CN109435675B - Hybrid vehicle drive device and control method thereof - Google Patents

Hybrid vehicle drive device and control method thereof Download PDF

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Publication number
CN109435675B
CN109435675B CN201811205017.5A CN201811205017A CN109435675B CN 109435675 B CN109435675 B CN 109435675B CN 201811205017 A CN201811205017 A CN 201811205017A CN 109435675 B CN109435675 B CN 109435675B
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clutch
gear
single clutch
oil
engine
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CN109435675A (en
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石田俊雄
张倍坚
王开国
刘学武
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Guangzhou Automobile Group Co Ltd
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Guangzhou Automobile Group Co Ltd
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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
    • B60K6/38—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
    • B60K6/383—One-way clutches or freewheel devices
    • 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
    • B60K6/38—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
    • 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

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

The invention provides a hybrid vehicle driving apparatus and a control method thereof, the hybrid vehicle driving apparatus including: an engine; the single clutch hydraulic control module is connected with the external gear hub of the single clutch, the electronic pump, the single clutch hydraulic control module and the external gear hub of the single clutch are sequentially connected through an oil way, and pressure oil of the electronic pump is distributed to an oil duct of the single clutch through the single clutch hydraulic control module; the motor is integrated with the single clutch, and an input shaft of the motor is connected with the inner teeth of the single clutch; and the double-clutch transmission system is connected with an output shaft of the motor. The hybrid vehicle driving device and the control method thereof realize the quick start of the engine by independently controlling the single clutch, and can optimize the control strategy in the coupling and decoupling process of the torque, so that the impact and the power interruption are avoided when the power of the engine and the motor is mutually switched and intervened, and the drivability is optimized.

Description

Hybrid vehicle drive device and control method thereof
Technical Field
The present invention relates to a power system of a vehicle, and more particularly, to a hybrid vehicle driving apparatus and a control method thereof.
Background
A hybrid vehicle refers to a vehicle that uses more than two energy sources. The most common hybrid vehicle is a hybrid vehicle having an engine and an electric motor providing both power outputs, wherein the engine consumes fuel and the electric motor consumes electric power from a power battery.
In the field of automatic transmissions for vehicles, the shifting behavior of dual clutch automatic transmissions is known for its sporty behavior. The dual-clutch automatic transmission has good gear meshing efficiency in design and flexible transmission ratio selection, so that the dual-clutch automatic transmission has good fuel economy; meanwhile, the double-clutch automatic transmission can greatly reduce power interruption in the gear shifting process, and is superior in driving comfort, so that the double-clutch automatic transmission is more and more favored. At present, all major host manufacturers and part manufacturers increase the research and development investment, popularization and application of the double-clutch automatic transmission.
At present, the mainstream single-motor parallel hybrid power system integrates a motor on an input/output shaft of a transmission to realize the hybrid output of two kinds of power. However, in the prior art, when the motor parallel hybrid system is applied to a dual clutch automatic transmission, the motor cannot function as a starter, and the function of quickly starting the engine cannot be realized; meanwhile, the impact phenomenon can occur when the power of the engine and the motor is switched and intervened with each other, so that the driving feeling is seriously influenced.
Disclosure of Invention
The invention aims to solve the technical problems that the conventional single-motor parallel hybrid power system cannot realize the quick starting function of an engine and impact exists when the power of the engine and the power of a motor are mutually switched and intervened, and provides a hybrid vehicle driving device.
The technical scheme adopted by the invention for solving the technical problems is as follows:
provided is a hybrid vehicle drive device including: an engine; the single clutch hydraulic control system comprises a single clutch, an electronic pump and a single clutch hydraulic control module, wherein an external gear hub of the single clutch is connected with an output shaft of the engine, the electronic pump, the single clutch hydraulic control module and the external gear hub of the single clutch are sequentially connected through an oil path, and pressure oil of the electronic pump is distributed to an oil path of the single clutch through the single clutch hydraulic control module; the motor is integrated with the single clutch, and an input shaft of the motor is connected with the inner teeth of the single clutch; and the double-clutch transmission system is connected with an output shaft of the motor.
Furthermore, the hybrid vehicle driving device further comprises a mechanical pump and a double-clutch transmission hydraulic control module, the mechanical pump, the double-clutch transmission hydraulic control module and the single-clutch transmission hydraulic control module are sequentially connected through oil passages, and pressure oil of the mechanical pump is distributed to the oil passage of the single clutch through the double-clutch transmission hydraulic control module.
Furthermore, the single clutch hydraulic control module comprises a two-position four-way reversing valve, a first one-way valve, an energy accumulator and a pressure sensor, the electronic pump is characterized in that the first one-way valve and the two-position four-way reversing valve are sequentially connected through an oil path, the two-position four-way reversing valve is connected with the oil path of the single clutch through the oil path, and the energy accumulator and an oil path branch formed by the pressure sensor in a connecting mode are connected between the first one-way valve and the two-position four-way reversing valve.
Furthermore, the single-clutch hydraulic control module further comprises a second one-way valve and a mechanical pump supplement flow control valve, one end of the mechanical pump supplement flow control valve is connected with the double-clutch transmission hydraulic control module through an oil way, and the other end of the mechanical pump supplement flow control valve is connected with an oil way branch formed by connecting the second one-way valve and connected between the first one-way valve and the two-position four-way reversing valve.
Further, the dual clutch transmission system includes: the outer gear hub of the double clutch is connected with the output shaft of the motor; the double clutch transmission comprises an inner input shaft and an outer input shaft, wherein the inner input shaft is connected with a first clutch of the double clutches, and the outer input shaft is connected with a second clutch of the double clutches; the odd-numbered gear driving gear is arranged on the inner input shaft, and the even-numbered gear driving gear is arranged on the outer input shaft; the transmission mechanism comprises an upper output shaft, a lower output shaft, an odd-numbered gear driven gear and an even-numbered gear driven gear, wherein the odd-numbered gear driven gear and the even-numbered gear driven gear are sleeved on the upper output shaft and the lower output shaft in an empty mode.
Further, the hybrid vehicle driving device also comprises a vehicle control unit, and an engine management system, a battery management system, a motor controller and a transmission control unit which are respectively connected with the vehicle control unit through signals; the transmission control unit is respectively connected with the electronic pump, the single clutch hydraulic control module, the mechanical pump and the double clutch transmission hydraulic control module through signals.
The invention also provides a driving control method of the hybrid vehicle, wherein the vehicle control unit sends an instruction to the engine management system, the battery management system, the motor controller and the transmission control unit, the engine management system controls the running state of the engine, the battery management system supplies power to the motor, the motor controller controls the running state of the motor, and the transmission control unit starts the electronic pump, adjusts the single clutch hydraulic control module and controls the compression state of the single clutch.
Furthermore, when the engine is started, the transmission control unit starts the electronic pump, pressure oil of the electronic pump provides oil pressure for the single clutch through the first one-way valve and the two-position four-way reversing valve, internal teeth of the single clutch and an external gear hub of the single clutch are pressed tightly, and oil is continuously filled into the energy accumulator; the pressure sensor controls the electronic pump to be started or closed according to the measured oil pressure; and after the engine is started successfully, the electronic pump stops working, and the accumulator keeps keeping the compression pressure of the single clutch.
