CN114714885A - Two-gear hybrid power coupling mechanism, control system and control method - Google Patents

Two-gear hybrid power coupling mechanism, control system and control method Download PDF

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Publication number
CN114714885A
CN114714885A CN202110012160.8A CN202110012160A CN114714885A CN 114714885 A CN114714885 A CN 114714885A CN 202110012160 A CN202110012160 A CN 202110012160A CN 114714885 A CN114714885 A CN 114714885A
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China
Prior art keywords
gear
mode
engine
controlling
driving
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Pending
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CN202110012160.8A
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Chinese (zh)
Inventor
赵江灵
朱永明
刘方
关佳景
苏建云
陈绍维
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GAC Aion New Energy Automobile Co Ltd
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GAC Aion New Energy Automobile Co Ltd
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Priority to CN202110012160.8A priority Critical patent/CN114714885A/en
Publication of CN114714885A publication Critical patent/CN114714885A/en
Pending legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/20—Control strategies involving selection of hybrid configuration, e.g. selection between series or parallel configuration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/24—Energy storage means
    • B60W2510/242—Energy storage means for electrical energy
    • B60W2510/244—Charge state
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

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

Abstract

The invention relates to the technical field of automobile power, and discloses a two-gear hybrid power coupling mechanism, a control system and a control method, wherein the mechanism comprises an engine, a generator, a driving motor, a shock absorber, a differential mechanism, a brake, a first clutch, a planetary gear set and a plurality of gears; the first gear and the second gear are arranged on the input shaft of the engine, the third gear is arranged on the input shaft of the generator and meshed with the first gear, and the fourth gear is arranged on the input shaft of the driving motor. The planetary gear set comprises a sun gear, a planet carrier and a gear ring which are arranged on the intermediate shaft, and the planet carrier is respectively meshed with the second gear and the fourth gear. The fifth gear is arranged on the intermediate shaft and is meshed with the differential; the brake is connected with the sun wheel and used for braking the sun wheel; the first clutch is used for controlling the planetary gear set to realize integral rotation. The invention has simple structure, can switch a plurality of driving modes, effectively improves the power performance and the economy of the automobile, and is beneficial to saving space and lightening weight.

Description

Two-gear hybrid power coupling mechanism, control system and control method
Technical Field
The invention relates to the technical field of automobile power, in particular to a two-gear hybrid power coupling mechanism, a control system and a control method.
Background
In the prior art, the powertrain includes an engine (internal combustion engine) and a drive train consisting of a transmission, a differential and a propeller shaft. Its function is to provide the vehicle with the driving power required for the driving wheels. Internal combustion engines have a range of speeds and torques and achieve optimum operation within a small range, with minimum fuel consumption, minimum harmful emissions, or both. However, the actual road conditions vary greatly, and they are reflected not only in the speed of the driving wheels, but also in the torque required by the driving wheels. Therefore, it is the primary task of the transmission to achieve the optimum speed and torque of the internal combustion engine, i.e., the optimum power state, and match the power state of the driving wheels well.
In recent years, the emergence of motor hybrid technology has opened up a new approach for achieving complete matching of power between an internal combustion engine and a power wheel. Among the many designs of powertrain, the most representative are the series hybrid system and the parallel hybrid system. In the series hybrid system of the electric motor, a generator of the internal combustion engine, a motor, a shafting and a driving wheel form a series power chain, and the structure of the power assembly is extremely simple. Wherein the generator-motor combination can be considered as a transmission in the conventional sense. When used in combination with an energy storage device, such as a battery, capacitor, etc., the transmission may also function as an energy modulation device to accomplish independent speed and torque modulation.
The motor parallel system is provided with two parallel independent power chains. One consisting of a conventional mechanical transmission and the other consisting of an electric motor-battery system. The mechanical transmission is responsible for speed regulation, while the electric machine-battery system regulates power or torque. In order to fully develop the potential of the whole system, the mechanical transmission also needs to adopt a stepless speed change mode.
The serial hybrid system has the advantages of simple structure and flexible layout. However, since all power passes through the generator and the motor, the power requirement of the motor is high, the volume is large, and the weight is heavy. Meanwhile, the energy transmission process is carried out twice through one machine and one machine, and the conversion of the machine is realized, so that the efficiency of the whole system is low. In a parallel hybrid system, only a portion of the power passes through the electric machine system, and therefore, the power requirements on the electric machine are relatively low. The efficiency of the whole system is high. However, the system needs two sets of independent subsystems and is high in manufacturing cost. Typically only for weak mixing systems.
According to the above description, most of the existing electromechanical coupling systems only have one gear, and the dynamic property and the economical efficiency are limited.
Accordingly, there is a need in the art for improvements.
Disclosure of Invention
The purpose of the invention is: the invention provides a two-gear hybrid power coupling mechanism, a control system and a control method, which aim to solve the technical problems that most of electromechanical coupling systems in the prior art only have one gear, and the dynamic property and the economical efficiency are limited.
