CN111319471A - Efficient power recovery method applied to hybrid power system - Google Patents
Efficient power recovery method applied to hybrid power system Download PDFInfo
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- CN111319471A CN111319471A CN201910455897.XA CN201910455897A CN111319471A CN 111319471 A CN111319471 A CN 111319471A CN 201910455897 A CN201910455897 A CN 201910455897A CN 111319471 A CN111319471 A CN 111319471A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L7/00—Electrodynamic brake systems for vehicles in general
- B60L7/10—Dynamic electric regenerative braking
- B60L7/18—Controlling the braking effect
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Abstract
The invention discloses a power efficient recovery method applied to a hybrid power system, wherein the method comprises the following steps: acquiring a brake signal; sending a reverse charging command to a motor controller, and controlling a motor to reversely charge a power battery by the motor controller; and judging the current motor rotating speed, and if the rotating speed is lower than a rotating speed preset value, reducing the gear of the second transmission. This scheme can realize the high rotational speed of motor under the low speed of a motor through reducing the fender position of second derailleur to can let the motor speed be in the high-efficient interval of retrieving of motor and charge for power battery, realize the high-efficient recovery of power.
Description
Technical Field
The invention relates to the technical field of power recovery, in particular to a power efficient recovery method applied to a hybrid power system.
Background
The existing hybrid vehicle is generally directly connected with wheels through motor output, so that when power is recovered, the wheels drive the motor to generate electricity and charge the power battery, the voltage of the existing general power battery is higher, the motor can be in a high-efficiency recovery interval only by needing higher vehicle speed, and high-efficiency power recovery can be carried out.
Disclosure of Invention
Therefore, a power efficient recovery method applied to a hybrid power system needs to be provided, and the problem that the existing power recovery efficiency is not high is solved.
In order to achieve the above object, the inventor provides a power efficient recovery method applied to a hybrid power system for a controller, the hybrid power system including a first power unit, a first transmission, a second power unit, a second transmission and a power battery, the second power unit being a motor power unit, the power battery being connected with the motor power unit, an output shaft of the first power unit being connected with an input shaft of the first transmission, an output shaft of the first transmission being connected with an output shaft of the motor power unit, an output shaft of the motor power unit being connected with an input shaft of the second transmission, and an output shaft of the second transmission being in transmission connection with wheels, the method including the steps of:
acquiring a brake signal;
sending a reverse charging command to a motor controller, and controlling a motor to reversely charge a power battery by the motor controller;
and judging the current motor rotating speed, and if the rotating speed is lower than a rotating speed preset value, reducing the gear of the second transmission.
Furthermore, the second transmission comprises a first clutch driving unit, a second clutch driving unit and an intermediate shaft, a first clutch plate is arranged at the front end of the first clutch driving unit, a second clutch plate is arranged at the rear end of the first clutch driving unit, a third clutch plate is arranged at the front end of the second clutch driving unit, a fourth clutch plate is arranged at the rear end of the second clutch driving unit, a first transmission gear and a second transmission gear are rotatably arranged on an input shaft of the second transmission, a third transmission gear, a fourth transmission gear, a fifth transmission gear and a sixth transmission gear are arranged on the intermediate shaft, a seventh transmission gear and an eighth transmission gear are rotatably arranged on an output shaft of the second transmission, the first transmission gear is in transmission connection with the third transmission gear, the second transmission gear is in transmission connection with the fourth transmission gear, the fifth transmission gear is in transmission connection with the seventh transmission gear, and the sixth transmission gear is in transmission connection with, the first clutch plate is arranged between the first transmission gear and the second transmission input shaft, the second clutch plate is arranged between the second transmission gear and the second transmission input shaft, the third clutch plate is arranged between the seventh transmission gear and the second transmission output shaft, the fourth clutch plate is arranged between the eighth transmission gear and the second transmission output shaft, the tooth ratio of the first transmission gear and the third transmission gear is different from that of the second transmission gear and the fourth transmission gear, and the tooth ratio of the fifth transmission gear and the seventh transmission gear is different from that of the sixth transmission gear and the eighth transmission gear;
said reducing the gear of the second transmission further comprises the steps of:
the first clutch driving unit and the second clutch driving unit are driven to be switched to the transmission gear with a large tooth ratio.
Further, the method also comprises the following steps:
and adjusting the magnitude of the motor recovery torque according to the magnitude of the brake signal.
