CN107054053B

CN107054053B - Three-clutch driving device of hybrid electric vehicle and control method

Info

Publication number: CN107054053B
Application number: CN201710048170.0A
Authority: CN
Inventors: 林华中; 吕浚潮; 邓定红; 蔡良正
Original assignee: Zhejiang Meikeda Motorcycle Co ltd
Current assignee: Zhejiang Meikeda Motorcycle Co ltd
Priority date: 2017-01-21
Filing date: 2017-01-21
Publication date: 2023-06-20
Anticipated expiration: 2037-01-21
Also published as: CN107054053A

Abstract

The invention provides a three-clutch driving device of a hybrid electric vehicle and a control method, and belongs to the technical field of locomotives. It solves the problem of how to improve the power transmission efficiency. The device comprises an engine, a control module, a first clutch, a third clutch, a primary transmission mechanism, a final transmission mechanism, a planetary mechanism, a first motor and a second motor, wherein the first motor is connected with the engine through the third clutch, the engine is connected with the primary transmission mechanism through the first clutch, the primary transmission mechanism and the second motor are connected with the planetary mechanism, the second motor is connected with the second clutch, the planetary mechanism is connected with an output chain, and the control module is electrically connected with the first motor, the second motor, the engine, the first clutch, the second clutch and the third clutch. A, receiving an accelerator opening signal and outputting a rotating speed signal; B. determining the working modes of a first motor, a second motor and an engine according to the current running state of the vehicle; C. and calculating and outputting a control command according to the rotation speed torque relation. The device and the method improve the power transmission efficiency.

Description

Three-clutch driving device of hybrid electric vehicle and control method

Technical Field

The invention belongs to the technical field of locomotives, and relates to a three-clutch driving device of a hybrid electric vehicle and a control method.

Background

In the prior art, the engine participates in the whole running state, so that the engine works in different running states, particularly in low-speed and idle-speed states of a vehicle, the working condition of the engine is poor, the emission is poor, and the environmental pollution is serious. Work groups of the engine under good turning and load conditions can lead to low working efficiency of the engine, so that the cost of using the vehicle can be increased along with the increase of the oil price. The principle of the existing CVT continuously variable transmission is that a plurality of groups of gears with different sizes are separated and combined under the control, so that different speed ratios are formed. The existing CVT stepless speed change structure cannot solve the problem of belt slipping due to different thrust generated by gears with different sizes, so that the problem of poor power transmission efficiency in the existing structure occurs.

The prior Chinese patent literature discloses a hybrid electric vehicle with the application number of CN201510134343.1 and a driving control method and a driving control device thereof, wherein the method comprises the steps of obtaining the current gear of the hybrid electric vehicle, the current electric quantity of a power battery and the gradient of a road where the current electric quantity is located; judging whether the hybrid electric vehicle is in a sliding start-stop zone or not according to the current gear of the hybrid electric vehicle, the current electric quantity of the power battery and the gradient of the current road; if the hybrid electric vehicle is in the sliding start-stop interval, further acquiring the current speed of the hybrid electric vehicle; and controlling the hybrid electric vehicle to enter a small-load stop function or a small-load fire extinguishing function according to the current vehicle speed. The driving control method and the driving control device can increase the electric quantity recovery, increase the driving mileage of the whole vehicle, improve the economic performance and reduce the oil consumption. However, the motor can only be used as a motor, the generator can be used as a generator, and the motor drives the motor to charge the battery. It can be seen that in this solution the motor only acts to replace part of the engine in a suitable time, while the generator only acts purely to generate electricity when the engine is in excess. Therefore, the motor and the generator cannot coordinate the torque and the rotating speed of the engine, so that the engine cannot always work in a good rotating speed and load state, and the power transmission efficiency is required to be enhanced.

Disclosure of Invention

The invention provides a three-clutch driving device and a control method for a hybrid electric vehicle aiming at the problems existing in the prior art. The device and the control method solve the problem of how to effectively improve the power transmission efficiency.

The invention is realized by the following technical scheme: the three-clutch driving device for the hybrid electric vehicle comprises an engine, an output chain, a control module, a first clutch, a third clutch, a primary transmission mechanism, a final transmission mechanism, a planetary mechanism and a first motor and a second motor which can adjust and switch the functions of a generator and a motor according to the control module, wherein the control module is used for receiving a vehicle state signal, then making control judgment and outputting a control instruction.

The control module makes a judgment according to the received vehicle state signal, the vehicle starts by the motor II operating as a motor and runs at a low speed, at the moment, the clutch I is grounded to enable the motor I to work, the motor I and the engine do not work in the low-speed running process, the clutch III does not require, the clutch II does not work to enable the clutch II to store a release state, and the motor II works to output driving torque and rotating speed; in the acceleration process, the first clutch and the second clutch are in a release state, and the third clutch works to enable the first motor to be combined with the engine. The first motor works as a motor to drive the engine to start, and the second motor works in a motor state. When the engine works in a stable economic rotating speed area, the first clutch is released, the third clutch works to enable the first motor to be combined with the engine, the first motor is used as a motor to be converted with the generator to adjust the torque and the rotating speed of the engine, and the second clutch is grounded, so that the second motor does not work; meanwhile, a motor II of the motor I is regulated according to the speed and the load condition in the running process of the vehicle and can work as a motor or a generator. At this time, the first clutch and the second clutch are kept in the released state all the time. When the motor I and the motor II are used as generators, the motor I and the motor II are driven by the engine to start. The electric machine, whether acting as a generator or as a motor, acts to coordinate torque to the engine. The first motor is thus directly connected to the engine via the shaft, so that the rotational speeds of the first motor and the engine remain consistent. The motor II can simultaneously adjust the torque and the rotating speed of the engine by connecting the planetary mechanism with the output end of the engine. The torque and the rotating speed of the engine are coordinated under different working modes of the motor I and the motor II serving as generators and motors, the clutch I and the clutch II are separated from driving when the engine or the motor II does not need to work, and the clutch III plays a role of separating from a connecting shaft of the engine when the motor I does not work. The first clutch and the second clutch are used for reducing friction and internal consumption and improving transmission efficiency. And the planetary mechanism can coordinate the torque and the rotating speed from positive and negative directions so as to achieve the purpose of enhancing the power transmission efficiency. Therefore, the engine always works in a good rotating speed and load state, the emission of the engine is reduced, and the fuel economy is improved.

In the hybrid vehicle three-clutch driving device, the planetary mechanism comprises a sun gear, a planet wheel and an inner gear ring, wherein the sun gear is meshed with the planet wheel, the planet wheel is meshed with the inner gear ring, the output end shaft of the primary transmission mechanism is connected with the planet carrier of the planet wheel, the motor two shafts are connected with the sun gear, and the inner gear ring is connected with the output chain through the final transmission mechanism. When the first clutch is released, the torque and the rotating speed of the engine are transmitted to the planetary gear through the primary transmission mechanism in a first-stage speed reduction mode, the torque and the rotating speed of the second motor in a second-release state of the clutch are transmitted to the sun gear through the shaft, the planetary mechanism receives the running torque and the rotating speed of the engine and the second motor and transmits the running torque and the rotating speed of the engine from the annular gear to the final transmission mechanism, and the final transmission mechanism drives the rear sprocket through the output chain so that the torque and the rotating speed of the engine are influenced by the torque and the rotating speed of the second motor. Therefore, the transmission efficiency of the engine is improved, the running state of the engine is coordinated through the motor I and the motor II, so that the engine is in a good rotating speed and load state as much as possible, the emission of the engine is reduced, and the fuel economy is improved.

