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CN110834622A - Hybrid power system of vehicle and control method of vehicle - Google Patents

Hybrid power system of vehicle and control method of vehicle Download PDF

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Publication number
CN110834622A
CN110834622A CN201911001481.7A CN201911001481A CN110834622A CN 110834622 A CN110834622 A CN 110834622A CN 201911001481 A CN201911001481 A CN 201911001481A CN 110834622 A CN110834622 A CN 110834622A
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CN
China
Prior art keywords
vehicle
power
engine
control
motor
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
CN201911001481.7A
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Chinese (zh)
Inventor
付磊
张昶
张天强
赵慧超
杨钫
王燕
赵永强
梁赫奇
赵东峰
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FAW Group Corp
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FAW Group Corp
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Publication date
Application filed by FAW Group Corp filed Critical FAW Group Corp
Priority to CN201911001481.7A priority Critical patent/CN110834622A/en
Publication of CN110834622A publication Critical patent/CN110834622A/en
Pending legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • 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
    • 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 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 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 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
    • 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
    • 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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/52—Driving a plurality of drive axles, e.g. four-wheel drive
    • 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
    • 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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/119—Conjoint control of vehicle sub-units of different type or different function including control of all-wheel-driveline means, e.g. transfer gears or clutches for dividing torque between front and rear axle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
    • B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/20—Control strategies involving selection of hybrid configuration, e.g. selection between series or parallel configuration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0657—Engine torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/08—Electric propulsion units
    • B60W2510/083—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/24—Energy storage means
    • B60W2510/242—Energy storage means for electrical energy
    • B60W2510/244—Charge state
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

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

Abstract

The invention belongs to the technical field of vehicle power systems, and discloses a vehicle hybrid power system and a vehicle control method. According to the hybrid power system, the engine, the first motor and the second motor are respectively arranged at the front shaft and the rear shaft of the vehicle, so that the vehicle can realize four-wheel drive, the control assembly can realize multiple drive modes such as pure electric, series connection and parallel connection by switching the connection state of the first power assembly and the second power assembly, the energy consumption efficiency of the power system is improved, and finally the problem of hybrid power of medium-sized and large-sized passenger cars is solved on the basis of considering the power performance, economy and cost.

Description

Hybrid power system of vehicle and control method of vehicle
Technical Field
The invention relates to the technical field of vehicle power systems, in particular to a hybrid power system of a vehicle and a control method of the vehicle.
Background
The dynamic property, the economical efficiency and the cost are important evaluation indexes of a power system scheme of the hybrid passenger vehicle, and the configuration is taken as one of core technologies of the hybrid and is closely related to the dynamic property, the economical efficiency and the cost.
The power system of the existing hybrid passenger vehicle has various configurations, such as a power splitting configuration taking a planetary gear as a core in Toyota, a series-parallel configuration taking a double motor and a simple electromechanical coupler as representatives in Honda, and a single motor P2 configuration taking popular DHT (Dedicated hybrid Transmission) as a representative. Each configuration scheme has respective advantages and disadvantages, for example, the Toyota power distribution configuration is complex, the production and development difficulty is high, and a speed change system is required to be additionally added when the Toyota power distribution configuration is applied to a large-scale passenger vehicle; the two motors of the Honda hybrid power configuration are large, the two motors are suitable for small and medium-sized passenger vehicles, for large vehicles such as medium and large SUVs, an electric drive system is required to be additionally arranged on a rear drive axle to form a multi-motor hybrid power system, the power of the motors is large, the cost and the volume are increased, and the improvement of the power performance is limited; the P2 configuration is applicable to various motorcycle types such as big, medium and small, but has because of some spare part technical difficulty is big, the higher scheduling problem of equipment cost. At present, the development of the hybrid power vehicle type of the large-scale passenger vehicle in China is less, the external dependence degree of key parts is higher, and the independent development of the large-scale hybrid power passenger vehicle in China is severely limited, so that a new configuration technology which meets the performance requirements of the vehicle, has lower cost and has commercialization potential is very important.
