CN211195836U - A combined configuration extended-range hybrid system - Google Patents

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

A combined configuration extended-range hybrid system

technical field

The utility model relates to the technical field of automotive power systems, in particular to a combined configuration extended-range hybrid power system.

Background technique

The parallel hybrid vehicle configuration is mainly divided into five types: P0, P1, P2, P3, and P4. The main disadvantage of the P0 and P1 configuration is that the engine is still the absolute main force of the power output, and the motor cannot be decoupled completely. The similar configuration can only improve the economy and power of the engine, mostly as a weak hybrid; although the P2 configuration has been decoupled from the engine power, due to its strict requirements on the axial size, the motor cannot be enlarged.

In order to use the P2 configuration, many automobile companies choose a three-cylinder engine to balance the extra axial size, which increases the difficulty of vehicle NVH optimization; P3 and P4 are completely decoupled from the engine and gearbox, which greatly increases the use of electric motors. However, if these two configurations are used alone, the engine lacks an ISG motor, and its working area will be limited to a small range due to economical considerations.

Utility model content

The purpose of the present utility model is to provide a combined configuration extended-range hybrid power system in order to overcome the above-mentioned defects of the prior art. The combined configuration can relatively make up for the defects of various individual configurations, and the combined configuration can be adapted to Mixing of various intensities, including weak mixing, medium mixing, strong mixing, and plug-in mixing.

The purpose of the present utility model can be achieved through the following technical solutions:

A combined-configuration extended-range hybrid system includes an energy unit, a control unit, and a drive unit interconnected with each other, the drive unit including a torsional damper, a synchronizer, a drive motor, and a reduction gear, the energy unit It includes a power battery pack, an ISG motor and an engine, the ISG motor and the reducer are connected through the synchronizer, and the crankshaft output end of the engine is connected with the ISG motor through the torsional shock absorber .

Further, the drive motor is directly connected to the reducer.

Further, the drive unit further includes a differential gear connected with the speed reducer.

Further, the differential is also connected with the driving wheel through the front axle for power transmission.

Further, the control unit includes a vehicle controller and a drive motor controller, an ISG motor controller and a battery management controller connected thereto, the drive motor controller is connected with the drive motor, and the ISG motor controller is connected to the drive motor. The motor controller is connected with the ISG motor, and the battery management controller is connected with the power battery pack.

Further, the power battery pack is also connected to the ISG motor controller and the drive motor controller, respectively.

Further, the operation modes of the hybrid power system include: pure electric mode, range extension mode, parallel mode and braking energy recovery mode, wherein, the pure electric mode specifically includes: the drive motor works, and the speed reducer works And the differential transmits power to the drive wheels.

Further, the range extension mode specifically includes: the ISG motor starts the generator, disconnects the synchronizer, and the engine drives the ISG motor to generate electricity.

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

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

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

(1) The direct connection between the ISG motor and the engine improves the transmission efficiency;

(2) The absence of a starter and a gearbox in the traditional sense reduces the complexity of the mechanical structure, which is conducive to space layout and cost savings;

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

(4) There are a variety of energy replenishment methods, which can be replenished by refueling, external grid charging and braking recovery;

(5) The use of the combined configuration can relatively make up for the defects of various individual configurations, and the combined configuration can be adapted to a variety of models to meet the power and economic needs of different models.

Description of drawings

In order to further clarify the above and other advantages and features of the various embodiments of the present invention, a more specific description of the various embodiments of the present invention will be presented with reference to the accompanying 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 various parts shown in the drawings are exemplary, and should not be construed as a uniquely determined position or size relationship among the various parts.

1 is a schematic structural diagram of a combined configuration extended-range hybrid power system;

Figure 2 is a schematic diagram of energy flow in pure electric mode;

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

Figure 4 is a schematic diagram of energy flow in parallel mode;

FIG. 5 is a schematic diagram of the energy flow in the braking energy recovery mode;

Description of the labels in the figure:

1. Vehicle controller; 2. Engine; 3. Torsional shock absorber; 4. ISG motor; 5. Synchronizer; 6. ISG motor controller; 7. Front axle; 8. Differential; 9. Reducer 10. Drive motor; 11. Drive motor controller; 12. Power battery pack; 13. Battery management controller.

Detailed ways

The technical solutions in the embodiments of the present utility model will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present utility model. Obviously, the described embodiments are a part of the embodiments of the present utility model, rather than all the embodiments. . Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative work shall fall within the protection scope of the present invention.

