WO2018177358A1 - 混合动力汽车及其动力系统和发电控制方法 - Google Patents

混合动力汽车及其动力系统和发电控制方法 Download PDF

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Publication number
WO2018177358A1
WO2018177358A1 PCT/CN2018/081044 CN2018081044W WO2018177358A1 WO 2018177358 A1 WO2018177358 A1 WO 2018177358A1 CN 2018081044 W CN2018081044 W CN 2018081044W WO 2018177358 A1 WO2018177358 A1 WO 2018177358A1
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Prior art keywords
power
battery
motor
soc value
hybrid vehicle
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PCT/CN2018/081044
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English (en)
French (fr)
Inventor
陈新立
穆金辉
许伯良
余俊鑫
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比亚迪股份有限公司
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Priority to EP18776528.4A priority Critical patent/EP3604011A4/en
Publication of WO2018177358A1 publication Critical patent/WO2018177358A1/zh

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    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
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    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4808—Electric machine connected or connectable to gearbox output shaft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/52—Driving a plurality of drive axles, e.g. four-wheel drive
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/10—DC to DC converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/08—Electric propulsion units
    • B60W2510/085—Power
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/24—Energy storage means
    • B60W2510/242—Energy storage means for electrical energy
    • B60W2510/244—Charge state
    • 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
    • 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
    • Y02T10/64—Electric machine technologies in electromobility
    • 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
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • 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
    • Y02T10/72—Electric energy management in electromobility
    • 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
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/92—Energy efficient charging or discharging systems for batteries, ultracapacitors, supercapacitors or double-layer capacitors specially adapted for vehicles

Definitions

  • the present invention relates to the field of vehicle technology, and in particular to a power system of a hybrid vehicle, a hybrid vehicle having the same, a power generation control method for the hybrid vehicle, and a computer readable storage medium.
  • the motor generator of the hybrid vehicle functions as a generator while acting as a drive motor, thereby causing a lower speed of the motor generator at a low speed, and the power generation and power generation efficiency of the motor generator are also very high. Low, so can not meet the power demand of low-speed driving, making the electric balance of the vehicle at low speed relatively difficult.
  • the present invention aims to solve at least one of the technical problems in the related art to some extent.
  • the first object of the present invention is to provide a power system for a hybrid vehicle that can achieve low-speed electrical balance of the entire vehicle.
  • a second object of the present invention is to provide a hybrid vehicle.
  • a third object of the present invention is to provide a power generation control method for a hybrid vehicle.
  • a fourth object of the present invention is to provide a computer readable storage medium.
  • a first aspect of the present invention provides a power system of a hybrid vehicle, comprising: an engine that outputs power to a wheel of the hybrid vehicle through a clutch; a power motor, the power a motor for outputting a driving force to a wheel of the hybrid vehicle; a power battery for supplying power to the power motor; a DC-DC converter; a low voltage battery, the low voltage battery and the DC-DC a secondary motor connected to the engine, the secondary motor being respectively connected to the power motor, the DC-DC converter and a power battery, wherein the secondary motor generates power by the engine; a control module, configured to acquire an SOC value of the power battery, an SOC value of the low voltage battery, and a maximum allowable power generation of the secondary motor, and according to the SOC value of the power battery, the low voltage battery SOC value and maximum allowable power generation of the secondary motor determine whether the secondary motor charges the power battery and/or the low voltage battery Electricity.
  • the engine outputs power to the wheels of the hybrid vehicle through the clutch
  • the power motor outputs the driving force to the wheels of the hybrid vehicle
  • the power battery supplies power to the power motor
  • the auxiliary motor is in the engine.
  • the control module At least one of powering the power battery, supplying power to the power motor, and supplying power to the DC-DC converter when the power generation is driven, the control module generates power according to the SOC value of the power battery, the SOC value of the low voltage battery, and the maximum allowable power generation of the motor.
  • the power judges whether the sub-motor charges the power battery and/or the low-voltage battery, thereby maintaining the low-speed electric balance and low-speed smoothness of the whole vehicle, improving the performance of the whole vehicle, and the system can be used for charging the power battery or the low-voltage battery. Charging.
  • a second aspect of the present invention provides a hybrid vehicle including the power system of the hybrid vehicle.
  • a third aspect of the present invention provides a power generation control method for a hybrid vehicle, comprising the steps of: acquiring an SOC value of a power battery of the hybrid vehicle and an SOC value of the low voltage battery; acquiring the The maximum allowable power generation of the secondary motor of the hybrid vehicle; determining whether the secondary motor is to the power battery and based on the SOC value of the power battery, the SOC value of the low voltage battery, and the maximum allowable power generation of the secondary motor / or the low voltage battery is charged.
  • the power generation control method of the hybrid vehicle determines whether the sub-motor charges the power battery and/or the low-voltage battery according to the SOC value of the power battery, the SOC value of the low-voltage battery, and the maximum allowable power generation of the motor, thereby
  • the method can charge both the power battery and the low voltage battery.
  • a fourth aspect of the present invention provides a computer readable storage medium having instructions stored therein, when the instructions are executed, the hybrid vehicle performs any of the power generation Control Method.
  • FIG. 1 is a block schematic diagram of a power system of a hybrid vehicle in accordance with an embodiment of the present invention
  • FIG. 2a is a schematic structural view of a power system of a hybrid vehicle according to an embodiment of the present invention
  • FIG. 2b is a schematic structural view of a power system of a hybrid vehicle according to another embodiment of the present invention.
  • FIG. 3 is a block schematic diagram of a power system of a hybrid vehicle in accordance with one embodiment of the present invention.
  • FIG. 4 is a schematic view of a transmission structure between an engine and a corresponding wheel according to an embodiment of the present invention
  • Figure 5 is a schematic illustration of a transmission structure between an engine and a corresponding wheel in accordance with another embodiment of the present invention.
  • FIG. 6 is a block schematic diagram of a power system of a hybrid vehicle in accordance with another embodiment of the present invention.
  • FIG. 8 is a flowchart of a power generation control method of a hybrid vehicle according to an embodiment of the present invention.
  • FIG. 9 is a flow chart of a power generation control method of a hybrid vehicle according to an embodiment of the present invention.
  • FIGS. 1-5 A power system of a hybrid vehicle according to an embodiment of the present invention will be described below with reference to FIGS. 1-5, which provides sufficient power and power for the hybrid vehicle to travel normally.
  • the power system of the hybrid vehicle includes an engine 1, a power motor 2, a power battery 3, a DC-DC converter 4, and a sub-motor 5.
  • the engine 1 outputs power to the wheels 7 of the hybrid vehicle through the clutch 6; the power motor 2 is used to output the driving force to the wheels 7 of the hybrid vehicle.
  • the power system of the embodiment of the present invention can provide power for the hybrid vehicle to normally travel through the engine 1 and/or the power motor 2.
  • the power source of the power system may be the engine 1 and the power motor 2, that is, any one of the engine 1 and the power motor 2 may separately output power to the wheel 7, or the engine 1 and The power motor 2 can simultaneously output power to the wheels 7.
  • the power battery 3 is used to supply power to the power motor 2; the sub motor 5 is connected to the engine 1, for example, the sub motor 5 can be connected to the engine 1 through the train wheel end of the engine 1.
  • the sub-motors 5 are respectively connected to the power motor 2, the DC-DC converter 4, and the power battery 3, and the sub-motor 5 performs power generation by the engine 1 to charge the power battery 3, supply power to the power motor 2, and supply DC- At least one of the DC converter 4 power supply.
  • the engine 1 can drive the secondary motor 5 to generate electricity, and the electric energy generated by the secondary motor 5 can be supplied to at least one of the power battery 3, the power motor 2, and the DC-DC converter 4.
  • the engine 1 can drive the sub-motor 5 to generate electricity while outputting power to the wheel 7, or can separately drive the sub-motor 5 to generate electricity.
  • the power motor 2 and the sub-motor 5 respectively serve as a driving motor and a generator in a one-to-one correspondence. Since the sub-motor 5 can also have a high power generation and power generation efficiency at a low speed, the power demand of the low-speed driving can be satisfied. Maintain the low-speed electric balance of the whole vehicle, maintain the low-speed smoothness of the whole vehicle, and improve the dynamic performance of the whole vehicle.
  • the secondary motor 5 may be a BSG (Belt-driven Starter Generator) motor.
  • the sub-motor 5 belongs to a high-voltage motor.
  • the power generation voltage of the sub-motor 5 is equivalent to the voltage of the power battery 3, so that the electric energy generated by the sub-motor 5 can directly charge the power battery 3 without voltage conversion, and can directly power the power.
  • the motor 2 and/or the DC-DC converter 4 are powered.
  • the sub-motor 5 is also a high-efficiency generator. For example, when the sub-motor 5 is driven by the engine 1 at an idle speed, the power generation efficiency of 97% or more can be achieved, and the normal power generation efficiency is improved.
  • the sub-motor 5 can be used to start the engine 1, that is, the sub-motor 5 can have a function of starting the engine 1, for example, when the engine 1 is started, the sub-motor 5 can drive the crankshaft of the engine 1. In order to bring the piston of the engine 1 to the ignition position, the starting of the engine 1 is achieved, whereby the sub-motor 5 can realize the function of the starter in the related art.
  • both the engine 1 and the power motor 2 can be used to drive the wheels 7 of the hybrid vehicle.
  • the engine 1 and the power motor 2 jointly drive the same wheel of the hybrid vehicle, such as a pair of front wheels 71 (including the left front wheel and the right front wheel); as another example, as shown in FIG. 2b, the engine 1
  • the first wheel of the hybrid vehicle can be driven, for example, a pair of front wheels 71 (including a left front wheel and a right front wheel), and the power motor 2 can drive a force to a second wheel of the hybrid vehicle, such as a pair of rear wheels 72 (including the left rear Wheel and right rear wheel).
  • the engine 1 and the power motor 2 jointly drive a pair of front wheels 71, the driving force of the power system is output to a pair of front wheels 71, and the whole vehicle can be driven by two drives; when the engine 1 drives a pair of front wheels When the power motor 2 drives the pair of rear wheels 72, the driving force of the power system is output to the pair of front wheels 71 and the pair of rear wheels 72, respectively, and the entire vehicle can be driven by a four-wheel drive.
  • the power system of the hybrid vehicle further includes a differential 8, a final drive 9, and a transmission 90, wherein the engine 1 passes the clutch 6.
  • the transmission 90, the final drive 9 and the differential 8 output power to the first wheel of the hybrid vehicle, for example, a pair of front wheels 71, and the power motor 2 outputs the driving force to the hybrid through the final drive 9 and the differential 8.
  • the first wheel of the automobile is, for example, a pair of front wheels 71.
  • the clutch 6 and the transmission 90 can be integrated.
  • the power system of the hybrid vehicle further includes a first transmission 91 and a second transmission 92, wherein the engine 1 passes the clutch 6 and the first A transmission 91 outputs power to a first wheel of the hybrid vehicle, such as a pair of front wheels 71, and the power motor 2 outputs a driving force to a second wheel of the hybrid vehicle, such as a pair of rear wheels 72, through the second transmission 92.
  • the clutch 6 and the first transmission 91 can be integrated.
  • the sub-motor 5 further includes a first controller 51
  • the power motor 2 further includes a second controller 21, and the sub-motor 5 passes the first control.
  • the unit 51 is connected to the power battery 3 and the DC-DC converter 4, respectively, and is connected to the power motor 2 through the first controller 51 and the second controller 21.
  • the first controller 51 is connected to the second controller 21, the power battery 3, and the DC-DC converter 4, respectively, and the first controller 51 may have an AC-DC conversion unit, and the secondary motor 5 generates AC power when generating electricity.
  • the AC-DC conversion unit converts the alternating current generated by the high-voltage motor 2 into a high-voltage direct current such as 600V high-voltage direct current to realize at least one of charging the power battery 3, supplying power to the power motor 2, and supplying power to the DC-DC converter 4. .
  • the second controller 21 may have a DC-AC conversion unit
  • the first controller 51 may convert the alternating current generated by the secondary motor 5 into high-voltage direct current
  • the DC-AC conversion unit may further convert the first controller 51.
  • the high voltage direct current is converted into alternating current to supply power to the power motor 2.
  • the sub-motor 5 when the sub-motor 5 performs power generation, the sub-motor 5 can charge the power battery 3 through the first controller 51 and/or supply power to the DC-DC converter 4. . That is, the sub motor 5 can realize either or both of charging the power battery 3 and supplying power to the DC-DC converter 4 through the first controller 51. Further, the sub motor 5 can also supply power to the power motor 2 through the first controller 51 and the second controller 21.
  • the DC-DC converter 4 is also connected to the power battery 3.
  • the DC-DC converter 4 is also connected to the power motor 2 via a second controller 21.
  • the first controller 51 has a first DC terminal DC1
  • the second controller 21 has a second DC terminal DC2
  • the DC-DC converter 4 has a third DC terminal DC3.
  • the third DC terminal DC3 of the DC-DC converter 4 can be connected to the first DC terminal DC1 of the first controller 51 to perform DC-DC on the high voltage DC power output by the first controller 51 through the first DC terminal DC1. Transform.
  • the third DC terminal DC3 of the DC-DC converter 4 can also be connected to the power battery 3, and the first DC terminal DC1 of the first controller 51 can be connected to the power battery 3 to pass the first controller 51.
  • the first DC terminal DC1 outputs high voltage direct current to the power battery 3 to charge the power battery 3.