In the above hybrid vehicle three-clutch driving device, the control module includes a controller, an accelerator opening sensor, an engine rotational speed torque sensor, an MG1 rotational speed torque sensor disposed on the first motor, an MG2 rotational speed torque sensor disposed on the second motor, and a rear wheel output rotational speed sensor disposed on the rear wheel output shaft, where the accelerator opening sensor, the engine rotational speed torque sensor, the MG1 rotational speed torque sensor, the MG2 rotational speed torque sensor, and the rear wheel output rotational speed sensor are respectively electrically connected to the controller input end, and the controller output end is respectively connected to the first motor, the second motor, the engine, the first clutch, the second clutch, and the third clutch. The MG1 rotational speed torque sensor detects the rotational speed and torque of the first motor, the MG2 rotational speed torque sensor detects the rotational speed and torque of the second motor, and the controller determines the load condition of the vehicle according to the accelerator opening sensor, and determines whether the current running speed of the vehicle is in a low speed, medium speed or high speed state according to the output rotational speed detected by the rear wheel output rotational speed sensor. Thus, the working and running conditions of the engine, the first motor, the second motor, the first clutch, the second clutch and the third clutch in the state are determined. And meanwhile, the controller calculates the rotating speed and the torque required to be reached by the first motor according to the received signals, compares the rotating speed and the torque of the first motor with the rotating speed and the torque of the first motor which are currently detected, and judges whether to output corresponding control instructions to the first motor and the third clutch. The controller calculates the rotation speed and torque required by the engine to be reached according to the received signals, compares the rotation speed and torque of the engine with the rotation speed and torque of the engine detected currently and judges whether to output corresponding control instructions to the engine and the clutch I. The same controller calculates the rotation speed and torque needed to be achieved by the second motor in the current state, compares the rotation speed and torque with the torque and rotation speed of the second motor which are fed back by the current detection, and judges whether to output corresponding control instructions to the second motor and the second clutch.

In the hybrid vehicle three-clutch driving device, the device further comprises a storage battery, and the first motor and the second motor are electrically connected with the storage battery. When the first motor and the second motor work as motors, the storage battery supplies electric energy to enable the motors to normally operate, and when the first motor and the second motor work as generators, the storage battery is charged.

In the hybrid vehicle three-clutch driving device, the control module further comprises an electric quantity sensor arranged on the storage battery, and the electric quantity sensor is connected to the input end of the controller. Meanwhile, the controller receives a storage battery electric quantity signal in real time, monitors the storage battery electric quantity in real time, performs idle stop to control the motor I to do generator work when the storage battery electric quantity is too low and is below a warning line, the motor II idles, the clutch I and the clutch II do not work and are in a loosening state, and the clutch III works to enable the motor I to be combined with an engine connecting shaft. During operation, for example, in a long-time high-speed high-load operation state, the first clutch and the second clutch are not in a release state, and the third clutch works to enable the first motor to be combined with the engine connecting shaft. When the engine works and the motor I and the motor II work as motors, the power consumption of the storage battery is large and easy to consume too fast. At the moment, the real-time monitoring of the electric quantity of the storage battery can enable the vehicle to reduce the speed to enable the motor II to generate power or finally idle stop, so that the storage battery is protected from feeding, and the service life of the storage battery is prolonged.

The three-clutch driving control method for the hybrid electric vehicle is characterized by comprising the following steps of:

A. receiving an accelerator opening signal detected by an accelerator opening sensor in real time and an output rotating speed signal detected by a rear wheel output rotating speed sensor;

B. determining the load conditions of the vehicle to be divided into small load and large load through throttle opening comparison analysis, determining the running speed of the vehicle to be divided into parking, low speed and high speed through comparison analysis output rotating speed data, matching the running speed with the load conditions to correspond to the current running state of the vehicle, and determining the working modes of a motor I, a motor II, an engine, a clutch I, a clutch II and a clutch III according to the current running state of the vehicle;

C. and B, calculating the required first motor rotating speed and torque according to the relation between the rotating speed and the torque in the working mode determined in the step B, comparing the required second motor rotating speed and torque with the current fed back first motor rotating speed and torque to determine and output a control command of the first motor and the third clutch, comparing the required second motor rotating speed and torque with the fed back second motor rotating speed and torque to determine and output a control command of the second motor and the second clutch, and comparing the required engine rotating speed and torque with the fed back engine rotating speed and torque to determine and output a control command of the first motor and the first clutch.

The control module judges and matches the working mode according to the received vehicle state signal, determines a relation formula of the rotating speed and the torque according to the connection structure of the driving device under the corresponding mode, calculates the needed first rotating speed and the needed torque of the motor, the needed second rotating speed and the needed torque of the motor, the needed first rotating speed and the needed torque of the engine, the current first rotating speed and the current torque of the motor which are fed back are compared and determined, the control instructions of the first motor and the third clutch are output, the needed second rotating speed and the needed torque of the motor are compared and determined with the fed back second rotating speed and the torque of the motor, the second motor and the second clutch control instructions are output, and the needed rotating speed and the needed torque of the engine are compared with the fed back rotating speed and the torque of the engine to determine the control instructions of the engine and the first clutch. Therefore, the motor I and the motor II are controlled to respectively operate as motors or generators in different working modes, and whether the engine starts to work or not is also controlled. When the motor I and the motor II are used as generators, the motor I and the motor II are driven by the engine to start. The electric machine, whether acting as a generator or as a motor, acts to coordinate torque to the engine. The first motor is thus directly connected to the engine via the shaft, so that the rotational speeds of the first motor and the engine remain consistent. In the whole operation process, when the engine does not need to work, the first clutch is grounded, when the second motor does not work, the second clutch is grounded, when the first motor does not work, the third clutch enables the first motor to be separated from the engine connecting shaft, and the first clutch and the second clutch which are in the states of the rest engine and the second motor which need to work are in a release state. The state clutch III of the motor I which needs to work is used for closing the connection between the motor I and the engine. When the engine, the motor I and the motor II do not work, the engine, the motor I and the motor II are separated from the driving operation through the clutch I, the clutch III and the clutch II, so that friction and internal consumption are reduced, and power transmission efficiency is improved. The motor II can simultaneously adjust the torque and the rotating speed of the engine by connecting the planetary mechanism with the output end of the engine. The torque and the rotating speed of the engine are coordinated under different working modes of the motor I and the motor II serving as generators and motors, and the torque and the rotating speed of the planetary mechanism can be coordinated from positive and negative directions, so that the purpose of enhancing the power transmission efficiency is achieved. Therefore, the engine always works in a good rotating speed and load state, the emission of the engine is reduced, and the fuel economy is improved.