Example

As shown in FIG. 1 , the present invention provides a combined-configuration extended-range hybrid power system, the system includes a drive unit, an energy unit and a control unit connected to each other, wherein the control unit is connected with the drive unit. The energy unit includes a range extender composed of a power battery pack 12, an engine 2 and an ISG motor 4; the drive unit includes a drive motor 10, an ISG motor 4, a torsional shock absorber 3, a synchronizer 5, a reducer 9 and a differential 8; The control unit includes a drive motor controller 11 , an ISG motor controller 6 , a battery management controller 13 and a vehicle controller 1 . The engine 2 and the ISG motor 4 are connected through a torsional damper 3 , the ISG motor 4 and the reducer 9 are connected through a synchronizer 5 , and the drive motor 10 and the reducer 9 are directly connected.

The ISG motor is directly connected to the engine through a torsional shock absorber. The ISG motor is used to quickly start the engine, generate electricity and drive the vehicle.

ISG motor power generation specifically refers to: the SOC is lower than the 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 electricity.

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

The vehicle controller communicates with the battery management controller and the control unit respectively.

According to the driving conditions, the system can achieve a variety of working modes by coordinating the control of various components, including:

Pure electric mode: When the synchronizer is disengaged, the drive motor drives the vehicle alone.

Range extension mode: When the synchronizer is separated, the engine starts to drive the ISG motor to generate electricity.

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

Braking energy recovery mode: When the vehicle actively decelerates, the synchronizer is separated, and the drive motor is converted into a generator to charge the power battery pack.

Figure 2 Pure electric mode, the premise is that the battery SOC is higher than the set value, and the vehicle is driven by the drive motor at this time.

Figure 3 shows the range extension mode, when the battery SOC is lower than the set value and the vehicle speed is low, the system switches to this mode. In this mode, the synchronizer is separated, the kinetic energy output by the engine is transmitted to the ISG motor through the torsional shock absorber, and the ISG motor converts the kinetic energy of the engine into electrical energy to charge the power battery pack. The schematic diagram of its energy flow is shown in Figure 3.

Figure 4 shows the parallel mode, when the demand torque is large, the system switches to this mode. In this mode, the synchronizer is engaged, and the engine, ISG motor, and drive motor are simultaneously engaged in the direct drive vehicle. The schematic diagram of its energy flow is shown in Figure 4.

Figure 5 shows the braking energy recovery mode, when the vehicle is actively decelerating, the system switches to this mode. In this mode, the synchronizer is separated, and the kinetic energy generated by braking is converted into electric energy by the drive motor and charges the power battery pack, thereby realizing braking energy recovery. The schematic diagram of its energy flow is shown in Figure 5.

The above are only specific embodiments of the present invention, but the protection scope of the present invention is not limited to this. Equivalent modifications or replacements should be included within the protection scope of the present invention. Therefore, the protection scope of the present invention should be subject to the protection scope of the claims.

Claims (6)

1. A combined-configuration extended-range hybrid power system, characterized in that the system comprises an energy unit, a control unit and a drive unit interconnected with each other, the drive unit comprising a torsional shock absorber, a synchronizer, a drive motor and a decelerator The energy unit includes a power battery pack, an ISG motor and an engine, the ISG motor and the reducer are connected through the synchronizer, and the crankshaft output end of the engine is connected to the torsional damper through the torsion damper. The ISG motors are connected. 2 . The extended-range hybrid power system according to claim 1 , wherein the drive motor is directly connected to the speed reducer. 3 . 3 . The combined-configuration extended-range hybrid power system according to claim 1 , wherein the drive unit further comprises a differential gear connected with the speed reducer. 4 . 4. A combined-configuration extended-range hybrid power system according to claim 3, characterized in that, the differential is also connected with the driving wheels through the front axle for power transmission. 5 . The combined-configuration extended-range hybrid power system according to claim 1 , wherein the control unit comprises a vehicle controller and a drive motor controller, an ISG motor controller and a battery connected thereto. 6 . A management controller, the drive motor controller is connected with the drive motor, the ISG motor controller is connected with the ISG motor, and the battery management controller is connected with the power battery pack. 6 . The combined-configuration extended-range hybrid power system according to claim 5 , wherein the power battery pack is further connected to the ISG motor controller and the drive motor controller, respectively. 7 .

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