CN212827865U - Hybrid power driving system and vehicle - Google Patents

Abstract

The utility model provides a hybrid drive system and vehicle, the system includes the engine, first motor, the second motor, drive mechanism and the battery of being connected with first motor and second motor, drive mechanism includes power output shaft, the double clutch of being connected with the engine, the multiunit of coupling connection between double clutch and power output shaft keeps off the gear pair, and set up and be used for realizing keeping off the synchronous ware of position on power output shaft, be provided with first motor gear on the motor shaft of first motor, be provided with second motor gear on the motor shaft of second motor, one of them group keeps off gear pair and first motor gear coupling connection, another group keeps off gear pair and second motor gear coupling connection. The utility model discloses the mode looks adaptation of the state parameter of realization vehicle and system improves vehicle fuel economy, simplifies the system architecture, shortens the derailleur overall length, still introduces bi-motor structure in addition, makes the driving method collocation more diversified.

Description

Hybrid power driving system and vehicle

Technical Field

The utility model relates to a hybrid technical field, in particular to hybrid driving system and vehicle.

Background

The world faces two challenges of energy shortage and environmental deterioration, the traditional fuel vehicle is seriously puzzled by petroleum crisis and environmental deterioration, and energy conservation and emission reduction gradually become the focus of the automobile industry. The generation of hybrid vehicles brings new hopes for alleviating energy shortage and environmental deterioration.

The hybrid power driving system is a core component of the hybrid power automobile and is a power source of the hybrid power automobile. In the middle of the hybrid power driving system, generally including motor and engine, the motor adopts pure electric drive, and the engine adopts the fuel drive, and both mutually support and form hybrid vehicle's various drive mode.

However, in the prior art, most hybrid drive systems are formed by modifying or improving a traditional multi-gear transmission, and the problems of complex structure, long transmission assembly, limited improvement on vehicle fuel economy and the like generally exist.

SUMMERY OF THE UTILITY MODEL

Based on this, the utility model aims at providing a hybrid drive system and vehicle to solve the hybrid drive system among the prior art and improve limited technical problem to vehicle fuel economy.

According to the utility model discloses among the embodiment, including engine, first motor, second motor, drive mechanism and with first motor with the battery that the second motor is connected, drive mechanism include power output shaft, with double clutch, the coupling connection that the engine is connected are in the double clutch with multiunit between the power output shaft keeps off the gear pair and sets up be used for realizing keeping off the synchronous ware of position on the power output shaft, be provided with first motor gear on the motor shaft of first motor, be provided with second motor gear on the motor shaft of second motor, wherein a set of keep off the gear pair with first motor gear coupling connects, another group keep off the gear pair with second motor gear coupling connects.

Further, the double clutch includes outer clutch and interior clutch, multiunit fender gear pair includes a fender gear pair and two keep off the gear pair, outer clutch one end is connected the engine, and the other end is connected two keep off the gear pair, interior clutch one end is connected the engine, and the other end is connected a fender gear pair.

Furthermore, the second gear pair is coupled with the first motor gear, and the first gear pair is coupled with the second motor gear.

Further, the second gear pair is coupled with the first motor gear through a first idler assembly.

Further, the synchronizer comprises a 1-gear synchronizer and a 2-gear synchronizer which are arranged on the power output shaft, the 1-gear synchronizer is used for being coupled with the first-gear pair, and the 2-gear synchronizer is used for being coupled with the second-gear pair.

Further, the dual clutch is connected with the engine through a damper.

The embodiment of the utility model provides a still provide a vehicle, include: the hybrid power driving system is described above.

Compared with the prior art: mode switching is realized by adopting a double clutch and a synchronizer, the system structure is simplified, and the total length of the transmission is shortened; in addition, a double-motor structure is introduced, so that the collocation of driving modes is more diversified, the working mode of the system can be further refined, the fuel economy of the vehicle is further improved, the two motors can drive and generate electricity, and the energy recovery efficiency is improved.

Drawings

Fig. 1 is a schematic structural diagram of a hybrid drive system according to a first embodiment of the present invention;

fig. 2 is a schematic diagram of energy transfer of a system for implementing parking charging by using a first motor according to an embodiment of the present invention;

fig. 3 is a schematic diagram of energy transfer of a system for implementing parking charging by using a second motor according to an embodiment of the present invention;

fig. 4 is a schematic diagram of energy transfer of a system for implementing a stop cold start/start internal combustion engine between traveling using a first electric machine according to an embodiment of the present invention;

fig. 5 is a schematic diagram of energy transfer of a system for implementing a stop cold start/start internal combustion engine between traveling using a second electric machine according to an embodiment of the present invention;

fig. 6 is a schematic diagram of system energy transfer in an electric-drive-first-gear pure electric drive/pure electric drive R-gear mode according to an embodiment of the present invention;

fig. 7 is a schematic diagram of system energy transfer in an electric-drive first-gear series/electric-drive R-gear series driving mode according to an embodiment of the present invention;

fig. 8 is a schematic diagram of system energy transmission in a first braking energy recovery mode according to an embodiment of the present invention;

fig. 9 is a schematic diagram of system energy transfer in the electric-drive two-gear pure electric drive mode according to an embodiment of the present invention;

fig. 10 is a schematic diagram of system energy transfer in the electrically driven two-gear series driving mode according to an embodiment of the present invention;

fig. 11 is a schematic diagram of system energy transfer in the two-gear energy recovery mode according to an embodiment of the present invention;

