WO2023108660A1 - 用于混合动力车辆的动力***和控制方法 - Google Patents

用于混合动力车辆的动力***和控制方法 Download PDF

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Publication number
WO2023108660A1
WO2023108660A1 PCT/CN2021/139348 CN2021139348W WO2023108660A1 WO 2023108660 A1 WO2023108660 A1 WO 2023108660A1 CN 2021139348 W CN2021139348 W CN 2021139348W WO 2023108660 A1 WO2023108660 A1 WO 2023108660A1
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Prior art keywords
transmission shaft
motor
power system
clutch device
rotational speed
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PCT/CN2021/139348
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English (en)
French (fr)
Inventor
邱勇
狄杰
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舍弗勒技术股份两合公司
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Priority to PCT/CN2021/139348 priority Critical patent/WO2023108660A1/zh
Publication of WO2023108660A1 publication Critical patent/WO2023108660A1/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
    • B60K6/36—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
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60K6/44—Series-parallel type
    • B60K6/442—Series-parallel switching type
    • 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

Definitions

  • the invention relates to the technical field of vehicles.
  • the present invention relates to a power system and control method for a hybrid vehicle.
  • Hybrid vehicles are typically designed with a dedicated powertrain layout.
  • hybrid system layouts These power systems are mainly composed of an engine, two motors, clutches and corresponding transmission mechanisms. Wherein, one electric motor is located at the front end of the clutch and is connected with the engine in transmission, while the other electric motor is located at the rear end of the clutch and is connected with the wheel transmission.
  • the output shafts of the engine and the two electric machines are usually arranged in parallel and connected to each other via a complex transmission mechanism. This makes the number of parts of the power system very large, takes up a lot of space, and costs a lot. In addition, this kind of power system usually adopts a friction clutch, which has a complicated structure and high cost.
  • the technical problem to be solved by the present invention is to provide a power system and a control method for a hybrid vehicle.
  • the above-mentioned technical problems are solved by a power system for a hybrid vehicle according to the present invention.
  • the power system includes an engine, a first motor, a second motor, a clutch device, a first transmission shaft and a second transmission shaft, the output end of the engine and the output end of the first motor are connected to the first transmission shaft respectively, and the second motor The output end of the drive shaft is connected with the second transmission shaft.
  • the engine, the first motor, the second motor, the first transmission shaft and the second transmission shaft are coaxially arranged, and the clutch device is coaxially arranged between the first transmission shaft and the second transmission shaft, thereby selectively communicating Or disconnect the transmission connection between the first transmission shaft and the second transmission shaft.
  • the clutch device may be a jaw synchronizer.
  • Using the jaw synchronizer to replace the slip-friction clutch commonly used in the prior art can significantly simplify the component structure, thereby reducing the layout space, and can also reduce the production cost.
  • the clutch device can be arranged axially between opposite ends of the first transmission shaft and the second transmission shaft.
  • the two transmission shafts can be directly aligned axially, with their respective ends arranged adjacent to each other.
  • the clutch device can directly connect or separate two opposite ends in a rotationally fixed manner.
  • the power system may further include a planetary gear set coaxially arranged radially outside the first transmission shaft, and the output end of the first motor may be transmitted to the first transmission shaft via the planetary gear set connect.
  • a relatively large transmission ratio can be realized in a limited space layout through the planetary gear set, so that the input/output rotational speed of the first electric machine can be changed as required.
  • the first electric machine can be arranged axially between the engine and the second electric machine. This order of arrangement corresponds to the transmission path of torque.
  • the second motor can be arranged coaxially on the radially outer side of the first transmission shaft, the first transmission shaft rotatably extends through the second motor, and the second motor is arranged axially Between the first electric motor and the clutch device.
  • the engine, the first motor, the second motor and the clutch device are arranged in sequence along the axial direction.
  • the second motor may have a central cavity for the passage of the first transmission shaft. At this time, although the second motor is connected to the second transmission shaft at the rear end of the clutch device, it is not directly arranged radially outside the second transmission shaft.
  • the power system may further include a transmission mechanism for drivingly connecting the second motor with the second transmission shaft, and the axial positions of the transmission mechanism and the clutch device at least partially coincide.
  • the transmission mechanism can change the input/output rotational speed of the second motor as required.
