CN113022294A - 一种单行星排式混合动力汽车动力耦合机构及其动态协调控制方法 - Google Patents
一种单行星排式混合动力汽车动力耦合机构及其动态协调控制方法 Download PDFInfo
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Abstract
本发明公开了一种单行星排式混合动力汽车动力耦合机构及其动态协调控制方法,属于混合动力汽车结构及控制领域。该机构包括:发动机、行星齿轮机构、第一及第二电机、离合器A及B、制动器A及B、齿轮A及B、第一及第二传动轴;行星齿轮机构由太阳轮、行星架、齿圈和行星轮组成。本发明通过控制各离合器和制动器的结合与松开,使该机构的多种工作模式满足汽车复杂的行驶工况要求,提高了***的工作效率,提高燃油经济性;并针对该机构在模式切换过程中的转矩波动,公开了一种减小冲击度的协调控制方法,提高汽车行驶平顺性。
Description
技术领域
本发明涉及混合动力汽车结构及混合动力汽车控制的技术领域,特别涉及到一种单行星排动力耦合机构及其动态协调控制的方法。
背景技术
为响应节能减排政策号召,改善温室效应,发展新能源汽车来代替纯燃油消耗的传统汽车已成为一种趋势,此外,发展新能源汽车还有助于解决我国能源安全问题,减小对外进口燃油的依赖。但是到目前为止,纯电动汽车受到多方面的限制,比如说电池的安全和能量密度的提升,电池管理***比较复杂,还有纯电动汽车成本等因素,而混合动力汽车可以作为传统的燃油汽车发展到纯电动汽车之间的过渡形式,是值得研究发展的。
动力耦合作为混合动力汽车的关键技术,目前有几种常见的形式:串联混合动力汽车、并联混合动力汽车和混联混合动力汽车。由于混合动力汽车涉及到几个动力源,需要协调控制动力源来实现动力输出和整车行驶过程中的冲击度,需要设计相应的动力耦合机构协调动力源的转矩和转速。目前,最常用的动力耦合机构是通过行星排来实现几个动力源的动力耦合,通过不同动力源的开启和关闭以及各个离合器的结合与断开,可以实现多档位,多模式工作,有效地提升燃油经济性。日本丰田的THS动力耦合***、雷克萨斯GS和LS的混合动力***、德国采埃孚公司ZF系列自动变速器、大众09G 6自动变速器,这些***都是采用行星排的组合来实现变速和动力耦合,有效提升了***传动效率。国内主要的车企、零部件公司、相关的研究机构和各个高校都对行星排动力耦合机构有比较深入的研究。
混合动力汽车在模式切换的时候的过程中,会由于发动机的迟滞和离合器及制动器分离结合过程中的非线性引起输出转矩的波动,而输出转矩的波动会造成整车行驶过程中出现比较大的冲击。如何协调动力源的转矩以及如何控制离合器制动器的状态是一个重要的研究问题。
发明内容
由于现有的混合动力汽车整车燃油经济性和能量利用效率不高,同时有的混合动力汽车动力耦合机构结构复杂,本发明的目的是提供一种混合动力耦合机构,通过控制离合器和制动器的结合与松开,使混合动力汽车有多种驱动方式,提高混合动力汽车在不同工况需求下的动力性和燃油经济性。同时针对设计的动力耦合机构制定了动态协调控制方案,实现提高模式切换时平顺性。
