WO2019237623A1 - 新型混合动力耦合机构及混合动力控制方法、装置 - Google Patents

新型混合动力耦合机构及混合动力控制方法、装置 Download PDF

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Publication number
WO2019237623A1
WO2019237623A1 PCT/CN2018/111285 CN2018111285W WO2019237623A1 WO 2019237623 A1 WO2019237623 A1 WO 2019237623A1 CN 2018111285 W CN2018111285 W CN 2018111285W WO 2019237623 A1 WO2019237623 A1 WO 2019237623A1
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Prior art keywords
gear
engine
transmission device
generator
coupling mechanism
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PCT/CN2018/111285
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English (en)
French (fr)
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祁宏钟
赵江灵
何国新
徐明艳
尹雪
王宝智
罗庆元
朱旭
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广州汽车集团股份有限公司
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Publication of WO2019237623A1 publication Critical patent/WO2019237623A1/zh

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    • 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
    • B60K6/22—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
    • B60K6/36—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 transmission gearings
    • 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
    • B60K6/42—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
    • B60K6/44—Series-parallel type
    • B60K6/445—Differential gearing distribution type
    • 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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
    • B60W20/14—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion in conjunction with braking regeneration
    • 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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/20—Control strategies involving selection of hybrid configuration, e.g. selection between series or parallel configuration
    • 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
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18109—Braking
    • B60W30/18127—Regenerative braking
    • 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
    • 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • 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

Definitions

  • the invention relates to the technical field of automobiles, in particular to a novel hybrid power coupling mechanism and a hybrid power control method and device.
  • the existing power system includes an engine (internal combustion engine) and a transmission system consisting of a transmission, a differential, and a transmission shaft. Its role is to provide the vehicle with the driving power needed to drive the wheels.
  • the internal combustion engine has a certain speed and torque range, and achieves the best working condition in a very small range. At this time, either the fuel consumption is the smallest, or the harmful emissions are the lowest, or both.
  • the actual road conditions are changing, not only in the speed of the driving wheels, but also in the torque required by the driving wheels. Therefore, achieving the optimal speed and torque of the internal combustion engine, that is, the optimal power state, and the driving wheel power state are well matched, is the primary task of the transmission.
  • stepped transmissions there are two types of transmissions on the market: stepped transmissions and continuously variable transmissions.
  • the stepped transmission is subdivided into manual and automatic. Most of them provide a limited number of discrete output-to-input speed ratios through different meshing arrangements of the gear train or planetary gear train. The adjustment of the drive wheel speed between two adjacent speed ratios is achieved by the speed change of the internal combustion engine.
  • Continuously variable transmission whether it is mechanical, hydraulic, or electric-electric, can provide an unlimited number of continuously selectable speed ratios within a certain speed range. In theory, the speed change of the driving wheels can be completely transmitted through the transmission. carry out. In this way, the internal combustion engine can work in the optimal speed range as much as possible.
  • the continuously variable transmission has many advantages such as smooth speed regulation and full use of the maximum power of the internal combustion engine compared with the stepless transmission. Therefore, the continuously variable transmission has been the object of research by engineers from various countries for many years.
  • the birth of electric motor hybrid technology has opened up a new way to achieve a perfect match between the internal combustion engine and the power wheels.
  • the most representative ones are the series hybrid system and the parallel hybrid system.
  • the motor-series hybrid system an internal combustion engine, a generator, a motor, a shaft system, and a driving wheel form a series power chain, and the power assembly structure is extremely simple.
  • the generator-motor combination can be regarded as a transmission in the traditional sense.
  • the transmission can also be used as an energy adjustment device to complete independent adjustments of speed and torque.
  • the motor parallel system has two parallel independent power chains. One consists of a traditional mechanical transmission, and the other consists of a motor-battery system.
  • the mechanical transmission is responsible for adjusting the speed, while the motor-battery system adjusts the power or torque. In order to fully realize the potential of the entire system, the mechanical transmission also needs to adopt a continuously variable transmission method.