In the above-described hybrid vehicle three-clutch drive control method, the motor one, the motor two, the engine, and the rear wheel drive have the following formula relationship:

the rotation speed formula: w (W) _MG1 ＝W _ENG ，

Torque formula: (M) _ENG +M _MG1 )g ₁ ＝M _MG2 (k ₁ +1)

M _T ＝M _MG2 k ₁ g ₂

The torque and the rotating speed of the motor I are respectively M _MG1 、W _MG1 The torque and the rotating speed of the motor II are respectively M _MG2 、W _MG2 The torque and the rotation speed of the engine are respectively M _ENG 、W _ENG The driving moment and the angular velocity of the rear wheel are M _T 、W _T Characteristic constant k of planetary gear ₁ ＝Z ₃ /Z ₁ Wherein Z is ₃ For the number of teeth of the inner gear ring, Z ₁ G is the number of teeth of the sun gear ₁ G is the primary transmission ratio of the primary transmission mechanism ₂ Is the final gear ratio of the final drive. The required motor first rotation speed W can be calculated under a determined working mode according to a relation formula of the rotation speed and the torque corresponding to the motor first, the motor second, the engine and the rear wheel drive _MG1 And torque M _MG1 Two rotation speeds W of the motor are needed _MG2 And torque M _MG2 Required engine speed W _ENG And torque M _ENG Specific data support is improved for outputting control instructions, and the torque and the rotating speed of the engine can be coordinated with the first motor and/or the second motor simultaneously according to the running state of the vehicle. Therefore, the transmission efficiency is improved, so that the engine is in a good working state, the emission of the engine is reduced, and the fuel economy is improved.

In the third clutch driving control method of the hybrid electric vehicle, when the vehicle is in a low-speed state, the second motor is controlled to work as a motor, the first motor and the engine do not work, the first clutch is grounded, the second clutch is released, the third clutch does not need to be required, and the driving torque and the rotating speed are output by the second motor; when the vehicle is in a medium-speed low-load state, the first clutch and the second clutch are in a released state, the third clutch works to control the working output torque and the rotating speed of the engine, and the first motor and the second motor respectively do generator work and are respectively used for adjusting the torque of the engine; when the vehicle is in a medium-speed and heavy-load state, the first clutch and the second clutch are in a released state, the third clutch works to control the working output torque and the rotating speed of the engine, the first motor works as a motor to adjust the torque of the engine, and the second motor works as a generator to adjust the torque of the engine; when the vehicle is in a high-speed low-load state, the first clutch and the second clutch are in a released state, the third clutch works to control the working output torque and the rotating speed of the engine, the first motor works as a generator to adjust the torque of the engine, and the second motor works as a motor to adjust the rotating speed of the engine; when the vehicle is in a high-speed and heavy-load state, the first clutch and the second clutch are in a released state, the third clutch works to control the working output torque and the rotating speed of the engine, the first motor works as a motor to adjust the torque of the engine, and the second motor works as a motor to adjust the rotating speed and the torque of the engine. The method is matched with the working conditions of a motor I, a motor II, an engine, a clutch I, a clutch II and a clutch III in the current vehicle running state and the vehicle working mode, and the control is conveniently executed after the output command is calculated according to the formula, so that the output rotating speed and torque of the engine in different working modes can be intelligently controlled and coordinated to obtain the coordination of the motor I or/and the motor II timely and effectively according to the requirements, the transmission efficiency is improved, the engine is in a good working state, the emission of the engine is reduced, and the fuel economy is improved.

In the hybrid vehicle three-clutch driving control method, when the engine is started, the first clutch and the second clutch are in a released state, the third clutch works to control the engine to work, the first motor works as a motor to coordinate torque, and the second motor works as a motor to coordinate torque and rotating speed; in an economic rotating speed area of the engine, the first clutch is in a release state, the third clutch works to control the engine to work, the first motor is used for converting the motor and the generator to work and is used for coordinating torque, the second clutch is grounded, and the second motor does not work; in an economic torque area of the engine, the first clutch and the second clutch are in a release state, the third clutch does not work, the engine is controlled to work, the first motor does not work, and the second motor works to coordinate the output torque of the engine; in the economic rotating speed and torque area of the engine, the first clutch is in a release state, the engine is controlled to work in the economic rotating speed and torque area, the third clutch is not in work, the first motor is not in work, the second clutch is grounded, and the second motor is not in work.

The motor II is driven by the motor work output after the vehicle starts, namely in a low-speed state, when the speed exceeds a certain value, the motor I is driven to start the engine, and the working modes of the motor I and the motor II are readjusted according to the vehicle speed and the load after the engine is started. And meanwhile, the torque and the rotation speed of the motor II are not required to be adjusted in the economic rotation speed area of the engine, and the output rotation speed of the engine is just required by the existing driving. Only one motor pair is used for adjusting the torque of the engine. In an economic torque area of the engine, the second motor works to coordinate the output torque of the engine, and the output torque of the engine is just required by the existing drive; in the economic rotating speed and torque area of the engine, the engine is independently controlled to work in the economic rotating speed and torque area, and the first motor or the second motor is not required to adjust the torque and the rotating speed. In the whole process, the motor I, the motor II and the engine are always in a balanced state, so that the engine always works in a good rotating speed and load state, thereby reducing the emission of the engine and improving the fuel economy.

In the above-mentioned hybrid vehicle three-clutch driving control method, the controller further receives a battery power signal detected by the power sensor, when the battery power is less than a first threshold and the vehicle is in a high-speed and large-load state, the control mode is adjusted to a medium-speed and large-load mode, when the battery power is less than a second threshold, the control mode is entered into a medium-speed and low-load mode, if the battery power is less than a second threshold, the control mode is entered into an idle-stop state, when the control mode is in a stop state, the motor is operated in an idle-stop state, the motor is idle, the engine is operated, the first clutch and the second clutch are released, and the clutch is operated. The electric quantity of the storage battery is higher than the preset selection of the mode, for example, when the electric quantity of the storage battery is too low and is lower than a warning line, the idle stop clutch I and the idle stop clutch II are in a release state, and the clutch III works. In the mode switching process of the excessively low electric quantity, the idle stop mode, the medium-speed high-load mode, the medium-speed low-load mode, the first clutch and the second clutch are all in a released state, and the third clutch is closed. And the first motor is controlled to do generator work, the second motor idles, in the operation process, for example, in a long-time high-speed high-load operation state, the first motor and the second motor are used as motors to work, the power consumption of the storage battery is large and is easy to consume too fast, the power of the storage battery is less than a first threshold value, the second motor is charged, and if the power of the storage battery is still gradually reduced, the second motor is less than a second threshold value, the first motor and the second motor are charged simultaneously in a medium-speed low-load mode. However, when the load on the road surface is actually large, the medium speed and the low load cannot be operated and the electric quantity of the storage battery is smaller than the second threshold value, the idle stop can be performed, namely the stop charging is performed. The problems that the storage battery cannot feed electricity and the vehicle is insufficient in heavy load power or damaged are solved.

Compared with the prior art, the three-clutch driving device and the control method of the hybrid electric vehicle are provided. Has the following advantages:

1. the invention respectively connects the torque and the torque of the engine and the torque of the motor II through the planetary mechanism, coordinates the torque and the rotation of the engine through the conversion of the motor II as a generator and a motor to enable the engine to work in a good rotating speed and load state, and realizes the optimal power transmission power by connecting the motor I with a direct shaft of the engine and connecting the motor II through two transmission mechanisms by the planetary mechanism to finally output the driving force, thereby reducing the emission of the engine and improving the fuel economy.

2. According to the invention, when the engine and the motor II do not work, the clutch I, the clutch II and the clutch III are respectively disconnected for driving, so that friction and internal consumption are reduced, and the power transmission efficiency is improved.

3. The invention determines a rotational speed and torque relation formula through the connection relation of the driving device, and calculates the torque and rotational speed of the engine, the motor I and the motor II under the current vehicle speed and load state through the formula, thereby realizing accurate control of the engine, the motor I and the motor II, namely, the motor I and the motor II coordinate the rotational speed and the torque of the engine to enable the engine to work in good rotational speed and load state.

