CN119659302A - Hybrid power drive system, vehicle and drive system control method - Google Patents
Hybrid power drive system, vehicle and drive system control method Download PDFInfo
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- CN119659302A CN119659302A CN202311187233.2A CN202311187233A CN119659302A CN 119659302 A CN119659302 A CN 119659302A CN 202311187233 A CN202311187233 A CN 202311187233A CN 119659302 A CN119659302 A CN 119659302A
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Abstract
本发明涉及一种混合动力驱动系统、车辆及驱动系统控制方法，该混合动力驱动系统包括发动机、第一电机、第一接合断开装置、行星齿轮机构、第二电机、第一轴、第二轴、中间轴、中间轴齿轮、主减主动齿轮、主减从动齿轮、电机驱动齿轮、驻车齿轮及差速器；通过锁死驻车齿轮能够实现车辆驻车；所述行星齿轮机构包括太阳轮、行星轮、行星架及齿圈，所述第一轴连接在第一电机的转子与太阳轮之间，所述发动机连接行星架，所述齿圈上设置有与中间轴齿轮啮合的齿圈外齿轮；所述第一接合断开装置连接在太阳轮与静止部件之间，用于选择性地接合或断开太阳轮与静止部件。该混合动力驱动系统，能够降低EPB磨损，从而消除车辆制动安全隐患。
The present invention relates to a hybrid power drive system, a vehicle and a drive system control method, wherein the hybrid power drive system comprises an engine, a first motor, a first engagement and disengagement device, a planetary gear mechanism, a second motor, a first shaft, a second shaft, an intermediate shaft, an intermediate shaft gear, a main reduction driving gear, a main reduction driven gear, a motor driving gear, a parking gear and a differential; the vehicle can be parked by locking the parking gear; the planetary gear mechanism comprises a sun gear, a planetary gear, a planetary carrier and a ring gear, the first shaft is connected between the rotor of the first motor and the sun gear, the engine is connected to the planetary carrier, and the ring gear is provided with a ring gear outer gear meshing with the intermediate shaft gear; the first engagement and disengagement device is connected between the sun gear and a stationary component, and is used to selectively engage or disconnect the sun gear and the stationary component. The hybrid power drive system can reduce EPB wear, thereby eliminating the potential safety hazard of vehicle braking.
Description
Technical Field
The invention belongs to the technical field of hybrid power, and particularly relates to a hybrid power driving system, a vehicle and a driving system control method.
Background
At present, a driving system of a hybrid electric vehicle mainly comprises three basic forms of series connection, parallel connection and series-parallel connection. The drive system in the series connection mode has no mechanical connection between the engine and the output shaft, so that the optimal control of the rotating speed/torque can be realized, but all energy can be transferred to the output shaft through the conversion between mechanical power and electric power twice, and the energy loss is large. The parallel driving system has high transmission efficiency, but the mechanical connection between the engine and the output shaft can not ensure that the engine is always in a better working area, and is usually used for medium-high speed working conditions of the vehicle. The series-parallel driving system combines the advantages of series connection and parallel connection, and can realize the optimal control of the engine and the high-efficiency control of medium-high speed working conditions.
The series-parallel connection is divided into series-parallel connection and power split series-parallel connection. In the power split series-parallel connection, a single-section input type power split structure is the simplest and most widely applied, and the power split series-parallel connection is started to be carried and applied on automobiles in batches in Toyota as a representative.
However, the existing power split parallel-serial system has the following problems that in a parking mode/a stopping mode, a driving motor is required to be locked to a torque generator for power generation, the driving motor consumes energy and is extremely easy to block, so that the driving motor is overheated and demagnetized to fail. In addition, the EPB (ELECTRICAL PARK Brake) is required to be frequently started to forcibly realize the parking power generation function, so that the EPB abrasion can be accelerated, and further potential safety hazards of vehicle braking are caused.
Disclosure of Invention
The invention aims to solve the technical problems that in the existing power split parallel-serial system, in a parking mode/a stopping mode, a driving motor is required to be suppressed to a torque generator for power generation, the driving motor consumes energy and is extremely easy to generate locked rotation, so that the driving motor is overheated, demagnetized and invalid, and provides a hybrid power driving system, a vehicle and a driving system control method.
In order to solve the technical problems, in one aspect, the embodiment of the invention provides a hybrid power driving system, which comprises an engine, a first motor, a first engagement and disengagement device, a planetary gear mechanism, a second motor, a first shaft, a second shaft, an intermediate shaft gear, a main reduction driving gear, a main reduction driven gear, a motor driving gear, a parking gear and a differential, wherein the intermediate shaft gear and the main reduction driving gear are arranged on the intermediate shaft, the main reduction driven gear is arranged on a shell of the differential and is engaged with the main reduction driving gear, the motor driving gear and the parking gear are arranged on the second shaft, the motor driving gear is engaged with the intermediate shaft gear, and one end of the second shaft is connected with a rotor of the second motor;
The planetary gear mechanism comprises a sun gear, a planet carrier and a gear ring, the first shaft is connected between a rotor of the first motor and the sun gear, the engine is connected with the planet carrier, and the gear ring is provided with a gear ring external gear meshed with the intermediate shaft gear;
The first engagement and disengagement device is connected between the sun gear and the stationary member for selectively engaging or disengaging the sun gear from the stationary member.
On the other hand, the embodiment of the invention also provides a vehicle which comprises the hybrid power driving system.
According to the hybrid power driving system and the vehicle, the motor driving gear and the parking gear are arranged on the second shaft connected with the rotor of the second motor, the motor driving gear is meshed with the intermediate shaft gear arranged on the intermediate shaft, and parking of the vehicle can be achieved through locking the parking gear. Therefore, as the motor driving gear is connected with the rotor of the second motor, the intermediate shaft gear meshed with the motor driving gear is arranged on the intermediate shaft, and the vehicle can be locked by means of the large speed ratio of the gear pair formed by the motor driving gear and the intermediate shaft gear, when the vehicle is parked or stopped, only a small moment is needed, so that the parking power generation and the parking power generation can be realized without energy consumption, the first motor (generator) is not needed to generate power when the second motor (driving motor) is blocked, the second motor overheat and demagnetize failure caused by energy consumption and blocked rotation of the second motor can be avoided, the problem that the EPB needs to be frequently started when the parking power generation function is forcibly realized can be avoided, the EPB abrasion can be reduced, and the potential safety hazard of vehicle braking can be eliminated.
In still another aspect, an embodiment of the present invention further provides a driving system control method, which is based on the hybrid driving system described above, the method including:
The working mode layering distribution model of the hybrid power driving system is established, wherein the hybrid power driving system at least has a pure electric driving mode, a power splitting mode, a parallel hybrid power driving mode and an engine direct driving mode;
And switching among the pure electric driving mode, the power splitting mode, the parallel hybrid mode and the engine direct-drive mode according to the working mode layered distribution model.