Further, when the pure electric working condition is converted to the engine working condition, the transmission control unit opens the mechanical pump flow supplement solenoid valve, pressure oil of the mechanical pump is distributed by the double-clutch transmission hydraulic control module, and partial flow provides oil pressure for the single clutch through the mechanical pump flow supplement solenoid valve, the second one-way valve and the two-position four-way reversing valve to compress inner teeth of the single clutch and an outer gear hub of the single clutch; the pressure sensor controls the opening or closing of the mechanical pump flow supplement electromagnetic valve according to the measured oil pressure; the engine management system controls the engine to be started, the motor controller controls the motor to stop power output, the mechanical pump flow supplementing electromagnetic valve is closed, and the accumulator continues to maintain the compression pressure of the single clutch.
Further, when the working condition of the engine is converted into the pure electric working condition, the transmission control unit coordinates the two-position four-way reversing valve and the mechanical pump to supplement the current of the electromagnetic valve in a flow manner, so that the single clutch is worn in a sliding manner and is gradually separated.
The invention has the advantages that the single clutch is independently controlled by adopting the independent small hydraulic module formed by the single clutch hydraulic control module and the electronic pump, the quick start of the engine is realized, the control strategy can be optimized in the coupling and decoupling process of the torque, the impact and the power interruption are avoided when the power of the engine and the motor is mutually switched and intervened, and the drivability is optimized.
Drawings
Fig. 1 is a schematic structural view of a hybrid vehicle drive apparatus provided in an embodiment of the invention;
fig. 2 is a schematic view of a drive control module of a hybrid vehicle drive apparatus according to an embodiment of the invention;
fig. 3 is a schematic structural diagram of a single clutch hydraulic control module according to an embodiment of the present invention.
The reference numbers in the drawings of the specification are as follows:
1. an engine; 2. a dual mass flywheel; 3. a single clutch; 4. a motor; 5. an output shaft of the motor; 6. a first clutch; 7. a second clutch; 8. an upper output gear; 9. a six-gear driven gear; 10. a sixth gear synchronizer; 11. a reverse gear; 12. a reverse gear synchronizer; 13. a third-gear driven gear; 14. a third/seventh gear synchronizer; 15. a seven-speed driven gear; 16. an upper output shaft; 17. an inner input shaft; 18. a lower output shaft; 19. a fifth-gear driven gear; 20. a first/fifth gear synchronizer; 21. a first-gear driven gear; 22. a second driven gear; 23. a second/fourth gear synchronizer; 24. a differential mechanism; 25. a parking ratchet wheel; 26. a parking axle; 27. an outer gear hub of the dual clutch; 28. an outer input shaft; 29. a lower output gear; 30. a fourth-gear driven gear; 31. an input shaft of the motor; 32. an outer hub of the single clutch; 33. a first gear driving gear; 34. a third gear drive gear; 35. a five/seven speed drive gear; 36. a second gear driving gear; 37. a four/six gear drive gear; 38. an output shaft of the engine; 39. a double clutch; 40. a vehicle control unit; 41. a high voltage battery; 42. an engine management system; 43. an inverter; 44. a battery management system; 45. a motor controller; 46. a transmission control unit; 47. a dual clutch transmission hydraulic control module; 48. a dual clutch transmission system; 49. a single clutch hydraulic control module; 50. an electronic pump; 51. a two-position four-way reversing valve; 52. a first check valve; 53. a second one-way valve; 54. an accumulator; 55. a pressure sensor; 56. a flow supplement electromagnetic valve of the mechanical pump; 57. a mechanical pump.
Detailed Description
In order to make the technical problems, technical solutions and advantageous effects solved by the present invention more clearly apparent, the present invention is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.
As shown in fig. 1 to 3, a hybrid vehicle drive apparatus according to an embodiment of the present invention includes: an engine 1; the hydraulic control system comprises a single clutch 3, an electronic pump 50 and a single clutch hydraulic control module 49, wherein an external gear hub 32 of the single clutch is connected with an output shaft 38 of the engine, the electronic pump 50, the single clutch hydraulic control module 49 and the external gear hub 32 of the single clutch are sequentially connected through oil passages, and pressure oil of the electronic pump 50 is distributed to the oil passages of the single clutch 3 through the single clutch hydraulic control module; the motor 4 is integrated with the single clutch 3, and an input shaft 31 of the motor is connected with the internal teeth of the single clutch 3; and the double-clutch transmission system 48 is connected with the output shaft 5 of the motor, and a double-mass flywheel 2 can be additionally arranged between the single clutch 3 and the engine 1.
From the above, the hybrid vehicle driving apparatus provided by the present invention can independently control the single clutch 3 by using the independent small hydraulic module formed by the single clutch hydraulic control module 49 and the electronic pump 50, thereby realizing the quick start of the engine 1 and improving the smoothness of the power intervention and exit of the engine 1.
As shown in fig. 1, the hybrid vehicle driving apparatus further includes a mechanical pump 57 and a dual clutch transmission hydraulic control module 47, the mechanical pump 57, the dual clutch transmission hydraulic control module 47 and the single clutch transmission hydraulic control module 49 are sequentially connected through an oil passage, and pressure oil of the mechanical pump 57 is distributed to an oil passage of the single clutch 3 through the dual clutch transmission hydraulic control module 47. Through the arrangement of the mechanical pump 57 and the hydraulic control module 47 of the dual clutch transmission, when the whole vehicle is in a running state, part of flow output by the mechanical pump 57 is used for supplementing the pressing oil pressure of the single clutch 3, so that the electronic pump 50 is prevented from working all the time, and the service life of the electronic pump 50 is prolonged.
As shown in fig. 3, the single clutch hydraulic control module 49 includes a two-position four-way reversing valve 51, a first check valve 52, an energy accumulator 54 and a pressure sensor 55, the electronic pump 50, the first check valve 52 and the two-position four-way reversing valve 51 are sequentially connected through an oil path, the two-position four-way reversing valve 51 is connected with the oil path of the single clutch 3 through an oil path, and the energy accumulator 54 and an oil path branch formed by connecting the pressure sensor 55 are connected between the first check valve 52 and the two-position four-way reversing valve 51. When the engine 1 is started, pressure oil is supplied to the single clutch 3 through the first one-way valve 52 and the two-position four-way reversing valve 51 in the single clutch hydraulic control module 49, so that the inner teeth of the single clutch 3 and the outer gear hub 32 of the single clutch are pressed tightly through a friction plate, oil is continuously supplied to the energy accumulator 54, when the oil pressure detected by the pressure sensor 55 reaches a set range, the electronic pump 50 stops working, the pressure of the single clutch 3 is maintained by the energy accumulator 54, when the whole vehicle does not move, the pressure detected by the pressure sensor 55 is lower than the set range of the pressing oil pressure of the single clutch 3, the electronic pump 50 is started to supplement pressure, when the pressure reaches the set range, the electronic pump 50 is closed again, and the whole vehicle can be started. The energy accumulator 54 keeps the pressing oil pressure of the single clutch 3, so that the electronic pump 50 is prevented from working all the time, and the service life of the electronic pump 50 is prolonged; meanwhile, the energy accumulator 54 has the functions of absorbing pressure pulsation of the pump and relieving pressure impact caused by the opening and closing of the electromagnetic valve, and the two-position four-way reversing valve 51 is a proportional pilot electromagnetic valve and can gradually adjust the flow, so that the compression process of the single clutch 3 is softer, and the torque coupling stability in the running process of the whole vehicle, particularly when the engine 1 is started, is improved.
