CN219007578U - Hybrid electromechanical coupling device and vehicle - Google Patents
Hybrid electromechanical coupling device and vehicle Download PDFInfo
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- CN219007578U CN219007578U CN202223531135.XU CN202223531135U CN219007578U CN 219007578 U CN219007578 U CN 219007578U CN 202223531135 U CN202223531135 U CN 202223531135U CN 219007578 U CN219007578 U CN 219007578U
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Abstract
The utility model provides a hybrid power electromechanical coupling device and a vehicle, which comprise an engine, a power output shaft, a clutch, a generator, a driving motor and a transmission mechanism, wherein the output shaft of the generator is connected with the output shaft of the engine; the engine, the generator, the power output shaft, the clutch, the driving motor and the transmission mechanism are coaxially arranged, so that the length of the power coupling device in the transverse direction can be reduced.
Description
Technical Field
The utility model relates to the field of vehicles, in particular to a hybrid power electromechanical coupling device and a vehicle.
Background
The hybrid electromechanical coupling device comprises an engine, a generator and a driving motor, and the engine and the generator and the engine and the driving motor are in transmission connection through a gear transmission assembly, so that the length in the transverse direction is larger.
Disclosure of Invention
In view of the above-mentioned shortcomings of the prior art, an object of the present utility model is to provide a hybrid electromechanical coupling device, which solves the problem of the larger length of the conventional hybrid electromechanical coupling device in the lateral direction.
In order to achieve the above purpose, the utility model adopts the following technical scheme:
the hybrid power electromechanical coupling device is characterized by comprising an engine, a generator, a power output shaft, a clutch, a transmission mechanism and a driving motor; the input shaft of the generator is fixedly connected with the output shaft of the engine, and the output shaft of the engine is connected with the power output shaft; the clutch is arranged between the output shaft of the engine and the power output shaft, and is used for controlling the output shaft of the engine to be coupled with the power output shaft or controlling the output shaft of the engine to be separated from the power output shaft; the output end of the transmission mechanism is connected with the power output shaft, and the input end of the transmission mechanism is connected with the driving motor; the engine, the generator, the clutch, the power output shaft, the driving motor and the transmission mechanism are coaxially arranged.
In some aspects of the present disclosure, the central shaft of the generator has a first central hole disposed along an axial direction, and the output shaft of the engine penetrates through the first central hole and is fixedly connected with the central shaft of the generator.
In some aspects of the present disclosure, the central shaft of the driving motor has a second central hole disposed along an axial direction, the power output shaft penetrates through the second central hole, and the power output shaft can rotate relative to the central shaft of the driving motor.
In some aspects of the present disclosure, the transmission mechanism includes a sun gear, a planet carrier, and a gear ring, the planet carrier is in transmission connection with the sun gear, the gear ring is in transmission connection with the planet carrier, one of the three of the sun gear, the planet carrier, and the gear ring is connected with the driving motor, the second one is connected with the power output shaft, and the third one is connected with the gearbox.
In some aspects of the present disclosure, the sun gear is connected to the drive motor, the planet carrier is connected to the gearbox, and the ring gear is connected to the power take-off shaft.
In some aspects of the present disclosure, the sun gear is connected to the drive motor, the planet carrier is connected to the power take-off shaft, and the ring gear is connected to the gearbox.
In some aspects of the present disclosure, a damping mechanism is further connected to the output shaft of the engine.
In some aspects of the present application, the operation modes of the hybrid electromechanical coupling device include 6 modes of a parallel hybrid mode, a series hybrid mode, an engine direct drive mode, a park power generation mode, a pure electric mode, and a braking energy recovery mode.
In some schemes of the application, when the coupling device is in a parallel mixed mode, the clutch is coupled, the engine is respectively in transmission connection with the generator to generate electricity and the power output shaft, and is used for driving the generator to generate electricity and the power output shaft to rotate, and the driving motor is in transmission connection with the power output shaft and is used for driving the power output shaft to rotate.
In some aspects of the present disclosure, when the coupling device is in the series hybrid mode, the clutch is disengaged, the engine is in driving connection with the generator, so as to drive the generator to generate electricity, and the driving motor is in driving connection with the power output shaft, so as to drive the power output shaft to rotate.
In some aspects of the present disclosure, when the coupling device is in the engine direct-drive mode, the clutch is coupled, and the engine is in driving connection with the power output shaft, and is used for driving the power output shaft to rotate.
In some aspects of the application, when the coupling device is in the parking power generation mode, the clutch is disengaged, and the engine is in driving connection with the generator for driving the generator to generate power.