Further, the method also comprises the following steps:
and judging whether the magnitude of the brake signal is greater than a brake signal preset value or not, and if so, intervening the mechanical brake mechanism for working.
Further, hybrid power system sets up on the automobile body, is provided with level sensor on the automobile body, then still includes the step after "obtaining brake signal":
judging whether the vehicle body is in a climbing state or not through a horizontal sensor;
if the device is not in a climbing state, directly carrying out the subsequent steps;
otherwise, the motor controller is driven to recover the small torque power in a climbing state.
Further, the method also comprises the following steps: the gear of the first transmission is shifted to neutral.
Further, the method also comprises the following steps:
acquiring an accelerator signal;
sending a power output command to a motor controller, and controlling a power battery to supply power to a motor by the motor controller;
and setting the gear of the second transmission according to the throttle signal and the motor rotating speed.
Further, the method also comprises the following steps after the brake signal is acquired:
acquiring the current wheel rotating speed;
judging whether the current wheel rotating speed is greater than a preset vehicle speed value, and if so, performing a subsequent power recovery step;
otherwise, the subsequent power recovery step is not carried out, and the mechanical brake mechanism intervenes to work.
Further, lowering the gear of the second transmission comprises the steps of:
and reducing the gear of the second transmission to a high-efficiency motor recovery region.
Be different from prior art, above-mentioned technical scheme can realize the high rotational speed of motor under the low speed of a motor through reducing the fender position of second derailleur to can let the motor work charge for power battery in the high-efficient interval of retrieving of motor, realize the high-efficient recovery of power.
Drawings
FIG. 1 is a flow diagram of a method according to an embodiment;
FIG. 2 is a schematic diagram of the controller connected to other units according to the present invention;
FIG. 3 is a schematic block diagram of an embodiment of a hybrid powertrain, in accordance with the present invention;
FIG. 4 is a schematic block diagram of another embodiment of a hybrid powertrain, according to an embodiment;
FIG. 5 is a simplified structural schematic of a second transmission according to the present invention;
FIG. 6 is a cross-sectional structural view of a second transmission according to the present invention;
FIG. 7 is a simplified structural schematic of the first transmission of the present invention;
fig. 8 is a sectional structural view of a first transmission according to the present invention.
Description of reference numerals:
1. a hybrid power system;
10. a first power unit;
11. a first transmission;
12. a second power unit;
13. a second transmission;
14. a power battery;
15. a wheel;
111. a third clutch driving unit;
112. a fifth clutch plate;
113. a sixth clutch plate;
114. a first transmission input shaft;
115. a first transmission output shaft;
116. a first transmission countershaft;
117. a ninth drive gear;
118. a first transmission countershaft gear;
119. a countershaft gear;
120. an output shaft of the motor power unit;
121. a front output shaft;
122. a rear output shaft;
130. a first clutch driving unit;
131. a second clutch driving unit;
132. an intermediate shaft;
133. a first clutch plate;
134. a second clutch plate;
135. a third clutch plate;
136. a fourth clutch plate;
137. an input shaft of a second transmission;
138. a first drive gear;
139. a second transmission gear;
140. a third transmission gear;
141. a fourth transmission gear;
142. a fifth transmission gear;
143. a sixth transmission gear;
144. an output shaft of the second transmission;
145. a seventh transmission gear;
146. and an eighth transmission gear.
Detailed Description
To explain technical contents, structural features, and objects and effects of the technical solutions in detail, the following detailed description is given with reference to the accompanying drawings in conjunction with the embodiments.