  • the third DC terminal DC3 of the DC-DC converter 4 can also be connected to the second DC terminal DC2 of the second controller 21, and the first DC terminal DC1 of the first controller 51 can be connected to the second controller.
  • the second DC terminal DC2 of 21 is connected such that the first controller 51 outputs high voltage direct current to the second controller 21 through the first DC terminal DC1 to supply power to the power motor 2.
  • the DC-DC converter 4 is also respectively connected to the first electric device 10 and the low-voltage battery 20 in the hybrid vehicle to supply power to the first electric device 10 and the low-voltage battery 20, and the low-voltage battery 20 It is also connected to the first electrical device 10.
  • the DC-DC converter 4 further has a fourth DC terminal DC4, and the DC-DC converter 4 can pass the high voltage DC power and/or the sub motor 5 output from the power battery 3 through the first
  • the high voltage direct current outputted by the controller 51 is converted into low voltage direct current, and the low voltage direct current is output through the fourth direct current terminal DC4. That is, the DC-DC converter 4 can convert any one or both of the high-voltage direct current output from the power battery 3 and the high-voltage direct current output from the sub-motor 5 through the first controller 51 into low-voltage direct current, and pass the fourth direct current.
  • the terminal DC4 outputs the low voltage direct current.
  • the fourth DC terminal DC4 of the DC-DC converter 4 can be connected to the first electrical device 10 to supply power to the first electrical device 10, wherein the first electrical device 10 can be a low-voltage electrical device, including but not Limited to car lights, radios, etc.
  • the fourth DC terminal DC4 of the DC-DC converter 4 can also be coupled to the low voltage battery 20 to charge the low voltage battery 20.
  • the low voltage battery 20 is connected to the first electrical device 10 to supply power to the first electrical device 10.
  • the low voltage battery 20 can be the first electrical device. 10 power supply, thus ensuring the low-voltage power consumption of the whole vehicle, ensuring that the whole vehicle can be driven in pure fuel mode and improve the mileage of the whole vehicle.
  • the third DC terminal DC3 of the DC-DC converter 4 is connected to the first controller 51
  • the fourth DC terminal DC4 of the DC-DC converter 4 is connected to the first electrical device 10 and the low voltage battery 20, respectively, when the power motor 2.
  • the sub-motor 5 can generate power to supply power to the first electric device 10 and/or charge the low-voltage battery 20 through the first controller 51 and the DC-DC converter 4. In order to make the hybrid car run in pure fuel mode.
  • the first controller 51 can convert the alternating current generated by the secondary motor 5 into high-voltage direct current, and the DC-DC converter 4 can perform the first control.
  • the high voltage direct current converted by the device 50 is converted into low voltage direct current to supply power to the first electrical device 10 and/or to charge the low voltage battery 20, that is, to realize any one or two of powering the first electrical device 10 and charging the low voltage battery 20.
  • the sub motor 5 and the DC-DC converter 4 have a separate power supply path.
  • the power motor 2, the second controller 21, and the power battery 3 fail, the electric drive cannot be realized.
  • the sub motor 5 and the DC are passed.
  • the separate power supply channel of the DC converter 4 can ensure the low-voltage power consumption of the whole vehicle, ensuring that the whole vehicle can be driven in pure fuel mode and improve the mileage of the whole vehicle.
  • the first controller 51, the second controller 21, and the power battery 3 are also respectively coupled to the second electrical device 30 in the hybrid vehicle.
  • the first DC terminal DC1 of the first controller 51 can be connected to the second electrical device 30, and when the secondary motor 5 performs power generation, the secondary motor 5 can pass through the first controller. 51 directly supplies power to the second electrical device 30.
  • the AC-DC conversion unit of the first controller 51 can also convert the alternating current generated by the secondary motor 5 into high-voltage direct current and directly supply power to the second electrical device 30.
  • the power battery 3 can also be coupled to the second electrical device 30 to power the second electrical device 30. That is to say, the high voltage direct current output from the power battery 3 can be directly supplied to the second electric device 30.
  • the second electrical device 30 can be a high-voltage electrical device, and can include, but is not limited to, an air conditioner compressor, a PTC (Positive Temperature Coefficient) heater, and the like.
  • power generation by the sub-motor 5 makes it possible to charge the power battery 3, or supply power to the power motor 2, or supply power to the first electric device 10 and the second electric device 30.
  • the power battery 3 can supply power to the power motor 2 through the second controller 21, or supply power to the second electric device 30, and can also supply power to the first electric device 10 and/or the low-voltage battery 20 through the DC-DC converter 4. This enriches the power supply mode of the whole vehicle, meets the power demand of the whole vehicle under different working conditions, and improves the performance of the whole vehicle.
  • the low voltage may refer to a voltage of 12V (volts) or 24V
  • the high voltage may refer to a voltage of 600V, but is not limited thereto.
  • the engine can be prevented from participating in driving at a low speed, and the clutch is not used, the clutch wear or the slip is reduced, the feeling of frustration is reduced, and the comfort is improved, and At low speeds, the engine can be operated in an economical area, and only power generation is not driven, fuel consumption is reduced, engine noise is reduced, low-speed electric balance and low-speed smoothness of the vehicle are maintained, and overall vehicle performance is improved.
  • the secondary motor can directly charge the power battery, and can also supply power for low-voltage devices such as low-voltage batteries, first electrical equipment, etc., and can also be used as a starter.
  • FIG. 4 A specific embodiment of the power system of the hybrid vehicle will be described in detail below with reference to FIG. 4, which is applicable to a power system in which the engine 1 and the power motor 2 jointly drive the same wheel, that is, a two-wheel drive hybrid vehicle.
  • this embodiment mainly describes a specific transmission structure between the engine 1, the power motor 2 and the wheel 7, in particular the structure of the transmission 90 in Fig. 2a, and the rest is basically the same as the embodiment of Figs. 1 and 3. The same, no longer detailed in the details here.
  • a plurality of input shafts, a plurality of output shafts, and a motor power shaft 931 in the following embodiments, and associated gears on each shaft, shifting members, and the like may be used to constitute the transmission 90 of FIG. 2a.
  • the power system of the hybrid vehicle mainly includes an engine 1 , a power motor 2 , a power battery 3 , a DC-DC converter 4 , a sub-motor 5 , and a plurality of An input shaft (eg, a first input shaft 911, a second input shaft 912), a plurality of output shafts (eg, a first output shaft 921, a second output shaft 922), and a motor power shaft 931 and associated gears on each shaft and Blocking element (eg, synchronizer).
  • An input shaft eg, a first input shaft 911, a second input shaft 912
  • output shafts eg, a first output shaft 921, a second output shaft 922
  • a motor power shaft 931 and associated gears on each shaft and Blocking element eg, synchronizer
  • the engine 1 outputs power to the wheels 7 of the hybrid vehicle through a clutch 6, such as the dual clutch 2d in the example of FIG.
  • a clutch 6 such as the dual clutch 2d in the example of FIG.
  • the engine 1 is disposed to selectively engage at least one of the plurality of input shafts through the dual clutch 2d.
  • the engine 1 when the engine 1 transmits power to the input shaft, the engine 1 can selectively engage with one of the plurality of input shafts to transmit power, or the engine 1 can also selectively couple two or two of the plurality of input shafts More than one input shaft is simultaneously engaged to transmit power.
  • the plurality of input shafts may include two input shafts, a first input shaft 911 and a second input shaft 912, and the second input shaft 912 may be coaxially sleeved on the first input shaft 911.
  • the engine 1 is selectively engageable with one of the first input shaft 911 and the second input shaft 912 through the dual clutch 2d to transmit power.
  • the engine 1 can also be simultaneously engaged with the first input shaft 911 and the second input shaft 912 to transmit power.
  • the engine 1 can also be disconnected from the first input shaft 911 and the second input shaft 912 at the same time.
  • the plurality of output shafts may include two output shafts, a first output shaft 921 and a second output shaft 922, and the first output shaft 921 and the second output shaft 922 are respectively disposed in parallel with the first input shaft 911.
  • each of the input shafts is provided with a gear driving gear, that is, each of the first input shaft 911 and the second input shaft 912 is provided with a gear driving gear
  • each of the output shafts is provided with A gear driven gear, that is, each output shaft of the first output shaft 921 and the second output shaft 922 is provided with a gear driven gear
  • the gear driven gear meshes with the gear driving gear correspondingly, thereby forming Many pairs of gear pairs with different speed ratios.
  • a six-speed transmission may be employed between the input shaft and the output shaft, that is, having a first gear pair, a second gear pair, a third gear pair, a fourth gear pair, a fifth gear pair, and six Block gear pair.
  • the present invention is not limited thereto, and those skilled in the art can adaptively increase or decrease the number of gear gear pairs according to the transmission requirements, and are not limited to the six gears shown in the embodiment of the present invention. transmission.
  • the motor power shaft 931 is disposed to be coupled with one of a plurality of output shafts (eg, the first output shaft 921 and the second output shaft 922) through the motor power shaft 931 and the output shaft.
  • One of the linkages is such that power can be transferred between the motor power shaft 931 and the one of the output shafts.
  • the power output through the output shaft (such as the power from the output of the engine 1) may be output to the motor power shaft 931, or the power via the motor power shaft 931 (such as the power output from the power motor 2) may be output to the output shaft. .
  • Coupled can be understood as a plurality of components (for example, two) associated motions. Taking two components as an example, when one of the components moves, the other component also moves.
  • the linkage of the gear to the shaft may be understood to mean that the shaft that is interlocked with the gear as it rotates will also rotate, or that the gear that is associated therewith will also rotate as the shaft rotates.
  • the linkage between the shaft and the shaft can be understood as the other shaft that is linked to and rotates when one of the shafts rotates.
  • linkage of a gear and a gear can be understood as the fact that the other gear that is interlocked with one of the gears will also rotate when it rotates.
  • the power motor 2 is disposed to be interlocked with the motor power shaft 931.
  • the power motor 2 can output the generated power to the motor power shaft 931, thereby outputting the driving force to the wheels 7 of the hybrid vehicle through the motor power shaft 931.
  • the motor power shaft 931 may be the motor shaft of the power motor 2 itself.
  • the motor power shaft 931 and the motor shaft of the power motor 2 can also be two separate shafts.
  • the output portion 221 is differentially rotatable relative to the one of the output shafts (eg, the second output shaft 922), in other words, the output portion 221 and the output shaft can be different.
  • the rotation speed rotates independently.
  • the output portion 221 is configured to selectively engage the one of the output shafts to rotate in synchronization with the output shaft, in other words, the output portion 221 is capable of differential or synchronous rotation with respect to the output shaft. In short, the output portion 221 is engageable with respect to the one of the output shafts for synchronous rotation, and of course, can also be turned to rotate at a differential speed.
  • the output portion 221 may be disposed on the one of the output shafts in an empty manner, but is not limited thereto.
  • the output portion 221 is vacant on the second output shaft 922, that is, the output portion 221 and the second output shaft 922 can be differentially rotated at different rotational speeds.
  • the output portion 221 can be rotated in synchronization with the one of the output shafts.
  • the synchronization of the output portion 221 and the output shaft can be realized when necessary by adding a corresponding synchronizer.
  • the synchronizer may be an output portion synchronizer 221c, and the output portion synchronizer 221c is provided to synchronize the one of the output portion 221 and the output shaft.
  • the power motor 2 is used to output a driving force to the wheels 7 of the hybrid vehicle, and the engine 1 and the power motor 2 collectively drive the same wheel of the hybrid vehicle.
  • the differential 75 of the vehicle may be disposed between a pair of front wheels 71 or a pair of rear wheels 72, in some examples of the invention, when the power motor 2 drives a pair of front wheels 71
  • the differential 75 can be located between the pair of front wheels 71.
  • the function of the differential 75 is to roll the left and right driving wheels at different angular velocities when the vehicle is turning or driving on an uneven road surface to ensure a pure rolling motion between the driving wheels on both sides and the ground.
  • a final drive driven gear 74 provided with a final drive 9 on the differential 75 may be disposed on the housing of the differential 75.
  • the main reducer driven gear 74 may be a bevel gear, but is not limited thereto.
  • the power battery 3 is used to supply power to the power motor 2; the secondary motor 5 is connected to the engine 1, and the secondary motor 5 is also coupled to the power motor 2, the DC-DC converter 4, and the power battery, respectively. 3 is connected, and when the sub-motor 5 performs power generation by the engine 1, it realizes at least one of charging the power battery 3, supplying power to the power motor 2, and supplying power to the DC-DC converter 4.
  • FIG. 5 Another specific embodiment of the power system of the hybrid vehicle will be described in detail below with reference to FIG. 5.
  • This embodiment is also applicable to a power system in which the engine 1 and the power motor 2 jointly drive the same wheel, that is, a two-wheel drive hybrid vehicle.
  • this embodiment mainly describes a specific transmission structure between the engine 1, the power motor 2 and the wheel 7, in particular the structure of the transmission 90 in Fig. 2a, and the rest is basically the same as the embodiment of Figs. 1 and 3. The same, no longer detailed in the details here.
  • a plurality of input shafts, a plurality of output shafts, and a motor power shaft 931 in the following embodiments, and associated gears on each shaft, shifting members, and the like may be used to constitute the transmission 90 of FIG. 2a.
