CN214028593U - Hybrid control system and hybrid vehicle - Google Patents
Hybrid control system and hybrid vehicle Download PDFInfo
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- CN214028593U CN214028593U CN202023335960.3U CN202023335960U CN214028593U CN 214028593 U CN214028593 U CN 214028593U CN 202023335960 U CN202023335960 U CN 202023335960U CN 214028593 U CN214028593 U CN 214028593U
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- 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
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Abstract
The utility model provides a hybrid control system and hybrid vehicle relates to hybrid vehicle technical field. Wherein, above-mentioned hybrid control system includes: the electromagnetic clutch comprises an engine, a front motor, a front speed reducer, an electromagnetic clutch, a rear motor and a rear speed reducer. The power output end of the front motor is connected with the transmission end of the engine, the transmission end of the engine is further connected with the power input end of the front speed reducer through the electromagnetic clutch, and the power output end of the front speed reducer is connected with the front wheel. The front motor further comprises a power input end, and the power input end is connected with the power battery. The power output end of the rear motor is connected with the power input end of the rear speed reducer, and the power output end of the rear speed reducer is connected with the rear wheel. Therefore, various driving modes and power output modes can be realized simultaneously, and the engine and the motor can work in the self optimal efficiency range.
Description
[ technical field ] A method for producing a semiconductor device
The utility model relates to a hybrid vehicle technical field especially relates to a hybrid control system and hybrid vehicle.
[ background of the invention ]
The hybrid electric vehicle adopts the engine and the motor as a hybrid power source, has the advantage of long driving distance of the traditional fuel vehicle, has the advantage of no tail gas pollution of the motor, and is the vehicle model with the most development prospect at present.
At present, although a power control system of a hybrid vehicle can combine two power sources of an engine and a motor, due to the limitation of the system structure, it is difficult to simultaneously implement multiple driving modes and multiple power output modes on one vehicle, and thus it is difficult to operate both the engine and the motor in the self-optimum efficiency range.
[ Utility model ] content
The embodiment of the utility model provides a hybrid control system and hybrid vehicle to make hybrid vehicle can realize multiple drive mode and power take off mode simultaneously, make engine and motor all work in self best efficiency interval.
In a first aspect, an embodiment of the present invention provides a hybrid power control system, including: the electromagnetic clutch comprises an engine, a front motor, a front speed reducer, an electromagnetic clutch, a rear motor and a rear speed reducer; the power output end of the front motor is connected with the transmission end of the engine, the transmission end of the engine is also connected with the power input end of the front speed reducer through the electromagnetic clutch, and the power output end of the front speed reducer is connected with a front wheel; the electromagnetic clutch is used for controlling the coupling or disconnection between the transmission end of the engine and the power input end of the front speed reducer; the front motor further comprises an electric power input end, the electric power input end is connected with a power battery, and the electric power input end is used for obtaining electric energy from the power battery so that the power output end of the front motor outputs kinetic energy; the power output end of the rear motor is connected with the power input end of the rear speed reducer, and the power output end of the rear speed reducer is connected with the rear wheel; the rear motor further comprises an electric power input end, the electric power input end is connected with a power battery, and the electric power input end is used for obtaining electric energy from the power battery so that the power output end of the rear motor outputs kinetic energy.
In one possible implementation manner, the front motor further includes an electric power output end, and the electric power output end is configured to output electric energy generated by the front motor to the power battery to charge the power battery; the rear motor further comprises an electric power output end, and the electric power output end is used for outputting the electric energy generated by the rear motor to the power battery so as to charge the power battery.
In one possible implementation manner, the power input end of the front motor and the power output end of the front motor are the same port; the power input end of the rear motor and the power output end of the rear motor are the same port.
In one possible implementation manner, a power output end of the front motor is connected with a first gear, and a transmission end of the engine is connected with a second gear; the first gear and the second gear are meshed with each other.
In one possible implementation manner, the electromagnetic clutch includes a first switch end and a second switch end; the first switch end of the electromagnetic clutch is connected with the transmission end of the engine, and the second switch end of the electromagnetic clutch is connected with the power input end of the front speed reducer; when the first switch end of the electromagnetic clutch is coupled with the second switch end, the transmission end of the engine is coupled with the power input end of the front speed reducer; when the first switch end and the second switch end of the electromagnetic clutch are disconnected, the transmission end of the engine is disconnected with the power input end of the front speed reducer.