Referring to fig. 1 to 8, the embodiment provides a power efficient recycling method applied to a Hybrid power system, which is used for a controller, where the controller may be an HCU (Hybrid Control Unit) on a vehicle, the controller is used for being connected with the Hybrid power system 1, a brake pedal or an accelerator pedal, and controlling the Hybrid power system or obtaining a brake signal and an accelerator signal, and includes a first power Unit 10, a first transmission 11, a second power Unit 12, a second transmission 13, and a power battery 14, where the second power Unit is a motor power Unit, the power battery is connected with the motor power Unit, an output shaft of the first power Unit is connected with an input shaft of the first transmission, an output shaft of the first transmission is connected with an output shaft of the motor power Unit, and an output shaft of the motor power Unit is connected with an input shaft of the second transmission, the output shaft of the second speed changer is in transmission connection with wheels 15, and the method comprises the following steps: and S101, acquiring a braking signal, wherein the acquisition of the braking signal can be realized by acquiring a signal of a braking unit through a controller. Step S102, a reverse charging command is sent to a motor controller, and the motor controller controls a motor to reversely charge a power battery; step S103 judges the current motor rotating speed, and if the rotating speed is lower than a rotating speed preset value, step S104 reduces the gear of the second transmission. Preferably, the gear of the second transmission is lowered to the high-efficiency motor recovery region. The motor high-efficiency recovery interval is an interval with higher recovery efficiency when the rotating speed of the motor is in the interval, the motor recovery efficiency in the interval is higher, and the motor high-efficiency recovery interval can be obtained according to tests or technical data provided by a motor manufacturer according to different conditions of each motor. When the automobile brake is in operation, when the automobile is in walking and a user steps on the brake, the controller receives a brake signal, and then the motor controller controls the motor to reversely charge the power battery. At the moment, the wheels can drive the motor to rotate, and the motor generates electricity to generate voltage. If the speed of a motor is higher, be in the high-efficient interval of retrieving of motor, can directly reverse charging, then if the speed of a motor is lower, then reduce the fender position of second derailleur, can improve the rotational speed of motor when wheel speed is lower, then the motor can be in the high-efficient interval of retrieving of motor and charge for power battery, realizes the high-efficient recovery of power.
In some embodiments, as shown in fig. 3, the output of the motor power unit can be connected with the output end of the first transmission and the input end of the second transmission through gears, so that the motor power unit can transmit power to the second transmission and then to the wheels, the hybrid output of the first power unit and the second power unit can be realized, and the transverse length can be reduced. Or in some embodiments, the motor power unit may be strung between two transmissions. The output shaft 120 of the motor power unit comprises a front output shaft 121 and a rear output shaft 122 on the same shaft, the front output shaft being connected to the output shaft of the first transmission and the rear output shaft being connected to the input shaft of the second transmission. Therefore, power transmission can be carried out between the output shafts, and the condition of power waste is greatly reduced.
The second transmission 13 may adopt the existing automatic control transmission, and the like, preferably, the second transmission 13 includes a first clutch driving unit 130, a second clutch driving unit 131 and an intermediate shaft 132, the first clutch driving unit 130 is provided with a first clutch plate 133 at the front end, a second clutch plate 134 at the rear end, the second clutch driving unit is provided with a third clutch plate 135 at the front end, a fourth clutch plate 136 at the rear end, a first transmission gear 138 and a second transmission gear 139 are rotatably arranged on an input shaft 137 of the second transmission, the intermediate shaft is provided with a third transmission gear 140, a fourth transmission gear 141, a fifth transmission gear 142 and a sixth transmission gear 143, an output shaft 144 of the second transmission is rotatably provided with a seventh transmission gear 145 and an eighth transmission gear 146, the first transmission gear 138 is in transmission connection with the third transmission gear 140, the second transmission gear is in transmission connection with the fourth transmission gear, the fifth transmission gear is in transmission connection with the seventh transmission gear, the sixth transmission gear is in transmission connection with the eighth transmission gear, the first clutch plate is arranged between the first transmission gear and the input shaft of the second speed changer, the second clutch plate is arranged between the second transmission gear and the input shaft of the second speed changer, the third clutch plate is arranged between the seventh transmission gear and the output shaft of the second speed changer, the fourth clutch plate is arranged between the eighth transmission gear and the output shaft of the second speed changer, the tooth ratio of the first transmission gear to the third transmission gear can be set to be different from that of the second transmission gear to the fourth transmission gear, and the tooth ratio of the fifth transmission gear to the seventh transmission gear can be set to be different from that of the sixth transmission gear to the eighth transmission gear
When the second transmission works, the controller controls the first clutch driving unit to move forward, the first clutch plate is closed, and power of the input shaft can be transmitted to the intermediate shaft through the first transmission gear and the third transmission gear. The first clutch driving unit retreats, the second clutch plate is closed, and the power of the input shaft can be transmitted to the intermediate shaft through the second transmission gear and the fourth transmission gear. Since the gear ratio of the first transmission gear and the third transmission gear can be set to be different from that of the second transmission gear and the fourth transmission gear, different variable speed output of the input shaft to the intermediate shaft can be realized. When the output is carried out, the intermediate shaft drives the fifth transmission gear and the sixth transmission gear to rotate. The controller controls the second clutch driving unit to move forward, the third clutch plate is closed, and power of the intermediate shaft can be transmitted to the output shaft through the fifth transmission gear and the seventh transmission gear. The second clutch driving unit retreats, the controller controls the fourth clutch plate to be closed, and power of the intermediate shaft can be transmitted to the output shaft through the sixth transmission gear and the eighth transmission gear. Because the gear ratio of the fifth transmission gear and the seventh transmission gear can be set to be different from that of the sixth transmission gear and the eighth transmission gear, different speed change of the intermediate shaft can be output to the output shaft, and therefore 4-gear speed change is achieved.