  • the power system of the hybrid vehicle mainly includes an engine 1 , a power motor 2 , a power battery 3 , a DC-DC converter 4 , a sub-motor 5 , and a plurality of An input shaft (eg, a first input shaft 911, a second input shaft 912), a plurality of output shafts (eg, a first output shaft 921, a second output shaft 922), and a motor power shaft 931 and associated gears on each shaft and Blocking element (eg, synchronizer).
  • An input shaft eg, a first input shaft 911, a second input shaft 912
  • output shafts eg, a first output shaft 921, a second output shaft 922
  • a motor power shaft 931 and associated gears on each shaft and Blocking element eg, synchronizer
  • the engine 1 outputs power to the wheels 7 of the hybrid vehicle through a clutch 6, such as the dual clutch 2d in the example of FIG.
  • a clutch 6 such as the dual clutch 2d in the example of FIG.
  • the engine 1 is disposed to selectively engage at least one of the plurality of input shafts through the dual clutch 2d.
  • the engine 1 when the engine 1 transmits power to the input shaft, the engine 1 can selectively engage with one of the plurality of input shafts to transmit power, or the engine 1 can also selectively couple two or two of the plurality of input shafts More than one input shaft is simultaneously engaged to transmit power.
  • the plurality of input shafts may include two input shafts of a first input shaft 911 and a second input shaft 912, and the second input shaft 912 is coaxially sleeved on the first input shaft 911, the engine 1 is capable of selectively engaging one of the first input shaft 911 and the second input shaft 912 through the dual clutch 2d to transmit power.
  • the engine 1 can also be simultaneously engaged with the first input shaft 911 and the second input shaft 912 to transmit power.
  • the engine 1 can also be disconnected from the first input shaft 911 and the second input shaft 912 at the same time.
  • the plurality of output shafts may include two output shafts of a first output shaft 921 and a second output shaft 922, and the first output shaft 921 and the second output shaft 922 are disposed in parallel with the first input shaft 911.
  • each of the input shafts is provided with a gear driving gear, that is, each of the first input shaft 911 and the second input shaft 912 is provided with a gear driving gear
  • each of the output shafts is provided with A gear driven gear, that is, each output shaft of the first output shaft 921 and the second output shaft 922 is provided with a gear driven gear
  • the gear driven gear meshes with the gear driving gear correspondingly, thereby forming Many pairs of gear pairs with different speed ratios.
  • a six-speed transmission may be employed between the input shaft and the output shaft, that is, having a first gear pair, a second gear pair, a third gear pair, a fourth gear pair, a fifth gear pair, and six Block gear pair.
  • the present invention is not limited thereto, and those skilled in the art can adaptively increase or decrease the number of gear gear pairs according to the transmission requirements, and are not limited to the six gears shown in the embodiment of the present invention. transmission.
  • one of the output shafts (for example, the first output shaft 921 and the second output shaft 922) is provided with at least one reverse output gear 81, and the output shaft is further provided with a reverse gear output.
  • the reverse synchronizer of the gear 81 (for example, the five-speed synchronizer 5c, the six-speed synchronizer 6c), in other words, the reverse synchronizer synchronizes the corresponding reverse output gear 81 and the output shaft, thereby synchronizing the output shaft with the reverse gear
  • the synchronized reverse output gear 81 can be rotated in synchronism, and the reverse power can be output from the output shaft.
  • the reverse output gear 81 is one, and the one reverse output gear 81 can be sleeved on the second output shaft 922.
  • the present invention is not limited thereto.
  • the reverse output gear 81 may also be two, and the two reverse output gears 81 are simultaneously vacant on the second output shaft 922.
  • the reverse output gear 81 can also be three or more.
  • the reverse shaft 89 is disposed in linkage with one of the input shafts (eg, the first input shaft 911 and the second input shaft 912) and also with at least one reverse output gear 81, for example, via the one of the input shafts
  • the power can be transmitted to the reverse output gear 81 through the reverse shaft 89, so that the reverse power can be output from the reverse output gear 81.
  • the reverse output gear 81 is vacant on the second output shaft 922, and the reverse shaft 89 is interlocked with the first input shaft 911, for example, the reverse power output of the engine 1 can pass.
  • the first input shaft 911 and the reverse shaft 89 are output to the reverse output gear 81.
  • the motor power shaft 931 will be described in detail below.
  • the motor power shaft 931 is provided with a motor power shaft first gear 31 and a motor power shaft second gear 32.
  • the motor power shaft first gear 31 is meshable with the final drive driven gear 74 to transmit the driving force to the wheels 7 of the hybrid vehicle.
  • the motor power shaft second gear 32 is disposed in linkage with one of the gear driven gears.
  • the power outputted by the power source may be on the motor power shaft.
  • the second gear 32 and the gear driven gear associated therewith are transmitted, and at this time, the motor power shaft second gear 32 is interlocked with the gear driven gear.
  • the motor power shaft second gear 32 is interlocked with the second gear driven gear 2b, and the motor power shaft second gear 32 and the second gear driven gear 2b can be directly meshed or indirectly transmitted through the intermediate transmission member.
  • a motor power shaft synchronizer 33c is further disposed on the motor power shaft 931, and the motor power shaft synchronizer 33c is located between the motor power shaft first gear 31 and the motor power shaft second gear 32, and the motor power shaft synchronizer 33c can be selected.
  • the motor power shaft first gear 31 or the motor power shaft second gear 32 is engaged with the motor power shaft 3.
  • the clutch sleeve of the motor power shaft synchronizer 33c is moved to the left to engage the motor power shaft second gear 32, and to the right to engage the motor power shaft first gear 31.
  • the power motor 2 is disposed to be interlocked with the motor power shaft 931.
  • the power motor 2 can output the generated power to the motor power shaft 931, thereby outputting the driving force to the wheels 7 of the hybrid vehicle through the motor power shaft 931.
  • the power motor 2 can directly transmit the generated power directly from the motor power shaft first gear 31 through the motor power shaft synchronizer 33c.
  • the output of the first gear 31 of the motor power shaft can shorten the transmission chain, reduce the intermediate transmission components, and improve the transmission efficiency.
  • a motor power shaft third gear 33 is fixedly disposed on the motor power shaft 931, and the power motor 2 is disposed to directly mesh or indirectly transmit with the motor power shaft third gear 33.
  • the motor shaft of the power motor 2 is provided with a first motor gear 511, and the first motor gear 511 is driven by the intermediate gear 512 and the motor power shaft third gear 33.
  • the power motor 2 and the motor power shaft 931 can also be coaxially connected.
  • the power motor 2 is used to output a driving force to the wheels 7 of the hybrid vehicle, and the engine 1 and the power motor 2 collectively drive the same wheel of the hybrid vehicle.
  • the differential 75 of the vehicle may be disposed between a pair of front wheels 71 or between a pair of rear wheels 72, in some examples of the invention, when the power motor 2 drives a pair of front wheels 71
  • the differential 75 can be located between the pair of front wheels 71.
  • the function of the differential 75 is to roll the left and right driving wheels at different angular velocities when the vehicle is turning or driving on an uneven road surface to ensure a pure rolling motion between the driving wheels on both sides and the ground.
  • a final drive driven gear 74 provided with a final drive 9 on the differential 75 may be disposed on the housing of the differential 75.
  • the main reducer driven gear 74 may be a bevel gear, but is not limited thereto.
  • first output shaft output gear 211 is fixedly disposed on the first output shaft 921, the first output shaft output gear 211 rotates synchronously with the first output shaft 921, and the first output shaft output gear 211 and the final drive driven gear 74 The transmission is engaged so that power via the first output shaft 921 can be transmitted from the first output shaft output gear 211 to the final drive driven gear 74 and the differential 75.
  • the second output shaft 922 is fixedly disposed with a second output shaft output gear 212, the second output shaft output gear 212 rotates synchronously with the second output shaft 922, and the second output shaft output gear 212 and the final drive driven gear
  • the meshing drive 74 is such that power through the second output shaft 922 can be transmitted from the second output shaft output gear 212 to the final drive driven gear 74 and the differential 75.
  • the motor power shaft first gear 31 can be used to output power through the motor power shaft 931, and thus the motor power shaft first gear 31 is also meshed with the final drive driven gear 74.
  • the power battery 3 is used to supply power to the power motor 2; the secondary motor 5 is connected to the engine 1, and the secondary motor 5 is also coupled to the power motor 2, the DC-DC converter 4, and the power battery, respectively. 3 is connected, and when the sub-motor 5 performs power generation by the engine 1, it realizes at least one of charging the power battery 3, supplying power to the power motor 2, and supplying power to the DC-DC converter 4.
  • the power system of the hybrid vehicle further includes a control module 101 for controlling the power system of the hybrid vehicle.
  • the control module 101 can be an integration of a controller having a control function in a hybrid vehicle, such as a vehicle controller that can be a hybrid vehicle, a first controller 51 and a second control in the embodiment of FIG.
  • the integration of the device 21 and the like is not limited thereto. The control method performed by the control module 101 will be described in detail below.
  • control module 101 is configured to acquire the SOC value (State of Charge, also called the remaining power) of the power battery 3, the SOC value of the low-voltage battery 20, and the maximum allowable power generation of the sub-motor 5.
  • SOC value State of Charge, also called the remaining power
  • the power is judged based on the SOC value of the power battery 3, the SOC value of the low-voltage battery 20, and the maximum allowable power generation of the sub-motor 5, whether or not the sub-motor 5 charges the power battery 3 and/or the low-voltage battery 20.
  • the SOC value of the power battery 3 and the SOC value of the low voltage battery 20 can be collected by the battery management system of the hybrid vehicle, so that the battery management system collects the SOC value of the power battery 3 and the SOC value of the low voltage battery 20 .
  • the control module 101 is sent to the control module 101 to acquire the SOC value of the power battery 3 and the SOC value of the low voltage battery 20.
  • the power demand of the power motor and the high-voltage electrical equipment can be ensured, thereby ensuring that the power motor drives the entire vehicle to run normally, and by charging the low-voltage battery, the power demand of the low-voltage electrical equipment can be ensured.
  • the low-voltage battery can realize the low-voltage power supply of the whole vehicle, thereby ensuring that the whole vehicle can realize pure fuel mode driving and improve the mileage of the whole vehicle.
  • the maximum allowable power generation of the sub-motor 5 is related to the performance parameters of the sub-motor 5 and the engine 1, etc., in other words, the maximum allowable power generation of the sub-motor 5 can be based on the performance parameters of the sub-motor 5 and the engine 1. Wait in advance to preset.
  • control module 101 is further configured to control when the SOC value of the power battery 3 is less than the first preset SOC value and the SOC value of the low voltage battery 20 is greater than or equal to the second preset SOC value.
  • the engine 1 drives the sub-motor 5 to generate electric power to charge the power battery 3.
  • the first preset SOC value may be the charging limit value of the power battery 3
  • the second preset SOC value may be the charging limit value of the low voltage battery 20, the first preset SOC value and the second preset.
  • the SOC value can be set independently in turn for the performance of each battery itself, and can be the same value or different values.
  • the control module 101 can determine whether the SOC value of the power battery 3 is less than the first preset SOC value, and determine the SOC value of the low voltage battery 20. If the SOC value of the power battery 3 is less than the first preset SOC value and the SOC value of the low voltage battery 20 is greater than or equal to the second preset SOC value, it indicates that the remaining power of the power battery 3 is low, The charging is required, and the remaining power of the low-voltage battery 20 is high, and no charging is required. At this time, the control module 101 controls the engine 1 to drive the sub-motor 5 to generate electricity to charge the power battery 3.
  • the sub motor 5 is a high voltage motor.
  • the power generation voltage of the sub motor 5 is equivalent to the voltage of the power battery 3, so that the electric energy generated by the sub motor 5 can directly charge the power battery 3 without voltage conversion.
  • control module 101 is further configured to control the engine 1 to drive the sub-motor 5 to generate power when the SOC value of the power battery 3 is greater than or equal to the first preset SOC value and the SOC value of the low-voltage battery 20 is less than the second preset SOC value.
  • the low voltage battery 20 is charged by the DC-DC converter 4.
  • the control module 101 controls the engine 1 to drive the sub-motor 5 to generate electricity to charge the low-voltage battery 20 through the DC-DC converter 4.
  • the sub-motor 5 is a high-voltage motor.
  • the power generation voltage of the sub-motor 5 is equivalent to the voltage of the power battery 3, so that the electric energy generated by the sub-motor 5 is subjected to voltage conversion by the DC-DC converter 4, and then the low-voltage battery is supplied. 20 charging.
  • control module 101 is further configured to: when the SOC value of the power battery 3 is less than the first preset SOC value and the SOC value of the low voltage battery 20 is less than the second preset SOC value, according to The SOC value of the power battery 3 acquires the charging power of the power battery 3, and the charging power of the low voltage battery 20 is obtained according to the SOC value of the low voltage battery 20, and the sum of the charging power of the power battery 3 and the charging power of the low voltage battery 20 is greater than that of the secondary motor.
  • the control engine 1 drives the sub-motor 5 to generate electric power to charge the low-voltage battery 20 through the DC-DC converter 4.
  • control module 101 is further configured to control the engine 1 to drive the sub-motor 5 to generate power to power the battery when the sum of the charging power of the power battery 3 and the charging power of the low-voltage battery 20 is less than or equal to the maximum allowable power generation of the sub-motor 5. 3 Charging while charging the low voltage battery 20 through the DC-DC converter 4.
  • the control module 101 calculates the charging power of the power battery 3 according to the SOC value of the power battery 3, calculates the charging power of the low voltage battery 20 according to the SOC value of the low voltage battery 20, and further determines the charging power of the power battery 3 and the low voltage battery. Whether the sum of the charging powers of 20 is greater than the maximum allowable power generation of the sub-motor 5.