Disclosure of Invention
The invention aims to provide a hybrid system of a vehicle and a control method of the vehicle, which solve the problem of hybrid power conversion of medium-sized and large-sized passenger vehicles on the basis of considering power performance, economy and cost.
In order to achieve the purpose, the invention adopts the following technical scheme:
a hybrid power system of a vehicle comprises a first power assembly, a second power assembly, a power battery and a control assembly, wherein one of the first power assembly and the second power assembly is used for being connected with a front axle of the vehicle in a driving mode, and the other one of the first power assembly and the second power assembly is used for being connected with a rear axle of the vehicle in a driving mode;
the first power assembly comprises an engine, a clutch, a first motor and a first transmission, the engine is connected with the first motor through the clutch, the first motor is connected with the first transmission, and the engine and/or the first motor output power through the first transmission;
the second power assembly comprises a second motor and a second transmission, and the second motor is connected to the second transmission and outputs power through the second transmission;
the power battery is respectively connected with the first motor and the second motor;
the control assembly is respectively connected with the first power assembly, the second power assembly and the power battery in a control mode.
Preferably, the first power assembly is drivingly connected to a front axle of the vehicle and the second power assembly is drivingly connected to a rear axle of the vehicle.
Preferably, the output shaft of the first transmission is connected to a reduction gear of a front axle of the vehicle via a reduction mechanism, and the output shaft of the second transmission is connected to a reduction gear of a rear axle of the vehicle via a reduction mechanism.
Preferably, the first transmission and the second transmission are both two-gear transmissions, and a synchronizer is arranged between the speed change gears of two gears in the two-gear transmissions.
Preferably, the first motor and the second motor are respectively connected with an inverter, and the power battery is respectively connected with the two inverters through high-voltage wire harnesses.
Preferably, the control assembly comprises a vehicle control unit, an engine controller, a transmission controller, a motor controller and a battery management system;
the vehicle control unit, the engine controller, the transmission controller, the motor controller and the battery management system are connected with each other through a controller area network bus, the engine controller is connected with the engine in a control mode, the transmission controller is connected with the first transmission and the second transmission in a control mode, the motor controller is connected with the first motor and the second motor in a control mode, and the battery management system is connected with the power battery in a control mode.
A control method of a vehicle that controls the vehicle using a hybrid system of the vehicle described above, comprising:
the control component calculates the required driving torque and power according to the control information;
when the required driving power is smaller than the set discharge power limit value of the power battery, the control assembly controls the vehicle to enter a pure electric driving state;
in the pure electric driving state, the vehicle has multiple pure electric driving modes, and the control assembly controls the vehicle to enter one pure electric driving mode according to the control information;
after the driving force of the system is output to the wheel end of the vehicle in the corresponding driving mode, the control assembly judges whether the instant driving force meets the driving requirement or not according to the control information;
when the instantaneous driving force does not meet the driving demand, the control module recalculates the required driving torque and power according to the control information.
Preferably, after the control component calculates the required driving torque and power according to the control information, when the required driving power is not less than the set discharge power limit value of the power battery, the control component controls the engine to start;
when the instant speed of the vehicle is not less than the minimum speed directly driven by the engine, the control assembly controls the vehicle to enter an engine driving state;
in the engine driving state, the vehicle has a plurality of engine driving modes, and the control module controls the vehicle to enter one of the engine driving modes according to the control information.
Preferably, when the required driving power is not less than the set discharge power limit value of the power battery, and the instant vehicle speed of the vehicle is less than the minimum vehicle speed directly driven by the engine, the control assembly controls the vehicle to enter the series driving mode.
Preferably, in the direct-drive state of the engine, if the control information is a four-wheel-drive instruction, the control component controls the vehicle to enter a combined drive mode according to the control information;
if the control information is a non-four-wheel-drive instruction, the control assembly judges whether the direct-drive mode of the engine is better in economy compared with the series-drive mode;
if the economy is better, the control assembly controls the vehicle to enter an engine direct-drive mode, and if the economy is not better, the control assembly controls the vehicle to enter a series-drive mode.
