CN213082896U - Hybrid power driving system and vehicle - Google Patents
Hybrid power driving system and vehicle Download PDFInfo
- Publication number
- CN213082896U CN213082896U CN202020941287.9U CN202020941287U CN213082896U CN 213082896 U CN213082896 U CN 213082896U CN 202020941287 U CN202020941287 U CN 202020941287U CN 213082896 U CN213082896 U CN 213082896U
- Authority
- CN
- China
- Prior art keywords
- gear
- motor
- driving
- synchronizer
- vehicle
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Images
Classifications
-
- 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
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 power input shaft, multiunit that coupling is connected between power output shaft and power input shaft keeps off the gear pair, and set up and be used for keeping off the synchronous first synchronizer of position on power output shaft, the drive shaft of first motor is connected with power input shaft coupling through first gear pair, the drive shaft of second motor passes through coupling mechanism and power output shaft coupling and is connected, be equipped with on the connecting axle and be used for keeping off the synchronous second synchronizer of position. 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
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 them hybrid drive system, 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 power input shaft, coupling connection that the engine is connected are in power output shaft with multiunit between the power input shaft keeps off the gear pair and sets up be used for realizing keeping off the synchronous first synchronizer of gear on the power input shaft, the drive shaft of first motor through first gear pair with power input shaft coupling connection, the drive shaft of second motor through coupling mechanism with power output shaft coupling connection, coupling mechanism include set up in on the connecting axle and with the second gear pair of drive shaft coupling connection of second motor, The gear synchronizer comprises a plurality of motor gear gears and a second synchronizer, wherein the motor gear gears are arranged on the connecting shaft and are in one-to-one coupling connection with the multiple groups of gear pairs, and the second synchronizer is used for realizing gear synchronization on the connecting shaft.
The embodiment of the utility model provides a still provide a hybrid drive system's control method for control foretell hybrid drive system, control method includes following step:
acquiring state parameters of a vehicle, wherein the state parameters comprise one or more of vehicle running speed, engine torque, battery power, vehicle required torque, motor driving efficiency and engine driving efficiency;
and correspondingly controlling the first synchronizer and/or the second synchronizer of the hybrid power driving system to be combined or separated according to the state parameters of the vehicle so as to control the hybrid power driving system to enter a corresponding working mode.
The embodiment of the utility model provides a still provide a vehicle, include: the hybrid drive system described above; and
and the controller is connected with the first synchronizer and the second synchronizer of the hybrid power driving system and is used for acquiring the state parameters of the vehicle and correspondingly controlling the first synchronizer and/or the second synchronizer to be combined or separated according to the state parameters of the vehicle so as to control the hybrid power driving system to enter a corresponding working mode.
Compared with the prior art: the mode switching is realized by adopting the first synchronizer and the second synchronizer which are arranged at specific positions, 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 system energy transmission in a P-gear parking state according to an embodiment of the present invention;
fig. 3 is a schematic diagram of energy transfer of a system for implementing a cold start internal combustion engine during parking by using a first electric machine according to an embodiment of the present invention;
fig. 4 is a schematic diagram of system energy transfer for starting an internal combustion engine during a parking charging state/pure electric first gear traveling according to an embodiment of the present invention;
fig. 5 is a schematic diagram of system energy transmission in a pure electric one-gear reverse mode according to an embodiment of the present invention;
fig. 6 is a schematic diagram of system energy transmission in a pure electric one-gear reverse series drive/pure electric one-gear series drive mode provided in the embodiment of the present invention;
fig. 7 is a schematic diagram of system energy transfer in a pure electric first-gear energy recovery mode according to an embodiment of the present invention;
fig. 8 is a schematic diagram of system energy transmission in the first-gear driving mode of the internal combustion engine according to the embodiment of the present invention;
fig. 9 is a schematic diagram of system energy transmission in the first gear driving and power generation mode of the internal combustion engine according to the embodiment of the present invention;
fig. 10 is a schematic diagram of system energy transmission in the first-gear and pure electric first-gear driving mode of the internal combustion engine according to the embodiment of the present invention;
fig. 11 is a schematic diagram of system energy transmission in a pure electric first-gear + internal combustion engine first-gear + pure electric first-gear parallel driving mode provided in the embodiment of the present invention;