Drawings
Fig. 1 is a schematic diagram of a hybrid drive system provided by a first embodiment of the present invention;
FIG. 2 is a schematic diagram of a hybrid drive system provided by a second embodiment of the present invention;
fig. 3 is a frame diagram of a driving system control method provided by a third embodiment of the present invention;
fig. 4 is a state control request diagram of a battery SOC of a drive system control method provided by a third embodiment of the present invention;
FIG. 5 is a hierarchical distribution model diagram of the operating mode of the drive system control method provided by the third embodiment of the present invention;
FIG. 6 is a first layer distribution diagram of a layered distribution model of an operating mode of a drive system control method according to a third embodiment of the present invention;
FIG. 7 is a second layer distribution diagram of a layered distribution model of an operating mode of a drive system control method according to a third embodiment of the present invention;
Fig. 8 is a schematic diagram of a hybrid drive system provided by a fourth embodiment of the present invention;
FIG. 9 is a hierarchical distribution model diagram of the operating mode of the drive system control method provided by the fifth embodiment of the present invention;
FIG. 10 is a first layer distribution diagram of a layered distribution model of an operating mode of a drive system control method according to a fifth embodiment of the present invention;
FIG. 11 is a second layer distribution diagram of a layered distribution model of an operating mode of a drive system control method according to a fifth embodiment of the present invention;
Fig. 12 is a third layer distribution diagram of an operation mode layered distribution model of a driving system control method according to a fifth embodiment of the present invention.
Reference numerals in the specification are as follows:
1. An engine; 2, a first motor, 3, a first engagement and disengagement device, 4, a planetary gear mechanism, 41, a sun gear, 42, a planet gear, 43, a planet carrier, 44, a gear ring, 5, a second motor, 6, a first shaft, 61, a first shaft section, 62, a second shaft section, 7, a second shaft, 8, a middle shaft, 9, a middle shaft gear, 10, a main reduction driving gear, 20, a main reduction driven gear, 30, a motor driving gear, 40, a parking gear, 50, a differential, 60, a gear ring external gear, 70, a second engagement and disengagement device, 80 and a second engagement and disengagement device.
Detailed Description
In order to make the technical problems, technical schemes and beneficial effects solved by the invention more clear, the invention is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the scope of the invention.
The hybrid power driving system comprises an engine, a first motor, a first engagement and disengagement device, a planetary gear mechanism, a second motor, a first shaft, a second shaft, an intermediate shaft gear, a main reduction driving gear, a main reduction driven gear, a motor driving gear, a parking gear and a differential, wherein the intermediate shaft gear and the main reduction driving gear are arranged on the intermediate shaft, the main reduction driven gear is arranged on a shell of the differential and is engaged with the main reduction driving gear, the motor driving gear and the parking gear are arranged on the second shaft, the motor driving gear is engaged with the intermediate shaft gear, one end of the second shaft is connected with a rotor of the second motor, parking of a vehicle can be achieved through locking the parking gear, the planetary gear mechanism comprises a sun gear, a planet carrier and a gear ring, the first shaft is connected between the rotor of the first motor and the sun gear, the engine is connected with the planet carrier, the outer gear engaged with the intermediate shaft gear is arranged on the gear, the first engagement and disengagement device is connected between the sun gear and a static part or is used for being selectively engaged with the static part.
In some embodiments, the stationary component is a housing of the first motor.
In other embodiments, the stationary component is a housing of a planetary gear mechanism.
In other embodiments, the stationary component may also be other relatively stationary components on the vehicle body.
In some embodiments, the first shaft, the second shaft, and the intermediate shaft are spaced apart from one another in parallel. Therefore, the axial length of the hybrid power driving system can be shortened, and the whole vehicle arrangement is facilitated.
In some embodiments, the first electric machine is located on either side of the first shaft in the axial direction with the engine, and the second electric machine is located on the same side of the first shaft in the axial direction with the first electric machine. Therefore, the engine and the two motors are respectively positioned at two sides of the hybrid power driving system, the arrangement is more compact, the two motors are positioned at the same side, the arrangement of the motor controllers is facilitated, and the length of the wire harness of the motors is reduced.
In some embodiments, the first motor, the first engagement and disengagement device, the planetary gear mechanism, and the engine are arranged in order along an axial direction of the first shaft. Therefore, the structure is compact, and the arrangement of the whole vehicle is facilitated.
In some embodiments, the second motor, the motor drive gear, and the parking gear are sequentially arranged along an axial direction of the second shaft. Therefore, the structure is compact, and the arrangement of the whole vehicle is facilitated.
In some embodiments, the motor drive gear has a diameter less than the diameter of the countershaft gear and the ring gear outer gear has a diameter less than the diameter of the countershaft gear. That is, the diameter of the intermediate shaft gear is larger than the diameters of the motor drive gear and the ring gear external gear. In this way, the output power of the second motor realizes the speed reduction transmission through the motor driving gear and the intermediate shaft gear, and the power output by the gear ring realizes the speed reduction transmission through the gear ring external gear and the intermediate shaft gear.
In some embodiments, a first end of the first engagement and disengagement means is connected to the stationary member and a second end of the first engagement and disengagement means is connected to the first shaft. So that the first engagement and disengagement means are entirely located between the stationary member and the first shaft, the first engagement and disengagement means are arranged more compactly without taking up too much space.
The first engagement and disengagement means has a first end and a second end, one of which is the driving end (the end pushed by the actuator) and the other is the driven end.
In some embodiments, the hybrid drive system further comprises a damper element connected between the engine and the planet carrier, the damper element being a single mass flywheel, a dual mass flywheel, a torsional damper, or a torque converter. The damping element can absorb the vibration of the engine, and driving experience is improved.
In some embodiments, the first engagement and disengagement device is a clutch, synchronizer, or brake.
In some embodiments, the clutch is a wet multiplate clutch. The use of a wet multiplate clutch is more reliable than a dry multiplate clutch.
In some embodiments, the hybrid power driving system is provided with a pure electric driving mode, a power splitting mode, a parallel hybrid power driving mode, an engine direct driving mode and a parking power generating mode, wherein the first engagement and disconnection device is disconnected, the second motor is driven, the engine and the first motor are not operated, the hybrid power driving system enters the pure electric driving mode, the first engagement and disconnection device is disconnected, the engine is driven to drive the first motor to generate power, all or part of electric energy generated by the first motor is provided to the second motor, the second motor is driven, the hybrid power driving system enters the power splitting mode, the first engagement and disconnection device is connected, the engine is driven to drive or generate power, the first motor is not operated, the hybrid power driving system enters the parallel hybrid power driving mode, the first engagement and disconnection device is connected, the engine is driven, the first motor is not operated, the second motor is driven to enter the engine direct driving mode, the gear is locked when the vehicle is parked, the first motor is disconnected, the second motor is driven to drive the second motor to idle, and the first engagement and the power generating system enters the parking power generating mode.
By controlling the working states of the engine, the first motor and the second motor and selectively engaging or disengaging the first engaging and disengaging device, a plurality of driving modes such as a pure electric driving mode, a power splitting mode, a parallel hybrid mode, an engine direct driving mode and a parking power generation mode can be realized. The input type power split is of a mixed power configuration with optimal single-section type power split, the input type power split is most efficient especially in a middle-low speed section, and the input type power split mode can be switched into if the electric quantity is insufficient after pure electric starting.
In some embodiments, the parallel hybrid mode includes a parallel assist mode and a parallel power generation mode, the first engagement and disengagement device engages, the engine drives, the second motor drives, the first motor does not operate, the hybrid drive system enters the parallel assist mode, the first engagement and disengagement device engages, the engine drives, the second motor generates power, the first motor does not operate, and the hybrid drive system enters the parallel power generation mode.