本发明解决该技术问题所采用的技术方案是是一种单行星排式混合动力汽车动力耦合机构,包括发动机、行星齿轮机构、第一电机、第二电机、离合器A、离合器B、制动器A、制动器B、齿轮A、齿轮B、第一传动轴和第二传动轴构成;所述行星齿轮机构包括太阳轮、行星架、齿圈和行星轮;三个结构相同的行星轮均匀分布在到行星架中心轴线距离相等的圆周上,且空套在行星架上;发动机通过离合器A、第一传动轴和离合器B与齿圈连接;第一电机的输出轴与太阳轮直接连接,并通过制动器B实现锁止;第二电机的输出轴通过齿轮A和齿轮B与第一传动轴连接;所述行星齿轮机构中的太阳轮通过制动器B与动力耦合机构的壳体连接;所述行星齿轮机构中的齿圈通过制动器A与动力耦合机构的壳体连接;所述第一电机包括电机转子A、电机定子A;所述第二电机包括电机转子B、电机定子B;所述电机定子A和电机定子B固定在动力耦合机构的壳体上;所述电机转子A与太阳轮同轴固定连接;所述电机转子B与齿轮A同轴固定连接;所述制动器A固定端与装置壳体连接,另一端与齿圈相连,制动器B固定端与装置壳体连接,另一端与行星架太阳轮相连;所述齿轮A与齿轮B相啮合,且齿轮A的半径小于齿轮B的半径,齿轮A与第二电机的电机转子B同轴连接;离合器A和离合器B是湿式离合器,制动器A和制动器B是干式或者湿式制动器,通过电控液压***控制离合器与制动器的结合与断开;所述离合器A和离合器B集成在第一传动轴上;所述齿轮B固定在离合器A与离合器B中的第一传动轴上,第二传动轴与行星架相连,并将动力传递到驱动轮或减速器上。
优选地,离合器A和离合器B是湿式离合器,制动器A和制动器B是干式或者湿式制动器,通过电控液压***控制离合器与制动器的结合与断开;
优选地,所述离合器A和离合器B集成在第一传动轴上;所述齿轮B与第一传动轴为一体式结构;
本方案所设计的单行星排混合动力汽车动力耦合机构,可以实现如下模式:纯电动模式1、纯电动模式2、混合动力模式1、混合动力模式2、混合动力模式3、驻车充电模式、再生制动模式1、再生制动模式2、发动机驱动模式、行车充电模式;
根据设计的单行星排式混合动力汽车动力耦合机构,当汽车由纯电动模式切换到涉及发动机参与的工作模式时,其动态协调控制方法根据模式切换初始状态分为:
(1)纯电动模式1切换到混合动力模式:离合器A结合、第二电机快速启动并带动发动机到怠速转速、发动机点火启动、制动器A分离,离合器B进入滑摩状态、离合器B两端转速差小于一定数值时离合器结合、在此过程中第二电机补偿发动机转矩并调整第一传动轴的转速,发动机工作状态稳定后根据能量管理策略决定第一电机和第二电机是否还需要工作,不需要第二电机工作就将其关闭,不需要第一电机工作需要关闭第一电机的同时结合制动器B,至此模式切换过程完成;
(2)纯电动模式2切换到混合动力模式:离合器A通过滑摩将发动机带动到怠速转速、发动机点火启动、离合器A两端转速差小于一定数值时,结合离合器A、第二电机补偿发动机转矩并调整第一传动轴的转速,发动机状态稳定后根据能量管理策略决定第一电机和第二电机是否还需要工作,不需要第二电机工作就将其关闭,不需要第一电机工作需要关闭第一电机的同时结合制动器B,至此模式切换过程完成;
(3)纯电动模式1切换到发动机驱动模式:离合器A结合、第二电机快速启动并带动发动机到怠速转速、发动机点火启动、制动器A分离且离合器B进入滑摩状态、离合器B两端转速差小于一定数值时结合、第二电机补偿发动机转矩并调整第一传动轴的转速、发动机工作状态稳定后关闭第一电机和第二电机,结合制动器B,至此发动机启动过程完成,汽车进入发动机驱动模式;
(4)由纯电动模式2切换到发动机驱动模式:通过离合器A滑摩,利用第二电机输出动力带动发动机转速迅速达到怠速转速并点火启动。在发动机达到怠速转速后,结合离合器A,发动机工作状态稳定后,第一电机和第二电机停止工作,制动器B锁止,至此发动机启动过程完成,汽车进入发动机驱动模式;
(5)纯电动模式1切换到行车充电模式:该过程先直接结合离合器A,利用第二电机提供动力使发动机快速启动。在发动机转速被带动到怠速转速并点火启动时,断开制动器A,并使离合器B进入滑摩阶段,当离合器B主从动盘转速小于一个较小数值时,结合离合器B,在发动机工作状态稳定后,进一步地由发动机提供转矩使得第二电机反转,实现发电。