fig. 12 is a schematic diagram of system energy transfer in an electrically-driven first-gear and second-gear parallel driving mode according to an embodiment of the present invention;

fig. 13 is a schematic diagram of system energy transmission in the first-gear independent driving mode of the internal combustion engine according to the embodiment of the present invention;

fig. 14 is a schematic diagram of system energy transfer in the secondary independent driving mode of the internal combustion engine according to the embodiment of the present invention;

fig. 15 is a schematic diagram of system energy transmission in the first-gear electric drive and first-gear parallel drive mode of the internal combustion engine according to the embodiment of the present invention;

fig. 16 is a schematic diagram of system energy transfer in the first-gear, first-gear electric drive, and second-gear electric drive parallel driving modes of the internal combustion engine according to the embodiment of the present invention;

fig. 17 is a schematic diagram of system energy transfer in the two-gear electric driving two-gear parallel driving mode of the internal combustion engine according to the embodiment of the present invention;

fig. 18 is a schematic diagram of system energy transfer in the two-gear, first-gear electric drive, and second-gear electric drive parallel driving modes of the internal combustion engine according to the embodiment of the present invention;

fig. 19 is a schematic diagram of system energy transmission in the parking P-range mode according to the embodiment of the present invention;

fig. 20 is a characteristic curve of a motor according to an embodiment of the present invention;

fig. 21 is a flowchart of a control method of a hybrid drive system according to a second embodiment of the present invention;

fig. 22 is a block diagram of a vehicle according to a third embodiment of the present invention.

Description of the main element symbols:

engine	230	Shock absorber	270
				External clutch	133	Internal clutch	132
First idler assembly	103	First-gear input gear	121
				Driving disk of clutch	131	Two-gear input gear	124
1-gear synchronizer	123	Two keep off output gear	125
				Parking brake gear	109	First gear output gear	122
2-gear synchronizer	126	Power output shaft	116
				Output shaft driving gear	117	Connecting differential assembly	118
First motor	210	Second electric machine	220
				Motor shaft of first motor	211	Second motor gear	221
Motor shaft of second motor	222	First inverter	240
				Second harness	241	Fifth harness	242
First harness	243	Second inverter	250
				Fourth wire harness	251	Third wire harness	252
Battery with a battery cell	260	First motor gear	212
				Hybrid drive system control	100	Controller	200
Inner input shaft	105	Double clutch	130

The following detailed description of the invention will be further described in conjunction with the above-identified drawings.

Detailed Description

In order to facilitate understanding of the present invention, the present invention will be described more fully hereinafter with reference to the accompanying drawings. Several embodiments of the invention are given in the accompanying drawings. The invention may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete.

It will be understood that when an element is referred to as being "secured to" another element, it can be directly on the other element or intervening elements may also be present. When an element is referred to as being "connected" to another element, it can be directly connected to the other element or intervening elements may also be present. The terms "vertical," "horizontal," "left," "right," and the like as used herein are for illustrative purposes only.

Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. The terminology used in the description of the invention herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. As used herein, the term "and/or" includes any and all combinations of one or more of the associated listed items.

Example one

Referring to fig. 1, a hybrid power driving system according to a first embodiment of the present invention is shown, including an engine 230, a first motor 210, a second motor 220, a transmission mechanism and a battery 260 connected to the first motor 210 and the second motor 220, wherein the transmission mechanism includes a power output shaft 116, a dual clutch 130 connected to the engine 230, a plurality of sets of gear pairs coupled between the dual clutch 130 and the power output shaft 116, and a synchronizer disposed on the power output shaft 116 for implementing gear synchronization.

Specifically, the dual clutch 130 includes an outer clutch 133, an inner clutch 132 and a clutch driving plate 133, for example and without limitation, in this embodiment, the multiple gear pairs include a first gear pair and a second gear pair, that is, the hybrid drive system in this embodiment has two natural gears, one end of the outer clutch 133 is connected to the output shaft of the engine 230 through the clutch driving plate 133, the other end is connected to the second gear pair, one end of the inner clutch 132 is connected to the output shaft of the engine 230 through the clutch driving plate 133, and the other end is connected to the first gear pair inner clutch 132 through the inner input shaft 105. The first-gear pair includes a first-gear input gear 121 disposed on the inner clutch 132 and a first-gear output gear 122 disposed on the power output shaft 116, and the second-gear pair includes a second-gear input gear 124 disposed on the outer clutch 133 and a second-gear output gear 125 disposed on the power output shaft 116. In this embodiment, the present hybrid drive system is described in detail with reference to specific examples, but the present invention is not limited thereto, and in other embodiments, the hybrid drive system may further include more or less than two natural gears, for example, six sets of gear pairs may be provided, so that the hybrid drive system has six natural gears. To reduce the transmission of vibrations between the engine 230 and the transmission, the dual clutch 130 is connected to the output shaft of the engine 230 via a damper 270.

In addition, a motor shaft 211 of the first motor 210 is provided with a first motor gear 212, the second gear input gear 124 is coupled with the first motor gear 212 through the first idle gear assembly 103, a motor shaft 222 of the second motor 220 is provided with a second motor gear 221, and the second motor gear 221 is coupled with the first gear output gear 122.