In some embodiments, the hybrid power driving system is provided with a braking energy recovery mode in a pure electric driving mode, a braking energy recovery mode in a power splitting mode, a braking energy recovery mode in a parallel hybrid driving mode and a braking energy recovery mode in an engine direct driving mode, when the vehicle is braked in the pure electric driving mode, the first engagement and disconnection device is disconnected, the second motor is subjected to reverse torque deceleration power generation, the engine and the first motor do not work, the hybrid power driving system enters the braking energy recovery mode in the pure electric driving mode, when the vehicle is braked in the power splitting mode, the first engagement and disconnection device is disconnected, the second motor is subjected to reverse torque deceleration power generation, the engine is driven while driving the first motor is driven to generate power, the hybrid power driving system enters the braking energy recovery mode in the power splitting mode, when the vehicle is braked in the parallel hybrid driving mode, the first engagement and disconnection device is connected, the second motor is subjected to reverse torque deceleration power generation, the first motor is not operated, the hybrid power driving system enters the parallel hybrid driving mode, the hybrid power driving system is disconnected, and the first motor is subjected to reverse torque deceleration power generation, and the first motor is not braked when the hybrid power driving system is braked.
Therefore, corresponding braking energy recovery modes are arranged in each driving mode, and the second motor can be utilized to realize efficient braking energy recovery. In another embodiment, the first shaft comprises a first shaft section and a second shaft section which are coaxial and are spaced from each other, a first end of the first shaft section is connected to the stationary part, one end of the first shaft section is connected to the rotor of the first motor, the second engagement and disengagement device is connected between the other end of the first shaft section and the second end of the first engagement and disengagement device, and the second shaft section is connected between the second end of the first engagement and disengagement device and the sun gear.
The second engagement and disengagement device is engaged and disengaged, so that the power connection and disconnection of the first motor and the sun gear can be realized. Thus, the second motor is started purely, and the first motor is disconnected from the sun gear by opening the second engagement and disconnection device, so that the load of the sun gear is 0. In the pure electric driving mode, the second motor reversely drags the engine and the first motor, the working efficiency of the system is improved, and the endurance mileage of the electric vehicle (particularly the PHEV type) is improved.
Through the torsion suppressing effect of the second motor and the parking gear, the degree of freedom of the gear ring can be eliminated. The second engagement and disengagement means may be selectively engaged to quickly restart the engine through the first electric machine.
In an embodiment with a first engagement and disengagement device and a second engagement and disengagement device, the hybrid driving system is provided with a pure electric driving mode, a power splitting mode, a parallel hybrid mode, an engine direct driving mode and a parking power generation mode, the first engagement and disengagement device is disengaged, the second motor is driven, the engine and the first motor do not work, the hybrid driving system enters the pure electric driving mode, the first engagement and disengagement device is disengaged, the second engagement and disengagement device is engaged, the engine is driven to drive the first motor to generate electricity, all or part of electric energy generated by the first motor is provided to the second motor, the second motor is driven, the hybrid driving system enters the power splitting mode, the first engagement and disengagement device is engaged, the second engagement and disengagement device is disengaged, the engine is driven, the second motor is driven or generates electricity, the first motor is not operated, the hybrid driving system enters the parallel hybrid mode, the first engagement and the second engagement and disengagement device is engaged, the second motor is driven, the second motor is not operated, the hybrid driving system is stopped, the engine is driven, the hybrid driving system is stopped, the engine is stopped, and the hybrid driving system is stopped, the engine is driven, and the engine is stopped.
In the embodiment with the first engagement and disengagement device and the second engagement and disengagement device, the parallel hybrid mode comprises a parallel power assisting mode and a parallel power generating mode, the first engagement and disengagement device is engaged, the second engagement and disengagement device is disengaged, the engine is driven, the second motor is driven, the first motor is not operated, the hybrid power driving system enters the parallel power assisting mode, the first engagement and disengagement device is engaged, the second engagement and disengagement device is disengaged, the engine is driven, the second motor generates power, the first motor is not operated, and the hybrid power driving system enters the parallel power generating mode.
In an embodiment with a first engagement and disengagement means and a second engagement and disengagement means, the hybrid drive system has a brake energy recuperation mode in a pure electric mode, a brake energy recuperation mode in a split power mode, a brake energy recuperation mode in a parallel hybrid mode, and a brake energy recuperation mode in an engine direct drive mode, the first engagement and disengagement means is disengaged when the vehicle is braked in the pure electric mode, the second engagement and disengagement means is disengaged when the vehicle is braked in the parallel hybrid mode, the second motor is subjected to reverse torque reduction power generation, the engine and the first motor are not operated, the hybrid drive system enters a brake energy recuperation mode in the pure electric mode, the first engagement and disengagement means is disengaged when the vehicle is braked in the split power mode, the second motor is subjected to reverse torque reduction power generation, the first motor is driven to generate power, the hybrid drive system enters a brake energy recuperation mode when the vehicle is braked in the split power mode, the first engagement and disengagement means are engaged when the vehicle is braked in the parallel hybrid drive mode, the second engagement and the second motor is disengaged when the hybrid drive system is not subjected to reverse torque reduction power generation, the second engagement and the hybrid drive system is disengaged when the hybrid drive system is braked in the split power mode, the hybrid drive system enters a braking energy recovery mode in an engine direct drive mode.
In some embodiments, a third engagement and disengagement device is further included, the third engagement and disengagement device being connected between the second end of the first engagement and disengagement device and the carrier. In this embodiment, the second engagement and disengagement means are not included.
In an embodiment with a first engagement and disengagement means and a third engagement and disengagement means, the hybrid drive system is provided with a pure electric drive mode, a power splitting mode, a parallel hybrid 1-gear mode, a parallel hybrid 2-gear mode, an engine direct drive 1-gear mode, an engine direct drive 2-gear mode and a parking power generation mode, the first engagement and disengagement means is disengaged, the third engagement and disengagement means is disengaged, the second motor is driven, the engine and the first motor do not work, the hybrid drive system enters the pure electric drive mode, the first engagement and disengagement means is disengaged, the third engagement and disengagement means is disengaged, the engine is driven while driving the first motor to generate electricity, all or part of the electric energy generated by the first motor is provided to the second motor, the second motor is driven, the hybrid drive system enters the power splitting mode, the first engagement and disengagement means is disengaged, the third engagement and disengagement means is engaged, the second motor is driven or generates electricity, the first motor is driven, the power generation or idle, the hybrid drive system enters the hybrid drive system is disengaged, the third engagement and the first engagement and disengagement means is disengaged, the first engagement and the second engagement and the idle drive system enters the hybrid drive mode, the first engagement and the idle drive system is disengaged, the first engagement and the idle drive system is disengaged, the engine is driven, the first motor does not work, the second motor idles, the hybrid power driving system enters a 2-gear mode of direct engine driving, the parking gear is locked when the vehicle is parked, the first engagement and disconnection device is disconnected, the third engagement and disconnection device is disconnected, the second motor does not work, the engine drives the first motor to generate electricity, and the hybrid power driving system enters a parking power generation mode.
