CN213948116U - Vehicle hybrid power system based on double motors and vehicle with same - Google Patents
Vehicle hybrid power system based on double motors and vehicle with same Download PDFInfo
- Publication number
- CN213948116U CN213948116U CN202021649658.2U CN202021649658U CN213948116U CN 213948116 U CN213948116 U CN 213948116U CN 202021649658 U CN202021649658 U CN 202021649658U CN 213948116 U CN213948116 U CN 213948116U
- Authority
- CN
- China
- Prior art keywords
- motor
- vehicle
- engine
- power
- clutch
- 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
Landscapes
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The application discloses vehicle hybrid power system and have its vehicle based on bi-motor, wherein, the system includes: an engine; a transmission coupled to the engine to coordinate engine speed and an actual travel speed of the vehicle, wherein the transmission comprises: the engine is driven in parallel or in series with the first motor and the second motor; and the controller is respectively connected with the first motor and the second motor so as to control the first motor and/or the second motor to work according to the target driving mode. Therefore, by adopting the structural design of the double motors, under the conditions of different torque, power requirements and energy strategy distribution, the system power matching with higher efficiency is provided by combining the engine, the requirements of the torque and the power of the vehicle are met, the hybrid system efficiency of the vehicle is effectively improved, and the limit power requirement of a consumer is met.
Description
Technical Field
The application relates to the technical field of vehicles, in particular to a vehicle hybrid power system based on double motors and a vehicle with the same.
Background
With the rapid development of the vehicle industry and the increasing problems of vehicle emissions and environmental protection, the hybrid vehicle becomes a main development trend and develops rapidly. The hybrid power system provides a power source for the vehicle, and the engine and the motor are matched to meet the power requirement according to different requirements of the whole vehicle.
Under the general condition, the power requirement of the whole vehicle can be completed by the motor when the vehicle starts to run at a low speed and has a low load; under the working conditions of rapid acceleration and high-speed high-load, the whole vehicle is provided by the engine and the motor together when the motor can not meet the power requirement; under the condition that the whole vehicle slides or brakes, the braking energy recovery system recovers redundant energy according to a recovery strategy, converts the redundant energy into electric energy through the generator and stores the electric energy into the power battery; and when the power battery is sufficient in electric quantity, the whole vehicle can drive the engine and the motor to make torque distribution setting according to an energy management strategy according to selection of different modes.
However, the transmission of the hybrid system vehicle in the related art is generally modified from the conventional transmission, and although the development cost is low and the process compatibility is relatively good, the transmission is limited to the structural limitation of the conventional transmission, so that the size is relatively large, the integration is poor, efficient system power matching cannot be provided, the efficiency of the hybrid system of the vehicle is reduced, and the ultimate power requirement of a consumer cannot be met.
SUMMERY OF THE UTILITY MODEL
The utility model provides a vehicle hybrid power system and have its vehicle based on bi-motor adopts the structural design of bi-motor, under the moment of torsion of difference, power demand and the energy tactics distribution condition, combines the engine to provide more efficient system power and matches, not only satisfies the demand of vehicle moment of torsion and power, has effectively improved the mixed system efficiency of vehicle moreover, satisfies consumer's ultimate power demand.
An embodiment of a first aspect of the present application provides a dual-motor based vehicle hybrid system, including:
an engine;
a transmission coupled to the engine to coordinate the engine speed and an actual travel speed of the vehicle, wherein the transmission comprises:
the engine is driven in parallel or in series with the first motor and the second motor; and
and the controller is respectively connected with the first motor and the second motor so as to control the first motor and/or the second motor to work according to a target driving mode.
Optionally, the above dual-motor based vehicle hybrid system further includes:
and the power battery pack is connected with the first motor and/or the second motor and is used for storing electric energy generated by the first motor and/or the second motor when the vehicle brakes or coasts while supplying power to the vehicle.
Optionally, the transmission further comprises:
a plurality of sets of gears;
and the planetary wheel set and the brake are arranged corresponding to the multiple groups of gears so as to switch gears according to a target driving mode.
Optionally, the above dual-motor based vehicle hybrid system further includes:
a first clutch disposed between the engine and the transmission;
the second clutch is arranged at the output end of the first motor;
a third clutch disposed within the planetary gear set;
the fourth clutch is arranged at the output end of the second motor;
and the first clutch, the second clutch, the third clutch and the fourth clutch execute corresponding switch operation according to the actual energy requirement of the whole vehicle.