The invention has the beneficial effects that:
set up respectively in the front axle and the rear axle department of vehicle through engine and first motor and second motor, make the vehicle can realize four wheel drive, on this basis, control assembly can be through switching the connection status of first power component and second power component, realize electricelectric, establish ties, many drive modes such as parallelly connected, promote driving system's energy consumption efficiency, finally can be on the basis of taking into account dynamic property, economic nature and cost, the problem of the hybrid of medium-and-large-scale passenger is solved, the design of two grades of speed reductions of engine is realized through the derailleur, under the simple prerequisite of compact structure, the cover surface of engine drive operating mode has been promoted, the acceleration performance of vehicle has been showing and has been promoted.
Drawings
FIG. 1 is a schematic structural diagram of one arrangement of a first power assembly according to an embodiment of the present invention;
FIG. 2 is a schematic structural diagram of another arrangement of the first power assembly according to the embodiment of the present invention;
FIG. 3 is a schematic structural diagram of a second power assembly in accordance with an embodiment of the present invention;
fig. 4 is a schematic configuration diagram of a hybrid system of a vehicle according to an embodiment of the invention;
fig. 5 is a control flowchart of a control method of a vehicle according to an embodiment of the present invention.
In the figure:
1. an engine; 2. a clutch; 3. a first motor; 4. a first transmission;
5. a second motor; 6. a second transmission;
7. a power battery;
8. a differential mechanism;
9. an inverter;
10. a parallel shaft type reduction gear pair;
11. a pair of cylindrical bevel gears;
100. a first-speed change gear; 200. a second speed change gear; 300. a synchronizer.
Detailed Description
Reference will now be made in detail to the embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar parts throughout or parts having the same or similar functions. The embodiments described below with reference to the drawings are illustrative and intended to be illustrative of the invention and are not to be construed as limiting the invention.
In the description of the present invention, unless otherwise expressly specified or limited, the terms "connected," "connected," and "fixed" are to be construed broadly, e.g., as meaning a fixed connection, a removable connection, a mechanical connection, an electrical connection, a direct connection, an indirect connection via an intermediary, a connection between two elements, or an interaction between two elements. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.
In the description of the present invention, unless otherwise expressly specified or limited, the first feature "on" or "under" the second feature may include the first feature and the second feature being in direct contact, or may include the first feature and the second feature being in contact not directly but with another feature therebetween. Also, the first feature being "on," "above" and "over" the second feature includes the first feature being directly on and obliquely above the second feature, or merely indicating that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature includes the first feature being directly under and obliquely below the second feature, or simply meaning that the first feature is at a lesser elevation than the second feature.
The technical scheme of the invention is further explained by the specific implementation mode in combination with the attached drawings.
As shown in fig. 1 to 4, the present invention provides a hybrid system of a vehicle, including a first power assembly, a second power assembly, a power battery 7 and a control assembly, one of the first power assembly and the second power assembly being for driving connection to a front axle of the vehicle and the other being for driving connection to a rear axle of the vehicle. The first power assembly comprises an engine 1, a clutch 2, a first motor 3 and a first transmission 4, the engine 1 is connected to the first motor 3 through the clutch 2, the first motor 3 is connected to the first transmission 4, the engine 1 and/or the first motor 3 outputs power through the first transmission 4, the second power assembly comprises a second motor 5 and a second transmission 6, the second motor 5 is connected to the second transmission 6 and outputs power through the second transmission 6, a power battery 7 is respectively connected to the first motor 3 and the second motor 5, and a control assembly is respectively in control connection with the first power assembly, the second power assembly and the power battery 7.