In one possible implementation manner, a third gear is connected to the first switch end of the electromagnetic clutch; the third gear is meshed with the second gear; the second switch end of the electromagnetic clutch is connected with a fourth gear; the fourth gear and the third gear are connected in a nested mode through a transmission shaft.
In one possible implementation manner, the system further comprises a vehicle control unit, and the electromagnetic clutch further comprises a control end; the whole vehicle controller is connected with the control end of the electromagnetic clutch; the vehicle control unit controls the control end of the electromagnetic clutch to enable the first switch end of the electromagnetic clutch and the second switch end of the electromagnetic clutch to be coupled or disconnected.
In one possible implementation manner, a power input end of the front speed reducer is connected with a second switch end of the electromagnetic clutch through a fourth gear; the power output end of the front speed reducer is connected with the transmission shaft of the front wheel through a fifth gear; the fourth gear and the fifth gear are meshed with each other.
In one possible implementation manner, a power input end of the rear speed reducer is connected with a power output end of the rear motor through a sixth gear; the power output end of the rear speed reducer is connected with the transmission shaft of the rear wheel through a seventh gear; the sixth gear and the seventh gear are engaged with each other.
In a second aspect, an embodiment of the present invention provides a hybrid electric vehicle, which includes the above hybrid power control system.
Through the technical scheme, various driving modes and power output modes can be realized simultaneously, so that the engine and the motor work in the self optimal efficiency range.
[ description of the drawings ]
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings needed to be used in the embodiments will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art that other drawings can be obtained according to these drawings without creative efforts.
Fig. 1 is a structural diagram of a hybrid power control system according to an embodiment of the present invention;
fig. 2 is a structural diagram of another hybrid control system according to an embodiment of the present invention.
[ detailed description ] embodiments
For better understanding of the technical solutions of the present invention, the following detailed descriptions of the embodiments of the present invention are provided with reference to the accompanying drawings.
It should be understood that the described embodiments are only some embodiments of the invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by a person of ordinary skill in the art without creative efforts belong to the protection scope of the present invention.
The terminology used in the embodiments of the invention is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. As used in the embodiments of the present invention and the appended claims, the singular forms "a," "an," and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise.
Fig. 1 is a structural diagram of a hybrid power control system according to an embodiment of the present invention.
As shown in fig. 1, in the embodiment of the present invention, the hybrid control system may include: a front motor 101, an engine 102, an electromagnetic clutch 103, a front reducer 104, a rear motor 107, and a rear reducer 108.
The front motor 101 may include a power input and a power output, among other things. The power input end of the front motor 101 may be connected with the power battery 106 for obtaining electric energy from the power battery 106 to enable the power output end of the front motor 101 to output kinetic energy. The power take-off of the front motor 101 may be connected to the drive side of the engine 102. The transmission end of the engine 102 may also be connected to the power input end of the front retarder 104 through an electromagnetic clutch 103. The power take-off of the front retarder 104 may be connected with the front wheels 105.
Similar to the front motor 101, the rear motor 107 may also include a power input and a power output. The power input end of the rear motor 107 is also connected with the power battery 106, and is used for obtaining electric energy from the power battery 106 so as to enable the power output end of the rear motor 107 to output kinetic energy. The power output of the rear motor 107 may be connected to the power input of the rear retarder 108. The power take-off of the rear retarder 108 may be connected to the rear wheels 109.
Further, the front motor 101 may also include an electrical output. An electric power output terminal of the front motor 101 may be connected to the power battery 106 for outputting the electric power generated by the front motor 101 to the power battery, thereby charging the power battery 106. The embodiment of the utility model provides an in, the electric power input of preceding motor 101 and the electric power output of preceding motor 101 can be same port.
Similar to the front motor 101, the rear motor 107 may also include a power output. The power output of the rear motor 107 may be connected to a power battery for outputting the electric energy generated by the rear motor 107 to the power battery 106, thereby charging the power battery 106. The embodiment of the utility model provides an in, the electric power input of back motor 107 and the electric power output of back motor 107 can be same port.
For the sake of understanding, the specific connection relationship between the above components will be further described below.
As shown in fig. 2, in the embodiment of the present invention, the power output end of the front motor 101 and the transmission end of the engine 102 may be connected through a first gear set.