fig. 12 is a schematic diagram of system energy transfer in the second gear driving mode of the internal combustion engine according to the embodiment of the present invention;
fig. 13 is a schematic diagram of system energy transmission in a secondary driving and power generating mode of an internal combustion engine according to an embodiment of the present invention;
fig. 14 is a schematic diagram of system energy transfer in the pure electric first gear + internal combustion engine second gear parallel driving mode according to the embodiment of the present invention;
fig. 15 is a schematic diagram of system energy transfer in a pure electric first gear + internal combustion engine second gear + pure electric second gear parallel driving mode according to an embodiment of the present invention;
fig. 16 is a schematic diagram of system energy transfer in the pure electric secondary + internal combustion engine secondary parallel driving mode according to the embodiment of the present invention;
fig. 17 is a schematic diagram of system energy transfer in the pure electric secondary + internal combustion engine secondary + pure electric secondary parallel driving mode according to the embodiment of the present invention;
fig. 18 is a schematic diagram of system energy transmission in the pure electric first-gear energy recovery mode according to an embodiment of the present invention;
fig. 19 is a characteristic curve of a motor according to an embodiment of the present invention;
fig. 20 is a flowchart of a control method of a hybrid drive system according to a second embodiment of the present invention;
fig. 21 is a block diagram of a vehicle according to a third embodiment of the present invention.
Description of the main element symbols:
| |
230 | Shock absorber | 270 |
| Connecting |
116 | One-gear of |
113 |
| Two-gear of |
115 | First- |
102 |
| |
101 | Two- |
104 |
| |
103 | Two keep off |
107 |
| |
106 | First |
108 |
| |
114 | |
109 |
| Output |
110 | Connecting |
111 |
| |
210 | Second |
220 |
| Drive shaft of |
211 | |
221 |
| Drive shaft of |
222 | |
240 |
| |
241 | |
242 |
| |
243 | |
250 |
| |
251 | |
252 |
| Battery with a |
260 | First |
212 |
| Hybrid |
100 | |
200 |
| Second driven |
112 | First driven |
105 |
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, where the transmission mechanism includes a power output shaft 109, a power input shaft 101 connected to the engine 230, a plurality of gear pairs coupled between the power output shaft 109 and the power input shaft 101, and a first synchronizer 103 disposed on the power input shaft 101 for implementing gear synchronization, a driving shaft 211 of the first motor 210 is coupled to the power input shaft 101 through the first gear pair, and a driving shaft 222 of the second motor 220 is coupled to the power output shaft 109 through a connecting mechanism.
Specifically, the connecting mechanism includes a connecting shaft 116, a second gear pair disposed on the connecting shaft 116 and coupled to a driving shaft 222 of the second motor 220, a plurality of motor gear gears disposed on the connecting shaft 116 and coupled to the plurality of gear pairs in a one-to-one manner, and a second synchronizer 114 disposed on the connecting shaft 116 for implementing gear synchronization. By way of example and not limitation, in the present embodiment, the multiple gear pairs include a first gear pair and a second gear pair, that is, the hybrid drive system in the present embodiment has two natural gears, the first gear pair, the second gear pair and the first gear pair are sequentially arranged on the power input shaft 101 in a direction away from the engine 230, the first synchronizer 103 is disposed between the first gear pair and the second gear pair for achieving gear synchronization between the first gear pair and the second gear pair, specifically, the first synchronizer 103 may be an 1/2 gear synchronizer, and more specifically, the first synchronizer 103 may be a claw 1/2 gear synchronizer. 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, three gear pairs may be provided, so that the hybrid drive system has three natural gears. To reduce the transmission of vibrations between engine 230 and the transmission, power input shaft 101 is connected to the output shaft of engine 230 through damper 270.
Correspondingly, the plurality of motor gear gears comprise a first motor gear 113 and a second motor gear 115, the first motor gear 113 is coupled with the first gear pair, and the second motor gear 115 is coupled with the second gear pair. Specifically, the first-gear pair includes a first-gear input gear 102 disposed on the power input shaft 101, and a first-gear output gear 108 disposed on the power output shaft 109, and the first-gear output gear 108 is coupled with the first-gear input gear 102 and the first-gear motor gear 113, respectively. The second gear pair includes a second gear input gear 104 disposed on the power input shaft 101 and a second gear output gear 107 disposed on the power output shaft 109, and the second gear output gear 107 is coupled with the second gear input gear 104 and the second gear 115 of the motor, respectively. The second synchronizer 114 is disposed between the first motor gear 113 and the second motor gear 115 for gear synchronization between the first motor gear 113 and the second motor gear 115, and specifically the second synchronizer 114 may be an 1/2 gear synchronizer, and more specifically, the second synchronizer 114 may be a claw 1/2 gear synchronizer.