本发明通过对各离合器和制动器进行独立的控制,可以实现不同动力源的输入,实现无级变速功能,根据汽车行驶需求使发动机工作在高效区间。例如当发动机驱动时,可以通过断开制动器A、结合制动器B、结合离合器A和离合器B,从而使发动机直接驱动车轮,当第二电机与发动机一起工作时,可以补偿发动机的转速与转矩,保证发动机工作在高效区间。通过协调控制电机与发动机的转矩和转速,补偿在模式切换过程中的转矩不足,因而本发明具有如下优点:
1)工作模式多样:针对不同的工况,通过控制三个动力源、制动器和离合器,实现多种纯电动和多种混合动力模式。
2)电机单独驱动、发动机单独驱动或者两者联合驱动模式下,通过控制离合器和制动器可以使动力耦合机构更好的动力性和经济性,避免了发动机工作在不高效的区间,同时减小了对电机的容量需求。
3)可以实现利用电机对发动机的动力补偿,提高了发动机的工作效率。
4)根据汽车制动时制动力要求,使动力耦合机构工作在制动能量回收模式,提高了***的能量利用效率。
5)可以通过电机补偿发动机转矩实现在模式切换过程中发动机转矩的补偿,通过协调两个电机分别补偿转矩与转速,提高汽车行驶的平顺性,减小冲击度。
附图说明
图1为单行星排式动力耦合机构结构图;
图2为纯电动模式1动力传递路线图;
图3为纯电动模式2动力传递路线图;
图4为混合动力模式1动力传递路线图;
图5为混合动力模式2动力传递路线图;
图6为混合动力模式3动力传递路线图;
图7为驻车充电模式动力传递路线图;
图8为再生制动模式1动力传递路线图;
图9为再生制动模式2动力传递路线图;
图10为发动机驱动模式动力传递路线图;
图11为行车充电模式动力传递路线图;
图12为模式切换控制逻辑图。
图中:1-第一电机,2-太阳轮,3-制动器A,4-齿圈,5-齿轮A,6-第二电机,7-发动机,8-离合器A,9-第一传动轴,10-齿轮B,11-离合器B,12-行星架,13-制动器B,14-第二传动轴。
具体实施方式
通过附图与具体方案来对本发明进行描述说明。相关领域技术人员可通过本说明书所描述的内容了解本发明的功能和优点,以下说明是对本发明的部分关键点的描述,不应视为本发明的全部设计内容。
请参阅附图1所示,附图中的元件标号1-14分别表示:第一电机1、太阳轮2、制动器A 3、齿圈4、齿轮A5、第二电机6、发动机7、离合器A8、第一传动轴9、齿轮B10、离合器B11、行星架12、制动器B13、第二传动轴14。
本发明设计了一种单行星排动力耦合机构,行星齿轮机构包括太阳轮、行星架、齿圈和行星轮;第一电机1的转子通过输出轴与行星齿轮机构的太阳轮2连接,实现动力的输入输出;第二电机6的转子通过输出轴与齿轮A5连接,进一步通过齿轮B10与第一传动轴9连接,进一步通过齿圈4传递动力;发动机7通过输出轴与离合器A8连接,进一步通过第一传动轴9和离合器B11与行星齿轮机构的齿圈4连接,实现动力输出。
通过上述的技术方案描述,制动器A3和制动器B13为干式或者湿式制动器,离合器A8和离合器B11为湿式离合器;三个动力源采用同轴布置,减小了动力耦合机构的轴向尺寸。
当汽车以纯电动模式工作时,可以由第一电机1单独驱动,也可以两个电机联合驱动;当汽车以混合动力模式工作时,可以实现两个电机分别单独地与发动机7联合驱动,也可以实现三个动力源同时驱动;当进行再生制动时,通过第一电机1反转发电,实现能量回收;当汽车以行车充电模式工作时,通过发动机7带动第二电机6反转发电,使电池电量保持在一个在规定的范围内。双电机的设计方案,使得即便是一个电机失效后,汽车也能够实现纯电动模式、混合动力模式和制动能量回收模式。
