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CN112319204A - Vehicle hybrid system and vehicle control method - Google Patents

Vehicle hybrid system and vehicle control method Download PDF

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Publication number
CN112319204A
CN112319204A CN202011204544.1A CN202011204544A CN112319204A CN 112319204 A CN112319204 A CN 112319204A CN 202011204544 A CN202011204544 A CN 202011204544A CN 112319204 A CN112319204 A CN 112319204A
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CN
China
Prior art keywords
vehicle
power
engine
motor
control
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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
CN202011204544.1A
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Chinese (zh)
Inventor
张天强
付磊
张昶
杨钫
胡志林
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FAW Group Corp
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FAW Group Corp
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Filing date
Publication date
Application filed by FAW Group Corp filed Critical FAW Group Corp
Priority to CN202011204544.1A priority Critical patent/CN112319204A/en
Publication of CN112319204A publication Critical patent/CN112319204A/en
Pending legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units
    • 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
    • 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
    • B60K6/54—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
    • B60W10/06—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
    • 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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/15—Control strategies specially adapted for achieving a particular effect
    • 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • 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
    • 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
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/92—Energy efficient charging or discharging systems for batteries, ultracapacitors, supercapacitors or double-layer capacitors specially adapted for 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)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

The invention belongs to the technical field of vehicle power systems, and discloses a vehicle hybrid system and a vehicle control method. In the invention, the first power assembly and the second power assembly omit a speed changer, thereby reducing the cost of the system, avoiding power interruption and impact during gear shifting and ensuring that the power control of the vehicle is more stable, concise and efficient.

Description

Vehicle hybrid system and vehicle control method
Technical Field
The invention relates to the technical field of vehicle power systems, in particular to a vehicle hybrid system and a vehicle control method.
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 double motors and a simple electromechanical coupler as representatives in Honda, and a single motor P2 configuration taking popular DHT (differentiated 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 vehicle hybrid system and a vehicle control method, which solve the problem of hybrid of medium and large passenger vehicles on the basis of considering dynamic property, 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 shaft 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 shaft of the vehicle in a driving mode;
the first power assembly comprises an engine, a clutch, a first motor, a synchronizer and a first transmission gear set, the engine is connected to the first motor through the clutch in a driving mode, the synchronizer is arranged on a linkage output shaft of the engine and the first motor, the first transmission gear set comprises a first input gear and a first output gear which are meshed with each other, the synchronizer selectively links the linkage output shaft with the first input gear, and the first output gear serves as a power output end of the first power assembly;
the second power assembly comprises a second motor and a second transmission gear set, the second transmission gear set comprises a second input gear and a second output gear which are meshed with each other, the second motor is connected to the second input gear in a driving mode, and the second output gear serves as a power output end of the second power assembly;
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 engine, the clutch and the first motor are located on the same side of the synchronizer and the first transmission gear set, and an output shaft of the first motor is connected to the linkage output shaft.
Preferably, the engine and the clutch are located on one side of the synchronizer and the first transmission gear set, the first motor is located on the other side of the synchronizer and the first transmission gear set, the clutch is connected to one end of the linkage output shaft, and the output shaft of the first motor is connected to the other end of the linkage output shaft through a speed change gear assembly.
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 first output gear drives a differential connected to the front axle through a reduction mechanism, and the second output gear drives a differential connected to the rear axle through a reduction mechanism.
Preferably, the control assembly comprises a vehicle control unit, an engine controller, a motor controller and a battery management system;
the vehicle control unit, the engine controller, the motor controller and the battery management system are connected with each other through a controller local area network bus, the engine controller is connected with the engine 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 vehicle control method for controlling a vehicle by using the vehicle hybrid system comprises the following steps:
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 a series driving mode;
in the series driving mode, mechanical energy output by the engine is converted into electric energy through the first motor, the electric energy is transmitted to the second motor, and the electric energy is converted into mechanical energy by the second motor to drive the vehicle.
