WO2019154077A1 - 混合动力驱动***及车辆 - Google Patents

混合动力驱动***及车辆 Download PDF

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Publication number
WO2019154077A1
WO2019154077A1 PCT/CN2019/072732 CN2019072732W WO2019154077A1 WO 2019154077 A1 WO2019154077 A1 WO 2019154077A1 CN 2019072732 W CN2019072732 W CN 2019072732W WO 2019154077 A1 WO2019154077 A1 WO 2019154077A1
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WIPO (PCT)
Prior art keywords
drive
motor
drive system
vehicle
engine
Prior art date
Application number
PCT/CN2019/072732
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English (en)
French (fr)
Inventor
李书福
蔡文远
宋光辉
吕金山
崔俊博
Original Assignee
浙江吉利控股集团有限公司
浙江吉利新能源商用车有限公司
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Application filed by 浙江吉利控股集团有限公司, 浙江吉利新能源商用车有限公司 filed Critical 浙江吉利控股集团有限公司
Priority to US16/968,464 priority Critical patent/US20200398658A1/en
Priority to EP19751491.2A priority patent/EP3736151B1/en
Publication of WO2019154077A1 publication Critical patent/WO2019154077A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—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 motors or the generators
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    • 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
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    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
    • 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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/188—Controlling power parameters of the driveline, e.g. determining the required power
    • B60W30/1882—Controlling power parameters of the driveline, e.g. determining the required power characterised by the working point of the engine, e.g. by using engine output chart
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/188—Controlling power parameters of the driveline, e.g. determining the required power
    • B60W30/1886—Controlling power supply to auxiliary devices
    • B60W30/1888—Control of power take off [PTO]
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/46—Series type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/10—Road Vehicles
    • B60Y2200/14—Trucks; Load vehicles, Busses
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/90—Vehicles comprising electric prime movers
    • B60Y2200/92—Hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2400/00—Special features of vehicle units
    • B60Y2400/82—Four wheel drive systems

Definitions

  • the present invention relates to the field of vehicle technology, and in particular, to a hybrid drive system and a vehicle.
  • new energy vehicles mainly include pure electric vehicles and hybrid vehicles.
  • hybrid power is an important transition technology for the development of new energy vehicles. It has the characteristics of fully utilizing the advantages of electric drive and traditional engine drive, and can solve the problems of pure electric vehicles in terms of power and driving range, and industrialization. The prospects are good, and major companies are racing to develop and launch hybrid electric vehicle products.
  • the hybrid system is mainly based on the extended program.
  • the extended-power system is more effective for the commercial vehicles that mainly run in urban conditions, but it is often used in suburban conditions and high speed.
  • the energy saving rate is not obvious.
  • the system includes an engine and a generator that is capable of generating electricity under the drive of the engine to power the motor drive system and/or to charge the power battery device; the hybrid drive system further comprising:
  • a vehicle controller which is configured to control an engine and/or a generator of the range extender system to generate a driving force
  • the range extender system is mechanically coupled to a main coupling mechanism to transmit the generated driving force to a main drive shaft of the vehicle through the main coupling mechanism to drive the wheels on both sides of the drive shaft to rotate.
  • the vehicle further includes one or more slave drive shafts, wherein the motor drive system includes a motor drive subsystem corresponding to at least one of the master drive shaft and the slave drive shaft, the motor The drive subsystem is arranged to transmit the generated driving force to the corresponding drive shaft.
  • the motor drive system includes a motor drive subsystem corresponding to at least one of the master drive shaft and the slave drive shaft, the motor The drive subsystem is arranged to transmit the generated driving force to the corresponding drive shaft.
  • the motor drive system includes a motor drive subsystem corresponding to the main drive shaft, and the motor drive subsystem includes a main drive motor, and the main drive motor is mechanically coupled to the main coupling mechanism to The generated driving force is transmitted to the main drive shaft of the vehicle by the main coupling mechanism.
  • the motor drive system includes a motor drive subsystem corresponding to the slave drive shaft, the motor drive subsystem including two sub-drive motors, each of which drives a wheel rotation of the slave drive shaft side.
  • the motor drive subsystem includes two sub-drive motors that transmit driving force to the slave drive shaft via the coupling structure to drive the wheels on both sides of the drive shaft.
  • the main drive motor includes two drive motors connected via a coupling mechanism.
  • the mechanical connection of the range extender system to the main coupling mechanism includes: the generator is mechanically coupled to the main coupling mechanism via a clutch to drive the engine and/or under the control of the vehicle controller The driving force generated by the generator is transmitted to the main coupling mechanism.
  • the engine and generator of the range extender system are coupled via a clutch to enable disconnection of the engine and generator under control of the vehicle controller.
  • mechanically connecting the range extender system to the main coupling mechanism includes: the engine is mechanically coupled to the main coupling mechanism via a clutch to drive a driving force generated by the engine under the control of the vehicle controller Transfer to the primary coupling mechanism.
  • the hybrid drive system further includes a hydraulic drive system corresponding to the at least one slave drive shaft, the hydraulic drive system including a drive oil pump and two drive motors, the drive force generated by the engine being transmitted via a power take-off To the hydraulic drive system, the wheels of the slave drive shafts are respectively driven to rotate by the two drive motors.
  • the hydraulic drive system further includes a separating device disposed between the power take-off and a driving oil pump of the hydraulic drive system, wherein
  • the vehicle controller is configured to control a separation state of the separation device to determine whether to transmit a driving force to the drive oil pump.
  • the vehicle controller is configured to control the hybrid drive system to be in different operating modes according to a predetermined control strategy, including: a pure electric mode, an extended range drive mode, an engine drive mode, a hybrid drive mode, and an in-situ operation. Power generation mode, and energy recovery mode.
  • the hybrid drive system is in a pure electric mode under the control of the vehicle controller:
  • the power battery device supplies power to the motor drive system
  • the generator When the vehicle power demand is large, the generator is controlled to operate as a drive motor and the connection between the generator and the engine is disconnected; and the power battery device supplies power to the motor drive system and/or the generator.
  • the hybrid drive system is in an extended range drive mode, and under the control of the vehicle controller, the generator generates power under the driving of the engine to supply power to the motor drive system, and/or The power battery device is charged.
  • the hybrid drive system is in an engine drive mode, and under the control of the vehicle controller, if the generator is mechanically coupled to the main coupling mechanism via a clutch, the generator is neither driven Does not generate electricity, only follows the engine idling.
  • the hybrid drive system is in a hybrid drive mode, and the engine and the motor drive system jointly drive the wheel to rotate under the control of the vehicle controller.
  • the hybrid drive system is in an energy recovery mode, and under the control of the vehicle controller, the coasting feedback force or the brake feedback force of the vehicle is transmitted to the drive motor of the motor drive system via the shifting mechanism,
  • the drive motor operates as a generator, and the generated electrical energy charges the power battery device or supplies power to the vehicle electrical load.
  • the hybrid drive system is in an in-situ power generation mode, and under the control of the vehicle controller, when the power of the power battery device is low and the vehicle is at a standstill state, the engine drives the generator to the power battery. The device is charged.
  • a vehicle comprising the hybrid drive system of any of the above embodiments.
  • the vehicle is a multi-drive shaft commercial vehicle.
  • the energy required for driving the main drive motor can be derived from the range extender system and/or the power battery device to realize distributed energy supply, effectively solving the short driving range of the pure electric drive scheme.
  • the vehicle controller of the hybrid drive system can generate the driving force for the engine and/or generator of the range controller system for different application conditions. For example, for urban conditions, by using a series function to drive the vehicle to operate the range extender system in the high efficiency zone, the range extender system provides energy to the main drive motor to drive the vehicle, and the excess power it emits can charge the power battery. Effectively improve the economy of the vehicle. For suburban and high-speed working conditions, the engine can be directly involved in vehicle driving without the need to convert mechanical-electrical-mechanical energy, thereby effectively improving vehicle economy.
  • the present invention can not only realize different forms of energy supply, but also implement different forms of power drive.
  • the power driving is realized by the engine, and the invention selects a suitable driving mode for different working conditions, which can not only improve the economy of the vehicle, It can also effectively meet the special emission requirements of certain urban areas.
  • FIG. 1 is a schematic structural view of a hybrid drive system according to a first embodiment of the present invention
  • FIG. 2 is a schematic structural view of a hybrid drive system according to a second embodiment of the present invention.
  • FIG. 3 is a schematic structural view of a hybrid drive system according to a third embodiment of the present invention.
  • FIG. 4 is a schematic structural view of a hybrid drive system according to a fourth embodiment of the present invention.
  • Figure 5 is a schematic structural view of a hybrid drive system according to Embodiment 5 of the present invention.
  • FIG. 6 is a schematic structural view of a hybrid drive system according to Embodiment 6 of the present invention.
  • FIG. 7 is a schematic structural view of a hybrid drive system according to Embodiment 7 of the present invention.
  • Figure 8 is a block diagram showing the structure of a hybrid drive system according to an eighth embodiment of the present invention.
  • Figure 9 is a block diagram showing the structure of a hybrid drive system according to Embodiment 9 of the present invention.
  • the hybrid system of commercial vehicles is mainly based on the extended program.
  • the extended-power system is more effective for commercial vehicles that mainly run in urban conditions, but it is often used in suburban and high-speed conditions.
  • the energy saving rate is not obvious. The following two options are described.
  • a dual-motor hybrid system Intelligent Multi Mode Drive
  • a gasoline engine powered by Atkinson cycle an e-CVT (Electroically Continuously Variable Transmission) containing a generator, a drive motor, and a power splitter ) Electrically-type continuously variable transmission, PCU (Power Control Unit), lithium battery pack and other components.