  • An existing electric vehicle power coupling system as shown in FIG. 1 includes: an engine 10; a generator 11 connected coaxially with the engine 10; a clutch 20 disposed between the engine 10 and the power generator The drive motor 12 is connected to the clutch 20 and the differential 30 through a transmission device.
  • the layout of each component is compact, which is conducive to the overall assembly; however, in the present invention, the inventor has found that the system includes structures such as a clutch and a hydraulic system. Convenient, making the cost relatively high, not suitable for hybridization of A-class cars (compact cars).
  • One of the objectives of the present invention is to provide a new hybrid coupling mechanism with a reasonable structural layout and a high degree of modularity; the second object of the present invention is to provide a hybrid control method based on the new hybrid coupling mechanism; The third object is to provide a hybrid control device based on the new hybrid coupling mechanism.
  • an embodiment of the present invention provides a novel hybrid coupling mechanism including an engine, a range extension module, and a pure electric drive module.
  • the range extension module includes a generator and a first transmission device.
  • the output shaft is connected to the input shaft of the generator through the first transmission device, and the engine and the generator are arranged side by side;
  • the pure electric drive module includes a drive motor, a differential, and a second transmission device.
  • the drive motor is connected to the differential through the second transmission device, and the differential power is transmitted through a drive bridge of a car. Passed to the car wheel.
  • the first transmission device includes a gear pair, a first gear of the gear pair is fixed on an output shaft of the engine, and a second gear of the gear pair is fixed on an input of the generator On the shaft.
  • a diameter of the second gear is smaller than a diameter of the first gear.
  • the drive motor and the differential are arranged coaxially on the drive axle.
  • a third gear that rotates around the drive axle in synchronization with a rotor of the drive motor is connected to the drive motor, and the third gear is connected to the differential through the second transmission device.
  • the second transmission device includes a gear shaft, the gear shaft includes an intermediate shaft, and a fourth gear and a fifth gear fixed at both ends of the intermediate shaft, and the diameter of the fourth gear is larger than that of the first gear.
  • an embodiment of the present invention provides a hybrid control method based on the new hybrid coupling mechanism described above.
  • the hybrid control method includes the following steps: judging the remaining power value of the battery and the vehicle speed, and As a result of the judgment, the working mode of the car is switched:
  • the driving motor transmits power to the differential via the second transmission device, and the car enters a pure Electric mode
  • control method further includes:
  • the driving motor When braking, the driving motor is controlled to generate a braking torque and an induced current is generated in a coil winding of the driving motor to charge a battery.
  • an embodiment of the present invention provides a hybrid control device based on the novel hybrid coupling mechanism described above.
  • the hybrid control device includes a first control unit.
  • the driving motor transmits power to the differential via the second transmission device, and the car enters a pure Electric mode
  • the hybrid control device further includes a second control unit configured to control the driving motor to generate a braking torque and generate an induced current in a coil winding of the driving motor when the brake is applied to the battery. Charging.
  • a new hybrid coupling mechanism, a hybrid control method, and a control device provided by the embodiments of the present invention include the following advantages:
  • the new hybrid coupling mechanism provided by the embodiment of the present invention eliminates the structure of the clutch, hydraulic system, etc., has a simple structure and a more reasonable layout, and is separately configured by a pure electric drive module and a range extender module, which makes the cost low and the installation and maintenance convenient It is especially suitable for hybridization of A-class cars.
  • FIG. 1 is a novel hybrid coupling mechanism of the prior art scheme
  • FIG. 2 is a schematic diagram of a novel hybrid coupling mechanism provided by an embodiment of the present invention.
  • FIG. 3 is a schematic diagram of an automobile hybrid power coupling mechanism in a pure electric mode according to an embodiment of the present invention
  • FIG. 4 is a schematic diagram of a new hybrid coupling mechanism in an extended range mode provided by an embodiment of the present invention.