下面通过表1列出不同模式下离合器与制动器的状态:
下面结合附图2-11对发明具体工作模式进行描述:
1.纯电动模式1:
此模式下仅由第一电机1单独驱动汽车行驶,通过结合制动器A3和两个离合器,断开制动器B13,第一电机1通过行星排实现转矩和转速传递,主要工作于汽车起步,城市怠速工况下行驶,能够避免发动机工作在低效区间,提升汽车燃油经济性,此模式动力传递路线请参阅附图2。
2.纯电动模式2:
此模式下由第一电机1和第二电机6联合驱动汽车行驶,通过结合离合器B11,断开其它离合器和制动器,第一电机1与第二电机6通过行星排实现转矩和转速传递,主要工作于汽车起步,城市怠速工况、陡坡起步以及需要在纯电动模式下急加速的情况下行驶,能够避免发动机工作在低效区间,提升汽车燃油经济性,此模式动力传递路线请参阅附图3。
3.混合动力模式1:
此模式下由第二电机6与发动机7联合驱动汽车行驶,通过分离制动器A3,结合其它离合器和制动器,第二电机6通过离合器A8拖动发动机转速快速达到怠速转速,改善发动机启动时的汽车平顺性和燃油经济性,避免动力中断。主要工作于高速巡航模式和第一电机1失效时的联合驱动模式,第二电机6补偿发动机的转矩,使发动机工作在高效区间,此模式动力传递路线请参阅附图4。
4.混合动力模式2:
此模式下由第一电机1与发动机联合驱动汽车行驶,通过分离两个制动器,结合两个离合器。第一电机1通过太阳轮2传递转矩和调节转速。主要工作于高速巡航模式,使发动机工作在理想的转速区间,此模式动力传递路线请参阅附图5。
5.混合动力模式3:
此模式下由三个动力源联合驱动汽车行驶,通过分离两个制动器,结合两个离合器,第二电机6通过离合器A8拖动发动机转速快速达到怠速转速,改善发动机启动时的汽车平顺性和燃油经济性,避免动力中断;第一电机1通过太阳轮2传递转矩和调节转速。主要用于高速巡航模式,第二电机6补偿发动机的转矩,使发动机工作在高效区间,此模式动力传递路线请参阅附图6。
6.驻车充电模式:
此模式下,发动机启动并通过结合离合器A8传递转矩,并结合制动器A3,断开离合器B11和制动器B13。发动机7带动第二电机6反向转动实现发电。主要用于汽车停止并且电池SOC低于规定值时,利用发动机和电机,将机械能转化为电能,使电池保持一定的电量,此模式动力传递路线请参阅附图7。
7.再生制动模式1:
此模式下,汽车需要减速,通过结合制动器A3和两个离合器,断开制动器B13,利用车轮的转动带动第一电机1反转实现发电,对传动***起到制动作用。此模式需要电池的SOC值小于1,并且如果需要急减速,还要借助机械制动来联合制动,此模式动力传递路线请参阅附图8。
8.再生制动模式2:
此模式下,汽车需要减速,通过结合制动器B13和离合器B11,断开离合器A8和制动器A3,利用车轮的转动带动第二电机6反转实现发电,对传动***起到制动作用。此模式需要电池的SOC值小于1并且作为第一电机1失效时的制动能量回收的第二方案,如果需要急减速,还要借助机械制动来联合制动,此模式动力传递路线请参阅附图9。
9.发动机驱动模式:
此模式下,汽车的转矩转速需求恰好是发动机7的高效工作区间,并且电池SOC在理想的区间。通过断开制动器A3,结合其它离合器和制动器,关闭两个电机使发动机单独驱动。此模式主要工作在中高速巡航模式,此模式动力传递路线请参阅附图10。
10.行车充电模式:
此模式下,汽车工作在电池SOC小于规定值,并且汽车行驶的要求不高的工况下。通过结合两个离合器,断开两个制动器,利用发动机7带动第二电机6反转实现发电,使电池SOC保持在理想的区间,第一电机1和发动机7为汽车行驶提供动力,让汽车能够正常行驶,此模式动力传递路线请参阅附图11。