  • e-CVT Electrically-type continuously variable transmission
  • PCU Power Control Unit
  • the pure electric drive mode is used when the city traffic jam requires low speed.
  • the energy that drives the vehicle is directly derived from the lithium battery pack of the vehicle.
  • the power stored in the lithium battery pack is supplied to the drive motor via the PCU to drive the two front wheels to rotate.
  • it is converted to hybrid drive mode.
  • part of the energy of the driving motor is derived from the electric energy generated by the engine to drive the generator, and the other part of the energy is derived from the power battery.
  • the power separation device is normally connected, all power is directly supplied by the engine, and the battery pack is in a standby state, and can be converted to the hybrid drive mode at any time when further acceleration is required.
  • the core idea of the hybrid system is to achieve efficient driving by switching between different modes.
  • the hybrid system consists of an engine, a planetary gear, an MG1 motor, an MG2 motor, and a power battery.
  • the core idea of the power system is to realize different driving modes by adjusting the planetary gear structure, which is the core of the hybrid system.
  • the function of in-situ power generation can be realized through the adjustment of the planetary gears and the two motors; at the start and low-speed driving, it can be driven purely by electric power;
  • the engine drives the MG1 to generate electricity and supplies power to the MG2.
  • the MG2 drives the whole vehicle, and the excess energy supplies the power battery.
  • the high-load driving mode is realized.
  • the engine drives the MG2 and MG1, the MG2 drives the vehicle, and the MG1 charges the power battery; Mode driving, at this time the whole vehicle is driven by MG1, MG2 and engine.
  • the two power systems can realize the mixing function (string and parallel function), but the second scheme structure is driven by the electric motor under the pure electric working condition of the energy recovery machine. Turn the engine, the efficiency is low.
  • the engine has only a single-speed ratio deceleration function, and the adjustable engine efficiency range is narrow. Because the engine is directly connected to the generator, when the engine is directly driven, the generator needs to be dragged, which has certain efficiency. Loss; and only one motor works when pure electric drive, the power and size of the drive motor are required to be large, and the selectivity of the whole vehicle is poorly matched and arranged.
  • an embodiment of the present invention provides a hybrid driving system, which is hereinafter described by various embodiments.
  • the hybrid drive system provided by the embodiment of the invention is described in detail.
  • FIG. 1 is a schematic structural view of a hybrid drive system according to an embodiment of the present invention.
  • the hybrid drive system may include a power battery unit 1, a range extender system 2, and a main drive motor 3, wherein the power battery unit 1 is provided for supplying power to the main drive motor 3.
  • the range extender system 2 may include an engine 201 and a generator 202 that is capable of generating electricity under the driving of the engine 201 to supply power to the main drive motor 3 and/or to charge the power battery device 1.
  • the hybrid drive system may also include a vehicle controller (not shown) that is configured to control the engine 201 and/or the generator 202 in the range extender system 2 to generate a driving force.
  • the range extender system 2 and the main drive motor 3 are mechanically coupled to the main coupling mechanism 4, respectively, to transmit the driving force generated by the main coupling mechanism 4 to a main drive shaft 5 of the vehicle.
  • the wheels on either side of the drive shaft rotate.
  • the vehicle controller can separately control the rangeter system 2 and the motor drive system (not shown) to generate driving force or control both to generate driving force, and drive the driving through the main coupling mechanism 4.
  • the force is transmitted to the main drive shaft 5 of the vehicle, which in turn drives the wheels on either side of the drive shaft to rotate.
  • the main drive motor 3 belongs to the motor drive system.
  • the hybrid drive system according to an embodiment of the present invention can be powered in different forms from the perspective of driving.
  • the hybrid drive system provided by this embodiment can realize the series and parallel structural characteristics at the same time to realize the hybrid function, and the energy required for driving the main drive motor 3 can come from the range extender system 2 and/or the power battery device 1 to realize The distributed energy supply solves the problem of short driving range of the pure electric drive scheme.
  • the fuel of the engine in the extended program system 2 can use gasoline, diesel, natural gas, methanol and the like.
  • the battery requires more energy, from cost and space. It is considered that the possibility of implementation is small, and therefore, the hybrid drive system provided by the embodiment of the present invention is particularly suitable for a commercial vehicle.
  • the vehicle may include one or more slave drive shafts 6 in addition to the main drive shaft 5.
  • the hybrid drive system may also include a motor drive subsystem 7 corresponding to each of the slave drive shafts 6, each of which may be configured to drive wheel rotation of each of the slave drive shafts 6.
  • the range extender system 2 and/or the power battery unit 1 supplies power to the motor drive subsystem under the control of the vehicle controller.
  • multiple drive motors can be set. By adjusting the load rate of the drive motor, each drive motor can work in the high efficiency zone under common working conditions.
  • the hybrid drive system may not include the above-described main drive motor 3, and the motor drive system in the hybrid drive system includes the motor drive subsystem 7 shown in FIG. 1, and the motor drive subsystem 7 may The driving of the wheel from the side of the drive shaft 6 is also driven, and the driving force generated by the driving shaft 6 can be transmitted to the main drive shaft 5 of the vehicle via the main coupling mechanism 4 to rotate the wheels on both sides of the drive shaft.
  • the motor drive system includes a motor drive subsystem corresponding to at least one of the main drive shaft 5 and the slave drive shaft 6, the motor drive subsystem being configured to drive the generated drive force Transfer to the corresponding drive shaft.
  • the main drive motor 3 mechanically connected to the main coupling mechanism 4 introduced in the foregoing belongs to the motor drive subsystem corresponding to the main drive shaft 5, and the main drive motor 3 transmits the generated drive force to the vehicle through the main coupling mechanism 4.
  • the motor drive subsystem 7 corresponding to the slave drive shaft 6 has been previously described, and will not be described again here.
  • the series function can be used to drive the whole vehicle, so that the range extender system 2 operates in the high efficiency area, and the range extender system 2 provides energy to the main drive motor drive.
  • the vehicle, the excess power generated by the range extender system 2 can charge the power battery unit 1, improving the economy of the vehicle and making the vehicle meet the emission requirements.
  • the engine 201 can be directly involved in driving without mechanical energy-electric energy-mechanical energy conversion, and the vehicle economy is high.
  • the hybrid drive system includes a range extender system comprised of an engine 50 and a generator 30, and a primary coupling mechanism 21 coupled to the range extender system, the primary coupling mechanism 21 also simultaneously
  • Main drive motor 60 is coupled and main coupling mechanism 21 is coupled to the main drive shaft via shifting mechanism 10. Additionally, the main drive motor 60 can also be electrically coupled to the power battery unit 110.
  • the range extender system can be mechanically coupled to the primary coupling mechanism 21, preferably by the generator 30 in the range extender system via the clutch 20 to the primary coupling mechanism 21 for use in the vehicle controller (not in the vehicle)
  • the driving force generated by the engine 50 and/or the generator 30 is transmitted to the main coupling mechanism 21 under the control of the drawing.
  • the vehicle can include two slave drive shafts, and the hybrid drive system can also include sub-drive systems corresponding to the two slave drive shafts, respectively.
  • Each sub-drive system belongs to the motor drive subsystem.
  • Each of the sub-drive systems includes two sub-drive motors (e.g., sub-driver motor 80 and sub-driver motor 70, sub-driver motor 120, and sub-driver motor 130), each of which drives the wheel of the slave drive shaft to rotate.
  • each of the sub-drive motors is coupled to the slave drive shaft via a shifting mechanism, and each of the sub-drive motors can be electrically connected to the power battery device 110.
  • the sub-drive motor 70, the sub-drive motor 80, the shifting mechanism 90, and the shifting mechanism 100 can be used as an electric drive subsystem.
  • a plurality of electric drive subsystems can be added. , to achieve multi-axis multi-wheel drive.
  • the sub-drive motor 70, the sub-drive motor 80, the sub-drive motor 120, and the sub-drive motor 130 in the embodiment shown in FIG. 2 may be in the form of a drive such as a wheel motor or a hub motor, a shifting mechanism 90, a shifting mechanism 110,
  • the shifting mechanism 140 and the shifting mechanism 150 may integrate the differential function or may not integrate the differential function.
  • the shifting mechanism does not integrate the differential function
  • the sub-drive motor 70, the sub-drive motor 80, the sub-drive motor 120, and the sub-drive motor 130 pass The speed control function realizes the differential function of the wheel.
  • the hybrid drive system includes not only the main drive motor 60 but also a plurality of sub drive motors (eg, the sub drive motor 70, the sub drive motor 80, the sub drive motor 120, and the sub drive motor 130). Therefore, a hybrid drive of the engine, a single drive motor and/or a plurality of drive motors can be realized, and the combination of the engine and/or different drive motor forms can be realized according to different vehicle models, thereby improving the efficiency of the hybrid drive system.
  • a hybrid drive of the engine a single drive motor and/or a plurality of drive motors can be realized, and the combination of the engine and/or different drive motor forms can be realized according to different vehicle models, thereby improving the efficiency of the hybrid drive system.
  • the vehicle controller may be configured to control the hybrid drive system to be in different operating modes according to a predetermined control strategy, such as a pure electric mode, an extended range drive mode, an engine drive mode, and a hybrid drive mode. Ground generation mode, and energy recovery mode. The following describes each working mode separately.
  • the hybrid drive system is in pure electric mode. Under the control of the vehicle controller, when the vehicle power demand is small, the power battery device supplies power to the motor drive system, such as the main drive motor in the motor drive system; When the vehicle power demand is large, the generator is controlled to operate as a drive motor, and the connection between the generator and the engine is disconnected; and the power battery device supplies power to the motor drive system and/or the generator, such as the power battery device as the main drive motor, and / or generator, and / or sub-drive motor power. There may be a plurality of sub-drive motors therein. It should be noted that in the pure electric mode, it is necessary to ensure that the power battery device is sufficiently charged to supply power to the driving motor.