  • FIG. 5 is a flowchart of steps in a method for controlling a novel hybrid coupling mechanism according to an embodiment of the present invention
  • a preferred embodiment of the present invention provides a new hybrid coupling mechanism including an engine 1, a range extension module 101, and a pure electric drive module 102.
  • the range extension module 101 includes a generator 6 and a first transmission device.
  • the engine output shaft 3 is connected to the generator input shaft 7 through the first transmission device, and the engine 1 and the generator 6 are arranged side by side;
  • the pure electric drive module 102 includes a drive motor 8 and a differential 14 And a second transmission device, the drive motor 8 is connected to the differential 14 through the second transmission device, and the differential 14 transmits power to a car wheel 19 through a drive axle 18 of the car;
  • the present invention implements
  • the new hybrid coupling mechanism provided by the example eliminates the clutch, hydraulic system and other structures, the engine and generator are arranged side by side, the structural layout is reasonably optimized, and the pure electric drive module and range extender module are configured separately, and each module can be installed Separate design, manufacture and installation make installation and maintenance convenient and low cost.
  • the drive motor is always involved in the drive, extended-range mode when you need to start the engine and the driving range extender modules to be assisted in the process of switching the mode, the drive motor is still involved in the drive, so that the power there is no power interruption.
  • the first transmission device includes a gear pair, a first gear 4 of the gear pair is fixed on the engine output shaft 3, and a second gear 5 of the gear pair is fixed on the generator input
  • the engine 1 and the generator 6 are arranged side by side and are located on the same side of the gear pair, the transmission method and the layout structure are optimized, and the diameter of the second gear 5 is smaller than that of the first gear
  • the diameter of the gear 4 is such that the engine and the generator are arranged side by side, and by increasing the speed of the gear pair, the working area of the engine during power generation can be optimized and the efficiency of engine power generation can be improved.
  • the drive motor 8 and the differential 14 are coaxially disposed on the drive axle 18.
  • the drive motor 8 is connected to the drive axle synchronously with the rotor of the drive motor. 18 rotating third gear 9, which is connected to the differential 14 through the second transmission device, thereby achieving a highly integrated and compact design of the pure electric drive module, which has a wide application prospect .
  • the second transmission device includes a gear shaft
  • the gear shaft includes an intermediate shaft 16 and a fourth gear 15 and a fifth gear 17 fixed to both ends of the intermediate shaft 16, and a diameter of the fourth gear 15 Larger than the diameter of the fifth gear 17, the fourth gear 15 is externally meshed with the third gear 9, and the fifth gear 17 is externally meshed with the main gear 13 on the differential 14.
  • This transmission method has a simple structure, convenient installation, and low cost, which makes it more suitable for the design of electric or hybridization of A-class vehicles in the design of pure electric drive modules.
  • the new hybrid coupling mechanism further includes a torsional shock absorber 2, one end of which is connected to the engine 1, and the other end of the torsional shock absorber 2 is connected to the first transmission.
  • the device is connected, which can alleviate the torque shock load under unsteady working conditions and improve the smoothness of the transmission.
  • an embodiment of the present invention further provides a control method for the novel hybrid coupling mechanism described above, including the following steps: judging the remaining battery value and the vehicle speed of the battery, and switching according to the judgment result Working mode of the car:
  • the driving motor transmits power to the differential via the second transmission device, and the car enters a pure Electric mode
  • control method further includes controlling the driving motor to generate a braking torque and generating an induced current in a coil winding of the driving motor to charge the battery when braking.
  • an embodiment of the present invention also provides a hybrid control device (not shown) of the novel hybrid coupling mechanism described above.
  • the hybrid control device includes a first control unit for determining a remaining power value of the battery and a vehicle speed. , And switch the working mode of the car according to the judgment result:
  • the driving motor transmits power to the differential via the second transmission device, and the car enters a pure Electric mode
  • the hybrid control device further includes a second control unit configured to control the driving motor to generate a braking torque and generate an induced current in a coil winding of the driving motor to charge the battery when the brake is being braked. .