In order to achieve the above object, the present invention provides a two-gear hybrid coupling mechanism for driving a hybrid vehicle, comprising
An engine having an engine input shaft;
a generator having a generator input shaft;
the driving motor is provided with a driving motor input shaft and is coaxially sleeved with the generator;
an intermediate shaft;
a damper provided on the engine input shaft;
a differential connected to a wheel axle;
a first gear provided on the engine input shaft;
a second gear provided on the engine input shaft;
a third gear provided on the generator input shaft and meshed with the first gear;
the fourth gear is arranged on the input shaft of the driving motor;
the planetary gear set comprises a sun gear, a planet carrier and a gear ring which are arranged on the intermediate shaft; the planet carrier is meshed with the second gear and the fourth gear respectively;
a fifth gear provided on the intermediate shaft and meshed with the differential;
a brake connected to the sun gear;
a first clutch for controlling the planetary gear set to rotate integrally.
In some embodiments of the present application, further comprising a sixth gear; the sixth gear is arranged on the intermediate shaft and meshed with the fourth gear, so that the planet carrier is meshed with the second gear only.
In some embodiments of the present application, a second clutch is also included; the second clutch is arranged on the input shaft of the engine and used for controlling whether the engine participates in the work or not.
In some embodiments of the present application, the driving motor is connected to a power battery, and the driving motor can generate a braking torque to brake wheels when the automobile brakes, and generate an induced current to charge the power battery.
In some embodiments of the present application, the damper is a torsional damper or a dual mass flywheel.
The invention also provides a two-gear hybrid power coupling control system, which is used for driving a hybrid electric vehicle and is characterized by comprising a two-gear hybrid power coupling mechanism and a mode control device;
the two-gear hybrid coupling mechanism comprises:
an engine having an engine input shaft;
a generator having a generator input shaft;
the driving motor is provided with a driving motor input shaft and is coaxially sleeved with the generator;
an intermediate shaft;
a damper provided on the engine input shaft;
a differential connected to a wheel axle;
a first gear provided on the engine input shaft;
a second gear provided on the engine input shaft;
a third gear provided on the generator input shaft and meshed with the first gear;
the fourth gear is arranged on the input shaft of the driving motor;
the planetary gear set comprises a sun gear, a planet carrier and a gear ring which are arranged on the intermediate shaft; the planet carrier is meshed with the second gear;
a fifth gear provided on the intermediate shaft and meshed with the differential;
a sixth gear provided on the intermediate shaft and meshed with the fourth gear;
a brake connected to the sun gear;
a first clutch for controlling the planetary gear set to integrally rotate;
the second clutch is arranged on the input shaft of the engine and is used for controlling whether the engine participates in the work;
the mode control device is used for determining the working mode of the two-gear hybrid coupling mechanism according to the current battery SOC value or/and the automobile speed requirement, and switching the two-gear hybrid coupling mechanism to the determined working mode, wherein the working mode comprises a single-motor pure electric driving mode, a double-motor pure electric two-gear driving mode, a hybrid two-gear driving mode and an extended range driving mode.
In some embodiments of the present application, the mode control means comprises:
a comparison module: the system is used for comparing the current battery SOC value with a first threshold value, or/and comparing the current speed of the automobile with a second threshold value;
the working mode determining module: the device is used for determining the working mode of the two-gear hybrid coupling control system according to the comparison result; the working modes comprise a single-motor pure electric driving mode, a double-motor pure electric two-gear driving mode, a hybrid power two-gear driving mode and an extended range driving mode;
the working mode switching module: and the control device is used for controlling the closing or the position of each element in the two-gear hybrid coupling control system according to the determined working mode so as to switch the two-gear hybrid coupling mechanism to the working mode.
The invention also provides a two-gear hybrid power coupling control method, which is applied to the two-gear hybrid power coupling control system and comprises the following steps:
step S1, comparing the current SOC value of the battery with a first threshold value, or/and comparing the current speed of the automobile with a second threshold value;
step S2, determining the working mode of the two-gear hybrid power coupling control system according to the comparison result; the working modes comprise a single-motor pure electric driving mode, a double-motor pure electric two-gear driving mode, a hybrid power two-gear driving mode and an extended range driving mode;
and step S3, controlling the closing or the position of each element in the two-gear hybrid coupling control system according to the determined working mode, and switching the two-gear hybrid coupling mechanism to the working mode.
In some embodiments of the present application, the step S3 includes:
when the determined working mode is a single-motor pure electric driving mode, controlling the engine and the generator to be closed, controlling the driving motor to work, controlling the brake, the first clutch and the second clutch to be in a disconnected state, and outputting driving force to wheels;
when the determined working mode is a double-motor pure electric 1-gear driving mode, controlling the engine to be closed, controlling the generator and the driving motor to work, and controlling the brake to be combined, and controlling the first clutch and the second clutch to be disconnected to jointly output driving force to wheels;
when the determined working mode is a double-motor pure electric 2-gear driving mode, controlling the engine to be closed, controlling the generator and the driving motor to work, controlling the first clutch to be combined, and controlling the brake and the second clutch to be disconnected to jointly output driving force to wheels;
when the determined working mode is a hybrid power 1-gear driving mode, controlling the engine, the generator and the driving motor to work, controlling the brake and the second clutch to be combined, and controlling the first clutch to be disconnected to jointly output driving force to wheels;
when the determined working mode is a hybrid 2-gear driving mode, controlling the engine, the generator and the driving motor to work, controlling the first clutch and the second clutch to be combined, and controlling the brake to be disconnected to jointly output driving force to wheels;
and when the determined working mode is the range-extended driving mode, controlling the engine, the generator and the driving motor to work, controlling the second clutch to be combined, and controlling the brake and the first clutch to be disconnected to jointly output driving force to wheels.