In an embodiment with a first engagement and disengagement means and a third engagement and disengagement means, the parallel hybrid mode comprises a parallel 1-gear power-assisted mode, a parallel 1-gear power-generating mode, a parallel 2-gear power-assisted mode and a parallel 2-gear power-generating mode, the first engagement and disengagement means is disengaged, the third engagement and disengagement means is engaged, the engine is driven, the second motor is not operated, the hybrid drive system enters the parallel 2-gear power-assisted mode, the first engagement and disengagement means is engaged, the third engagement and disengagement means is engaged, the engine is driven, the second motor generates power, the first motor is driven, generates power or idles, the hybrid drive system enters the parallel 1-gear power-generating mode, the first engagement and disengagement means is engaged, the engine is driven, the second motor is driven, the first motor is not operated, the hybrid drive system enters the parallel 2-gear power-assisted mode, the first engagement and disengagement means is disengaged, the third engagement and disengagement means is disengaged, the second motor is electrically powered, the second motor is not operated, and the hybrid drive system enters the parallel 2-gear power-generating mode.
In the embodiment with the first engagement and disengagement device and the third engagement and disengagement device, the hybrid driving system is provided with a braking energy recovery mode in a pure electric driving mode, a braking energy recovery mode in a power splitting mode, a braking energy recovery mode in a parallel hybrid 1-gear mode, a braking energy recovery mode in a parallel hybrid 2-gear mode, a braking energy recovery mode in an engine direct-drive 1-gear mode and a braking energy recovery mode in an engine direct-drive 2-gear mode; the first engagement and disengagement device is disengaged when the vehicle brakes in the pure electric mode, the third engagement and disengagement device is disengaged, the second motor is subjected to reverse torque deceleration and power generation, the engine and the first motor do not work, the hybrid electric system enters a braking energy recovery mode in the pure electric mode, the first engagement and disengagement device is disengaged when the vehicle brakes in the power split mode, the third engagement and disengagement device is disengaged when the second motor is subjected to reverse torque deceleration and power generation, the engine drives the first motor to generate power, the hybrid electric system enters a braking energy recovery mode in the power split mode, the first engagement and disengagement device is disengaged when the vehicle brakes in the parallel hybrid 1 gear mode, the third engagement and disengagement device is engaged, the engine drives, the second motor is subjected to reverse torque deceleration and power generation, the first motor drives, generates power or idles, the hybrid electric system enters a braking energy recovery mode in the parallel hybrid 1 gear mode, the first engagement and disengagement device is engaged when the vehicle brakes in the parallel hybrid 2 gear mode, the second motor is subjected to reverse torque deceleration power generation, the first motor does not work, the hybrid power driving system enters a braking energy recovery mode under a parallel hybrid 2-gear mode, the first engagement and disconnection device is disconnected when a vehicle is braked under the engine direct drive 1-gear mode, the third engagement and disconnection device is engaged, the engine is driven, the second motor is subjected to reverse torque deceleration power generation, the first motor generates power or idles, the hybrid power driving system enters a braking energy recovery mode under the engine direct drive 1-gear mode, the first engagement and disconnection device is engaged when the vehicle is braked under the engine direct drive 2-gear mode, the third engagement and disconnection device is disconnected, the engine is driven, the second motor is subjected to reverse torque deceleration power generation, the first motor does not work, and the hybrid power driving system enters a braking energy recovery mode under the engine direct drive 2-gear mode.
In the embodiment having the first engagement and disengagement device and the third engagement and disengagement device, by controlling the operating states of the engine, the first motor, and the second motor, and selectively engaging or disengaging the first engagement and disengagement device and the second engagement and disengagement device, a plurality of driving modes such as a pure electric driving mode, a power split mode, a parallel hybrid 1-gear mode, a parallel hybrid 2-gear mode, an engine direct-drive 1-gear mode, an engine direct-drive 2-gear mode, and a parking power generation mode can be realized. In addition, under the mode that the engine participates in driving, the engine can have two 2 gears, so that the hybrid power driving system of the embodiment can be suitable for urban working conditions and small and medium-sized vehicle types, and can give consideration to the dynamic property and economical efficiency of the whole vehicle.
According to the hybrid power driving system provided by the embodiment of the invention, the motor driving gear and the parking gear are arranged on the second shaft connected with the rotor of the second motor, the motor driving gear is meshed with the intermediate shaft gear arranged on the intermediate shaft, and the parking of the vehicle can be realized through locking the parking gear. Therefore, as the motor driving gear is connected with the rotor of the second motor, the intermediate shaft gear meshed with the motor driving gear is arranged on the intermediate shaft, and the vehicle can be locked by means of the large speed ratio of the gear pair formed by the motor driving gear and the intermediate shaft gear, when the vehicle is parked or stopped, only a small moment is needed, so that the parking power generation and the parking power generation can be realized without energy consumption, the first motor (generator) is not needed to generate power when the second motor (driving motor) is blocked, the second motor overheat and demagnetize failure caused by energy consumption and blocked rotation of the second motor can be avoided, the problem that the EPB needs to be frequently started when the parking power generation function is forcibly realized can be avoided, the EPB abrasion can be reduced, and the potential safety hazard of vehicle braking can be eliminated.
In addition, in the mode switching process, the second motor can participate in driving, power interruption does not exist, and driving experience is good.
In addition, the first motor can increase speed and torque through the planetary gear mechanism, and the size of the first motor can be effectively reduced.
In addition, the hybrid power driving system can cover HEV (hybrid electric vehicle) models and PHEV (hybrid electric vehicle) models, and has good platformization.
In addition, the hybrid power driving system has corresponding braking energy recovery modes in all driving modes, and can realize efficient braking energy recovery by utilizing the second motor, so that the braking energy recovery covers all driving working conditions, the energy recovery efficiency is high, and the vehicle endurance can be improved.
The following describes in detail a hybrid driving system and a driving system control method according to an embodiment of the present invention with reference to fig. 1 to 12.
First embodiment
As shown in fig. 1, a hybrid drive system provided in a first embodiment of the invention includes an engine 1, a first motor 2, a first engagement/disengagement device 3, a planetary gear mechanism 4, a second motor 5, a first shaft 6, a second shaft 7, an intermediate shaft 8, an intermediate shaft gear 9, a main reduction driving gear 10, a main reduction driven gear 20, a motor drive gear 30, a parking gear 40, and a differential 50. The differential 20 has two ends respectively connected to a first half shaft and a second half shaft, the outer end of the first half shaft is connected to a first wheel, and the outer end of the second half shaft is connected to a second wheel. One of the first wheel and the second wheel is a left wheel, and the other is a right wheel.
The intermediate shaft gear 9 and the main reduction driving gear 10 are arranged on the intermediate shaft 9, the intermediate shaft gear 9 is fixed (for example, in spline connection) on the intermediate shaft 8 or integrally formed on the intermediate shaft 8, and the main reduction driving gear 10 is fixed (for example, in spline connection) on the intermediate shaft 8 or integrally formed on the intermediate shaft 8.
The main reduction driven gear 20 is provided on the housing of the differential 50 and meshes with the main reduction driving gear 10, and the main reduction driven gear 20 is fixed (e.g., spline-connected) or integrally formed on the housing of the differential 50.
