CN215883303U - Novel hybrid power coupling system - Google Patents
Novel hybrid power coupling system Download PDFInfo
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- CN215883303U CN215883303U CN202122544134.8U CN202122544134U CN215883303U CN 215883303 U CN215883303 U CN 215883303U CN 202122544134 U CN202122544134 U CN 202122544134U CN 215883303 U CN215883303 U CN 215883303U
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- 238000010168 coupling process Methods 0.000 title claims abstract description 13
- 238000005859 coupling reaction Methods 0.000 title claims abstract description 13
- 230000005291 magnetic effect Effects 0.000 claims abstract description 32
- 238000004804 winding Methods 0.000 claims abstract description 16
- 230000005540 biological transmission Effects 0.000 claims abstract description 12
- 230000005284 excitation Effects 0.000 claims description 5
- 230000001360 synchronised effect Effects 0.000 claims description 4
- 238000006243 chemical reaction Methods 0.000 abstract description 4
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- 239000002699 waste material Substances 0.000 abstract description 3
- 238000010586 diagram Methods 0.000 description 6
- 239000003302 ferromagnetic material Substances 0.000 description 4
- 230000001133 acceleration Effects 0.000 description 3
- 230000008859 change Effects 0.000 description 2
- 230000004907 flux Effects 0.000 description 2
- 239000013543 active substance Substances 0.000 description 1
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Abstract
The utility model discloses a novel hybrid power coupling system, belongs to the technical field of automobile power devices, and aims to solve the problem that an engine in an extended-range hybrid power system cannot directly drive wheels, so that waste is generated in an energy conversion process. The system mainly comprises an engine, a slip clutch, a motor, a slip clutch controller 1, a motor controller 2, an ECU (electronic control unit), an engine ECU (electronic control unit), a battery management system, a transmission and a drive axle; different working modes in the system are realized by controlling the existence of exciting current in the magnetic pole exciting winding. The load torque output to the wheels is equal to the sum of the engine torque and the electromagnetic torque on the motor stator, and the slip clutch realizes the decoupling of the rotating speed of the engine, so that the rotating speed of the engine does not depend on the load rotating speed.
Description
Technical Field
The utility model belongs to the technical field of automobile power devices, and particularly relates to a novel hybrid power system.
Background
Compared with a pure electric vehicle, the extended-range electric vehicle can operate in a plug-in mode and can also be charged by using an engine, so that the change of the SOC value of the battery is not large, and the service life is prolonged. And secondly, the device has good driving range, and particularly, the engine is always in an economic area to charge the battery, so that the phenomena of power shortage and anchor dropping can be avoided. It also has certain disadvantages, such as the engine does not directly drive the wheels, thus generating energy waste in the conversion process. In view of the above, the present invention provides a novel hybrid coupling system which allows the engine to operate in an economical area and also allows the kinetic energy of the engine to be coupled into the transmission system in the form of mechanical energy.
SUMMERY OF THE UTILITY MODEL
The utility model aims to solve the problem that an engine in an extended-range hybrid power system cannot directly drive wheels, so that waste is generated in the energy conversion process. The system mainly comprises an engine, a slip clutch, a motor, a slip clutch controller 1, a motor controller 2, an ECU (electronic control Unit), an engine ECU, a battery management system, a transmission, a drive axle and drive wheels;
the crankshaft of the engine is connected with the armature shaft of the slip clutch, and the magnetic pole shaft is connected with the rotor shaft of the motor;
the motor rotor shaft is connected with the input shaft of the speed changer, and the output shaft of the speed changer is connected with the drive axle to transmit power to the left wheel and the right wheel;
the slip clutch armature shaft and the magnetic pole shaft are both provided with a rotating speed sensor;
the ECU receives a speed signal transmitted by a rotating speed sensor, an acceleration signal a of an accelerator pedal and a braking deceleration signal z of a brake pedal, and transmits instructions to the slip clutch controller 1, the battery and the motor controller 2 after analysis and judgment.
The armature of the slip clutch is cylindrical and made of ferromagnetic material, the magnetic pole is made of ferromagnetic material with excitation winding, and the controller 1 is connected to the magnetic pole winding through lead wires. There is no mechanical contact between armature and magnetic pole, when there is no exciting current in the magnetic pole winding, the armature induced electromotive force is zero, at this moment, the power is cut off, and the function of clutch is realized. When the excitation winding is energized, a space magnetic field is established along the circumference of the magnetic pole. When the armature rotates, there is relative movement between the armature and the pole system, causing an induced current in the armature. The resultant armature field interlinks with the field of the main flux, thereby creating a torque between the two rotors, which drives the pole shaft in rotation. The change of the exciting current of the controller can control the rotation speed of the magnetic pole shaft, and the speed decoupling between the crankshaft of the engine and the magnetic pole shaft is realized.