In the invention, the engine 1, the first motor 3 and the second motor 5 are respectively arranged at the front shaft and the rear shaft of the vehicle, so that the vehicle can realize four-wheel drive, on the basis, the control assembly can realize pure electric, series connection, parallel connection and other multi-drive modes by switching the connection state of the first power assembly and the second power assembly, the energy consumption efficiency of a power system is improved, and finally, the problem of hybrid power of medium-sized and large-sized passenger cars is solved on the basis of considering power performance, economy and cost.
In the present embodiment, the first power pack drives a differential 8 connected to the front axle of the vehicle, and the second power pack drives a differential 8 connected to the rear axle of the vehicle.
Specifically, the output shaft of the first transmission 4 is connected to a differential 8 on the front axle of the vehicle through a reduction mechanism, and the output shaft of the second transmission 6 is connected to a differential 8 on the rear axle of the vehicle through a reduction mechanism. As shown in fig. 1, when the engine 1, the clutch 2, the first electric machine 3 and the first transmission 4 are horizontally disposed, the speed reduction mechanism to which the first transmission 4 is correspondingly connected is a parallel shaft type speed reduction gear pair 10, and as shown in fig. 2, when the engine 1, the clutch 2, the first electric machine 3 and the first transmission 4 are vertically disposed, the speed reduction mechanism to which the first transmission 4 is correspondingly connected is a bevel cylindrical gear pair 11.
More specifically, the first transmission 4 and the second transmission 6 are two-gear transmissions, and a synchronizer 300 is disposed between the first-gear transmission gear 100 and the second-gear transmission gear 200 in the two-gear transmissions, and the synchronizer 300 is specifically an electronically controlled inertia type synchronizer, and is operated by an electronically controlled execution unit to determine the position thereof, specifically, there are three positions: first gear position, i.e. locking the first gear ratio gear 100 with the transmission input shaft; a second gear position, namely locking the second gear change gear 200 with the transmission input shaft; the neutral position, i.e., the synchronizer 300 is disposed intermediate the first-gear transmission gear 100 and the second-gear transmission gear 200, does not act as a lock. The above-mentioned design of realizing the two-gear speed reduction of engine 1 through the derailleur has promoted the coverage of engine 1 drive condition under compact structure's simple prerequisite, is showing the acceleration performance who has promoted the vehicle.
Specifically, the first motor 3 and the second motor 5 are respectively connected with one inverter 9, and the power battery 7 is respectively connected with the two inverters 9 through high-voltage wire harnesses to transmit driving/braking energy.
More specifically, as shown in fig. 4, the control assemblies include a vehicle control unit (HCU), an engine controller (EMS), a Transmission Controller (TCU), a Motor Controller (MCU), and a Battery Management System (BMS). The vehicle control unit, the engine Controller, the transmission Controller, the motor Controller and the battery management system are connected with each other through a Controller Area Network (CAN) bus, status information is transmitted, information interaction is carried out, data circulation and sharing are achieved on the Controller CAN bus, the engine Controller is connected with the engine 1 in a control mode, the transmission Controller is connected with the first transmission 4 and the second transmission 6 in a control mode, the motor Controller is connected with the first motor 3 and the second motor 5 in a control mode, and the battery management system is connected with the power battery 7 in a control mode. The vehicle controller judges the working mode of the power system by monitoring the vehicle state and combining with the demand input (including the travel of an accelerator pedal, the travel of a brake pedal and the like) and the like given by a driver through a vehicle man-machine interface and the like as control information, and sends commands to an engine controller, a transmission controller, a motor controller and a battery management system through a controller local area network bus according to the control strategy in each predefined mode. The engine controller, the transmission controller, the motor controller and the battery management system receive commands of the vehicle control unit, control the first power assembly, the second power assembly and the power battery 7 to respond to the demands, and finally convert the output of the first power assembly, the second power assembly and the power battery 7 into force at the wheel end to drive the vehicle to accelerate, decelerate or keep constant speed.
Alternatively, the hybrid system of the vehicle of the present invention may be applied to a plug-in hybrid vehicle type as well as to a non-plug-in hybrid vehicle type.