In addition, an output shaft driving gear 117 is disposed at one end of the power output shaft 116, the output shaft driving gear 117 is coupled to the differential assembly 118 to connect front wheels and/or rear wheels (not shown) of the vehicle through the differential assembly 118, the vehicle is driven in a front mode when the front wheels are connected, the vehicle is driven in a rear mode when the rear wheels are connected, and the vehicle is driven in a four mode when the front wheels and the rear wheels are connected, so that power is output to the wheels to drive the vehicle to run. The other end of the power take-off shaft 116 is connected to the parking brake gear 109.

By way of example and not limitation, in the present embodiment, the first motor 210 is connected to the first inverter 240 through the first wire harness 243, the first inverter 240 is connected to the battery 260 through the second wire harness 241, the second motor 220 is connected to the second inverter 250 through the third wire harness 252, the second inverter 250 is connected to the battery 260 through the fourth wire harness 251, and the first inverter 240 is connected to the second inverter 250 through the fifth wire harness 242. For the sake of line safety, each wire harness is preferably a high-voltage wire harness, and the line is guaranteed to have high voltage resistance. It should be noted that, in the present embodiment, a proportioning manner that two motors share one battery 260 is adopted, the battery 260 can supply power to the two motors to realize electric driving, and the two motors can also charge the battery 260 to realize energy recovery. However, the proportioning mode of the battery 260 is not limited to this, and in other embodiments, two motors may be respectively configured with one battery 260, or a plurality of battery cells in the battery 260 may be divided into two parts, one part is separately connected with the first motor 210, and the other part is separately connected with the second motor 220, so as to implement separate power supply and separate charging. The specific power generation process is as follows: when the first motor 210 generates power, the alternating current generated by the first motor 210 is transmitted to the first inverter 240 through the first wire harness 243, converted into direct current through the first inverter 240, and transmitted to the battery 260 through the second wire harness 241; when the second motor 220 generates power, alternating current generated by the second motor 220 is transmitted to the second inverter 250 through the third wire harness 252, converted into direct current through the second inverter 250, and transmitted to the battery 260 through the fourth wire harness 251; due to the arrangement of the fifth harness 242, when necessary, the alternating current generated by the first motor 210 can be directly transmitted to the second motor 220 through the fifth harness 242 and the third harness 252 without passing through the battery to supply power to the second motor 220; the same is true for the second electric machine 220 when it is generating electricity.

In order to achieve synchronization between the two gears, the synchronizers include a 1-gear synchronizer 123 and a 2-gear synchronizer 126 provided on the power output shaft 116, the 2-gear synchronizer 126 is provided between the two-gear pair and the one-gear pair and is configured to be coupled with the two-gear output gear 125 to achieve 2-gear synchronization, and the 1-gear synchronizer 123 is provided on a side of the one-gear pair away from the two-gear pair and is configured to be coupled with the one-gear output gear 122 to achieve 1-gear synchronization.

By way of example and not limitation, in this embodiment, the engine 230 may be an internal combustion engine, and when the internal combustion engine is unloaded, the fuel efficiency of the internal combustion engine increases with increasing vehicle speed in a certain rotation speed range, and after a certain rotation speed is exceeded, the fuel efficiency is lower, and the efficiency decreases with increasing rotation speed. When the vehicle speed changes, the gear needs to be changed to keep the internal combustion engine in a high-efficiency region. Referring to fig. 20, a specific effect graph of the motor is shown, and it can be seen from the graph that the motor is in a constant torque region within a certain rotation speed range, the torque in the region is larger, and as the speed is reduced, the torque is reduced less, and the power is gradually increased; after the rotating speed is exceeded, the torque is obviously reduced along with the increase of the rotating speed, the power is also gradually reduced, when the vehicle speed is lower, the rotating speed of the motor is lower, the torque is larger, powerful power can be provided for the vehicle, and the response time is short; the climbing gradient and hundred-kilometer acceleration performance are important parameters for evaluating the vehicle performance, and compared with pure internal combustion engine driving, the pure electric driving has short response time and large torque at low speed, and provides important guarantee for meeting the vehicle climbing gradient, hundred-kilometer acceleration and other performances.

Based on the structure, the hybrid power drive system in the embodiment has multiple working modes, specifically including a pure electric drive mode, a pure fuel drive mode, a hybrid drive mode, a braking energy recovery mode, a parking charging mode and a running engine starting mode. The pure electric drive mode, the pure fuel drive mode, the braking energy recovery mode and the hybrid drive mode all comprise a plurality of gear modes. Specifically, pure electric drive mode includes that the electricity drives one and keeps off pure electric drive, the electricity drives one and keeps off series drive, the electricity drives two and keeps off pure electric drive, the electricity drives two and keeps off series drive, the electricity drives one and keeps off + the electricity drives two keep off parallel drive, pure electric drive R keeps off, and electricity drives R and keeps off series drive, pure fuel drive mode includes that internal-combustion engine keeps off the drive, and internal-combustion engine keeps off the drive, braking energy recuperation mode includes one keeps off energy recuperation, and keep off energy recuperation, hybrid drive mode includes that internal-combustion engine keeps off + the electricity drives one and keeps off parallel drive, internal-combustion engine keeps off + the electricity drives one and keeps off two and keep off parallel drive, and internal-combustion engine keeps off + the electricity drives one and keeps off + the electricity drives two.

