motor, a torsional damper, a synchronizer, a speed reducer and a differential mechanism; the control unit comprises a driving motor controller, an ISG motor controller, a battery management controller and a vehicle control unit. The engine is connected with the ISG motor through a torsional damper, the ISG motor is connected with the speed reducer through a synchronizer, and the driving motor is directly connected with the speed reducer. Compared with the prior hybrid configuration technology, the utility model discloses compact structure, high, the energy replenishment mode is various, the combination configuration can compensate the defect of various independent hybrid configurations to this combination configuration can satisfy polytype vehicle power demand.

Description

Combined configuration extended-range hybrid power system

Technical Field

The utility model belongs to the technical field of the automotive power system technique and specifically relates to a combined configuration increases form hybrid power system.

Background

The parallel hybrid electric vehicle mainly comprises five types of P0, P1, P2, P3 and P4, and the P0 and P1 configurations have the main defects that the engine is still used as the absolute main force of power output, and a motor is not decoupled at all, and the configurations only can improve the economy and the power performance of the engine and are mostly used as weak mixing; the P2 configuration, while already decoupled from the engine power, cannot be made large due to its stringent axial size requirements.

In order to use the P2 configuration, a plurality of automobile enterprises select a three-cylinder engine to balance the extra axial size, so that the NVH optimization difficulty of the vehicle is increased; the P3 and the P4 are completely decoupled with the engine and the gearbox, so that the use scenes of the motor are greatly increased. However, if these two configurations are used alone, the engine lacks an ISG motor, and its operating region is limited to a small range in consideration of economy.

SUMMERY OF THE UTILITY MODEL

The utility model aims at providing a composite configuration increases form hybrid power system in order to overcome the defect that above-mentioned prior art exists, adopt composite configuration relatively can compensate the defect of various individual configurations to composite configuration can adapt to the thoughtlessly moving of multiple intensity, mix including the weak point, well, mix by force, insert the electricity and mix.

The purpose of the utility model can be realized through the following technical scheme:

a combined configuration extended range hybrid power system comprises an energy unit, a control unit and a driving unit which are mutually connected, wherein the driving unit comprises a torsion damper, a synchronizer, a driving motor and a speed reducer, the energy unit comprises a power battery pack, an ISG motor and an engine, the ISG motor is connected with the speed reducer through the synchronizer, and a crankshaft output end of the engine is connected with the ISG motor through the torsion damper.

Further, the driving motor is directly connected with the speed reducer.

Further, the driving unit further comprises a differential connected with the speed reducer.

Further, the differential is connected with the driving wheels through the front shaft and used for transmitting power.

Further, the control unit comprises a vehicle control unit, and a driving motor controller, an ISG motor controller and a battery management controller which are connected with the vehicle control unit, wherein the driving motor controller is connected with the driving motor, the ISG motor controller is connected with the ISG motor, and the battery management controller is connected with the power battery pack.

Furthermore, the power battery pack is also respectively connected with the ISG motor controller and the driving motor controller.

Further, the operation modes of the hybrid system include: the system comprises a pure electric mode, a range extending mode, a parallel mode and a braking energy recovery mode, wherein the pure electric mode specifically comprises the following steps: the driving motor operates to transmit power to the driving wheels through the speed reducer and the differential.

Further, the range extending mode specifically includes: the ISG motor starts the generator, the synchronizer is disconnected, and the engine drives the ISG motor to generate power.

Further, the parallel mode specifically includes: the synchronizer is engaged and the engine, the ISG motor and the drive motor participate in driving the vehicle simultaneously.

Further, the braking energy recovery mode specifically includes: when the vehicle is actively decelerated, the driving motor is converted into a generator to charge the power battery pack.

Compared with the prior art, the utility model has the advantages of it is following:

(1) the ISG motor and the engine are directly connected, so that the transmission efficiency is improved;

(2) the starter is not arranged, and the traditional gearbox is omitted, so that the complexity of a mechanical structure is reduced, the spatial arrangement is facilitated, and the cost is saved;

(3) the multi-power source system improves the dynamic property of the vehicle;

(4) the energy can be supplemented by various energy supplementing modes, such as refueling, external power grid charging and braking recovery;

(5) the combined configuration can relatively make up the defects of various independent configurations, and the combined configuration can be adapted to various vehicle types, so that the requirements of different vehicle types on power and economy are met.

Drawings

To further clarify the above and other advantages and features of various embodiments of the present invention, a more particular description of various embodiments of the invention will be rendered by reference to the appended drawings. It is appreciated that these drawings depict only typical embodiments of the invention and are therefore not to be considered limiting of its scope. Also, the relative positions and sizes of the respective portions shown in the drawings are exemplary, and should not be understood as uniquely determining positional or dimensional relationships between the respective portions.