Alternatively, in the hybrid system of the vehicle of the present invention, the motor and the transmission may be split type or integrated type, and when the motor and the transmission are integrated, the arrangement space can be saved.
The hybrid power system of the vehicle specifically has a plurality of driving modes under the control of the control component: the hybrid power system comprises a pure electric drive mode, a series drive mode, an engine direct drive mode, a combined drive mode, a brake recovery mode and the like, wherein the series drive mode, the engine direct drive mode and the combined drive mode all need participation of the engine 1, and the engine 1 is in a drive state.
The details of the operation state of the hybrid system of the vehicle in each drive mode are as follows:
(1) pure electric drive mode: in the electric-only driving mode, the engine 1 is stopped, and the power battery 7 supplies all driving energy required by the vehicle. The hybrid power system of the vehicle can realize three pure electric drive modes, namely a pure electric front drive mode, a pure electric rear drive mode and a pure electric four-wheel drive mode.
The details of the various pure electric drive modes are as follows:
A) pure electric front drive mode: the clutch 2 is disconnected, and the first transmission 4 at the front shaft is arranged in first gear or second gear according to the vehicle speed and the driving force demand; the synchronizer 300 of the second transmission 6 at the rear axle is placed in the neutral position, i.e. the second transmission 6 is in neutral, and the second electric machine 5 of the rear axle is stopped.
B) Pure electric rear-drive mode: the clutch 2 is disengaged and the synchronizer 300 of the first transmission 4 at the front axle is placed in a neutral position, i.e. the first transmission 4 is placed in neutral; the second transmission 6 at the rear axle is placed in first gear or second gear according to the vehicle speed and the driving force demand.
C) Pure electric four-wheel drive mode: the clutch 2 is disengaged and both the first transmission 4 and the second transmission 6 are placed in first gear or second gear depending on the current vehicle speed and driving force demand.
(2) Series driving mode: in the series driving mode, the mechanical energy output from the engine 1 is converted into electric energy by the generator at the front axle, transmitted to the second electric machine 5 at the rear axle, and then converted into mechanical energy to drive the vehicle. The series mode has the characteristics that the output rotating speed and the torque of the engine 1 are decoupled from the driving force demand of the wheel electric end, and the engine 1 can freely work at a working point with high economical efficiency, so that good fuel economy is realized. In the present invention, the vehicle is rear-drive in the series drive mode. The series driving mode can be divided into two sub-modes of series following and series power generation according to different electric quantity states of the current battery. In the series following mode, the electric energy generated by the engine 1 is all used for driving wheels, while in the series generating mode, the electric energy generated by the engine 1 is larger than the requirement of the driving wheel end, and the electric energy exceeding the requirement of the driving is used for supplementing electric quantity to the power battery 7. Under the two sub-modes, the mechanical connection state of the first power assembly and the second power assembly is the same.
The operating states of the first and second power assemblies in the series drive mode are described as follows: the engine 1 is in driving condition, the clutch 2 is engaged, the generator is in generating mode, the first transmission 4 at the front axle is in neutral, i.e. its synchronizer 300 is in neutral position; the second electric machine 5 at the rear axle is in drive mode and the second transmission 6 at the rear axle is in first or second gear position according to the current vehicle speed and drive force demand.
(3) Direct drive mode of the engine: in the engine direct drive mode, the mechanical energy output by the engine 1 directly drives the front wheels through the first transmission 4 at the front axle, and the first transmission 4 is in a first gear or a second gear position according to the current vehicle speed and the driving force demand. In the engine direct drive mode, the vehicle is front wheel drive.
The direct-drive engine mode can be further divided into two sub-modes of independent direct drive and traveling power generation of the engine 1, the mechanical connection modes of power systems in the two modes are the same, and the difference is that the first motor 3 is in a follow-up rotation state in the independent drive mode; in the running power generation mode, a part of the torque output by the engine 1 is used for driving wheels, and a part of the torque is generated by the first motor 3 to supplement electric energy for the power battery 7.