As shown in fig. 3, the single-clutch hydraulic control module 49 further includes a second check valve 53 and a mechanical pump 57 supplementary flow control valve, one end of the mechanical pump 57 supplementary flow control valve is connected to the dual-clutch transmission hydraulic control module 47 through an oil path, and an oil path branch formed by connecting the other end of the mechanical pump 57 supplementary flow control valve to the second check valve 53 is connected between the first check valve 52 and the two-position four-way selector valve 51. Opening a mechanical pump 57 flow supplement electromagnetic valve 56, distributing pressure oil of the mechanical pump 57 through a dual clutch transmission hydraulic control module 49, supplying partial flow to the single clutch 3 through the mechanical pump 57 flow supplement electromagnetic valve 56, a second one-way valve 53 and a two-position four-way reversing valve 51 to compress the single clutch 3, closing the mechanical pump 57 flow supplement electromagnetic valve 56 after monitoring that the pressure of the single clutch 3 reaches a set range by a pressure sensor 55, and keeping the compression pressure of the single clutch 3 by an energy accumulator 54; when the pressure sensor 55 detects that the pressing pressure of the single clutch 3 is lower than the set range, the flow supplement solenoid valve 56 of the mechanical pump 57 is opened, and the mechanical pump 57 supplements the pressure to the accumulator 54, so that the pressing pressure of the single clutch 3 is restored to the set range. The flow distribution of the mechanical pump 57 is controlled by the flow supplement electromagnetic valve 56 of the mechanical pump 57, so that when the whole vehicle is in a running state, part of flow output by the mechanical pump 57 is used for supplementing the pressing oil pressure of the single clutch 3, the electronic pump 50 is prevented from working all the time, and the service life of the electronic pump 50 is prolonged; meanwhile, the energy accumulator 54 has the functions of absorbing pressure pulsation of the pump and relieving pressure impact caused by the opening and closing of the electromagnetic valve, and the two-position four-way reversing valve 51 is a proportional pilot electromagnetic valve and can gradually adjust the flow, so that the compression process of the single clutch 3 is softer, and the torque coupling stability in the whole vehicle running process is improved.
As shown in fig. 2, the hybrid vehicle driving apparatus further includes a driving control module, which includes a vehicle controller 40, and an engine management system 42, a battery management system 44, a motor controller 45 and a transmission control unit 46, which are connected to the vehicle controller 40 by signals, respectively; the transmission control unit 46 is in signal connection with the electronic pump 50, the single clutch hydraulic control module 49, the mechanical pump 57 and the dual clutch transmission hydraulic control module 47, respectively. The control module can realize the control of the hybrid vehicle driving device. The vehicle control unit 40 sends instructions to the engine management system 42, the battery management system 44, the motor controller 45 and the transmission control unit 46, the engine management system 42 controls the running state of the engine 1, the battery management system 44 supplies power to the motor 4, the motor controller 45 controls the running state of the motor 4, and the transmission control unit 46 starts the electronic pump 50 and adjusts the single clutch hydraulic control module 49 to control the pressing state of the single clutch 3.
Specifically, as shown in fig. 1 to 3, in the engine 1 start mode, the transmission control unit 46 starts the electronic pump 50, and the pressurized oil of the electronic pump 50 supplies oil pressure to the single clutch 3 through the first one-way valve 52 and the two-position four-way reversing valve 51, presses the inner teeth of the single clutch 3 and the outer hub 32 of the single clutch, and continuously charges the accumulator 54 with oil; the pressure sensor 55 controls the electronic pump 50 to be started or shut down according to the measured oil pressure; after the engine 1 is started successfully, the electronic pump 50 stops working, and the accumulator 54 continues to maintain the compression pressure of the single clutch 3. In this mode, the single clutch 3 can be independently controlled by adopting an independent small hydraulic module formed by the single clutch hydraulic control module 49 and the electronic pump 50, so that the transmission control unit 46 controls the pressure oil output by the electronic pump 50 to act on the single clutch 3 to compress the single clutch 3, the function of quickly starting the engine 1 is realized, and the cost of starting the motor 4 by adopting the conventional engine 1 is reduced; meanwhile, the pressure maintaining function of the accumulator 54 prevents the electronic pump 50 from working all the time, thereby increasing the service life of the electronic pump 50.
Specifically, as shown in fig. 1 to 3, when the pure electric operating mode is switched to the engine 1 operating mode in the low-speed driving mode, the transmission control unit 46 opens the mechanical pump 57 flow supplement solenoid valve 56, the pressure oil of the mechanical pump 57 is distributed by the dual-clutch transmission hydraulic control module 47, and part of the flow passes through the mechanical pump 57 flow supplement solenoid valve 56, the second one-way valve 53 and the two-position four-way reversing valve 51 to provide the oil pressure for the single clutch 3, so as to press the internal teeth of the single clutch 3 and the external gear hub 32 of the single clutch; the pressure sensor 55 controls the opening or closing of a flow supplementary electromagnetic valve 56 of the mechanical pump 57 according to the measured oil pressure; the engine management system 42 controls the engine 1 to start, the motor controller 45 controls the motor 4 to stop power output, the mechanical pump 57 flow supplement solenoid valve 56 is closed, and the accumulator 54 continues to maintain the packing pressure of the single clutch 3. When the working condition of the engine 1 is converted into the pure electric working condition, the transmission control unit 46 coordinates the two-position four-way reversing valve 51 and the mechanical pump 57 to supplement the current of the electromagnetic valve 56, so that the single clutch 3 is in sliding abrasion and is gradually separated. In this mode, because the energy accumulator 54 has the function of absorbing pressure pulsation of the pump and relieving pressure impact caused by the opening and closing of the electromagnetic valve, and the two-position four-way reversing valve 51 is a proportional pilot electromagnetic valve, the combining process of the single clutch 3 is softer, and the torque coupling stability in the running process of the whole vehicle is improved; meanwhile, since the accumulator 54 can maintain the pressing pressure of the single clutch 3 and the pressure sensor 55 monitors the oil pressure in real time, if the oil pressure is insufficient, the mechanical pump 57 flow supplement solenoid valve 56 uses part of the flow output by the mechanical pump 57 to supplement the pressing oil pressure of the single clutch 3, and the electronic pump 50 is not required to operate, thereby prolonging the service life of the electronic pump 50.
As shown in fig. 1, the dual clutch transmission system 48 includes: a double clutch, the outer gear hub 27 of which is connected with the output shaft 5 of the motor; an inner input shaft 17 and an outer input shaft 28, the inner input shaft 17 being connected to the first clutch 6 of the dual clutch, the outer input shaft 28 being connected to the second clutch 7 of the dual clutch; the transmission mechanism comprises an odd-numbered gear driving gear and an even-numbered gear driving gear, wherein the odd-numbered gear driving gear is arranged on the inner input shaft 17, and the even-numbered gear driving gear is arranged on the outer input shaft 28; the transmission comprises an upper output shaft 16, a lower output shaft 18, an odd-numbered gear driven gear and an even-numbered gear driven gear, wherein the odd-numbered gear driven gear and the even-numbered gear driven gear are freely sleeved on the upper output shaft 16 and the lower output shaft 18.
Specifically, as shown in fig. 1, the odd-numbered stage driving gears include a first stage driving gear 33, a third stage driving gear 34, and a fifth/seventh stage driving gear 35, wherein one driving gear is shared by the fifth and seventh stages (i.e., the fifth/seventh stage driving gear 35); the even-numbered stage drive gears include a second stage drive gear 36 and a fourth/sixth stage drive gear 37, wherein the fourth and sixth stages share a common drive gear (i.e., the fourth/sixth stage drive gear 37). The first gear driving gear 33, the third gear driving gear 34, and the fifth/seventh gear driving gear 35 are sequentially disposed on the inner input shaft 17 in a direction from close to the double clutch to far from the double clutch, and the fourth/sixth gear driving gear 37 and the second gear driving gear 36 are sequentially disposed on the outer input shaft 28 in a direction from close to the double clutch to far from the double clutch.