4. The invention can reduce the speed of the vehicle to make the second motor generate power or finally idle stop by monitoring the electric quantity of the storage battery and taking the electric quantity as one of the judging bases, thereby protecting the feeding condition of the storage battery and prolonging the service life of the storage battery.

Drawings

Fig. 1 is a schematic diagram of a driving device according to the present invention.

Fig. 2 is a block diagram of a control circuit of the present invention.

Fig. 3 is a control flow diagram of the present invention.

FIG. 4 is a schematic diagram of the torque relationship for clutch one grounded, clutch two released, and clutch three arbitrary.

FIG. 5 is a schematic diagram of torque relationship with clutch one released, clutch two grounded, and clutch three operating.

FIG. 6 is a schematic diagram of torque relationship with clutch one released, clutch two grounded, and clutch three inactive.

FIG. 7 is a schematic diagram of torque relationships with clutch one and clutch two released, and clutch three operating.

FIG. 8 is a schematic diagram of torque relationships with clutch one and clutch two released, and clutch three inactive.

Fig. 9 is a schematic diagram of the rotational speed relationship of the motor one, motor two and engine according to the present invention.

In the figure, an ECU and a controller; MG1, motor one; MG2, motor two; ENG, engine; g1, a primary transmission mechanism; g2, final drive; B. a planetary mechanism; t, rear wheel; CL1, clutch one; CL2, clutch II; CL3, clutch three; 2. a storage battery; 4. a control module; 5. a sun gear; 6. a planet wheel; 61. a planet carrier; 7. an inner gear ring; 11. an engine speed torque sensor; 12. MG1 rotational speed torque sensor; 13. MG2 rotational speed torque sensor; 14. a rear wheel output rotation speed sensor; 21. an electrical quantity sensor; 31. and an accelerator opening sensor.

Detailed Description

The following are specific embodiments of the present invention, and the technical solutions of the present invention are further described with reference to the accompanying drawings, but the present invention is not limited to these embodiments.

As shown in fig. 1-9, in this embodiment, the first CL1 and the second CL2 are normally closed clutches, and the third CL3 is a normally open clutch. The following control process is also performed based on the selection. The three-clutch driving device of the hybrid vehicle comprises an engine ENG, an output chain, a control module 4, a clutch one CL1, a clutch three CL3, a primary transmission mechanism G1, a final transmission mechanism G2, a planetary mechanism B, a motor one MG1 and a motor two MG2, wherein the control module 4 is used for receiving a vehicle state signal, then performing control judgment and outputting a control instruction, the motor one MG1 is connected with the engine ENG through a clutch three CL3 shaft, the engine ENG is connected with the primary transmission mechanism G1 through a clutch one CL1 shaft, the primary transmission mechanism G1 and the motor two MG2 are respectively connected with the planetary mechanism B through a clutch one CL1 shaft, the motor two MG2 is also connected with a clutch two CL2 through a shaft, the planetary mechanism B is connected with the output chain, and the control module 4 is electrically connected with the motor one MG1, the motor two MG2, the engine ENG, the clutch one CL1, the clutch two CL2 and the clutch three CL3. The planetary mechanism B comprises a sun gear 5, a planetary gear 6 and an inner gear ring 7, wherein the sun gear 5 is meshed with the planetary gear 6, the planetary gear 6 is meshed with the inner gear ring 7, the output end of the primary transmission mechanism G1 is connected with a planetary carrier 61 of the planetary gear 6 through a shaft, the motor two MG2 is connected with the sun gear 5 through a shaft, and the inner gear ring 7 is connected with an output chain through a final transmission mechanism G2. When the first clutch CL1 is released, the torque and the rotation speed of the engine ENG are transmitted to the planet wheel 6 through the primary transmission mechanism G1 in a first-stage speed reduction mode, the torque and the rotation speed of the second motor MG2 in a released state of the second clutch CL2 are transmitted to the sun wheel 5 through the shaft, the planetary mechanism B receives the running torque and the rotation speed of the engine ENG and the second motor MG2 and transmits the running torque and the rotation speed of the engine ENG to the final transmission mechanism G2 from the annular gear 7, and the final transmission mechanism G2 drives the rear chain wheel through an output chain so that the torque and the rotation speed of the engine ENG are influenced by the torque and the rotation speed of the second motor MG 2. Therefore, the transmission efficiency of the engine ENG is improved, the running state of the engine ENG is coordinated through the motor one MG1 and the motor two MG2, so that the engine ENG is in a good rotating speed and load state as much as possible, the emission of the engine ENG is reduced, and the fuel economy is improved.

The control module 4 includes a controller ECU, an accelerator opening sensor 31, an engine rotational speed torque sensor 11, an MG1 rotational speed torque sensor 12 provided on the motor one MG1, an MG2 rotational speed torque sensor 13 provided on the motor two MG2, and a rear wheel output rotational speed sensor 14 provided on the output shaft of the rear wheel T, where the accelerator opening sensor 31, the engine rotational speed torque sensor 11, the MG1 rotational speed torque sensor 12, the MG2 rotational speed torque sensor 13, and the rear wheel output rotational speed sensor 14 are electrically connected to the controller ECU input, respectively, and the controller ECU output is connected to the motor one MG1, the motor two MG2, the engine ENG, the clutch one CL1, the clutch two CL2, and the clutch three CL3, respectively. The MG1 rotation speed torque sensor 12 detects the rotation speed and torque of the motor one MG1, the MG2 rotation speed torque sensor 13 detects the rotation speed and torque of the motor two MG2, and the controller ECU determines the load condition of the vehicle based on the accelerator opening sensor 31, and determines whether the running speed of the vehicle is in a low speed, medium speed or high speed state based on the output rotation speed detected by the rear wheel output rotation speed sensor 14. Thus, the operating conditions of the engine ENG, the motor one MG1, the motor two MG2, the clutch one CL1, the clutch two CL2, and the clutch three CL3 in this state are determined. Meanwhile, the controller ECU calculates the rotation speed and torque required to be reached by the motor one MG1 according to the received signals, compares the rotation speed and torque of the motor one MG1 detected currently with the rotation speed and torque of the motor one MG1, and judges whether to output corresponding control instructions to the motor one MG1 and the clutch three CL3. The controller ECU calculates the rotation speed and torque required by the engine ENG to be reached according to the received signals, compares the rotation speed and torque of the engine ENG detected currently with the rotation speed and torque of the engine ENG detected currently, and judges whether to output corresponding control instructions to the engine ENG and the clutch CL 1. The same controller ECU calculates the rotation speed and torque needed to be achieved by the motor two MG2 in the current state, compares the rotation speed and the torque with the motor two MG2 torque and the rotation speed which are fed back by the current detection, and judges whether to output corresponding control instructions to the motor two MG2 and the clutch two CL 2.