(4) A combined driving mode: in the combined driving mode, the engine 1 and the motor jointly output mechanical energy to drive the vehicle. According to the difference of the motors participating in the driving, the combined driving mode can be divided into the following three modes:
A) the engine 1 is driven in conjunction with the first electric machine 3: in this mode, the clutch 2 is engaged, the engine 1 and the first motor 3 are both in a driving state, the driving force is output to the wheel end through the first transmission 4 at the front axle, and the first transmission 4 is placed in first gear or second gear according to the current vehicle speed and the driving force demand; the second electric machine 5 is in a standstill state and the second transmission 6 at the rear axle is in neutral. In this mode, the vehicle is forward-drive.
B) The engine 1 is driven in conjunction with the second electric machine 5: in this mode, the clutch 2 is engaged, the engine 1 is in a driving state, the first motor 3 rotates along with the engine, the driving force of the engine 1 is transmitted to wheels through the first transmission 4, and the first transmission 4 is placed in first gear or second gear according to the current vehicle speed and the driving force demand; the second electric machine 5 at the rear axle is in a driving state, and the second transmission 6 is placed in first gear or second gear according to the vehicle speed and the driving force demand. In this mode, the vehicle is four-drive.
C) The engine 1, the first motor 3 and the second motor 5 are jointly driven: in this mode, the clutch 2 is engaged, the engine 1, the first motor 3, and the second motor 5 are all in a driving state, and the transmissions of the front and rear axles are placed in first or second gear according to the vehicle speed and the driving force demand. In this mode, the vehicle is four-wheel drive and maximum drive capability of the powertrain can be achieved.
(5) A brake recovery mode: in this mode, the power system converts the kinetic energy of the vehicle into electrical energy, which is stored in the power battery 7. The braking recovery mode can be divided into three modes of recovering the first motor 3, recovering the second motor 5 and recovering the two motors simultaneously according to different motors for recovering electric energy.
Under the three recovery modes, the working states of each assembly are as follows:
A) the first motor 3 recovers: the clutch 2 is disconnected, the engine 1 is stopped, the first motor 3 is in a power generation state, and the first transmission 4 is in a first gear or a second gear according to the current vehicle speed and the braking force demand; the second electric machine 5 is in a standstill and the second transmission 6 at the rear axle is in neutral, i.e. its synchronizer 300 is put in a neutral position.
B) The second motor 5 recovers: the clutch 2 is disconnected, the engine 1 and the first motor 3 are in a stop state, and the first transmission 4 at the front shaft is in a neutral gear; the second motor 5 is in a power generation state, and the second transmission 6 at the rear axle is in a first gear or a second gear position according to the current vehicle speed and the braking force demand.
C) The first motor 3 and the second motor 5 are recovered at the same time: the clutch 2 is disconnected, the engine 1 is stopped, the first motor 3 and the second motor 5 are both in a power generation state, and the first transmission 4 and the second transmission 6 can be placed in a first gear or a second gear according to the current vehicle speed and the braking force demand.
TABLE 1 State of the Components in different drive modes
Figure BDA0002241456290000121
As shown in fig. 5, the present invention also provides a control method of a vehicle, which controls the vehicle by using the hybrid system of the vehicle, including the following control processes:
and S100, the control component calculates the required driving torque and power according to the control information.
After the vehicle is started, the vehicle control unit analyzes the driving demand of the driver according to the current vehicle speed, the opening degree of an accelerator pedal and other information, uses the driving demand as control information, and calculates the driving torque and the power demand corresponding to the control information.
And S200, judging whether the required driving power is smaller than the set discharging power limit value of the power battery 7 by the vehicle control unit.
When the required driving power is smaller than the set discharge power limit value of the power battery 7:
step one, the control assembly controls the vehicle to enter a pure electric driving state.