Specifically, as shown in fig. 1, each gear driven gear is idly sleeved on the upper output shaft 16 and the lower output shaft 18, and each gear driven gear includes an odd-numbered gear driven gear and an even-numbered gear driven gear, the odd-numbered gear driven gear is in corresponding constant meshing with the odd-numbered gear driving gear, and the even-numbered gear driven gear is in corresponding constant meshing with the even-numbered gear driving gear. The odd-numbered stage driven gears include a first stage driven gear 21, a third stage driven gear 13, a fifth stage driven gear 19, and a seventh stage driven gear 15. The even-numbered stage driven gears include a second stage driven gear 22, a fourth stage driven gear 30, and a sixth stage driven gear 9. The first-gear driven gear 21, the second-gear driven gear 22, the fourth-gear driven gear 30 and the fifth-gear driven gear 19 are freely sleeved on the lower output shaft 18. The third-gear driven gear 13, the sixth-gear driven gear 9 and the seventh-gear driven gear 15 are freely sleeved on the upper output shaft 16. The first-gear driving gear 33 is normally engaged with the first-gear driven gear 21, the second-gear driving gear 36 is normally engaged with the second-gear driven gear 22, the third-gear driving gear 34 is normally engaged with the third-gear driven gear 13, the fourth/sixth-gear driving gear 37 is normally engaged with the fourth-gear driven gear 30 and the sixth-gear driven gear 9, and the fifth/seventh-gear driving gear 35 is normally engaged with the fifth-gear driven gear 19 and the seventh-gear driven gear 15.
As shown in fig. 1, the upper output gear 8 is fixed on the upper output shaft 16 at one end close to the double clutch, the lower output gear 29 is fixed on the lower output shaft 18 at one end close to the double clutch, the differential 24 is connected to the parking shaft 26, the upper output gear 8 and the lower output gear 29 are simultaneously in constant mesh with a gear fixedly connected to the differential 24, a gear fixedly connected to the differential 24 is in constant mesh with a gear machined on the parking shaft 26, and the parking ratchet wheel 25 is fixedly connected to the parking shaft 26, so as to output power to wheels.
As shown in fig. 1, the dual clutch transmission system 48 further includes a first/fifth gear synchronizer 20, a second/fourth gear synchronizer 23, a third/seventh gear synchronizer 14 and a sixth gear synchronizer 10, the first/fifth gear synchronizer 20 is mounted on the lower output shaft 18 and is located between the first-gear driven gear 21 and the fifth-gear driven gear 19, and the first/fifth gear synchronizer 20 is used for controlling the engagement or disengagement of the first gear and the fifth gear; the second/fourth speed synchronizer 23 is mounted on the lower output shaft 18 and is positioned between the second-speed driven gear 22 and the fourth-speed driven gear 30, and the second/fourth speed synchronizer 23 is used for controlling the combination or separation of the second speed and the fourth speed; the three/seven-speed synchronizer 14 is mounted on the upper output shaft 16 and is positioned between the three-speed driven gear 13 and the seven-speed driven gear 15, and the three/seven-speed synchronizer 14 is used for controlling the combination or separation of the three-speed and the seven-speed; the sixth speed synchronizer 10 is mounted on the upper output shaft 16 and located at one side of the sixth speed driven gear 9, and the sixth speed synchronizer 10 is used for controlling the engagement or disengagement of the sixth speed.
As shown in fig. 1, the dual clutch transmission system 48 further includes a reverse gear 11 and a reverse gear synchronizer 12, the reverse gear synchronizer 12 is connected with the reverse gear 11 and is sleeved on the upper output shaft 16 together with the reverse gear, the reverse gear 11 is constantly meshed with the second gear driven gear 22, the reverse gear synchronizer 12 is located between the reverse gear 11 and the third gear driven gear 13, and the reverse gear synchronizer 12 is used for controlling a reverse gear. Specifically, the reverse synchronizer 12 and the reverse gear 11 are fixedly connected together through a hub, and the reverse synchronizer 12 can be combined with the three-gear driven gear 13, so that the reverse gear 11 and the three-gear driven gear 13 are connected together and can rotate around the upper output shaft 16 together.
According to the hybrid vehicle drive apparatus of the above embodiment of the present invention, the inner input shaft 17 and the outer input shaft 28 are connected to the upper output shaft 16 and the lower output shaft 18 through a plurality of gear sets each having at least one fixed gear and one loose gear, and the loose gear realizes the speed change connection between the two input shafts 17, 28 and the two output shafts 16, 18 and the parking shaft 26 by means of the synchronizers 20, 23, 14, 10, 12.
Specifically, as shown in fig. 1, the first/fifth speed synchronizer 20 is located between the first speed driven gear 21 and the fifth speed driven gear 19, and a coupling sleeve that can move left and right is provided in the first/fifth speed synchronizer 20. When the coupling sleeve is moved to the left, power from the five/seven speed drive gear 35 can be transmitted through the lower output shaft 18, through the lower output gear 29 to the differential 24, and out to the parking shaft 26. The power is mainly from the output shaft 5 of the motor, is input to the inner input shaft 17 through the first clutch 6, and then is transmitted to the five/seven gear driving gear 35. When the coupling sleeve moves rightward, power from the first gear drive gear 33 can be transmitted to the differential 24 through the lower output shaft 18 via the lower output gear 29 and output to the parking shaft 26. The power is mainly from the output shaft 5 of the motor, is input to the inner input shaft 17 through the first clutch 6, and then is transmitted to the first gear driving gear 33.
Specifically, as shown in fig. 1, the second/fourth-speed synchronizer 23 is located between the second-speed driven gear 22 and the fourth-speed driven gear 30, and a coupling sleeve that can move left and right is provided in the second/fourth-speed synchronizer 23. When the coupling sleeve moves to the left, power from the secondary drive gear 36 can be transmitted through the lower output shaft 18, through the lower output gear 29 to the differential 24, and out to the parking shaft 26. The power is mainly input from the output shaft 5 of the motor to the second input shaft 28 through the second clutch 7, and is transmitted to the second gear driving gear 36. When the coupling sleeve moves to the right, power from the four/six gear drive gear 37 can be transmitted through the lower output shaft 18, through the lower output gear 29 to the differential 24, and out to the parking shaft 26. The power is mainly input from the output shaft 5 of the motor to the outer input shaft 28 through the second clutch 7, and is transmitted to the four/six gear driving gear 37.
Specifically, as shown in fig. 1, the three/seven-speed synchronizer 14 is located between the three-speed driven gear 13 and the seven-speed driven gear 15, and a coupling sleeve that can move left and right is provided in the three/seven-speed synchronizer 14. When the coupling sleeve is moved to the left, power from the five/seven speed drive gear 35 can be transmitted through the upper output shaft 16, through the upper output gear 8 to the differential 24, and out to the parking shaft 26. The power is mainly input from the output shaft 5 of the motor to the inner input shaft 17 through the first clutch 6 and is transmitted to the five/seven-gear driving gear 35. When the coupling sleeve moves to the right, power from the third drive gear 34 can be transmitted to the differential 24 through the upper output shaft 16 via the upper output gear 8 and output to the parking shaft 26. The power is mainly input from the output shaft 5 of the motor to the inner input shaft 17 through the first clutch 6 and is transmitted to the third gear driving gear 34.