  • the transmission mechanism may include a third transmission shaft, a first gear set and a second gear set, the third transmission shaft may be arranged in parallel with the first transmission shaft and the second transmission shaft, the second The three drive shafts may be drive connected to the output end of the second motor via the first gear set and be drive connected to the second drive shaft via the second gear set.
  • the clutch device can be arranged between the first gear set and the second gear set in the axial direction, so as to avoid occupying additional axial space.
  • the radial position of each component of the transmission mechanism can fall within the axial projection range of the first motor and/or the second motor, so as to avoid expanding the radial layout space occupied by the power system.
  • the above-mentioned technical problems are also solved by a power system for a hybrid vehicle according to the present invention.
  • the control method is used to control the power system with the above features to switch between different driving modes.
  • the control method includes: before the clutch device is switched from the disengaged state to the engaged state, if the rotational speed of the first transmission shaft is lower than a predetermined rotational speed, outputting torque from the engine and/or the first motor to reduce the rotational speed of the first transmission shaft to increasing to a predetermined rotational speed, wherein the predetermined rotational speed is greater than the rotational speed of the second propeller shaft by a predetermined difference; and stopping the torque output of the engine and/or the first electric machine, and switching the clutch device from a disengaged state to an engaged state.
  • the clutch device can smoothly complete the speed synchronization process between the two drive shafts by using the drag force on the side of the engine and the first motor, thereby reducing the impact on the clutch device. This is especially applicable when a device with a low synchronization capability such as a jaw synchronizer is used as the clutch device.
  • the clutch device before the clutch device is switched from the disengaged state to the engaged state, if the rotational speed of the first transmission shaft is higher than a predetermined rotational speed, the negative torque is generated by the first electric motor to reduce the rotational speed of the first transmission shaft to a predetermined rotational speed; and stopping the torque output of the first motor, and switching the clutch device from a disengaged state to an engaged state.
  • the drag force of the two can be used to reduce the rotation speed of the first transmission shaft to a predetermined rotation speed, but in the case that the switching needs to be completed quickly, the first motor can also be used to Negative torque is output, thereby rapidly reducing the rotational speed of the first transmission shaft to a predetermined rotational speed.
  • Figure 1 shows a schematic diagram of a power system according to an exemplary embodiment of the present invention
  • Figure 2 shows a schematic diagram of a power system according to another exemplary embodiment of the present invention.
  • FIG. 3 shows a graph of a control method according to an exemplary embodiment of the present invention.
  • a powertrain system for a hybrid vehicle may include an engine E (internal combustion engine) and two electric machines.
  • the two motors include a first motor M1 and a second motor M2.
  • M1 can generate electricity as needed when the engine is started; the M2 motor can generate electricity for energy recovery when the vehicle is braking, which can be specifically implemented according to the vehicle strategy.
  • the clutch device C may be a jaw synchronizer.
  • a jaw synchronizer typically engages and disengages drive gears on two drive shafts through an axially movable sleeve to selectively connect or disconnect torque transmission between the two drive shafts.
  • the jaw synchronizer has a simple structure and low cost.
  • the power system may further include an actuator GA.
  • the actuator GA can be, for example, various suitable actuating mechanisms such as electromagnetic, hydraulic, and mechanical, and is used to drive the tooth sleeve of the jaw clutch to move between the engaged position and the disengaged position.
  • the engine E is arranged coaxially with the first transmission shaft 1 .
  • the output end of the engine E can be directly connected to the first transmission shaft 1 in a torsionally fixed manner, or can also be indirectly connected to the first transmission shaft 1 via a device such as a shock absorber D, so that the output end of the engine E can be connected to the first transmission shaft 1.
  • Torque is transmitted between shaft 1.
  • the engine E can be arranged on the side of the first transmission shaft 1 opposite to the second transmission shaft 2 in the axial direction.
  • the first motor M1 is arranged coaxially on the radially outer side of the first transmission shaft 1 , and the first transmission shaft 1 passes through the center of the first motor M1 .
  • An output end of the first electric motor M1 (for example, a rotor support or a rotor shaft) is drivingly connected to the first transmission shaft 1 , so that torque can be transmitted between the first electric motor M1 and the first transmission shaft 1 .
  • This connection can be direct or indirect.
  • the output end of the first motor M1 is directly connected to the first transmission shaft 1 in a torque-proof manner.
  • the output of the engine E is thus connected via the first transmission shaft 1 to the output of the first electric machine M1 .
  • the first electric machine M1 may be located between the engine E and the clutch device C in the axial direction.