And step two, in the pure electric driving state, the vehicle has multiple pure electric driving modes, and the control assembly controls the vehicle to enter one pure electric driving mode according to the control information.
Specifically, if the vehicle control unit determines that the hybrid power system of the vehicle enters the pure electric drive mode, whether a driver sends a four-wheel drive demand to the hybrid power system of the vehicle through a human-computer interface of the vehicle is further detected, and if the four-wheel drive demand exists, the vehicle control unit enters the pure electric four-wheel drive mode in which the first motor 3 and the second motor 5 are driven simultaneously; and if no four-wheel drive is required, the system defaults to enter an electric rear-drive mode.
When the required driving power is not less than the set discharge power limit value of the power battery 7:
step one, the control component controls the engine 1 to start, so that the engine 1 participates in driving the vehicle.
And step two, the vehicle control unit judges whether the engine 1 can be directly driven according to the current vehicle speed.
When the instant vehicle speed of the vehicle is not less than the minimum vehicle speed directly driven by the engine 1, the control assembly controls the vehicle to enter the driving state of the engine 1.
In the engine 1 driving state, the vehicle has a plurality of engine 1 driving modes, and the control module controls the vehicle to enter one of the engine 1 driving modes according to the control information.
Specifically, in the direct-drive state of the engine 1, if the control information is a four-wheel-drive instruction, the control component controls the vehicle to enter a combined drive mode according to the control information; if the control information is a non-four-wheel-drive instruction, the control assembly judges whether the direct-drive mode of the engine is better in economy compared with the series-drive mode; if the economy is better, the control assembly controls the vehicle to enter an engine direct-drive mode, and if the economy is not better, the control assembly controls the vehicle to enter a series-drive mode.
When the required driving power is not less than the set discharge power limit value of the power battery 7 and the instant vehicle speed of the vehicle is less than the minimum vehicle speed directly driven by the engine, the control assembly controls the vehicle to enter a series driving mode.
And S300, after the driving force of the system is output to the wheel end of the vehicle in the corresponding driving mode, the control assembly judges whether the instant driving force meets the driving requirement or not according to the control information.
Specifically, whether the current driving force meets the requirement of the driver is judged according to the feedback of the driver (namely the change of an accelerator pedal), and if the current driving force meets the requirement of the driver, the current output state is maintained and the control process is ended; if not, returning to S100, and calculating the required driving torque and power by the control component according to the control information again to perform the next iteration.
According to the control method of the vehicle, the engine 1, the first motor 3 and the second motor 5 are respectively arranged at the front shaft and the rear shaft of the vehicle, so that the vehicle can realize four-wheel drive, on the basis, the control assembly can realize multiple drive modes such as pure electric, series connection and parallel connection by switching the connection state of the first power assembly and the second power assembly, the energy consumption efficiency of a power system is improved, and finally the problem of hybrid power of medium-large-sized passenger cars is solved on the basis of considering power performance, economy and cost.
It should be understood that the above-described embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not intended to limit the embodiments of the present invention. Other variations and modifications will be apparent to persons skilled in the art in light of the above description. And are neither required nor exhaustive of all embodiments. Any modification, equivalent replacement, and improvement made within the spirit and principle of the present invention should be included in the protection scope of the claims of the present invention.

Claims (10)

1. A hybrid system of a vehicle, characterized by comprising a first power assembly, a second power assembly, a power battery (7) and a control assembly, wherein one of the first power assembly and the second power assembly is used for driving and connecting to a front axle of the vehicle, and the other one is used for driving and connecting to a rear axle of the vehicle;
the first power assembly comprises an engine (1), a clutch (2), a first motor (3) and a first transmission (4), the engine (1) is connected to the first motor (3) through the clutch (2), the first motor (3) is connected to the first transmission (4), and the engine (1) and/or the first motor (3) outputs power through the first transmission (4);
the second power assembly comprises a second motor (5) and a second transmission (6), the second motor (5) is connected to the second transmission (6) and outputs power through the second transmission (6);
the power battery (7) is respectively connected with the first motor (3) and the second motor (5);
the control assembly is respectively connected with the first power assembly, the second power assembly and the power battery (7) in a control mode.