  • the control engine 1 drives the sub-motor 5 to generate electric power to charge the low-voltage battery 20 through the DC-DC converter 4.
  • the control engine 1 drives the sub-motor 5 to generate electric power to charge the power battery 3 while charging the low-voltage battery 20 through the DC-DC converter 4.
  • the power demand of the low-voltage electrical equipment can be preferentially ensured, and the vehicle can be ensured to operate in the pure fuel mode when the power battery is insufficient, thereby improving the mileage of the whole vehicle.
  • the remaining power of the power battery 3 and the low voltage battery 20 is illustrated. Both are high and do not need to be charged, and the power battery 3 and the low voltage battery 20 may not be charged at this time.
  • control module 101 can acquire the SOC value of the power battery 3 and the SOC value of the low voltage battery 20 in real time, and determine the SOC value of the power battery 3 and the SOC value of the low voltage battery 20, The judgment results can be divided into the following four types:
  • the control module 101 controls the engine 1 to drive the sub-motor 5 to generate electricity to charge the power battery 3;
  • the remaining power of the power battery 3 is higher, and the remaining power of the low voltage battery 20 is lower, that is, the SOC value of the power battery 3 is greater than or equal to the first preset SOC value and the SOC value of the low voltage battery 20 is less than the second.
  • the preset SOC value at this time, the control module 101 controls the engine 1 to drive the sub-motor 5 to generate electricity to charge the low-voltage battery 20 through the DC-DC converter 4;
  • the remaining power of the power battery 3 and the remaining power of the low voltage battery 20 are both lower, that is, the SOC value of the power battery 3 is less than the first preset SOC value and the SOC value of the low voltage battery 20 is less than the second preset SOC.
  • the control module 101 controls the engine 1 to drive the sub-motor 5 to generate electricity to charge the low-voltage battery 20 through the DC-DC converter 4;
  • the sum of the charging power of the power battery 3 and the charging power of the low-voltage battery 20 is less than or equal to the maximum allowable power generation of the sub-motor 5, and the low-voltage battery 20 is charged while charging the power battery 3, that is, the control module 101 controls the engine 1 to drive the pair.
  • the motor 5 performs power generation to charge the power battery 3 while charging the low voltage battery 20 through the DC-DC converter 4.
  • the remaining power of the power battery 3 and the low-voltage battery 20 are both high, that is, the SOC value of the power battery 3 is greater than or equal to the first preset SOC value and the SOC value of the low-voltage battery 20 is greater than or equal to the second preset SOC value. At this time, the power battery 3 and the low voltage battery 20 are not charged.
  • the engine outputs power to the wheels of the hybrid vehicle through the clutch
  • the power motor outputs the driving force to the wheels of the hybrid vehicle
  • the power battery supplies power to the power motor.
  • the control module is based on the SOC value of the power battery, the SOC value of the low voltage battery, and the motor.
  • the maximum allowable power generation determines whether the sub-motor charges the power battery and/or the low-voltage battery, so that the engine does not participate in driving at a low speed, thereby eliminating clutch wear, reducing clutch wear or slip, and reducing the sense of frustration and improving Comfort, and can make the engine work in the economic zone at low speed, only generate electricity and drive, reduce fuel consumption, reduce engine noise, maintain low-speed electric balance and low-speed smoothness of the whole vehicle, improve vehicle performance, and the system can be powered Charging the battery and charging the low voltage battery.
  • an embodiment of the present invention also proposes a hybrid vehicle.
  • FIG. 7 is a block schematic diagram of a hybrid vehicle in accordance with an embodiment of the present invention.
  • the hybrid vehicle 200 includes the powertrain system 100 of the hybrid vehicle of the above embodiment.
  • the low-speed electric balance and the low-speed smoothness of the whole vehicle can be maintained, and the vehicle can charge both the power battery and the low-voltage battery.
  • the embodiment of the present invention further provides a power generation control method for the hybrid vehicle.
  • the power generation control method of the hybrid vehicle includes the following steps:
  • S1 Obtain the SOC value of the power battery of the hybrid vehicle and the SOC value of the low voltage battery.
  • the SOC value of the power battery and the SOC value of the low-voltage battery can be collected by the battery management system of the hybrid vehicle to obtain the SOC value of the power battery and the SOC value of the low-voltage battery.
  • the maximum allowable power generation of the sub-motor is related to the performance parameters of the sub-motor and the engine, in other words, the maximum allowable power generation of the sub-motor can be preset in advance according to the performance parameters of the sub-motor and the engine.
  • the power demand of the power motor and the high-voltage electrical equipment can be ensured, thereby ensuring that the power motor drives the entire vehicle to run normally, and by charging the low-voltage battery, the power demand of the low-voltage electrical equipment can be ensured.
  • the low-voltage battery can realize the low-voltage power supply of the whole vehicle, thereby ensuring that the whole vehicle can realize pure fuel mode driving and improve the mileage of the whole vehicle.
  • the SOC value of the power battery when the SOC value of the power battery is less than the first preset SOC value and the SOC value of the low voltage battery is greater than or equal to the second preset SOC value, controlling the engine of the hybrid vehicle to drive the sub motor Power generation to charge the power battery.
  • the first preset SOC value may be a charging limit value of the power battery
  • the second preset SOC value may be a charging limit value of the low voltage battery, the first preset SOC value and the second preset SOC value.
  • the performance of each battery itself can be set independently.
  • the control module controls the engine to drive the secondary motor to generate electricity to charge the power battery.
  • the secondary motor belongs to a high-voltage motor.
  • the power generation voltage of the secondary motor is equivalent to the voltage of the power battery, so that the power generated by the secondary motor can directly charge the power battery without voltage conversion.
  • the engine of the hybrid vehicle is controlled to drive the secondary motor to generate power to pass the DC of the hybrid vehicle.
  • the -DC converter charges the low voltage battery.
  • the control module controls the engine to drive the auxiliary motor to generate electricity to charge the low voltage battery through the DC-DC converter.
  • the secondary motor belongs to a high-voltage motor.
  • the power generation voltage of the secondary motor is equivalent to the voltage of the power battery, so that the power generated by the secondary motor needs to be converted by the DC-DC converter before charging the low-voltage battery.
  • the power battery when the SOC value of the power battery is less than the first preset SOC value and the SOC value of the low voltage battery is less than the second preset SOC value, the power battery is obtained according to the SOC value of the power battery. Charging power, and obtaining the charging power of the low-voltage battery according to the SOC value of the low-voltage battery, and controlling the engine driving pair of the hybrid vehicle when the sum of the charging power of the power battery and the charging power of the low-voltage battery is greater than the maximum allowable power generation of the sub-motor
  • the motor generates electricity to charge the low voltage battery through the DC-DC converter of the hybrid vehicle.
  • the control engine drives the sub-motor to generate electricity to charge the power battery, and simultaneously supplies the low-voltage battery through the DC-DC converter. Charging.
  • the SOC value of the power battery is less than the first preset SOC value and the SOC value of the low voltage battery is less than the second preset SOC value, it indicates that the remaining power of the power battery and the low voltage battery are both low and needs to be charged. It is further determined whether the sum of the charging power of the power battery and the charging power of the low voltage battery is greater than the maximum allowable power generation of the secondary motor.
  • the control engine drives the secondary motor to generate electricity to charge the low voltage battery through the DC-DC converter.
  • the sum of the charging power of the power battery and the charging power of the low-voltage battery is less than or equal to the maximum allowable power generation of the sub-motor, it means that the electric energy that the sub-motor can generate can simultaneously charge the two batteries, and at the same time, the power battery and the low-voltage battery are simultaneously supplied.
  • Charging that is, controlling the engine to drive the secondary motor to generate electricity to charge the power battery while charging the low voltage battery through the DC-DC converter.
  • the power demand of the low-voltage electrical equipment can be preferentially ensured, and the vehicle can be ensured to operate in the pure fuel mode when the power battery is insufficient, thereby improving the mileage of the whole vehicle.
  • the SOC value of the power battery is greater than or equal to the first preset SOC value and the SOC value of the low voltage battery is greater than or equal to the second preset SOC value, it indicates that the remaining power of the power battery and the low voltage battery are both high. There is no need to charge, and the power battery and low voltage battery can be charged at this time.
  • the power generation control method of the hybrid vehicle specifically includes the following steps:
  • S101 Acquire a SOC value of the power battery and an SOC value of the low voltage battery.
  • S102 Determine whether the SOC value of the power battery is less than a first preset SOC value.
  • step S105 is performed; if no, step S103 is performed.
  • S103 Determine whether the SOC value of the low voltage battery is less than a second preset SOC value.
  • step S104 If yes, go to step S104; if no, go back to step S101.
  • S104 Charging the low voltage battery, that is, controlling the engine to drive the auxiliary motor to generate electricity to charge the low voltage battery through the DC-DC converter.
  • S105 Determine whether the SOC value of the low voltage battery is less than a second preset SOC value.
  • step S107 If yes, go to step S107; if no, go to step S106.
  • S106 Charging the power battery, that is, controlling the engine to drive the auxiliary motor to generate electricity to charge the power battery.
  • S107 Acquire charging power of the power battery and charging power of the low voltage battery.
  • S108 Determine whether the sum of the charging power of the power battery and the charging power of the low voltage battery is greater than the maximum allowable power generation of the secondary motor.
  • step S109 If yes, go to step S109; if no, go to step S110.
  • S109 preferentially charge the low voltage battery, that is, control the engine to drive the auxiliary motor to generate electricity to charge the low voltage battery through the DC-DC converter.
  • S110 simultaneously charging the power battery and the low-voltage battery, that is, controlling the engine to drive the auxiliary motor to generate electricity to charge the power battery, and charging the low-voltage battery through the DC-DC converter.
  • whether the sub-motor is used for the power battery and/or the low-voltage battery is determined according to the SOC value of the power battery, the SOC value of the low-voltage battery, and the maximum allowable power generation of the motor.
  • Charging so that the method can charge both the power battery and the low-voltage battery, thereby ensuring the power demand of the power motor and the high-voltage electrical equipment, thereby ensuring that the power motor drives the vehicle to run normally, and ensures the low-voltage electrical equipment.
  • the demand for electricity can be used to ensure that the vehicle can be driven in pure fuel mode and the mileage of the vehicle can be increased when the secondary motor stops generating electricity and the power battery fails or the power is insufficient.
  • an embodiment of the present invention also provides a computer readable storage medium having instructions stored therein, and when the instructions are executed, the hybrid vehicle executes the power generation control method of the above embodiment.