Optionally, the above dual-motor based vehicle hybrid system further includes:
a differential coupled to the planetary gear set and the brake, respectively, to control an actual rotational speed of a drive wheel of the vehicle.
Optionally, the target driving mode includes one or more of an idle speed power generation mode, an engine start-stop mode, an engine direct drive mode, a motor power assisting mode, a braking energy recovery mode, a coasting energy recovery mode, a driving power generation mode, a pure electric driving mode, an engine and dual-motor parallel driving mode, and an engine and dual-motor series driving mode.
An embodiment of a second aspect of the present application provides a vehicle including the dual-motor based vehicle hybrid system described above.
The double-motor structure design is adopted, under the conditions of different torques, power demands and energy strategy distribution, more efficient system power matching is provided by combining the engine, so that the vehicle can distribute the whole vehicle power according to the whole vehicle demands of different road conditions and different working conditions and the energy management strategy of the whole vehicle, the dynamic advantage, the efficient energy-saving advantage and the good drivability advantage of the hybrid vehicle are brought into play, the demands of the vehicle torque and the power are met, the hybrid system efficiency of the vehicle is effectively improved, and the limit power demand of consumers is met.
Additional aspects and advantages of the present application will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the present application.
Drawings
The foregoing and/or additional aspects and advantages of the present application will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings of which:
FIG. 1 is a schematic structural diagram of a dual motor based vehicle hybrid system according to an embodiment of the present application;
FIG. 2 is a flow chart illustrating an energy control strategy for an idle power mode according to one embodiment of the present application;
FIG. 3 is a flow chart of an energy control strategy under driving conditions according to an embodiment of the present application;
FIG. 4 is a flow chart of an energy control strategy for energy recovery mode according to an embodiment of the present application
Fig. 5 is a block diagram schematically illustrating a vehicle according to an embodiment of the present application.
Detailed Description
Reference will now be made in detail to the embodiments of the present application, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the drawings are exemplary and intended to be used for explaining the present application and should not be construed as limiting the present application.
The dual motor based vehicle hybrid system and the vehicle having the same according to the embodiments of the present application will be described with reference to the accompanying drawings.
Specifically, fig. 1 is a block schematic diagram of a dual-motor based vehicle hybrid system according to an embodiment of the present application.
As shown in fig. 1, the dual motor based vehicle hybrid system 10 includes: an engine 100 and a transmission 200.
Specifically, the dual motor based vehicle hybrid system 10 of the embodiment of the present application may be understood as having two powers simultaneously as power sources of the vehicle, i.e., an engine and a motor as multiple engines of the vehicle, which may include the engine 100 and the transmission 200. As shown in fig. 1, the Transmission 200 may be a dual-motor two-gear Hybrid Transmission (DHT), and may include a first motor 201, a second motor 202, and a controller 203, where the first motor 201 may be understood as a generator, the second motor 202 may be understood as a driving motor, or the first motor 201 may be understood as a driving motor, and the second motor 202 may be understood as a generator, which may be specifically set by those skilled in the art according to actual situations, and specific applications of the generator and the driving motor will be described in detail below. In addition, the embodiment of the application can integrate the controller 203, and can provide performance requirements, safety control and the like for the first motor 201 and the second motor 202 at the same time, thereby greatly reducing the size and development cost of the transmission 200.
Optionally, in an embodiment of the present application, the target driving mode may include one or more of an idle power generation mode, an engine start/stop mode, an engine direct drive mode, a motor power assist mode, a braking energy recovery mode, a coasting energy recovery mode, a driving power generation mode, a pure electric driving mode, an engine and dual-motor parallel driving mode, and an engine and dual-motor series driving mode.
Optionally, in an embodiment of the present application, as shown in fig. 1, the above-mentioned dual-motor based vehicle hybrid system 10 further includes: a power battery pack 300. The power battery pack 300 is connected with the first electric machine 201 and/or the second electric machine 202 and is used for storing electric energy generated by the first electric machine 201 and/or the second electric machine 202 when the vehicle brakes or coasts while supplying power to the vehicle.