In some embodiments of the present application, the method further includes step S4: when the automobile brakes, the driving motor is controlled to generate braking torque and induce current in a motor winding of the driving motor so as to charge a power battery.
Compared with the prior art, the two-gear hybrid power coupling mechanism, the control system and the control method provided by the embodiment of the invention have the beneficial effects that:
the two-gear hybrid power coupling mechanism provided by the invention is simple in structure and can switch various driving modes. Under the pure electric driving working condition, both the generator and the driving motor can participate in driving, and two gears of the generator can be adjusted; under the hybrid power driving working condition, the engine and the generator are subjected to speed increasing treatment through the planet row, and the two gears of the engine are adjustable, so that the power performance of the automobile is effectively improved, the size and the cost of the motor are reduced, and the space saving and the light weight are facilitated.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings needed to be used in the embodiments or the prior art descriptions will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without inventive exercise.
Fig. 1 is a schematic structural view of a two-speed hybrid coupling mechanism of embodiment 1 of the invention;
FIG. 2 is a schematic structural diagram of a two-speed hybrid coupling mechanism according to embodiment 2 of the present invention;
FIG. 3 is a schematic structural diagram of a two-speed hybrid coupling mechanism according to embodiment 3 of the present invention;
FIG. 4 is a schematic structural diagram of a two-speed hybrid coupling mechanism according to embodiment 4 of the present invention;
FIG. 5 is a schematic structural diagram of a two-speed hybrid coupling control system of the present invention;
FIG. 6 is a flow chart schematic of the two-speed hybrid coupling control method of the present invention;
FIG. 7 is a power transfer schematic of the two-speed hybrid coupling control system of the present invention in a single motor electric-only drive mode;
FIG. 8 is a schematic power transmission diagram of the two-speed hybrid coupling control system of the present invention in a dual-motor electric-only 1-speed driving mode;
FIG. 9 is a schematic power transmission diagram of the two-speed hybrid coupling control system of the present invention in a dual-motor electric-only 2-speed drive mode;
FIG. 10 is a power transfer schematic of the two-speed hybrid coupling control system of the present invention in a hybrid 1-speed drive mode;
FIG. 11 is a power transfer schematic of the two-speed hybrid coupling control system of the present invention in a hybrid 2-speed drive mode;
FIG. 12 is a power transfer schematic of the two-speed hybrid coupling control system of the present invention in a range extended drive mode;
FIG. 13 is a block diagram of the mode control apparatus;
in the figure, 1, an engine; 2. a shock absorber; 3. an engine input shaft; 4. a first gear; 5. a second gear; 6. a generator input shaft; 7. a third gear; 8. a fourth gear; 9. a drive motor; 10. a generator; 11. an intermediate shaft; 12. a brake; 13. a sun gear; 14. a planet carrier; 15. a ring gear; 16. a first clutch; 17. a fifth gear; 18. a sixth gear; 19. a differential gear; 20. a differential mechanism; 21. a drive motor input shaft; 22. a second clutch.
Detailed Description
The following detailed description of embodiments of the present invention is provided in connection with the accompanying drawings and examples. The following examples are intended to illustrate the invention, but are not intended to limit the scope of the invention.
In the description of the present invention, it is to be understood that the terms "upper", "lower", "left", "right", "top", "bottom", and the like, indicate orientations or positional relationships based on those shown in the drawings, and are only for convenience in describing the present invention and simplifying the description, but do not indicate or imply that the device or element referred to must have a specific orientation, be constructed in a specific orientation, and be operated, and thus, should not be construed as limiting the present invention.
It will be understood that the terms "length," "width," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," and the like, as used herein, refer to an orientation or positional relationship indicated in the drawings, which is solely for the purpose of facilitating the description and simplifying the description, and do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and is therefore not to be construed as limiting the invention.
Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the present invention, "a plurality" means two or more unless specifically defined otherwise.
Example 1
Referring to fig. 1, a two-gear Hybrid coupling mechanism according to a preferred embodiment of the present invention is used for driving a Hybrid Vehicle, and particularly, may be applied to a plug-in Hybrid Electric Vehicle (PHEV) or a Hybrid Electric Vehicle (HEV), and mainly includes an engine 1, a generator 10, a driving motor 9, a shock absorber 2, a differential 20, a clutch (a brake 12 and a first clutch 16), and a shaft-gear system (a planetary gear set, a first gear 4, a second gear 5, a third gear 7, a fourth gear 8, and a fifth gear 17).
The engine 1 is provided with an engine input shaft 3, the generator 10 is provided with a generator input shaft 6, the driving motor 9 is provided with a driving motor input shaft 21, and the driving motor 9 and the generator 10 are coaxially sleeved and are positioned on the intermediate shaft 11. Specifically, the generator input shaft 6 is a hollow shaft sleeve and is arranged on the driving motor input shaft 21. A differential 20 is connected to the wheel axles and has a differential gear 19. The damper 2 is provided on the engine input shaft 3, in particular between the engine 1 and the first gear wheel 4.