Specifically, as shown in fig. 1, the six-speed synchronizer 10 is located on the left side of the six-speed driven gear 9, and the six-speed synchronizer 10 has a coupling sleeve that can move to the right. When the coupling sleeve moves to the right, power from the four/six gear drive gear 37 can be transmitted through the upper output shaft 16, through the upper output gear 8 to the differential 24, and out to the parking shaft 26. The power is mainly input from the output shaft 5 of the motor to the outer input shaft 28 through the second clutch 7, and is transmitted to the four/six gear driving gear 37.
Specifically, as shown in fig. 1, the reverse synchronizer 12 is located on the left side of the reverse gear 11, and the reverse synchronizer 12 has a coupling sleeve movable to the left. When the coupling sleeve moves to the left, the power from the reverse gear 11 can be transmitted to the inner input shaft 17 through the third driven gear 13 and the third driving gear 34, and at this time, the coupling sleeve of the first/fifth synchronizer 20 can move to the left or right, and the power is transmitted to the lower output shaft 18, finally transmitted to the differential 24 through the lower output gear 29, and output to the parking shaft 26. The power is mainly input from the output shaft 5 of the motor to the outer input shaft 28 through the second clutch 7, transmitted to the second gear driving gear 36, and then transmitted to the reverse gear 11.
The hybrid vehicle drive device described above can be used in various operation modes of the hybrid vehicle, including a start-up mode, a low-speed travel mode, a medium-high speed travel mode, a rapid acceleration mode, an energy recovery mode, a parking charge mode, a reverse mode, and a dual clutch transmission 48 operation mode, as described in detail below.
1. Dual clutch transmission 48 operating mode: the transmission control unit 46 regulates the dual clutch transmission hydraulic control module 47 to control the compression state of the dual clutches and synchronizers. When the external gear hub 27 of the double clutch is driven to rotate by power, the transmission control unit 46 controls the first clutch 6 or the second clutch 7 to be pressed against the external gear hub 27 of the double clutch, and accordingly drives the internal input shaft 17 or the external input shaft 28 to rotate. When the input shaft rotates, the gear driving gear on the shaft drives the six-gear driven gear 9, the reverse gear 11, the three-gear driven gear 13, the seven-gear driven gear 15 of the upper output shaft 16, the five-gear driven gear 19, the first-gear driven gear 21, the second-gear driven gear 22 and the fourth-gear driven gear 30 of the lower output shaft 18 to rotate. Meanwhile, the transmission control unit 46 controls the six-gear synchronizer 10, the reverse gear synchronizer 12, the three/seven-gear synchronizer 14, the first/fifth-gear synchronizer 20 and the second/fourth-gear synchronizer 23 to be combined with the corresponding gear driven gear on the output shaft, so as to drive the output shaft to rotate, and power is transmitted to the differential 24 through the upper output gear 8 or the lower output gear 29, so that power output of seven forward gears and reverse gears of the double-clutch transmission system 48 is realized, and switching of each gear of the transmission system is realized.
2. Starting a mode:
the whole vehicle starting mode of the hybrid power system comprises the following steps of starting an engine 1 and pure electric starting:
a. the engine 1 is started: the starting mode of the engine 1 of the system does not adopt the traditional starting motor 4, the vehicle control unit 40 detects an ignition signal and sends an instruction to the transmission control unit 46 to start the electronic pump 50, and pressure oil supplies oil pressure to the single clutch 3 through the first one-way valve 52 and the two-position four-way reversing valve 51 in the single clutch hydraulic control module 49, so that the inner teeth of the single clutch 3 and the outer gear hub 32 of the single clutch are pressed tightly through friction plates. Meanwhile, the energy accumulator 54 is continuously filled with oil, when the oil pressure measured by the pressure sensor 55 reaches a set range, the electronic pump 50 stops working, and the pressure of the single clutch 3 is maintained by the energy accumulator 54; if the whole vehicle does not move, the electronic pump 50 is started to supplement pressure when the pressure sensor 55 detects that the pressing oil pressure of the single clutch 3 is lower than a set range, and when the pressure reaches the set range, the electronic pump 50 is closed again. The vehicle control unit 40 sends a command to the battery management system 44, so that the high-voltage battery 41 outputs a direct-current high-voltage power, the direct-current high-voltage power is converted into a three-phase alternating current through the inverter 43, and the three-phase alternating current is used for supplying power to the motor 4, and meanwhile, the vehicle control unit 40 sends a command to adjust the motor controller 45 to enable the motor 4 to operate. The input shaft 31 of the motor drives the internal teeth of the single clutch 3 and the external gear hub 32 of the single clutch to rotate, and further drives the engine 1 to rotate, and meanwhile, the vehicle control unit 40 sends a command to the engine management system 42 to enable the engine 1 to ignite. After the engine 1 is started successfully, the motor 4 is stopped by the vehicle controller 40, and the dual-clutch transmission system 48 is engaged in the first gear, so that the starting function of the vehicle engine 1 is realized.
b. Pure electric starting: the vehicle control unit 40 sends a command to the battery management system 44, and determines whether the SOC (state of charge) state of the high-voltage battery 41 satisfies the pure electric start, if so, the internal teeth of the single clutch 3 and the external hub 32 of the single clutch are in a separated state, and the engine 1 does not operate. The battery management system 44 enables the high-voltage battery 41 to output direct-current high-voltage electricity, the vehicle control unit 40 sends an instruction to the motor controller 45, the inverter 43 converts the direct-current high-voltage electricity into three-phase alternating current to act on the motor 4, the motor controller 45 is adjusted to enable the motor 4 to operate, and the double-clutch transmission system 48 is connected into a first gear, so that a pure electric starting function is achieved.
3. Low-speed driving mode:
when the whole vehicle runs at a low speed, the running state, the pure electric running state and the driving state of the engine 1 are interchanged:
a. engine 1 operating state: when the SOC value of the high-voltage battery 41 does not meet the pure electric driving requirement, the engine 1 provides power to drive the vehicle through the dual-clutch transmission system 48, and according to the power required by the entire vehicle driving, the transmission control unit 46 adjusts the dual-clutch transmission hydraulic control module 47 to control the dual-clutch transmission system 48 to switch gears, so as to keep the engine 1 running in a high-efficiency region all the time. The transmission control unit 46 controls the double-clutch transmission hydraulic control module 47 to adjust the sliding friction state when the double clutches are pressed tightly and the synchronous state when the synchronizers are combined with the gear wheels, so that the gear shifting of the double-clutch transmission system 48 is smoother, and the power output of the whole vehicle is more stable; because the engine 1 always runs in a high-efficiency region, besides the power driving the whole vehicle to run at a low speed, the redundant power can drive the motor 4 to generate electricity reversely, and the redundant electric energy is stored in the high-voltage battery 41 through the inverter 43. When the engine 1 is in a running state, the accumulator 54 and the two-position four-way reversing valve 51 are in a working state, so that the single clutch 3 is always in a pressing state, when the pressure sensor 55 monitors that the pressure is lower than a set range, the flow supplement solenoid valve 56 of the mechanical pump 57 is opened, part of the flow of the mechanical pump 57 is used for supplementing the pressing oil pressure of the single clutch 3, when the pressure sensor 55 monitors that the oil pressure is in the set range, the flow supplement solenoid valve 56 of the mechanical pump 57 is closed, and the accumulator 54 maintains the pressure of the single clutch 3.