  • the damper D may be located between the engine E and the first electric machine M1 in the axial direction.
  • the second electric machine M2 is also arranged coaxially with the two transmission shafts.
  • the output end of the second motor M2 (for example, the rotor support or the rotor shaft) is in transmission connection with the second transmission shaft 2 .
  • the output end of the second motor M2 can be directly connected to the second transmission shaft 2 in a torque-proof manner, or the output end of the second motor M2 can also be indirectly connected to the second transmission shaft 2 via an additional transmission mechanism.
  • the power system further includes a transmission mechanism composed of two gear sets and a third transmission shaft 3 .
  • the third transmission shaft 3 is arranged parallel to the first transmission shaft 1 and the second transmission shaft 2 .
  • the output end of the second motor M2 is connected to the third transmission shaft 3 through the first gear set 4 of the two gear sets, and the third transmission shaft 3 is connected to the third transmission shaft 3 through the second gear set 5 of the two gear sets.
  • Two transmission shafts are connected by transmission.
  • the first gear set 4 may comprise two gears which are fixedly arranged on the output end of the second electric machine M2 and the third transmission shaft 3 respectively, and may additionally comprise additional gears arranged between these two gears, these The gears mesh with each other.
  • the second gear set 5 may comprise two gears arranged in a rotationally fixed manner on the second transmission shaft 2 and the third transmission shaft 3, respectively, and may additionally comprise an additional gear arranged between these two gears, These gears mesh with each other.
  • a planetary gear set arranged coaxially to the first transmission shaft 1 and the second transmission shaft 2 can also be used as a transmission. Through these transmission mechanisms, the transmitted rotational speed can be changed as required.
  • FIG. 2 shows another exemplary embodiment of a power system according to the invention.
  • the power system further includes a planetary gear set 6 connected between the first motor M1 and the first transmission shaft 1 .
  • the planetary gear set 6 is arranged as a whole coaxially with the first transmission shaft 1 .
  • the planetary gear set 6 may be arranged between the first motor M1 and the second motor M2 in the axial direction.
  • the planetary gear set 6 can also be arranged axially between the engine E (or the shock absorber D) and the first electric machine M1.
  • the first electric machine M1 is connected to the first transmission shaft 1 via the planetary gear set 6 .
  • the planetary gear set 6 is capable of transmitting torque between the first motor M1 and the first transmission shaft 1 , and can change the rotational speed of the transmitted torque as required.
  • the engine E, the two motors and the clutch device are coaxially arranged, which can reduce the occupied radial space.
  • the axial space occupied can be further reduced by optimizing the arrangement of the motor. This contributes to a compact powertrain layout.
  • the number of components in the drive train is small, and the clutch device C with a simple structure is used, which can reduce the production cost of the power system.
  • the power system can realize various driving modes. Regardless of the state of the clutch device C, the torque of the second electric motor M2 can always be transmitted to the wheels, and the engine E can always drive the first electric motor M2 to generate electricity to charge the battery.
  • this driving mode is called a series mode.
  • this driving mode is called a pure electric mode.
  • the clutch device C is in the disengaged state, if the engine E, the first motor M1 and the second motor M2 are not working, the vehicle is stationary, and this operating mode is called a stationary mode.
  • the reverse operation of the vehicle can usually only be performed by the second electric machine M2.
  • the clutch device C is in a disengaged state. This driving mode is called reverse mode.