In some aspects of the present disclosure, when the coupling device is in the electric-only mode, the clutch is disengaged, and the driving motor is in driving connection with the power output shaft, and is used for driving the power output shaft to rotate.
In some aspects of the present disclosure, when the coupling device is in the braking energy recovery mode, the clutch is disengaged, and the power output shaft is in driving connection with the driving motor, and is used for driving the driving motor to rotate.
A vehicle comprising a vehicle body, a wheel assembly and a hybrid electromechanical coupling device according to any of the preceding aspects, the wheel assembly and the hybrid electromechanical coupling device each being connected to the vehicle body and the wheel assembly and a power take-off shaft of the hybrid electromechanical coupling device being drivingly connected.
The beneficial effects are that: the hybrid power electromechanical coupling device comprises an engine, a power output shaft, a clutch, a generator, a driving motor and a transmission mechanism, wherein the output shaft of the generator is connected to the output shaft of the engine, the clutch is arranged between the power output shaft and the output shaft of the engine, the driving motor is connected with the power output shaft through the transmission mechanism, and the device only needs one clutch to control the on-off of power transmission between the engine and the power output shaft, so that the switching among a pure electric mode, a series hybrid mode, a parallel hybrid mode and a braking energy recovery mode is realized, and the structure is simple; the engine, the generator, the power output shaft, the clutch, the driving motor and the transmission mechanism are coaxially arranged, so that the length of the power coupling device in the transverse direction can be reduced.
Drawings
Fig. 1 is a schematic structural diagram of a hybrid electromechanical coupling device according to an embodiment of the present application.
Fig. 2 is a schematic structural view of an electric-only mode in an embodiment of the present application, and an arrow indicates a power transmission direction.
Fig. 3 is a schematic structural diagram of a parallel hybrid mode in an embodiment of the present application, and an arrow indicates a power transmission direction.
Fig. 4 is a schematic structural view of a braking energy recovery mode in an embodiment of the present application, and an arrow indicates a power transmission direction.
Fig. 5 is a schematic diagram of the structure of the engine direct drive mode in an embodiment of the present application, with arrows indicating the power transmission direction.
Fig. 6 is a schematic structural diagram of a series hybrid mode in an embodiment of the present application, and an arrow indicates a power transmission direction.
Fig. 7 is a schematic structural diagram of a hybrid electromechanical coupling device according to an embodiment of the present application.
Fig. 8 is a schematic control flow chart of the start state.
Fig. 9 is a schematic diagram of a control flow of the running state.
Description of main reference numerals: 1. an engine; 2. a damping mechanism; 3. a power output shaft; 4. a generator; 5. a clutch; 6. a driving motor; 7. a sun gear; 8. a planet wheel; 9. a gear ring; 10. a wheel assembly.
Detailed Description
The present utility model provides a hybrid electromechanical coupling device and a vehicle, and in order to make the object, technical solution and effect of the present utility model clearer and more definite, the present utility model will be further described in detail below with reference to the accompanying drawings and examples. It should be understood that the detailed description and specific examples are intended for purposes of illustration only and are not intended to limit the scope of the utility model.
In the description of the present utility model, it should be understood that the directions or positional relationships indicated by the terms "upper", "lower", "inner", "outer", etc. are based on the directions or positional relationships shown in the drawings, are merely for convenience of description and simplification of the description, and do not indicate or imply that the apparatus or element in question must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as limiting the present utility model.
In the description of the present utility model, it should be noted that, unless explicitly specified and limited otherwise, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be either fixedly connected, detachably connected, or integrally connected, for example; can be mechanically connected, electrically connected or can be communicated with each other; can be directly connected or indirectly connected through an intermediate medium, and can be communicated with the inside of two elements or the interaction relationship of the two elements. The specific meaning of the above terms in the present utility model can be understood by those of ordinary skill in the art according to the specific circumstances.
Referring to fig. 1 and 7, the hybrid electromechanical coupling device includes an engine 1, a generator 4, a power output shaft 3, a clutch 5, a transmission mechanism, and a drive motor 6. The input shaft of the generator 4 is fixedly connected with the output shaft of the engine 1, and the output shaft of the engine 1 is connected with the power output shaft 3, and the power output shaft 3 is used for being in transmission connection with the wheel assembly 10 of the vehicle, so that when the engine 1 rotates, the generator 4 can be driven to rotate, the generator 4 can be driven to generate electricity, or the engine 1 and the generator 4 rotate in the same direction, and the engine 1 and the generator 4 can jointly output torque to the power output shaft 3.