The device also comprises a storage battery 2, and the motor one MG1 and the motor two MG2 are electrically connected with the storage battery 2. When the motor one MG1 and the motor two MG2 operate as motors, the battery 2 supplies electric energy to enable the motors to normally operate, and when the motor one MG1 and the motor two MG2 operate as generators, the battery 2 is charged. The control module 4 further includes an electric quantity sensor 21 disposed on the battery 2, and the electric quantity sensor 21 is connected to an input terminal of the controller ECU. Meanwhile, the ECU receives an electric quantity signal of the storage battery 2 in real time, monitors the electric quantity of the storage battery 2 in real time, performs idling stop to control the motor one MG1 to work as a generator when the electric quantity of the storage battery 2 is too low and is below a warning line, the motor two MG2 idles, the clutch one CL1 and the clutch two CL2 do not work in a loosening state, and the clutch three CL3 works to enable the motor one MG1 to be combined with an engine ENG connecting shaft. During operation such as long-term high-speed heavy-load operation, the first and second clutches CL1 and CL2 are not operated in the released state, clutch three CL3 is operated to combine motor one MG1 with the engine ENG connecting shaft. When the engine ENG is operated and the motor one MG1 and the motor two MG2 are operated as motors, the battery 2 is liable to consume a large amount of electricity too quickly. At this time, the real-time monitoring of the electric quantity of the storage battery 2 can reduce the speed of the vehicle to enable the motor two MG2 to generate power or finally perform idle stop, so that the feeding condition of the storage battery 2 is protected, and the service life of the storage battery 2 is prolonged.

The three-clutch driving control method of the hybrid vehicle comprises the following steps:

A. receiving an accelerator opening signal detected by an accelerator opening sensor 31 and an output rotation speed signal detected by a rear wheel output rotation speed sensor 14 in real time;

B. determining the load conditions of the vehicle to be divided into small load and large load through throttle opening comparison analysis, determining the running speed of the vehicle to be divided into parking, low speed and high speed through comparison analysis output rotation speed data, matching the running speed with the load conditions to correspond to the current running state of the vehicle, and determining the working modes of a motor one MG1, a motor two MG2, an engine ENG, a clutch one CL1, a clutch two CL2 and a clutch three CL3 according to the current running state of the vehicle;

C. and B, calculating the required motor one MG1 rotating speed and torque according to the relation between the rotating speed and the torque in the working mode determined in the step B, comparing the required motor one MG1 rotating speed and torque with the fed back current motor one MG1 rotating speed and torque to determine and output control instructions of the motor one MG1 and the clutch three CL3, comparing the required motor two MG2 rotating speed and torque with the fed back motor two MG2 rotating speed and torque to determine and output control instructions of the motor two MG2 and the clutch two CL2, and comparing the required engine ENG rotating speed and torque with the fed back engine ENG rotating speed and torque to determine and output control instructions of the engine ENG and the clutch one CL 1.

The motor one MG1, the motor two MG2, the engine ENG and the rear wheel T drive have the following formula relation:

the rotation speed formula: w (W) _MG1 ＝W _ENG ，

Torque formula: (M) _ENG +M _MG1 )g ₁ ＝M _MG2 (k ₁ +1)

M _T ＝M _MG2 k ₁ g ₂

The torque and the rotation speed of the motor-MG 1 are respectively M _MG1 、W _MG1 Torque and rotation speed of motor two MG2 respectivelyIs M _MG2 、W _MG2 The torque and rotation speed of engine ENG are respectively M _ENG 、W _ENG The driving torque and angular velocity of the rear wheel T are M _T 、W _T Characteristic constant k of planetary gear ₁ ＝Z ₃ /Z ₁ Wherein Z is ₃ For the number of teeth, Z, of the inner gear ring 7 ₁ G is the number of teeth of the sun gear 5 ₁ G is the primary transmission ratio of the primary transmission mechanism G1 ₂ Is the final gear ratio of the final drive G2. The required rotation speed W of the motor MG1 can be calculated under a determined working mode according to a relation formula of rotation speed and torque corresponding to the motor MG1, the motor MG2, the engine ENG and the rear wheel T _MG1 And torque M _MG1 Required motor two MG2 rotation speed W _MG2 And torque M _MG2 Required engine ENG rotation speed W _ENG And torque M _ENG Specific data support is improved for outputting control instructions, and the torque and the rotating speed of the engine ENG can be coordinated by the motor one MG1 and/or the motor two MG2 according to the running state of the vehicle. Thus, the transmission efficiency is improved, so that the engine ENG is in a good working state, and the emission of the engine ENG is reduced, thereby improving the fuel economy.

When the vehicle is in a low-speed state, controlling the motor two MG2 to work as a motor, enabling the motor one MG1 and the engine ENG not to work, enabling the clutch one CL1 to be grounded, enabling the clutch two CL2 to be released, enabling the clutch three CL3 not to be required, and outputting driving torque and rotating speed by the motor two MG 2; when the vehicle is in a medium-speed low-load state, the first clutch CL1 and the second clutch CL2 are in a release state, the third clutch CL3 works to control the working output torque and the rotating speed of the engine ENG, and the first motor MG1 and the second motor MG2 respectively do generator work and are respectively used for adjusting the torque of the engine ENG; when the vehicle is in a medium-speed and large-load state, the first clutch CL1 and the second clutch CL2 are in a release state, the third clutch CL3 works to control the working output torque and the rotating speed of the engine ENG, the first motor MG1 works as a motor to adjust the torque of the engine ENG, and the second motor MG2 works as a generator to adjust the torque of the engine ENG; when the vehicle is in a high-speed low-load state, the first clutch CL1 and the second clutch CL2 are in a release state, the third clutch CL3 works to control the working output torque and the rotating speed of the engine ENG, the first motor MG1 works as a generator to adjust the torque of the engine ENG, and the second motor MG2 works as a motor to adjust the rotating speed of the engine ENG; when the vehicle is in a high-speed and heavy-load state, the first clutch CL1 and the second clutch CL2 are in a release state, the third clutch CL3 works to control the working output torque and the rotating speed of the engine ENG, the first motor MG1 works to adjust the torque of the engine ENG, and the second motor MG2 works to adjust the rotating speed and the torque of the engine ENG. The working conditions of the motor one MG1, the motor two MG2, the engine ENG, the clutch one CL1, the clutch two CL2 and the clutch three CL3 in the current vehicle running state and the vehicle working mode are matched, and the control is conveniently executed after the output command is calculated according to a formula, so that the intelligent control coordination of the output rotating speed and the torque of the engine ENG in different working modes is achieved, the coordination of the motor one MG1 and/or the motor two MG2 can be timely and effectively obtained according to the needs, the transmission efficiency is improved, the engine ENG is in a good working state, the emission of the engine ENG is reduced, and the fuel economy is improved.

When the engine ENG is in a starting state, the first clutch CL1 and the second clutch CL2 are in a releasing state, the third clutch CL3 works to control the engine ENG to work, the first motor MG1 works as a motor to coordinate torque, and the second motor MG2 works as a motor to coordinate torque and rotating speed; in an economic rotation speed area of the engine ENG, the clutch one CL1 is in a release state, the clutch three CL3 works to control the engine ENG to work, the motor one MG1 does motor and generator conversion work for coordinating torque, the clutch two CL2 is grounded, and the motor two MG2 does not work; in an economic torque area of the engine ENG, the clutch one CL1 and the clutch two CL2 are in a release state, the clutch three CL3 does not work, the engine ENG is controlled to work, the motor one MG1 does not work, and the motor two MG2 works to coordinate the output torque of the engine ENG; in the economic rotation speed and torque area of the engine ENG, the clutch one CL1 is in a released state, the engine ENG is controlled to work in the economic rotation speed and torque area, the clutch three CL3 is not operated, the motor one MG1 is not operated, the clutch two CL2 is grounded, and the motor two MG2 is not operated. When the speed exceeds a certain value, the motor is driven to start the engine ENG, and the working modes of the motor one MG1 and the motor two MG2 are readjusted according to the speed and the load after the engine ENG is started. Meanwhile, in the economic rotation speed area of the engine ENG, the motor MG2 does not need to adjust the torque and the rotation speed, and the output rotation speed of the engine ENG is just required by the existing driving. Only motor MG1 makes torque adjustment to engine ENG. In the economic torque area of the engine ENG, the motor two MG2 works to coordinate the output torque of the engine ENG, and the output torque of the engine ENG is just required by the existing driving; in the economic rotation speed and torque area of the engine ENG, the engine ENG is independently controlled to work in the economic rotation speed and torque area, and the adjustment of the torque and rotation speed of the motor one MG1 or the motor two MG2 is not needed. In the whole process, the motor one MG1, the motor two MG2 and the engine ENG are always in a balanced state, so that the engine ENG always works in a good rotating speed and load state, thereby reducing the emission of the engine ENG and improving the fuel economy.