Further, the first gear pair includes a first driving gear 212 provided on the driving shaft 211 of the first motor 210, and a first driven gear 105 provided on the power input shaft 101 and coupled with the first driving gear 212; the second gear set includes a second driving gear 221 provided on a driving shaft 222 of the second motor 220, and a second driven gear 112 provided on the connecting shaft 116 and coupled with the second driving gear 221. In the present embodiment, the motor second gear 115, the motor first gear 113, and the second driven gear 112 are arranged in this order on the connecting shaft 116 toward the direction close to the engine 230.
In addition, an output shaft driving gear 110 is disposed at one end of the power output shaft 109, the output shaft driving gear 110 is coupled to a differential assembly 111 to connect front wheels and/or rear wheels (not shown) of the vehicle through the differential assembly 111, 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 output shaft 109 is connected to the parking brake gear 106.
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.
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. 19, 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 charge mode, a parking cold start internal combustion engine mode and a running start engine mode. These operating modes are switched by the combination or separation of the first synchronizer 103 and/or the second synchronizer 114. Specifically, referring to table 1 below, the coupling/decoupling state of the first synchronizer 103 and the second synchronizer 114 and the states of the engine 230 and the two motors of the hybrid drive system of the present embodiment under various operating modes (i.e., operating conditions) are shown:
table 1:
the first condition, the parking state, has three conditions: the internal combustion engine is stopped, charged and cold started, when the vehicle is in a stopped state, the first synchronizer 103 is in a neutral gear, the second synchronizer 114 is in a neutral gear, the parking brake gear is in a P gear, the internal combustion engine is turned off, and the first motor 210 and the second motor 220 are in a free state. When the system detects that the battery 260 has insufficient electric quantity, the vehicle can be selected to stop for charging, and at the moment, the internal combustion engine is started only and drives the first motor 210 to generate electricity; during power generation, alternating current generated by the first motor 210 is converted into direct current through the first inverter, and then transmitted to the battery 260 through the first motor 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. When the internal combustion engine is started in a cold state during parking, the first motor 210 is only required to be changed from a free state to a driving state when the internal combustion engine is required to be started in the parking state, and the first motor 210 drives the engine 230 to be changed from a closed state to the driving state; the first electric machine 210 cold starts the internal combustion engine when parking without comfort problems; the starter of the original internal combustion engine can be reduced, and the components of the vehicle are reduced.
Second case, reverse state: when the vehicle needs to be backed, the internal combustion engine is in an off state, the first synchronizer 103 is in a free state, the first motor 210 is in a free state, the second motor 220 is in a driving state, the second synchronizer 114 is in a first gear position, and the parking brake gear is in a neutral state. With electrically driven reverse, mechanical reverse can be removed, making the mechanism simpler and more compact. When the vehicle needs to back up for a long time and the battery 260 cannot provide enough electric quantity, the electric driving reverse gear series connection is selected, at the moment, the internal combustion engine is switched to a driving state from a closed state, the two synchronous assemblies keep the original state unchanged, the first motor 210 is switched to a power generation state from a free state, the second motor 220 is still driven in a reverse rotation mode, 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, and energy waste is avoided.
Third case, low speed state: when the vehicle is at low speed, if the internal combustion engine is used for driving, the fuel economy of the internal combustion engine is poor, and the pure electric drive is used for covering the working condition of low vehicle speed, so that the system efficiency can be kept at a higher level. The system can select a pure electric first gear, at the moment, the internal combustion engine is turned off, the first motor 210 is in a free state, the first synchronizer 103 is in a neutral position, the second motor 220 is in a driving state, the second synchronizer 114 is in a first gear position, and the parking brake gear is in a neutral position; when the electric quantity of the battery 260 is insufficient, pure electric first-gear series connection can be selected, and at the moment, the internal combustion engine is only required to be switched from a closed state to a driving state, and the first motor 210 is switched from a free state to a power generation state. The alternating current generated by the motor is directly transmitted to another motor without passing through the inverter and the battery 260, so that the driving motor drives the vehicle to run, and the loss in the energy conversion and transmission process is reduced; the series mode can operate for a long period of time and the engine 230 can be in a high efficiency zone for a long period of time.