In some examples, the State of charge (SOC) of power pack 300 may reflect the remaining capacity of power pack 300. Assuming that the first motor 201 is a generator and the second motor 202 is a driving motor, the first motor 201 may provide energy to the second motor 202 in a series connection manner or provide sliding and braking energy according to the SOC of the power battery pack 300, the power of the entire vehicle, and the like, and the first motor 201 may also provide driving force for the vehicle when the power battery pack 300 is in a high SOC, high torque, and high power demand condition; the second motor 202 can supply power to the vehicle to provide driving force for driving the vehicle, and can recover energy in a coasting or driving condition by being connected with the power battery pack 300, and store the recovered energy in the power battery pack 300.
Although the above embodiment has the first electric machine 201 as a generator and the second electric machine 202 as a driving motor, it should be understood by those skilled in the art that any transmission 200 in the figure can be configured in the above similar manner, and the configuration of the first electric machine 201 and the second electric machine 202 is only illustrative, for example, the first electric machine 201 is connected to the power battery 300 as a driving motor to provide driving force for the vehicle while energy recovery is performed, and the second electric machine 202 operates as a generator, and the present application is not limited to the above configuration.
Optionally, in an embodiment of the present application, as shown in fig. 1, the transmission 200 further includes: multiple sets of gears, planetary gear sets, and brake 204. The planetary gear set and the brake 204 are disposed corresponding to the plurality of sets of gears to perform gear shifting according to a target driving mode.
In some specific examples, according to different target driving modes, the switching of multiple modes of the vehicle hybrid power system based on the dual motors can be completed through multiple matching of multiple groups of gears, planetary gear sets and the brake 204 and by combining performance parameter signals such as feedback power of the first motor 201, the second motor 202 and the power battery pack 300, so that the advantage of high efficiency of the hybrid power system is realized, and matching and design requirements of the whole vehicle are met.
Optionally, in an embodiment of the present application, as shown in fig. 1, the transmission 200 described above further includes: a first clutch K0, a second clutch K1, a third clutch K2 and a fourth clutch K3. Wherein the first clutch K0 is provided between the engine 100 and the transmission 200; the second clutch K1 is disposed at the output end of the first motor 201; the third clutch K2 is arranged in the planetary gear set; the fourth clutch K3 is disposed at the output end of the second electric machine 202; the first clutch K0, the second clutch K1, the third clutch K2 and the fourth clutch K3 execute corresponding switch operations according to the actual vehicle energy demand.
For example, the transmission 200 of the embodiment of the present application may be provided with 4 clutches, wherein, as shown in fig. 1, the engine 100 and the transmission 200 are connected through the first clutch K0 to control the power output of the engine 100 according to different vehicle conditions and function requirements, so as to ensure the mode requirements of the engine 100 for direct drive, idle power generation, single-motor and dual-motor pure electric drive, and the engine 100, the first motor 201 and the second motor 202 are driven in parallel or in series to meet the multi-mode normal operations of coasting, braking energy recovery, and the like, for example, when the second clutch K1 is opened, the power of the engine 100 and the first motor 201 is not transmitted to the wheels to drive the vehicle, and when the second clutch K1 is closed, the engine 100 is connected with the first motor 201 and the wheels to transmit the power to the wheels to drive the vehicle, thereby realizing the power generation of the first motor 201, Engine 100 direct drive and other modes of energy control strategies. The fourth clutch K3 can disconnect the power output of the first motor 201 from the whole vehicle, ensure the realization of the direct drive and running power generation modes of the engine 100, and can close the fourth clutch K3 when the second motor 202 is required to drive or recover energy. Therefore, power distribution and energy management of the engine 100, the first motor 201 and the second motor 202 can be realized according to different vehicle energy requirements.
Optionally, in some embodiments, the above-mentioned dual-motor based vehicle hybrid system 10 further includes: a differential 400. Wherein differential 400 is connected to the planetary gear sets and brake 204, respectively, to control the actual rotational speed of the drive wheels of the vehicle.
To further assist those skilled in the art in understanding the target driving pattern of the dual motor based vehicle hybrid system 10 of the present application, the following detailed description is provided in conjunction with a specific embodiment.
As shown in fig. 2, fig. 2 is a flowchart of an energy control strategy in the idle power generation mode according to the embodiment of the present application. Here, it is assumed that the first electric machine 201 functions as a generator and the second electric machine 202 functions as a driving motor, and the following description is given by way of example.