  • the coupling mechanism can be switched to the extended range mode when the speed is high, and the coupling mechanism can be switched to the pure electric mode when the speed is not high.
  • the driving motor participates Drive without power interruption.
  • a new hybrid coupling mechanism and hybrid control method and device provided by the embodiments of the present invention include the following advantages:
  • the new hybrid coupling mechanism provided by the embodiment of the present invention cancels the structure of the clutch, hydraulic system and the like, and is configured separately by a pure electric drive module and a range extender module, so that the cost is low, the installation and maintenance are convenient, and it is particularly suitable for A-class vehicles Hybridization.
  • the engine and generator are arranged side by side, and the gear pair connected by the speed increase can optimize the working area of the engine during power generation and improve the efficiency of engine power generation.
  • the drive motor and the differential are arranged coaxially on the drive axle, thereby realizing a highly integrated and compact design of a pure electric drive module, which has a broad application prospect.

Abstract

一种混合动力耦合机构，包括发动机（1）、增程模块（101）和纯电驱动模块（102），增程模块（101）包括发电机（6）和第一传动装置，发动机输出轴（3）通过第一传动装置与发电机输入轴（7）连接，发动机（1）与发电机（6）并排布置；纯电驱动模块（102）包括驱动电机（8）、差速器（14）和第二传动装置，驱动电机（8）通过第二传动装置与差速器（14）连接，差速器（14）通过汽车的驱动桥（18）将动力传递至车轮（19）。该混合动力耦合机构合理优化了结构布局，成本低，安装维修方便。还提供了一种混合动力控制方法，该控制方法根据电池的剩余电量值以及车速切换汽车的工作模式，以适应不同的工况需求。还提供了一种混合动力控制装置。

Description

新型混合动力耦合机构及混合动力控制方法、装置 技术领域
本发明涉及汽车技术领域，特别是涉及一种新型混合动力耦合机构及混合动力控制方法、装置。
背景技术