Fourth case, medium speed state: when a vehicle runs in a medium-low speed interval, the system can select pure electric first gear or pure electric first gear series connection, in addition, the system can also select internal combustion engine first gear driving, at the moment, the internal combustion engine driving is performed, the first motor 210 and the second motor 220 are closed, the first synchronizer 103 is located at a first gear position, the second synchronizer 114 is located at a neutral gear position, the parking brake gear is located at the neutral gear position, and the system can automatically select various working conditions according to different system efficiencies when the vehicle speed and the accelerator pedal opening degree are different; when the torque demand is low when the internal combustion engine is driven in the first gear, and the electric quantity of the battery 260 is not full, the system can select the first gear of the internal combustion engine to drive and generate electricity, and at the moment, only the first motor 210 needs to be switched from the free state to the electricity generation state; when the system is in the first gear driving of the internal combustion engine, the torque demand is large, the first gear of the internal combustion engine and the pure electric first gear can be selected for parallel driving, at the moment, the second motor 220 is only required to be switched from the free state to the driving state, and the second synchronizer 114 is switched from the neutral position to the first gear position; when a large-torque condition is met, the internal combustion engine can be driven in parallel by one gear, pure electric gear and pure electric gear, at the moment, the internal combustion engine is driven, the first motor 210 is driven, the second motor 220 is driven, the first synchronizer 103 is in the first gear, the second synchronizer 114 is in the first gear position, and the parking is in the neutral position. When the vehicle is at medium and high speed, the system can select the internal combustion engine to drive at the second gear, at this time, the internal combustion engine drives, the first motor 210 and the second motor 220 are in the off state, the first synchronizer 103 is at the second gear position, the second synchronizer 114 is at the neutral position, and the parking brake gear is in the neutral state; when the torque demand is not high, the internal combustion engine can be selected to drive at the second gear and generate electricity, and at the moment, the first motor 210 is only required to be switched from the free state to the electricity generation state; when the torque demand is high, the two-gear + pure electric-first-gear parallel driving of the internal combustion engine can be selected, at the moment, the second motor 220 is only required to be switched from the free state to the driving state, and the second synchronizer 114 is switched from the neutral gear to the first-gear position; when the torque demand is very high, the internal combustion engine two-gear, electric driving one-gear and pure electric two-gear parallel driving can be selected, at the moment, the internal combustion engine is driven, the first motor 210 and the second motor 220 are driven, the first synchronizer 103 is located at the two-gear position, the second synchronizer 114 is located at the first-gear position, the parking brake gear is located at the neutral position, the internal combustion engine, the first motor 210 and the second motor 220 are driven simultaneously to increase the total output torque, and the requirements of climbing, dynamic property and the like can be better met; when the vehicle is in a deceleration working condition, the electric driving first gear can be selected to reversely rotate for power generation, energy recovery is realized, at the moment, the internal combustion engine is shut down, the first motor 210 is in a free state, the first synchronizer 103 is in a neutral position, the second synchronizer 114 is in a first gear position, the second motor 220 is in a power generation state, alternating current generated by the second motor 220 is converted into direct current through the second inverter, and then is transmitted to the battery 260 through a wire harness of the second motor 220 to be stored in the battery 260.