S201, acquiring vehicle speed and SOC lower limit value SOC of power battery packLAnd the gear in which the vehicle is located.
S202, if the SOC of the power battery pack 300 is less than the SOCLAnd the vehicle speed is 0 and the vehicle gear is in the P/N gear, step S203 is executed, otherwise step S204 is executed.
In S203, engine 100 drives first motor 201 to generate electric power, and the generated electric power is stored in power battery pack 300.
S204, engine 100 is stopped.
When the vehicle is in an idling stop state, the vehicle speed V is 0, the gear of the whole vehicle is P or N, and the vehicle control unit detects that the SOC of the power battery pack 300 is smaller than the SOCLWherein, SOCLThe vehicle controller sends idle power generation signals to the engine controller according to the judgment, the vehicle controller calculates torque and rotating speed signals required by power generation according to the current power battery pack SOC, the high-voltage accessory required power and the like, sends power generation signals to the engine controller and the controller 203 of the transmission 200, and the controller 203 of the transmission 200 closes the first clutch K0 and opens the second clutch K1, the third clutch K2 and the fourth clutch K3 after receiving the signals. At this time, the engine 100 drives the first motor 201 to generate power, the generated energy is stored in the power battery pack 300, and if the vehicle controller detects that the SOC of the power battery pack is 100%, or the vehicle speed is not 0, or the gear shift is not in any of the P/N gears, the idle power generation mode is stopped, and the vehicle enters into other modes according to the requirement.
In some other examples, as shown in fig. 3, fig. 3 is a flow chart of an energy control strategy under driving conditions according to an embodiment of the present application. Here, it is assumed that the first electric machine 201 functions as a generator and the second electric machine 202 functions as a drive motor.
S301, acquiring vehicle required torque TreqTorque of the second motorTmFirst motor torque TGRequired power P of vehicleVAnd dischargeable power P of power battery packB。
S302, if the dischargeable power P of the power battery pack 300BNot less than the power demand P of the vehicleVAnd the vehicle required torque TreqTorque T of the second motor is less than or equal tomStep S303 is executed, otherwise step S304 is executed.
S303, the vehicle is driven by the second motor 202 alone.
S304, if the dischargeable power P of the power battery pack 300BNot less than the power demand P of the vehicleVAnd second motor torque TmLess than or equal to the torque T required by the whole vehiclereqNot more than second motor torque Tm + first motor torque TGStep S305 is executed, otherwise step S307 is executed.
S305, the vehicle is driven by the first electric machine 201 and the second electric machine 22 together.
And S306, the vehicle is in a pure electric driving mode.
S307, if the dischargeable power P of the power battery pack 300BNot less than the power demand P of the vehicleVAnd the vehicle required torque TreqSecond motor torque Tm+ first motor torque TGStep S308 is executed, otherwise step S310 is executed.
S308, engine 100, second electric machine 202, and first electric machine 201 drive the vehicle in parallel.
S309, the vehicle is in an engine and double-motor parallel driving mode.
S310, if the dischargeable power P of the power battery pack 300B< power required of vehicle PVTime, vehicle required torque TreqTorque T of the second motor is less than or equal tomThen, step S311 is performed, otherwise, step S313 is performed.
At S311, the engine 100 drives the first motor 201 to generate power, and the power is supplied to the power battery pack 300 or the second motor 202 to drive the vehicle.
S312, the vehicle is in an engine and dual-motor series driving mode.
S313, if the power battery pack 300 can discharge powerRate PB< power required of vehicle PVVehicle requested torque TreqSecond motor torque TmThen step S314 is performed.
S314, the vehicle is driven by the engine 100, and the first electric machine 201 or the second electric machine 202 assists in adjusting the load point of the engine 100.
S315, the vehicle is in an engine direct drive mode.
When the driving mode of the Vehicle is an Electric Vehicle (EV), if the Vehicle requires torque TreqTorque T of the second motor is less than or equal tomAnd the dischargeable power P of the power battery pack 300BNot less than the power demand P of the vehicleVWhen the fourth clutch K3 is closed, the third clutch K2 and the brake 204 are matched to meet the requirement of the whole vehicle controller, and the second motor 202 can meet the pure electric driving mode of the vehicle.