The motor drive gear 30 and the parking gear 40 are disposed on the second shaft 7, the motor drive gear 30 is engaged with the intermediate shaft gear 9, and the motor drive gear 30 and the parking gear 40 are fixed (e.g., spline-connected) to the second shaft 7 or integrally formed on the second shaft 7. One end of the second shaft 7 is connected with a rotor of the second motor 5, and parking of the vehicle can be achieved by locking the parking gear 40, for example, by clamping a parking pawl into the parking gear 40.
The planetary gear mechanism 4 includes a sun gear 41, a planet gear 42, a planet carrier 43, and a ring gear 44, the first shaft 6 is connected between the rotor of the first electric machine 2 and the sun gear 41, the engine 1 is connected to the planet carrier 43, the ring gear 44 is provided with a ring gear external gear 60 meshed with the intermediate shaft gear 9, and the ring gear external gear 60 is fixed (e.g., splined) to the ring gear 44 or integrally formed on the ring gear 44. The first engagement and disengagement means 3 is connected between the sun gear 41 and the stationary member for selectively engaging or disengaging the sun gear 41 from the stationary member. The first shaft 6, the second shaft 7 and the intermediate shaft 8 are arranged in parallel and at intervals. Therefore, the axial length of the hybrid power driving system can be shortened, and the whole vehicle arrangement is facilitated.
The first motor 2 and the engine 1 are positioned on two sides of the first shaft 6 in the axial direction, and the second motor 5 and the first motor 2 are positioned on the same side of the first shaft 6 in the axial direction. Thus, the engine 1 and the two motors are respectively positioned at two sides of the hybrid power driving system, the arrangement is more compact, and the two motors are positioned at the same side, so that the arrangement of a motor controller is facilitated, and the length of a wire harness of the motor is reduced.
The first motor 2, the first engagement/disengagement device 3, the planetary gear mechanism 4, and the engine 1 are arranged in this order along the axial direction of the first shaft 6. Therefore, the structure is compact, and the arrangement of the whole vehicle is facilitated.
The second motor 5, the motor driving gear 30 and the parking gear 40 are sequentially arranged along the axial direction of the second shaft 7. Therefore, the structure is compact, and the arrangement of the whole vehicle is facilitated.
The motor drive gear 30 has a diameter smaller than that of the counter gear 9, and the ring gear external gear 60 has a diameter smaller than that of the counter gear 9. That is, the diameter of the counter gear 9 is larger than the diameters of the motor drive gear 30 and the ring gear external gear 60. In this way, the output power of the second motor 5 is in reduction transmission with the intermediate shaft gear 9 through the motor drive gear 30, and the power output from the ring gear 44 is in reduction transmission with the intermediate shaft gear 9 through the ring gear external gear 60.
A first end of the first engagement and disengagement means 3 is connected to the stationary part and a second end of the first engagement and disengagement means 3 is connected to the first shaft 6. So that the first engagement and disengagement means 3 are entirely located between the stationary part and the first shaft 6, the first engagement and disengagement means 3 are arranged more compactly without taking up too much space. The first engagement and disengagement means 3 have a first end and a second end, one of which is the driving end (the end pushed by the actuator) and the other is the driven end.
In this embodiment, the first engagement/disengagement means 3 is a brake.
However, in other embodiments, clutches or synchronizers and other functionally similar elements may be used in place of brakes.
When the first engagement/disengagement device 3 is engaged, the first shaft 6, the first motor 2, and the sun gear 41 are braked, and the power of the engine 1 is input from the carrier 43 and output from the ring gear 44. When the first engagement and disengagement means 3 is disengaged, the first electric machine 2 is connected to the sun gear 41 via the first shaft 6. The first motor 2 may be driven by the engine 1 to generate electricity, or may be driven together with the engine 1.
The hybrid drive system may further comprise a damper element connected between the engine 1 and the planet carrier 43, the damper element being a single mass flywheel, a dual mass flywheel, a torsional damper or a torque converter.
According to the hybrid power driving system of the first embodiment of the invention, as the motor driving gear 30 is connected with the rotor of the second motor 5, the intermediate shaft gear 9 meshed with the motor driving gear 30 is arranged on the intermediate shaft 8, and by means of the large speed ratio of the gear pair formed by the motor driving gear 30 and the intermediate shaft gear 9, when a vehicle is parked or stopped, the vehicle can be locked by only needing small moment, thus parking power generation and parking power generation can be realized without energy consumption, the second motor 5 (driving motor) is not needed to hold back the first motor 2 (generator) to generate power, the problem that the second motor 5 is overheated and demagnetized to lose efficacy caused by energy consumption and blocked rotation of the second motor 5, and the problem that EPB needs to be frequently started when the parking power generation function is forcibly realized can be avoided, the EPB abrasion can be reduced, and the potential safety hazard of vehicle braking is eliminated.
In the hybrid drive system according to the first embodiment of the present invention, by controlling the operating states of the engine 1, the first motor 2, and the second motor 5, and selectively engaging or disengaging the first engagement/disengagement device 3, a plurality of drive modes such as a pure electric drive mode, a power split mode, a parallel hybrid mode, an engine direct drive mode, and a parking power generation mode can be realized.
In addition, corresponding braking energy recovery modes are arranged in each driving mode, and the second motor can be utilized to realize efficient braking energy recovery. In the mode switching process, the second motor 5 can participate in driving, power interruption does not exist, and driving experience is good. The first motor 2 can increase speed and torque through the planetary gear mechanism 4, and the volume of the first motor 2 can be effectively reduced. The hybrid power driving system can cover HEV (hybrid electric vehicle) models and PHEV (hybrid electric vehicle) models, and has good platformization.
Control in each drive mode is shown in table 1 below:
TABLE 1
In table 1, "/" indicates no operation.
The power (power) transmission in each drive mode is specifically as follows:
(1) Pure electric drive mode
The first engagement and disengagement device 3 is disengaged, the second motor 5 is driven, the engine 1 and the first motor 2 do not work, and the hybrid drive system enters a pure electric mode. At this time, the power transmission route is that the second motor 5, the motor driving gear 30, the intermediate shaft gear 9, the main reduction driving gear 10, the main reduction driven gear 20 and the differential 50. The mode is mainly used for starting and medium-low speed running of the vehicle.
(3) Power splitting mode
The first engagement and disengagement device 3 is disengaged, the engine 1 drives the first motor 2 to generate electricity while driving, all or part of the electric energy generated by the first motor 2 is provided to the second motor 5, the second motor 5 is driven, and the hybrid power driving system enters a power split mode. At this time, the power transmission route is divided into three. The first path is that the second motor 5-motor driving gear 30-intermediate shaft gear 9-main reduction driving gear 10-main reduction driven gear 20-differential mechanism 50, the second path is that the engine 1-planet carrier 43-planet gear 42-gear ring 44-gear ring external gear 60-intermediate shaft gear 9-main reduction driving gear 10-main reduction driven gear 20-differential mechanism 50, and the third path (power generation path) is that the engine 1-planet carrier 43-planet gear 42-sun gear 41-first motor 2. This mode is primarily used to cover low speed conditions in the vehicle while covering high speed conditions beyond the mechanical point. When the power is rich and the battery pack SOC is not saturated, the power passing through the first motor 2 can be partially charged into the battery pack, and when the required power is greater than the power of the engine 1, if the battery pack SOC is not low, insufficient power can be discharged from the battery and output through the second motor 5.