b. Pure electric operation state: when the SOC value of the high-voltage battery 41 meets the pure electric driving requirement, the vehicle control unit 40 sends an instruction to the motor controller 45, so that the inverter 43 converts high-voltage direct current into three-phase alternating current, the motor 4 operates under the control of the motor controller 45, and the power output by the motor 4 realizes the pure electric driving of the whole vehicle through the double-clutch transmission system 48; according to the power required by the running of the whole vehicle, the transmission control unit 46 adjusts the hydraulic control module 47 of the double-clutch transmission, controls the double-clutch transmission system 48 to switch gears, ensures that the motor 4 runs in a high-efficiency region, has the advantages of avoiding repeated starting of the engine 1, reducing emission and the like in pure low-speed running, and particularly has the advantages of being more obvious on congested roads in urban areas and the like and short in running mileage.
c. Driving state interchange: in the pure electric running state of the whole vehicle, if the SOC value of the battery is lower than the lower limit threshold value, the vehicle controller 40 sends an instruction to the engine management system 42 and the transmission control unit 46, the instruction is sent to open the flow supplement electromagnetic valve 56 of the mechanical pump 57, the pressure oil of the mechanical pump 57 is distributed through the dual-clutch transmission hydraulic module, part of the flow is sent to the single clutch 3 through the flow supplement electromagnetic valve 56 of the mechanical pump 57, the second one-way valve 53 and the two-position four-way reversing valve 51 to compress the single clutch 3, after the pressure sensor 55 monitors that the pressure of the single clutch 3 reaches a set range, the mechanical pump 57 flow supplement solenoid valve 56 is closed, the packing pressure of the single clutch 3 is maintained by the accumulator 54, and the engine 1 is controlled to start, and then the power is converted into power output of the engine 1, and the vehicle control unit 40 sends a command to the motor controller 45 to enable the motor 4 not to output power any more. Meanwhile, the motor 4 is driven by the redundant power output by the engine 1 to generate power, the electric energy is stored in the high-voltage battery 41 through the inverter 43 to be charged, when the pressure sensor 55 monitors that the compression pressure of the single clutch 3 is lower than the set range, the flow supplement electromagnetic valve 56 of the mechanical pump 57 is opened, and the mechanical pump 57 supplements pressure to the energy accumulator 54, so that the compression pressure of the single clutch 3 is restored to the set range. If the battery management system 44 monitors that the SOC value of the high-voltage battery 41 exceeds the upper charging limit threshold, the vehicle control unit 40 sends a command to the engine management system 42, the transmission control unit 46, the motor controller 45 and the battery management system 44, the transmission control unit 46 coordinates the two-position four-way reversing valve 51 and the mechanical pump 57 to supplement the current of the electromagnetic valve 56 with the flow, so that the single clutch 3 is worn and gradually separated, and controls the battery management system 44 to send a command to enable the battery to provide direct current to the inverter 43, the motor controller 45 controls the inverter 43 to convert the direct current into three-phase alternating current to be input to the motor 4, and the engine management system 42 sends a command to enable the engine 1 to stop working, so that the pure electric operation mode is switched. The sliding state of the single clutch 3 during pressing and separation can be controlled by adjusting the single clutch hydraulic control module 49, the energy accumulator 54 can absorb the pressure pulsation of the electronic pump 50 and the mechanical pump 57, and the pressure impact caused by the two-position four-way reversing valve 51 in the reversing process can be relieved, so that the torque of the engine 1 and the motor 4 is smoothly inserted and withdrawn, and the stability of the power output of the whole vehicle is ensured.
4. Medium and high speed driving mode:
when the whole vehicle runs at a high speed, the engine 1 provides main power to drive the vehicle, and the engine management system 42 controls the engine 1 to always run in a high-efficiency interval; according to the power required by the whole vehicle, the vehicle controller 40 coordinates the operations of the engine 1 and the motor 4 by controlling the engine management system 42 and the motor control unit. In the medium-high speed mode, the energy accumulator 54 and the two-position four-way reversing valve 51 are in working states, so that the single clutch 3 is always in a pressing state, when the pressure sensor 55 monitors that the pressure is lower than a set range, the flow supplement solenoid valve 56 of the mechanical pump 57 is opened, part of the flow of the mechanical pump 57 is used for supplementing the pressing oil pressure of the single clutch 3, when the pressure sensor 55 monitors that the oil pressure is in the set range, the flow supplement solenoid valve 56 of the mechanical pump 57 is closed, and the energy accumulator 54 maintains the pressure of the single clutch 3. The medium-high speed mode comprises smooth operation, smooth operation and charging and hybrid power output:
a. the whole vehicle runs stably: when the power output by the engine 1 in the high-efficiency interval meets the power required by the running of the whole vehicle, the whole power output by the engine 1 is transmitted to wheels through the single clutch 3, the motor 4 and the double-clutch transmission system 48, and the output power of the engine 1 is completely used for driving the whole vehicle.
b. The whole vehicle runs stably and is charged: when the power output by the engine 1 in the high-efficiency interval is larger than the power required by the running of the whole vehicle, part of the power output by the engine 1 passes through the single clutch 3, the motor 4 and the double-clutch transmission system 48 to wheels, and is used for meeting the driving requirement of the whole vehicle; the surplus power is generated by the motor 4 to charge the high-voltage battery 41.
c. Hybrid power output: when the power output by the engine 1 in the high-efficiency interval is smaller than the power required by the running of the whole vehicle, the whole power output by the engine 1 is driven by the whole vehicle through the single clutch 3, the motor 4 and the double-clutch transmission system 48 to the wheels; meanwhile, the motor 4 outputs power to wheels through a double-clutch transmission system 48 for driving assistance;
since the wet dual clutch transmission 48 can shift seven gears, the power output to the wheel end can be continuously adjusted. When the whole vehicle runs at a high speed, the required power is larger and is always in a change, so the whole vehicle controller 40 controls the transmission control unit 46 to adjust the switching of the gears of the double-clutch transmission system 48 according to the power required by the whole vehicle in real time, thereby ensuring that the engine 1 can always run in a high-efficiency region when the engine 1 provides power alone or provides power together with the motor 4, and achieving the purposes of reducing energy consumption, improving driving pleasure and the like.
5. A rapid acceleration mode: when the engine 1 is driven and the vehicle runs in a rapid acceleration mode with more torque output, the battery management system 44 sends an instruction to enable the high-voltage battery 41 to provide three-phase alternating current for the motor 4, the motor controller 45 controls the motor 4 to operate, so that the motor 4 and the engine 1 are connected in parallel and power is output simultaneously, the transmission control unit 46 also sends an instruction to enable the double-clutch transmission system 48 to be switched to a proper gear, and therefore the power output by the engine 1 and the motor 4 meets the acceleration requirement of the whole vehicle. In the process, because the whole vehicle is in a running state and the single clutch 3 needs to be pressed, the energy accumulator 54 and the two-position four-way reversing valve 51 are in working states in the mode, so that the single clutch 3 is always in a pressed state, and pressure detection is performed by the pressure sensor 55, and flow supplement is performed by the mechanical pump 57 and the flow supplement electromagnetic valve 56.
6. Energy recovery mode: when the whole vehicle is decelerated, braked or over-speed decelerated (reversely dragged), the engine management system 42 controls the engine 1 to stop running, the transmission control unit 46 controls the internal teeth of the single clutch 3 to be separated from the external gear hub 32 of the single clutch, at the moment, the engine 1 and the motor 4 do not provide power, the motor controller 45 adjusts the motor 4 to be used as a generator, mechanical energy transmitted to an output shaft 5 of the motor by the double-clutch transmission system 48 during braking and deceleration of the whole vehicle is converted into alternating current, and the alternating current is converted into direct current through the inverter 43 to be stored in the high-voltage battery 41.