2. The hybrid powertrain system of claim 1, wherein the first power assembly is drivingly connected to a front axle of the vehicle and the second power assembly is drivingly connected to a rear axle of the vehicle.
3. A hybrid system of a vehicle according to claim 2, characterized in that the output shaft of the first transmission (4) is connected to a retarder of a front axle of the vehicle through a reduction mechanism, and the output shaft of the second transmission (6) is connected to a retarder of a rear axle of the vehicle through a reduction mechanism.
4. Hybrid powertrain system for a vehicle according to claim 1, characterized in that the first transmission (4) and the second transmission (6) are both two-speed transmissions in which a synchronizer (300) is arranged in the middle of the ratio gears of the two gears.
5. The hybrid system of the vehicle according to claim 1, characterized in that one inverter (9) is connected to each of the first motor (3) and the second motor (5), and the power battery (7) is connected to the two inverters (9) through high-voltage wire harnesses, respectively.
6. The hybrid system of a vehicle of any of claims 1-5, wherein the control assembly comprises a vehicle control unit, an engine controller, a transmission controller, a motor controller, and a battery management system;
the vehicle control unit, the engine controller, the transmission controller, the motor controller and the battery management system are connected with each other through a controller area network bus, the engine controller is connected with the engine (1) in a control mode, the transmission controller is connected with the first transmission (4) and the second transmission (6) in a control mode, the motor controller is connected with the first motor (3) and the second motor (5) in a control mode, and the battery management system is connected with the power battery (7) in a control mode.
7. A control method of a vehicle, characterized in that controlling the vehicle using the hybrid system of the vehicle of claim 6, comprises:
the control component calculates the required driving torque and power according to the control information;
when the required driving power is smaller than the set discharge power limit value of the power battery (7), the control assembly controls the vehicle to enter a pure electric driving state;
in the pure electric driving state, the vehicle has multiple pure electric driving modes, and the control assembly controls the vehicle to enter one pure electric driving mode according to the control information;
after the driving force of the system is output to the wheel end of the vehicle in the corresponding driving mode, the control assembly judges whether the instant driving force meets the driving requirement or not according to the control information;
when the instantaneous driving force does not meet the driving demand, the control module recalculates the required driving torque and power according to the control information.
8. The control method of a vehicle according to claim 7, characterized in that, after the control module calculates the required driving torque and power according to the control information, the control module controls the engine (1) to start when the required driving power is not less than the set limit value of the discharge power of the power battery (7);
when the instant vehicle speed of the vehicle is not less than the minimum vehicle speed directly driven by the engine (1), the control assembly controls the vehicle to enter a driving state of the engine (1);
in the driving state of the engine (1), the vehicle has a plurality of driving modes of the engine (1), and the control component controls the vehicle to enter one driving mode of the engine (1) according to the control information.
9. The control method of a vehicle according to claim 8, characterized in that the control module controls the vehicle to enter the series driving mode when the required driving power is not less than the set limit value of the discharge power of the power battery (7) and the instant vehicle speed of the vehicle is less than the minimum vehicle speed directly driven by the engine (1).
10. The control method of the vehicle according to claim 8, characterized in that in the direct-drive state of the engine (1), if the control information is a four-wheel-drive command, the control component controls the vehicle to enter a combined drive mode according to the control information;
if the control information is a non-four-wheel-drive instruction, the control assembly judges whether the direct-drive mode of the engine is better in economy compared with the series-drive mode;
if the economy is better, the control assembly controls the vehicle to enter an engine direct-drive mode, and if the economy is not better, the control assembly controls the vehicle to enter a series-drive mode.
CN201911001481.7A 2019-10-21 2019-10-21 Hybrid power system of vehicle and control method of vehicle Pending CN110834622A (en)

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Application publication date: 20200225