现有的动力系统包括发动机(内燃机)和一个由变速器、差速器和传动轴组成的传动系统。它的作用是向车辆提供驱动轮所需的驱动动力。内燃机有一定的速度和扭矩范围，并在其中很小的范围内达到最佳的工作状态，这时或是油耗最小，或是有害排放最低，或是俩者皆然。然而，实际路况千变万化，不但表现在驱动轮的速度上，同时还表现在驱动轮所要求的扭矩。因此，实现内燃机的转速和扭矩最优，即动力最优状态，与驱动轮动力状态之匹配好，是变速器的首要任务。
目前市场上的变速器主要有有级变速器和无级变速器两大类。有级变速器又细分为手动和自动两种。它们大多通过齿轮系或行星轮系不同的啮合排列来提供有限个离散的输出输入速比。两相邻速比之间驱动轮速度的调节则依靠内燃机的速度变化来实现。无级变速器，无论是机械式，液压式，或机一电式的，都能在一定速度范围内提供无限个连续可选用的速比，理论上说，驱动轮的速度变化完全可通过变速器来完成。这样，内燃机可以尽可能的工作在最佳速度范围内。同时无级变速器和有级变速器相比，具有调速平稳，能充分利用内燃机最大功率等诸多优点，因此，无级变速器多年来一直是各国工程师们研究的对象。
近年来，电机混合动力技术的诞生为实现内燃机与动力轮之间动力的完全匹配开拓了新的途径。在众多的动力总成设计案中，最具 代表性的有串联混合系统和并联混合系统两种。电机串联混合系统中，内燃机一发电机一电动机一轴系一驱动轮组成一条串联的动力链，动力总成结构极为简单。其中，发电机一电动机组合可视为传统意义下的变速器。当与储能器，如电池，电容等联合使用时，该变速器又可作为能量调节装置，完成对速度和扭矩的独立调节。
电机并联系统有两条并行的独立的动力链。一条由传统的机械变速器组成，另一条由电机一电池系统组成。机械变速器负责完成对速度的调节，而电机一电池系统则完成对功率或扭矩的调节。为充分发挥整个系统的潜能，机械变速器还需采用无级变速方式。
如附图1中所示的一种现有的电动汽车动力耦合系统，包括：发动机10；发电机11，与所述发动机10同轴相连；离合器20，设置在所述发动机10与所述发电机11之间；驱动电机12，通过传动装置分别与所述离合器20和差速器30相连。该种电动汽车动力耦合系统，各部件布局紧凑，有利于整体装配；但是，在本发明中，发明人发现该系统中包含离合器、液压系统等结构，系统模块化程度不高，安装拆卸维修不方便，使得成本比较高，不适合A级别车(紧凑型车)的混动化。
发明内容
本发明的目的之一是提供一种结构布局合理且模块化程度较高的新型混合动力耦合机构；本发明的目的之二是提供基于该新型混合动力耦合机构的混合动力控制方法；本发明的目的之三是提供基于该新型混合动力耦合机构的混合动力控制装置。
为了实现上述目的之一，本发明实施例提供一种新型混合动力耦合机构，包括发动机、增程模块和纯电驱动模块，所述增程模块包括发电机和第一传动装置，所述发动机的输出轴通过所述第一传动装置与所述发电机的输入轴连接，所述发动机与所述发电机呈并排布置；
所述纯电驱动模块包括驱动电机、差速器和第二传动装置，所述驱动电机通过所述第二传动装置与所述差速器连接，所述差速器通过 汽车的驱动桥将动力传递至汽车车轮。
作为优选方案，所述第一传动装置包括齿轮副，所述齿轮副的第一齿轮固设于所述发动机的输出轴上，所述齿轮副的第二齿轮固设于所述发电机的输入轴上。
作为优选方案，所述第二齿轮的直径小于所述第一齿轮的直径。
作为优选方案，所述驱动电机与所述差速器同轴设置于所述驱动桥上。
作为优选方案，所述驱动电机上连接有与所述驱动电机的转子同步绕所述驱动桥转动的第三齿轮，所述第三齿轮通过所述第二传动装置与所述差速器连接。
作为优选方案，所述第二传动装置包括齿轮轴，所述齿轮轴包括中间轴以及固设于所述中间轴两端的第四齿轮和第五齿轮，所述第四齿轮的直径大于所述第五齿轮的直径，所述第四齿轮与所述第三齿轮外啮合传动，所述第五齿轮与所述差速器上的主齿轮外啮合传动。