Specifically, the first gear set may include a first gear 201 and a second gear 202. Wherein, the power take off end of the front motor 101 is connected with the first gear 201, the transmission end of the engine 102 is connected with the second gear 202, and the first gear 201 and the second gear 202 are meshed with each other. Based on such a connection relationship, the front motor 101 can be driven to drive the engine 102 in a driven state. Alternatively, the engine 102 is driven to drive the front motor 101 in a driven state. Alternatively, the engine 102 and the front motor 101 are driven together in accordance with the speed ratio of the first gear 201 and the second gear 202. The speed ratio may be determined by, among other things, the component characteristics of the front motor 101 and the engine 102. Specifically, the respective optimal operating efficiency intervals of the front motor 101 and the engine 102 may be determined, and the speed ratio of the first gear 201 and the second gear 202 may be determined according to the relative proportion relationship between the two optimal operating efficiency intervals.
When the engine 102 drives the front motor 101 to be in a driven state in a driving state, the front motor 101 can generate power by using power provided by the engine 102, and output the generated power to the power battery 106 through the power output end, so as to charge the power battery 106.
In the embodiment of the present invention, the electromagnetic clutch 103 includes a first switch end 208, a second switch end 209, and a control end (not shown in fig. 2).
The first switch end 208 may be connected to a transmission end of the engine 102, the second switch end 209 may be connected to a power input end of the front retarder 104, and the control end may be connected to the vehicle controller. The vehicle control unit can couple or decouple the first switch end 208 and the second switch end 209 of the electromagnetic clutch 103 by controlling the control end of the electromagnetic clutch 103.
In a possible case, the first switch end 208 of the electromagnetic clutch 103 is coupled with the second switch end 209. At this time, the driving end of the engine 102 is coupled with the power input end of the front retarder 104. The power output from the power transmission side of the engine 102 and the power output from the power output side of the front motor 101 can be transmitted to the power input side of the front speed reducer 104 and transmitted to the front wheels 105 through the power output side of the front speed reducer 104, thereby rotating the front wheels 105.
In another possible case, the first switch end 208 of the electromagnetic clutch 103 is disconnected from the second switch end 209. At this time, the transmission end of the engine 102 is disconnected from the power input end of the front retarder 104, and the power of the engine 102 cannot be transmitted to the front retarder 104 and cannot drive the front wheels 105 to rotate.
In the embodiment of the present application, the first switch end 208 of the electromagnetic clutch 103 may be connected to the third gear 203, and the third gear 203 and the second gear 202 are meshed with each other. The second switch end 209 of the electromagnetic clutch 103 may be connected to the fourth gear 204. The third gear 203 and the fourth gear 204 are connected in a nested manner through a transmission shaft, and the rotating speeds of the third gear 203 and the fourth gear 204 are the same.
In the embodiment of the present invention, the power input end of the front speed reducer 104 may include the fourth gear 204, and may be connected to the second switch end 209 of the electromagnetic clutch 103 through the fourth gear 204. The power take-off of the front retarder 104 may comprise a fifth gear 205 and may be connected to the drive shaft of the front wheel 105 via the fifth gear 205. Wherein the fourth gear 204 and the fifth gear 205 are in mesh with each other. So that the power transmitted to the front decelerator 104 can be further transmitted to the front wheels 105 to rotate the front wheels 105.
Accordingly, the power input end of the rear retarder 108 may include a sixth gear 206, and may be connected with the power output end of the rear motor 107 through the sixth gear 206. The power take-off of the rear retarder 108 may comprise a seventh gear 207 and may be connected to the drive shaft of the rear wheel 109 via the seventh gear 207. Wherein the sixth gear 206 and the seventh gear 207 are meshed with each other. So that the power transmitted to the rear decelerator 108 can be further transmitted to the rear wheels 109 to rotate the rear wheels 109.
Based on the above connection relationship, in the embodiment of the present invention, when the vehicle control unit controls the electromagnetic clutch 103 to couple, the power generated by any one of the front motor 101 and the engine 102, or the power generated by two of the front motors can be transmitted to the front wheel 105 through the electromagnetic clutch 103 and the front speed reducer 104, so as to drive the front wheel 105 to rotate.
When the vehicle control unit controls the electromagnetic clutch 103 to be disconnected, the power generated by any one of the front motor 101 and the engine 102 or the power generated by both of the two motors cannot be transmitted to the front wheel 105, and the front wheel 105 cannot be driven to rotate. At this time, the power generated by the engine 102 can drive the front motor 101 to rotate, so that the front motor 101 generates power to charge the power battery 106.
No matter the electromagnetic clutch 103 is coupled or disconnected, the power generated by the rear motor 107 can be transmitted to the rear wheel 109 through the rear reducer 108 to drive the rear wheel 109 to rotate.