The above-mentioned working modes are switched by the combination or separation of the synchronizer and/or the double clutch. Specifically, referring to table 1 below, the coupling/decoupling state of the synchronizer and the dual clutch, and the states of the engine and the two motors of the hybrid drive system of the present embodiment in various operating modes (i.e., operating conditions) are shown:

table 1:

for mode 1, parking charging condition (charging battery with first motor): as shown in fig. 2, when the vehicle is in a parking state and the battery 260 is low in capacity, the vehicle can be selected to park and charge, at this time, the inner clutch 132 is disengaged, the outer clutch 133 is engaged, the internal combustion engine is driven, the first electric machine 210 is in a power generation state, the second electric machine 220 is in a free state, the 1-gear synchronizer 123 is in a neutral position or a first gear position, and the 2-gear synchronizer 126 is in a neutral position, and during power generation, alternating current generated by the first electric machine 210 is converted into direct current through the first inverter, and then transmitted to the battery 260 through the first electric machine 210 wiring harness and stored in the battery 260; the internal combustion engine is in an economic speed interval, fuel economy and noise are considered, and when the charging amount reaches a certain ratio, other working conditions are switched according to needs.

For mode 2, parking charging condition (using the second motor to charge the battery): as shown in fig. 3, when the vehicle is in a parking state and the battery 260 is low in capacity, the vehicle can be selected to park and charge, at this time, the inner clutch 132 is engaged, the outer clutch 133 is disengaged, the internal combustion engine is driven, the first electric machine 210 is in a free state, the second electric machine 220 is in a power generation state, the 1-gear synchronizer 123 is in a first-gear position, the 2-gear synchronizer 126 is in a neutral position or a second-gear position, and during power generation, alternating current generated by the second electric machine 220 is converted into direct current through the second inverter, and then transmitted to the battery 260 through the second electric machine 220 wiring harness and stored in the battery 260; the internal combustion engine is in an economic speed interval, fuel economy and noise are considered, and when the charging amount reaches a certain ratio, other working conditions are switched according to needs.

For mode 3, cold start of the internal combustion engine at stop (cold start of the internal combustion engine with the first electric machine): as shown in fig. 4, when the internal combustion engine needs to be started in a parking state, the inner clutch 132 is disengaged, the outer clutch 133 is engaged, the first electric machine 210 is in a driving state, the second electric machine 220 is in a free state, the 1-gear synchronizer 123 is in a neutral or first-gear position, the 2-gear synchronizer 126 is in a neutral position, and the internal combustion engine is switched from an off state to a start state; the first electric machine 210 cold starts the internal combustion engine when parking without comfort problems; because the original starter of the internal combustion engine is reduced, the number of the constituent elements of the vehicle is reduced.

For mode 4, cold start of the internal combustion engine at stop (cold start of the internal combustion engine with the second electric machine): as shown in fig. 5, when the internal combustion engine needs to be started in a parking state, the inner clutch 132 is engaged, the outer clutch 133 is disengaged, the first electric machine 210 is in a free state, the second electric machine 220 is in a driving state, the 1-gear synchronizer 123 is in a neutral position, the 2-gear synchronizer 126 is in a neutral position or a second-gear position, and the second electric machine 220 drives the engine 230 to be switched from a closed state to a starting state; the first electric machine 210 cold starts the internal combustion engine when parking without comfort problems; because the original starter of the internal combustion engine is reduced, the number of the constituent elements of the vehicle is reduced.

For mode 5, start the internal combustion engine during traveling (start the internal combustion engine during traveling with the first electric machine 210): when the internal combustion engine needs to be started while the first-gear pure electric drive is being driven, the second electric machine 220 is kept in a driving state, the outer clutch 133 is in a disengaged state, the first electric machine 210 is in a free state, the first-gear synchronizer 123 is in a first-gear position, and the second-gear synchronizer 126 is in a neutral position, and the internal combustion engine is started in combination with the inner clutch 132, as shown in fig. 4. The starting of the internal combustion engine during the running process does not generate the shaking problem, so that the switching between the working conditions is completed without stopping the engine, and the power interruption is avoided.

For mode 6, start the internal combustion engine during traveling (start the internal combustion engine during traveling with the second electric machine 220): as shown in fig. 5, when the internal combustion engine needs to be started by electrically driving the second-gear pure electric drive, the internal combustion engine is started by keeping the first electric machine 210 in the driving state, the inner clutch 132 in the disengaged state, the second electric machine 220 in the free state, the 1-gear synchronizer 123 in the neutral position, and the 2-gear synchronizer 126 in the second-gear position, in combination with the outer clutch 133. The starting of the internal combustion engine during the running process does not generate the shaking problem, so that the switching between the working conditions is completed without stopping the engine, and the power interruption is avoided.

For mode 7, electric drive-first gear pure electric drive: as shown in FIG. 6, when the vehicle speed is low, if the internal combustion engine is used for driving, the fuel economy of the internal combustion engine is poor, and the system efficiency can be kept at a high level by using the pure electric drive to cover the low vehicle speed working condition. At this time, the second electric machine 220 is in a driving state, the internal combustion engine is turned off, the inner clutch 132 and the outer clutch 133 are in a separated state, the first electric machine 210 is in a free state, the 1-gear synchronizer 123 is in a first-gear position, and the 2-gear synchronizer 126 is in a neutral position; when the electric quantity is insufficient, the mode can be switched to an electric driving first-gear series driving mode.