7. A parking charging mode: when the whole vehicle stops and the engine 1 still runs, the transmission control unit 46 controls the energy accumulator 54 and the two-position four-way reversing valve 51 to be in a working state, so that internal teeth of the single clutch 3 and an external gear hub 32 of the single clutch are pressed in a friction mode, when the oil pressure monitored by the pressure sensor 55 is lower than a set range, the electronic pump 50 is started to supplement the oil pressure of the single clutch 3, when the oil pressure monitored by the pressure sensor 55 is in the set range, the electronic pump 50 is closed, the energy accumulator 54 keeps the pressure of the single clutch 3, and meanwhile the first clutch 6, the second clutch 7 and the external gear hub 27 of the double clutch are in a non-friction pressing state; the power of the engine 1 is not transmitted to the double clutch transmission system 48, but is transmitted to the input shaft 31 of the motor through the wet single clutch, and the power is converted into alternating current by the motor 4 and is converted into direct current by the inverter 43, thereby charging the high voltage battery 41.
8. A reversing mode:
the vehicle reversing mode of the hybrid system is divided into pure electric reversing and engine 1 reversing:
a. pure electric reversing: the required power for backing is low, the SOC value of the high-voltage battery 41 meets the requirement, and pure electric backing can be adopted. The vehicle control unit 40 controls the motor controller 45 to enable the motor 4 to run in a reverse rotation mode, the transmission control module sends a command to enable the inner teeth of the single clutch 3 and the outer gear hub 32 of the single clutch to be in a separation state, and the engine 1 does not output power; meanwhile, the transmission control module enables the first clutch 6 and the outer gear hub 27 of the double clutch to be pressed in a friction mode, and controls the first/fifth-gear synchronizer 20 to be synchronously combined with the first-gear, so that the reverse power of the motor 4 achieves a first-gear pure electric reversing function through the double-clutch transmission system 48.
b. The engine 1 backs a car: if the vehicle control unit 40 diagnoses that the hybrid vehicle driving device cannot carry out pure electric reverse, the transmission control module sends an instruction to press the single clutch 3, so that the engine 1 outputs power, and the motor controller 45 enables the motor 4 not to output power; at the same time, the transmission control module shifts the dual clutch transmission 48 into reverse, thereby effecting the reverse function of the engine 1. In the process, because the whole vehicle is in a running state and the single clutch 3 needs to be pressed, the energy accumulator 54 and the two-position four-way reversing valve 51 are in working states in the mode, so that the single clutch 3 is always in a pressed state, and pressure detection is performed by the pressure sensor 55, and flow supplement is performed by the mechanical pump 57 and the flow supplement electromagnetic valve 56.
As can be seen from the above description, the present invention provides the following advantageous effects:
1. the engine 1 can be started quickly. A single clutch 3 is added between an engine 1 and a motor 4, a transmission control unit 46 outputs pressure oil by controlling an electronic pump 50 and a mechanical pump 57, and the single clutch 3 is adjusted to be in a pressing and separating state through a single clutch hydraulic control module 49, so that the intervention and the quitting of the engine 1 are controlled. When the engine 1 needs to be started, under the control of the transmission control unit 46, the single clutch 3 is pressed by pressure oil output by the electronic pump 50 through the single clutch hydraulic control module 49, the motor 4 drives the engine 1, the effect of quickly starting the engine 1 is realized, and the cost of starting the motor 4 by adopting the conventional engine 1 is reduced; meanwhile, the system has a rapid start-stop function when the whole vehicle is temporarily stopped. If the engine is in an engine running mode, the engine 1 stops running when the vehicle stops for a short time, and the motor 4 serves as a starter to quickly start the engine 1 when the vehicle needs to continue running because the single-clutch hydraulic control module 49 can keep the pressing pressure of the single clutch 3.
2. The torque coupling is stable in the running process of the whole vehicle, and the service life of the electronic pump 50 is long. When the vehicle runs under the pure electric working condition, if the engine 1 needs to intervene, the vehicle control unit 40 sends an instruction to the transmission control unit 46, the flow supplement electromagnetic valve 56 of the mechanical pump 57 is opened, part of the flow output by the mechanical pump 57 passes through the flow supplement electromagnetic valve 56 of the mechanical pump 57, the second one-way valve 53 and the two-position four-way reversing valve 51 to be adjusted, and the sliding and grinding adjustment of the pressing of the single clutch 3 is realized, so that the smoothness of the torque intervention of the engine 1 is ensured, the shaking during the sudden intervention of the torque is prevented, when the pressing oil pressure of the single clutch 3 reaches the set range of the pressure sensor 55, the flow supplement electromagnetic valve 56 of the mechanical pump 57 is closed, the energy accumulator 54 keeps the pressing oil pressure of the single clutch 3, when the oil pressure is lower than the set range of the pressure sensor 55, the flow supplement electromagnetic valve 56 of the mechanical, when the pressure is restored to the set range of the pressure sensor 55, the flow supplementary electromagnetic valve 56 of the mechanical pump 57 is closed, the energy accumulator 54 continues to maintain the pressing oil pressure of the single clutch 3, and the energy accumulator 54 has the function of absorbing pressure pulsation of the pump and relieving pressure impact caused by the opening and closing of the electromagnetic valve, and the two-position four-way reversing valve 51 is a proportional pilot electromagnetic valve, so that the combining process of the single clutch 3 is softer, and the torque coupling stability in the running process of the whole vehicle is improved. After the engine 1 is intervened, because the accumulator 54 in the single clutch hydraulic control module 49 can maintain the pressing pressure of the single clutch 3, and the pressure sensor 55 monitors the oil pressure in real time, if the oil pressure is insufficient, the flow of the mechanical pump 57 is supplemented to the electromagnetic valve 56, and part of the flow output by the mechanical pump 57 is used for supplementing the pressing oil pressure of the single clutch 3, the electronic pump 50 is not needed to work, and therefore the service life of the electronic pump 50 is prolonged.
3. The integration is good, the occupied space is small, the transmission part of the hybrid vehicle driving device adopts a double-clutch transmission, a motor 4 and a single clutch 3 are added between the transmission and an engine 1 to realize parallel hybrid power, and the hybrid power architecture is based on the traditional power, so that the change of the whole vehicle part and a power assembly is minimum, and the development and integration are convenient; meanwhile, the hybrid vehicle driving device is based on a double-clutch transmission, the electronic pump 50 and the single-clutch hydraulic control module 49 are integrated in the double-clutch transmission, and share transmission oil with the double-clutch transmission, so that the development cost is reduced, the structure is simple, and the integration level is higher; the hydraulic control oil path of the single clutch 3 is output through the single clutch hydraulic control module 49, passes through the oil path of the transmission shell and is connected to the oil path of the single clutch 3 through the shell of the motor 4; the single-clutch hydraulic control module 49 is simple in structure, and the single clutch 3 is convenient to integrate in the motor 4, so that the axial required space is shorter, and the integration is more facilitated.