The embodiment of the present invention provides a power for the front wheel 105 and the rear wheel 109 through the rear motor 107 and the front motor 101 and the engine 102 can be operated at the optimum working efficiency interval by adjusting the speed ratio of the first gear 201 and the second gear 202. Since the coupling and decoupling between the engine 102 and the front retarder 104 can be controlled by the electromagnetic clutch 103, flexible switching of the forward drive mode, the backward drive mode, and the four-drive mode can be achieved.
The utility model discloses another embodiment provides a hybrid vehicle. The hybrid vehicle may include the hybrid control system described above.
Based on above-mentioned hybrid control system and relation of connection, the embodiment of the utility model provides a hybrid vehicle can realize as shown multiple drive mode and the power take off mode of following table 1.
TABLE 1
In the serial number 1 parking charging mode, the electromagnetic clutch 103 is in a disconnected state, and the engine 102 operates to drive the front motor 101 to generate power, so as to charge the power battery 106. At this time, the rear motor 107 is in a standby state. The standby state refers to a zero torque state in which the vehicle is not driven and is not generating power.
When the vehicle is at the uniform velocity or is traveling with higher speed, the embodiment of the utility model provides a steerable vehicle of hybrid control system is in the pure electric mode of serial number 2 or 3. At this time, the engine 102 is in a stopped state, the electromagnetic clutch 103 is turned off at the time of rear drive, the vehicle is driven only by the rear motor 107, and the power battery 106 is in a discharged state. The four-wheel drive clutch 103 is coupled, the front motor 101 and the rear motor 107 are used for driving the vehicle together, and the power battery 106 is in a discharge state.
When the vehicle slows down and traveles, the embodiment of the utility model provides a steerable vehicle of hybrid control system is in the pure electric speed reduction mode of rear-guard of sequence number 4, realizes vehicle energy recuperation. At this time, the electromagnetic clutch 103 is turned off, the engine 102 is stopped, the front motor 101 is in a standby state, the rear motor 107 can output negative torque to decelerate the vehicle, and at this time, the rear motor 107 is in a power generation state to charge the power battery 106.
The big load of vehicle low-speed accelerates, or when high-speed little load accelerates, the embodiment of the utility model provides a steerable vehicle of hybrid control system is in the first back-drive mixed mode of sequence number 5. At this time, the electromagnetic clutch 103 is turned off, the engine 102 is operated, the front motor 101 is driven to generate electric power, and the vehicle is driven by the rear motor 107. And the rotation speed and torque of the engine 102 may be adjusted to a first threshold value so that the amount of power generated by the front motor 101 is exactly equal to the amount of power consumed by the rear motor 107 to drive the vehicle.
When the medium speed low-load traveles, the embodiment of the utility model provides a steerable vehicle of hybrid control system is in the second rear-guard mixed mode of sequence number 6. At this time, the electromagnetic clutch 103 is turned off, the engine 102 is operated, the front motor 101 is driven to generate electric power, and the vehicle is driven by the rear motor 107. Since the load is small at this time, the rotation speed and torque of the engine 102 can be adjusted to the second threshold value so that the amount of power generated by the front motor 101 is larger than the amount of power consumed by the rear motor 107 to drive the vehicle, and the remaining amount of power other than that to drive the vehicle can be used to charge the power battery 106.
When high-speed heavy load traveles in, if when overtaking on spacious road, the embodiment of the utility model provides a steerable vehicle of hybrid control system is in the third back-drive mixed mode of sequence number 7. At this time, the electromagnetic clutch 103 is turned off, the engine 102 is operated, the front motor 101 is driven to generate electric power, and the vehicle is driven by the rear motor 107. Since the load is large at this time, the amount of power generated by the front motor 101 is smaller than the amount of power consumed by the rear motor 107 to drive the vehicle, and the power battery 106 is discharged to supply power to the rear motor 107.
When driving at high speed, the embodiment of the present invention provides a hybrid control system capable of controlling a vehicle to be in a working mode of serial number 8, serial number 9 or serial number 10. At this time, the electromagnetic clutch 103 is coupled, and the engine 102 directly drives the front wheels 105 of the vehicle, or the engine 102 charges the power battery 106 through the front motor 101 while driving the front wheels 105, or the front motor 101, the engine 102 and the rear motor 107 participate in driving together.