The first gear 4 and the second gear 5 are both arranged on the engine input shaft 3, the third gear 7 is arranged on the generator input shaft 6 and meshed with the first gear 4, and the fourth gear 8 is arranged on the driving motor input shaft 21. The planetary gear set includes a sun gear 13, a carrier 14, and a ring gear 15 provided on the intermediate shaft 11, and the carrier 14 is engaged with the second gear 5 and the fourth gear 8, respectively. A fifth gear 17 is provided on the intermediate shaft 11 and meshes with a differential gear 19 of a differential 20.
The brake 12 is connected to the sun gear 13 for braking the sun gear 6, and the 1 st gear speed ratio of the engine 1 is realized by controlling the engagement of the brake 12.
The first clutch 16 is connected to the ring gear 15, and the engagement of the first clutch 16 is controlled to control the planetary rows to rotate integrally, so that the 2 nd speed ratio of the engine is realized.
Example 2
Referring to fig. 2, the present embodiment is different from embodiment 1 in that: a sixth gear 18 is also included. A sixth gear 18 is provided on the intermediate shaft 11 and meshes with the fourth gear 8, so that the carrier 14 meshes only with the second gear 5.
In the scheme of embodiment 1, the planet carrier 14 is meshed with the second gear 5 and the fourth gear 8 simultaneously, that is, a connection relation of 3 gears meshed is formed, so that the two-gear hybrid power coupling mechanism is more compact in overall structure, short in axial dimension and small in mechanism volume.
In the scheme of the embodiment, the sixth gear 18 is additionally arranged to be meshed with the fourth gear 8, so that the planet carrier 14 is only meshed with the second gear 5 to form a connection relation of 2 gears in meshing, the axial size is increased, the transmission is more stable, and when a fault occurs inside the mechanism (such as obvious excessive noise), the troubleshooting and the maintenance are easier.
Example 3
Referring to fig. 3, the present embodiment is different from embodiment 1 in that: a second clutch 22 is also included. The second clutch 22 is provided on the engine input shaft 3 and is located between the damper 2 and the first gear 4. Whether the engine 1 participates in the work can be controlled by controlling the combination of the second clutch 22, if the second clutch 22 is combined, the engine 1 can output, and the mechanism can realize a range extending mode and a hybrid driving mode.
Example 4
Referring to fig. 4, the present embodiment is different from embodiment 2 in that: a second clutch 22 is also included. The second clutch 22 is provided on the engine input shaft 3 and is located between the damper 2 and the first gear 4. Whether the engine 1 participates in the work can be controlled by controlling the combination of the second clutch 22, if the second clutch 22 is combined, the engine 1 can output, and the mechanism can realize a range extending mode and a hybrid driving mode.
In any of the above embodiments, the damper 2 may be a torsional damper or a dual mass flywheel.
In any of the above embodiments, the driving motor 9 is connected to a power battery, and when the automobile brakes, the driving motor 9 can generate braking torque to brake the wheels, and generate induced current to charge the power battery.
Accordingly, referring to fig. 5, the present invention also provides a two-gear hybrid coupling control system for driving a hybrid vehicle, comprising a two-gear hybrid coupling mechanism 100 and a mode control device 200, wherein:
the two-speed hybrid coupling mechanism 100 includes an engine 1, a generator 10, a drive motor 9, a damper 2, a differential 20, clutches (a brake 12, a first clutch 16, and a second clutch 22), and an axial gear system (a planetary gear set, a first gear 4, a second gear 5, a third gear 7, a fourth gear 8, a fifth gear 17, and a sixth gear 18).
The engine 1 is provided with an engine input shaft 3, the generator 10 is provided with a generator input shaft 6, the driving motor 9 is provided with a driving motor input shaft 21, and the driving motor 9 and the generator 10 are coaxially sleeved and are positioned on the intermediate shaft 11. Specifically, the generator input shaft 6 is a hollow shaft sleeved on the driving motor input shaft 21. A differential 20 is connected to the wheel axles and has a differential gear 19. The damper 2 is provided on the engine input shaft 3, in particular between the engine 1 and the first gear wheel 4.
The first gear 4 and the second gear 5 are both arranged on the engine input shaft 3, the third gear 7 is arranged on the generator input shaft 6 and meshed with the first gear 4, and the fourth gear 8 is arranged on the driving motor input shaft 21. The planetary gear set includes a sun gear 13, a carrier 14, and a ring gear 15 provided on the intermediate shaft 11, and the carrier 14 is meshed with the second gear 5. A sixth gear 18 is provided on the intermediate shaft 11 and meshes with the fourth gear 8. A fifth gear 17 is provided on the intermediate shaft 11 and meshes with a differential gear 19 of a differential 20.
The brake 12 is connected to the sun gear 13 for braking the sun gear 6, and the 1 st gear ratio of the engine 1 is realized by controlling the engagement of the brake 12.
The first clutch 16 is connected to the ring gear 15, and the engagement of the first clutch 16 is controlled to control the planetary rows to rotate integrally, so that the 2 nd speed ratio of the engine is realized.
The second clutch 22 is provided on the engine input shaft 3 and is located between the damper 2 and the first gear 4. Whether the engine 1 participates in the work can be controlled by controlling the combination of the second clutch 22, if the second clutch 22 is combined, the engine 1 can output, and the mechanism can realize a range extending mode and a hybrid driving mode.