For mode 8, electric drive-first gear series drive mode: as shown in fig. 7, in operation, the internal combustion engine is driven, the first electric machine 210 generates electricity, the inner clutch 132 is in a disengaged state, the outer clutch 133 is in an engaged state, the second electric machine 220 is driven, the 1-gear synchronizer 123 is in the first-gear position, and the 2-gear synchronizer 126 is in the neutral position; the alternating current generated by the first motor 210 is directly transmitted to the second motor 220 without passing through the first inverter and the battery 260, so that the second motor 220 drives the vehicle to run, and the loss in the energy conversion and transmission process is reduced; the range extended mode can operate for a long time and the engine 230 can be in a high efficiency zone for a long time.

For mode 9, first gear energy recovery: as shown in fig. 8, when the vehicle is in first-gear pure electric drive or first-gear drive of the internal combustion engine and the system braking energy recovery condition is met, no additional gear shifting process is needed. During operation, the internal combustion engine is kept in a closed state, the inner clutch 132 and the outer clutch 133 are in a separated state, the first motor 210 is in a free state, the second motor 220 is in a power generation state, the 1-gear synchronizer 123 is in a first-gear position, and the 2-gear synchronizer 126 is in a neutral position. During power generation, the ac power generated by the second motor 220 is converted into dc power by the second inverter, and then transmitted to the battery 260 through the second motor 220, and stored in the battery 260.

Aiming at the mode 10 and the electric drive two-gear pure electric drive: as shown in fig. 9, when the vehicle is at medium and low speeds, if the internal combustion engine is used for driving, the fuel economy of the internal combustion engine is poor, and the system efficiency can be kept high by using the electric drive two-gear pure electric drive. At this time, the first electric machine 210 is in a driving state, the internal combustion engine is off, the inner clutch 132 and the outer clutch 133 are in a separated state, the second electric machine 220 is in a free state, the 1-gear synchronizer 123 is in a neutral position, and the 2-gear synchronizer 126 is in a second gear position; when the electric quantity is insufficient, the mode can be switched to the electric-drive two-gear series mode.

For mode 11, electrically driven two-gear series mode: as shown in fig. 10, in operation, the internal combustion engine is driven, the second electric machine 220 generates electricity, the inner clutch 132 is in the engaged state, the outer clutch 133 is in the disengaged state, the first electric machine 210 is in the driven state, the 1-gear synchronizer 123 is in the neutral position, and the 2-gear synchronizer 126 is in the second gear position; the alternating current generated by the first motor 210 is directly transmitted to the second motor 220 without passing through the first inverter and the battery 260, so that the second motor 220 drives the vehicle to run, and the loss in the energy conversion and transmission process is reduced; the electrically driven two-stage series mode can operate for a long period of time and the engine 230 can be in a high efficiency region for a long period of time.

For mode 12, two-gear energy recovery: as shown in fig. 11, when the vehicle is in the second-gear pure electric drive or the internal combustion engine is in the second-gear drive, and the system braking energy recovery condition is met, no additional gear shifting process is needed. In operation, the internal combustion engine is kept in the off state, the inner clutch 132 and the outer clutch 133 are in the disengaged state, the first motor 210 is in the power generation state, the second motor 220 is in the free state, the 1-gear synchronizer 123 is in the neutral position, and the 2-gear synchronizer 126 is in the second gear position. During power generation, the ac power generated by the second motor 220 is converted into dc power by the second inverter, and then transmitted to the battery 260 through the second motor 220, and stored in the battery 260.

For mode 13, electrically driven first gear, electrically driven second gear parallel drive: as shown in fig. 12, when the electric drive first gear or the electric drive second gear pure electric drive cannot meet the torque requirement and the battery 260 can provide enough power, the working condition use requirement can be met by using the electric drive first gear and the electric drive second gear parallel drive, and during the work, the first motor 210 and the second motor 220 are in the driving state, the inner clutch 132 and the outer clutch 133 are in the separation state, the internal combustion engine is in the off state, the 1-gear synchronizer 123 is in the first-gear position, and the 2-gear synchronizer 126 is in the second-gear position; the electric drive one-gear and the electric drive two-gear parallel driving can provide larger torque, an internal combustion engine does not need to be started, and the comprehensive efficiency of the system can be effectively improved.

For mode 14, engine first gear independent drive: as shown in fig. 13, when the vehicle is running at a medium speed, the internal combustion engine can be used for first gear independent driving as required. When the engine works, the internal combustion engine is in a driving state, the inner clutch 132 is combined, the outer clutch 133 is separated, the first motor 210 and the second motor 220 are in a free state, the 1-gear synchronizer 123 is in a first-gear position, and the 2-gear synchronizer 126 is in a neutral position; the internal-combustion engine is in the higher interval of oil consumption efficiency when intermediate speed, compares pure electric drive fender position this moment, and the internal-combustion engine keeps higher level in the system efficiency that keeps keeping of keeping in fender independent drive.

For mode 15, internal combustion engine second gear independent drive: as shown in fig. 14, when the vehicle speed is at a medium-high speed or a high-speed driving state, the pure electric driving efficiency is low and sufficient power cannot be provided, the system is switched to a second-gear independent driving mode of the internal combustion engine, at this time, the internal combustion engine is driven, the outer clutch 133 is combined, the inner clutch 132 is separated, the first motor 210 and the second motor 220 are in a free state, the 1-gear synchronizer 123 is in a neutral position, and the 2-gear synchronizer 126 is in a second-gear position, the working condition is suitable for long-time medium-high speed or high-speed operation of the vehicle, and a link of energy conversion from mechanical energy to electric energy to mechanical energy is omitted, energy consumption of the energy conversion link is also eliminated, and heating; the second gear speed ratio of the internal combustion engine is smaller than the first gear speed ratio of the internal combustion engine, and the efficiency of the internal combustion engine is in a relatively high-efficiency range under the working condition, so that the system efficiency is kept at a high level.