If the dischargeable power P of the power battery pack 300B< power required of vehicle PVTime, vehicle required torque TreqTorque T of the second motor is less than or equal tomThe engine 100 drives the first motor 201 to generate power, energy is supplied to the power battery pack 300 or supplied to the second motor 202 to drive the vehicle, at this time, the first clutch K0 is closed, the second clutch K1 is opened, and the third clutch K2 and the brake 204 are matched to meet the required gear of the whole vehicle controller.
If the dischargeable power P of the power battery pack 300BNot less than the power demand P of the vehicleVSecond motor torque TmLess than or equal to the torque T required by the whole vehiclereqNot more than second motor torque Tm + first motor torque TGAt this time, the torque requirement of the whole vehicle cannot be met only by using the second motor 202, but the whole vehicle needs to be purely electrically driven by the first motor 201 and the second motor 202 together, at this time, the first clutch K0 is opened, the second clutch K1 and the fourth clutch K3 are closed, and the third clutch K2 and the brake 204 are matched to meet the required gear of the whole vehicle controller.
If the dischargeable power P of the power battery pack 300BNot less than the power demand P of the vehicleVVehicle requested torque TreqSecond motor torque Tm+ first motor torque TG Need forThe engine 100, the second motor 202 and the first motor 201 are driven in parallel, torque is reasonably matched, the torque requirement of the whole vehicle controller is met, at the moment, the first clutch K0, the second clutch K1 and the fourth clutch K3 are closed, and the third clutch K2 and the brake 204 are matched to meet the required gear of the whole vehicle controller.
If the dischargeable power P of the power battery pack 300B< power required of vehicle PVVehicle requested torque TreqSecond motor torque TmThe vehicle can be driven only by the engine 100, and the first electric machine 201 or the second electric machine 202 assists to adjust the load point of the engine 100, so as to achieve an energy-saving and efficient driving mode, at the moment, the first clutch K0, the second clutch K1 and the fourth clutch K3 are closed, and the third clutch K2 and the brake 104 cooperate to meet the required gear of the whole vehicle controller.
Therefore, the embodiment of the application can meet the requirements of the whole vehicle on torque and power under various working conditions through various modes, and the engine 100 can run in a high-efficiency area through the adjustment of the first motor 201 and the second motor 202, so that the energy-saving and high-efficiency requirements of a hybrid power system are met.
As shown in fig. 4, fig. 4 is a flowchart of an energy control strategy of the energy recovery mode according to the embodiment of the present application.
The energy recovery mode can be divided into a sliding energy recovery mode and a braking energy recovery mode, when the vehicle slides and brakes, the motor applies feedback braking force to brake the vehicle, energy is recovered, and the rechargeable energy storage system (such as the power battery pack 300) is used for driving the vehicle to run subsequently and vehicle-mounted accessories to work, so that the energy economy of the whole vehicle can be greatly improved. Here, it is assumed that the first electric machine 201 functions as a generator and the second electric machine 202 functions as a drive motor.
S401, when the vehicle has a deceleration demand, acquiring a vehicle demand torque TreqSecond motor torque TmUpper limit of electric quantity SOC of power battery pack 300HLower limit value V of energy recovery vehicle speedL。
S402, if the SOC of the power battery pack is less than the upper limit SOC of the electric quantity of the power battery packHAnd the whole vehicleVehicle speed V is greater than lower limit value V of energy recovery vehicle speedLAnd Acc (following distance) < TBD (set brake time) and Break (brake pedal opening) ═ 0, step S403 is executed, otherwise step S405 is executed.
S403, the second electric machine 202 absorbs power to generate electricity to apply regenerative braking force, so as to decelerate the vehicle, and store the electric quantity in the power battery pack 300.
And S404, recovering the sliding energy.
S405, if the SOC of the power battery pack is less than the upper limit SOC of the electric quantity of the battery packHAnd the vehicle speed V of the whole vehicle is larger than the lower limit value V of the energy recovery vehicle speedLAnd Acc is equal to 0 and Break > 0, step S406 is executed, otherwise step S408 is executed.
S406, the first electric machine 201 and the second electric machine 202 together provide all or part of the braking torque to decelerate the vehicle and generate electricity, and store the electricity in the power battery pack 300.
And S407, recovering braking energy.