针对模式切换过程中,发动机启动时的迟滞反应,需要利用第二电机6补偿发动机7的不足转矩,同时协调第一电机1,使第一电机1的转速和转矩都要能够满足汽车需求,减小传递转矩的波动,改善汽车行驶平顺性。
针对模式切换控制逻辑,请参阅附图12,具体切换时的细则如下所述:
由纯电动模式切换到混合动力模式过程时:
由纯电动模式1切换到混合动力模式时:
首先直接结合离合器A8,利用第二电机6快速启动输出动力,第二电机6输出的转速和转矩通过齿轮A5和齿轮B10减速后的转速要能使发动机7快速启动。在发动机7转速被带动到怠速转速点火启动时,断开制动器A3,并使离合器B11进入滑摩阶段,当离合器B11主从动盘转速小于一个较小数值时,结合离合器B11,在发动机7达到稳定转速前通过第二电机6进行PI控制调节发动机转速使发动机尽快达到稳定转速。
如果目标模式是混合动力模式1,在发动机7达到稳定工作转速时,关闭第一电机1,同时结合制动器B13,混合动力模式1通过第二电机6和发动机7联合驱动,并利用第二电机6补偿发动机转矩,在满足汽车行驶需求的同时,发动机7也能工作在高效区间;如果目标模式是混合动力模式2,在发动机7达到稳定工作转速时,关闭第二电机6,混合动力模式2通过第一电机1和发动机7联合驱动,并利用第一电机1调速并提供转矩,使发动机7工作在高效区间;如果切换到混合动力模式3,三个动力源同时工作,且仍通过第一电机1调速并提供转矩,第二电机6补偿发动机转矩。在模式切换过程中电机1要满足汽车行驶的转矩需求,并通过第一电机1进行调速,使动力通过行星排机构能够满足需求车速。
由纯电动模式2切换到混合动力模式时:
首先需要通过离合器A8滑摩,利用第二电机6输出动力带动发动机7转速迅速达到怠速转速并点火启动,并且第二电机6输出的转矩和转速通过齿轮A5和齿轮B10要能够满足汽车行驶时行星排的转矩转速关系。在发动机7达到怠速转速后,结合离合器A8。在发动机达到稳定转速前通过第二电机6进行PI控制调节发动机转速使发动机尽快达到稳定转速,
如果目标模式是混合动力模式1,在发动机7达到稳定工作转速时,关闭第一电机1,同时结合制动器B13,混合动力模式1通过第二电机6和发动机7联合驱动,并利用第二电机6补偿发动机转矩,在满足汽车行驶需求的同时,发动机7也能工作在高效区间;如果目标模式是混合动力模式2,在发动机7达到稳定工作转速时,关闭第二电机6,混合动力模式2通过第一电机1和发动机联合驱动,并利用第一电机1调速并提供转矩,使发动机7工作在高效区间;如果切换到混合动力模式3,三个动力源同时工作,且仍通过第一电机1调速并提供转矩,第二电机补偿发动机7转矩。在模式切换过程中电机1要满足汽车行驶的转矩需求,并通过电机1进行调速,使动力通过行星排机构能够满足需求车速。在模式切换过程中第一电机1要满足汽车行驶的转矩需求,并通过第一电机1进行调速,使动力通过行星排机构能够满足需求车速。
由纯电动模式切换到行车充电模式时:
由于电池电量不足时,不会出现两个电机同时驱动的纯电动模式,所以该过程只能是由纯电动模式1切换到行车充电模式。该过程先直接结合离合器A8,利用第二电机6提供动力使发动机7快速启动,模式切换过程中要保证第二电机6的转速通过齿轮A5和齿轮B10减速后的转速要能使发动机7快速启动。在发动机7转速被带动到怠速转速并点火启动时,断开制动器A3,并使离合器B11进入滑摩阶段,当离合器B11主从动盘转速小于一个较小数值时,结合离合器B11,通过第二电机6进行PI控制调节发动机转速使发动机尽快达到稳定转速,发动机7工作状态稳定后。进一步地由发动机7提供转矩使得第二电机6反转,实现发电。在此过程中,第一电机1要通过调速使行星排输出的转速能够满足行驶要求,同时第一电机1输出的转矩也要满足行驶要求。行车充电模式能够使发动机7保持在高效的运行区间,多余的机械能通过第二电机6转化为电能存储在电池中。