For mode 16, internal combustion engine first gear, electric drive first gear, parallel drive: as shown in fig. 15, when the internal combustion engine is independently driven in the first gear or is purely driven by the electric drive in the first gear, and cannot meet the driving torque requirement of the whole vehicle, the internal combustion engine can be driven in the first gear and the electric drive in the first gear in parallel. At this time, the first electric machine 210 is in a free state, the internal combustion engine is in a driving state, the inner clutch 132 is engaged, the outer clutch 133 is disengaged, the second electric machine 220 is in a driving state, the 1-gear synchronizer 123 is in a first-gear position, and the 2-gear synchronizer 126 is in a neutral position; the internal combustion engine and the second motor 220 are driven simultaneously, so that the total output torque is increased, and requirements on climbing, dynamic property and the like can be better met.

For mode 17, internal combustion engine first gear, electric drive first gear and electric drive second gear parallel drive: as shown in fig. 16, when the system is in the limit condition, the torque demand is very large, the parallel driving of the internal combustion engine gear and the electric drive gear cannot meet the system demand, and the battery 260 can provide enough power, the parallel driving of the first gear of the internal combustion engine, the first gear of the electric drive and the second gear of the electric drive can meet the working condition demand, and in operation, the internal combustion engine is driven, the first electric machine 210 and the second electric machine 220 are both in the driving state, the inner clutch 132 is in the engaging state, the outer clutch 133 is in the disengaging state, the 1-gear synchronizer 123 is in the first-gear position, and the 2-gear synchronizer 126 is in the second-gear position.

For the mode 18, the two-gear electric drive and the two-gear parallel drive of the internal combustion engine: as shown in fig. 17, when the two-gear independent drive or the two-gear electric drive of the internal combustion engine cannot meet the driving torque requirement of the whole vehicle, the two-gear electric drive and the two-gear electric drive of the internal combustion engine can be selected for parallel driving. During operation, the first electric machine 210 is in a driving state, the internal combustion engine is in a driving state, the inner clutch 132 is in a separating state, the outer clutch 133 is in a combining state, the second electric machine 220 is in a free state, the 1-gear synchronizer 123 is in a neutral position, and the 2-gear synchronizer 126 is in a second-gear position; the internal combustion engine and the second motor 220 are driven simultaneously, so that the total output torque is increased, and requirements on climbing, dynamic property and the like can be better met.

For mode 19, two gears of the internal combustion engine are driven in parallel by one gear of the electric drive and two gears of the electric drive: as shown in fig. 18, when the system is in the limit condition, the torque demand is very large, the parallel driving of the internal combustion engine gear and the electric drive gear cannot meet the system demand, and the battery 260 can provide enough power, the parallel driving of the internal combustion engine gear, the electric drive gear and the electric drive gear can meet the working condition demand, and in operation, the internal combustion engine is driven, the first motor 210 and the second motor 220 are both in the driving state, the outer clutch 133 is in the engaging state, the inner clutch 132 is in the disengaging state, the 1-gear synchronizer 123 is in the first-gear position, and the 2-gear synchronizer 126 is in the second-gear position.

For mode 20, electric-only drive R: as shown in fig. 6, when the vehicle needs to be backed up, the internal combustion engine is in the off state, the inner clutch 132 and the outer clutch 133 are in the disengaged state, the first electric machine 210 is in the free state, the second electric machine 220 drives the vehicle to be backed up in a reverse direction, the 1-gear synchronizer 123 is in the first gear position, and the 2-gear synchronizer 126 is in the neutral position. Due to the electrically driven R gear, the mechanical reverse gear can be removed, and the mechanism is simpler and more compact.

For mode 21, pure electric drive R-gear series drive: as shown in fig. 7, when the vehicle needs to be backed up for a long time and the battery 260 cannot provide enough electric quantity, the pure electric drive R gear is selected for series driving, at this time, the internal combustion engine is switched from the off state to the driving state, the inner clutch 132 keeps the original separation state unchanged, the outer clutch 133 is switched from the separation state to the combination state, the first motor 210 is switched from the free state to the power generation state, the second motor 220 is still driven in the reverse direction, the alternating current generated by the first motor 210 is not transmitted to the first inverter and the battery 260, and is directly used for the second motor 220, so that the waste of energy is avoided.

For mode 22, park P: as shown in fig. 19, when the vehicle is parked for a long time, the parking P range is selected, the internal combustion engine is turned off, the inner clutch 132 and the outer clutch 133 are disengaged, the first electric machine 210 and the second electric machine 220 are in the free state, and the 1 st synchronizer 123 and the 2 nd synchronizer 126 are both in the neutral position.

To sum up, the hybrid power driving system in the above embodiment of the present invention realizes mode switching by using the dual clutch and the synchronizer, so that the vehicle can work in multiple working modes, thereby improving the fuel economy of the vehicle, simplifying the system structure and shortening the overall length of the transmission by adopting the dual clutch and the synchronizer to realize mode switching; in addition, a double-motor structure is introduced, so that the collocation of driving modes is more diversified, the working mode of the system can be further refined, and all modes required by improving the fuel economy are provided, so that the fuel economy of the vehicle is further improved, meanwhile, the two motors can drive and generate electricity, the energy recovery efficiency is improved, the system has three natural gears, the motor overspeed can be avoided, the motor power is reduced, and the system efficiency is improved.