S408, the vehicle stops energy recovery.
That is, when the vehicle is in normal running, the vehicle controller detects that the current gear is in a non-P/N gear such as D gear, S gear and the like, and when the opening degree of the accelerator pedal starts to decrease and the Break of the brake pedal is equal to 0, the power battery pack SOC < the upper limit value SOC of the power battery pack electric quantityHThe vehicle speed V of the whole vehicle is larger than the lower limit value V of the energy recovery vehicle speedLWhen the sliding energy recovery is started, the vehicle control Unit sends signals such as a required motor braking torque, an MCU (micro controller Unit) control mode, a motor rotating speed requirement and the like to the MCU according to signals such as a current vehicle speed, a motor maximum braking torque, a power battery pack SOC and the like, so as to control the first motor 201 or the second motor 202 to recover the sliding energy, and store the recovered energy in the power battery pack 300.
When the vehicle runs normally, the vehicle control unit detects that the gears are in non-P/N gears such as D gear, S gear and the like, when the Break of the brake pedal is larger than 0, on the basis of the principle of brake priority, the opening degree of the accelerator pedal does not influence the execution of a brake energy recovery strategy, and the SOC of the power battery pack is smaller than the upper limit SOC of the electric quantity of the battery packHWhen in use, the wholeVehicle speed V is greater than lower limit value V of energy recovery vehicle speedLThe ESP (Electronic Stability Program) sends a request for recovering the braking torque to the vehicle controller, and the vehicle controller sends signals such as a required motor braking torque, an MCU control mode, and a motor speed requirement to the MCU according to signals such as a current vehicle speed, a motor maximum braking torque, and a power battery pack SOC, so as to control the first motor 201 or the second motor 202 to recover the braking energy, and store the recovered energy in the power battery pack 300.
Therefore, the first motor 201 and the second motor 202 of the embodiment of the application can execute the sliding energy recovery or braking energy recovery signal command of the vehicle control unit according to the actual requirement, thereby greatly improving the possibility and efficiency of energy recovery and ensuring the sustainability and practicability of the vehicle.
According to the vehicle hybrid power system based on the double motors provided by the embodiment of the application, the structural design of the double motors is adopted, under the conditions of different torques, power demands and energy strategy distribution, more efficient system power matching is provided by combining the engine, so that the vehicle can distribute the whole vehicle power according to the whole vehicle demands of different road conditions and different working conditions and the energy management strategy of the whole vehicle, the dynamic advantage, the efficient energy-saving advantage and the good drivability advantage of the hybrid power vehicle are brought into play, the demands of the vehicle torque and the power are met, the efficiency of the hybrid system of the vehicle is effectively improved, and the ultimate power demand of consumers is met.
Fig. 5 is a block schematic diagram of a vehicle according to an embodiment of the present application.
As shown in fig. 5, the vehicle 20 is provided with the dual motor based vehicle hybrid system 10 described above. According to the vehicle that this application embodiment provided, through foretell vehicle hybrid system based on bi-motor, adopt the structural design of bi-motor, under the moment of torsion of difference, power demand and energy strategy distribution circumstances, combine the engine to provide more efficient system power and match, thereby make the vehicle can distribute whole car power according to the whole car demand of different road conditions, different operating modes and the energy management strategy of whole car, the dynamic advantage of hybrid vehicle is given play to extremely, energy-efficient advantage and good drivability advantage, satisfy the demand of vehicle moment of torsion and power, the hybrid system efficiency of vehicle has effectively been improved, satisfy consumer's ultimate power demand.
In the description herein, reference to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the application. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or N embodiments or examples. Furthermore, various embodiments or examples and features of different embodiments or examples described in this specification can be combined and combined by one skilled in the art without contradiction.
Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of the present application, "N" means at least two, e.g., two, three, etc., unless specifically limited otherwise.
Any process or method descriptions in flow charts or otherwise described herein may be understood as representing modules, segments, or portions of code which include one or more N executable instructions for implementing steps of a custom logic function or process, and alternate implementations are included within the scope of the preferred embodiment of the present application in which functions may be executed out of order from that shown or discussed, including substantially concurrently or in reverse order, depending on the functionality involved, as would be understood by those reasonably skilled in the art of implementing the embodiments of the present application.