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:
the transmission is omitted in the first power assembly and the second power assembly, the cost of the system is reduced, power interruption and impact during gear shifting are avoided, power control of the vehicle is more stable, concise and efficient, on the basis, the synchronizer is arranged, driving force of the engine and the first motor can be decoupled with corresponding vehicle wheel ends, the system can enter a series driving mode, the engine drives the first motor to generate electricity, the second motor drives the vehicle by using electric energy obtained by electricity generation, driving power is not less than a discharging power limit value of a power battery, and when the instant vehicle speed of the vehicle is less than the minimum vehicle speed of the engine directly driven, the system can output stable and reliable power.
Drawings
FIG. 1 is a schematic structural diagram of a first arrangement of a first power assembly according to an embodiment of the present invention;
FIG. 2 is a schematic structural diagram of a second arrangement of the first power assembly according to an embodiment of the present invention;
FIG. 3 is a schematic structural diagram of a third arrangement of the first power assembly according to the embodiment of the present invention;
FIG. 4 is a schematic structural diagram of a fourth arrangement of the first power assembly according to the embodiment of the present invention;
FIG. 5 is a schematic structural diagram of a second power assembly in accordance with an embodiment of the present invention;
fig. 6 is a control flowchart of a vehicle control method according to an embodiment of the invention.
In the figure:
1. an engine; 2. a clutch; 3. a first motor; 4. a synchronizer; 5. a first drive gear set;
6. a second motor; 7. a second drive gear set;
8. a speed change gear assembly.
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 5, the present invention provides a hybrid vehicle system, which 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 driving and connecting with a front axle of the vehicle, and the other one is used for driving and connecting with a rear axle of the vehicle.
Specifically, the first power assembly comprises an engine 1, a clutch 2, a first motor 3, a synchronizer 4 and a first transmission gear set 5, the engine 1 is connected to the first motor 3 through the clutch 2 in a driving mode, the synchronizer 4 is arranged on a linkage output shaft of the engine 1 and the first motor 3, the first transmission gear set 5 comprises a first input gear and a first output gear which are meshed with each other, the synchronizer 4 selectively links the linkage output shaft with the first input gear, and the first output gear serves as a power output end of the first power assembly; the second power assembly comprises a second motor 6 and a second transmission gear set 7, the second transmission gear set 7 comprises a second input gear and a second output gear which are meshed with each other, the second motor 6 is connected to the second input gear in a driving mode, and the second output gear serves as a power output end of the second power assembly; the power batteries are respectively connected with the first motor 3 and the second motor 6; the control assembly is respectively connected with the first power assembly, the second power assembly and the power battery in a control mode.
In the invention, a speed changer is omitted in the first power assembly and the second power assembly, the cost of the system is reduced, the power interruption and impact during gear shifting are avoided, and the power control of the vehicle is more stable, concise and efficient, on the basis, the synchronizer 4 is arranged, so that the driving forces of the engine 1 and the first motor 3 can be decoupled with the corresponding vehicle wheel end, the system can enter a series driving mode, the engine 1 drives the first motor 3 to generate electricity, the second motor 6 drives the vehicle by using the electric energy obtained by electricity generation, the driving power is not less than the discharge power limit value of the power battery, and when the instant vehicle speed of the vehicle is less than the minimum vehicle speed directly driven by the engine 1, the system can output stable and reliable power.
In this embodiment, the first input gear is movably sleeved on the linkage output shaft, the diameter of the first input gear is larger than that of the first output gear, and the diameter of the second input gear is larger than that of the second output gear.
Alternatively, the first power assembly is drivingly connected to the front axle of the vehicle and the second power assembly is drivingly connected to the rear axle of the vehicle, i.e. the front axle of the vehicle is jointly driven by the engine 1 and/or the first electric machine 3 and the rear axle of the vehicle is driven by the second electric machine 6.
Specifically, the first output gear of the first transmission gear set 5 is connected to a differential on a front axle of the vehicle through a reduction mechanism, and the second output gear of the second transmission gear set 7 is connected to a differential on a rear axle of the vehicle through a reduction mechanism.