The clutch 5 is disposed between the output shaft of the engine 1 and the power output shaft 3, and the clutch 5 is used for controlling the output shaft of the engine 1 and the power output shaft 3 to be in a coupled state and controlling the output shaft of the engine 1 and the power output shaft 3 to be in a separated state, when the output shaft of the engine 1 and the power output shaft 3 are in the coupled state, the engine 1 can drive the power output shaft 3 to rotate, when the output shaft of the engine 1 and the power output shaft 3 are in the separated state, the power output shaft 3 can rotate relative to the output shaft of the engine 1, that is, when the output shaft of the engine 1 and the power output shaft 3 are in the separated state, the motion of the output shaft of the engine 1 and the motion of the power output shaft 3 are not interfered with each other.
The output end of the transmission mechanism is connected with the power output shaft 3, and the input end of the transmission mechanism is connected with the driving motor 6, so that the driving motor 6 can drive the power output shaft 3 to rotate so as to realize the power output of the driving motor 6, or the power output shaft 3 rotates under the driving of the wheel assembly 10 of the vehicle, and then drives the driving motor 6 to rotate.
In the above, through the arrangement of the clutch 5, the clutch 5 is controlled to be in a disengaged state or a coupled state, so that the power output shaft 3 can rotate under the driving of the engine 1, the driving of the driving motor 6 and the co-driving of the engine 1 and the driving motor 6, so that the hybrid electromechanical coupling device has various working modes, for example: a parallel hybrid mode, a series hybrid mode, a parking power generation mode, a braking energy recovery mode, a pure electric mode and an engine 1 direct drive mode; in the application, the switching of various working modes can be realized by only arranging one clutch 5, so that the structure is simpler, and the cost is effectively reduced.
Specifically, the engine 1, the generator 4, the clutch 5, the power output shaft 3, the driving motor 6 and the transmission mechanism are coaxially arranged, and when the axial direction of the power output shaft 3 is taken as the longitudinal direction, the transverse dimension of the hybrid electromechanical coupling device can be reduced, so that the space is effectively saved, and the cost is reduced.
In the above, the input shaft of the generator 4 is connected with the output shaft of the engine 1, and the transmission of the gear transmission assembly is not needed, so that the structure is simple, and the generator 4 can adopt a cage motor, a winding motor and the like.
Referring to fig. 2-6, for example, the operating modes of the hybrid electromechanical coupling device include a parallel hybrid mode, a series hybrid mode, a park power generation mode, a brake energy recovery mode, a electric-only mode, and an engine direct drive mode.
When the coupling device is in the parallel hybrid mode, the clutch 5 is coupled, the engine 1 works to drive the generator 4 to generate electricity and the power output shaft 3 to rotate, and the driving motor 6 works to drive the power output shaft 3 to rotate. In the parallel hybrid mode, the engine 1 drives the generator 4 and the power output shaft 3 to rotate at the same time, and the driving motor 6 drives the power output shaft 3 to rotate, so that part of the power of the engine 1 is used for driving the generator 4 to generate electricity, the electric energy generated by the generator 4 is stored in a battery for being used by the driving motor 6, and part of the power of the engine 1 and the power output by the driving motor 6 jointly act on the power output shaft 3 to realize the rotation of the power output shaft 3.
When the coupling device is in the series hybrid mode, the clutch 5 is disengaged, the engine 1 operates to drive the generator 4 to generate electricity, and the drive motor 6 operates to drive the power output shaft 3 to rotate. In the series hybrid mode, the output shaft of the engine 1 and the power output shaft 3 are separated, so that the engine 1 drives the generator 4 to generate electricity, and the electric energy generated by the generator 4 is stored in a battery for use by the driving motor 6, and the driving motor 6 drives the power output shaft 3 to rotate.
When the coupling device is in the park power generation mode, the clutch 5 is disengaged, and the engine 1 is operated for driving the generator 4 to generate power. In the parking power generation mode, the vehicle is in a state where no power output is required, and therefore the drive motor 6 does not need to operate, and the operation of the engine 1 is used only for power generation by the generator 4.
When the coupling device is in the braking energy recovery mode, the clutch 5 is disengaged, and the driving motor 6 is driven to rotate by an external load, so that the driving motor 6 can generate electricity. In the braking energy recovery mode, the vehicle is in a braking state or a sliding state, and rotates under the action of wheel inertia, at the moment, the vehicle can serve as an external load to drive the driving motor 6 to rotate, so that the driving motor 6 is driven to generate electricity, the braking energy recovery is realized, and the fuel efficiency of the whole vehicle can be greatly improved.
In the braking energy recovery mode, the parking power generation mode and the parking power generation mode can be simultaneously operated, namely, the engine 1 drives the generator 4 to generate power, and the external load drives the driving motor 6 to generate power.