FIG. 1 is a schematic diagram of a combined configuration extended range hybrid powertrain;

FIG. 2 is a schematic energy flow diagram for an electric-only mode;

FIG. 3 is a schematic energy flow diagram in the extended range mode;

FIG. 4 is a schematic diagram of the energy flow in parallel mode;

FIG. 5 is a schematic energy flow diagram for a braking energy recovery mode;

the reference numbers in the figures illustrate:

1. a vehicle control unit; 2. an engine; 3. a torsional damper; 4. an ISG motor; 5. a synchronizer; 6. an ISG motor controller; 7. a front axle; 8. a differential mechanism; 9. a speed reducer; 10. a drive motor; 11. a drive motor controller; 12. a power battery pack; 13. a battery management controller.

Detailed Description

The technical solutions in the embodiments of the present invention will be described clearly and completely with reference to the accompanying drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, not all, of the embodiments of the present invention. Based on the embodiments in the present invention, all other embodiments obtained by a person skilled in the art without creative efforts shall fall within the protection scope of the present invention.

Examples

As shown in fig. 1, the present invention provides a combined configuration extended range hybrid system, which comprises a driving unit, and an energy unit and a control unit connected with each other, wherein the control unit is connected with the driving unit. The energy unit comprises a range extender consisting of a power battery pack 12, an engine 2 and an ISG motor 4; the driving unit comprises a driving motor 10, an ISG motor 4, a torsional damper 3, a synchronizer 5, a speed reducer 9 and a differential 8; the control unit comprises a driving motor controller 11, an ISG motor controller 6, a battery management controller 13 and a vehicle control unit 1. The engine 2 is connected with the ISG motor 4 through the torsional damper 3, the ISG motor 4 is connected with the speed reducer 9 through the synchronizer 5, and the driving motor 10 is directly connected with the speed reducer 9.

The ISG motor is directly connected with the engine through the torsional damper and used for quickly starting the engine, generating power and driving a vehicle.

The ISG motor power generation specifically refers to: when the SOC is lower than a set value and the power demand is small, the engine is started, the synchronizer is separated, and the engine drives the ISG motor to generate power.

The external charger is connected with the battery management controller, and can charge the power battery pack through an external power grid.

And the vehicle control unit is respectively communicated with the battery management controller and the control unit.

This system can realize multiple mode according to driving condition through each part of coordinated control, includes:

pure electric mode: when the synchronizer is disengaged, the drive motor drives the vehicle alone.

A range extending mode: when the synchronizer is separated, the engine is started to drive the ISG motor to generate power.

Parallel mode: when the synchronizer is engaged, the engine, the ISG motor and the driving motor simultaneously participate in driving the vehicle.

A braking energy recovery mode: when the vehicle is actively decelerated, the synchronizer is separated, and the driving motor is converted into a generator to charge the power battery pack.

Fig. 2 is an electric only mode, provided that the battery SOC is higher than a set value, when the vehicle is driven by the drive motor.

FIG. 3 shows the range extended mode, to which the system switches when the battery SOC is below a set value and the vehicle speed is low. In the mode, the synchronizer is separated, kinetic energy output by the engine is transmitted to the ISG motor through the torsion damper, and the ISG motor converts the kinetic energy of the engine into electric energy to charge the power battery pack. The energy flow diagram is shown in fig. 3.

Fig. 4 shows the parallel mode to which the system switches when the required torque is large. In this mode, the synchronizer is engaged and the engine, ISG motor, drive motor participate in the direct drive vehicle simultaneously. The energy flow diagram is shown in fig. 4.

FIG. 5 is a braking energy recovery mode to which the system switches when the vehicle is actively decelerating. In the mode, the synchronizer is separated, and kinetic energy generated by braking is converted into electric energy through the driving motor and charges the power battery pack, so that braking energy recovery is realized. The energy flow diagram is shown in fig. 5.

The above description is only for the specific embodiments of the present invention, but the scope of the present invention is not limited thereto, and any person skilled in the art can easily think of various equivalent modifications or replacements within the technical scope of the present invention, and these modifications or replacements should be covered within the scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.

Claims

1. The combined configuration extended-range hybrid power system is characterized by comprising an energy unit, a control unit and a driving unit which are mutually connected, wherein the driving unit comprises a torsion damper, a synchronizer, a driving motor and a speed reducer, the energy unit comprises a power battery pack, an ISG motor and an engine, the ISG motor is connected with the speed reducer through the synchronizer, and the crankshaft output end of the engine is connected with the ISG motor through the torsion damper.

2. The compound-configured, extended-range hybrid powertrain of claim 1, wherein the drive motor is directly connected to the speed reducer.

3. The compound-configured, extended-range hybrid powertrain system of claim 1, wherein the drive unit further comprises a differential coupled to the speed reducer.

4. The compound-configured, extended-range hybrid powertrain of claim 3, wherein the differential is further coupled to drive wheels via a front axle for power transmission.

5. The combined configuration extended range hybrid system of claim 1, wherein the control unit comprises a vehicle control unit, and a driving motor controller, an ISG motor controller and a battery management controller connected thereto, the driving motor controller is connected to the driving motor, the ISG motor controller is connected to the ISG motor, and the battery management controller is connected to the power battery pack.

6. The compound-configuration extended-range hybrid system according to claim 5, wherein the power battery pack is further connected to the ISG motor controller and the driving motor controller, respectively.