此外，为了实现上述目的之二，本发明实施例提供一种基于上述的新型混合动力耦合机构的混合动力控制方法，该混合动力控制方法包括以下步骤：判断电池的剩余电量值以及车速，并根据判断的结果，切换所述汽车的工作模式：
当电池的剩余电量值高于第一阈值时，控制所述发动机和发电机均不工作，所述驱动电机经所述第二传动装置将动力传递给所述差速器，所述汽车进入纯电动模式；
当电池的剩余电量值低于第一阈值且车速低于第二阈值时，控制所述发电机启动所述发动机工作，所述发动机通过所述第一传动装置带动所述发电机发电，所述驱动电机的动力经所述第二传动装置传递给所述差速器，所述汽车进入增程模式。
作为优选方案，所述控制方法还包括：
在刹车制动时，控制所述驱动电机产生制动力矩并且在所述驱动 电机的线圈绕组中产生感应电流以向电池充电。
此外，为了实现上述目的之三，本发明实施例提供一种基于上述的新型混合动力耦合机构的混合动力控制装置，该混合动力控制装置包括第一控制单元，
其用于判断电池的剩余电量值以及车速，并根据判断的结果，切换所述汽车的工作模式：
当电池的剩余电量值高于第一阈值时，控制所述发动机和发电机均不工作，所述驱动电机经所述第二传动装置将动力传递给所述差速器，所述汽车进入纯电动模式；
当电池的剩余电量值低于第一阈值且车速低于第二阈值时，控制所述发电机启动所述发动机工作，所述发动机通过所述第一传动装置带动所述发电机发电，所述驱动电机的动力经所述第二传动装置传递给所述差速器，所述汽车进入增程模式。
作为优选方案，该混合动力控制装置还包括第二控制单元，其用于在刹车制动时，控制所述驱动电机产生制动力矩并且在所述驱动电机的线圈绕组中产生感应电流以向电池充电。
综上，本发明实施例所提供的一种新型混合动力耦合机构及混合动力控制方法、控制装置，与现有技术相比较，包括以下优点：
1、本发明实施例提供的新型混合动力耦合机构取消了离合器、液压系统等结构，结构简单，布局更加合理，而且通过纯电驱动模块和增程模块分别进行配置，使得成本低，安装维修方便，特别适合于A级车的混动化。
2、在工作模式切换过程中，驱动电机始终参与驱动，动力不存在动力中断。
附图说明
图1是现有技术方案的一种新型混合动力耦合机构；
图2是本发明实施例提供的一种新型混合动力耦合机构的示意图；
图3是本发明实施例提供的一种汽车混动动力耦合机构在纯电动模式下的示意图；
图4是本发明实施例提供的一种新型混合动力耦合机构在增程模式下的示意图；
图5是本发明实施例提供的一种新型混合动力耦合机构的控制方法的步骤流程图；
其中，1、发动机；2、扭转减震器；3、发动机输出轴；4、第一齿轮；5、第二齿轮；6、发电机；7、发电机输入轴；8、驱动电机；9、第三齿轮；15、第四齿轮；16、中间轴；17、第五齿轮；13、主齿轮；14、差速器；18、驱动桥；19、车轮；101、增程模块；102、纯电驱动模块。
具体实施方式
下面结合附图和实施例，对本发明的具体实施方式作进一步详细描述。以下实施例用于说明本发明，但不用来限制本发明的范围。
如图2所示，本发明优选实施例提供一种新型混合动力耦合机构，包括发动机1、增程模块101和纯电驱动模块102，所述增程模块101包括发电机6和第一传动装置，所述发动机输出轴3通过所述第一传动装置与所述发电机输入轴7连接，发动机1与发电机6呈并排布置；所述纯电驱动模块102包括驱动电机8、差速器14和第二传动装置，所述驱动电机8通过所述第二传动装置与所述差速器14连接，所述差速器14通过汽车的驱动桥18将动力传递至汽车车轮19；本发明实施例提供的该种新型混合动力耦合机构取消了离合器、液压系统等结构，发动机与发电机并排布置，合理优化了结构布局，而且通过纯电驱动模块和增程模块分别进行配置，可以安装各模块进行分别设计制造和安装，使得安装维修方便，使得成本低，特别适合于A级车的混动化，而且在该耦合机构纯电驱动工作中，驱动电机始终参与驱动，当需要增程模式时则启动发动机及其增程模块予以辅助驱动，在 该模式的切换过程中，驱动电机依然参与驱动，使得动力不存在动力中断。