(4) Parallel mixed mode
The first engagement and disconnection device 3 is engaged, the engine 1 is driven, the second motor 5 is driven or generates electricity, the first motor 2 does not work, and the hybrid power driving system enters a parallel hybrid mode. The parallel hybrid mode may be further divided into a parallel power assisting mode and a parallel power generating mode according to the power assisting or driving of the second motor 5. In the parallel power assisting mode, the power transmission route is divided into two routes, wherein the first route is that the second motor 5 is connected with the motor driving gear 30, the intermediate shaft gear 9 is connected with the main reduction driving gear 10, the main reduction driven gear 20 is connected with the differential mechanism 50, and the second route is that the engine 1 is connected with the planet carrier 43, the planet gears 42, the gear ring 44, the gear ring external gear 60, the intermediate shaft gear 9 is connected with the main reduction driving gear 10, the main reduction driven gear 20 is connected with the differential mechanism 50. In the parallel power generation mode, the power transmission route is divided into two routes, wherein the first route is that the engine 1, the planet carrier 43, the planet wheel 42, the gear ring 44, the gear ring external gear 60, the intermediate shaft gear 9, the motor driving gear 30 and the second motor 5, and the second route is that the engine 1, the planet carrier 43, the planet wheel 42, the gear ring 44, the gear ring external gear 60, the intermediate shaft gear 9, the main reduction driving gear 10, the main reduction driven gear 20 and the differential 50. The parallel hybrid mode is mainly used for high-speed working condition hybrid power running, most of the power of the engine 1 is directly used for driving (without electric power conversion), the first motor 2 can adjust the torque working range of the engine 1 on the premise of meeting the power requirement of the whole vehicle, the engine 1 can realize torque decoupling, the engine 1 is in the optimal torque working range under the condition that the battery pack SOC is enough, and the system is efficient to operate. In the parallel power assisting mode, two power sources are driven (engine 1+second motor 5), and the vehicle has good power performance.
(5) Engine direct drive mode
The first engagement and disengagement device 3 is engaged, the engine 1 is driven, the first motor 2 is not operated, the second motor 5 is idle, and the hybrid drive system enters an engine direct drive mode. At this time, the power transmission route is that the engine 1, the planet carrier 43, the planet gears 42, the ring gear 44, the ring gear external gear 60, the intermediate shaft gear 9, the main reduction driving gear 10, the main reduction driven gear 20 and the differential 50. The mode is mainly used for direct-drive running of a high-speed engine, the mode is needed to be switched to when the vehicle speed is close to a mechanical point in order to avoid the power backflow phenomenon of input type power splitting, and in the mode, the power of the engine 1 is directly driven without electric power conversion, so that the system efficiency is high.
(6) Parking power generation mode
When the vehicle is parked, the parking gear 40 is locked, the first engagement and disengagement device 3 is disengaged, the second motor 5 does not work, the engine 1 drives the first motor 2 to generate electricity, and the hybrid power driving system enters a parking electricity generation mode. The power transmission route is engine 1-planet carrier 43-planet wheel 42-sun wheel 41-first motor 2. The mode is mainly used for stopping feeding working conditions such as traffic lights and the like.
(7) Braking energy recovery mode in pure electric mode
When the vehicle brakes in the pure electric mode, the first engagement and disengagement device 3 is disengaged, the second motor 5 is subjected to reverse torque deceleration to generate electricity, the engine 1 and the first motor 2 do not work, and the hybrid electric drive system enters a braking energy recovery mode in the pure electric mode. At this time, the braking energy recovery route is that of the wheel-differential 50-the main subtracting driven gear 20-the main subtracting driving gear 10-the intermediate shaft gear 9-the motor drive gear 30-the second motor 5. The mode is applied to vehicle braking energy recovery in a pure electric mode.
(8) Braking energy recovery mode in power split mode
When the vehicle brakes in the power split mode, the first engagement and disengagement device 3 is disengaged, the second motor 5 is subjected to reverse torque deceleration and power generation, the engine 1 drives the first motor 2 to generate power while driving, and the hybrid power driving system enters a braking energy recovery mode in the power split mode. At this time, the braking energy recovery route is that of the wheel-differential 50-the main subtracting driven gear 20-the main subtracting driving gear 10-the intermediate shaft gear 9-the motor drive gear 30-the second motor 5. The mode is applied to vehicle braking energy recovery in a power split mode.
(9) Braking energy recovery mode in parallel hybrid mode
When the vehicle brakes in the parallel hybrid mode, the first engagement and disengagement device 3 is engaged, the second motor 5 is subjected to reverse torque deceleration and power generation, the engine 1 is driven, the first motor 2 does not work, and the hybrid power driving system enters a braking energy recovery mode in the parallel hybrid mode. At this time, the braking energy recovery route is that of the wheel-differential 50-the main subtracting driven gear 20-the main subtracting driving gear 10-the intermediate shaft gear 9-the motor drive gear 30-the second motor 5. The mode is applied to vehicle braking energy recovery in a parallel hybrid mode.
(10) Braking energy recovery mode in engine direct drive mode
When the vehicle brakes in the engine direct drive mode, the first engagement and disengagement 3 is engaged, the second motor 5 is subjected to reverse torque deceleration and power generation, the engine 1 is driven, the first motor 2 does not work, and the hybrid power driving system enters a braking energy recovery mode in the engine direct drive mode. At this time, the braking energy recovery route is that of the wheel-differential 50-the main subtracting driven gear 20-the main subtracting driving gear 10-the intermediate shaft gear 9-the motor drive gear 30-the second motor 5. The mode is applied to vehicle braking energy recovery in an engine direct drive mode.
Second embodiment
Fig. 2 shows a hybrid drive system according to a second embodiment of the present invention, which is different from the first embodiment in that the hybrid drive system further includes a second engagement/disengagement device 70, the first shaft 6 includes a first shaft section 61 and a second shaft section 62 that are coaxial and spaced apart from each other, a first end of the first engagement/disengagement device 3 is connected to the stationary member, one end of the first shaft section 61 is connected to the rotor of the first electric motor 2, the second engagement/disengagement device 70 is connected between the other end of the first shaft section 61 and the second end of the first engagement/disengagement device 3, and the second shaft section 62 is connected between the second end of the first engagement/disengagement device 3 and the sun gear 41.
The engagement and disengagement of the second engagement and disengagement means 3 enables the power connection and disconnection of the first motor 2 and the sun gear 41. Thus, in the pure electric mode, the second engagement/disengagement device 70 is disengaged to disengage the first motor 2 from the sun gear 41, and the load on the sun gear is set to 0. In the pure electric driving mode, the second motor 5 reversely drags the engine 1 and the first motor 2, the working efficiency of the system is improved, and the endurance mileage of the electric vehicle (particularly the PHEV type) is improved.
The degree of freedom of the ring gear can be eliminated by the torque-holding action of the second motor 5 and the parking gear 30. The second engagement and disengagement means 70 can be selectively engaged, and the engine 1 can be restarted quickly by the first electric motor 2.
The second engagement and disengagement means 70 is a clutch. Preferably, the clutch is a wet multiplate clutch. The use of a wet multiplate clutch is more reliable than a dry multiplate clutch.
However, the second engagement and disengagement means 70 may also be a functionally similar element such as a synchronizer or a brake.