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

Abstract

本发明涉及一种用于混合动力车辆的动力***和控制方法。该动力***包括发动机、第一电机、第二电机、离合装置、第一传动轴和第二传动轴，发动机的输出端和第一电机的输出端分别与第一传动轴传动连接，第二电机的输出端与第二传动轴传动连接。其中，发动机、第一电机、第二电机、第一传动轴和第二传动轴同轴布置，离合装置同轴地布置在第一传动轴与第二传动轴之间，从而能够选择性地连通或断开第一传动轴与第二传动轴之间的传动连接。本发明的动力***和控制方法具有改进的布局方式。

Description

用于混合动力车辆的动力***和控制方法 技术领域
本发明涉及车辆技术领域。具体地，本发明涉及一种用于混合动力车辆的动力***和控制方法。
背景技术
随着能源和环境问题的凸显，新能源技术越来越受到重视。新能源车辆技术由此快速发展。当前，采用发动机(内燃机)和电机共同驱动的混合动力车辆是新能源车辆中最受关注的类型之一。混合动力车辆通常采用专用的动力***布局设计。在现有技术中，存在许多不同的混合动力***布局方式。这些动力***主要由一个发动机、两个电机、离合器和相应的传动机构等组成。其中，一个电机位于离合器的前端并且与发动机传动连接，而另一个电机位于离合器的后端并且与车轮传动连接。发动机和两个电机的输出轴通常是平行布置的，并且经由复杂的传动机构来相互连接。这使得动力***的部件数量非常多，占用的空间较大，并且成本较高。此外，这种动力***通常采用滑摩离合器，其结构复杂并且成本较高。
发明内容
因此，本发明需要解决的技术问题是，提供一种用于混合动力车辆的动力***和控制方法。
上述技术问题通过根据本发明的一种用于混合动力车辆的动力***而得到解决。该动力***包括发动机、第一电机、第二电机、离合装置、第一传动轴和第二传动轴，发动机的输出端和第一电机的输出端分别与第一传动轴传动连接，第二电机的输出端与第二传动轴传动连接。其中，发动机、第一电机、第二电机、第一传动轴和第二传动轴同轴布置，离合装置同轴地布置在第一传动轴与第二传动轴之间，从而能够选择性地连通或断 开第一传动轴与第二传动轴之间的传动连接。通过将发动机、两个电机和两个传动轴同轴地布置，可以减小动力***所需要占用的径向空间，从而实现紧凑的动力***布局。
根据本发明的一个优选实施例，离合装置可以为牙嵌式同步器。使用牙嵌式同步器来代替现有技术中通常使用的滑摩离合器，可以显著简化部件结构，从而减少布局空间，同时还可以降低生产成本。
根据本发明的另一优选实施例，离合装置可以在轴向上布置在第一传动轴和第二传动轴的相对的端部之间。在这种布局方式中，两个传动轴可以直接沿轴向对齐，并且二者的相应端部彼此相对地邻近布置。离合装置可以直接将两个相对的端部抗扭连接或分离。
根据本发明的另一优选实施例，该动力***还可以包括同轴地布置在第一传动轴径向外侧的行星齿轮组，第一电机的输出端可以经由行星齿轮组与第一传动轴传动连接。通过行星齿轮组可以在有限的空间布局中实现较大的传动比，从而可以根据需要改变第一电机的输入/输出转速。
根据本发明的另一优选实施例，第一电机可以在轴向上布置在发动机与第二电机之间。这种布置顺序与扭矩的传递路径一致。
根据本发明的另一优选实施例，第二电机可以同轴地布置在第一传动轴的径向外侧，第一传动轴可转动地延伸穿过第二电机，第二电机在轴向上布置在第一电机与离合装置之间。在这种情况下，发动机、第一电机、第二电机和离合装置沿轴向依次布置。第二电机可以具有中心空腔，以便第一传动轴通过。此时，第二电机虽然连接到离合装置后端的第二传动轴，但是并不直接布置在第二传动轴的径向外侧。
根据本发明的另一优选实施例，该动力***还可以包括将第二电机与第二传动轴传动连接的传动机构，该传动机构和离合装置的轴向位置至少部分地重合。传动机构可以根据需要改变第二电机的输入/输出转速。通过将第二电机布置在第一传动轴的径向外侧，再通过传动机构来连接第二电机与第二传动轴，使得传动机构和离合装置可以共用轴向空间，从而可以使动力***的轴向布局更加紧凑。