Example two

Referring to fig. 21, a control method of a hybrid drive system according to a second embodiment of the present invention is shown, which can be used to control the hybrid drive system according to the first embodiment, and the control method specifically includes steps S01-S02.

In step S01, the state parameters of the vehicle are acquired.

Wherein the state parameters include one or more of a vehicle running speed, an engine torque, a battery level, a vehicle required torque, a motor driving efficiency, a battery temperature, and an engine driving efficiency.

And step S02, correspondingly controlling the connection or the disconnection of the synchronizer and/or the double clutches of the hybrid power driving system according to the state parameters of the vehicle so as to control the hybrid power driving system to enter a corresponding working mode.

The working mode comprises one or more of an electric driving mode, a fuel driving mode, a hybrid driving mode, a braking energy recovery mode, a parking charging mode and a starting engine mode in the process of advancing. Specifically, the pure electric drive mode, the pure fuel drive mode, the braking energy recovery mode and the hybrid drive mode all include a plurality of gear modes. Specifically, the pure fuel drive mode includes an electric drive one-gear pure fuel drive, an electric drive one-gear series drive, an electric drive two-gear pure fuel drive, an electric drive two-gear series drive, an electric drive one-gear + electric drive two-gear parallel drive (corresponding to the mode 13), an electric drive R-gear, and an electric drive R-gear series drive, the pure fuel drive mode includes an internal combustion engine one-gear drive, and an internal combustion engine two-gear drive, the braking energy recovery mode includes a first-gear energy recovery, and a second-gear energy recovery, the hybrid drive mode includes an internal combustion engine one-gear + electric drive one-gear parallel drive (corresponding to the mode 16), an internal combustion engine one-gear + electric drive parallel drive (corresponding to the mode 17), an internal combustion engine two-gear + electric drive two-gear parallel drive (corresponding to the mode 18), and an internal combustion engine two-gear. The specific switching control of these operation modes can be seen in detail in table 1 above.

By way of example and not limitation, in the concrete implementation, the step S02 may be implemented by using the following refinement steps, where the refinement steps specifically include:

when the running speed is in a preset low-speed range and/or the running speed is in a preset medium-speed range and the motor driving efficiency is higher than the engine driving efficiency, the hybrid power driving system can be controlled to enter a pure electric driving mode;

when the running speed is in a preset high-speed range and/or the running speed is in a preset middle-speed range and the motor driving efficiency is lower than the engine driving efficiency, the hybrid power driving system can be controlled to enter a pure fuel oil driving mode;

when the running speed is in a preset middle speed range and the vehicle required torque is higher than a torque threshold value, the hybrid power driving system can be controlled to enter a hybrid driving mode;

when the vehicle is determined to be in a parking state according to the running speed and the electric quantity of the battery is lower than an electric quantity threshold value, the hybrid power driving system can be controlled to enter a parking charging mode;

when the system meets the braking energy recovery condition, controlling the hybrid power driving system to enter a braking energy recovery mode, wherein when the electric quantity of the battery is not in a saturated state and the temperature of the battery is lower than a temperature threshold value, the system can be judged to meet the braking energy recovery condition;

when the driving torque of the motor is lower than the torque required by the vehicle in the pure electric driving mode (when the pure electric driving can not meet the torque requirement), the hybrid power driving system can be controlled to enter an engine starting mode in the process of advancing.

Further, in some optional embodiments of the present invention, the control method of the hybrid drive system may further include:

when the engine is in a pure fuel driving mode and the driving efficiency of the engine is lower than an efficiency threshold value, the torque of the engine is increased to a preset high-efficiency interval, and the hybrid power driving system can be controlled to enter a power generation mode during traveling. For example, in a pure fuel driving mode, if the road resistance is small, when the engine works in a low-torque state at the moment, the efficiency of the engine is low, the engine can be adjusted to a high-efficiency range by increasing the torque of the engine, a part of the torque is distributed to the motor to charge the motor, and the other part of the torque keeps the whole vehicle running, so that the comprehensive efficiency of the whole vehicle is improved.

Specifically, for the fuel economy nature of improvement vehicle, the utility model discloses a following measure:

under the working conditions of frequent start and stop and low vehicle speed, the vehicle is driven by pure electricity, so that the internal combustion engine is prevented from working in a high oil consumption area; when the pure electric drive cannot meet the torque requirement, the internal combustion engine is used for shifting the electric drive and the gear shift parallel drive, so that the large torque requirement is met;

under medium speed conditions, there are three conditions: firstly, when the system efficiency is higher than that of the first-gear driving of the internal combustion engine when the motor is driven, the comprehensive efficiency of the system is highest through pure electric driving; when the driving efficiency of the motor is lower than the first gear efficiency or the second gear efficiency of the internal combustion engine, the first gear or the second gear of the internal combustion engine is independently driven, so that the comprehensive efficiency of the system is highest; and thirdly, when stronger power output is needed, the internal combustion engine can be selected to be driven in parallel by shifting electric and driving, and the pure electric first gear and the pure electric second gear are driven in parallel.

When the road resistance is small and the internal combustion engine works in a low-torque state, the efficiency of the internal combustion engine is low, the internal combustion engine can be adjusted to a high-efficiency range by increasing the torque of the internal combustion engine, a part of the torque is distributed to the motor to charge the battery, and the other part of the torque keeps the whole vehicle running, so that the comprehensive efficiency of the whole vehicle is improved.