In this embodiment, the hybrid power driving system also has a pure electric driving mode, a power split mode, a parallel hybrid mode, an engine direct drive mode, and a parking power generation mode. In addition, corresponding braking energy recovery modes are arranged in each driving mode, and the second motor can be utilized to realize efficient braking energy recovery.
Control in each drive mode is shown in table 2 below:
TABLE 2
In table 2, "/" indicates no operation.
In the second embodiment, power (power) transmission in each drive mode is similar to that in the first embodiment.
Third embodiment
Referring to fig. 3 to 7, an embodiment of the present invention further provides a driving system control method, based on the hybrid driving system of the first and second embodiments, the method including:
And establishing a working mode layering distribution model of the hybrid power driving system, wherein the hybrid power driving system at least comprises a pure electric driving mode, a power splitting mode, a parallel hybrid power driving mode and an engine direct driving mode.
And switching among the pure electric driving mode, the power splitting mode, the parallel hybrid mode and the engine direct-drive mode according to the working mode layered distribution model.
Referring to fig. 5 to 7, the working mode layered distribution model has two layers, in order to avoid frequent switching of modes between the two layers, the layering condition of the first layer and the second layer of the working mode layered distribution model is V20< V2, the first layer of the working mode layered distribution model is distributed with the power splitting mode and the pure electric driving mode, and the second layer of the working mode layered distribution model is distributed with the pure electric driving mode, the parallel hybrid electric mode and the engine direct drive mode. Where V20 represents a first vehicle speed threshold and V2 represents a second vehicle speed threshold. The vehicle speed threshold value is preset according to experience, and then V20 and V2 are calibrated through later-stage whole vehicle adjustment.
As shown in FIG. 4, the state control requirement of the SOC of the battery pack is that the SOC of the battery pack is not too high or too low, and it is important to maintain the relative balance of the SOCs.
The method further comprises the steps of:
A buffer area is provided on a switching path of each operation mode, and a buffer area is provided on a start-stop switching path of the engine. A certain buffer area is set when each working mode and the engine start-stop are switched, so that frequent switching of the working modes and frequent start-stop of the engine are avoided.
The method further comprises the steps of:
The SOC of the battery pack is monitored in real time.
When the current SOC of the battery pack is higher than the set upper limit SOCh and the required power Pr of the whole vehicle is lower than the set lower limit Prl, the engine is controlled to be not operated, so that the battery pack independently provides electric energy for the second motor to drive the whole vehicle to run.
When the current SOC of the battery pack is lower than the set lower limit value SOCl, or the current SOC of the battery pack is between the set upper and lower limit values SOCh and SOCl and the whole vehicle required power Pr is between the set upper and lower limit values Prh and Prl, or the whole vehicle required power Pr is higher than the set upper limit value Prh, controlling the engine to work, so that the engine is used as a main power source to drive the whole vehicle to run. At this time, the operation parameters of the first motor and the second motor are calculated according to the determination formulas of the operation parameters of the components in the power splitting mode, so that the operation states of the two motors are determined.
When the current SOC of the battery pack is higher than the set upper limit value SOCh and the whole vehicle required power Pr is between the set upper and lower limit values Prh and Prl, or the current SOC of the battery pack is between the set upper and lower limit values SOCh and SOCl and the whole vehicle required power Pr is lower than the set lower limit value Prl, a transition zone is set to keep the operation mode of the hybrid drive system in the operation mode at the previous time (simply referred to as keeping the previous mode) in order to avoid frequent switching of the operation mode and frequent start-stop of the engine.
The method further comprises the steps of:
In a power split mode of the hybrid power driving system, when the engine is started and the required power Per of the engine is lower than the minimum power value Pemin on the lowest oil consumption line of the engine, the engine is controlled to work at a minimum power value Pemin power point, when the required power Per of the engine is higher than the maximum power value Pemax on the lowest oil consumption line of the engine, the engine is controlled to work at the maximum power value Pemax power point, and when the required power Per of the engine is between the maximum power value Pemax and the minimum power value Pemin on the lowest oil consumption line of the engine, the engine is controlled to work on the lowest oil consumption line of the engine, wherein the required power Per of the engine is equal to the required power Pr+the loss power+the accessory power of the whole vehicle.
The method further comprises the steps of:
in the direct drive mode or the parallel hybrid mode of the engine, when the required power Per of the engine is lower than the minimum power value Pemin on the lowest oil consumption line of the engine, the engine is controlled to work at the minimum power value Pemin power point, when the required power Per of the engine is higher than the maximum power value Pemax on the lowest oil consumption line of the engine, the engine is controlled to work at the maximum power value Pemax power point, and when the required power Per of the engine is between the maximum power value Pemax and the minimum power value Pemin on the lowest oil consumption line of the engine, the engine is controlled to work on the lowest oil consumption line Peopt.
When the engine demand power Per is higher than the engine minimum fuel consumption line Peopt and the current SOC of the battery pack is higher than the set lower limit value SOCl, the hybrid power driving system is switched to a parallel power assisting mode of a parallel hybrid mode, and when the engine demand power Per is lower than the engine minimum fuel consumption line Peopt and the current SOC is lower than the set upper limit value SOCh, the hybrid power driving system is switched to a parallel power generating mode of the parallel hybrid mode.
In the third embodiment, specific mode switching conditions are shown in table 3:
TABLE 3 Table 3
Fourth embodiment
Fig. 8 shows a hybrid drive system according to a fourth embodiment of the present invention, which differs from the first embodiment in that it further comprises a third engagement/disengagement device 80, said third engagement/disengagement device 80 being located between the second end of said first engagement/disengagement device 3 and said planet carrier 43.
The engagement and disengagement of the third engagement and disengagement means 80 enables the connection and disconnection of the carrier 43 with the sun gear 41. When the third engagement/disengagement device 80 is engaged, the carrier 43 is connected to the sun gear 41, the entire planetary gear mechanism 4 rotates, and the speed ratio of the planetary gear mechanism 4 is 1. When the third engagement/disengagement device 80 is disengaged, the carrier 43 is disengaged from the sun gear 41, and the speed ratio of the planetary gear mechanism 4 is not 1.
In this embodiment, the hybrid power driving system has a pure electric driving mode, a power splitting mode, a parallel hybrid 1-gear mode, a parallel hybrid 2-gear mode, an engine direct-drive 1-gear mode, an engine direct-drive 2-gear mode and a parking power generation mode.
The first engagement and disengagement device 3 is disengaged, the third engagement and disengagement device 80 is disengaged, the second motor 5 is driven, the engine 1 and the first motor 2 are not operated, and the hybrid drive system enters a pure electric mode.
The first engagement and disengagement device 3 is disengaged, the third engagement and disengagement device 80 is disengaged, the engine 1 drives the first motor 2 to generate electricity while driving, all or part of the electric energy generated by the first motor 2 is provided to the second motor 5, the second motor 5 is driven, and the hybrid power driving system enters a power split mode.
The first engagement and disengagement device 3 is disengaged, the third engagement and disengagement device 80 is engaged (the planetary gear mechanism 4 integrally rotates), the engine 1 is driven, the second motor 5 is driven or generates electricity, the first motor 2 is driven, generates electricity or idles, and the hybrid drive system enters a parallel hybrid 1-gear mode. The first engagement and disengagement device 3 is engaged, the third engagement and disengagement device 80 is disengaged, the engine 1 is driven, the second motor 5 is driven or generates electricity, the first motor 2 does not work, and the hybrid power driving system enters a parallel hybrid 2-gear mode.