根据本发明的另一优选实施例，该传动机构可以包括第三传动轴、第 一齿轮组和第二齿轮组，第三传动轴可以与第一传动轴及第二传动轴平行地布置，第三传动轴可以经由第一齿轮组与第二电机的输出端传动连接并且经由第二齿轮组与第二传动轴传动连接。优选地，离合装置可以在轴向上布置在第一齿轮组与第二齿轮组之间，从而避免占用额外的轴向空间。此外，该传动机构的各个部件的径向位置可以落入第一电机和/或第二电机的轴向投影范围内，从而避免扩大动力***所占用的径向布局空间。
上述技术问题还通过根据本发明的一种用于混合动力车辆的动力***而得到解决。该控制方法用于控制具有上述特征的动力***在不同的驱动模式之间切换。其中，该控制方法包括：在离合装置从分离状态向接合状态切换之前，如果第一传动轴的转速低于预定转速，则通过发动机和/或第一电机输出扭矩来将第一传动轴的转速提高至预定转速，其中，该预定转速为比第二传动轴的转速大预定差值的转速；和停止发动机和/或第一电机的扭矩输出，并且将离合装置从分离状态切换至接合状态。通过适当地设置预定差值，可以使离合装置利用发动机和第一电机一侧的拖曳力来平顺地完成两个传动轴之间的转速同步过程，从而减少对离合装置的冲击。这尤其适用于使用牙嵌式同步器等同步能力较低的装置作为离合装置的情况。
根据本发明的一个优选实施例，在离合装置从分离状态向接合状态切换之前，如果第一传动轴的转速高于预定转速，则通过第一电机产生负扭矩来将第一传动轴的转速降低至预定转速；和停止第一电机的扭矩输出，并且将离合装置从分离状态切换至接合状态。在发动机和第一电机都不工作的情况下，可以通过二者的拖曳力来将第一传动轴的转速降低至预定转速，但是在需要快速完成切换的情况下，也可以通过第一电机来输出负扭矩，从而将第一传动轴的转速快速地降低至预定转速。
附图说明
以下结合附图进一步描述本发明。图中以相同的附图标记来代表功能相同的元件。其中：
图1示出根据本发明的一个示例性实施例的动力***的示意图；
图2示出根据本发明的另一示例性实施例的动力***的示意图；和
图3示出根据本发明的一个示例性实施例的控制方法的曲线图。
具体实施方式
以下将结合附图描述根据本发明的动力***和控制方法的具体实施方式。下面的详细描述和附图用于示例性地说明本发明的原理，本发明不限于所描述的优选实施例，本发明的保护范围由权利要求书限定。
根据本发明的实施例，提供了一种用于混合动力车辆的动力***。该动力***可以包括发动机E(内燃机)和两个电机。两个电机包括第一电机M1和第二电机M2。其中，M1可以在发动机启动时，根据需要进行发电；M2电机可以在车辆制动时发电来进行能量回收，这具体可以根据整车策略来执行。
图1示出了根据本发明的一个示例性实施例的动力***的示意图。如图1所示，该动力***还包括同轴布置的两个传动轴以及用于选择性地连通或断开两个传动轴的离合装置C。这两个传动轴分别称为第一传动轴1和第二传动轴2。其中，第一传动轴1用于与发动机E的输出端连接，而第二传动轴2用于与车轮(未示出)连接(直接连接或者经由例如差速器或齿轮组等其他装置间接连接)。离合装置C与两个传动轴同轴地布置在二者之间，特别是布置在二者的相对的端部之间，从而能够在接合状态下传递扭矩。
在本发明的优选实施例中，离合装置C可以是牙嵌式同步器。牙嵌式同步器通常通过能够轴向移动的齿套来接合和分离两个传动轴上的传动齿轮，从而选择性地连通或断开两个传动轴之间的扭矩传递。相对于滑摩离合器，牙嵌式同步器的结构简单并且成本低廉。为了控制牙嵌式离合器的接合或分离状态，该动力***还可以包括执行器GA。执行器GA例如可以是电磁、液压、机械等各种适合的致动机构，用于驱动牙嵌式离合器的齿套在接合位置与分离位置之间移动。
发动机E与第一传动轴1同轴地布置。发动机E的输出端可以直接抗扭连接到第一传动轴1，或者也可以经由例如减振器D等装置间接地连接到第一传动轴1，使得可以在发动机E的输出端与第一传动轴1之间传递 扭矩。优选地，发动机E可以在轴向上布置在第一传动轴1的与第二传动轴2相对的一侧。
第一电机M1同轴地布置在第一传动轴1的径向外侧，第一传动轴1从第一电机M1的中心穿过。第一电机M1的输出端(例如转子支架或转子轴)与第一传动轴1传动连接，使得可以在第一电机M1与第一传动轴1之间传递扭矩。这种连接可以是直接或间接的。在图1所示的实施例中，第一电机M1的输出端直接与第一传动轴1抗扭连接。发动机E的输出端从而经由第一传动轴1与第一电机M1的输出端连接。第一电机M1可以在轴向上位于发动机E与离合装置C之间。减振器D可以在轴向上位于发动机E与第一电机M1之间。