Fifth case, high speed state: when the vehicle is in a high-speed interval, the vehicle can select the secondary driving of the internal combustion engine or the secondary driving of the internal combustion engine and generate electricity, when the torque demand is large, the secondary driving of the electric drive and the secondary driving of the internal combustion engine can be selected, at the moment, the internal combustion engine is in a driving state, the first motor 210 is in a free state, the first synchronizer 103 is in a secondary position, the second synchronizer 114 is in a secondary position, and the parking brake gear is in a neutral position; when the torque demand is very high and the electric quantity of the battery 260 is enough, the two-gear driving, the electric driving two-gear driving and the pure two-gear parallel driving of the internal combustion engine can be selected, at the moment, the internal combustion engine is in a driving state, the first motor 210 is in a driving state, the first synchronizer 103 is in a two-gear position, the second synchronizer 114 is in a two-gear position, and the parking brake gear is in a neutral position; when the vehicle is in a deceleration working condition, the electric driving two-gear reverse rotation power generation can be selected to realize energy recovery, at the moment, the internal combustion engine is turned off, the first motor 210 is in a free state, the first synchronizer 103 is in a neutral position, the second synchronizer 114 is in a two-gear position, the second motor 220 is in a power generation state, alternating current generated by the second motor 220 is converted into direct current through the second inverter, and then is transmitted to the battery 260 through a wire harness of the second motor 220 to be stored in the battery 260.
To sum up, in the hybrid driving system according to the above embodiments of the present invention, the first synchronizer 103 and the second synchronizer 114 disposed at specific positions are used to realize mode switching, so as to simplify the system structure and shorten the overall length of the transmission; 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 two
Referring to fig. 20, 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 combination or separation of the first synchronizer and/or the second synchronizer 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 oil driving mode, a hybrid driving mode, a braking energy recovery mode, a parking charging mode and a parking cold start engine mode. 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 a parking cold start engine mode.
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 first-gear electric drive first-gear parallel drive or the internal combustion engine second-gear electric drive second-gear parallel drive is used, so that the large torque requirement can be 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 internal combustion engine is independently driven in the first gear or the second gear, so that the use of the motor is reduced, the efficiency loss in the conversion process of mechanical energy, electric energy and mechanical energy is avoided, and 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 one gear electric drive or two gear electric drive and two gear electric drive.
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 motor, and the other part of the torque keeps the whole vehicle running. The comprehensive efficiency of the whole vehicle is improved.
And energy recovery, when the vehicle is in a deceleration state, pure electric first gear or pure electric second gear energy recovery can be selected, and the generated electric energy is stored in the storage battery.
To sum up, the present invention provides a control method of a hybrid drive system, which combines or separates a first synchronizer and/or a second synchronizer for correspondingly controlling the hybrid drive system according to a state parameter of a vehicle to automatically enter a corresponding working mode by a control system, so that the state parameter of the vehicle is adapted to the working mode of the system, thereby improving the fuel economy of the vehicle, simplifying the system structure and shortening the overall length of the transmission by adopting the first synchronizer and the second synchronizer arranged at specific positions 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, 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. 21, 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 first synchronizer and a second synchronizer of the hybrid driving system 100 respectively in a wired or wireless communication manner, and is configured to obtain a state parameter of the vehicle, and correspondingly control the first synchronizer and/or the second synchronizer 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, 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 vehicle in the above embodiment of the present invention, by correspondingly controlling the first synchronizer and/or the second synchronizer of the hybrid power driving system to combine or separate according to the state parameter of the vehicle, automatically enters the corresponding working mode by the control system, so that the state parameter of the vehicle is adapted to the working mode of the system, thereby improving the fuel economy of the vehicle, simplifying the system structure and shortening the overall length of the transmission by adopting the first synchronizer and the second synchronizer arranged at specific positions 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, 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. A hybrid power driving system is characterized by comprising an engine, a first motor, a second motor, a transmission mechanism and a battery connected with the first motor and the second motor, wherein the transmission mechanism comprises a power output shaft, a power input shaft connected with the engine, a plurality of groups of gear pairs coupled between the power output shaft and the power input shaft, and a first synchronizer arranged on the power input shaft and used for realizing gear synchronization, a driving shaft of the first motor is coupled with the power input shaft through the first gear pair, a driving shaft of the second motor is coupled with the power output shaft through the connection mechanism, the connection mechanism comprises a connection shaft, a second gear pair arranged on the connection shaft and coupled with a driving shaft of the second motor, a plurality of motor gear gears arranged on the connection shaft and coupled with the groups of gear pairs one to one, and a plurality of motor gears, And the second synchronizer is arranged on the connecting shaft and used for realizing gear synchronization.
2. The hybrid drive system of claim 1, wherein said plurality of sets of gear pairs comprises a first gear pair and a second gear pair, said first synchronizer being disposed between said first gear pair and said second gear pair.