The embodiment of the present invention provides an embodiment, because of the existence of the hybrid control system, the hybrid vehicle only makes the engine 102 work when satisfying the specific driving condition, thereby making the engine 102 work in the high-efficient interval all the time. When the power provided by the engine 102 is insufficient, the front motor 101 or the rear motor 107 supplements the power; when the power provided by the engine 102 is rich, the front motor 101 can be driven to generate power, so that the redundant energy can be stored in the power battery 106, and the purpose of saving oil is achieved.
In the description herein, references to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., mean 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 invention. 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 more 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 invention, "a plurality" means at least two, e.g., two, three, etc., unless specifically limited otherwise.
The above description is only a preferred embodiment of the present invention, and should not be taken as limiting the invention, and any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (10)
1. A hybrid control system, comprising: the electromagnetic clutch comprises an engine, a front motor, a front speed reducer, an electromagnetic clutch, a rear motor and a rear speed reducer;
the power output end of the front motor is connected with the transmission end of the engine, the transmission end of the engine is also connected with the power input end of the front speed reducer through the electromagnetic clutch, and the power output end of the front speed reducer is connected with a front wheel; the electromagnetic clutch is used for controlling the coupling or disconnection between the transmission end of the engine and the power input end of the front speed reducer;
the front motor further comprises an electric power input end, the electric power input end is connected with a power battery, and the electric power input end is used for obtaining electric energy from the power battery so that the power output end of the front motor outputs kinetic energy;
the power output end of the rear motor is connected with the power input end of the rear speed reducer, and the power output end of the rear speed reducer is connected with the rear wheel;
the rear motor further comprises an electric power input end, the electric power input end is connected with a power battery, and the electric power input end is used for obtaining electric energy from the power battery so that the power output end of the rear motor outputs kinetic energy.
2. The system of claim 1, wherein the front motor further comprises an electrical power output for outputting electrical energy generated by the front motor to the power battery to charge the power battery;
the rear motor further comprises an electric power output end, and the electric power output end is used for outputting the electric energy generated by the rear motor to the power battery so as to charge the power battery.
3. The system of claim 2, wherein the power input of the front motor and the power output of the front motor are the same port;
the power input end of the rear motor and the power output end of the rear motor are the same port.
4. The system of claim 1, wherein a first gear is connected to a power output end of the front motor, and a second gear is connected to a transmission end of the engine;
the first gear and the second gear are meshed with each other.
5. The system of claim 4, wherein the electromagnetic clutch includes a first switch end and a second switch end;
the first switch end of the electromagnetic clutch is connected with the transmission end of the engine, and the second switch end of the electromagnetic clutch is connected with the power input end of the front speed reducer;
when the first switch end of the electromagnetic clutch is coupled with the second switch end, the transmission end of the engine is coupled with the power input end of the front speed reducer;
when the first switch end and the second switch end of the electromagnetic clutch are disconnected, the transmission end of the engine is disconnected with the power input end of the front speed reducer.
6. The system of claim 5, wherein a third gear is connected to the first switch end of the electromagnetic clutch; the third gear is meshed with the second gear;
the second switch end of the electromagnetic clutch is connected with a fourth gear; the fourth gear and the third gear are connected in a nested mode through a transmission shaft.
7. The system of claim 6, further comprising a vehicle control unit, the electromagnetic clutch further comprising a control end;
the whole vehicle controller is connected with the control end of the electromagnetic clutch;
the vehicle control unit controls the control end of the electromagnetic clutch to enable the first switch end of the electromagnetic clutch and the second switch end of the electromagnetic clutch to be coupled or disconnected.
8. The system according to claim 5, characterized in that the power input end of the front speed reducer is connected with the second switch end of the electromagnetic clutch through a fourth gear;
the power output end of the front speed reducer is connected with the transmission shaft of the front wheel through a fifth gear;
the fourth gear and the fifth gear are meshed with each other.
9. The system of claim 1, wherein a power input of the rear retarder is connected with a power output of the rear motor through a sixth gear;
the power output end of the rear speed reducer is connected with the transmission shaft of the rear wheel through a seventh gear;
the sixth gear and the seventh gear are engaged with each other.
10. A hybrid vehicle characterized by comprising the hybrid control system according to any one of claims 1 to 9.
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| CN202023335960.3U CN214028593U (en) | 2020-12-31 | 2020-12-31 | Hybrid control system and hybrid vehicle |
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| CN202023335960.3U CN214028593U (en) | 2020-12-31 | 2020-12-31 | Hybrid control system and hybrid vehicle |
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