  • Extended range drive mode The hybrid drive system is in the extended range drive mode.
  • the generator Under the control of the vehicle controller, the generator generates electricity under the drive of the engine to supply power to the motor drive system, such as the generator generates electricity under the drive of the engine.
  • the main drive motor and/or the sub drive motor power and/or charge the power battery unit.
  • the power battery device in this mode can also supply power to the main drive motor and/or the sub drive motor at the same time.
  • Engine drive mode The hybrid drive system is in the engine drive mode. Under the control of the vehicle controller, if the generator is mechanically connected to the main coupling mechanism via the clutch, the generator neither drives nor generates power, but only follows the engine idling. It is directly driven by the engine. For example, under highway or high-speed conditions, the engine can be directly involved in driving. At this time, the energy of the engine is directly outputted in the form of mechanical energy, without mechanical energy-electric energy-mechanical energy conversion, thereby improving the driving efficiency.
  • Hybrid drive mode The hybrid drive system is in a hybrid drive mode. Under the control of the vehicle controller, the engine and the motor drive system jointly drive the wheel rotation, such as the engine, the main drive motor and/or the sub-drive motor jointly drive the wheel to rotate. In this mode, the engine will directly participate in the drive, and the main drive motor and/or the sub-drive motor will also participate in the drive. The energy of the drive motor comes from the power generated by the engine to drive the generator and/or the power provided by the power battery device. This mode is more suitable for situations where the vehicle requires more power.
  • the hybrid drive system is in the energy recovery mode. Under the control of the vehicle controller, the vehicle's coasting feedback force or brake feedback force is transmitted to the drive motor of the motor drive system through the shifting mechanism, such as the main drive motor. At this time, the driving motor (such as the main driving motor) works as a generator, and the generated electric energy charges the power battery device or uses the electrical load of the entire vehicle.
  • the electrical appliances of the whole vehicle may include a display, an audio, an air conditioner, and the like provided on the automobile.
  • the hybrid drive system is in the in-situ power generation mode. Under the control of the vehicle controller, the engine drives the generator to charge the power battery device. This mode is suitable for the power battery device with low power and the vehicle is at In the case of a stationary state.
  • the hybrid drive system shown in Fig. 2 can operate separately in the above six modes of operation.
  • the following is an example of the working process of each component in the hybrid drive system under different working modes.
  • the power battery device 110 supplies energy to the main drive motor 60, and the generated driving force of the main drive motor 60 is transmitted to the shifting mechanism 10 via the main coupling mechanism 21, thereby passing through the main drive.
  • the shaft drives the wheel to rotate.
  • the shifting mechanism 10 can integrate the deceleration and differential functions.
  • the generator 30 can be controlled to operate as a drive motor according to the signal of the vehicle controller, and the sub-drive motor 70 and the sub-drive motor 80 can be controlled to operate, and / Alternatively, sub-driver motor 120, sub-driver motor 130 operates, and/or generator 30 operates.
  • Power battery unit 110 provides energy to main drive motor 60, sub-driver motor 70, sub-driver motor 80, and/or sub-driver motor 120, sub-driver motor 130, and/or generator 30.
  • the driving force is generated by the main drive motor 60 and/or the sub drive motor (such as the sub drive motor 70, the sub drive motor 80, the sub drive motor 120, and the sub drive motor 130 in FIG. 2), and Driving the respective wheels drives the vehicle, and the energy of the main drive motor 60 and/or the sub-drive motors is provided by a range extender system consisting of the engine 50 and the generator 30 and/or provided by the power battery unit 110.
  • the sub drive motor such as the sub drive motor 70, the sub drive motor 80, the sub drive motor 120, and the sub drive motor 130 in FIG. 2
  • Driving the respective wheels drives the vehicle
  • the energy of the main drive motor 60 and/or the sub-drive motors is provided by a range extender system consisting of the engine 50 and the generator 30 and/or provided by the power battery unit 110.
  • the clutch 40 is closed, the engine 50 drives the generator 30 to generate electricity via the clutch 40, and the vehicle controller controls the specific drive motor to participate in the work according to the requirements of the entire vehicle.
  • the vehicle controller controls the main drive motor 60 according to the power required by the vehicle.
  • And/or sub-driver motor 70, sub-driver motor 80, and/or sub-driver motor 120, sub-driver motor 130 operate.
  • the energy of the above drive motor may also be provided by the power battery unit 110 and/or the range extender system based on calculations by the vehicle controller.
  • both the clutch 40 and the clutch 20 are closed, and the fuel is converted into mechanical energy by the engine 50.
  • the wheels are driven by the clutch and the shifting mechanism 10 to drive the vehicle.
  • the main drive motor 60 does not operate.
  • the engine 50 generates a driving force, and transmits the driving force to the main driving shaft via the clutch 40, the generator 30, the clutch 20, the main coupling mechanism 21, and the shifting mechanism 10, and the main driving shaft drives the wheels on both sides thereof to rotate.
  • the vehicle is driven.
  • the clutch 40 and the clutch 20 are closed, but the generator 30 neither drives nor generates power, but simply follows the engine 50 to idle, thereby realizing the engine drive mode.
  • the vehicle In the hybrid drive mode, the vehicle is jointly driven by the engine 50 and the drive motor (including the main drive motor 60 and/or the sub-drive motor), and the drive motor energy may be increased by the power battery device 110 and/or according to the control signal of the vehicle controller.
  • the program system provides that the range extender system can generate power at different speeds or power follow-up mode.
  • the engine 50 drives the vehicle to travel via the clutch 40, the generator 30, the clutch 20, the main coupling mechanism 21, and the shifting mechanism 10, at which time the generator 30 neither generates electricity nor drives. Only the engine is idling; at the same time, the power battery unit 110 supplies energy to the main drive motor 60, and/or the sub drive motor 70, the sub drive motor 80, and/or the sub drive motor 120, and the sub drive motor 130.
  • the above drive motors are driven by the respective shifting mechanisms to drive the wheels on both sides of the drive shaft where the shifting mechanism is located.
  • the engine 50 drives the generator 30 to generate electricity in addition to the vehicle driving.
  • the engine 50 passes the clutch 40, the generator 30, the clutch 20, the main coupling mechanism 21, and the shifting speed.
  • the mechanism 10 drives the vehicle to travel while the generator 30 operates as a generator.
  • the energy of the drive motor is controlled by the control signal of the vehicle controller by the power battery unit 110 and/or the range extender system.
  • the engine 50 drives the generator 30 to generate electricity via the clutch 40. At this time, the electric energy generated by the generator 30 can be charged to the power battery device 110 or to the electrical load.
  • the wheel is transmitted to a corresponding drive motor (such as a main drive motor via a shifting mechanism (such as the shifting mechanism 10, the shifting mechanism 90, the shifting mechanism 100, etc.) connected thereto.
  • a corresponding drive motor such as a main drive motor via a shifting mechanism (such as the shifting mechanism 10, the shifting mechanism 90, the shifting mechanism 100, etc.) connected thereto.
  • Sub-drive motor 70, sub-drive motor 80, etc. the drive motor operates as a generator at this time, and the generated electric energy charges the power battery device 110.
  • the main drive motor 60, and/or the sub-drive motor 70, the sub-drive motor 80, and/or the sub-drive motor 120, the sub-drive motor 130, and/or the generator are controlled at the time of energy recovery according to a control signal of the vehicle controller. 30 works as a generator.
  • FIG. 3 is a schematic structural view of a hybrid drive system according to Embodiment 3 of the present invention.
  • the difference between the hybrid drive system of Figure 3 and the hybrid drive system of Figure 2 is primarily in the structure of the motor drive subsystem.
  • the sub-drive motor 70, the sub-drive motor 80, the shifting mechanism 90, and the shifting mechanism 100 can be regarded as one motor drive subsystem.
  • Wheel drive. 3 shows a sub-drive motor 70, a coupling mechanism 160, a sub-drive motor 80, and a shifting mechanism 90 to form a motor drive subsystem.
  • the motor drive subsystem shown in FIG. 3 also includes two sub-drive motors, such as a sub-drive motor 70 and a sub-drive motor 80.
  • the two sub-drive motors are transmitted by the coupling mechanism 160 to the slave drive shaft to drive the shaft.
  • the wheels on the side rotate.
  • the biggest advantage of this embodiment is the single-axis dual-motor drive.
  • the dual-motor works at full time.
  • the whole vehicle is under no-load, it can work with a single motor, which can improve the economy of the whole vehicle.
  • the motor can be adjusted under different loads of the whole vehicle. The working area is thus optimized to optimize the economy of the vehicle.
  • the sub-drive motor 70, the coupling mechanism 160, the sub-drive motor 80, and the shifting mechanism 90 constitute an electric drive subsystem in FIG.
  • multiple sub-drive systems can be added to achieve multi-axis multi-wheel drive.
  • the sub-drive motor 70, the coupling mechanism 160, the sub-drive motor 80, and the shifting mechanism 90 form an electric drive subsystem.
  • a plurality of such sub-drive systems can be added to realize multi-axis and multi-wheel.
  • the driving concept is the same.
  • the biggest difference between FIG. 4 and FIG. 2 is that the main drive motor 60 of FIG. 2 is equivalent to the integrated system of the sub-drive motor 70, the coupling mechanism 160, the sub-drive motor 80, and the shifting mechanism 90 of FIG.