Therefore, the second transmission can output four gears by the forward and backward movement of the first clutch driving unit and the second clutch driving unit, and the control is convenient. Meanwhile, no matter the first clutch driving unit and the second clutch driving unit are in any closed state, the second transmission only has one gear output, and a unique path of power transmission is realized. Therefore, even if the second transmission has control abnormality, the gear shifting and gear breaking can not be caused, and the transmission can be prevented from being damaged in the abnormal process. When the second transmission is downshifted, the first clutch driving unit and the second clutch driving unit are only required to be driven to be switched to the transmission gear with a large gear ratio, the gear ratio of input and output is large, and under the condition of low vehicle speed, the motor can also generate high rotating speed, so that high-voltage output can be realized. In the output control mode, because the gears are automatically switched in the clutch switching process, the uninterrupted transmission of power is realized, the power transmission efficiency is improved, and the power recovery efficiency is improved.
In some embodiments, different braking force requirements can be achieved by controlling the recovery torque of the motor. If a large braking force is needed, a large recovery torque value can be set to the motor controller, and the motor controller can control the motor to realize a large braking force. If smaller braking force is needed, a smaller recovery torque value can be set to the motor controller, and the motor controller can control the motor to realize smaller braking force. The collection to different brake dynamics can be judged through the brake position, like above-mentioned embodiment, the displacement that brake pedal was stepped on is less, and the brake position is less promptly, and then required brake force is less, otherwise, then brake force is great.
In some embodiments, a sudden braking situation may occur, and the user may step the brake to the bottom, and at this time, the braking force formed by power recovery is insufficient, and the mechanical brake mechanism intervenes simultaneously to work, and the mechanical brake mechanism and the motor perform braking simultaneously. Specifically, whether the magnitude of the brake signal is larger than a brake signal preset value or not is judged, and if the magnitude of the brake signal is larger than the brake signal preset value, the mechanical brake mechanism intervenes in work. If the preset value of the brake signal can be set to 80%, if the brake position is treaded down to be more than 80%, the mechanical brake mechanism is involved in working at the same time, emergency brake is realized, and accidents are avoided.
In the invention, the structure of the first transmission can adopt the structure of the existing automatic control transmission and the like, or in the present embodiment, as a two-speed transmission, the first transmission is constructed as shown in figures 7-8, the first transmission 11 includes a third clutch driving unit 111 having a fifth clutch plate 112 at a front end thereof, a sixth clutch plate 113 at a rear end thereof, the fifth clutch plate is disposed between the first transmission input shaft 114 and the first transmission output shaft 115, the first transmission is provided with a first transmission intermediate shaft 116 in gear transmission with a first transmission input shaft, the first transmission intermediate shaft is connected with a ninth transmission gear 117, the ninth transmission gear is rotatably sleeved on the first transmission output shaft, and the sixth clutch plate is arranged between the ninth transmission gear and the first transmission output shaft. To effect the drive of the countershafts, the countershafts also have a first transmission countershaft gear 118 and a countershaft gear 119.