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Abstract

一种混合动力汽车的动力系统，包括：发动机（1），通过离合器（6）将动力输出到混合动力汽车的车轮（7）；动力电机（2），用于输出驱动力至混合动力汽车的车轮（7）；动力电池（3），用于给动力电机（2）供电；DC-DC变换器（4）；低压蓄电池（20），与DC-DC变换器（4）相连；与发动机（1）相连的副电机（5），副电机（5）分别与动力电机（2）、DC-DC变换器（4）和动力电池（3）相连，副电机（5）在发动机（1）的带动下进行发电；控制模块（101），用于获取动力电池（3）的SOC值、低压蓄电池（20）的SOC值和副电机（5）的最大允许发电功率，并根据动力电池（3）的SOC值、低压蓄电池（20）的SOC值和副电机（5）的最大允许发电功率判断副电机（5）是否对动力电池（3）和/或低压蓄电池（20）进行充电。该混合动力汽车的动力系统能够维持整车低速电平衡及低速平顺性，确保动力电机驱动整车正常行驶和确保低压电器设备的用电需求，可在副电机停止发电且动力电池故障或电量不足时，确保整车可实现纯燃油模式行驶，提高整车行驶里程。还提供了一种混合动力汽车、一种混合动力汽车的发电控制方法和一种计算机可读存储介质。

Description

混合动力汽车及其动力系统和发电控制方法
本申请要求于2017年03月31日提交中国专利局、申请号为201710211012.2、发明名称为“混合动力汽车及其动力系统和发电控制方法”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本发明涉及车辆技术领域，特别涉及一种混合动力汽车的动力系统、一种具有该系统的混合动力汽车、一种混合动力汽车的发电控制方法以及一种计算机可读存储介质。
背景技术
随着能源的不断消耗，新能源车型的开发和利用已逐渐成为一种趋势。混合动力汽车作为新能源车型中的一种，通过发动机和/或电机进行驱动。
但是，在相关技术中，混合动力汽车的电动发电机在充当驱动电机的同时还充当发电机，进而导致低速行驶时电动发电机的转速较低，且电动发电机的发电功率和发电效率也非常低，从而无法满足低速行驶的用电需求，使得整车维持低速时的电平衡相对较困难。
发明内容
本发明旨在至少在一定程度上解决相关技术中的技术问题之一。为此，本发明的第一个目的在于提出一种混合动力汽车的动力系统，可实现整车低速电平衡。
本发明的第二个目的在于提出一种混合动力汽车。本发明的第三个目的在于提出一种混合动力汽车的发电控制方法。本发明的第四个目的在于提出一种计算机可读存储介质。
为达到上述目的，本发明第一方面实施例提出了一种混合动力汽车的动力系统，包括：发动机，所述发动机通过离合器将动力输出到所述混合动力汽车的车轮；动力电机，所述动力电机用于输出驱动力至所述混合动力汽车的车轮；动力电池，所述动力电池用于给所述动力电机供电；DC-DC变换器；低压蓄电池，所述低压蓄电池与所述DC-DC变换器相连；与所述发动机相连的副电机，所述副电机分别与所述动力电机、所述DC-DC变换器和动力电池相连，所述副电机在所述发动机的带动下进行发电；控制模块，所述控制模块用于获取所述动力电池的SOC值、所述低压蓄电池的SOC值和所述副电机的最大允许发电功率，并根据所述动力电池的SOC值、所述低压蓄电池的SOC值和所述副电机的最大允许发电功率判断所述副电机是否对所述动力电池和/或所述低压蓄电池进行充电。
根据本发明实施例提出的混合动力汽车的动力系统，发动机通过离合器将动力输出到 混合动力汽车的车轮，动力电机输出驱动力至混合动力汽车的车轮，动力电池给动力电机供电，副电机在发动机的带动下进行发电时以实现给动力电池充电、给动力电机供电、给DC-DC变换器供电中的至少一个，控制模块根据动力电池的SOC值、低压蓄电池的SOC值和电机的最大允许发电功率判断副电机是否对动力电池和/或低压蓄电池进行充电，从而能够维持整车低速电平衡及低速平顺性，提升整车性能，并且，该系统既可为动力电池充电，也可为低压蓄电池充电。
为达到上述目的，本发明第二方面实施例提出了一种混合动力汽车，包括所述的混合动力汽车的动力系统。
根据本发明实施例提出的混合动力汽车，可实现多种驱动模式，能够维持整车低速电平衡及低速平顺性，提升整车性能，并且，该汽车既可为动力电池充电，也可为低压蓄电池充电。
为达到上述目的，本发明第三方面实施例提出了一种混合动力汽车的发电控制方法，包括以下步骤：获取所述混合动力汽车的动力电池的SOC值和低压蓄电池的SOC值；获取所述混合动力汽车的副电机的最大允许发电功率；根据所述动力电池的SOC值、所述低压蓄电池的SOC值和所述副电机的最大允许发电功率判断所述副电机是否对所述动力电池和/或所述低压蓄电池进行充电。
根据本发明实施例提出的混合动力汽车的发电控制方法，根据动力电池的SOC值、低压蓄电池的SOC值和电机的最大允许发电功率判断副电机是否对动力电池和/或低压蓄电池进行充电，从而该方法既可为动力电池充电，也可为低压蓄电池充电。
为达到上述目的，本发明第四方面实施例提出了一种计算机可读存储介质，具有存储于其中的指令，当所述指令被执行时，所述混合动力汽车执行任一项所述的发电控制方法。
附图说明
图1是根据本发明实施例的混合动力汽车的动力系统的方框示意图；
图2a是根据本发明一个实施例的混合动力汽车的动力系统的结构示意图；
图2b是根据本发明另一个实施例的混合动力汽车的动力系统的结构示意图；
图3是根据本发明一个实施例的混合动力汽车的动力系统的方框示意图；
图4是根据本发明一个实施例的发动机与对应车轮之间的传动结构的示意图；
图5是根据本发明另一个实施例的发动机与对应车轮之间的传动结构的示意图；
图6是根据本发明另一个实施例的混合动力汽车的动力系统的方框示意图；
图7是根据本发明实施例的混合动力汽车的方框示意图；
图8是根据本发明实施例的混合动力汽车的发电控制方法的流程图；以及
图9是根据本发明一个实施例的混合动力汽车的发电控制方法的流程图。
具体实施方式
下面详细描述本发明的实施例，所述实施例的示例在附图中示出，其中自始至终相同或类似的标号表示相同或类似的元件或具有相同或类似功能的元件。下面通过参考附图描述的实施例是示例性的，旨在用于解释本发明，而不能理解为对本发明的限制。
下面参考图1-5来描述本发明一方面实施例提出的混合动力汽车的动力系统，该动力系统为混合动力汽车正常行驶提供充足的动力和电能。
图1是根据本发明实施例的混合动力汽车的动力系统的方框示意图。如图1所示，该混合动力汽车的动力系统包括：发动机1、动力电机2、动力电池3、DC-DC变换器4和副电机5。
结合图1至图3所示，发动机1通过离合器6将动力输出到混合动力汽车的车轮7；动力电机2用于输出驱动力至混合动力汽车的车轮7。也就是说，本发明实施例的动力系统可通过发动机1和/或动力电机2为混合动力汽车正常行驶提供动力。在本发明的一些实施例中，动力系统的动力源可以是发动机1和动力电机2，也就是说，发动机1和动力电机2中的任一个可单独输出动力至车轮7，或者，发动机1和动力电机2可同时输出动力至车轮7。
动力电池3用于给动力电机2供电；副电机5与发动机1相连，例如，副电机5可通过发动机1的轮系端与发动机1相连。副电机5分别与动力电机2、DC-DC变换器4和动力电池3相连，副电机5在发动机1的带动下进行发电时以实现给动力电池3充电、给动力电机2供电、给DC-DC变换器4供电中的至少一个。换言之，发动机1可带动副电机5发电，副电机5产生的电能可提供至动力电池3、动力电机2和DC-DC变换器4中的至少一个。应当理解的是，发动机1可在输出动力到车轮7的同时带动副电机5发电，也可单独带动副电机5发电。
由此，动力电机2和副电机5分别一一对应充当驱动电机和发电机，由于低速时副电机5也可具有较高的发电功率和发电效率，从而可以满足低速行驶的用电需求，可以维持整车低速电平衡，维持整车低速平顺性，提升整车的动力性能。
在一些实施例中，副电机5可为BSG(Belt-driven Starter Generator，皮带传动启动/发电一体化电机)电机。需要说明的是，副电机5属于高压电机，例如副电机5的发电电压与动力电池3的电压相当，从而副电机5产生的电能可不经过电压变换直接给动力电池3 充电，还可直接给动力电机2和/或DC-DC变换器4供电。并且副电机5也属于高效发电机，例如在发动机1怠速转速下带动副电机5发电即可实现97％以上的发电效率，提高了正常发电效率。
另外，在本发明的一些实施例中，副电机5可用于启动发动机1，即副电机5可具有实现启动发动机1的功能，例如当启动发动机1时，副电机5可带动发动机1的曲轴转动，以使发动机1的活塞达到点火位置，从而实现发动机1的启动，由此副电机5可实现相关技术中启动机的功能。
如上，发动机1和动力电机2均可用于驱动混合动力汽车的车轮7。例如，如图2a所示，发动机1和动力电机2共同驱动混合动力汽车的同一车轮例如一对前轮71(包括左前轮和右前轮)；又如，如图2b所示，发动机1可驱动混合动力汽车的第一车轮例如一对前轮71(包括左前轮和右前轮)，动力电机2可驱动力至混合动力汽车的第二车轮例如一对后轮72(包括左后轮和右后轮)。
换言之，当发动机1和动力电机2共同驱动一对前轮71时，动力系统的驱动力均输出至一对前轮71，整车可采用两驱的驱动方式；当发动机1驱动一对前轮71且动力电机2驱动一对后轮72时，动力系统的驱动力分别输出至一对前轮71和一对后轮72，整车可采用四驱的驱动方式。
进一步地，在发动机1和动力电机2共同驱动同一车轮时，结合图2a所示，混合动力汽车的动力系统还包括差速器8、主减速器9和变速器90，其中，发动机1通过离合器6、变速器90、主减速器9以及差速器8将动力输出到混合动力汽车的第一车轮例如一对前轮71，动力电机2通过主减速器9以及差速器8输出驱动力至混合动力汽车的第一车轮例如一对前轮71。其中，离合器6与变速器90可集成设置。
在发动机1驱动第一车轮且动力电机2驱动第二车轮时，结合图2b所示，混合动力汽车的动力系统还包括第一变速器91和第二变速器92，其中，发动机1通过离合器6和第一变速器91将动力输出到混合动力汽车的第一车轮例如一对前轮71，动力电机2通过第二变速器92输出驱动力至混合动力汽车的第二车轮例如一对后轮72。其中，离合器6与第一变速器91可集成设置。
进一步地，在本发明的一些实施例中，如图1至图3所示，副电机5还包括第一控制器51，动力电机2还包括第二控制器21，副电机5通过第一控制器51分别连接到动力电池3和所述DC-DC变换器4，并通过第一控制器51和第二控制器21连接到动力电机2。
具体来说，第一控制器51分别与第二控制器21、动力电池3和DC-DC变换器4相连，第一控制器51可具有AC-DC变换单元，副电机5发电时可产生交流电，AC-DC变换单元 可将高压电机2发电产生的交流电变换为高压直流电例如600V高压直流电，以实现给动力电池3充电、给动力电机2供电、给DC-DC变换器4供电中的至少一个。
类似地，第二控制器21可具有DC-AC变换单元，第一控制器51可将副电机5发电产生的交流电变换为高压直流电，DC-AC变换单元可再将第一控制器51变换出的高压直流电变换为交流电，以给动力电机2供电。
换言之，如图3所示，在副电机5进行发电时，副电机5可通过第一控制器51给动力电池3充电和/或给DC-DC变换器4供电。。也就是说，副电机5可通过第一控制器51实现给动力电池3充电和给DC-DC变换器4供电中的任意一个或两个。此外，副电机5还可通过第一控制器51和第二控制器21给动力电机2供电。
进一步地，如图1至图3所示，DC-DC变换器4还与动力电池3相连。DC-DC变换器4还通过第二控制器21与动力电机2相连。
在一些实施例中，如图3所示，第一控制器51具有第一直流端DC1，第二控制器21具有第二直流端DC2，DC-DC变换器4具有第三直流端DC3，DC-DC变换器4的第三直流端DC3可与第一控制器51的第一直流端DC1相连，以对第一控制器51通过第一直流端DC1输出的高压直流电进行DC-DC变换。并且，DC-DC变换器4的第三直流端DC3还可与动力电池3相连，进而第一控制器51的第一直流端DC1可与动力电池3相连，以使第一控制器51通过第一直流端DC1输出高压直流电至动力电池3以给动力电池3充电。进一步地，DC-DC变换器4的第三直流端DC3还可与第二控制器21的第二直流端DC2相连，进而第一控制器51的第一直流端DC1可与第二控制器21的第二直流端DC2相连，以使第一控制器51通过第一直流端DC1输出高压直流电至第二控制器21以给动力电机2供电。
进一步地，如图3所示，DC-DC变换器4还分别与混合动力汽车中的第一电器设备10和低压蓄电池20相连以给第一电器设备10和低压蓄电池20供电，且低压蓄电池20还与第一电器设备10相连。
在一些实施例中，如图3所示，DC-DC变换器4还具有第四直流端DC4，DC-DC变换器4可将动力电池3输出的高压直流电和/或副电机5通过第一控制器51输出的高压直流电转换为低压直流电，并通过第四直流端DC4输出该低压直流电。也就是说，DC-DC变换器4可将动力电池3输出的高压直流电和副电机5通过第一控制器51输出的高压直流电中的任意一个或两个转换为低压直流电，并通过第四直流端DC4输出该低压直流电。进一步地，DC-DC变换器4的第四直流端DC4可与第一电器设备10相连，以给第一电器设备10供电，其中，第一电器设备10可为低压用电设备，包括但不限于车灯、收音机等。 DC-DC变换器4的第四直流端DC4还可与低压蓄电池20相连，以给低压蓄电池20充电。