  • the hybrid drive system further includes a hydraulic drive system corresponding to at least one slave drive shaft, the hydraulic drive system including a drive oil pump 180 and two drive motors (such as drive motor 200, drive motor 210 in FIG. 5), drive generated by engine 50
  • the force is transmitted to the hydraulic drive system via a power take-off 240 to drive the rotation of the wheels from both sides of the drive shaft by the two drive motors.
  • the hydraulic drive system further includes a separating device 250 disposed between the power take-off 240 and the drive oil pump 180 of the hydraulic drive system, wherein the vehicle controller (not shown) is disposed at The separation state of the separation device 250 is controlled to determine whether or not the driving force is transmitted to the driving oil pump 180.
  • the driving force generated by the engine 50 is transmitted to the separating device 250 via the power take-off 240, and the separating device 250 can transmit the driving force from the engine 50 to the driving oil pump 180.
  • the separating device 250 can also be in a disengaged state without transmitting the driving force of the engine 50.
  • the driving oil pump 180 converts the received driving force into a hydraulic output to the driving motor 200 and the driving motor 210, and further drives the rotation of the wheels from both sides of the driving shaft via the shifting mechanism 90 and the shifting mechanism 100.
  • the separation device 260 can also be in a closed state, at which time multiple hydraulic drive systems operate and are combined with the engine 50 and/or the main drive motor 60 for the entire vehicle. The power is improved.
  • the vehicle speed is high, since the hydraulic loss is large, the separating device 250 and the separating device 260 are in a separated state at this time, and the hydraulic drive is withdrawn. Since the hydraulic drive provides a large torque at a low speed, when the distributed drive form is realized, the engine 50, the main drive motor 60, and the generator 30 can reduce the torque when matching, thereby making the development of components easier. This method can be used in vehicles with high dynamic requirements under special conditions.
  • the embodiment of the present invention is substantially the same as the structure of the embodiment shown in FIG. 2.
  • the main difference is that the embodiment of FIG. 6 will drive the sub-drive motor 80, the shifting mechanism 90, the sub-drive motor 70, and the shifting mechanism 100 of FIG.
  • the sub-drive motor 80 and the sub-drive motor 70 in the motor drive subsystem formed may employ a wheel motor or a hub motor.
  • the present invention can also add a plurality of such motor drive subsystems to realize multi-axis multi-wheel drive.
  • the engine 50 is mechanically coupled to the main coupling mechanism 21 via the clutch 20 to transmit the driving force generated by the engine 50 to the main control under the control of the vehicle controller (not shown).
  • Coupling mechanism 21 the generator 30 is at the front end of the engine 50 and is only used for power generation. That is, when the clutch 20 is disconnected, the generator 30 and the engine 50 constitute a range extender system, and the working mode can be fixed point power generation at multiple speed points, or Power follows power generation.
  • FIG. 7 the embodiment of the present invention is substantially the same as the architecture of the embodiment shown in FIG. 2.
  • the main difference is that FIG. 7 comprises a sub-drive motor 80, a coupling mechanism 160, a sub-drive motor 70, and a shifting mechanism 90 to form a motor drive subsystem.
  • multiple motor drive subsystems can be added to achieve multi-axis multi-wheel drive.
  • the biggest advantage of this solution is single-axis dual-motor drive.
  • the two-motor works at full time.
  • the whole vehicle is under no-load, it can work with a single motor, which can improve the economy of the whole vehicle.
  • the motor can be adjusted under different loads of the whole vehicle. Work area to achieve optimized vehicle economy.
  • the generator 30 is at the front end of the engine 50 and is only used for power generation. That is, when the clutch 20 is disconnected, the generator 30 and the engine 50 constitute a range extender system, and the working mode can generate power at multiple speed points. Power can be followed to generate electricity.
  • the embodiment of the present invention is substantially the same as the architecture of the embodiment shown in FIG. 2.
  • the main difference is that the embodiment of FIG. 8 combines the main drive motor 60, the main coupling mechanism 21, and the shifting mechanism 10 into a motor drive subsystem.
  • the engine 50, the main coupling mechanism 21, and the shifting mechanism 10 constitute an engine drive subsystem.
  • the biggest advantage of this solution is the single-axis dual-drive system. When the whole vehicle is fully loaded, the dual-drive system works all the time. When the whole vehicle is under no-load, it can work with a single motor, which can improve the economy of the whole vehicle and can adjust the double when the vehicle is loaded with different loads. Drive the working area of the system to optimize the economy of the vehicle.
  • the generator 30 is at the front end of the engine 50 and is only used for power generation. That is, when the clutch 20 is disconnected, the generator 30 and the engine 50 constitute a range extender system, and the working mode can generate power at multiple speed points. By powering the entire vehicle, it is also possible to charge the power battery unit 110 or to generate power in a power following mode.
  • the embodiment of the present invention is substantially the same as the architecture of the embodiment shown in FIG. 2.
  • the main difference is that the embodiment of FIG. 9 combines the main drive motor 60, the main coupling mechanism 21, and the shifting mechanism 10 into a motor drive subsystem.
  • the engine 50, the main coupling mechanism 21, and the shifting mechanism 10 constitute an engine drive subsystem, and the generator 30, the main coupling mechanism 21, and the shifting mechanism 10 constitute a generator drive subsystem.
  • the biggest advantage of this solution is the single-axis three-drive system. When the whole vehicle is fully loaded, the three-drive system works all the time. When the whole vehicle is under no-load, it can be driven by a single motor, thus improving the economy of the whole vehicle and adjusting it under different loads of the whole vehicle.
  • the working range of the three-drive system is optimized to optimize the economy of the vehicle.
  • the generator 30 is at the rear end of the engine 50 and can be used for power generation and driving. That is, when the clutch 40 is disconnected, the generator 30 and the main coupling mechanism 21 and the shifting mechanism 10 form a generator drive subsystem.
  • the generator 30 and the engine 50 constitute a range extender system, and the working mode can generate power at a plurality of speed points, and can supply power to the whole vehicle or power battery device. 110 charging, power generation mode can also be used.
  • an embodiment of the present invention also provides a vehicle including the hybrid drive system of any of the above embodiments.
  • the vehicle in this embodiment may be a multi-drive shaft commercial vehicle.
  • the vehicle of an embodiment of the invention may be driven by an engine and/or a drive motor, and the energy of the drive motor may be provided by one or a combination of the energies provided by the power range unit, the engine and the range extender system of the generator.
  • the invention can develop a new energy commercial vehicle according to actual needs and combine the characteristics of the hybrid driving system of the above embodiments to select different energy supply combinations and control strategies to achieve economic improvement.
  • the distributed drive mainly considers the characteristics and operating characteristics of the commercial vehicle itself. Due to the wide range of commercial vehicles, the weight of the vehicle ranges from 3.5T to 49T. For lighter weight commercial vehicles, it can be considered to use a concentrated motor or a single motor for driving, but for other commercial vehicles of larger size and weight. If you consider the use of concentrated motor or single motor drive, the power and torque of the drive motor will be relatively large, but for the whole vehicle, the drive motor will be less efficient at low speed and low load operation (working at low speed and low speed). Torque interval) If two or more motor drives are considered in the pure electric mode, the drive efficiency can be improved by increasing the load rate of the drive motor to achieve distributed power drive. In addition, in the hybrid drive mode, distributed drive can be achieved by the engine, a single drive motor and/or multiple drive motors.
  • the energy required for driving the main drive motor can be derived from the range extender system and/or the power battery device to realize distributed energy supply, effectively solving the short driving range of the pure electric drive scheme.
  • the vehicle controller of the hybrid drive system can generate the driving force for the engine and/or generator of the range controller system for different application conditions. For example, for urban conditions, by using a series function to drive the vehicle to operate the range extender system in the high efficiency zone, the range extender system provides energy to the main drive motor to drive the vehicle, and the excess power it emits can charge the power battery. Effectively improve the economy of the vehicle. For suburban and high-speed working conditions, the engine can be directly involved in vehicle driving without the need to convert mechanical-electrical-mechanical energy, thereby effectively improving vehicle economy.
  • the present invention can not only realize different forms of energy supply, but also implement different forms of power drive.
  • the power driving is realized by the engine, and the invention selects a suitable driving mode for different working conditions, which can not only improve the economy of the vehicle, It can also effectively meet the special emission requirements of certain urban areas.