As shown in fig. 1 and 2, when the engine 1 is horizontally disposed, the reduction gears to which the first transmission gear set 5 is correspondingly connected are parallel shaft type reduction gear pairs. As shown in fig. 3 and 4, when the engine 1 is disposed vertically, the reduction gear mechanism to which the first transmission gear set 5 is correspondingly connected is a pair of cylindrical bevel gears.
In a first arrangement of the first power assembly, as shown in fig. 1, the engine 1 is horizontally disposed, the engine 1, the clutch 2 and the first motor 3 are located on the same side of the synchronizer 4 and the first transmission gear set 5, an output shaft of the first motor 3 is connected to a linkage output shaft, the engine 1, the clutch 2 and the first motor 3 are sequentially connected, and the first motor 3 and the synchronizer 4 are respectively located on two sides of the first transmission gear set 5.
In a second arrangement of the first power assembly, as shown in fig. 2, the engine 1 is horizontally disposed, in order to balance the stress of the first transmission gear set 5, the engine 1 and the clutch 2 are located at one side of the synchronizer 4 and the first transmission gear set 5, the first motor 3 is located at the other side of the synchronizer 4 and the first transmission gear set 5, the clutch 2 is connected to one end of the linkage output shaft, the output shaft of the first motor 3 is connected to the other end of the linkage output shaft through the speed change gear assembly 8, and the speed change gear assembly 8 and the synchronizer 4 are located at the same side of the first transmission gear set 5.
Specifically, the speed change gear assembly 8 includes a third input gear and a third output gear which are engaged with each other, the third input gear is connected to the output shaft of the first motor 3, and the third output gear is connected to the other end of the linkage output shaft, wherein the diameter of the third input gear is smaller than that of the third output gear.
In a third arrangement of the first power assembly, as shown in fig. 3, the engine 1 is vertically disposed, the engine 1, the clutch 2, the first motor 3 and the synchronizer 4 are located on the same side of the first transmission gear set 5, an output shaft of the first motor 3 is connected to a linkage output shaft, the engine 1, the clutch 2 and the first motor 3 are sequentially connected, and the first motor 3 and the synchronizer 4 are located on the same side of the first transmission gear set 5.
In a fourth arrangement mode of the first power assembly, as shown in fig. 4, the engine 1 is vertically disposed, the engine 1, the clutch 2, the first motor 3 and the synchronizer 4 are located on the same side of the first transmission gear set 5, the clutch 2 is connected to one end of the linkage output shaft, the output shaft of the first motor 3 is connected to the linkage output shaft through the speed change gear assembly 8, the third output gear of the speed change gear assembly 8 is connected to the linkage output shaft, and the third output gear and the first input gear are located on two sides of the synchronizer 4 respectively.
Specifically, the first motor 3 and the second motor 6 are respectively connected with an inverter, and the power battery is respectively connected with the two inverters through high-voltage wiring harnesses to transmit driving/braking energy.
In this embodiment, the control assembly includes a vehicle control unit (HCU), an engine controller (EMS), a Motor Controller (MCU) and a Battery Management System (BMS), the synchronizer 4 is an electronically controlled inertial synchronizer, and is controlled by the vehicle control unit, so as to be mechanically connected to the first motor 3 and the engine 1, and the front axle, and the position of the synchronizer 4 is determined by the operation of an electronically controlled execution unit, and there are two positions of the synchronizer 4: a locking position, namely locking the first input gear and the linkage output shaft; and the unlocking position is to unlock the first input gear and the linkage output shaft.
The vehicle control unit, the engine Controller, the motor Controller and the battery management system are connected with each other through a Controller Area Network (CAN) bus, transmit state information, perform information interaction, realize data circulation and sharing on the Controller CAN bus, the engine Controller is connected with the engine 1 in a control mode, the motor Controller is connected with the first motor 3 and the second motor 6 in a control mode, and the battery management system is connected with the power battery 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 motor controller and a battery management system through a controller local area network bus according to the control strategy in each predefined mode. And the engine controller, the motor controller and the battery management system receive commands of the whole vehicle controller, control the first power assembly, the second power assembly and the power battery to respond to the demands, and finally convert the output of the first power assembly, the second power assembly and the power battery into force at a wheel end to drive the vehicle to accelerate, decelerate or keep constant speed.