第二电机M2也与两个传动轴同轴地布置。第二电机M2的输出端(例如转子支架或转子轴)与第二传动轴2传动连接。第二电机M2的输出端可以与第二传动轴2直接抗扭连接，或者，第二电机M2的输出端也可以经由附加的传动机构间接地连接到第二传动轴2。例如，在图1所示的实施例中，该动力***还包括由两个齿轮组和第三传动轴3组成的传动机构。第三传动轴3与第一传动轴1及第二传动轴2平行地布置。第二电机M2的输出端经由这两个齿轮组中的第一齿轮组4与第三传动轴3传动连接，而第三传动轴3经由这两个齿轮组中的第二齿轮组5与第二传动轴2传动连接。第一齿轮组4可以包括分别抗扭地布置在第二电机M2的输出端和第三传动轴3上的两个齿轮，并且另外还可能包括布置在这两个齿轮之间的附加齿轮，这些齿轮相互啮合。类似地，第二齿轮组5可以包括分别抗扭地布置在第二传动轴2和第三传动轴3上的两个齿轮，并且另外还可能包括布置在这两个齿轮之间的附加齿轮，这些齿轮相互啮合。替代地，也可以使用与第一传动轴1及第二传动轴2同轴地布置的行星齿轮组作为传动机构。通过这些传动机构，可以根据需要改变所传递的转速。
为了使动力***的布局更加紧凑，如图1所示，在优选的实施例中，第二电机M2可以同轴地布置在第一传动轴1的径向外侧，而第一传动轴1可转动地延伸穿过第二电机M2。为此，第二电机M2具有中空的结构。在这种情况下，第二电机M2在轴向上布置在第一电机M1与离合装置C 之间。此时，连接第二电机M2与第二传动轴2的传动机构和离合装置C的轴向位置可以至少部分地重合。这使得传动机构和离合装置C可以共用轴向空间，从而减少动力***所需要占用的轴向空间。特别地，当该传动机构为如上结合图1所述的齿轮组和第三传动轴3时，离合装置C可以在轴向上布置在第一齿轮组4与第二齿轮组5之间。
图2示出了根据本发明的动力***的另一示例性实施例。与图1所示的实施例相比，图2所示的实施例的主要差别在于，该动力***还包括连接在第一电机M1与第一传动轴1之间的行星齿轮组6。行星齿轮组6整体上与第一传动轴1同轴地布置。如图2所示，行星齿轮组6可以在轴向上布置在第一电机M1与第二电机M2之间。替代地，行星齿轮组6也可以在轴向上布置在发动机E(或减振器D)与第一电机M1之间。第一电机M1经由行星齿轮组6连接到第一传动轴1。行星齿轮组6能够在第一电机M1与第一传动轴1之间传递扭矩，并且可以根据需要改变所传递的扭矩的转速。
根据本发明的动力***的发动机E和两个电机以及离合装置同轴地布置，可以减小所占用的径向空间。此外，通过电机布置方式的优化，还可以进一步减少所占用的轴向空间。这有助于实现紧凑的动力***布局。在上述布局中，传动系中的部件数量较少，同时使用结构简单的离合装置C，可以降低动力***的生产成本。
在上述各个实施例中，该动力***均可以实现多种不同的驱动模式。无论离合装置C处于何种状态，第二电机M2的扭矩始终能够传递到车轮，而发动机E始终能够驱动第一电机M2产生电力来给电池充电。
当离合装置C处于接合状态时，第一传动轴1与第二传动轴2之间的传动连接或扭矩传递路径连通，发动机E和/或第一电机M1的扭矩能够经由第一传动轴1和离合装置C传递到第二传动轴2，进而传递到车轮。此时，车轮可以由发动机E、第一电机M1、第二电机M2共同驱动。这种驱动模式称为并联模式。
当离合装置C处于分离状态时，第一传动轴1与第二传动轴2之间的传动连接或扭矩传递路径断开，发动机E和/或第一电机M1的扭矩不能经 由第一传动轴1和离合装置C传递到第二传动轴2，只有第二电机M2能够驱动车轮。无论车辆处于行驶状态还是静止状态，发动机E都可以驱动第一电机M1来给电池充电。在车辆处于静止状态时，只有在离合装置C分离的情况下才可以通过第一电机M1来给电池充电。当离合装置C处于分离状态时，如果第二电机M2驱动车轮同时发动机E驱动第一电机M1来给电池充电，则这种驱动模式称为串联模式。当离合装置C处于分离状态时，如果第二电机M2驱动车轮同时发动机E和第一电机M1不工作，则这种驱动模式称为纯电模式。当离合装置C处于分离状态时，如果发动机E、第一电机M1和第二电机M2均不工作，则车辆静止，这种运行模式称为静止模式。