Compared with the prior art, the utility model has the advantages that: under various operating conditions of the automobile, compared with the extended-range hybrid electric vehicle, the engine can not only always work in the highest efficiency region, but also directly drive wheels, thereby achieving the control targets of reducing oil consumption and emission. More importantly, aiming at the problem of insufficient power at high speed of the motor, the system can directly couple the power of the engine into the transmission system in the form of mechanical energy, and has a simpler structure than a planetary gear type coupler. Therefore, the whole vehicle structure of the utility model is more compact, the control is more flexible, and the requirements on the battery capacity and the engine displacement are reduced.
Drawings
Fig. 1 is a schematic diagram of an extended range hybrid system according to the related art.
Fig. 2 is a basic schematic diagram of the novel hybrid coupling system according to the utility model.
In FIG. 2, 1 is an engine; 2 is an armature shaft; 3 is an armature; 4 is a magnetic pole; 5 is a magnetic pole shaft; 6 is a coupling; 7 is a stator; 8 is a rotor; 9 is a rotor shaft; 10 is a transmission; 11 is a wheel; 12 is a drive axle; 13 is an ECU; 14 is a slip clutch controller 1; 15 is a battery; 16 is a motor controller 2; 17 is a rotating speed sensor I; 18 is a rotating speed sensor II; reference numeral 19 denotes a magnetic pole excitation winding, 20 denotes an engine ECU, and 21 denotes a Battery Management System (BMS).
Fig. 3 is a schematic diagram of the novel hybrid coupling system of the present invention in operation mode one.
Fig. 4 is a schematic diagram of the novel hybrid coupling system in the second operating mode.
Fig. 5 is a schematic diagram of the novel hybrid coupling system of the present invention in operating mode three.
Detailed Description
The utility model will be described in more detail below with reference to fig. 2 to 5 and examples, but the utility model is not limited thereto.
Implementation example:
as shown in fig. 2: the novel hybrid power coupling system comprises an engine 1, a slip clutch, a coupler 6, a permanent magnet synchronous motor, a transmission 10, an ECU 13, a slip clutch controller 114, a battery 15, a motor controller 216, a rotating speed sensor I17, a rotating speed sensor II 18, an engine ECU 20 and a Battery Management System (BMS) 21;
the slip clutch consists of an armature shaft 2, an armature 3, a magnetic pole 4, a magnetic pole shaft 5 and a magnetic pole excitation winding 19;
the permanent magnet synchronous motor consists of a stator 7, a permanent magnet rotor 8 and a rotor shaft 9;
the crankshaft of the engine 1 is connected with the slip clutch armature shaft 2, and the magnetic pole shaft 5 is connected with the motor rotor shaft 9;
the motor rotor shaft 9 is connected with an input shaft of a speed changer 10, an output shaft of the speed changer 10 is connected with a drive axle 12, and power is transmitted to left and right wheels 11;
the slip clutch armature shaft 2 and the pole shaft 5 are provided with rotation speed sensors 17 and 18.
The ECU 13 receives the speed signals from the revolution speed sensors 17 and 18, the engine ECU signal 20, the battery management system signal (BMS)21, the acceleration signal a of the accelerator pedal, and the brake deceleration signal z of the brake pedal, analyzes and determines them, and transmits commands to the slip clutch controller 114, the battery management system 21, and the motor controller 216.
The armature 3 of the slip clutch is cylindrical and made of ferromagnetic material, the pole 4 is made of ferromagnetic material with field winding 19, and the controller 114 is connected to the pole winding by lead wires. There is no mechanical contact between the armature 3 and the magnetic pole 4, when there is no exciting current in the magnetic pole winding 19, the induced electromotive force of the armature 3 is zero, at this time, the power is cut off, and the function of the clutch is realized. When current is applied to the field winding 19, a spatial magnetic field is established around the circumference of the pole. When the armature 3 rotates, there is relative movement between the armature 3 and the magnetic pole 4, causing an induced current in the armature. The resultant armature field interlinks with the field of the main flux, thereby creating a torque between the two rotors, which causes the magnetic pole shaft 5 to rotate.
The slip clutch between the crankshaft of the engine 1 and the rotor shaft 9 of the electric machine has the following advantages:
(1) when the current of the magnetic pole winding 19 of the magnetic pole 4 is zero, the slip clutch can cut off the power transmission of the engine 1 and plays a role of the clutch.