Alternatively, the vehicle hybrid system of the invention may be applied to a plug-in hybrid vehicle type as well as to a non-plug-in hybrid vehicle type.
The vehicle hybrid system specifically has a plurality of driving modes under the control of the control assembly: 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 operating state of the vehicle hybrid system in each drive mode are as follows:
(1) pure electric drive mode: in the electric only driving mode, the engine 1 is stopped and all the driving energy required by the vehicle is provided by the power battery. The vehicle hybrid system 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-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, the first electric machine 3 at the front axle is started, the synchronizer 4 is in the locked position, and the second electric machine 6 at the rear axle is stopped.
B) Pure electric rear-drive mode: the clutch 2 is disconnected, the first motor 3 at the front axle is stopped, the synchronizer 4 is in the unlocked position, and the second motor 6 at the rear axle is started.
C) Pure electric four-wheel drive mode: the clutch 2 is disconnected, the first electric machine 3 at the front axle is started, the synchronizer 4 is in the locked position, and the second electric machine 6 at the rear axle is started.
(2) Series driving mode: in the series driving mode, mechanical energy output by the engine 1 is converted into electric energy by the first electric machine 3 at the front axle, transmitted to the second electric machine 6 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 requirement of the wheel end, and the engine 1 can freely work at a working point with high economical efficiency, so that high 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 the charge amount to the power battery. 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 a driving state, the clutch 2 is engaged, the generator is in a power generation mode, and the synchronizer 4 at the front shaft is in an unlocking position; the second electric machine 6 at the rear axle is activated in driving mode.
(3) Direct drive mode of the engine: in the engine direct drive mode, the clutch 2 is engaged and the mechanical energy output by the engine 1 directly drives the front wheels via the first transfer gear set 5 at the front axle. 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.
(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, and a driving force is output to the wheel end through the first transmission gear set 5 at the front shaft; the second electric machine 6 is in a stopped state. In this mode, the vehicle is forward-drive.
B) The engine 1 is driven in conjunction with the second electric machine 6: in this mode, the clutch 2 is engaged, the engine 1 is in a driving state, the first motor 3 rotates along with the rotation, and the driving force of the engine 1 is transmitted to the wheels through the first transmission gear set 5; the second motor 6 at the rear axle is in a driving state. In this mode, the vehicle is four-drive.
C) The engine 1, the first motor 3 and the second motor 6 are driven jointly: in this mode, the clutch 2 is engaged, and the engine 1, the first electric machine 3, and the second electric machine 6 are all in a driving state. In this mode, the vehicle is four-wheel drive and maximum drive capability of the powertrain can be achieved.
In the combined drive mode, the synchronizers 4 at the front axles are all in the locked position.
(5) A brake recovery mode: in the mode, the kinetic energy of the vehicle is converted into electric energy by the power system and stored in the power battery. The braking recovery mode can be divided into three modes of recovering the first motor 3, recovering the second motor 6 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 synchronizer 4 at the front shaft is in a locking position; the second electric machine 6 is in a stopped state.
B) The second motor 6 recovers: the clutch 2 is disconnected, the engine 1 and the first motor 3 are in a stop state, and the synchronizer 4 at the front shaft is in an unlocking position; the second electric machine 6 is in a power generating state.
C) The first motor 3 and the second motor 6 are recovered simultaneously: the clutch 2 is disconnected, the engine 1 is stopped, the first motor 3 and the second motor 6 are both in a power generation state, and the synchronizer 4 at the front axle is in a locked position.
TABLE 1 State of the Components in different drive modes
Figure BDA0002756547770000121
Figure BDA0002756547770000131
As shown in fig. 6, the present invention further provides a vehicle control method, which uses the vehicle hybrid system to control a vehicle, and includes 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.