此外，车辆的倒车运行通常只能由第二电机M2来执行。此时，离合装置C处于分离状态。这种驱动模式称为倒车模式。
根据本发明的实施例，还提供了一种用于上述动力***的控制方法。在该动力***中，发动机E和第一电机M1的扭矩与第二传动轴2的连通或断开动作由离合装置C来执行。但有些离合装置、特别是上述的牙嵌式同步器的同步能力较低，在该离合装置执行接合或分离动作时，离合装置的部件可能承受较大的冲击而出现故障，例如牙嵌式同步器的齿套上的啮合齿可能发热并且断裂。通过该控制方法可以有效解决这种问题。
根据该控制方法，在离合装置C从分离状态向接合状态切换之前，首先可以将第一传动轴1的转速调整至某个预定转速，该预定转速略微高于第二传动轴2的转速。在第一传动轴1的转速达到预定转速之后，可以在发动机E和第一电机M1不工作(不输出扭矩)的情况下完成离合装置C的接合过程。由于第一传动轴1的转速略微高于第二传动轴2的转速，因此发动机E和/或第一电机M1产生的拖曳力有助于平顺地完成离合装置C的接合过程。
在该控制方法中，在离合装置C从分离状态向接合状态切换之前，动力***可以初始地在纯电模式、串联模式或静止模式下运行。图3示出了根据该控制方法的转速变化曲线图。例如，如图3所示，动力***初始地在串联模式下运行，车轮匀速地正向转动，离合装置C处于分离状态，发 动机E、第一电机E1和第二电机E2分别处于工作状态。如图3中的实线所示，在离合装置C从分离状态向接合状态切换之前，如果第一传动轴1的转速低于预定转速，则通过发动机E和/或第一电机M1输出扭矩来将第一传动轴1的转速提高至预定转速(图3中的转速改变阶段)。其中，预定扭矩为比第二传动轴2的转速大预定差值的转速。在第一传动轴1的转速达到预定转速之后，停止发动机E和/或第一电机M1的扭矩输出，并且将离合装置C从分离状态切换至接合状态(图3中的接合过程)。在接合过程中，发动机E和第一电机M1不工作，从而只能对第二传动轴2产生拖曳力。在完成接合过程之后，两个传动轴的转速实现同步，动力***进入并联模式。之后在分离过程中，由于两个传动轴的转速本来是同步的，离合装置C可以直接开始分离。
如图3中的虚线所示，如果在离合装置C从分离状态向接合状态切换之前，第一传动轴1的转速高于预定转速，则可以直接停止发动机E和/或第一电机M1的扭矩输出，使得二者不工作。发动机E和第一电机M1的拖曳力可以使二者的转速逐渐降低至预定转速。然后可以进行离合装置C的接合过程。在这种情况下，如果需要加快模式切换的过程，也可以通过第一电机M1回收能量并且产生负扭矩来将第一转动轴1的转速快速降低至预定转速。然后可以停止第一电机M1的扭矩输出，在发动机E和第一电机M1不工作的情况下完成离合装置C的接合过程。
通过根据本发明的控制方法，可以有效避免离合装置的损坏，从而提高动力***的可靠性和安全性。
虽然在上述说明中示例性地描述了可能的实施例，但是应当理解到，仍然通过所有已知的和此外技术人员容易想到的技术特征和实施方式的组合存在大量实施例的变化。此外还应该理解到，示例性的实施方式仅仅作为一个例子，这种实施例绝不以任何形式限制本发明的保护范围、应用和构造。通过前述说明更多地是向技术人员提供一种用于转化至少一个示例性实施方式的技术指导，其中，只要不脱离权利要求书的保护范围，便可以进行各种改变，尤其是关于所述部件的功能和结构方面的改变。
附图标记表
1  第一传动轴
2  第二传动轴
3  第三传动轴
4  第一齿轮组
5  第二齿轮组
6  行星齿轮组
C  离合装置
D  减振器
E  发动机
GA 执行器
M1 第一电机
M2 第二电机

Claims (11)

  1. 一种用于混合动力车辆的动力***，包括发动机(E)、第一电机(M1)、第二电机(M2)、离合装置(C)、第一传动轴(1)和第二传动轴(2)，所述发动机(E)的输出端和所述第一电机(M1)的输出端分别与所述第一传动轴(1)传动连接，所述第二电机(M2)的输出端与所述第二传动轴(2)传动连接，
    其特征在于，