The controller ECU also receives a signal of the electric quantity of the battery 2 detected by the electric quantity sensor 21, adjusts the control mode to a medium speed large load when the electric quantity of the battery 2 is less than a first threshold value and the vehicle is in a high speed large load state, enters a medium speed low load mode when the electric quantity of the battery 2 is less than a second threshold value, if the vehicle is in the idle stop state, the motor one MG1 works, the motor two MG2 idles, the engine ENG works, the clutch one CL1 and the clutch two CL2 are released, and the clutch three CL3 works. The electric quantity of the battery 2 is higher than the predetermined selection of the mode, for example, when the electric quantity of the battery 2 is too low and is lower than the warning line, the idle stop clutch one CL1 and the clutch two CL2 are in a released state, and the clutch three CL3 works. In the mode switching process when the electric quantity is too low, the idle stop mode, the medium-speed high-load mode, the medium-speed low-load mode and the clutch one CL1 and the clutch two CL2 are all in a released state, and the clutch three CL3 is closed. The motor 1 is controlled to do generator work, the motor 2 idles, during the operation process, for example, the engine ENG works in a long-time high-speed large-load operation state, the motor 1 and the motor 2 are used as motors, the electricity consumption of the storage battery 2 is large and easy to consume too fast, the electricity consumption of the storage battery 2 is enabled to be lower than a first threshold value, the medium-speed large-load mode is entered, the motor 2 charges, and if the electricity consumption of the storage battery 2 is still gradually reduced, the situation that the motor 1 and the motor 2 are simultaneously charged in the medium-speed low-load mode is entered. But the idle stop can be performed when the load on the road surface is truly large, the medium speed and the low load cannot be operated and the amount of electricity of the battery 2 is smaller than the second threshold value, i.e. to perform a parking charge. The problems that the storage battery 2 cannot feed electricity and the vehicle is insufficient in large-load power or damaged are solved.

The following is the working principle of the three-clutch driving device and the control method of the hybrid electric vehicle:

the three-clutch driving device and the control method of the hybrid power vehicle are particularly suitable for two-wheeled motorcycles, three-wheeled motorcycles and small-sized vehicles. In the structure, a first motor MG1 is directly connected with an engine ENG through a third clutch CL3 in a shaft way, a second motor MG2 is started as a motor during starting, the second motor MG2 also operates as a motor under a low-speed state, the first motor MG1 and the engine ENG do not work, at the moment, the first clutch CL1 is grounded and works, the third clutch CL3 does not need any, and the second clutch CL2 does not work and is in a release state. When the engine ENG is ready to start in the vehicle speed rising process, the clutch one CL1 and the clutch two CL2 are in a release state, the clutch three CL3 works, at the moment, the motor one MG1 drives the engine ENG to start, and when the engine ENG starts to start and the engine ENG starts to work, the motor one MG1 and the motor two MG2 respectively do motor work for adjusting the torque and the rotating speed of the engine ENG. Meanwhile, the control module 4 makes a judgment and matches the working mode according to the received vehicle state signal in the running process of the vehicle, and determines a relation formula of the rotating speed and the torque according to the connecting structure of the hybrid power driving device in the corresponding mode, wherein the relation of the rotating speed and the torque among the motor one MG1, the motor two MG2 and the engine ENG is shown in the figures 4-9. The reference numerals in the figures and formulas are collectively expressed as: the torque of the motor-MG 1 is M _MG1 The rotation speed is W _MG1 The method comprises the steps of carrying out a first treatment on the surface of the The torque of the motor two MG2 is M _MG2 The rotation speed is W _MG2 The method comprises the steps of carrying out a first treatment on the surface of the Torque of engine ENG is M _ENG The rotation speed is W _ENG The method comprises the steps of carrying out a first treatment on the surface of the The driving moment of the rear wheel T is M _T The driving rotation speed of the rear wheel T is W _T Characteristic constant k of planetary gear ₁ ＝Z ₃ /Z ₁ Wherein Z is ₃ For the number of teeth, Z, of the inner gear ring 7 ₁ G is the number of teeth of the sun gear 5 ₁ G is the primary transmission ratio of the primary transmission mechanism G1 ₂ Is the final gear ratio of the final drive G2.

As can be seen from the torque relation diagram of fig. 4, when the first clutch CL1 is grounded and the second clutch CL2 is released, the third clutch CL3 is in an arbitrary state, the first motor MG1 and the engine ENG are not operated, and the output of the engine ENG is zero as a virtual base point, and the driving output torque is provided by the second motor MG2, thereby obtaining the following torque relation:

torque formula: m is M _T ＝M _MG2 k ₁ g ₂

Corresponding L1 in FIG. 9 shows the rotational speed relationship in the same operating state, where the engine ENG rotational speed is zero, then W _MG1 ＝W _ENG =0, while the rear wheel T output rotation speed is provided by the motor two MG2

The rotation speed formula:

the second case is that clutch one CL1 is released and clutch two CL2 is grounded; the clutch tricl 3 operates, and the torque relationship at this time is shown in fig. 5, and the rotational speed relationship is shown in L2 of fig. 9. Specifically, at this time, the motor two MG2 does not work, and the torque and the rotation speed of the rear wheel T are coordinated by the engine ENG to be output by the motor one MG 1.

The rear wheel T torque formula is expressed as:

the rotation speed relation formula: w (W) _MG1 ＝W _ENG ，

The third condition is that the first clutch CL1 is released and the second clutch CL2 is grounded; the clutch tricl 3 is not operated, and the torque relationship at this time is shown in fig. 6, and the rotational speed relationship is shown in L2 of fig. 9. Specifically, at this time, the motor two MG2 and the motor one MG1 do not operate, and the rear wheel TT torque and the rotation speed are independently output by the engine ENG.

The rear wheel TT torque formula is expressed as:

the rotation speed relation formula:

in the fourth case, the clutch one CL1 is released, the clutch two CL2 is released, and the clutch three CL3 is operated, so that the output torque of the motor two MG2, the torque of the motor one MG1 plus the engine ENG and the torque have a primary transmission ratio relationship, as can be seen from the torque relationship diagram of fig. 7 and the rotational speed relationship of L3 in fig. 9; at the same time expressed as

Torque formula (M) _ENG +M _MG1 )g ₁ ＝M _MG2 (k ₁ +1)

M _T ＝M _MG2 k ₁ g ₂

In FIG. 9, L3 represents the rotation speed relationship as W by a related formula _MG1 ＝W _ENG ，

In the fifth case, the clutch one CL1 is released, the clutch two CL2 is released, the clutch is not operated, the motor one MG1 is not operated, and the output torque of the motor two MG2 and the torque of the engine ENG have a primary gear ratio relationship, as can be seen from the torque relationship diagram of fig. 8 and the rotational speed relationship of L3 in fig. 9; at the same time expressed as

Torque formula

In FIG. 9, L3 represents the rotation speed relationship by a related formula

Similarly, in fig. 9, it can be intuitively seen whether the motor one MG1, the motor two MG2 and the engine ENG have a rotational speed relationship, and the clutch one CL1 and the clutch two CL2 are grounded and in a released state, so that the corresponding engine ENG and the motor two MG2 work. When the clutch three CL3 works, the motor one MG1 is combined with the engine ENG, and when the clutch three CL3 does not work, the motor one MG1 is separated from the connection of the engine ENG. When the first and second clutches CL1 and CL2 are both kept in the released state, the third clutch CL3 is operated to have a special state, i.e., an idle stop state, in which the engine ENG and the motor MG2 are idle to output M _T g ₂ And (5) the idle stop condition is zero.