S200, judging whether the required driving power is smaller than the set discharging power limit value of the power battery by the vehicle control unit.
When the required driving power is smaller than the set discharge power limit value of the power battery:
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 vehicle hybrid system enters the pure electric drive mode, whether a driver sends a four-wheel drive requirement to the vehicle hybrid system through a human-computer interface of the vehicle is further detected, and if the four-wheel drive requirement exists, the vehicle control unit enters the pure electric four-wheel drive mode in which the first motor 3 and the second motor 6 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:
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 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 vehicle control method, the engine 1, the first motor 3 and the second motor 6 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 a medium-sized and large-sized passenger vehicle can be 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. The hybrid power system of the vehicle is characterized by comprising 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 shaft 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 shaft of the vehicle in a driving mode;
the first power assembly comprises an engine (1), a clutch (2), a first motor (3), a synchronizer (4) and a first transmission gear set (5), the engine (1) is connected to the first motor (3) through the clutch (2) in a driving mode, the synchronizer (4) is arranged on a linkage output shaft of the engine (1) and the first motor (3), the first transmission gear set (5) comprises a first input gear and a first output gear which are meshed with each other, the synchronizer (4) selectively links the linkage output shaft with the first input gear, and the first output gear serves as a power output end of the first power assembly;
the second power assembly comprises a second motor (6) and a second transmission gear set (7), the second transmission gear set (7) comprises a second input gear and a second output gear which are meshed with each other, the second motor (6) is connected to the second input gear in a driving mode, and the second output gear serves as a power output end of the second power assembly;
the power batteries are respectively connected with the first motor (3) and the second motor (6);
the control assembly is respectively connected with the first power assembly, the second power assembly and the power battery in a control mode.
2. The vehicle mixing system according to claim 1, characterized in that the engine (1), the clutch (2) and the first electric machine (3) are located on the same side of the synchronizer (4) and the first transmission gear set (5), and the output shaft of the first electric machine (3) is connected to the linkage output shaft.
3. The vehicle mixing system according to claim 1, characterized in that the engine (1) and the clutch (2) are located on one side of the synchronizer (4) and the first transmission gear set (5), the first motor (3) is located on the other side of the synchronizer (4) and the first transmission gear set (5), the clutch (2) is connected to one end of the linkage output shaft, and the output shaft of the first motor (3) is connected to the other end of the linkage output shaft through a speed change gear assembly (8).
4. The hybrid vehicle system of claim 1, wherein said first power assembly is drivingly connected to a front axle of the vehicle and said second power assembly is drivingly connected to a rear axle of the vehicle.
5. The vehicle hybrid system of claim 4, wherein said first output gear drives a differential coupled to said front axle through a reduction mechanism and said second output gear drives a differential coupled to said rear axle through a reduction mechanism.
6. The hybrid vehicle system of any one of claims 1-5, wherein the control assembly includes a vehicle control unit, an engine controller, a motor controller, and a battery management system;
the vehicle control unit, the engine controller, the motor controller and the battery management system are connected with each other through a controller local area network bus, the engine controller is connected with the engine (1) in a control mode, the motor controller is connected with the first motor (3) and the second motor (6) in a control mode, and the battery management system is connected with the power battery in a control mode.
7. A vehicle control method characterized by controlling a vehicle using the vehicle hybrid system according to claim 6, 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.
8. The vehicle control method according to claim 7, characterized in that, after the control module calculates the required driving torque and power based on 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;
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 vehicle control method according to claim 8, characterized in that 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 (1), the control assembly controls the vehicle to enter a series driving mode;
in the series driving mode, mechanical energy output by the engine (1) is converted into electric energy through the first motor (3), the electric energy is transmitted to the second motor (6), and the electric energy is converted into mechanical energy through the second motor (6) to drive the vehicle.
10. The vehicle control method according to claim 9, 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.
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Application publication date: 20210205