When the coupling device is in the electric-only mode, the clutch 5 is disengaged and the drive motor 6 is operated for driving the power take-off shaft 3 in rotation. In the pure electric mode, the driving motor 6 outputs power, and the engine 1 is not required to work, so that the energy conservation and the environmental protection are realized.
When the coupling device is in the engine direct drive mode, the clutch 5 is coupled and the engine 1 is operated for driving the power take-off shaft 3 in rotation. In the engine direct drive mode, the generator 4 and the drive motor 6 are in a non-generating state, and the power output shaft 3 is driven to rotate by the engine 1.
In the above, the driving motor 6 may drive the power output shaft 3 to rotate alone, or may drive the power output shaft 3 to rotate together with the engine 1, so that the engine 1 may always work in a set optimal state, so as to improve the efficiency of the whole vehicle. During the switching of the operating mode, the drive motor 6 participates in the drive so that there is no power interruption of the power. And the hybrid electromechanical coupling device can cover HEV (hybrid electric vehicle) models and PHEV (hybrid electric vehicle) models, so that the applicable range is enlarged.
In the following embodiments, the axial direction of the power output shaft 3 is taken as the longitudinal direction, but the hybrid electromechanical coupling device is not limited to the case where the axial direction of the power output shaft 3 is taken as the longitudinal direction only in use, that is, the axial direction of the power output shaft 3 may be transverse in use.
In this application, the central shaft of the generator 4 has a first central hole provided in the axial direction, and the output shaft of the engine 1 penetrates through the first central hole and is fixedly connected with the central shaft of the generator 4. Wherein, through the mode of sleeving the generator 4 at the output shaft of the engine 1, the use of the coupler can be reduced, namely, the central shaft of the generator 4 and the output shaft of the engine 1 do not need to be connected through a connector, and then the structure between the generator 4 and the engine 1 is more compact, so that the installation space is reduced, and the size of the hybrid electromechanical coupling device in the transverse direction is further reduced.
The output shaft of the engine 1 and the central shaft of the generator 4 can be fixed through screw connection and interference fit connection. For example, the output shaft of the engine 1 and the central shaft of the generator 4 may be connected by a key, that is, a first key groove is provided on the outer surface of the output shaft of the engine 1, a second key groove is provided on the inner wall of the first central hole of the generator 4, the first key groove and the second key groove are all provided along the axial direction of the first central hole, a connecting key is provided between the output shaft of the engine 1 and the central shaft of the generator 4, one end of the connecting key is disposed in the first key groove, and the other end is disposed in the second key groove, so as to limit the relative rotation between the output shaft of the engine 1 and the central shaft of the generator 4 in the circumferential direction, and realize the connection between the output shaft of the engine 1 and the central shaft of the generator 4, and the connection is convenient.
Similarly, the central shaft of the driving motor 6 is provided with a second central hole which is axially arranged, the power output shaft 3 penetrates through the second central hole, and the power output shaft 3 can rotate relative to the central shaft of the driving motor 6. Through with the center axle sleeve of driving motor 6 on power take off shaft 3, realized that power take off shaft 3 and driving motor 6 coaxial arrangement still makes the structure between driving motor 6 and the drive mechanism and between driving motor 6 and clutch 5 compacter, further reduces the size of hybrid electromechanical coupling device in the horizontal direction.
Referring to fig. 1 and 7, the transmission mechanism comprises a sun gear 7, a planet carrier and a gear ring 9, wherein the planet carrier is in transmission connection with the sun gear 7, and the gear ring 9 is in transmission connection with the planet carrier. In detail, a plurality of planet gears 8 are connected to the planet carrier, and the planet carrier is meshed with a sun gear 7 and a gear ring 9 through the planet gears 8, the sun gear 7 is arranged on the inner side of the planet gears, and the gear ring 9 is arranged on the outer side of the planet gears to form a planetary gear mechanism. One of the sun gear 7, the planet carrier and the gear ring 9 is connected with the driving motor 6, the second is connected with the power output shaft 3, the third is connected with the gearbox, and the gearbox is of a fixed structure, so that one of the sun gear 7, the planet carrier and the gear ring 9 is of a fixed structure, and power transmission can be realized in the other two. The transmission mechanism is a planetary gear mechanism, so that when the transmission mechanism is coaxially arranged with the driving motor 6 and the power output shaft 3, the structure of the whole hybrid power electromechanical coupling device is distributed in the longitudinal direction, and the transverse size is reduced.