Under the high-speed working condition, the efficiency of the internal combustion engine is higher, the internal combustion engine drives the vehicle independently at two levels, the use of the motor is reduced, the efficiency loss in the conversion process of mechanical energy-electric energy-mechanical energy is avoided, and the comprehensive efficiency is further improved.

Braking energy recovery, because the utility model discloses there are the bi-motor, all keep off the position and all have the motor to directly link, and two motors can drive, can generate electricity again, and all speed reduction operating modes all can realize braking energy recovery, and the recovery in-process does not have the action of shifting, and energy recuperation efficiency is high.

To sum up, the utility model discloses the control method of hybrid drive system among the above-mentioned embodiment through coming corresponding control synchronizer and/or double clutch combination or separation according to the state parameter of vehicle to control system automatically gets into corresponding mode, makes the state parameter of vehicle and the mode looks adaptation of system, improves vehicle fuel economy, because adopts double clutch and synchronizer to realize the mode switch, simplifies the system architecture, shortens the overall length of derailleur; in addition, a double-motor structure is introduced, so that the collocation of driving modes is more diversified, the working mode of the system can be further refined, the fuel economy of the vehicle is further improved, the two motors can drive and generate electricity, and the energy recovery efficiency is improved.

EXAMPLE III

Referring to fig. 22, a vehicle according to a third embodiment of the present invention is shown, including a hybrid driving system 100 and a controller 200, where the hybrid driving system 100 may be a hybrid driving system according to any of the above embodiments, and the controller 200 is electrically connected to a synchronizer and a dual clutch of the hybrid driving system 100 in a wired or wireless communication manner, respectively, for obtaining a state parameter of the vehicle, and correspondingly controlling the synchronizer and/or the dual clutch to be combined or separated according to the state parameter of the vehicle, so as to control the hybrid driving system to enter a corresponding operating mode.

In specific implementation, the controller 200 may be a central controller (e.g., an ECU (Electronic Control Unit), which is also called a vehicle computer) of the vehicle or a controller (e.g., an MCU (micro controller Unit)) separately equipped with the hybrid drive system, in addition, the controller 200 may also be configured with a memory, the memory may store a computer program corresponding to the Control method of the hybrid drive system, and when the controller 200 calls and executes the computer program, the Control method of the hybrid drive system in the above embodiment is implemented.

It should be noted that, since the hybrid drive system 100 has the function of stopping the cold start engine 230, the vehicle in the present embodiment may omit the starter (cold start engine function) at the rear end of the conventional engine, and its function may be completed by the first electric machine and/or the second electric machine of the present invention.

To sum up, the utility model discloses vehicle among the above-mentioned embodiment through coming corresponding control hybrid drive system's synchronizer and/or double clutch combination or separation according to the state parameter of vehicle to control system automatically gets into corresponding mode, makes the state parameter of vehicle and the mode looks adaptation of system, improves vehicle fuel economy, because adopts double clutch and synchronizer to realize the mode switch, simplifies system's structure, shortens the overall length of derailleur; in addition, a double-motor structure is introduced, so that the collocation of driving modes is more diversified, the working mode of the system can be further refined, the fuel economy of the vehicle is further improved, the two motors can drive and generate electricity, and the energy recovery efficiency is improved.

The above-mentioned embodiments only represent some embodiments of the present invention, and the description thereof is specific and detailed, but not to be construed as limiting the scope of the present invention. It should be noted that, for those skilled in the art, without departing from the spirit of the present invention, several variations and modifications can be made, which are within the scope of the present invention. Therefore, the protection scope of the present invention should be subject to the appended claims.

Claims (7)

1. The utility model provides a hybrid power driving system, its characterized in that, including engine, first motor, second motor, drive mechanism and with first motor with the battery that the second motor is connected, drive mechanism include power output shaft, with double clutch, coupling connection that the engine is connected the double clutch with multiunit fender gear pair between the power output shaft and setting are in be used for realizing keeping off the synchronous ware of position on the power output shaft, be provided with first motor gear on the motor shaft of first motor, be provided with second motor gear on the motor shaft of second motor, one of them group keep off gear pair with first motor gear coupling connection, another group keep off gear pair with second motor gear coupling connection.

2. The hybrid drive system of claim 1, wherein the dual clutch includes an outer clutch and an inner clutch, the plurality of sets of gear pairs include a first gear pair and a second gear pair, the outer clutch is connected to the engine at one end and to the second gear pair at the other end, and the inner clutch is connected to the engine at one end and to the first gear pair at the other end.

3. The hybrid drive system of claim 2, wherein the second gear pair is coupled to the first motor gear, and the first gear pair is coupled to the second motor gear.

4. The hybrid drive system of claim 3 wherein said secondary gear set is coupled to said first motor gear by a first idler assembly.

5. The hybrid drive system of claim 2, wherein the synchronizer comprises a 1-speed synchronizer and a 2-speed synchronizer disposed on the power take-off shaft, the 1-speed synchronizer being configured to couple with the first-speed gear pair and the 2-speed synchronizer being configured to couple with the second-speed gear pair.

6. Hybrid drive system according to any of claims 1-5, characterised in that the double clutch is connected with the engine by means of a damper.

7. A vehicle characterized by comprising the hybrid drive system of any one of claims 1 to 6.

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