The structure of the two-gear hybrid coupling mechanism 100 is the same as that of embodiment 4, and actually, the structure of the two-gear hybrid coupling mechanism 100 may also be set to be the same as that of embodiment 3, the working modes that can be realized by the structures of embodiment 3 and embodiment 4 are the same, and the mechanisms may all realize a single-motor pure electric driving mode, a dual-motor pure electric two-gear driving mode, a hybrid two-gear driving mode, and an extended range driving mode. In fact, the structure of the two-gear hybrid coupling mechanism 100 may also be the same as that of embodiment 1 or embodiment 2, and the structures of embodiment 1 and embodiment 2 are not provided with the second clutch 22, in which case the achievable operation modes of the mechanism include a single-motor electric-only driving mode, a hybrid two-gear driving mode, and a range-extended driving mode.
The mode control device 200 is configured to determine a working mode of the two-gear hybrid coupling mechanism according to a current battery SOC value or/and a vehicle speed requirement of the vehicle, and switch the two-gear hybrid coupling mechanism to the determined working mode, where the working mode includes a single-motor pure electric driving mode, a dual-motor pure electric two-gear driving mode, a hybrid two-gear driving mode, and an extended range driving mode.
Referring to fig. 13, the mode control apparatus 200 includes:
the comparison module 201 is used for comparing the current battery SOC value with a first threshold value, or/and comparing the current vehicle speed of the vehicle with a second threshold value;
the working mode determining module 202 is configured to determine a working mode of the two-gear hybrid power coupling control system according to a comparison result; the working modes comprise a single-motor pure electric driving mode, a double-motor pure electric two-gear driving mode, a hybrid power two-gear driving mode and an extended range driving mode;
the working mode switching module 203 is used for controlling the closing or the positions of all elements in the two-gear hybrid coupling control system according to the determined working mode, so that the two-gear hybrid coupling mechanism is switched to the working mode;
in some embodiments of the present application, the mode control device 200 further comprises a braking mode processing module 204 for controlling the driving motor 9 to generate braking torque and induce current in the motor winding thereof to charge the power battery when the vehicle brakes.
Referring to fig. 6, the present invention further provides a two-gear hybrid coupling control method, which is applied to the two-gear hybrid coupling control system, and the method includes the following steps:
step S1, comparing the current battery SOC value with a first threshold value, or/and comparing the current speed of the automobile with a second threshold value;
step S2, determining the working mode of the two-gear hybrid power coupling control system according to the comparison result; the working modes comprise a single-motor pure electric driving mode, a double-motor pure electric two-gear driving mode, a hybrid power two-gear driving mode and an extended range driving mode;
and step S3, controlling the closing or the position of each element in the two-gear hybrid coupling control system according to the determined working mode, and switching the two-gear hybrid coupling mechanism to the working mode.
In some embodiments of the present application, step S4 is further included. Step S4 is: when the automobile is braked, the driving motor 9 is controlled to generate braking torque to brake wheels, and induced current is generated in a motor winding of the driving motor to charge a power battery, so that the recovery of braking energy is realized.
In some embodiments of the present application, the step S3 includes:
when the determined operation mode is the single-motor electric-only driving mode, the engine 1 and the generator 10 are controlled to be turned off, the driving motor 9 is controlled to operate, and the brake 12, the first clutch 16 and the second clutch 22 are controlled to be in an off state, so that driving force is output to the wheels.
Specifically, when the battery is sufficient (the SOC value is high) and the required vehicle speed is not limited (the full vehicle speed), the whole vehicle can be operated in a single-motor pure electric driving mode. Referring to fig. 7, the power transmission paths (as shown by arrows in the figure) of the two-gear hybrid power coupling control system in the single-motor pure electric driving mode sequentially include: the driving motor 9, the driving motor input shaft 21, the fourth gear 8, the sixth gear 18, the intermediate shaft 11, the fifth gear 17, the differential gear 19 and the differential 20, and finally to the wheel end.
When the determined operation mode is the two-motor pure electric 1-gear driving mode, the engine 1 is controlled to be switched off, the generator 10 and the driving motor 9 are controlled to work, the brake 12 is controlled to be connected, and the first clutch 16 and the second clutch 22 are both disconnected to jointly output the driving force to the wheels.
Specifically, when the battery is sufficient and the required vehicle speed is not limited (full vehicle speed), the whole vehicle can be operated in a dual-motor pure electric 1-gear driving mode. Referring to fig. 9, the power transmission path (as shown by the arrow in the figure) of the two-gear hybrid coupling control system in the two-motor pure electric 1-gear driving mode has two ends of the generator 10 and the driving motor 9.
Generator 10 side transmission path: the generator 10, the generator input shaft 6, the third gear 7, the first gear 4 and the second gear 5, then to the planet carrier 14, the ring gear 15, then to the differential gear 19 and the differential 20 via the fifth gear 17, and finally to the wheel end.
Drive motor end transmission path: power is transmitted to a fourth gear (8) by a driving motor (9), then transmitted to a sixth gear (18), transmitted to an intermediate shaft (11), transmitted to a ninth gear (19) through a fifth gear (17), transmitted to a differential (20) and finally transmitted to a wheel end.