由纯电动模式切换到发动机驱动模式时:
由纯电动模式1切换到发动机驱动模式时:
先直接结合离合器A8,利用第二电机6快速启动输出动力,第二电机6输出的转速和转矩通过齿轮A5和齿轮B10减速后的转速要能使发动机7快速启动。在发动机7转速被带动到怠速转速点火启动时,断开制动器A3,并使离合器B11进入滑摩阶段,当离合器B11主从动盘转速小于一个较小数值时,结合离合器B11,在发动机7达到稳定转速前通过第二电机6进行PI控制调节发动机转速使发动机7尽快达到稳定转速,发动机7工作状态稳定后,第一电机1和第二电机6停止工作,制动器B13锁止,模式切换过程结束。在模式切换过程中第一电机1要满足汽车行驶的转矩需求,并通过第一电机1进行调速,使动力通过行星排机构能够满足需求车速。
由纯电动模式2切换到发动机驱动模式时:
首先需要通过离合器A8滑摩,利用第二电机6输出动力带动发动机7转速迅速达到怠速转速并点火启动,并且第二电机6输出的转矩和转速通过齿轮A5和齿轮B10要能够满足行星排的转矩转速关系。在发动机7达到怠速转速后,结合离合器A8,并在发动机7达到稳定转速前通过第二电机6进行PI控制调节发动机转速使发动机7尽快达到稳定转速,发动机7工作状态稳定后,第一电机1和第二电机6停止工作,制动器B13锁止,至此完成模式切换过程。在模式切换过程中第一电机1要满足汽车行驶的转矩需求,并通过第一电机1进行调速,使动力通过行星排机构能够满足需求车速。
在本说明书的描述中,参考术语“一个实施例”、“一些实施例”、“示意性实施例”、“示例”、“具体示例”、或“一些示例”等的描述意指结合该实施例或示例描述的具体特征、结构、材料或者特点包含于本发明的至少一个实施例或示例中。在本说明书中,对上述术语的示意性表述不一定指的是相同的实施例或示例。而且,描述的具体特征、结构、材料或者特点可以在任何的一个或多个实施例或示例中以合适的方式结合。
尽管已经示出和描述了本发明的实施例,本领域的普通技术人员可以理解:在不脱离本发明的原理和宗旨的情况下可以对这些实施例进行多种变化、修改、替换和变型,本发明的范围由权利要求及其等同物限定。
Claims (6)
1.一种单行星排式混合动力汽车动力耦合机构,其特征在于,包括发动机(7)、行星齿轮机构、第一电机(1)、第二电机(6)、离合器A(8)、离合器B(11)、制动器A(3)、制动器B(13)、齿轮A(5)、齿轮B(10);
所述发动机(7)的输出轴依次通过离合器A(8)、第一传动轴(9)和离合器B(11)与行星架的齿圈相连;所述行星齿轮机构包括太阳轮(2)、行星架(12)、齿圈(4)和行星轮;三个结构相同的行星轮均匀分布在到行星架(12)中心轴线距离相等的圆周上,且空套在行星架(12)上;所述行星齿轮机构中的太阳轮(2)通过制动器B(13)与动力耦合机构的壳体连接;所述行星齿轮机构中的齿圈(4)通过制动器A(3)与动力耦合机构的壳体连接;所述第一电机(1)包括电机转子A、电机定子A;所述第二电机(6)包括电机转子B、电机定子B;所述电机转子A与太阳轮(2)同轴固定连接;所述电机转子B与齿轮A(5)同轴固定连接;所述制动器A(3)与齿圈(4)相连;所述制动器B(13)与行星架太阳轮(2)相连;所述齿轮A(5)与齿轮B(10)相啮合,且齿轮A(5)的半径小于齿轮B(10)的半径;齿轮A(5)与第二电机(6)的电机转子B同轴连接;所述齿轮B(10)固定在离合器A(8)与离合器B(11)之间的第一传动轴(9)上,第二传动轴(14)与行星架相连,并将动力传递到减速器或者减速机构上。