Referring to fig. 1, in some embodiments of the present application, a sun gear 7 is connected with a driving motor 6, a planet carrier is connected with a gearbox, a gear ring 9 is connected with a power output shaft 3, wherein the gearbox is of a fixed structure, and the planet carrier is connected with the gearbox, so that the planet carrier is fixed, and therefore, transmission between the sun gear 7 and the gear ring 9 can be achieved, that is, when the sun gear 7 rotates, the gear ring 9 can be driven to rotate by a planet wheel 8. That is, when the driving motor 6 rotates, the power output shaft 3 can be driven to rotate by the sun gear 7 and the ring gear 9, thereby realizing the power output of the driving motor 6.
Moreover, the sun gear 7 of the planetary gear mechanism is used as an input end, and the gear ring 9 is used as an output end, so that in the process of driving the driving motor 6 to the power output shaft 3, the functions of reducing the rotation speed and increasing the torque are realized, and the output power is more stable.
Referring to fig. 7, in another embodiment, the sun gear 7 is connected to the drive motor 6, the carrier is connected to the power take-off shaft 3, and the ring gear 9 is connected to the gearbox. Wherein, the gearbox is fixed knot structure, and ring gear 9 is connected with the gearbox for ring gear 9 is fixed, consequently, can realize the transmission between sun gear 7 and the planet carrier, that is to say, when driving motor 6 rotates, can drive power output shaft 3 through sun gear 7, planet carrier and rotate, realizes driving motor 6's power take off.
Referring to fig. 1 and 7, in the planetary gear mechanism described above, the circumference of the sun gear 7 is the smallest, the circumference of the planet gear 8 is the largest, and the circumference of the ring gear 9 is located between the sun gear 7 and the planet carrier, so that when the sun gear 7 is used as the input end and the planet carrier or the ring gear 9 is used as the output end, the functions of reducing the rotation speed and increasing the torque can be achieved, so that the output power is more stable. Moreover, when the sun gear 7 is used as an input end and the planet carrier is used as an output end, the transmission ratio is the largest, so that the effect of reducing speed and increasing torque is the best. The planetary gear mechanism is used for realizing the functions of speed reduction and torque increase, and other speed reducers are not required to be additionally arranged, so that the structure is simpler.
In the above, when the sun gear 7 is fixed, the power transmission between the planet carrier and the gear ring 9 can be realized, that is, the sun gear 7 is connected with the gearbox, the gear ring 9 is connected with the driving motor 6, and the planet carrier can also play a role in reducing speed and increasing torque in the embodiment that the planet carrier is connected with the power output shaft 3.
Since the sun gear 7 is located at the center of the planetary gear mechanism and the transmission is wrapped around the outside of the planetary gear mechanism, it is necessary to avoid the shaft connected to the carrier and to the ring gear 9 when the sun gear 7 is connected to the transmission, resulting in a complicated structure. In the present application, it is preferable to use the sun gear 7 as the input end of the planetary gear mechanism, and one of the carrier and the ring gear 9 as the output end of the planetary gear mechanism, and the other is fixed, which makes it convenient to connect the planetary gear mechanism with the transmission, and the connection structure between the planetary gear mechanism and the transmission is simpler, thereby making it possible to reduce the size of the entire hybrid electromechanical coupling device in the longitudinal direction.
The output shaft of the engine 1 is also connected with a damping mechanism 2 to reduce the vibration of the output shaft of the engine 1, improve the stability of the hybrid electromechanical coupling device, and further make the hybrid electromechanical coupling device not easy to damage and reduce noise. Wherein the damper mechanism 2 is one of a torsional damper and a dual mass flywheel.
A vehicle comprises a vehicle body, a wheel assembly 10 and the hybrid electromechanical coupling device, wherein the wheel assembly 10 and the hybrid electromechanical coupling device are connected to the vehicle body, and the wheel assembly 10 is in transmission connection with a power output shaft 3 of the hybrid electromechanical coupling device. The wheel assembly 10 comprises a differential mechanism and wheels, the power output shaft 3 is connected with the differential mechanism, and the differential mechanism is connected with the wheels, so that the power of the hybrid electromechanical coupling device can be transmitted to the wheels to realize the running of the vehicle.
In the hybrid electromechanical coupling device described above, since the number of clutches 5 is one, it is possible to reduce the configuration of providing the control clutch 5 to switch between the coupled state and the decoupled state, for example: the clutch pedal makes the structure of the vehicle simpler. In the above-described hybrid electromechanical coupling device, the lateral dimensions as well as the longitudinal dimensions can also be reduced, that is to say the above-described hybrid electromechanical coupling device is smaller in size and therefore occupies a smaller space on the vehicle.