Drive motor 9 end transmission path: the driving motor 9, the driving motor input shaft 21, the fourth gear 8, the sixth gear 18, the intermediate shaft 11, the fifth gear 17, the differential gear 19 and the differential 20, and finally to the wheel end.
When the determined operation mode is the two-motor electric-only 2-gear driving mode, the engine 1 is controlled to be turned off, the generator 10 and the driving motor 9 are controlled to operate, the first clutch 16 is controlled to be connected, and the brake 12 and the second clutch 22 are both disconnected to jointly output the driving force to the wheels. Specifically, when the battery power is sufficient (the SOC value is high) and the required vehicle speed is not limited (the full vehicle speed), the whole vehicle can select the dual-motor pure electric 2-gear driving mode to operate. Referring to fig. 8, the power transmission path (as shown by the arrow in the figure) of the two-gear hybrid coupling control system in the two-motor pure electric 2-gear driving mode of the invention has two ends of the generator 10 and the driving motor 9.
The transmission path at the end of the generator 10 is as follows: the generator 10, the generator input shaft 6, then to the third gear 7, the first gear 4, the second gear 5, then to the planetary gear set (the planetary row rotates as a whole), then through the fifth gear 17, the differential gear 19 and the differential 20, and finally to the wheel end.
Drive motor 9 end transmission path: the device comprises a driving motor 9, a driving motor input shaft 21, a fourth gear 8, a sixth gear 18, an intermediate shaft 11, a fifth gear 17, a differential gear 19 and a differential 20, and finally reaches a wheel end.
When the determined operation mode is the hybrid 1-speed driving mode, the engine 1, the generator 10 and the driving motor 9 are controlled to be operated, the brake 12 and the second clutch 22 are controlled to be engaged, and the first clutch 16 is controlled to be disengaged, so that the driving force is output to the wheels together.
Specifically, when the battery power is insufficient and the required vehicle speed is medium, the whole vehicle can select a hybrid 1-gear driving mode to operate. Referring to fig. 10, the power transmission path (as indicated by the arrow in the figure) of the two-speed hybrid coupling control system in the hybrid 1-speed driving mode of the invention has two ends, namely the engine 1 and the driving motor 9.
The power transmission path on the engine 1 side has two, and a part of the power of the engine 1 is transmitted to the second gear 5, then to the carrier 14, the ring gear 15, then to the fifth gear 17, the differential gear 19, and the differential 20, and finally to the wheel side, via the damper 2, the second clutch 22, and the engine input shaft 3. Meanwhile, the other part of the power of the engine 1 is transmitted to the third gear 7 through the first gear 4, then to the generator input shaft 6, and finally to the generator 10, so as to drive the generator 10 to generate electricity.
The transmission path of the end of the drive motor 9 is as follows: the driving motor 9, the driving motor input shaft 21, the fourth gear 8, the sixth gear 18, the intermediate shaft 11, the fifth gear 17, the differential gear 19 and the differential 20, and finally to the wheel end.
When the determined operation mode is the hybrid 2-speed driving mode, the engine 1, the generator 10 and the driving motor 9 are all controlled to be operated, and the first clutch 16 and the second clutch 22 are all controlled to be engaged, and the brake 12 is controlled to be disengaged, so that the driving force is jointly output to the wheels.
Specifically, when the battery power is insufficient and the required vehicle speed is high, the whole vehicle can select a hybrid 2-gear driving mode to operate. Referring to fig. 11, the power transmission path (as indicated by the arrow in the figure) of the two-speed hybrid coupling control system in the hybrid 2-speed driving mode of the invention has two ends, namely the engine 1 and the driving motor 9.
The power transmission path at the engine 1 side has two, and a part of the power of the engine 1 is transmitted to the second gear 5 via the damper 2, the second clutch 22 and the engine input shaft 3, then to the planetary gear set (the planetary row rotates integrally), then to the fifth gear 17, the differential gear 19 and the differential 20, and finally to the wheel side. Meanwhile, the other part of the power of the engine 1 is transmitted to the third gear 7 through the first gear 4, then to the generator input shaft 6, and finally to the generator 10, so as to drive the generator 10 to generate electricity.
The transmission path at the end of the driving motor 9 is as follows: a drive motor 9, a drive motor input shaft 21, a fourth gear 8, a sixth gear 18, an intermediate shaft 11, a fifth gear 17, a differential gear 19 and a differential 20, and finally to the wheel end.
When the determined operation mode is the range-extended driving mode, the engine 1, the generator 10 and the driving motor 9 are all controlled to be operated, the second clutch 22 is controlled to be connected, and the brake 12 and the first clutch 16 are all controlled to be disconnected, so that the driving force is jointly output to the wheels.
Specifically, when the battery power is insufficient and the required vehicle speed is not limited (full vehicle speed), the whole vehicle can be operated in the range-extended driving mode. Referring to fig. 12, the power transmission path (as indicated by the arrow in the figure) of the two-gear hybrid coupling control system in the range-extended driving mode of the present invention has two ends, namely, the engine 1 and the driving motor 12.
The power transmission path at the engine 1 end is: the power of the engine 1 is transmitted to the third gear 7 through the first gear 4, then to the generator input shaft 6, and finally to the generator 10, so as to drive the generator to generate electricity.