The third clutch driving unit may be a hydraulic unit, and the fifth clutch plate or the sixth clutch plate may be driven to engage and disengage by the forward and backward movement of the hydraulic unit, which may be a friction clutch, or may be a hydraulic torque converter (hydraulic coupler), a pneumatic clutch, a dog clutch, a synchronizer, an electromagnetic clutch, or the like. The hydraulic unit driving mechanism to move back and forth is the prior art, and the invention is not described in detail. Specifically, when the third clutch driving unit moves forwards, the fifth clutch plate is closed, the sixth clutch plate is separated, when the third clutch driving unit moves backwards, the sixth clutch plate is closed, the fifth clutch plate is separated, when the third clutch driving unit is arranged in the middle, the fifth clutch plate and the sixth clutch plate are both in a separated state, and therefore the neutral gear is formed. When the fifth clutch plate is closed, the first transmission input shaft 114 and the first transmission output shaft 115 are in direct transmission contact, and direct power transmission is realized. When the sixth clutch plate is closed, the first transmission output shaft 115 is in direct transmission contact with the ninth transmission gear, the ninth transmission gear is driven to rotate by the first transmission intermediate shaft, and the first transmission intermediate shaft is driven to rotate by the first transmission input shaft, so that the first transmission input shaft drives the first transmission output shaft to output power through the first transmission intermediate shaft. Different torque changes can be realized through different gear ratios of the gear on the first transmission intermediate shaft to the gear on the input shaft and the gear on the output shaft, namely, different torque changes from direct output are realized, and therefore the function of a two-gear transmission is realized. Through keeping off the derailleur, can transmit the power of first power pack to the second power pack with different torques, transmit the wheel by the second derailleur again, realized the different torque transmission of wheel. According to the invention, the output of two gears can be realized through the forward and backward movement of the third clutch driving unit, and the control is convenient.
In all the embodiments, when the gear and the shaft are rotatably arranged or rotatably sleeved, the transmission gear can be connected with the middle input shaft or output shaft through a bearing or a shaft sleeve, for example, a square mark with a crossed inner part is arranged between the transmission gear and the input shaft or output shaft in the figure, so that the transmission gear can rotate relative to the middle input shaft or output shaft.
When power is actually recovered, whether the vehicle body is in a climbing state or not needs to be judged, if the vehicle body is in the climbing state, the speed of the vehicle body is low, and at the moment, the power is recovered by adopting low torque. Whether the automobile body climbs can realize through level sensor, then hybrid power system sets up on the automobile body, is provided with level sensor on the automobile body, then still includes the step after "acquireing brake signal": judging whether the vehicle body is in a climbing state or not through a horizontal sensor; if the vehicle is not in the climbing state, the subsequent steps S102-S104 are directly performed to recover the power. Otherwise, the motor is in a climbing state, the motor controller is driven to recover the small torque power, and the small torque can be smaller than the torque during normal power recovery.
The first power unit is generally a traditional fuel oil power unit, and when the first power unit is recovered, in order to avoid the influence of the fuel oil power unit on the power recovery, the gear of the first transmission can be switched to be in a neutral gear. Meanwhile, the first power unit can be set to be in an idling or flameout state, so that energy consumption is saved.
When the power recovery is not performed, the power output state is switched back, and the method further comprises the following steps: acquiring an accelerator signal; and sending a power output command to a motor controller, and controlling a power battery to supply power to the motor by the motor controller. The gear of the second transmission is set according to the size of the throttle signal and the motor rotating speed, the gear can be obtained according to actual debugging, if the throttle is large, the motor rotating speed is low, the gear is reduced, and therefore the vehicle can accelerate better.
In the above embodiment, although the present invention may perform power recovery for a low vehicle speed, many times the low vehicle speed may be in the following and parking processes, and it is not suitable to perform power recovery, and further, after "obtaining a brake signal", the method further includes the steps of: the current wheel rotating speed is obtained and can be realized through a vehicle speed sensor; judging whether the current vehicle speed is greater than a preset vehicle speed value, and if so, performing subsequent steps S102-S104; otherwise, the subsequent power recovery step is not carried out, and the mechanical brake mechanism intervenes to work. If the low speed is set to be 5Km/H, the power recovery is not carried out when the speed is less than 5Km/H, and only the mechanical brake mechanism is involved to work, so that the control at the low speed can be better realized.
It should be noted that, although the above embodiments have been described herein, the invention is not limited thereto. Therefore, based on the innovative concepts of the present invention, the technical solutions of the present invention can be directly or indirectly applied to other related technical fields by making changes and modifications to the embodiments described herein, or by using equivalent structures or equivalent processes performed in the content of the present specification and the attached drawings, which are included in the scope of the present invention.