The logic and/or steps represented in the flowcharts or otherwise described herein, e.g., an ordered listing of executable instructions that can be considered to implement logical functions, can be embodied in any computer-readable medium for use by or in connection with an instruction execution system, apparatus, or device, such as a computer-based system, processor-containing system, or other system that can fetch the instructions from the instruction execution system, apparatus, or device and execute the instructions. For the purposes of this description, a "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transport the program for use by or in connection with the instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of the computer-readable medium would include the following: an electrical connection (electronic device) having one or N wires, a portable computer diskette (magnetic device), a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber device, and a portable compact disc read-only memory (CDROM). Additionally, the computer-readable medium could even be paper or another suitable medium upon which the program is printed, as the program can be electronically captured, via for instance optical scanning of the paper or other medium, then compiled, interpreted or otherwise processed in a suitable manner if necessary, and then stored in a computer memory.
It should be understood that portions of the present application may be implemented in hardware, software, firmware, or a combination thereof. In the above embodiments, the N steps or methods may be implemented in software or firmware stored in a memory and executed by a suitable instruction execution system. If implemented in hardware, as in another embodiment, any one or combination of the following techniques, which are known in the art, may be used: a discrete logic circuit having a logic gate circuit for implementing a logic function on a data signal, an application specific integrated circuit having an appropriate combinational logic gate circuit, a Programmable Gate Array (PGA), a Field Programmable Gate Array (FPGA), or the like.
It will be understood by those skilled in the art that all or part of the steps carried by the method for implementing the above embodiments may be implemented by hardware related to instructions of a program, which may be stored in a computer readable storage medium, and when the program is executed, the program includes one or a combination of the steps of the method embodiments.
In addition, functional units in the embodiments of the present application may be integrated into one processing module, or each unit may exist alone physically, or two or more units are integrated into one module. The integrated module can be realized in a hardware mode, and can also be realized in a software functional module mode. The integrated module, if implemented in the form of a software functional module and sold or used as a stand-alone product, may also be stored in a computer readable storage medium.
The storage medium mentioned above may be a read-only memory, a magnetic or optical disk, etc. Although embodiments of the present application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present application, and that variations, modifications, substitutions and alterations may be made to the above embodiments by those of ordinary skill in the art within the scope of the present application.
Claims (7)
1. A dual motor based vehicle hybrid system, comprising:
an engine;
a transmission coupled to the engine to coordinate the engine speed and an actual travel speed of the vehicle, wherein the transmission comprises:
the engine is driven in parallel or in series with the first motor and the second motor; and
and the controller is respectively connected with the first motor and the second motor so as to control the first motor and/or the second motor to work according to a target driving mode.
2. The system of claim 1, further comprising:
and the power battery pack is connected with the first motor and/or the second motor and is used for storing electric energy generated by the first motor and/or the second motor when the vehicle brakes or coasts while supplying power to the vehicle.
3. The system of claim 1, wherein the transmission further comprises:
a plurality of sets of gears;
and the planetary wheel set and the brake are arranged corresponding to the multiple groups of gears so as to switch gears according to a target driving mode.
4. The system of claim 3, further comprising:
a first clutch disposed between the engine and the transmission;
the second clutch is arranged at the output end of the first motor;
a third clutch disposed within the planetary gear set;
the fourth clutch is arranged at the output end of the second motor;
and the first clutch, the second clutch, the third clutch and the fourth clutch execute corresponding switch operation according to the actual energy requirement of the whole vehicle.
5. The system of claim 3 or 4, further comprising:
a differential coupled to the planetary gear set and the brake, respectively, to control an actual rotational speed of a drive wheel of the vehicle.
6. The system of claim 1, wherein the target driving mode comprises one or more of an idle power generation mode, an engine start stop mode, an engine direct drive mode, a motor assist mode, a braking energy recovery mode, a coasting energy recovery mode, a driving power generation mode, a pure electric driving mode, an engine and dual-motor parallel driving mode, and an engine and dual-motor series driving mode.