优选地，所述第一传动装置包括齿轮副，所述齿轮副的第一齿轮4固设于所述发动机输出轴3上，所述齿轮副的第二齿轮5固设于所述发电机输入轴7上，所述发动机1和所述发电机6呈并排布置且位于所述齿轮副的同一侧，优化了传动方式及其布局结构，而且所述第二齿轮5的直径小于所述第一齿轮4的直径，由此，发动机与发电机并排布置，并且通过增速的齿轮副连接，可以优化发电时发动机的工作区间，提升发动机发电的效率。
优选地，所述驱动电机8与所述差速器14同轴设置于所述驱动桥18上，具体地，所述驱动电机8上连接有与所述驱动电机的转子同步绕所述驱动桥18转动的第三齿轮9，所述第三齿轮9通过所述第二传动装置与所述差速器14连接，由此实现了纯电驱动模块的高度集成和紧凑设计，具有广泛的应用前景。
优选地，所述第二传动装置包括齿轮轴，所述齿轮轴包括中间轴16以及固设于所述中间轴16两端的第四齿轮15和第五齿轮17，所述第四齿轮15的直径大于所述第五齿轮17的直径，所述第四齿轮15与所述第三齿轮9外啮合传动，所述第五齿轮17与所述差速器14上的主齿轮13外啮合传动。该种传动方式结构简单，安装方便，成本低，使得用于纯电驱动模块的设计中，更加符合A级车的电动化或混动化的结构设计。
优选地，所述新型混合动力耦合机构还包括扭转减震器2，所述扭转减震器2的一端与所述发动机1连接，所述扭转减震器2的另一端与所述第一传动装置连接，由此能够缓和非稳定工况下扭矩冲击载荷，改善传动的平顺性。
此外，如图3至图5所示，本发明实施例还提供一种上述的新型混合动力耦合机构的控制方法，包括以下步骤：判断电池的剩余电量 值以及车速，并根据判断的结果，切换所述汽车的工作模式：
当电池的剩余电量值高于第一阈值时，控制所述发动机和发电机均不工作，所述驱动电机经所述第二传动装置将动力传递给所述差速器，所述汽车进入纯电动模式；
当电池的剩余电量值低于第一阈值且车速低于第二阈值时，控制所述发电机启动所述发动机工作，所述发动机通过所述第一传动装置带动所述发电机发电，所述驱动电机的动力经所述第二传动装置传递给所述差速器，所述汽车进入增程模式。
上述模式以下面的表格体现如下：
Figure PCTCN2018111285-appb-000001
优选地，所述控制方法还包括：在刹车制动时，控制所述驱动电机产生制动力矩并且在所述驱动电机的线圈绕组中产生感应电流以向电池充电。
此外，本发明实施例还提供一种上述的新型混合动力耦合机构的混合动力控制装置(图未示)，该混合动力控制装置包括第一控制单元，其用于判断电池的剩余电量值以及车速，并根据判断的结果，切换所述汽车的工作模式：
当电池的剩余电量值高于第一阈值时，控制所述发动机和发电机均不工作，所述驱动电机经所述第二传动装置将动力传递给所述差速器，所述汽车进入纯电动模式；
当电池的剩余电量值低于第一阈值且车速低于第二阈值时，控制所述发电机启动所述发动机工作，所述发动机通过所述第一传动装置带动所述发电机发电，所述驱动电机的动力经所述第二传动装置传递给所述差速器，所述汽车进入增程模式。
优选地，该混合动力控制装置还包括第二控制单元，其用于在刹车制动时，控制所述驱动电机产生制动力矩并且在所述驱动电机的线圈绕组中产生感应电流以向电池充电。
由此可以根据整车的工况，车速要求较高时，耦合机构可以切换到增程模式，在车速要求不高时，耦合机构可以切换成纯电动模式，在模式切换过程中，驱动电机参与驱动，动力不存在动力中断。
综上，本发明实施例提供的一种新型混合动力耦合机构及混合动力控制方法、装置，与现有技术比较，包括以下优点：
1、本发明实施例提供的新型混合动力耦合机构取消了离合器、液压系统等结构，而且通过纯电驱动模块和增程模块分别进行配置，使得成本低，安装维修方便，特别适合于A级车的混动化。
2、在工作模式切换过程中，驱动电机始终参与驱动，动力不存在动力中断。