(2) The decoupling of the rotating speed of the engine 1 can be realized by controlling the current of the magnetic pole winding 19 of the magnetic pole 4, so that the rotating speed of the engine 1 is independent of the rotating speed of a load, and simultaneously, the torque input by the engine 1 is directly coupled to the motor rotor shaft 9. The kinetic energy of the engine directly drives the wheels in the form of mechanical energy, and energy loss of the extended range hybrid power system caused by the influence of chemical reaction speed of battery electrode active substances in the process of converting mechanical energy, electromagnetic energy, electrochemical energy and electromagnetic energy into mechanical energy is reduced.
(3) In the motor running state, the slip clutch armature 3 and the magnetic pole 4 are not mechanically connected, so that the impact on the whole system when the engine power is coupled to a transmission system is reduced.
(4) The field current output by the slip clutch controller 1 to the pole field winding 19 is small (about 1.8A-5A), but allows for a large power input and output by the armature shaft 2 and the pole shaft 5, i.e. the power that the slip clutch can deliver is not limited by the power of the electrical components of the controller.
The mode of operation of the novel hybrid coupling system is described below. The different modes of operation in the system are achieved by controlling the presence or absence of field current in the pole field winding 19. In order to make the representation of the individual operating modes more clear, only the connections of the body parts are drawn in each operating mode diagram.
(1) Pure electric mode: the vehicle ECU 13 receives signals from the rotation speed sensors 17, 18 and 19, signals from the engine ECU 20, a battery management system 21, an acceleration signal a of an accelerator pedal of the vehicle, and a braking deceleration signal z of a brake pedal, and analyzes and judges that the vehicle is suitable for operating in the pure electric mode. At this time, the slip clutch controller 114 sets the exciting current to zero, the engine 1 is not operated, and the driving wheels 11 are powered only by the motor. The working mode is suitable for the SOC value of the battery in a reasonable working range, and the power transmission route of the motor is as follows when the motor works in a medium and low speed state:
(2) hybrid drive mode
When the automobile ECU 13 judges that the motor has insufficient high-speed power in advance, the engine 1 is started and is controlled to work in an economic rotating speed area, the exciting current given by the slip clutch controller 114 is controlled according to the rotating speed feedback of the rotating speed sensors 17 and 19, and the power after the rotating speed of the engine is decoupled is supplemented to the motor rotor shaft 9. The working mode is suitable for the requirements of high rotating speed and large backup power of the motor, and the power transmission route is as follows:
(3) regenerative braking mode
When a driver steps on a brake pedal, the wheels 11 drive the drive axle 10 and the motor rotor shaft 9 to rotate, induced current is generated in a coil of the motor stator 7 to charge the battery 15, and meanwhile, braking torque is generated. The power transmission route in this mode is as follows:
it should be understood that the above-described specific embodiments are merely illustrative of the present invention and are not intended to limit the present invention. Obvious variations or modifications which are within the spirit of the utility model are possible within the scope of the utility model.
Claims (2)
1. A novel hybrid power coupling system is characterized in that: the system comprises an engine (1), a slip clutch, a coupler (6), a permanent magnet synchronous motor, a transmission (10), a drive axle (12), an ECU (13), a slip clutch controller 1(14), a battery (15), a motor controller 2(16), a rotating speed sensor I (17), a rotating speed sensor II (18), an engine ECU (20) and a battery management system (BMS 21);
the slip clutch consists of an armature shaft (2), an armature (3), a magnetic pole (4), a magnetic pole shaft (5) and an excitation winding (19);
the permanent magnet synchronous motor consists of a stator (7), a permanent magnet rotor (8) and a rotor shaft (9);
the crankshaft of the engine (1) is connected with the slip clutch armature shaft (2), and the magnetic pole shaft (5) is connected with the motor rotor shaft (9);
the motor rotor shaft (9) is connected with an input shaft of a speed changer (10), and an output shaft of the speed changer (10) is connected with a drive axle (12) to transmit power to left and right wheels (11).
2. The novel hybrid coupling system of claim 1, wherein: and the slip clutch armature shaft (2) and the magnetic pole shaft (5) are both provided with a rotating speed sensor.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202122544134.8U CN215883303U (en) | 2021-10-21 | 2021-10-21 | Novel hybrid power coupling system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202122544134.8U CN215883303U (en) | 2021-10-21 | 2021-10-21 | Novel hybrid power coupling system |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN215883303U true CN215883303U (en) | 2022-02-22 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202122544134.8U Expired - Fee Related CN215883303U (en) | 2021-10-21 | 2021-10-21 | Novel hybrid power coupling system |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN215883303U (en) |
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2021
- 2021-10-21 CN CN202122544134.8U patent/CN215883303U/en not_active Expired - Fee Related
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| CF01 | Termination of patent right due to non-payment of annual fee |
Granted publication date: 20220222 |