并且，低压蓄电池20与第一电器设备10相连，以给第一电器设备10供电，特别地，在副电机5停止发电且动力电池3故障或电量不足时，低压蓄电池20可为第一电器设备10供电，从而保证整车的低压用电，确保整车可实现纯燃油模式行驶，提高整车行驶里程。
如上，DC-DC变换器4的第三直流端DC3与第一控制器51相连，DC-DC变换器4的第四直流端DC4分别与第一电器设备10和低压蓄电池20相连，当动力电机2、第二控制器21和动力电池3发生故障时，副电机5可进行发电以通过第一控制器51和DC-DC变换器4给第一电器设备10供电和/或给低压蓄电池20充电，以使混合动力汽车以纯燃油模式行驶。
换言之，当动力电机2、第二控制器21和动力电池3发生故障时，第一控制器51可将副电机5发电产生的交流电变换为高压直流电，DC-DC变换器4可将第一控制器50变换出的高压直流电变换为低压直流电，以给第一电器设备10供电和/或给低压蓄电池20充电，即以实现给第一电器设备10供电和给低压蓄电池20充电的任意一个或两个。
由此，副电机5和DC-DC变换器4有一路单独供电通道，当动力电机2、第二控制器21和动力电池3发生故障时，无法实现电动驱动，此时通过副电机5和DC-DC变换器4的单独供电通道，可以保证整车的低压用电，确保整车可实现纯燃油模式行驶，提高整车行驶里程。
进一步结合图3的实施例，第一控制器51、第二控制器21和动力电池3还分别与混合动力汽车中的第二电器设备30相连。
在一些实施例中，如图3所示，第一控制器51的第一直流端DC1可与第二电器设备30相连，当副电机5进行发电时，副电机5可通过第一控制器51直接给第二电器设备30供电。换言之，第一控制器51的AC-DC变换单元还可将副电机5发电产生的交流电变换为高压直流电，并直接给第二电器设备30供电。
类似地，动力电池3还可与第二电器设备30相连，以给第二电器设备30供电。即言，动力电池3输出的高压直流电可直接供给第二电器设备30。
其中，第二电器设备30可为高压电器设备，可包括但不限于空调压缩机、PTC(Positive Temperature Coefficient，正的温度系数)加热器等。
如上所述，通过副电机5发电，可实现为动力电池3充电、或为动力电机2供电、或为第一电器设备10和第二电器设备30供电。并且，动力电池3可通过第二控制器21为动力电机2供电，或为第二电器设备30供电，也可通过DC-DC变换器4为第一电器设备10和/或低压蓄电池20供电。由此丰富了整车供电方式，满足整车在不同工况下的用电需求， 提升了整车的性能。
需要说明的是，在本发明实施例中，低压可指12V(伏)或24V的电压，高压可指600V的电压，但不限于此。
由此，本发明实施例的混合动力汽车的动力系统中，能够使发动机在低速时不参与驱动，进而不使用离合器，减少离合器磨损或滑磨，同时减少了顿挫感，提高了舒适性，并且在低速时能够使发动机工作在经济区域，只发电不驱动，减少油耗，降低发动机噪音，维持整车低速电平衡及低速平顺性，提升整车性能。而且，副电机能够直接为动力电池充电，同时也可为低压器件例如低压蓄电池、第一电器设备等供电，还可作启动机用。
下面结合图4详细描述混合动力汽车的动力系统的一个具体实施例，该实施例适用于发动机1和动力电机2共同驱动同一车轮的动力系统，即两驱混合动力汽车。需要说明的是，该实施例主要描述发动机1、动力电机2与车轮7之间的一种具体传动结构，特别是图2a中变速器90的结构，其余部分与图1和图3的实施例基本相同，这里不再详细赘述。
还需要说明的是，下面实施例中的多个输入轴、多个输出轴和电机动力轴931及各轴上相关齿轮以及换挡元件等可用以构成图2a中的变速器90。
在一些实施例中，如图1、图3和图4所示，混合动力汽车的动力系统主要包括发动机1、动力电机2、动力电池3、DC-DC变换器4、副电机5、多个输入轴(例如，第一输入轴911、第二输入轴912)、多个输出轴(例如，第一输出轴921、第二输出轴922)和电机动力轴931及各轴上相关齿轮以及换挡元件(如，同步器)。
如图4所示，发动机1通过离合器6例如图4示例中的双离合器2d将动力输出到混合动力汽车的车轮7。在发动机1与输入轴之间进行动力传递时，发动机1设置成通过双离合器2d可选择性地接合多个输入轴中的至少一个。换言之，在发动机1向输入轴传输动力时，发动机1能够选择性地与多个输入轴中的一个接合以传输动力，或者发动机1还能够选择性地与多个输入轴中的两个或两个以上输入轴同时接合以传输动力。
例如，在图4的示例中，多个输入轴可以包括第一输入轴911和第二输入轴912两根输入轴，第二输入轴912可同轴地套设在第一输入轴911上，发动机1能够通过双离合器2d选择性地与第一输入轴911和第二输入轴912中的一个接合以传输动力。或者，特别地，发动机1还能与第一输入轴911和第二输入轴912同时接合以传输动力。当然，应当理解的是，发动机1还可同时与第一输入轴911和第二输入轴912断开。
多个输出轴可以包括第一输出轴921和第二输出轴922两根输出轴，第一输出轴921和第二输出轴922分别与第一输入轴911平行设置。
输入轴与输出轴之间可以通过挡位齿轮副进行传动。例如，每个输入轴上均设置有挡 位主动齿轮，即言第一输入轴911和第二输入轴912中的每个输入轴上设置有挡位主动齿轮，每个输出轴上均设置有挡位从动齿轮，即言第一输出轴921和第二输出轴922中的每个输出轴上设置有挡位从动齿轮，挡位从动齿轮与挡位主动齿轮对应地啮合，从而构成多对速比不同的齿轮副。
在本发明的一些实施例中，输入轴与输出轴之间可以采用六挡传动，即具有一挡齿轮副、二挡齿轮副、三挡齿轮副、四挡齿轮副、五挡齿轮副和六挡齿轮副。但是，本发明并不限于此，对于本领域的普通技术人员而言，可以根据传动需要而适应性增加或减少挡位齿轮副的个数，并不限于本发明实施例中所示的六挡传动。
如图4所示，电机动力轴931设置成可与多个输出轴(例如，第一输出轴921、第二输出轴922)中的一个进行联动，通过电机动力轴931与输出轴中的所述一个进行联动，从而动力可在电机动力轴931与输出轴中的所述一个之间进行传递。例如，经该输出轴的动力(如来自发动机1输出的动力)可输出给电机动力轴931，或者经电机动力轴931的动力(如来自动力电机2输出的动力)也可输出给该输出轴。
需要说明的是，上述的“联动”可以理解为多个部件(例如，两个)关联运动，以两个部件联动为例，在其中一个部件运动时，另一个部件也随之运动。
例如，在本发明的一些实施例中，齿轮与轴联动可以理解为是在齿轮旋转时、与其联动的轴也将旋转，或者在该轴旋转时、与其联动的齿轮也将旋转。
又如，轴与轴联动可以理解为是在其中一根轴旋转时、与其联动的另一根轴也将旋转。
再如，齿轮与齿轮联动可以理解为是在其中一个齿轮旋转时、与其联动的另一个齿轮也将旋转。
在本发明下面有关“联动”的描述中，如果没有特殊说明，均作此理解。
类似地，动力电机2设置成能够与电机动力轴931联动，例如，动力电机2可将产生的动力输出给电机动力轴931，从而通过电机动力轴931输出驱动力至混合动力汽车的车轮7。
需要说明一点，在本发明的描述中，电机动力轴931可以是动力电机2自身的电机轴。当然，可以理解的是，电机动力轴931与动力电机2的电机轴也可以是两个单独的轴。
在一些实施例中，如图4所示，输出部221相对输出轴中的所述一个(例如，第二输出轴922)可差速转动，换言之，输出部221与该输出轴能够以不同的转速独立旋转。
进一步，输出部221设置成可选择性地接合输出轴中的所述一个以与该输出轴同步转动，换言之，输出部221相对该输出轴能够差速转动或同步转动。简言之，输出部221相对输出轴的所述一个可接合以同步转动，当然也可断开以差速转动。
如图4所示，该输出部221可以空套设置在输出轴中的所述一个上，但不限于此。例如在图4的示例中，该输出部221空套在第二输出轴922上，即输出部221与第二输出轴922能够以不同的转速差速转动。
如上所述，输出部221可与输出轴的所述一个同步转动，例如，可以通过增设对应的同步器在需要时实现输出部221与该输出轴的同步作用。该同步器可以是输出部同步器221c，输出部同步器221c设置成用于同步输出部221和输出轴中的所述一个。
在一些实施例中，动力电机2用于输出驱动力至混合动力汽车的车轮7，发动机1和动力电机2共同驱动混合动力汽车的同一车轮。结合图4的示例，车辆的差速器75可以布置在一对前轮71之间或一对后轮72之间，在本发明的一些示例中，当动力电机2驱动的一对前轮71时，差速器75可位于一对前轮71之间。
差速器75的功用是当车辆转弯行驶或在不平路面上行驶时，使左右驱动车轮以不同的角速度滚动，以保证两侧驱动轮与地面间作纯滚动运动。差速器75上设置有主减速器9的主减速器从动齿轮74，例如主减速器从动齿轮74可以布置在差速器75的壳体上。主减速器从动齿轮74可以是锥齿轮，但不限于此。
在一些实施例中，如图1所示，动力电池3用于给动力电机2供电；副电机5与发动机1相连，副电机5还分别与动力电机2、DC-DC变换器4和动力电池3相连，副电机5在发动机1的带动下进行发电时，实现给动力电池3充电、给动力电机2供电、给DC-DC变换器4供电中的至少一个。
下面再结合图5详细描述混合动力汽车的动力系统的另一个具体实施例，该实施例同样适用于发动机1和动力电机2共同驱动同一车轮的动力系统，即两驱混合动力汽车。需要说明的是，该实施例主要描述发动机1、动力电机2与车轮7之间的一种具体传动结构，特别是图2a中变速器90的结构，其余部分与图1和图3的实施例基本相同，这里不再详细赘述。
还需要说明的是，下面实施例中的多个输入轴、多个输出轴和电机动力轴931及各轴上相关齿轮以及换挡元件等可用以构成图2a中的变速器90。
在一些实施例中，如图1、图3和图5所示，混合动力汽车的动力系统主要包括发动机1、动力电机2、动力电池3、DC-DC变换器4、副电机5、多个输入轴(例如，第一输入轴911、第二输入轴912)、多个输出轴(例如，第一输出轴921、第二输出轴922)和电机动力轴931及各轴上相关齿轮以及换挡元件(如，同步器)。
如图5所示，发动机1通过离合器6例如图4示例中的双离合器2d将动力输出到混合动力汽车的车轮7。在发动机1与输入轴之间进行动力传递时，发动机1设置成通过双离 合器2d可选择性地接合多个输入轴中的至少一个。换言之，在发动机1向输入轴传输动力时，发动机1能够选择性地与多个输入轴中的一个接合以传输动力，或者发动机1还能够选择性地与多个输入轴中的两个或两个以上输入轴同时接合以传输动力。
例如，在图5的示例中，多个输入轴可以包括第一输入轴911和第二输入轴912两根输入轴，第二输入轴912同轴地套设在第一输入轴911上，发动机1能够通过双离合器2d选择性地与第一输入轴911和第二输入轴912中的一个接合以传输动力。或者，特别地，发动机1还能与第一输入轴911和第二输入轴912同时接合以传输动力。当然，应当理解的是，发动机1还可同时与第一输入轴911和第二输入轴912断开。
多个输出轴可以包括第一输出轴921和第二输出轴922两根输出轴，第一输出轴921和第二输出轴922与第一输入轴911平行设置。
输入轴与输出轴之间可以通过挡位齿轮副进行传动。例如，每个输入轴上均设置有挡位主动齿轮，即言第一输入轴911和第二输入轴912中的每个输入轴上设置有挡位主动齿轮，每个输出轴上均设置有挡位从动齿轮，即言第一输出轴921和第二输出轴922中的每个输出轴上设置有挡位从动齿轮，挡位从动齿轮与挡位主动齿轮对应地啮合，从而构成多对速比不同的齿轮副。
在本发明的一些实施例中，输入轴与输出轴之间可以采用六挡传动，即具有一挡齿轮副、二挡齿轮副、三挡齿轮副、四挡齿轮副、五挡齿轮副和六挡齿轮副。但是，本发明并不限于此，对于本领域的普通技术人员而言，可以根据传动需要而适应性增加或减少挡位齿轮副的个数，并不限于本发明实施例中所示的六挡传动。
如图5所示，输出轴(例如第一输出轴921和第二输出轴922)中的一个上空套设置有至少一个倒挡输出齿轮81，并且该输出轴上还设置有用于接合倒挡输出齿轮81的倒挡同步器(例如五挡同步器5c、六挡同步器6c)，换言之，倒挡同步器同步对应的倒挡输出齿轮81和该输出轴，从而使得输出轴与由倒挡同步器同步的倒挡输出齿轮81能够同步转动，进而倒挡动力能够从该输出轴输出。
在一些实施例中，如图5所示，倒挡输出齿轮81为一个，该一个倒挡输出齿轮81可以空套在第二输出轴922上。但本发明并不限于此，在另一些实施例中，倒挡输出齿轮81也可以是两个，该两个倒挡输出齿轮81同时空套在第二输出轴922上。当然，可以理解的是，倒挡输出齿轮81也可以是三个或三个以上。
倒挡轴89设置成与输入轴(例如第一输入轴911和第二输入轴912)中的一个联动且还与至少一个倒挡输出齿轮81联动，例如，经输入轴中的所述一个上的动力可以通过倒挡轴89而传递给倒挡输出齿轮81，从而倒挡动力能够从倒挡输出齿轮81输出。在本发明的 示例中，倒挡输出齿轮81均是空套在第二输出轴922上的，并且倒挡轴89是与第一输入轴911联动的，例如发动机1输出的倒挡动力可通过第一输入轴911、倒挡轴89后输出给倒挡输出齿轮81。