From fig. 4-9, it can be seen that the transmission change of the driving device is stepless speed change, and the power transmission efficiency is obvious. The required motor one MG1 rotating speed and torque are calculated through the formula, the required motor two MG2 rotating speed and torque, the required engine ENG rotating speed and torque are compared with the current motor one MG1 rotating speed and torque fed back to determine and output control instructions of the motor one MG1 and the clutch three CL3, the required motor two MG2 rotating speed and torque are compared with the motor two MG2 rotating speed and torque fed back to determine and output control instructions of the motor two MG2 and the clutch two CL2, and the required engine ENG rotating speed and torque are compared with the engine ENG rotating speed and torque fed back to determine and output control instructions of the engine ENG and the clutch one CL 1. Therefore, the motor one MG1 and the motor two MG2 are controlled to respectively operate as motors or the engine ENG in different operation modes, and when the motor two MG2 does not operate, the clutch two CL2 operates to be grounded. It is also controlled whether engine ENG starts to operate or not and the corresponding clutch CL1 is operated. When the motor one MG1 and the motor two MG2 are used as generators, the motor ENG drives the motor one MG1 and the motor two MG2 to generate power. The motor-MG 1 functions as a motor or a generator to coordinate torque with the engine ENG. Motor one MG1 is thus directly connected to engine ENG via a shaft, resulting in motor one MG1 and engine ENG having rotation speeds that are always consistent. The motor two MG2 can simultaneously regulate the torque and the rotation speed of the engine ENG by connecting the planetary mechanism B with the output end of the engine ENG. The torque and the rotation speed of the engine ENG are coordinated under different working modes of the motor MG1 and the motor MG2 serving as a generator and a motor, and the planetary mechanism B can coordinate the torque and the rotation speed from positive and negative directions, so that the purpose of enhancing the power transmission efficiency is achieved. Therefore, the engine ENG always works under good rotating speed and load conditions, the emission of the engine ENG is reduced, and the fuel economy is improved.

The first clutch CL1, the second clutch CL2 and the third clutch CL3 can be realized by arbitrarily selecting a normally closed clutch or a normally open clutch. If the selection is not the selection corresponding to the embodiment, for example, the clutch one CL1 and the clutch two are normally open clutches, and the clutch three CL3 is normally closed, the actions of the clutch one CL1, the clutch two CL2 and the clutch three CL3 are controlled to be opposite to those in the embodiment. The best variation is that any other alternative ways of selecting the first CL1, the second CL2 and the third CL3 are within the scope of the present invention.

The specific embodiments described herein are offered by way of example only to illustrate the spirit of the invention. Those skilled in the art may make various modifications or additions to the described embodiments or substitutions thereof without departing from the spirit of the invention or exceeding the scope of the invention as defined in the accompanying claims.

Although terms such as the controller ECU, the motor one MG1, the motor two MG2, the engine ENG, the primary transmission mechanism G1, the final transmission mechanism G2, the planetary mechanism B, the rear wheel T, the clutch one CL1, the clutch two CL2, the clutch CL3, the three secondary batteries 2, the control module 4, the sun gear 5, the planetary gear 6, the carrier 61, the ring gear 7, the engine rotational speed torque sensor 11, the MG1 rotational speed torque sensor 12, the MG2 rotational speed torque sensor 13, the rear wheel output rotational speed sensor 14, the electric quantity sensor 21, the accelerator opening sensor 31 are used more herein, the possibility of using other terms is not excluded. These terms are used merely for convenience in describing and explaining the nature of the invention; they are to be interpreted as any additional limitation that is not inconsistent with the spirit of the present invention.

Claims

1. The three-clutch driving device of the hybrid electric vehicle comprises an Engine (ENG), an output chain, a control module (4) for receiving a vehicle state signal, then making control judgment and outputting a control instruction, and is characterized by further comprising a first clutch (CL 1), a third clutch (CL 3), a first primary transmission mechanism (G1), a final transmission mechanism (G2), a planetary mechanism (B) and a first motor (MG 1) and a second motor (MG 2) which can adjust and switch functions of a generator and a motor according to the control module (4), wherein the first motor (MG 1) is connected with the Engine (ENG) through the third clutch (CL 3) in a shaft manner, the Engine (ENG) is connected with the first primary transmission mechanism (G1) through the first clutch (CL 1) in a shaft manner, the first primary transmission mechanism (G1) and the second motor (MG 2) are respectively connected with the planetary mechanism (B) in a shaft manner, the second motor (MG 2) is also connected with the second clutch (CL 2) in a shaft manner, the planetary mechanism (B) is connected with the output chain in a manner, and the control module (4) is electrically connected with the first motor (MG 1), the second motor (MG 2), the Engine (ENG), the first clutch (CL 1) and the second clutch (CL 2) and the third clutch (CL 2) are respectively connected with the clutch 3 in a shaft manner; the control module (4) determines an operation mode of a motor I (MG 1), a motor II (MG 2), an Engine (ENG), a clutch I (CL 1), a clutch II (CL 2) and a clutch III (CL 3) according to the current vehicle running state, further calculates a required motor I (MG 1) rotating speed and torque, a required motor II (MG 2) rotating speed and torque according to the relation between the rotating speed and the torque in the determined operation mode, compares the required motor I (MG 1) rotating speed and torque with the fed back current motor I (MG 1) rotating speed and torque, determines and outputs control instructions of the motor I (MG 1) and the clutch III (CL 3), compares the required motor II (MG 2) rotating speed and torque with the fed back motor II (MG 2) rotating speed and torque, determines and outputs control instructions of the motor II (MG 2) and the clutch II (CL 2), compares the required motor II (ENG) rotating speed and torque with the fed back motor (ENG) rotating speed and torque, and determines and outputs control instructions of the motor II (ENG) and the clutch I).

2. The three-clutch driving device of a hybrid vehicle according to claim 1, wherein the planetary mechanism (B) includes a sun gear (5), a planetary gear (6) and an inner gear ring (7), the sun gear (5) is meshed with the planetary gear (6), the planetary gear (6) is meshed with the inner gear ring (7), an output end shaft of the primary transmission mechanism (G1) is connected with a planet carrier (61) of the planetary gear (6), a motor two (MG 2) shaft is connected with the sun gear (5), and the inner gear ring (7) is connected with an output chain through a final transmission mechanism (G2).