    所述发动机(E)、所述第一电机(M1)、所述第二电机(M2)、所述第一传动轴(1)和所述第二传动轴(2)同轴布置，所述离合装置(C)同轴地布置在所述第一传动轴(1)与所述第二传动轴(2)之间，从而能够选择性地连通或断开所述第一传动轴(1)与所述第二传动轴(2)之间的传动连接。
  2. 根据权利要求1所述的动力***，其特征在于，所述离合装置(C)为牙嵌式同步器。
  3. 根据权利要求1所述的动力***，其特征在于，所述离合装置(C)在轴向上布置在所述第一传动轴(1)和所述第二传动轴(2)的相对的端部之间。
  4. 根据权利要求1所述的动力***，其特征在于，所述动力***还包括同轴地布置在所述第一传动轴(1)径向外侧的行星齿轮组(6)，所述第一电机(M1)的输出端经由所述行星齿轮组(6)与所述第一传动轴(1)传动连接。
  5. 根据权利要求1-4中任一项所述的动力***，其特征在于，所述第一电机(M1)在轴向上布置在所述发动机(E)与所述第二电机(M2)之间。
  6. 根据权利要求5所述的动力***，其特征在于，所述第二电机(M2)同轴地布置在所述第一传动轴(1)的径向外侧，所述第一传动轴(1)可转动地延伸穿过所述第二电机(M2)，所述第二电机(M2)在轴向上布置在所述第一电机(M1)与所述离合装置(C)之间。
  7. 根据权利要求6所述的动力***，其特征在于，所述动力***还包括将所述第二电机(M2)与所述第二传动轴(2)传动连接的传动机构，所述传动机构和所述离合装置(C)的轴向位置至少部分地重合。
  8. 根据权利要求7所述的动力***，其特征在于，所述传动机构包括第三传动轴(3)、第一齿轮组(4)和第二齿轮组(5)，所述第三传动轴(3)与所述第一传动轴(1)及所述第二传动轴(2)平行地布置，所述第三传动轴(3)经由所述第一齿轮组(4)与所述第二电机(M2)的输出端传动连接并且经由所述第二齿轮组(5)与所述第二传动轴(2)传动连接。
  9. 根据权利要求8所述的动力***，其特征在于，所述离合装置(C)在轴向上布置在所述第一齿轮组(4)与所述第二齿轮组(5)之间。
  10. 一种控制方法，用于控制根据权利要求1至9中任一项所述的动力***在不同的驱动模式之间切换，其特征在于，所述控制方法包括：
    在所述离合装置(C)从分离状态向接合状态切换之前，如果所述第一传动轴(1)的转速低于预定转速，则通过所述发动机(E)和/或所述第一电机(M1)输出扭矩来将所述第一传动轴(1)的转速提高至所述预定转速，其中，所述预定转速为比所述第二传动轴(2)的转速大预定差值的转速；和
    停止所述发动机(E)和/或所述第一电机(M1)的扭矩输出，并且将所述离合装置(C)从分离状态切换至接合状态。
  11. 根据权利要求10所述的控制方法，其特征在于，在所述离合装置(C)从分离状态向接合状态切换之前，如果所述第一传动轴(1)的转速高于所述预定转速，则通过所述第一电机(M1)产生负扭矩来将所述第一传动轴(1)的转速降低至所述预定转速；和
    停止所述第一电机(M1)的扭矩输出，并且将所述离合装置(C)从分离状态切换至接合状态。
PCT/CN2021/139348 2021-12-17 2021-12-17 用于混合动力车辆的动力***和控制方法 WO2023108660A1 (zh)

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CN113173067A (zh) * 2021-06-08 2021-07-27 上海爱跻企业管理咨询合伙企业(有限合伙) 一种混合动力装置、控制***及汽车
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CN112389188A (zh) * 2017-11-23 2021-02-23 舍弗勒技术股份两合公司 包含两个电机和一个内燃机的混合动力总成***
CN111386205A (zh) * 2017-12-19 2020-07-07 舍弗勒技术股份两合公司 混合动力驱动系和具有该混合动力驱动系的车辆
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