Referring to fig. 8, a vehicle control method is applied to the hybrid electromechanical coupling device, where the control method includes a control of a starting state, and the control of the starting state includes:
calculating the gradient of a road and acquiring the SOC value of a battery;
judging whether the SOC value of the battery is larger than a preset first SOC threshold value or not;
if the SOC value of the battery is larger than a preset first SOC threshold value, controlling the hybrid electromechanical coupling device to enter a pure electric mode;
if the SOC value of the battery is not greater than a preset first SOC threshold value, judging whether the gradient of the road is greater than a preset gradient;
if the gradient of the road is larger than the preset gradient, controlling the hybrid power electromechanical coupling device to enter a parallel mixed mode;
and if the gradient of the road is not greater than the preset gradient, controlling the hybrid electromechanical coupling device to enter a series hybrid mode.
The SOC value of the battery refers to the remaining amount of the battery, and by obtaining the SOC value of the battery, it is therefore known whether the remaining amount of the battery can provide enough electric energy for the driving motor 10 to work, and when the remaining amount of the battery is enough, the starting is performed in the pure electric mode.
When the electric quantity remaining amount of the battery is insufficient to start in the pure electric mode, the working mode is switched by judging the gradient of the road, namely whether the gradient of the road is larger than the preset gradient or not is judged, and when the gradient of the road is larger than the preset gradient, the parallel hybrid mode is adopted to start. And when the gradient of the road is not greater than the preset gradient, starting in a series hybrid mode.
Wherein, when the hybrid electromechanical coupling device is in the electric-only mode, the clutch 9 is in a disengaged state, and the driving motor 10 is in an operating state. When the hybrid electromechanical coupling device is in the parallel hybrid mode, the clutch 9 is in a coupled state, and the driving motor 10 and the engine 1 are in a working state, at this time, the driving motor 10 and the engine 1 jointly drive the power transmission shaft 5 to rotate, so as to obtain the maximum output power. When the hybrid electromechanical coupling device is in the series hybrid mode, the clutch 9 is in a disengaged state, and the drive motor 10 and the engine 1 are in an operating state.
In the above, the first SOC threshold is preset to distinguish whether the remaining amount of the electric power of the battery is sufficient to start in the electric-only mode. In addition, in the control of the start state, the driving motor 10 is preferentially used to provide driving power on the premise that the hybrid electromechanical coupling device ensures sufficient driving power to be provided, so that the fuel efficiency of the whole vehicle can be greatly improved.
In the above, the gradient of the road is tan θ, and the inclination θ of the road is:
T wheel ＝(T Engine +T EM1 i EM1 )i ICE1 +T EM2 i EM2toWheel
wherein T is wheel Is the wheel side torque, is calculated according to the torque of the engine 1, the generator 4 and the driving motor 10, r is the radius of the tire, m is the full load mass of the whole vehicle, a is the acceleration of the whole vehicle, and f 0 、f 1 、f 2 The drag coefficient of the whole vehicle comprises a road drag coefficient, a wind drag coefficient, a wheel drag coefficient and the like, v is the vehicle speed, g is the gravity acceleration, i EM1 For generator 4 to engine 1 speed ratio, i ICE1 I is the speed ratio of the engine 1 to the wheel end EM2toWheel To drive the motor 10 to the wheel end speed ratio.
Referring to fig. 9, a vehicle control method is applied to a hybrid electromechanical coupling device, the control method includes control of a running state, and the control of the running state includes:
dividing the battery into a medium-high SOC state and a low SOC state according to the SOC value of the battery;
if the SOC value of the battery is in a low SOC state, when the SOC value of the battery is greater than a preset second SOC threshold value, entering a medium-high SOC state;
if the SOC value of the battery is in a medium-high SOC state, entering a low SOC state when the SOC value of the battery is smaller than a preset third SOC threshold value;
wherein the preset second SOC threshold value is not less than the preset third SOC threshold value.
The driving motor 10 generates electricity loss when providing power, and supplements the electricity of the battery when the generator 4 generates electricity, so that the remaining amount of the electricity of the battery is in a change state in a running state of the vehicle, and the working mode of the vehicle is also required to be switched according to the remaining amount of the electricity of the battery, so that the hybrid electromechanical coupling device is ensured to have enough power output, and better fuel efficiency is obtained. Based on the above, the signal for switching the working mode is obtained by presetting the second SOC threshold and presetting the third SOC threshold and comparing the SOC value of the battery with the preset second SOC threshold and the preset third SOC threshold.
In an embodiment, the preset third SOC threshold value is equal to the preset second SOC threshold value, that is, the third SOC threshold value and the second SOC threshold value are the same value, and the medium-high SOC state and the low SOC state are divided by the value.