3. The hybrid vehicle three-clutch driving device according to claim 1 or 2, wherein the control module (4) includes a controller (ECU), an accelerator opening sensor (31), an engine rotational speed torque sensor (11), an MG1 rotational speed torque sensor (12) provided on a motor one (MG 1), an MG2 rotational speed torque sensor (13) provided on a motor two (MG 2), and a rear wheel output rotational speed sensor (14) provided on an output shaft of a rear wheel (T), the accelerator opening sensor (31), the engine rotational speed torque sensor (11), the MG1 rotational speed torque sensor (12), the MG2 rotational speed torque sensor (13), and the rear wheel output rotational speed sensor (14) are electrically connected to an input of the controller (ECU), and an output of the controller (ECU) is connected to the motor one (MG 1), the motor two (MG 2), the Engine (ENG), the clutch one (CL 1), the clutch two (CL 2), and the clutch three (CL 3), respectively.

4. The three-clutch driving device of a hybrid vehicle according to claim 1 or 2, further comprising a battery (2), wherein the first motor (MG 1) and the second motor (MG 2) are electrically connected to the battery (2).

5. The hybrid vehicle three-clutch driving device according to claim 4, wherein the control module (4) further includes an electric quantity sensor (21) provided on the battery (2), the electric quantity sensor (21) being connected to an input terminal of the controller (ECU).

6. The three-clutch driving control method for the hybrid electric vehicle is characterized by comprising the following steps of:

A. receiving an accelerator opening signal detected by an accelerator opening sensor (31) in real time and an output rotating speed signal detected by a rear wheel output rotating speed sensor (14);

B. determining the load conditions of the vehicle to be divided into small load and large load through throttle opening comparison analysis, determining the running speed of the vehicle to be divided into parking, low speed and high speed through comparison analysis output rotation speed data, matching the running speed with the load conditions to correspond to the current running state of the vehicle, and determining the working modes of a motor I (MG 1), a motor II (MG 2), an Engine (ENG), a clutch I (CL 1), a clutch II (CL 2) and a clutch III (CL 3) according to the current running state of the vehicle;

C. And B, calculating the required motor I (MG 1) rotating speed and torque according to the relation between the rotating speed and the torque in the working mode determined in the step B, comparing the required motor II (MG 2) rotating speed and torque with the current motor I (MG 1) rotating speed and torque fed back to determine and output control instructions of the motor I (MG 1) and the clutch III (CL 3), comparing the required motor II (MG 2) rotating speed and torque with the motor II (MG 2) rotating speed and torque fed back to determine and output control instructions of the motor II (MG 2) and the clutch II (CL 2), and comparing the required Engine (ENG) rotating speed and torque with the fed back Engine (ENG) rotating speed and torque to determine and output control instructions of the Engine (ENG) and the clutch III 1).

7. The hybrid vehicle three-clutch driving control method according to claim 6, characterized in that the motor one (MG 1), the motor two (MG 2), the Engine (ENG) and the rear wheel (T) drive have the following formula relationship therebetween:

the rotation speed formula: w (W) _MG1 ＝W _ENG ，

Torque formula: (M) _ENG +M _MG1 )g ₁ ＝M _MG2 (k ₁ +1)

M _T ＝M _MG2 k ₁ g ₂

The torque and the rotation speed of the motor one (MG 1) are respectively M _MG1 、W _MG1 The torque and the rotation speed of the motor two (MG 2) are respectively M _MG2 、W _MG2 The torque and rotational speed of the Engine (ENG) are M respectively _ENG 、W _ENG The driving moment and the angular velocity of the rear wheel (T) are M _T 、W _T Characteristic constant k of planetary gear ₁ ＝Z ₃ /Z ₁ Wherein Z is ₃ Is the number of teeth of the inner gear ring (7), Z ₁ G is the number of teeth of the sun gear (5) ₁ Is the primary transmission ratio of the primary transmission mechanism (G1), G ₂ Is the final gear ratio of the final drive (G2).

8. The hybrid vehicle three-clutch driving control method according to claim 6 or 7, characterized in that when the vehicle is in a low-speed state, the motor two (MG 2) is controlled to operate as a motor, the motor one (MG 1) and the Engine (ENG) are not operated, the clutch one (CL 1) is grounded, the clutch two (CL 2) is released, the clutch three (CL 3) is not required, and the driving torque and the rotational speed are output by the motor two (MG 2); when the vehicle is in a medium-speed low-load state, the first clutch (CL 1) and the second clutch (CL 2) are in a release state, the third clutch (CL 3) works, the Engine (ENG) is controlled to work and output torque and rotating speed, and the first motor (MG 1) and the second motor (MG 2) respectively do generator work and are respectively used for adjusting the torque of the Engine (ENG); when the vehicle is in a medium-speed and large-load state, the first clutch (CL 1) and the second clutch (CL 2) are in a release state, the third clutch (CL 3) works to control the working output torque and the rotating speed of the Engine (ENG), the first motor (MG 1) works as a motor to adjust the torque of the Engine (ENG), and the second motor (MG 2) works as a generator to adjust the torque of the Engine (ENG); when the vehicle is in a high-speed low-load state, the first clutch (CL 1) and the second clutch (CL 2) are in a release state, the third clutch (CL 3) works to control the working output torque and the rotating speed of the Engine (ENG), the first motor (MG 1) works as a generator to adjust the torque of the Engine (ENG), and the second motor (MG 2) works as a motor to adjust the rotating speed of the Engine (ENG); when the vehicle is in a high-speed and heavy-load state, the first clutch (CL 1) and the second clutch (CL 2) are in a released state, the third clutch (CL 3) works to control the working output torque and the rotating speed of the Engine (ENG), the first motor (MG 1) works to adjust the torque of the Engine (ENG), and the second motor (MG 2) works to adjust the rotating speed and the torque of the Engine (ENG).

9. The hybrid vehicle three-clutch driving control method according to claim 8, characterized in that, in a start-up state of the Engine (ENG), the first clutch (CL 1) and the second clutch (CL 2) are in a release state, the third clutch (CL 3) is operated, the Engine (ENG) is controlled to operate, the first motor (MG 1) is operated as a motor for coordinating torque, and the second motor (MG 2) is operated as a motor for coordinating torque and rotation speed; in an economic rotation speed region of an Engine (ENG), a first clutch (CL 1) is in a release state, a third clutch (CL 3) works to control the Engine (ENG) to work, a first motor (MG 1) performs motor and generator conversion work to coordinate torque, a second clutch (CL 2) is grounded, and a second motor (MG 2) does not work; in an economic torque area of the Engine (ENG), the first clutch (CL 1) and the second clutch (CL 2) are in a release state, the third clutch (CL 3) is not operated, the Engine (ENG) is controlled to operate, the first motor (MG 1) is not operated, and the second motor (MG 2) is operated to coordinate the output torque of the Engine (ENG); in the economic rotation speed and torque area of the Engine (ENG), the clutch one (CL 1) is in a released state, the Engine (ENG) is controlled to work in the economic rotation speed and torque area, the clutch three (CL 3) is not operated, the motor one (MG 1) is not operated, the clutch two (CL 2) is grounded, and the motor two (MG 2) is not operated.

10. The three-clutch driving control method of a hybrid vehicle according to claim 6, wherein the controller (ECU) further receives a battery (2) charge signal detected by a charge sensor (21), the control mode is adjusted to a medium speed large load when the battery (2) charge is less than a first threshold and the vehicle is in a high speed large load state, the medium speed low load mode is entered when the battery (2) charge is less than a second threshold, the idle stop state is entered if the vehicle is stopped, the motor one (MG 1) is operated, the motor two (MG 2) is idle, the Engine (ENG) is operated, the clutch one (CL 1) and the clutch two (CL 2) are released, and the clutch three (CL 3) is operated.