The first engagement and disengagement device 3 is disengaged, the third engagement and disengagement device 80 is engaged, the engine 1 is driven, the first motor 2 idles, the second motor 5 idles, and the hybrid drive system enters a direct-drive 1-gear mode of the engine. The first engagement and disengagement device 3 is engaged, the third engagement and disengagement device 80 is disengaged, the engine 1 is driven, the first motor 2 does not work, the second motor 5 idles, and the hybrid power driving system enters a direct-drive 2-gear mode of the engine.
When the vehicle is parked, the parking gear 30 is locked, the first engagement and disengagement device 3 is disengaged, the third engagement and disengagement device 80 is disengaged, the second motor 5 is not operated, the engine 1 drives the first motor 2 to generate electricity, and the hybrid power drive system enters a parking electricity generation mode.
The parallel hybrid mode comprises a parallel 1-gear power assisting mode, a parallel 1-gear power generating mode, a parallel 2-gear power assisting mode and a parallel 2-gear power generating mode, wherein the first engagement and disconnection device 3 is disconnected, the third engagement and disconnection device 80 is engaged, the engine 1 is driven, the second motor 5 is driven, the first motor drive 2 is driven, generates power or idles, the hybrid power driving system enters the parallel 1-gear power assisting mode, the first engagement and disconnection device 3 is disconnected, the third engagement and disconnection device 80 is engaged, the engine 1 is driven, the second motor 5 generates power, the first motor 2 is driven, generates power or idles, the hybrid power driving system enters the parallel 1-gear power generating mode, the first engagement and disconnection device 3 is engaged, the third engagement and disconnection device 80 is disconnected, the engine 1 is driven, the second motor 5 is driven, the first motor 2 does not work, the hybrid power driving system enters the parallel 2-gear power assisting mode, the first engagement and disconnection device 3 is engaged, the second engagement and disconnection device 80 is disconnected, the engine 1 is disconnected, the first motor 1, the second motor 2 does not drive, and the hybrid power driving system enters the parallel 2-gear power generating mode.
The hybrid power driving system is provided with a braking energy recovery mode in a pure electric driving mode, a braking energy recovery mode in a power splitting mode, a braking energy recovery mode in a parallel hybrid power 1 gear mode, a braking energy recovery mode in a parallel hybrid power 2 gear mode, a braking energy recovery mode in an engine direct drive 1 gear mode and a braking energy recovery mode in an engine direct drive 2 gear mode.
When the vehicle brakes in the pure electric mode, the first engagement and disengagement device 3 is disengaged, the third engagement and disengagement device 80 is disengaged, the second motor 5 is subjected to reverse torque deceleration to generate electricity, the engine 1 and the first motor 2 do not work, and the hybrid electric drive system enters a braking energy recovery mode in the pure electric mode.
When the vehicle brakes in the power split mode, the first engagement and disengagement device 5 is disengaged, the third engagement and disengagement device 80 is disengaged, the second motor 5 is subjected to reverse torque deceleration to generate electricity, the engine 1 drives the first motor 2 to generate electricity while driving, and the hybrid power driving system enters a braking energy recovery mode in the power split mode.
When the vehicle brakes in the parallel hybrid 1-gear mode, the first engagement and disengagement device 3 is disengaged, the third engagement and disengagement device 80 is engaged, the engine 1 is driven, the second motor 5 is subjected to reverse torque deceleration power generation, the first motor 2 is driven, generates power or idles, and the hybrid power driving system enters a braking energy recovery mode in the parallel hybrid 1-gear mode.
When the vehicle brakes in the parallel hybrid 2-gear mode, the first engagement and disengagement device 3 is engaged, the third engagement and disengagement device 80 is disengaged, the engine 1 is driven, the second motor 5 is subjected to reverse torque deceleration to generate electricity, the first motor 2 does not work, and the hybrid power driving system enters a braking energy recovery mode in the parallel hybrid 2-gear mode.
When the vehicle brakes in the engine direct-drive 1-gear mode, the first engagement and disengagement device 3 is disengaged, the third engagement and disengagement device 80 is engaged, the engine 1 is driven, the second motor 5 is subjected to reverse torque deceleration power generation, the first motor 2 generates power or idles, and the hybrid power driving system enters a braking energy recovery mode in the engine direct-drive 1-gear mode.
When the vehicle brakes in the engine direct-drive 2-gear mode, the first engagement and disengagement device 3 is engaged, the third engagement and disengagement device 80 is disengaged, the engine 1 is driven, the second motor 5 is subjected to reverse torque deceleration power generation, the first motor 2 does not work, and the hybrid power driving system enters a braking energy recovery mode in the engine direct-drive 2-gear mode.
In the present embodiment, control in each driving mode is shown in the following table 4:
TABLE 4 Table 4
In table 4, "/" indicates no operation.
Fifth embodiment
Referring to fig. 9 to 12, the fifth embodiment of the present invention also provides a drive system control method, which is based on the hybrid drive system of the fourth embodiment, which is different from the drive system control method of the third embodiment in that:
The working mode layered distribution model comprises three layers, the layering condition of a first layer and a second layer of the working mode layered distribution model is V10< V1, the layering condition of a second layer and a third layer of the working mode layered distribution model is V20> V2, the parallel hybrid mode comprises a parallel hybrid 1-gear mode and a parallel hybrid 2-gear mode, the engine direct drive mode comprises an engine direct drive 1-gear mode and an engine direct drive 2-gear mode, the first layer of the working mode layered distribution model is provided with the power splitting mode and the pure electric drive mode, the parallel hybrid 1-gear mode and the engine direct drive 1-gear mode, and the third layer of the working mode layered distribution model is provided with the pure electric drive mode, the parallel hybrid 2-gear mode and the engine direct drive 2-gear mode. Wherein V20 represents a first vehicle speed threshold, V2 represents a second vehicle speed threshold, V10 represents a third vehicle speed threshold, and V1 represents a fourth vehicle speed threshold. The vehicle speed threshold value is preset according to experience, and then V20, V10, V1 and V2 are calibrated through later-stage whole vehicle adjustment.
In addition, the embodiment of the invention also provides a vehicle, which comprises the hybrid power driving system of the embodiment.
The foregoing description of the preferred embodiments of the invention is not intended to be limiting, but rather is intended to cover all modifications, equivalents, and alternatives falling within the spirit and principles of the invention.
Claims (26)
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202311187233.2A CN119659302A (en) | 2023-09-14 | 2023-09-14 | Hybrid power drive system, vehicle and drive system control method |
| PCT/CN2024/108146 WO2025055573A1 (en) | 2023-09-14 | 2024-07-29 | Hybrid power drive system, vehicle and drive system control method |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202311187233.2A CN119659302A (en) | 2023-09-14 | 2023-09-14 | Hybrid power drive system, vehicle and drive system control method |
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| CN119659302A true CN119659302A (en) | 2025-03-21 |
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| CN202311187233.2A Pending CN119659302A (en) | 2023-09-14 | 2023-09-14 | Hybrid power drive system, vehicle and drive system control method |
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