The power transmission path of the drive motor 2 is: power is transmitted to a driving motor input shaft 21 by a driving motor 9, then transmitted to a fourth gear 8, a sixth gear 18, an intermediate shaft 11, a fifth gear 17, a differential gear 19 and a differential 20, and finally transmitted to a wheel end.
The operation mode switching module 203 specifically performs operation mode switching in the manner of step S3.
The steps of the two-speed hybrid coupling control method are described above by taking the two-speed hybrid coupling mechanism of embodiment 3 as an example, and actually, the steps of the two-speed hybrid coupling control method are applied to the two-speed hybrid coupling mechanism of any one of embodiments 1 to 4. When the second clutch 22 is not provided in the two-gear hybrid coupling mechanism, as in embodiments 1 and 2, the mechanism system reduces the two dual-motor pure electric modes (the dual-motor pure electric 1-gear driving mode and the dual-motor pure electric 2-gear driving mode).
Table 1 lists the actuators and operating conditions for the 6 drive modes described above, where C0 represents the second clutch 22, C1 represents the first clutch 16, and C2 represents the brake 12.
Figure BDA0002883574690000151
Figure BDA0002883574690000161
TABLE 1
It can be known from table 1 that when the battery electric quantity is sufficient (the SOC value is high), the entire vehicle can operate in the pure electric drive mode, where the pure electric operating condition may be that the driving motor 9 operates alone, or that the driving motor 9 and the generator 10 participate in the dual-motor pure electric mode of driving at the same time, and the generator 10 also has two pure electric gears, which effectively improves the power performance of the vehicle, and can reduce the size and cost of the driving motor 9, as shown in fig. 7, 8, and 9.
When the vehicle speed requirement is high, the coupling mechanism can be switched to a hybrid driving mode, the engine 1 and the generator 10 perform speed increasing processing through the planetary gear set, the engine 1 can directly participate in driving, two gears of the engine 1 can be selected, the power performance of the automobile is effectively improved, and the size and the cost of the motor can be reduced, as shown in fig. 10 and 11.
When the battery power is insufficient (the SOC value is low) and the vehicle speed is the full vehicle speed working condition, the coupling mechanism can be switched to the range-extended driving mode, and the engine 1 supplies all power to the generator 10 to generate power, so that the power performance of the vehicle is effectively improved, as shown in fig. 12.
In the aspect of power regulation, the two-gear hybrid power coupling control system provided by the invention can effectively supplement the driving power required by the power wheel through the power battery so as to more reasonably allocate the power of the engine and keep the working state of the engine 1 free from or less influenced by road conditions. The engine 1 can always work in a set optimal state to improve the efficiency of the whole vehicle. Meanwhile, the system can also recover the kinetic energy during braking and return the kinetic energy to the power battery. All the measures greatly improve the fuel efficiency of the whole vehicle, and effectively solve the problems that most of electromechanical coupling systems in the prior art only have one gear and are limited in dynamic property and economical efficiency.
The above description is only a preferred embodiment of the present invention, and it should be noted that, for those skilled in the art, various modifications and substitutions can be made without departing from the technical principle of the present invention, and these modifications and substitutions should also be regarded as the protection scope of the present invention.

Claims (10)

1. A two-speed hybrid coupling mechanism for use in a hybrid vehicle drive, comprising:
an engine (1) having an engine input shaft (3);
a generator (10) having a generator input shaft (6);
a driving motor (9) which is provided with a driving motor input shaft (21) and is coaxially sleeved with the generator (10);
an intermediate shaft (11);
a damper (2) provided on the engine input shaft (3);
a differential (20) connected to a wheel axle;
a first gear (4) provided on the engine input shaft (3);
a second gear (5) provided on the engine input shaft (3);
a third gear (7) provided on the generator input shaft (6) and meshed with the first gear (4);
a fourth gear (8) provided on the drive motor input shaft (21);
a planetary gear set including a sun gear (13), a carrier (14), and a ring gear (15) provided on the intermediate shaft (11); the planet carrier (14) is meshed with the second gear (5) and the fourth gear (8) respectively;
a fifth gear (17) provided on the intermediate shaft (11) and meshing with the differential (20);
a brake (12) connected to the sun gear (13);
a first clutch (16) for controlling the planetary gear set to rotate as a whole.
2. The two-speed hybrid coupling mechanism according to claim 1, further comprising a sixth gear (18); the sixth gear (18) is arranged on the intermediate shaft (11) and is meshed with the fourth gear (8), so that the planet carrier (14) is meshed with the second gear (5) only.
3. Two-speed hybrid coupling mechanism according to claim 1 or 2, characterized in that it further comprises a second clutch (22); the second clutch (22) is arranged on the engine input shaft (3) and is used for controlling whether the engine (1) participates in work.
4. The two-speed hybrid coupling mechanism according to claim 3, wherein the driving motor (9) is connected with a power battery, and the driving motor (9) can generate braking torque to brake wheels when the automobile is braked, and generate induced current to charge the power battery.
5. Two-speed hybrid coupling mechanism according to claim 3, characterized in that the damper (2) is a torsional damper or a dual mass flywheel.