In another embodiment of the present application, by setting the preset second SOC threshold value and the preset third SOC threshold value, and the preset second SOC threshold value is greater than the preset third SOC threshold value, for example: the second SOC threshold value is 50%, the third SOC threshold value is 48%, when the battery enters a medium-high SOC state from a low SOC state, the battery needs to reach the second SOC threshold value, and the battery needs to reach the third SOC threshold value from the medium-high SOC state, so that a certain gap exists between the second SOC threshold value and the third SOC threshold value, and repeated switching of the battery between the medium-high SOC state and the low SOC state can be avoided.
In the above, when the SOC value of the battery enters the medium-high SOC state, the hybrid electromechanical coupling device enters the electric-only mode. I.e. the clutch 9 is controlled to be in a disengaged state and the generator 4 and the engine 1 are controlled to be stopped and the drive motor 10 is controlled to be started.
In the above, when the SOC value of the battery enters a low SOC state, the rim required torque, the first rim torque threshold value and the second rim torque threshold value are obtained; comparing the wheel side required torque with the first wheel side torque threshold value, and if the wheel side required torque is smaller than the first wheel side torque threshold value, the hybrid electromechanical coupling device enters a series hybrid mode, namely the clutch 9 is controlled to be in a separation state, and the driving motor 10 and the engine 1 are controlled to work.
If the wheel rim required torque is not smaller than the first wheel rim torque threshold value, comparing the wheel rim required torque with the second wheel rim torque threshold value; if the wheel side required torque is greater than the second wheel side torque threshold, the hybrid electromechanical coupling device enters a series hybrid mode, i.e. the clutch 9 is controlled to be in a coupled state, and the driving motor 10 and the engine 1 are controlled to be in a working state.
In an embodiment, the first wheel side torque threshold is equal to the second wheel side torque threshold, i.e. the first wheel side torque threshold and the second wheel side torque threshold are the same value.
In another embodiment, by setting the first wheel side torque threshold and the second wheel side torque threshold, the first wheel side torque threshold is smaller than the second wheel side torque threshold, the vehicle can be prevented from repeatedly switching between the series hybrid mode and the parallel hybrid mode.
In the above description, the wheel side required torque is obtained from the "accelerator pedal opening, vehicle speed, and wheel side required torque" table according to the accelerator pedal opening value and vehicle speed, that is, the device stores the parameter of the wheel side required torque corresponding to the pedal opening value and vehicle speed, and the parameter may be obtained through calculation or may be obtained through experience.
Similarly, the wheel torque threshold value is also obtained from a table of "the vehicle speed, the SOC value and the wheel torque threshold value" according to the vehicle speed and the SOC value, that is, the wheel torque threshold value parameters corresponding to the vehicle speed and the SOC value are stored in the device, and the parameters may be obtained through calculation or may be obtained through experience.
In the above, the control of the starting state and the control of the running state of the vehicle can be applied to the hybrid electromechanical coupling device at the same time, that is, the vehicle enters the running state after the control of the starting state is completed. In an embodiment, the vehicle may be started by selecting the operation mode or setting the operation mode by the user, so that the vehicle enters the running state, and thus, the control method of the running state of the vehicle may be applied to the hybrid electromechanical coupling device alone.
It will be understood that equivalents and modifications will occur to those skilled in the art based on the present utility model and its spirit, and all such modifications and substitutions are intended to be included within the scope of the present utility model.
Claims (15)
1. The hybrid power electromechanical coupling device is characterized by comprising an engine, a generator, a power output shaft, a clutch, a transmission mechanism and a driving motor;
the input shaft of the generator is fixedly connected with the output shaft of the engine, and the output shaft of the engine is connected with the power output shaft;
the clutch is arranged between the output shaft of the engine and the power output shaft, and is used for controlling the output shaft of the engine to be coupled with the power output shaft or controlling the output shaft of the engine to be separated from the power output shaft;
the output end of the transmission mechanism is connected with the power output shaft, and the input end of the transmission mechanism is connected with the driving motor;
the engine, the generator, the clutch, the power output shaft, the driving motor and the transmission mechanism are coaxially arranged.
2. The hybrid electromechanical coupling device according to claim 1, wherein the central shaft of the generator has a first central hole provided in an axial direction, and the output shaft of the engine penetrates the first central hole and is fixedly connected with the central shaft of the generator.
3. The hybrid electromechanical coupling device according to claim 1 or 2, characterized in that the drive motor has a second center hole provided in an axial direction on a center shaft thereof, the power output shaft penetrates the second center hole, and the power output shaft is rotatable with respect to the center shaft of the drive motor.