Claims (9)
1. The efficient power recovery method applied to the hybrid power system is used for a controller, and is characterized in that the hybrid power system comprises a first power unit, a first transmission, a second power unit, a second transmission and a power battery, wherein the second power unit is a motor power unit, the power battery is connected with the motor power unit, an output shaft of the first power unit is connected with an input shaft of the first transmission, an output shaft of the first transmission is connected with an output shaft of the motor power unit, an output shaft of the motor power unit is connected with an input shaft of the second transmission, and an output shaft of the second transmission is in transmission connection with wheels, and the efficient power recovery method comprises the following steps:
acquiring a brake signal;
sending a reverse charging command to a motor controller, and controlling a motor to reversely charge a power battery by the motor controller;
and judging the current motor rotating speed, and if the rotating speed is lower than a rotating speed preset value, reducing the gear of the second transmission.
2. The power efficient recovery method applied to the hybrid power system according to claim 1, characterized in that: the second transmission comprises a first clutch driving unit, a second clutch driving unit and an intermediate shaft, wherein a first clutch plate is arranged at the front end of the first clutch driving unit, a second clutch plate is arranged at the rear end of the first clutch driving unit, a third clutch plate is arranged at the front end of the second clutch driving unit, a fourth clutch plate is arranged at the rear end of the second clutch driving unit, a first transmission gear and a second transmission gear are rotatably arranged on an input shaft of the second transmission, a third transmission gear, a fourth transmission gear, a fifth transmission gear and a sixth transmission gear are arranged on the intermediate shaft, a seventh transmission gear and an eighth transmission gear are rotatably arranged on an output shaft of the second transmission, the first transmission gear is in transmission connection with the third transmission gear, the second transmission gear is in transmission connection with the fourth transmission gear, the fifth transmission gear is in transmission connection with the seventh transmission gear, and the sixth transmission gear is in, the first clutch plate is arranged between the first transmission gear and the second transmission input shaft, the second clutch plate is arranged between the second transmission gear and the second transmission input shaft, the third clutch plate is arranged between the seventh transmission gear and the second transmission output shaft, the fourth clutch plate is arranged between the eighth transmission gear and the second transmission output shaft, the tooth ratio of the first transmission gear and the third transmission gear is different from that of the second transmission gear and the fourth transmission gear, and the tooth ratio of the fifth transmission gear and the seventh transmission gear is different from that of the sixth transmission gear and the eighth transmission gear;
said reducing the gear of the second transmission further comprises the steps of:
the first clutch driving unit and the second clutch driving unit are driven to be switched to the transmission gear with a large tooth ratio.
3. The method for efficiently recovering power applied to the hybrid power system as set forth in claim 1, further comprising the steps of:
and adjusting the magnitude of the motor recovery torque according to the magnitude of the brake signal.
4. The method for efficiently recovering power applied to the hybrid power system as set forth in claim 1, further comprising the steps of:
and judging whether the magnitude of the brake signal is greater than a brake signal preset value or not, and if so, intervening the mechanical brake mechanism for working.
5. The method for efficiently recovering the power applied to the hybrid power system as claimed in claim 1, wherein the hybrid power system is arranged on a vehicle body, and a level sensor is arranged on the vehicle body, so that the method further comprises the following steps after the step of obtaining the braking signal:
judging whether the vehicle body is in a climbing state or not through a horizontal sensor;
if the device is not in a climbing state, directly carrying out the subsequent steps;
otherwise, the motor controller is driven to recover the small torque power in a climbing state.
6. The method for efficiently recovering power applied to the hybrid power system as set forth in claim 1, further comprising the steps of: the gear of the first transmission is shifted to neutral.
7. The method for efficiently recovering power applied to the hybrid power system as set forth in claim 1, further comprising the steps of:
acquiring an accelerator signal;
sending a power output command to a motor controller, and controlling a power battery to supply power to a motor by the motor controller;
and setting the gear of the second transmission according to the throttle signal and the motor rotating speed.
8. The method for efficiently recovering power applied to the hybrid power system as claimed in claim 1, wherein the step of obtaining the braking signal further comprises:
acquiring the current wheel rotating speed;
judging whether the current wheel rotating speed is greater than a preset vehicle speed value, and if so, performing a subsequent power recovery step;
otherwise, the subsequent power recovery step is not carried out, and the mechanical brake mechanism intervenes to work.
9. The power efficient recovery method applied to the hybrid power system according to claim 1, characterized in that: reducing the gear of the second transmission includes the steps of:
and reducing the gear of the second transmission to a high-efficiency motor recovery region.
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Application publication date: 20200623 |