6. A two-gear hybrid coupling control system for driving a hybrid vehicle is characterized by comprising a two-gear hybrid coupling mechanism (100) and a mode control device (200);
the two-speed hybrid coupling mechanism (100) comprises:
an engine (1) having an engine input shaft (3);
a generator (10) having a generator input shaft (6);
a driving motor (9) which is provided with a driving motor input shaft (21) and is coaxially sleeved with the generator (10);
an intermediate shaft (11);
a damper (2) provided on the engine input shaft (3);
a differential (20) connected to a wheel axle;
a first gear (4) provided on the engine input shaft (3);
a second gear (5) provided on the engine input shaft (3);
a third gear (7) provided on the generator input shaft (6) and meshed with the first gear (4);
a fourth gear (8) provided on the drive motor input shaft (21);
a planetary gear set including a sun gear (13), a carrier (14), and a ring gear (15) provided on the intermediate shaft (11); the planet carrier (14) is meshed with the second gear (5);
a fifth gear (17) provided on the intermediate shaft (11) and meshing with the differential (20);
a sixth gear (18) provided on the intermediate shaft (11) and meshing with the fourth gear (8);
a brake (12) provided on the intermediate shaft (11) and connected to the sun gear (13);
a first clutch (16) for controlling the planetary gear set to rotate integrally;
a second clutch (22) provided on the engine input shaft (3) for controlling whether the engine (1) is engaged;
the mode control device (200) is used for determining the working mode of the two-gear hybrid coupling mechanism according to the current battery SOC value or/and the automobile speed requirement, and switching the two-gear hybrid coupling mechanism to the determined working mode, wherein the working mode comprises a single-motor pure electric driving mode, a double-motor pure electric two-gear driving mode, a hybrid two-gear driving mode and a range-extending driving mode.
7. The two-speed hybrid coupling control system according to claim 6, characterized in that the mode control means (200) comprise:
a comparison module (201): the system is used for comparing the current battery SOC value with a first threshold value, or/and comparing the current speed of the automobile with a second threshold value;
an operating mode determination module (202): the device is used for determining the working mode of the two-gear hybrid coupling control system according to the comparison result; the working modes comprise a single-motor pure electric driving mode, a double-motor pure electric two-gear driving mode, a hybrid power two-gear driving mode and an extended range driving mode;
an operating mode switching module (203): and the control device is used for controlling the closing or the position of each element in the two-gear hybrid coupling control system according to the determined working mode so as to switch the two-gear hybrid coupling mechanism to the working mode.
8. A two-speed hybrid coupling control method applied to the two-speed hybrid coupling control system according to claim 6 or 7, characterized by comprising the steps of:
step S1, comparing the current SOC value of the battery with a first threshold value, or/and comparing the current speed of the automobile with a second threshold value;
step S2, determining the working mode of the two-gear hybrid power coupling control system according to the comparison result; the working modes comprise a single-motor pure electric driving mode, a double-motor pure electric two-gear driving mode, a hybrid power two-gear driving mode and an extended range driving mode;
and step S3, controlling the closing or the position of each element in the two-gear hybrid coupling control system according to the determined working mode, and switching the two-gear hybrid coupling mechanism to the working mode.
9. The two-speed hybrid coupling control method according to claim 8, wherein the step S3 includes:
when the determined working mode is a single-motor pure electric driving mode, controlling the engine (1) and the generator (10) to be closed, controlling the driving motor (9) to work, controlling the brake (12), the first clutch (16) and the second clutch (22) to be in an off state, and outputting driving force to wheels;
when the determined working mode is a double-motor pure electric 1-gear driving mode, controlling the engine (1) to be switched off, controlling the generator (10) and the driving motor (9) to work, and controlling the brake (12) to be combined, and disconnecting the first clutch (16) and the second clutch (22) to jointly output driving force to wheels;
when the determined working mode is a double-motor pure electric 2-gear driving mode, controlling the engine (1) to be switched off, controlling the generator (10) and the driving motor (9) to work, and controlling the first clutch (16) to be connected, and disconnecting the brake (12) and the second clutch (22) to jointly output driving force to wheels;
when the determined working mode is a hybrid power 1-gear driving mode, controlling the engine (1), the generator (10) and the driving motor (9) to work, controlling the brake (12) and the second clutch (22) to be combined, and controlling the first clutch (16) to be disconnected to jointly output driving force to wheels;
when the determined working mode is a hybrid 2-gear driving mode, controlling the engine (1), the generator (10) and the driving motor (9) to work, controlling the first clutch (16) and the second clutch (22) to be combined, and controlling the brake (12) to be disconnected to jointly output driving force to wheels;
and when the determined working mode is the range-extended driving mode, controlling the engine (1), the generator (10) and the driving motor (9) to work, controlling the second clutch (22) to be combined, and controlling the brake (12) and the first clutch (16) to be disconnected to jointly output driving force to wheels.
10. The two-speed hybrid coupling control method according to claim 9, further comprising step S4: when the automobile is braked, the driving motor (15) is controlled to generate braking torque and induction current is generated in a motor winding of the driving motor to charge a power battery.
CN202110012160.8A 2021-01-05 2021-01-05 Two-gear hybrid power coupling mechanism, control system and control method Pending CN114714885A (en)

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN115817143A (en) * 2022-12-27 2023-03-21 广州汽车集团股份有限公司 Hybrid power coupling system, control method and vehicle

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN115817143A (en) * 2022-12-27 2023-03-21 广州汽车集团股份有限公司 Hybrid power coupling system, control method and vehicle

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