4. The hybrid electromechanical coupling device according to claim 1, wherein the transmission mechanism includes a sun gear, a carrier, and a ring gear, the carrier is in driving connection with the sun gear, the ring gear is in driving connection with the carrier, one of the sun gear, the carrier, and the ring gear is connected with the drive motor, the second is connected with the power output shaft, and the third is connected with a transmission.
5. The hybrid electromechanical coupling device according to claim 4, wherein the sun gear is connected to the drive motor, the carrier is connected to a transmission, and the ring gear is connected to the power take-off shaft.
6. The hybrid electromechanical coupling device according to claim 4, wherein the sun gear is connected to the drive motor, the carrier is connected to the power take-off shaft, and the ring gear is connected to a transmission.
7. The hybrid electromechanical coupling device according to claim 1, wherein a damper mechanism is further connected to an output shaft of the engine.
8. The hybrid electromechanical coupling device according to claim 1, wherein the operation modes of the hybrid electromechanical coupling device include a parallel hybrid mode, a series hybrid mode, an engine direct drive mode, a parking power generation mode, a pure electric mode, and a braking energy recovery mode.
9. The hybrid electromechanical coupling device according to claim 8, wherein when the coupling device is in a parallel hybrid mode, the clutch is coupled, the engine is respectively in driving connection with the generator for generating electricity and the power output shaft for driving the generator to generate electricity and the power output shaft to rotate, and the driving motor is in driving connection with the power output shaft for driving the power output shaft to rotate.
10. The hybrid electromechanical coupling device according to claim 8, wherein when the coupling device is in a series hybrid mode, the clutch is disengaged, the engine is drivingly connected to the generator for driving the generator to generate electricity, and the drive motor is drivingly connected to the power take-off shaft for driving the power take-off shaft to rotate.
11. The hybrid electromechanical coupling device according to claim 8, wherein the clutch is coupled when the coupling device is in an engine direct drive mode, the engine being drivingly connected to the power take-off shaft for driving the power take-off shaft in rotation.
12. The hybrid electromechanical coupling device according to claim 8, wherein the clutch is disengaged when the coupling device is in a park power generation mode, and the engine is drivingly connected to the generator for driving the generator to generate power.
13. The hybrid electromechanical coupling device according to claim 8, wherein the clutch is disengaged when the coupling device is in an electric-only mode, and the drive motor is drivingly connected to the power take-off shaft for driving the power take-off shaft in rotation.
14. The hybrid electromechanical coupling device according to claim 8, wherein the clutch is disengaged when the coupling device is in a braking energy recovery mode, and the power take-off shaft is drivingly connected to the drive motor for driving the drive motor in rotation.
15. A vehicle comprising a body, a wheel assembly and a hybrid electromechanical coupling device as claimed in any one of claims 1 to 14, the wheel assembly and the hybrid electromechanical coupling device each being connected to the body and the wheel assembly and the hybrid electromechanical coupling device being in driving connection with a power take-off shaft of the hybrid electromechanical coupling device.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202223531135.XU CN219007578U (en) | 2022-12-27 | 2022-12-27 | Hybrid electromechanical coupling device and vehicle |
| PCT/CN2023/116584 WO2024139357A1 (en) | 2022-12-27 | 2023-09-01 | Hybrid power electromechanical coupling apparatus, vehicle, and control method |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202223531135.XU CN219007578U (en) | 2022-12-27 | 2022-12-27 | Hybrid electromechanical coupling device and vehicle |
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| CN219007578U true CN219007578U (en) | 2023-05-12 |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20230143096A1 (en) * | 2019-06-07 | 2023-05-11 | Anthony Macaluso | Systems and methods for managing a vehicle's energy via a wireless network |
| WO2024139357A1 (en) * | 2022-12-27 | 2024-07-04 | 广州汽车集团股份有限公司 | Hybrid power electromechanical coupling apparatus, vehicle, and control method |
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2022
- 2022-12-27 CN CN202223531135.XU patent/CN219007578U/en active Active
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20230143096A1 (en) * | 2019-06-07 | 2023-05-11 | Anthony Macaluso | Systems and methods for managing a vehicle's energy via a wireless network |
| US11985579B2 (en) * | 2019-06-07 | 2024-05-14 | Anthony Macaluso | Systems and methods for managing a vehicle's energy via a wireless network |
| WO2024139357A1 (en) * | 2022-12-27 | 2024-07-04 | 广州汽车集团股份有限公司 | Hybrid power electromechanical coupling apparatus, vehicle, and control method |
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