3. The hybrid drive system according to claim 2, wherein the first gear pair, the second gear pair, and the first gear pair are arranged in this order on the power input shaft in a direction away from the engine.
4. The hybrid drive system of claim 2, wherein the plurality of motor gear gears includes a first motor gear and a second motor gear, the first motor gear is coupled to the first gear pair, and the second motor gear is coupled to the second gear pair.
5. The hybrid drive system of claim 4, wherein the second synchronizer is disposed between the first-gear motor gear and the second-gear motor gear.
6. A hybrid drive system according to any one of claims 1 to 5, wherein the power input shaft is connected to the engine through a damper.
7. A vehicle characterized by comprising the hybrid drive system of any one of claims 1 to 6.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202020941287.9U CN213082896U (en) | 2020-05-28 | 2020-05-28 | Hybrid power driving system and vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202020941287.9U CN213082896U (en) | 2020-05-28 | 2020-05-28 | Hybrid power driving system and vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN213082896U true CN213082896U (en) | 2021-04-30 |
Family
ID=75617617
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202020941287.9U Active CN213082896U (en) | 2020-05-28 | 2020-05-28 | Hybrid power driving system and vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN213082896U (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114435126A (en) * | 2022-02-15 | 2022-05-06 | 浙江吉利控股集团有限公司 | Driving device and vehicle |
| CN115891614A (en) * | 2023-02-08 | 2023-04-04 | 上海汽车集团股份有限公司 | Hybrid drive system for vehicle |
| US20230143096A1 (en) * | 2019-06-07 | 2023-05-11 | Anthony Macaluso | Systems and methods for managing a vehicle's energy via a wireless network |
-
2020
- 2020-05-28 CN CN202020941287.9U patent/CN213082896U/en active Active
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20230143096A1 (en) * | 2019-06-07 | 2023-05-11 | Anthony Macaluso | Systems and methods for managing a vehicle's energy via a wireless network |
| CN114435126A (en) * | 2022-02-15 | 2022-05-06 | 浙江吉利控股集团有限公司 | Driving device and vehicle |
| CN115891614A (en) * | 2023-02-08 | 2023-04-04 | 上海汽车集团股份有限公司 | Hybrid drive system for vehicle |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN213082896U (en) | Hybrid power driving system and vehicle | |
| CN111469649A (en) | Hybrid power driving system, control method and vehicle | |
| WO2022142897A1 (en) | Longitudinal vehicle powertrain and method for controlling vehicle power | |
| CN111469651A (en) | Hybrid power driving system, control method and vehicle | |
| CN106585362A (en) | Dynamic coupling system of hybrid electric vehicle and control method of dynamic coupling system | |
| CN111071025A (en) | Dual-motor hybrid power variable-speed driving system | |
| CN111071026A (en) | Dual-motor hybrid power driving system | |
| CN111907320B (en) | Hybrid power transmission, control method and vehicle | |
| CN111497586A (en) | Hybrid power driving system, control method and vehicle | |
| CN105172571B (en) | A kind of mixed power automobile driving system and its driving method | |
| CN212827866U (en) | Hybrid power driving system and vehicle | |
| CN215042038U (en) | Hybrid power driving system and automobile | |
| CN205439958U (en) | Fourth speed hybrid power system and hybrid vehicle | |
| CN111497587A (en) | Hybrid power driving system, control method and vehicle | |
| CN211519235U (en) | Dual-motor hybrid power variable-speed driving system | |
| CN111469650A (en) | Hybrid power driving system, control method and vehicle | |
| CN212400884U (en) | Hybrid power driving system and automobile | |
| CN111038247A (en) | Double-clutch hybrid power coupling system and vehicle | |
| CN111469652A (en) | Hybrid power driving system, control method and automobile | |
| CN212708919U (en) | Hybrid power driving system and vehicle | |
| CN212400883U (en) | Hybrid power driving system and automobile | |
| CN213056677U (en) | Hybrid power transmission and vehicle | |
| CN212827865U (en) | Hybrid power driving system and vehicle | |
| CN211519236U (en) | Dual-motor hybrid power driving system | |
| CN111688470B (en) | Series-parallel configuration plug-in hybrid power system and control method thereof |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| GR01 | Patent grant | ||
| GR01 | Patent grant |