7. A vehicle, characterized by comprising: a dual motor based vehicle hybrid system as claimed in any one of claims 1-6.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202021649658.2U CN213948116U (en) | 2020-08-10 | 2020-08-10 | Vehicle hybrid power system based on double motors and vehicle with same |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202021649658.2U CN213948116U (en) | 2020-08-10 | 2020-08-10 | Vehicle hybrid power system based on double motors and vehicle with same |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN213948116U true CN213948116U (en) | 2021-08-13 |
Family
ID=77192359
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202021649658.2U Active CN213948116U (en) | 2020-08-10 | 2020-08-10 | Vehicle hybrid power system based on double motors and vehicle with same |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN213948116U (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114475565A (en) * | 2022-03-30 | 2022-05-13 | 东风汽车集团股份有限公司 | Hybrid vehicle, starting control method, distribution system and vehicle-mounted controller |
| CN115111363A (en) * | 2022-08-10 | 2022-09-27 | 潍柴动力股份有限公司 | Control method and device for double-motor assembly |
| CN115143006A (en) * | 2022-05-26 | 2022-10-04 | 哈尔滨东安汽车发动机制造有限公司 | Engine start-stop control system based on DHT framework hybrid power system |
-
2020
- 2020-08-10 CN CN202021649658.2U patent/CN213948116U/en active Active
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114475565A (en) * | 2022-03-30 | 2022-05-13 | 东风汽车集团股份有限公司 | Hybrid vehicle, starting control method, distribution system and vehicle-mounted controller |
| CN114475565B (en) * | 2022-03-30 | 2024-03-29 | 东风汽车集团股份有限公司 | Hybrid vehicle, starting control method, distribution system and vehicle-mounted controller |
| CN115143006A (en) * | 2022-05-26 | 2022-10-04 | 哈尔滨东安汽车发动机制造有限公司 | Engine start-stop control system based on DHT framework hybrid power system |
| CN115143006B (en) * | 2022-05-26 | 2024-01-23 | 哈尔滨东安汽车发动机制造有限公司 | Engine start-stop control system based on DHT framework hybrid power system |
| CN115111363A (en) * | 2022-08-10 | 2022-09-27 | 潍柴动力股份有限公司 | Control method and device for double-motor assembly |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN108382188B (en) | Hybrid electric vehicle power system and control method thereof | |
| CN108382187B (en) | Dual-motor hybrid power system and control method thereof | |
| CN108349484B (en) | Operation of a drive device of a hybrid vehicle and hybrid vehicle | |
| CN213948116U (en) | Vehicle hybrid power system based on double motors and vehicle with same | |
| US7874956B2 (en) | Engine start controlling apparatus and method for hybrid vehicle | |
| EP0744314B1 (en) | Hybrid vehicle and its control method | |
| JP5624995B2 (en) | Hybrid vehicle and control method thereof | |
| CN103079926B (en) | Regenerating control device, hybrid vehicle and method for controlling reproduction | |
| CN102381178B (en) | Plug-in hybrid electric vehicle power system and regenerative brake control method for same | |
| US7216729B2 (en) | Method and system of requesting engine on/off state in a hybrid electric vehicle | |
| CN103189262B (en) | The control setup of motor vehicle driven by mixed power and control method | |
| US20070151783A1 (en) | Power output apparatus and motor vehicle equipped with power output apparatus | |
| JP6620134B2 (en) | Hybrid vehicle | |
| CN104417347A (en) | Control system and control method of hybrid electrical vehicle (HEV) | |
| CN102336132A (en) | Transitioning between electric-drive and parallel-drive in a hybrid-electric vehicle powertrain | |
| CN103863323A (en) | Full hybrid electric vehicle energy management system and control method | |
| CN102275497A (en) | Transitioning between series-drive and parallel-drive in a hybrid-electric vehicle powertrain | |
| CN108068807A (en) | For the automatic cruising control method of hybrid electric vehicle | |
| US10882390B2 (en) | Vehicle | |
| CN103380040A (en) | Hybrid vehicle | |
| EP2890598A1 (en) | Recuperative transmission down shifting multiple gears and engine decoupling | |
| CN104554241A (en) | Multi-mode relatively independent oil-electric hybrid power system and control method thereof | |
| CN109240125B (en) | Method for calculating two-shaft required torque of gearbox of hybrid vehicle | |
| CN106627560A (en) | Apparatus and method for shift control of hybrid vehicle | |
| CN109624686A (en) | A kind of hybrid power system and vehicle based on double clutch speed-changings |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| GR01 | Patent grant | ||
| GR01 | Patent grant |