2.根据权利要求1所述的一种单行星排式混合动力汽车动力耦合机构,其特征在于,所述离合器A(8)和离合器B(11)是湿式离合器,所述制动器A(3)和制动器B(13)是干式或者湿式制动器,通过电控液压***控制离合器与制动器的结合与断开。
3.根据权利要求1所述的一种单行星排式混合动力汽车动力耦合机构,其特征在于,所述离合器A(8)和离合器B(11)集成在第一传动轴(9)上。
4.根据权利要求1所述的一种单行星排式混合动力汽车动力耦合机构,其特征在于,所述齿轮B(10)与第一传动轴(9)为一体式结构。
5.根据权利要求1所述的一种单行星排式混合动力汽车动力耦合机构,其特征在于,所述电机定子A和电机定子B固定在动力耦合机构的壳体上;所述制动器A(3)固定端与装置壳体连接,所述制动器B(13)固定端与装置壳体连接。
6.一种根据权利要求1-5任意一项所述的单行星排式混合动力汽车动力耦合机构的动态协调控制方法,其特征在于,该方法包括:
1)纯电动模式1切换到混合动力模式:离合器A(8)结合、第二电机(6)快速启动并带动发动机到怠速转速、发动机(7)点火启动、制动器A(3)分离,离合器B(11)进入滑摩状态、离合器B(11)两端转速差小于一定数值时离合器结合、在此过程中第二电机(6)补偿发动机转矩并调整第一传动轴(9)的转速,发动机工作状态稳定后根据能量管理策略决定第一电机(1)和第二电机(6)是否还需要工作,不需要第二电机(6)工作就将其关闭,不需要第一电机(1)工作需要关闭第一电机(1)的同时结合制动器B(13);
2)纯电动模式2切换到混合动力模式:离合器A(8)通过滑摩将发动机(7)带动到怠速转速、发动机(7)点火启动、离合器A(8)两端转速差小于一定数值时,结合离合器A(8)、第二电机(6)补偿发动机转矩并调整第一传动轴(9)的转速,发动机(7)状态稳定后根据能量管理策略决定第一电机(1)和第二电机(6)是否还需要工作,不需要第二电机(6)工作就将其关闭,不需要第一电机(1)工作需要关闭第一电机(1)的同时结合制动器B(13);
3)纯电动模式1切换到发动机驱动模式:离合器A(8)结合、第二电机(6)快速启动并带动发动机(7)到怠速转速、发动机(7)点火启动、制动器A(3)分离且离合器B(11)进入滑摩状态、离合器B(11)两端转速差小于一定数值时结合、第二电机(6)补偿发动机转矩并调节第一传动轴(9)的转速、发动机7工作状态稳定后关闭第一电机(1)和第二电机(6),并结合制动器B(13);
4)由纯电动模式2切换到发动机驱动模式:通过离合器A(8)滑摩,利用第二电机(6)输出动力带动发动机转速迅速达到怠速转速并点火启动,在发动机(7)达到怠速转速后,结合离合器A(8),发动机(7)工作状态稳定后,第一电机(1)和第二电机(6)停止工作,制动器B(13)锁止;
5)纯电动模式1切换到行车充电模式:该过程先直接结合离合器A(8),利用第二电机(6)提供动力使发动机(7)快速启动,在发动机转速被带动到怠速转速并点火启动时,断开制动器A(3),并使离合器B(11)进入滑摩阶段,当离合器B(11)主从动盘转速小于一个较小数值时,结合离合器B(11),在发动机(7)工作状态稳定后,进一步地由发动机(7)提供转矩使得第二电机(6)反转,实现发电。
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