3、发动机与发电机并排布置，并且通过增速的齿轮副连接，可以优化发电时发动机的工作区间，提升发动机发电的效率。
4、所述驱动电机与所述差速器同轴设置于所述驱动桥上，由此实现了纯电驱动模块的高度集成和紧凑设计，具有广泛的应用前景。
以上所述仅是本发明的优选实施方式，应当指出，对于本技术领域的普通技术人员来说，在不脱离本发明技术原理的前提下，还可以做出若干改进和替换，这些改进和替换也应视为本发明的保护范围。

Claims (10)

  1. 一种新型混合动力耦合机构，其特征在于，包括发动机、增程模块和纯电驱动模块，所述增程模块包括发电机和第一传动装置，所述发动机的输出轴通过所述第一传动装置与所述发电机的输入轴连接，所述发动机和所述发电机呈并排布置；
    所述纯电驱动模块包括驱动电机、差速器和第二传动装置，所述驱动电机通过所述第二传动装置与所述差速器连接，所述差速器通过汽车的驱动桥将动力传递至汽车车轮。
  2. 如权利要求1所述的新型混合动力耦合机构，其特征在于，所述第一传动装置包括齿轮副，所述齿轮副的第一齿轮固设于所述发动机的输出轴上，所述齿轮副的第二齿轮固设于所述发电机的输入轴上。
  3. 如权利要求2所述的新型混合动力耦合机构，其特征在于，所述第二齿轮的直径小于所述第一齿轮的直径。
  4. 如权利要求1所述的新型混合动力耦合机构，其特征在于，所述驱动电机与所述差速器同轴设置于所述驱动桥上。
  5. 如权利要求4所述的新型混合动力耦合机构，其特征在于，所述驱动电机上连接有与所述驱动电机的转子同步绕所述驱动桥转动的第三齿轮，所述第三齿轮通过所述第二传动装置与所述差速器连接。
  6. 如权利要求5所述的新型混合动力耦合机构，其特征在于，所述第二传动装置包括齿轮轴，所述齿轮轴包括中间轴以及固设于所述中间轴两端的第四齿轮和第五齿轮，所述第四齿轮的直径大于所述第五齿轮的直径，所述第四齿轮与所述第三齿轮外啮合传动，所述第五齿轮与所述差速器上的主齿轮外啮合传动。
  7. 一种基于权利要求1-6任一项所述的新型混合动力耦合机构的混合动力控制方法，其特征在于，包括以下步骤：判断电池的剩余 电量值以及车速，并根据判断的结果，切换所述汽车的工作模式：
    当电池的剩余电量值高于第一阈值时，控制所述发动机和发电机均不工作，所述驱动电机经所述第二传动装置将动力传递给所述差速器，所述汽车进入纯电动模式；
    当电池的剩余电量值低于第一阈值且车速低于第二阈值时，控制所述发电机启动所述发动机工作，所述发动机通过所述第一传动装置带动所述发电机发电，所述驱动电机的动力经所述第二传动装置传递给所述差速器，所述汽车进入增程模式。
  8. 如权利要求7所述的新型混合动力耦合机构的混合动力控制方法，其特征在于，所述控制方法还包括：
    在刹车制动时，控制所述驱动电机产生制动力矩并且在所述驱动电机的线圈绕组中产生感应电流以向电池充电。
  9. 一种基于权利要求1-6任一项所述的新型混合动力耦合机构的混合动力控制装置，其特征在于，包括第一控制单元，
    其用于判断电池的剩余电量值以及车速，并根据判断的结果，切换所述汽车的工作模式：
    当电池的剩余电量值高于第一阈值时，控制所述发动机和发电机均不工作，所述驱动电机经所述第二传动装置将动力传递给所述差速器，所述汽车进入纯电动模式；
    当电池的剩余电量值低于第一阈值且车速低于第二阈值时，控制所述发电机启动所述发动机工作，所述发动机通过所述第一传动装置带动所述发电机发电，所述驱动电机的动力经所述第二传动装置传递给所述差速器，所述汽车进入增程模式。
  10. 如权利要求9所述混合动力控制装置，其特征在于，还包括第二控制单元，其用于在刹车制动时，控制所述驱动电机产生制动力矩并且在所述驱动电机的线圈绕组中产生感应电流以向电池充电。
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