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Abstract

一种混合动力驱动***，包括动力电池装置（1）、增程器***（2）和电机驱动***（3），动力电池装置（1）设置用于向电机驱动***（3）供电，增程器***（2）包括发动机（201）和发电机（202），发电机（202）能够在发动机（201）的驱动下发电以向电机驱动***（3）供电和/或向动力电池装置（1）充电；混合动力驱动***还包括整车控制器，设置用于控制增程器***（2）的发动机（201）和/或发电机（202）产生驱动力；其中，增程器***（2）与一主耦合机构机械（4）连接，以通过主耦合机构（4）将所产生的驱动力传输到车辆的一主驱动轴（5）以驱动轴两侧的车轮转动。还提供了一种具备该混合动力驱动***的车辆。该混合动力驱动***以及具备该混合动力驱动***的车辆利用整车控制器针对不同的应用工况控制增程器***（2）的发动机（201）和/或发电机（202）产生驱动力，从而能够有效提高车辆的经济性。

Description

混合动力驱动***及车辆 技术领域
本发明涉及车辆技术领域，特别涉及一种混合动力驱动***及车辆。
背景技术
随着能源危机和全球变暖问题的日趋严峻，如何实现汽车的节能减排已成为全球汽车行业共同面临的紧迫任务。与传统汽车产业相比，以混合动力汽车、新能源汽车和燃料电池汽车为代表的新能源汽车在能量总转换效率和总排放等方面具有明显优势，因此，被认为是未来汽车发展的重要方向。
现阶段新能源汽车主要包括纯电动汽车、混合动力汽车。其中，混合动力是新能源汽车发展的一种重要过渡技术，其具有充分发挥电力驱动与传统发动机驱动各自优势的特点，能解决纯电动汽车在动力性和续驶里程方面存在的问题，产业化前景良好，各大公司正在竞相开发和推出混合动力电动汽车产品。
目前的商用车等汽车，混合动力***主要以增程式为主，增程式动力***对于主要以城市工况行驶的商用车型来说，能耗节约率比较明显，但对于经常在郊区工况及高速工况行驶的公路商用车型来说，能耗节约率不明显。为考虑未来商用车能耗限值及排放法规的影响，并覆盖城市商用车及公路商用车等各种车型的使用工况，急需研发一种混合动力驱动***来解决上述问题。
发明内容
本发明的一个目的是要提供一种混合动力驱动***，包括动力电池装置、增程器***和电机驱动***，所述动力电池装置设置用于向所述电机驱动***供电，所述增程器***包括发动机和发电机，所述发电机能够在发动机的驱动下发电以向所述电机驱动***供电和/或向所述动力电池装置充电；所述混合动力驱动***还包括：
整车控制器，设置用于控制所述增程器***的发动机和/或发电机产生驱动力；
其中，所述增程器***与一主耦合机构机械连接，以通过所述主耦合机构将所产生的驱动力传输到车辆的一主驱动轴以驱动轴两侧的车轮转动。
进一步地，所述车辆还包括一个或多个从驱动轴，其中，所述电机驱动***包括对应于所述主驱动轴和从驱动轴中的至少一个驱动轴的电机驱动子***，所述电机驱动子***设置用于将所产生的驱动力传输到所对应的驱动轴。
进一步地，所述电机驱动***包括对应于所述主驱动轴的电机驱动子***，则所述电机驱动子***包括一主驱动电机，所述主驱动电机与所述主耦合机构机械连 接，以通过所述主耦合机构将所产生的驱动力传输到车辆的所述主驱动轴。
进一步地，所述电机驱动***包括对应于所述从驱动轴的电机驱动子***，所述电机驱动子***包括两个子驱动电机，每个子驱动电机分别驱动该从驱动轴一侧的车轮转动。
进一步地，所述电机驱动子***包括两个子驱动电机，所述两个子驱动电机经由耦合结构将驱动力传输到该从驱动轴以驱动轴两侧的车轮转动。
进一步地，所述主驱动电机包括经由耦合机构连接的两个驱动电机。
进一步地，所述增程器***与主耦合机构机械连接包括：所述发电机经由离合器与所述主耦合机构机械连接，以在所述整车控制器的控制下将所述发动机和/或发电机产生的驱动力传输至所述主耦合机构。
进一步地，所述增程器***的发动机和发电机经由离合器连接，以在所述整车控制器的控制下能够断开所述发动机和发电机的连接。
进一步地，所述增程器***与主耦合机构机械连接包括：所述发动机经由离合器与所述主耦合机构机械连接，以在所述整车控制器的控制下将所述发动机产生的驱动力传输至所述主耦合机构。
进一步地，所述混合动力驱动***还包括对应于至少一个从驱动轴的液压驱动***，所述液压驱动***包括驱动油泵和两个驱动马达，所述发动机产生的驱动力经由一取力器传输至所述液压驱动***，以由所述两个驱动马达分别驱动所述从驱动轴两侧的车轮转动。
进一步地，所述液压驱动***还包括设置在所述取力器和所述液压驱动***的驱动油泵之间的分离装置，其中，
所述整车控制器设置于控制所述分离装置的分离状态以确定是否将驱动力传输至所述驱动油泵。
进一步地，所述整车控制器设置于根据预定的控制策略控制所述混合动力驱动***处于不同的工作模式，包括：纯电动模式，增程驱动模式，发动机驱动模式，混合驱动模式，原地发电模式，以及能量回收模式。
进一步地，所述混合动力驱动***处于纯电动模式下，在所述整车控制器的控制下：
当车辆功率需求小时，动力电池装置为所述电机驱动***供电；
当车辆功率需求大时，控制所述发电机作为驱动电机工作，并断开发电机与发动机之间的连接；并且所述动力电池装置为所述电机驱动***和/或所述发电机供电。
进一步地，所述混合动力驱动***处于增程驱动模式下，在所述整车控制器的控制下，所述发电机在发动机的驱动下发电以向所述电机驱动***供电，和/或向所述动力电池装置充电。
进一步地，所述混合动力驱动***处于发动机驱动模式下，在所述整车控制器的控制下，如果所述发电机经由离合器与所述主耦合机构机械连接，则所述发电机既不驱动也不发电，仅跟随发动机空转。
进一步地，所述混合动力驱动***处于混合驱动模式下，在所述整车控制器的控制下，发动机和电机驱动***联合驱动车轮转动。
进一步地，所述混合动力驱动***处于能量回收模式下，在所述整车控制器的控制下，车辆的滑行回馈力或制动回馈力经变速机构传给电机驱动***的驱动电机，所述驱动电机作为发电机工作，发出的电能为动力电池装置充电或为车辆电器负载供电。
进一步地，所述混合动力驱动***处于原地发电模式下，在所述整车控制器的控制下，在动力电池装置的电量较低且车辆处于静止状态时，由发动机带动发电机给动力电池装置充电。
按照本发明的另一方面，还提供了一种车辆，包括如上文任一实施例所述的混合动力驱动***。
进一步地，所述车辆为多驱动轴的商用车。
本发明的混合动力驱动***中，主驱动电机驱动时所需的能量可以来自增程器***和/或动力电池装置，以实现分布式能源供给，有效地解决了纯电驱动方案续驶里程短的问题。并且，混合动力驱动***的车辆控制器可以针对不同的应用工况控制增程器***的发动机和/或发电机产生驱动力。例如，对于市区工况，通过使用串联功能驱动车辆使增程器***工作在高效区，增程器***提供能量给主驱动电机驱动车辆，其发出的多余的电量可以给动力电池充电，能够有效提高车辆的经济性。对于郊区及高速工况，可以使用发动机直接参与车辆驱动，无需经过机械能-电能-机械能的转换，从而有效提高车辆经济性。由此，本发明不仅可以实现不同形式的能源供给，还可以实现不同形式的动力驱动。
进一步地，相比于传统汽车在不同的工况(城市、高速、郊区)下，动力驱动均由发动机来实现，本发明针对不同的工况选择合适的驱动方式不仅可以提高车辆的经济性，还可以有效地达到某些城区的特殊排放要求。
根据下文结合附图对本发明具体实施例的详细描述，本领域技术人员将会更加明了本发明的上述以及其他目的、优点和特征。
附图说明
后文将参照附图以示例性而非限制性的方式详细描述本发明的一些具体实施例。附图中相同的附图标记标示了相同或类似的部件或部分。本领域技术人员应该理解，这些附图未必是按比例绘制的。附图中：
图1是根据本发明实施例一的混合动力驱动***结构示意图；
图2是根据本发明实施例二的混合动力驱动***结构示意图；
图3是根据本发明实施例三的混合动力驱动***结构示意图；
图4是根据本发明实施例四的混合动力驱动***结构示意图；
图5是根据本发明实施例五的混合动力驱动***结构示意图；
图6是根据本发明实施例六的混合动力驱动***结构示意图；
图7是根据本发明实施例七的混合动力驱动***结构示意图；
图8是根据本发明实施例八的混合动力驱动***结构示意图；以及
图9是根据本发明实施例九的混合动力驱动***结构示意图。
具体实施方式
目前商用车的混合动力***主要以增程式为主，增程式动力***对于主要以城市工况行驶的商用车型来说，能耗节约率比较明显，但对于经常在郊区工况及高速工况行驶的公路商用车型来说，能耗节约率不明显。以下列举两种方案进行说明。
方案一
一种双电机混动***(Intelligent Multi Mode Drive，智能化多模式驱动)中，由阿特金森循环的汽油发动机、内含有发电机、驱动电机和动力分离装置的e-CVT(Electronically Continuously Variable Transmission)电气式无级变速箱、PCU(Power Control Unit，动力控制单元)、锂电池组等部分组成。