4. The fuel economy is good, the output power and the output torque of the hybrid power vehicle are respectively the sum of the power and the torque of the engine 1 and the motor 4, the output power of the engine 1 and the output power of the motor 4 are coordinated according to the required power of the whole vehicle, the power performance of the whole vehicle is met, and the engine 1 and the motor 4 are enabled to run in a high-efficiency interval all the time to meet the economy of the whole vehicle; meanwhile, the transmission part of the hybrid vehicle driving device adopts a double-clutch transmission, when the engine 1 and the motor 4 are independently driven or the engine and the motor 4 are jointly driven to complete the vehicle, the double-clutch transmission system 48 has seven gears and large torque span, so that the output torque of the whole vehicle can be adjusted in real time, the engine 1 and the motor 4 are always kept to work in a high-efficiency region, and the fuel economy of the whole vehicle is ensured.
5. The hybrid vehicle has multiple energy recovery modes, when the engine 1 operates in the operating mode, because the engine 1 always operates in a high-efficiency region, redundant power is output to the motor 4 for power generation, and generated electric energy is reversely stored in the high-voltage battery 41 or directly supplies power to a whole vehicle power grid; when the whole vehicle decelerates or brakes, the motor 4 can decelerate and recover braking energy; when the vehicle is stopped and the engine 1 is still running, the motor 4 is reversely charged and stored in the high-voltage battery 41 or directly supplies power to the vehicle power grid.
Although the present invention has been described with reference to a preferred embodiment, it should be understood that various changes, substitutions and alterations can be made herein without departing from the spirit and scope of the invention as defined by the appended claims.

Claims (8)

1. A hybrid vehicle drive apparatus, characterized by comprising:
an engine;
the single clutch hydraulic control system comprises a single clutch, an electronic pump and a single clutch hydraulic control module, wherein an external gear hub of the single clutch is connected with an output shaft of the engine, the electronic pump, the single clutch hydraulic control module and the external gear hub of the single clutch are sequentially connected through an oil path, and pressure oil of the electronic pump is distributed to an oil path of the single clutch through the single clutch hydraulic control module;
the motor is integrated with the single clutch, and an input shaft of the motor is connected with the inner teeth of the single clutch;
the double-clutch transmission system is connected with an output shaft of the motor; the hybrid vehicle driving device further comprises a mechanical pump and a double-clutch transmission hydraulic control module, the mechanical pump, the double-clutch transmission hydraulic control module and the single-clutch transmission hydraulic control module are sequentially connected through oil passages, and pressure oil of the mechanical pump is distributed to the oil passages of the single clutch through the double-clutch transmission hydraulic control module;
the hybrid vehicle driving device also comprises a vehicle control unit, and an engine management system, a battery management system, a motor controller and a transmission control unit which are respectively connected with the vehicle control unit through signals; the transmission control unit is respectively connected with the electronic pump, the single clutch hydraulic control module, the mechanical pump and the double clutch transmission hydraulic control module through signals.
2. The hybrid vehicle drive apparatus according to claim 1, characterized in that: the single-clutch hydraulic control module comprises a two-position four-way reversing valve, a first one-way valve, an energy accumulator and a pressure sensor, the electronic pump is characterized in that the first one-way valve and the two-position four-way reversing valve are sequentially connected through an oil way, the two-position four-way reversing valve is connected with an oil way of the single clutch through an oil way, and the energy accumulator and an oil way branch formed by the connection of the pressure sensor are connected between the first one-way valve and the two-position four-way reversing valve.
3. The hybrid vehicle drive apparatus according to claim 2, characterized in that: the single-clutch hydraulic control module further comprises a second one-way valve and a mechanical pump supplement flow control valve, one end of the mechanical pump supplement flow control valve is connected with the double-clutch transmission hydraulic control module through an oil way, and the other end of the mechanical pump supplement flow control valve is connected with an oil way branch formed by connecting the second one-way valve and connected between the first one-way valve and the two-position four-way reversing valve.
4. The hybrid vehicle drive apparatus according to claim 1, characterized in that: the dual clutch transmission system includes:
the outer gear hub of the double clutch is connected with the output shaft of the motor;
the double clutch transmission comprises an inner input shaft and an outer input shaft, wherein the inner input shaft is connected with a first clutch of the double clutches, and the outer input shaft is connected with a second clutch of the double clutches;
the odd-numbered gear driving gear is arranged on the inner input shaft, and the even-numbered gear driving gear is arranged on the outer input shaft;
the transmission mechanism comprises an upper output shaft, a lower output shaft, an odd-numbered gear driven gear and an even-numbered gear driven gear, wherein the odd-numbered gear driven gear and the even-numbered gear driven gear are sleeved on the upper output shaft and the lower output shaft in an empty mode.
5. A hybrid vehicle drive control method applied to the hybrid vehicle drive apparatus according to any one of claims 2 to 4, characterized in that: the whole vehicle controller sends an instruction to an engine management system, a battery management system, a motor controller and a transmission control unit, wherein the engine management system controls the running state of the engine, the battery management system supplies power to the motor, the motor controller controls the running state of the motor, and the transmission control unit starts the electronic pump, adjusts the single clutch hydraulic control module and controls the compression state of the single clutch; the transmission control unit controls pressure oil of the mechanical pump to be distributed to an oil passage of the single clutch through the dual-clutch transmission hydraulic control module.
6. The hybrid vehicle drive control method according to claim 5, characterized in that: the single-clutch hydraulic control module comprises a two-position four-way reversing valve, a first one-way valve, an energy accumulator and a pressure sensor, the electronic pump, the first one-way valve and the two-position four-way reversing valve are sequentially connected through an oil way, the two-position four-way reversing valve is connected with an oil way of the single clutch through an oil way, and an oil way branch formed by connection of the energy accumulator and the pressure sensor is connected between the first one-way valve and the two-position four-way reversing valve; when the engine is started, the transmission control unit starts the electronic pump, pressure oil of the electronic pump provides oil pressure for the single clutch through the first one-way valve and the two-position four-way reversing valve, compresses inner teeth of the single clutch and an outer gear hub of the single clutch, and continuously fills oil to the energy accumulator; the pressure sensor controls the electronic pump to be started or closed according to the measured oil pressure; and after the engine is started successfully, the electronic pump stops working, and the accumulator keeps keeping the compression pressure of the single clutch.
7. The hybrid vehicle drive control method according to claim 6, characterized in that: the single-clutch hydraulic control module further comprises a second one-way valve and a mechanical pump supplement flow control valve, one end of the mechanical pump supplement flow control valve is connected with the double-clutch transmission hydraulic control module through an oil way, and an oil way branch formed by connecting the other end of the mechanical pump supplement flow control valve with the second one-way valve is connected between the first one-way valve and the two-position four-way reversing valve; when the pure electric working condition is converted into the engine working condition, the transmission control unit opens the mechanical pump flow supplement electromagnetic valve, pressure oil of the mechanical pump is distributed by the double-clutch transmission hydraulic control module, and partial flow provides oil pressure for the single clutch through the mechanical pump flow supplement electromagnetic valve, the second one-way valve and the two-position four-way reversing valve to compress inner teeth of the single clutch and an outer gear hub of the single clutch; the pressure sensor controls the opening or closing of the mechanical pump flow supplement electromagnetic valve according to the measured oil pressure; the engine management system controls the engine to be started, the motor controller controls the motor to stop power output, the mechanical pump flow supplementing electromagnetic valve is closed, and the accumulator continues to maintain the compression pressure of the single clutch.
8. The hybrid vehicle drive control method according to claim 7, characterized in that: when the working condition of the engine is converted into the pure electric working condition, the transmission control unit coordinates the two-position four-way reversing valve and the mechanical pump to supplement the current of the electromagnetic valve in a flow manner, so that the single clutch is worn in a sliding manner and is gradually separated.
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