下面对电机动力轴931进行详细描述。电机动力轴931上空套设置有电机动力轴第一齿轮31、电机动力轴第二齿轮32。电机动力轴第一齿轮31可与主减速器从动齿轮74啮合传动，以传输驱动力至混合动力汽车的车轮7。
电机动力轴第二齿轮32设置成与其中一个挡位从动齿轮联动，在具有根据本发明实施例的动力系统的混合动力汽车处于某些工况时，动力源输出的动力可以在电机动力轴第二齿轮32以及与其联动的挡位从动齿轮之间进行传递，此时电机动力轴第二齿轮32与该挡位从动齿轮联动。例如，电机动力轴第二齿轮32与二挡从动齿轮2b联动，电机动力轴第二齿轮32与二挡从动齿轮2b可以直接啮合或通过中间传动部件间接传动。
进一步，电机动力轴931上还设置有电机动力轴同步器33c，电机动力轴同步器33c位于电机动力轴第一齿轮31与电机动力轴第二齿轮32之间，电机动力轴同步器33c可以选择性地将电机动力轴第一齿轮31或电机动力轴第二齿轮32与电机动力轴3接合。例如在图5的示例中，电机动力轴同步器33c的接合套向左移动可接合电机动力轴第二齿轮32、向右移动则可接合电机动力轴第一齿轮31。
类似地，动力电机2设置成能够与电机动力轴931联动，例如，动力电机2可将产生的动力输出给电机动力轴931，从而通过电机动力轴931输出驱动力至混合动力汽车的车轮7。
对于电机动力轴第一齿轮31而言，由于其与主减速器从动齿轮74啮合，因此动力电机2可通过电机动力轴同步器33c接合电机动力轴第一齿轮31而将产生的动力直接从电机动力轴第一齿轮31输出，这样可以缩短传动链，减少中间传动部件，提高传动效率。
其次对电机动力轴931与动力电机2的传动方式结合具体实施例进行详细说明。
在一些实施例中，如图5所示，电机动力轴931上还固定设置有电机动力轴第三齿轮33，动力电机2设置成与电机动力轴第三齿轮33直接啮合传动或间接传动。
进一步，动力电机2的电机轴上设置有第一电机齿轮511，第一电机齿轮511通过中间齿轮512与电机动力轴第三齿轮33传动。又如，动力电机2与电机动力轴931也可以同轴相连。
在一些实施例中，动力电机2用于输出驱动力至混合动力汽车的车轮7，发动机1和动力电机2共同驱动混合动力汽车的同一车轮。结合图5的示例，车辆的差速器75可以布置在一对前轮71之间或一对后轮72之间，在本发明的一些示例中，当动力电机2驱动的一 对前轮71时，差速器75可位于一对前轮71之间。
差速器75的功用是当车辆转弯行驶或在不平路面上行驶时，使左右驱动车轮以不同的角速度滚动，以保证两侧驱动轮与地面间作纯滚动运动。差速器75上设置有主减速器9的主减速器从动齿轮74，例如主减速器从动齿轮74可以布置在差速器75的壳体上。主减速器从动齿轮74可以是锥齿轮，但不限于此。
进一步，第一输出轴921上固定设置有第一输出轴输出齿轮211，第一输出轴输出齿轮211随第一输出轴921同步转动，第一输出轴输出齿轮211与主减速器从动齿轮74啮合传动，从而经第一输出轴921的动力能够从第一输出轴输出齿轮211传递至主减速器从动齿轮74以及差速器75。
类似地，第二输出轴922上固定设置有第二输出轴输出齿轮212，第二输出轴输出齿轮212随第二输出轴922同步转动，第二输出轴输出齿轮212与主减速器从动齿轮74啮合传动，从而经第二输出轴922的动力能够从第二输出轴输出齿轮212传递至主减速器从动齿轮74以及差速器75。
类似地，电机动力轴第一齿轮31可用于输出经电机动力轴931的动力，因此电机动力轴第一齿轮31同样与主减速器从动齿轮74啮合传动。
在一些实施例中，如图1所示，动力电池3用于给动力电机2供电；副电机5与发动机1相连，副电机5还分别与动力电机2、DC-DC变换器4和动力电池3相连，副电机5在发动机1的带动下进行发电时，实现给动力电池3充电、给动力电机2供电、给DC-DC变换器4供电中的至少一个。
进一步而言，如图6所示，混合动力汽车的动力系统还包括控制模块101，控制模块101用于对混合动力汽车的动力系统进行控制。应当理解的是，控制模块101可为混合动力汽车中具有控制功能的控制器的集成，例如可为混合动力汽车的整车控制器、图3实施例中的第一控制器51和第二控制器21等的集成，但不限于此。下面来详细描述控制模块101所执行的控制方法。
在本发明的一些实施例中，控制模块101用于获取动力电池3的SOC值(State of Charge，荷电状态，也叫剩余电量)、低压蓄电池20的SOC值和副电机5的最大允许发电功率，并根据动力电池3的SOC值、低压蓄电池20的SOC值和副电机5的最大允许发电功率判断副电机5是否对动力电池3和/或低压蓄电池20进行充电。
需要说明的是，可通过混合动力汽车的电池管理系统采集动力电池3的SOC值和低压蓄电池20的SOC值，从而电池管理系统将采集到的动力电池3的SOC值和低压蓄电池20的SOC值发送给控制模块101，以使控制模块101获取动力电池3的SOC值和低压蓄电池 20的SOC值。
由此，通过对动力电池充电，可确保动力电机和高压电器设备的用电需求，进而确保动力电机驱动整车正常行驶，并且，通过对低压蓄电池充电，可确保低压电器设备的用电需求，并可在副电机停止发电且动力电池故障或电量不足时，通过低压蓄电池实现整车低压供电，进而确保整车可实现纯燃油模式行驶，提高整车行驶里程。
根据本发明的一个具体示例，副电机5的最大允许发电功率与副电机5和发动机1的性能参数等相关，换言之，副电机5的最大允许发电功率可依据副电机5和发动机1的性能参数等提前预设。
进一步地，根据本发明的一个实施例，控制模块101还用于，当动力电池3的SOC值小于第一预设SOC值且低压蓄电池20的SOC值大于等于第二预设SOC值时，控制发动机1带动副电机5进行发电以给动力电池3充电。
其中，应当理解的是，第一预设SOC值可为动力电池3的充电限制值，第二预设SOC值可为低压蓄电池20的充电限制值，第一预设SOC值与第二预设SOC值可依次各个电池自身的性能独立设置，可为同一值，也可为不同值。
具体而言，控制模块101在获取到动力电池3的SOC值和低压蓄电池20的SOC值之后，可判断动力电池3的SOC值是否小于第一预设SOC值，并判断低压蓄电池20的SOC值是否小于第二预设SOC值，如果动力电池3的SOC值小于第一预设SOC值且低压蓄电池20的SOC值大于等于第二预设SOC值，则说明动力电池3的剩余电量较低、需要充电，而低压蓄电池20的剩余电量较高、无需充电，此时控制模块101控制发动机1带动副电机5进行发电以给动力电池3充电。
如前所述，副电机5属于高压电机，例如副电机5的发电电压与动力电池3的电压相当，从而副电机5产生的电能可不经过电压变换直接给动力电池3充电。
类似地，控制模块101还用于，当动力电池3的SOC值大于等于第一预设SOC值且低压蓄电池20的SOC值小于第二预设SOC值时，控制发动机1带动副电机5进行发电以通过DC-DC变换器4给低压蓄电池20充电。
也就是说，如果动力电池3的SOC值大于等于第一预设SOC值且低压蓄电池20的SOC值小于第二预设SOC值，则说明动力电池3的剩余电量较高、无需充电，而低压蓄电池20的剩余电量较低、需要充电，此时控制模块101控制发动机1带动副电机5进行发电以通过DC-DC变换器4给低压蓄电池20充电。
如前所述，副电机5属于高压电机，例如副电机5的发电电压与动力电池3的电压相当，从而副电机5产生的电能需经过DC-DC变换器4进行电压变换后再给低压蓄电池20 充电。
更进一步地，根据本发明的一个实施例，控制模块101还用于：当动力电池3的SOC值小于第一预设SOC值且低压蓄电池20的SOC值小于第二预设SOC值时，根据动力电池3的SOC值获取动力电池3的充电功率，并根据低压蓄电池20的SOC值获取低压蓄电池20的充电功率，以及在动力电池3的充电功率与低压蓄电池20的充电功率之和大于副电机5的最大允许发电功率时，控制发动机1带动副电机5进行发电以通过DC-DC变换器4给低压蓄电池20充电。
并且，控制模块101还用于，当动力电池3的充电功率与低压蓄电池20的充电功率之和小于等于副电机5的最大允许发电功率时，控制发动机1带动副电机5进行发电以给动力电池3充电，同时通过DC-DC变换器4给低压蓄电池20充电。
也就是说，如果动力电池3的SOC值小于第一预设SOC值且低压蓄电池20的SOC值小于第二预设SOC值，则说明动力电池3和低压蓄电池20的剩余电量均较低、需要充电，此时控制模块101根据动力电池3的SOC值计算动力电池3的充电功率，并根据低压蓄电池20的SOC值计算低压蓄电池20的充电功率，以及进一步判断动力电池3的充电功率与低压蓄电池20的充电功率之和是否大于副电机5的最大允许发电功率。
如果动力电池3的充电功率与低压蓄电池20的充电功率之和大于副电机5的最大允许发电功率，则说明副电机5所能够产生的电能不足以给两个电池同时充电，此时优先给低压蓄电池20充电，即控制发动机1带动副电机5进行发电以通过DC-DC变换器4给低压蓄电池20充电。
如果动力电池3的充电功率与低压蓄电池20的充电功率之和小于等于副电机5的最大允许发电功率，则说明副电机5所能够产生的电能可给两个电池同时充电，此时同时给动力电池3和低压蓄电池20充电，即控制发动机1带动副电机5进行发电以给动力电池3充电，同时通过DC-DC变换器4给低压蓄电池20充电。
由此，通过优先对低压蓄电池充电，可优先确保低压电器设备的用电需求，进而可在动力电池电量不足时确保整车实现纯燃油模式行驶，提高整车行驶里程。
当然，应当理解的是，当动力电池3的SOC值大于等于第一预设SOC值且低压蓄电池20的SOC值大于等于第二预设SOC值时，说明动力电池3和低压蓄电池20的剩余电量均较高、无需充电，此时可不对动力电池3和低压蓄电池20充电。
如上所述，在混合动力汽车行驶过程中，控制模块101可实时获取动力电池3的SOC值和低压蓄电池20的SOC值，并对动力电池3的SOC值和低压蓄电池20的SOC值进行判断，判断结果可分为以下四种：
第一种情况为，动力电池3的剩余电量较低，而低压蓄电池20的剩余电量较高，即动力电池3的SOC值小于第一预设SOC值且低压蓄电池20的SOC值大于等于第二预设SOC值，此时，控制模块101控制发动机1带动副电机5进行发电以给动力电池3充电；
第二种情况为，动力电池3的剩余电量较高，而低压蓄电池20的剩余电量较低，即动力电池3的SOC值大于等于第一预设SOC值且低压蓄电池20的SOC值小于第二预设SOC值，此时，控制模块101控制发动机1带动副电机5进行发电以通过DC-DC变换器4给低压蓄电池20充电；
第三种情况为，动力电池3的剩余电量和低压蓄电池20的剩余电量均较低，即动力电池3的SOC值小于第一预设SOC值且低压蓄电池20的SOC值小于第二预设SOC值，此时，可根据副电机5的最大允许发电功率判断是否给动力电池3充电(优先给低压蓄电池20充电)，如果动力电池3的充电功率与低压蓄电池20的充电功率之和大于副电机5的最大允许发电功率，则不给动力电池3充电，仅给低压蓄电池20充电，即控制模块101控制发动机1带动副电机5进行发电以通过DC-DC变换器4给低压蓄电池20充电；如果动力电池3的充电功率与低压蓄电池20的充电功率之和小于等于副电机5的最大允许发电功率，则给低压蓄电池20充电的同时还给动力电池3充电，即控制模块101控制发动机1带动副电机5进行发电以给动力电池3充电，同时通过DC-DC变换器4给低压蓄电池20充电。
第四种情况为，动力电池3和低压蓄电池20的剩余电量均较高，即动力电池3的SOC值大于等于第一预设SOC值且低压蓄电池20的SOC值大于等于第二预设SOC值，此时，不给动力电池3和低压蓄电池20充电。
综上，根据本发明实施例提出的混合动力汽车的动力系统，发动机通过离合器将动力输出到混合动力汽车的车轮，动力电机输出驱动力至混合动力汽车的车轮，动力电池给动力电机供电，副电机在发动机的带动下进行发电时以实现给动力电池充电、给动力电机供电、给DC-DC变换器供电中的至少一个，控制模块根据动力电池的SOC值、低压蓄电池的SOC值和电机的最大允许发电功率判断副电机是否对动力电池和/或低压蓄电池进行充电，从而能够使发动机在低速时不参与驱动，进而不使用离合器，减少离合器磨损或滑磨，同时减少了顿挫感，提高了舒适性，并且在低速时能够使发动机工作在经济区域，只发电不驱动，减少油耗，降低发动机噪音，维持整车低速电平衡及低速平顺性，提升整车性能，并且该系统既可为动力电池充电，也可为低压蓄电池充电，从而可确保动力电机和高压电器设备的用电需求，进而确保动力电机驱动整车正常行驶，并且可确保低压电器设备的用电需求，进而可在副电机停止发电且动力电池故障或电量不足时，确保整车可实现纯燃油 模式行驶，提高整车行驶里程。
此外，本发明实施例还提出了一种混合动力汽车。
图7是根据本发明实施例的混合动力汽车的方框示意图。如图7所示，混合动力汽车200包括上述实施例的混合动力汽车的动力系统100。
根据本发明实施例提出的混合动力汽车，能够维持整车低速电平衡及低速平顺性，并且该汽车既可为动力电池充电，也可为低压蓄电池充电。
基于上述实施例的混合动力汽车及其动力系统，本发明实施例还提出一种混合动力汽车的发电控制方法。
图8是根据本发明实施例的混合动力汽车的发电控制方法的流程图。如图8所示，混合动力汽车的发电控制方法，包括以下步骤：
S1：获取混合动力汽车的动力电池的SOC值和低压蓄电池的SOC值。