在城市堵车需要低速行驶时，使用纯电动驱动模式。驱动车辆行驶的能源直接来源于车载的锂电池组，锂电池组内储存的电能经由PCU提供给驱动电机，驱动两个前轮转动。需要加速时，则转换为混合动力驱动模式。此时驱动电机的能量一部分来源于发动机带动发电机所发的电能，另一部分能量来源于动力电池。当高速巡航时，转换为发动机驱动模式，此时动力分离装置正常连结，所有动力由发动机直接提供，而电池组处于待机状态，在需要进一步加速时可随时转换为混合动力驱动模式。该混动***的核心思想是通过不同模式之间的切换以达到高效驱动。
方案二
混合动力***由发动机、行星齿轮、MG1电机、MG2电机及动力电池组成，该动力***的核心思想是通过行星齿轮结构的调节实现不同的驱动模式，该行星齿轮结构是该混合动力***的核心。
当整车电量低且处于静止状态时，通过行星齿轮和两个电机的调节作用，可以实现原地发电的功能；在起步及低速行驶时，可以纯电动行驶；实现增程模式行驶，此时发动机带动MG1发电并供给电能给MG2，由MG2驱动整车，多余能量给动力电池充电；实现高负载行驶模式，此时发动机驱动MG2和MG1，MG2驱动车辆，而MG1给动力电池充电；急加速模式行驶，此时整车由MG1、MG2和发动机三者联合驱动行驶。
通过对两种动力***的分析可以看出，该两种动力***均能实现混联功能(串、 并联功能)，但第二种方案结构在能量回收机纯电动工况下，驱动电机需要拖转发动机，效率低。第一种方案的发动机直驱时只具有单速比减速功能，能够调节的发动机高效区间较窄；由于发动机与发电机直接连接，在发动机直驱时，需拖动发电机，有一定的效率损失；且纯电驱动时只有一个电机工作，要求驱动电机的功率及尺寸较大，整车匹配及布置时选择性较差。
为考虑未来商用车能耗限值及排放法规的影响，并覆盖城市商用车及公路商用车全部车型的使用工况，本发明实施例提供了一种混合动力驱动***，下文通过各实施例对本发明实施例提供的混合动力驱动***进行详细介绍。
实施例一
图1示出了根据本发明实施例一提供的混合动力驱动***结构示意图。参见图1，该混合动力驱动***可以包括动力电池装置1、增程器***2和主驱动电机3，其中，动力电池装置1设置用于向主驱动电机3供电。增程器***2可以包括发动机201和发电机202，发电机202能够在发动机201的驱动下发电，以向主驱动电机3供电和/或向动力电池装置1充电。此外，混合动力驱动***还可以包括整车控制器(未在图中示出)，设置用于控制增程器***2中的发动机201和/或发电机202产生驱动力。在该混合动力驱动***中，增程器***2与主驱动电机3分别与主耦合机构4机械连接，以通过主耦合机构4将二者产生的驱动力传输到车辆的一主驱动轴5以驱动轴两侧的车轮转动。
本发明实施例中，整车控制器可以分别控制增程器***2和电机驱动***(图中未示出)产生驱动力或控制二者同时产生驱动力，并通过主耦合机构4将该驱动力传输至车辆的主驱动轴5，进而驱动轴两侧的车轮转动。其中，主驱动电机3属于电机驱动***。基于本发明实施例提供混合动力驱动***可从驱动的角度以不同的形式进行动力驱动。该实施例提供的混合动力驱动***可以同时实现串联和并联结构特性，实现混联功能，主驱动电机3驱动时所需的能量可以来自增程器***2和/或动力电池装置1，以实现分布式能源供给，解决纯电驱动方案续驶里程短的问题，增程式***2中发动机的燃料可以使用汽油、柴油、天然气、甲醇等燃料。并且，对于新能源商用车来说，由于其车型覆盖的范围较广，如在所有的商用车型上实现纯电动方案，对于中重型商用车辆，其电池所需的能量较大，从成本及空间考虑，实现的可能性较小，因此，本发明实施例提供的混合动力驱动***尤其适用于商用车车辆。
另外，车辆除主驱动轴5之外，还可以包括一个或多个从驱动轴6。相应地，混合动力驱动***还可以包括对应于每个从驱动轴6的电机驱动子***7，每个电机驱动子***7可设置用于驱动每个从驱动轴6两侧的车轮转动。在整车控制器的控制下，增程器***2和/或动力电池装置1为电机驱动子***供电。根据不同车辆的需求功率的不同，可设置多个驱动电机，通过调节驱动电机的负荷率使整车在常用 工况下每个驱动电机都能工作在高效区。
在本发明一可替换实施例中，混合动力驱动***可以不包括上述主驱动电机3，混合动力驱动***中的电机驱动***包括图1所示的电机驱动子***7，电机驱动子***7可以驱动从驱动轴6一侧的车轮转动，也可以将其产生的驱动力经主耦合机构4传输至车辆的主驱动轴5以驱动轴两侧的车轮转动。
在本发明一可选实施例中，电机驱动***包括对应于主驱动轴5和从驱动轴6中的至少一个驱动轴的电机驱动子***，电机驱动子***设置用于将所产生的驱动力传输到所对应的驱动轴。实际上，前文介绍的与主耦合机构4机械连接的主驱动电机3属于对应于主驱动轴5的电机驱动子***，主驱动电机3通过主耦合机构4将所产生的驱动力传输到车辆的主驱动轴5。并且，前文也已经介绍了对应于从驱动轴6的电机驱动子***7，此处不再赘述。
基于该实施例提供的混合动力驱动***，对于市区工况时，可以使用串联功能驱动整车，使增程器***2工作在高效区，由增程器***2提供能量给主驱动电机驱动整车，增程器***2发出的多余的电量可以给动力电池装置1进行充电，提高整车经济性且使得车辆满足排放要求。而对于郊区及高速工况，可以使用发动机201直接参与驱动，无需经过机械能-电能-机械能转换，车辆经济性较高。
实施例二
图2示出了根据本发明实施例二的混合动力驱动***结构示意图。在图2所示实施例中，该混合动力驱动***包括由发动机50和发电机30组成的增程器***，以及与增程器***耦合的主耦合机构21，该主耦合机构21还同时与主驱动电机60耦合，且主耦合机构21经由变速机构10耦合至主驱动轴。另外，主驱动电机60还可与动力电池装置110电气连接。
上文介绍，增程器***可以与主耦合机构21机械连接，优选地，可以由增程器***中的发电机30经由离合器20与主耦合机构21连接，以在整车控制器(未在图中示出)的控制下将发动机50和/或发电机30产生的驱动力传输至主耦合机构21。
继续参见图2所示实施例，车辆可包括两个从驱动轴，混合动力驱动***还可以包括分别与上述两个从驱动轴对应的子驱动***。每个子驱动***均属于电机驱动子***。每个子驱动***中均包括两个子驱动电机(如子驱动电机80和子驱动电机70、子驱动电机120和子驱动电机130)，每个子驱动电机分别驱动该从驱动轴一侧的车轮转动。其中，每个子驱动电机经由变速机构与从驱动轴耦合，且每个子驱动电机均可以与动力电池装置110电气连接。
在图2所示实施例中，可以把子驱动电机70、子驱动电机80、变速机构90、变速机构100作为一个电驱动子***，对于多轴的商用车，可以增加多个电驱动子***，实现多轴多轮驱动。优选地，图2所示实施例中的子驱动电机70、子驱动电 机80、子驱动电机120、子驱动电机130可为轮边电机或轮毂电机等驱动形式，变速机构90、变速机构110、变速机构140、变速机构150可集成差速功能，也可不集成差速功能，当变速机构不集成差速功能时，子驱动电机70、子驱动电机80、子驱动电机120、子驱动电机130通过调速功能实现车轮的差速功能。
基于该实施例提供的混合动力驱动***，混合动力驱动***中不仅包括主驱动电机60，还包括多个子驱动电机(例如子驱动电机70、子驱动电机80、子驱动电机120、子驱动电机130)，因此，可以实现发动机、单个驱动电机和/或多个驱动电机的混合驱动，根据不同的车型实现发动机和/或不同驱动电机形式的组合，进而提升混合动力驱动***的效率。
在本发明一实施例中，整车控制器可以设置于根据预定的控制策略控制混合动力驱动***处于不同的工作模式，例如纯电动模式，增程驱动模式，发动机驱动模式，混合驱动模式，原地发电模式，以及能量回收模式。下面分别对各工作模式进行介绍。
纯电动模式：混合动力驱动***处于纯电动模式，在整车控制器的控制下，当车辆功率需求小时，动力电池装置为电机驱动***供电，如为电机驱动***中的主驱动电机供电；当车辆功率需求大时，控制发电机作为驱动电机工作，并断开发电机与发动机之间的连接；并且动力电池装置为电机驱动***和/或发电机供电，如动力电池装置为主驱动电机，和/或发电机，和/或子驱动电机供电。其中的子驱动电机可以具有多个。需要说明的是，纯电动模式下需要确保动力电池装置电量足够充足，以良好的为驱动电机提供电能。
增程驱动模式：混合动力驱动***处于增程驱动模式，在整车控制器的控制下，发电机在发动机的驱动下发电以向电机驱动***供电，如发电机在发动机的驱动下发电以向主驱动电机和/或子驱动电机供电，和/或向动力电池装置充电。并且，该模式下的动力电池装置还可以同时给主驱动电机和/或子驱动电机供电。
发动机驱动模式：混合动力驱动***处于发动机驱动模式，在整车控制器的控制下，如果发电机经由离合器与主耦合机构机械连接，则发电机既不驱动也不发电，仅跟随发动机空转，而是由发动机直接参与驱动。例如，在公路或高速工况下，可以选择发动机直接参与驱动，此时发动机的能量直接以机械能的形式输出，无需经过机械能-电能-机械能转换，从而使得驱动效率得到提升。
混合驱动模式：混合动力驱动***处于混合驱动模式，在整车控制器的控制下，发动机和电机驱动***联合驱动车轮转动，如发动机、主驱动电机和/或子驱动电机联合驱动车轮转动。该模式下，发动机会直接参与驱动，另外主驱动电机和/或子驱动电机也会参与驱动，驱动电机的能量来自发动机带动发电机所产生的电能和/或动力电池装置提供的电能。该模式更适合于车辆需求功率较大的情况。
能量回收模式：混合动力驱动***处于能量回收模式，在整车控制器的控制下， 整车的滑行回馈力或制动回馈力经变速机构传给电机驱动***的驱动电机，如主驱动电机，此时驱动电机(如主驱动电机)作为发电机工作，发出的电能给动力电池装置充电或给整车的电器负载使用。其中，整车的电器可以包括设置在汽车上的显示器、音响、空调等等。