其中，需要说明的是，可通过混合动力汽车的电池管理系统采集动力电池的SOC值和低压蓄电池的SOC值，以获取动力电池的SOC值和低压蓄电池的SOC值。
S2：获取混合动力汽车的副电机的最大允许发电功率。
根据本发明的一个具体示例，副电机的最大允许发电功率与副电机和发动机的性能参数等相关，换言之，副电机的最大允许发电功率可依据副电机和发动机的性能参数等提前预设。
S3：根据动力电池的SOC值、低压蓄电池的SOC值和副电机的最大允许发电功率判断副电机是否对动力电池和/或低压蓄电池进行充电。
由此，通过对动力电池充电，可确保动力电机和高压电器设备的用电需求，进而确保动力电机驱动整车正常行驶，并且，通过对低压蓄电池充电，可确保低压电器设备的用电需求，并可在副电机停止发电且动力电池故障或电量不足时，通过低压蓄电池实现整车低压供电，进而确保整车可实现纯燃油模式行驶，提高整车行驶里程。
进一步地，根据本发明的一个实施例，当动力电池的SOC值小于第一预设SOC值且低压蓄电池的SOC值大于等于第二预设SOC值时，控制混合动力汽车的发动机带动副电机进行发电以给动力电池充电。
其中，应当理解的是，第一预设SOC值可为动力电池的充电限制值，第二预设SOC值可为低压蓄电池的充电限制值，第一预设SOC值与第二预设SOC值可依次各个电池自身的性能独立设置。
具体而言，在获取到动力电池的SOC值和低压蓄电池的SOC值之后，可判断动力电池的SOC值是否小于第一预设SOC值，并判断低压蓄电池的SOC值是否小于第二预设SOC 值，如果动力电池的SOC值小于第一预设SOC值且低压蓄电池的SOC值大于等于第二预设SOC值，则说明动力电池的剩余电量较低、需要充电，而低压蓄电池的剩余电量较高、无需充电，此时控制模块控制发动机带动副电机进行发电以给动力电池充电。
如前所述，副电机属于高压电机，例如副电机的发电电压与动力电池的电压相当，从而副电机产生的电能可不经过电压变换直接给动力电池充电。
类似地，当动力电池的SOC值大于等于第一预设SOC值且低压蓄电池的SOC值小于第二预设SOC值时，控制混合动力汽车的发动机带动副电机进行发电以通过混合动力汽车的DC-DC变换器给低压蓄电池充电。
也就是说，如果动力电池的SOC值大于等于第一预设SOC值且低压蓄电池的SOC值小于第二预设SOC值，则说明动力电池的剩余电量较高、无需充电，而低压蓄电池的剩余电量较低、需要充电，此时控制模块控制发动机带动副电机进行发电以通过DC-DC变换器给低压蓄电池充电。
如前所述，副电机属于高压电机，例如副电机的发电电压与动力电池的电压相当，从而副电机产生的电能需经过DC-DC变换器进行电压变换后再给低压蓄电池充电。
更进一步地，根据本发明的一个实施例，当动力电池的SOC值小于第一预设SOC值且低压蓄电池的SOC值小于第二预设SOC值时，根据动力电池的SOC值获取动力电池的充电功率，并根据低压蓄电池的SOC值获取低压蓄电池的充电功率，以及在动力电池的充电功率与低压蓄电池的充电功率之和大于副电机的最大允许发电功率时，控制混合动力汽车的发动机带动副电机进行发电以通过混合动力汽车的DC-DC变换器给低压蓄电池充电。
并且，当动力电池的充电功率与低压蓄电池的充电功率之和小于等于副电机的最大允许发电功率时，控制发动机带动副电机进行发电以给动力电池充电，同时通过DC-DC变换器给低压蓄电池充电。
也就是说，如果动力电池的SOC值小于第一预设SOC值且低压蓄电池的SOC值小于第二预设SOC值，则说明动力电池和低压蓄电池的剩余电量均较低、需要充电，此时进一步判断动力电池的充电功率与低压蓄电池的充电功率之和是否大于副电机的最大允许发电功率。
如果动力电池的充电功率与低压蓄电池的充电功率之和大于副电机的最大允许发电功率，则说明副电机所能够产生的电能不足以给两个电池同时充电，此时优先给低压蓄电池充电，即控制发动机带动副电机进行发电以通过DC-DC变换器给低压蓄电池充电。
如果动力电池的充电功率与低压蓄电池的充电功率之和小于等于副电机的最大允许发电功率，则说明副电机所能够产生的电能可给两个电池同时充电，此时同时给动力电池和 低压蓄电池充电，即控制发动机带动副电机进行发电以给动力电池充电，同时通过DC-DC变换器给低压蓄电池充电。
由此，通过优先对低压蓄电池充电，可优先确保低压电器设备的用电需求，进而可在动力电池电量不足时确保整车实现纯燃油模式行驶，提高整车行驶里程。
当然，应当理解的是，当动力电池的SOC值大于等于第一预设SOC值且低压蓄电池的SOC值大于等于第二预设SOC值时，说明动力电池和低压蓄电池的剩余电量均较高、无需充电，此时可不对动力电池和低压蓄电池充电。
具体而言，如图9所示，本发明实施例的混合动力汽车的发电控制方法具体包括以下步骤：
S101：获取动力电池的SOC值和低压蓄电池的SOC值。
S102：判断动力电池的SOC值是否小于第一预设SOC值。
如果是，则执行步骤S105；如果否，则执行步骤S103。
S103：判断低压蓄电池的SOC值是否小于第二预设SOC值。
如果是，则执行步骤S104；如果否，则返回步骤S101。
S104：给低压蓄电池充电，即控制发动机带动副电机进行发电以通过DC-DC变换器给低压蓄电池充电。
S105：判断低压蓄电池的SOC值是否小于第二预设SOC值。
如果是，则执行步骤S107；如果否，则执行步骤S106。
S106：给动力电池充电，即控制发动机带动副电机进行发电以给动力电池充电。
S107：获取动力电池的充电功率和低压蓄电池的充电功率。
S108：判断动力电池的充电功率与低压蓄电池的充电功率之和是否大于副电机的最大允许发电功率。
如果是，则执行步骤S109；如果否，则执行步骤S110。
S109：优先给低压蓄电池充电，即控制发动机带动副电机进行发电以通过DC-DC变换器给低压蓄电池充电。
S110：同时给动力电池和低压蓄电池充电，即控制发动机带动副电机进行发电以给动力电池充电，同时通过DC-DC变换器给低压蓄电池充电。
综上，根据本发明实施例提出的混合动力汽车的发电控制方法，根据动力电池的SOC值、低压蓄电池的SOC值和电机的最大允许发电功率判断副电机是否对动力电池和/或低压蓄电池进行充电，从而该方法既可为动力电池充电，也可为低压蓄电池充电，从而可确保动力电机和高压电器设备的用电需求，进而确保动力电机驱动整车正常行驶，并且可确 保低压电器设备的用电需求，进而可在副电机停止发电且动力电池故障或电量不足时，确保整车可实现纯燃油模式行驶，提高整车行驶里程。
最后，本发明实施例还提出了一种计算机可读存储介质，具有存储于其中的指令，当指令被执行时，混合动力汽车执行上实施例的发电控制方法。
尽管上面已经示出和描述了本发明的实施例，可以理解的是，上述实施例是示例性的，不能理解为对本发明的限制，本领域的普通技术人员在本发明的范围内可以对上述实施例进行变化、修改、替换和变型。

Claims (14)

  1. 一种混合动力汽车的动力系统，其特征在于，包括：
    发动机，所述发动机通过离合器将动力输出到所述混合动力汽车的车轮；
    动力电机，所述动力电机用于输出驱动力至所述混合动力汽车的车轮；
    动力电池，所述动力电池用于给所述动力电机供电；
    DC-DC变换器；
    低压蓄电池，所述低压蓄电池与所述DC-DC变换器相连；
    与所述发动机相连的副电机，所述副电机分别与所述动力电机、所述DC-DC变换器和动力电池相连，所述副电机在所述发动机的带动下进行发电；
    控制模块，所述控制模块用于获取所述动力电池的SOC值、所述低压蓄电池的SOC值和所述副电机的最大允许发电功率，并根据所述动力电池的SOC值、所述低压蓄电池的SOC值和所述副电机的最大允许发电功率判断所述副电机是否对所述动力电池和/或所述低压蓄电池进行充电。
  2. 如权利要求1所述的混合动力汽车的动力系统，其特征在于，所述控制模块还用于：当所述动力电池的SOC值小于第一预设SOC值且所述低压蓄电池的SOC值大于等于第二预设SOC值时，控制所述发动机带动所述副电机进行发电以给所述动力电池充电。
  3. 如权利要求1所述的混合动力汽车的动力系统，其特征在于，所述控制模块还用于：当所述动力电池的SOC值大于等于第一预设SOC值且所述低压蓄电池的SOC值小于第二预设SOC值时，控制所述发动机带动所述副电机进行发电以通过所述DC-DC变换器给所述低压蓄电池充电。
  4. 如权利要求1所述的混合动力汽车的动力系统，其特征在于，所述控制模块还用于：当所述动力电池的SOC值小于第一预设SOC值且所述低压蓄电池的SOC值小于第二预设SOC值时，根据所述动力电池的SOC值获取所述动力电池的充电功率，并根据所述低压蓄电池的SOC值获取所述低压蓄电池的充电功率，以及在所述动力电池的充电功率与所述低压蓄电池的充电功率之和大于所述副电机的最大允许发电功率时，控制所述发动机带动所述副电机进行发电以通过所述DC-DC变换器给所述低压蓄电池充电。
  5. 如权利要求4所述的混合动力汽车的动力系统，其特征在于，所述控制模块还用于：当所述动力电池的充电功率与所述低压蓄电池的充电功率之和小于等于所述副电机的最大允许发电功率时，控制所述发动机带动所述副电机进行发电以给所述动力电池充电，同时通过所述DC-DC变换器给所述低压蓄电池充电。
  6. 如权利要求1-5任意一项所述的混合动力汽车的动力系统，其特征在于，所述发动 机和所述动力电机共同驱动所述混合动力汽车的同一车轮。
  7. 如权利要求1-6任意一项所述的混合动力汽车的动力系统，其特征在于，所述混合动力汽车的车轮包括第一车轮和第二车轮；
    发动机通过离合器将动力输出到所述混合动力汽车的第一车轮；
    所述动力电机用于输出驱动力至所述混合动力汽车的第二车轮。
  8. 一种混合动力汽车，其特征在于，包括如权利要求1-7中任一项所述的混合动力汽车的动力系统。
  9. 一种混合动力汽车的发电控制方法，其特征在于，包括以下步骤：
    获取所述混合动力汽车的动力电池的SOC值和低压蓄电池的SOC值；
    获取所述混合动力汽车的副电机的最大允许发电功率；
    根据所述动力电池的SOC值、所述低压蓄电池的SOC值和所述副电机的最大允许发电功率判断所述副电机是否对所述动力电池和/或所述低压蓄电池进行充电。
  10. 如权利要求9所述的混合动力汽车的发电控制方法，其特征在于，当所述动力电池的SOC值小于第一预设SOC值且所述低压蓄电池的SOC值大于等于第二预设SOC值时，控制所述混合动力汽车的发动机带动所述副电机进行发电以给所述动力电池充电。
  11. 如权利要求9所述的混合动力汽车的发电控制方法，其特征在于，当所述动力电池的SOC值大于等于第一预设SOC值且所述低压蓄电池的SOC值小于第二预设SOC值时，控制所述混合动力汽车的发动机带动所述副电机进行发电以通过所述混合动力汽车的DC-DC变换器给所述低压蓄电池充电。
  12. 如权利要求9所述的混合动力汽车的发电控制方法，其特征在于，当所述动力电池的SOC值小于第一预设SOC值且所述低压蓄电池的SOC值小于第二预设SOC值时，根据所述动力电池的SOC值获取所述动力电池的充电功率，并根据所述低压蓄电池的SOC值获取所述低压蓄电池的充电功率，以及在所述动力电池的充电功率与所述低压蓄电池的充电功率之和大于所述副电机的最大允许发电功率时，控制所述混合动力汽车的发动机带动所述副电机进行发电以通过所述混合动力汽车的DC-DC变换器给所述低压蓄电池充电。
  13. 如权利要求12所述的混合动力汽车的发电控制方法，其特征在于，当所述动力电池的充电功率与所述低压蓄电池的充电功率之和小于等于所述副电机的最大允许发电功率时，控制所述发动机带动所述副电机进行发电以给所述动力电池充电，同时通过所述DC-DC变换器给所述低压蓄电池充电。
  14. 一种计算机可读存储介质，其特征在于，具有存储于其中的指令，当所述指令被 执行时，所述混合动力汽车执行如权利要求9-13中任一项所述的发电控制方法。
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CN112092798A (zh) * 2020-08-28 2020-12-18 广西玉柴机器股份有限公司 一种增程器反转保护控制系统及方法
CN112092798B (zh) * 2020-08-28 2023-08-08 广西玉柴机器股份有限公司 一种增程器反转保护控制系统及方法
CN112224039A (zh) * 2020-09-18 2021-01-15 盐城工学院 一种电动汽车增程器及控制方法
CN114312738A (zh) * 2020-10-10 2022-04-12 长城汽车股份有限公司 冷启动控制方法、装置、介质、整车控制器及系统
CN114312738B (zh) * 2020-10-10 2023-07-21 长城汽车股份有限公司 冷启动控制方法、装置、介质、整车控制器及系统
CN113879173A (zh) * 2021-10-21 2022-01-04 博雷顿科技有限公司 一种低电量下电动附件控制方法及纯电汽车
CN114161930A (zh) * 2021-11-26 2022-03-11 三一汽车起重机械有限公司 蓄电池防亏电方法及其控制器、控制系统以及工程车辆

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