原地发电模式：混合动力驱动***处于原地发电模式，在整车控制器的控制下，由发动机带动发电机给动力电池装置充电，该模式适合于动力电池装置的电量较低且整车处于静止状态的情况下。
图2所示的混合动力驱动***能够在上述6种工作模式下分别进行工作。下面以图2为例，对不同工作模式下的混合动力驱动***中各部件的工作过程进行具体介绍。
纯电动模式
在纯电动模式下，当车辆需求功率较小时，经动力电池装置110提供能量给主驱动电机60，主驱动电机60的产生的驱动力经主耦合机构21传递至变速机构10，进而通过主驱动轴驱动车轮转动。其中，变速机构10可以集成减速及差速功能。当车辆需求功率较大时，除主驱动电机60工作外，还可以根据整车控制器的信号，控制发电机30作为驱动电机工作，并控制子驱动电机70、子驱动电机80工作，和/或子驱动电机120、子驱动电机130工作，和/或发电机30工作。当发电机30作为驱动电机工作时，控制离合器20闭合，离合器40脱开。动力电池装置110提供能量给主驱动电机60，子驱动电机70、子驱动电机80，和/或子驱动电机120、子驱动电机130，和/或发电机30。
增程驱动模式
在增程驱动模式下，由主驱动电机60和/或子驱动电机(如图2中的子驱动电机70、子驱动电机80工作、子驱动电机120、子驱动电机130)产生驱动力，并驱动相应的车轮带动车辆行驶，主驱动电机60和/或子驱动电机的能量由发动机50和发电机30组成的增程器***提供和/或动力电池装置110提供。
该模式下，离合器40闭合，发动机50经离合器40带动发电机30发电，整车控制器根据整车的需求控制具体驱动电机参与工作，整车控制器根据整车需求的功率控制主驱动电机60，和/或子驱动电机70、子驱动电机80工作，和/或子驱动电机120、子驱动电机130工作。根据整车控制器的计算，以上驱动电机的能量还可由动力电池装置110和/或增程器***提供。
发动机驱动模式
在发动机驱动模式下，离合器40和离合器20均闭合，由发动机50将其燃料转换成机械能，经离合器、变速机构10驱动车轮带动车辆行驶，在该工作模式下主驱动电机60不工作。具体的，发动机50产生驱动力，并经离合器40、发电机30、离合器20、主耦合机构21、以及变速机构10将驱动力传递至主驱动轴，主驱动轴驱 动其两侧的车轮转动，进而带动车辆行驶。此时离合器40和离合器20闭合，但发电机30既不驱动也不发电，只是跟随发动机50空转，从而实现发动机驱动模式。
混合驱动模式
在混合驱动模式下，由发动机50和驱动电机(包括主驱动电机60和/或子驱动电机)联合驱动车辆，根据整车控制器的控制信号，驱动电机能量可由动力电池装置110和/或增程器***提供，增程器***可以在不同转速下定点发电，也可以功率跟随模式发电。
当驱动电机的电量由动力电池装置110提供时，发动机50经离合器40、发电机30、离合器20、主耦合机构21、变速机构10驱动车辆行驶，此时发电机30既不发电也不驱动，只是跟随发动机空转；同时动力电池装置110提供能量给主驱动电机60，和/或子驱动电机70、子驱动电机80，和/或子驱动电机120、子驱动电机130。以上驱动电机经各自的变速机构驱动变速机构所在驱动轴两侧的车轮转动。
当驱动电机的电量部分来自增程器***时，发动机50除参与整车驱动外，还带动发电机30发电，此时发动机50经离合器40、发电机30、离合器20、主耦合机构21、变速机构10驱动车辆行驶，此时发电机30作为发电机工作。根据整车控制器的控制信号，控制主驱动电机60，和/或子驱动电机70、子驱动电机80，和/或子驱动电机120、子驱动电机130，和/或发电机30工作，并根据整车控制器的控制信号控制驱动电机的能量由动力电池装置110和/或增程器***提供。
原地发电模式
在原地发电模式下，发动机50经离合器40带动发电机30发电，此时发电机30发出的电能可以给动力电池装置110充电，也可以提供给电器负载。
能量回收模式
在能量回收模式下，当车辆处于滑行或制动工况时，车轮经与其连接的变速机构(如变速机构10、变速机构90、变速机构100等)传递到相应的驱动电机(如主驱动电机60、子驱动电机70、子驱动电机80等)，驱动电机此时作为发电机进行工作，发出的电能给动力电池装置110充电。根据整车控制器的控制信号，在能量回收时控制主驱动电机60，和/或子驱动电机70、子驱动电机80，和/或子驱动电机120、子驱动电机130，和/或发电机30作为发电机工作。
实施例三
图3示出了根据本发明实施例三提供的混合动力驱动***结构示意图。图3中的混合动力驱动***和图2中的混合动力驱动***的区别主要在电机驱动子***的结构。图2中可把子驱动电机70、子驱动电机80、变速机构90、变速机构100看作一个电机驱动子***，对于多轴的商用车，可以增加多个此子驱动***，实现多轴多轮驱动。图3则由子驱动电机70、耦合机构160、子驱动电机80、变速机构90组 成一个电机驱动子***，对于多轴的商用车，可以增加多个此子驱动***，实现多轴多轮驱动。即图3所示电机驱动子***同样包括两个子驱动电机，如子驱动电机70、子驱动电机80，两个子驱动电机经则由耦合机构160将驱动力传输到该从驱动轴以驱动轴两侧的车轮转动。本实施例最大优点是单轴双电机驱动，在整车满载时双电机全时工作，在整车空载时可以单电机工作，可以提高整车经济性，在整车不同载荷时可以调整电机的工作区间，从而达到优化整车经济性。
实施例四
图4中混合动力驱动***结构与图3所示实施例的区别在于，图4中把子驱动电机70、耦合机构160、子驱动电机80、变速机构90组成一个电驱动子***，对于多轴的商用车，可以增加多个此子驱动***，实现多轴多轮驱动。与图3中把子驱动电机70、耦合机构160、子驱动电机80、变速机构90组成一个电驱动子***，对于多轴的商用车，可以增加多个此子驱动***，实现多轴多轮驱动概念相同。但图4与图2中的最大区别在于图2中的主驱动电机60等效为图4中的子驱动电机70、耦合机构160、子驱动电机80、变速机构90组成的集成***。
实施例五
参见图5，本发明实施例与图2、图3所示实施例的架构大致相同，其主要区别在于车辆从驱动轴上的电机驱动改为液压驱动。混合动力驱动***还包括对应于至少一个从驱动轴的液压驱动***，液压驱动***包括驱动油泵180和两个驱动马达(如图5中的驱动马达200、驱动马达210)，发动机50产生的驱动力经由一取力器240传输至液压驱动***，以由两个驱动马达分别驱动从驱动轴两侧的车轮转动。
在本发明一实施例中，液压驱动***还包括设置在取力器240和液压驱动***的驱动油泵180之间的分离装置250，其中，整车控制器(未在图中示出)设置于控制分离装置250的分离状态以确定是否将驱动力传输至驱动油泵180。
下面对图5所示的混合动力驱动***的工作原理进行介绍。发动机50产生的驱动力经取力器240传给分离装置250，分离装置250可以将来自发动机50的驱动力传递给驱动油泵180。当然，分离装置250也可处于分离状态不传递发动机50的驱动力。驱动油泵180将接收到驱动力转换为液压输出给驱动马达200和驱动马达210，进而经变速机构90和变速机构100驱动从驱动轴两侧的车轮转动。
在混合动力驱动***具有低速且更大扭矩的需求时，分离装置260也可处于闭合状态，此时多个液压驱动***工作，并与发动机50和/或主驱动电机60进行联合驱动，整车的动力性得到提高。当车速较高时，由于液压损失较大，此时分离装置250和分离装置260处于分离状态，液压驱动退出。由于液压驱动在低速时提供的扭矩较大，所以此分布式驱动形式实现时，发动机50、主驱动电机60、发电机30在 匹配时对扭矩可以降低要求，从而使得零部件的开发更容易，该方式可以使用在特殊工况下动力性要求较高的车辆中。
实施例六
参见图6，本发明实施例与图2所示实施例的架构大致相同，主要区别在于，图6实施例将图1中的子驱动电机80、变速机构90、子驱动电机70、变速机构100组成的电机驱动子***中的子驱动电机80和子驱动电机70可以采用轮边电机或轮毂电机。对于具有多个驱动轴的商用车，本发明还可以增加多个此电机驱动子***，实现多轴多轮驱动。
本发明实施例的另一个区别在于，发动机50经由离合器20与主耦合机构21机械连接，以在整车控制器(未在图中示出)的控制下将发动机50产生的驱动力传输至主耦合机构21。该实施例中，发电机30在发动机50前端，只用于发电，即当离合器20断开时，发电机30和发动机50组成增程器***，其工作模式可以多转速点定点发电，也可以功率跟随发电。
实施例七
参见图7，本发明实施例与图2所示实施例的架构大致相同，主要区别在于，图7把子驱动电机80、耦合机构160、子驱动电机70、变速机构90组成一个电机驱动子***，对于多轴的商用车，可以增加多个此电机驱动子***，实现多轴多轮驱动。本方案最大优点是单轴双电机驱动，在整车满载时双电机全时工作，在整车空载时可以单电机工作，可以提高整车经济性，在整车不同载荷时可以调整电机的工作区间，从而达到优化整车经济性。
本方案另外一个特点是发电机30在发动机50前端，只用于发电，即当离合器20断开时，发电机30和发动机50组成增程器***，其工作模式可以多转速点定点发电，也可以功率跟随发电。
实施例八
参见图8，本发明实施例与图2所示实施例的架构大致相同，主要区别在于，图8实施例将主驱动电机60、主耦合机构21、变速机构10组成一个电机驱动子***，将发动机50、主耦合机构21、变速机构10组成一个发动机驱动子***。本方案最大优点是单轴双驱动***，在整车满载时双驱动***全时工作，在整车空载时可以单电机工作，可以提高整车经济性，在整车不同载荷时可以调整双驱动***的工作区间，从而达到优化整车经济性。
本方案另外一个特点是发电机30在发动机50前端，只用于发电，即当离合器20断开时，发电机30和发动机50组成增程器***，其工作模式可以多转速点定点 发电，可以给整车供电，也可以给动力电池装置110充电，也可以功率跟随模式发电。
实施例九
参见图9，本发明实施例与图2所示实施例的架构大致相同，主要区别在于，图9实施例将主驱动电机60、主耦合机构21、变速机构10组成一个电机驱动子***，把发动机50、主耦合机构21、变速机构10组成一个发动机驱动子***，把发电机30、主耦合机构21、变速机构10组成一个发电机驱动子***。本方案最大优点是单轴三驱动***，在整车满载时三驱动***全时工作，在整车空载时可以单电机驱动工作，从而提高整车经济性，在整车不同载荷时通过调整三驱动***的工作区间，达到优化整车经济性。
本方案另外一个特点是发电机30在发动机50后端，可以用于发电及驱动，即当离合器40断开时，发电机30和主耦合机构21、变速机构10组成发电机驱动子***，可以用于发电，即当离合器20断开，离合器40闭合时，发电机30和发动机50组成增程器***，其工作模式可以多转速点定点发电，可以给整车供电，也可以给动力电池装置110充电，也可以功率跟随模式发电。
基于同一发明构思，本发明实施例还提供了一种车辆，该车辆包括上文任意实施例中的混合动力驱动***。该实施例中的车辆可以是多驱动轴的商用车。
本发明实施例的车辆可由发动机和/或驱动电机驱动，而驱动电机的能量可由动力电池装置、发动机和发电机组成的增程器***所提供的能量之一或两者组合提供。本发明能够根据实际需求开发新能源商用车并结合上文各实施例的混合动力驱动***的特点，选择不同的能源供给组合及控制策略，实现经济性的提升。
此外，分布式驱动主要考虑了商用车自身的特征及运行特点。由于商用车覆盖的范围广，整车重量从3.5T到49T都有车型，对于重量较轻的商用车型，可以考虑使用集中电机或单电机进行驱动，但对于其他尺寸及重量较大的商用车辆，如果考虑使用集中电机或单电机驱动，驱动电机的功率和扭矩会比较大，但对于整车来说，其低速及低负荷运行时，驱动电机的效率会比较低(工作在低转速及低扭矩区间)，在纯电模式下如果考虑使用两个或多个电机驱动，可以通过提高驱动电机的负荷率来提高驱动效率，实现分布式动力驱动。另外在混合驱动模式下，可以通过发动机、单个驱动电机和/或多个驱动电机实现分布式驱动。
本发明的混合动力驱动***中，主驱动电机驱动时所需的能量可以来自增程器***和/或动力电池装置，以实现分布式能源供给，有效地解决了纯电驱动方案续驶里程短的问题。并且，混合动力驱动***的车辆控制器可以针对不同的应用工况控制增程器***的发动机和/或发电机产生驱动力。例如，对于市区工况，通过使用串 联功能驱动车辆使增程器***工作在高效区，增程器***提供能量给主驱动电机驱动车辆，其发出的多余的电量可以给动力电池充电，能够有效提高车辆的经济性。对于郊区及高速工况，可以使用发动机直接参与车辆驱动，无需经过机械能-电能-机械能的转换，从而有效提高车辆经济性。由此，本发明不仅可以实现不同形式的能源供给，还可以实现不同形式的动力驱动。
进一步地，相比于传统汽车在不同的工况(城市、高速、郊区)下，动力驱动均由发动机来实现，本发明针对不同的工况选择合适的驱动方式不仅可以提高车辆的经济性，还可以有效地达到某些城区的特殊排放要求。
至此，本领域技术人员应认识到，虽然本文已详尽示出和描述了本发明的多个示例性实施例，但是，在不脱离本发明精神和范围的情况下，仍可根据本发明公开的内容直接确定或推导出符合本发明原理的许多其他变型或修改。因此，本发明的范围应被理解和认定为覆盖了所有这些其他变型或修改。

Claims (20)

  1. 一种混合动力驱动***，包括动力电池装置、增程器***和电机驱动***，所述动力电池装置设置用于向所述电机驱动***供电，所述增程器***包括发动机和发电机，所述发电机能够在发动机的驱动下发电以向所述电机驱动***供电和/或向所述动力电池装置充电；所述混合动力驱动***还包括：
    整车控制器，设置用于控制所述增程器***的发动机和/或发电机产生驱动力；
    其中，所述增程器***与一主耦合机构机械连接，以通过所述主耦合机构将所产生的驱动力传输到车辆的一主驱动轴以驱动轴两侧的车轮转动。
  2. 根据权利要求1所述的混合动力驱动***，所述车辆还包括一个或多个从驱动轴，其中，所述电机驱动***包括对应于所述主驱动轴和从驱动轴中的至少一个驱动轴的电机驱动子***，所述电机驱动子***设置用于将所产生的驱动力传输到所对应的驱动轴。
  3. 根据权利要求2所述的混合动力驱动***，其中，所述电机驱动***包括对应于所述主驱动轴的电机驱动子***，则所述电机驱动子***包括一主驱动电机，所述主驱动电机与所述主耦合机构机械连接，以通过所述主耦合机构将所产生的驱动力传输到车辆的所述主驱动轴。
  4. 根据权利要求2所述的混合动力驱动***，其中，所述电机驱动***包括对应于所述从驱动轴的电机驱动子***，所述电机驱动子***包括两个子驱动电机，每个子驱动电机分别驱动该从驱动轴一侧的车轮转动。
  5. 根据权利要求4所述的混合动力驱动***，其中，所述电机驱动子***包括两个子驱动电机，所述两个子驱动电机经由耦合结构将驱动力传输到该从驱动轴以驱动轴两侧的车轮转动。
  6. 根据权利要求3所述的混合动力驱动***，其中，所述主驱动电机包括经由耦合机构连接的两个驱动电机。
  7. 根据权利要求1所述的混合动力驱动***，其中，所述增程器***与主耦合机构机械连接包括：所述发电机经由离合器与所述主耦合机构机械连接，以在所述整车控制器的控制下将所述发动机和/或发电机产生的驱动力传输至所述主耦合机构。
  8. 根据权利要求7所述的混合动力驱动***，其中，所述增程器***的发动机和发电机经由离合器连接，以在所述整车控制器的控制下能够断开所述发动机和发电机的连接。
  9. 根据权利要求1所述的混合动力驱动***，其中，所述增程器***与主耦合机构机械连接包括：所述发动机经由离合器与所述主耦合机构机械连接，以在所述整车控制器的控制下将所述发动机产生的驱动力传输至所述主耦合机构。
  10. 根据权利要求2所述的混合动力驱动***，其中，所述混合动力驱动***还包括对应于至少一个从驱动轴的液压驱动***，所述液压驱动***包括驱动油泵和两个驱动马达，所述发动机产生的驱动力经由一取力器传输至所述液压驱动***，以由所述两个驱动马达分别驱动所述从驱动轴两侧的车轮转动。
  11. 根据权利要求10所述的混合动力驱动***，所述液压驱动***还包括设置在所述取力器和所述液压驱动***的驱动油泵之间的分离装置，其中，
    所述整车控制器设置于控制所述分离装置的分离状态以确定是否将驱动力传输至所述驱动油泵。
  12. 根据权利要求1-11之任一所述的混合动力驱动***，其中，所述整车控制器设置于根据预定的控制策略控制所述混合动力驱动***处于不同的工作模式，包括：纯电动模式，增程驱动模式，发动机驱动模式，混合驱动模式，原地发电模式，以及能量回收模式。
  13. 根据权利要求12所述的混合动力驱动***，其中，所述混合动力驱动***处于纯电动模式下，在所述整车控制器的控制下
    当车辆功率需求小时，动力电池装置为所述电机驱动***供电；
    当车辆功率需求大时，控制所述发电机作为驱动电机工作，并断开发电机与发动机之间的连接；并且所述动力电池装置为所述电机驱动***和/或所述发电机供电。
  14. 根据权利要求12所述的混合动力驱动***，其中，所述混合动力驱动***处于增程驱动模式下，在所述整车控制器的控制下
    所述发电机在发动机的驱动下发电以向所述电机驱动***供电，和/或向所述动力电池装置充电。
  15. 根据权利要求12所述的混合动力驱动***，其中，所述混合动力驱动***处于发动机驱动模式下，在所述整车控制器的控制下
    如果所述发电机经由离合器与所述主耦合机构机械连接，则所述发电机既不驱动也不发电，仅跟随发动机空转。
  16. 根据权利要求12所述的混合动力驱动***，其中，所述混合动力驱动***处于混合驱动模式下，在所述整车控制器的控制下
    发动机和电机驱动***联合驱动车轮转动。
  17. 根据权利要求12所述的混合动力驱动***，其中，所述混合动力驱动***处于能量回收模式下，在所述整车控制器的控制下
    车辆的滑行回馈力或制动回馈力经变速机构传给电机驱动***的驱动电机，所述驱动电机作为发电机工作，发出的电能为动力电池装置充电或为车辆电器负载供电。
  18. 根据权利要求12所述的混合动力驱动***，其中，所述混合动力驱动*** 处于原地发电模式下，在所述整车控制器的控制下
    在动力电池装置的电量较低且车辆处于静止状态时，由发动机带动发电机给动力电池装置充电。
  19. 一种车辆，包括如权利要求1-18之任一所述的混合动力驱动***。
  20. 根据权利要求19所述的车辆，其中，所述车辆为多驱动轴的商用车。
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