CN201423916Y - A driving device for a parallel hybrid electric vehicle - Google Patents

Abstract

The utility model discloses a driving device for a parallel hybrid electric vehicle, which comprises a counter-rotating double-rotor motor, a motor controller, a planetary mechanism, a storage battery pack, a control unit ECU and a fixed-axis gear pair. The power transmission mechanism composed of rotating double-rotor motor and fixed shaft gear pair is respectively connected with the sun gear and the ring gear of the planetary mechanism; at least one brake is connected with the sun gear and the ring gear of the planetary mechanism; the battery pack is respectively connected with the motor controller and the control unit The ECU is electrically connected, and the motor controller is electrically connected to the counter-rotating double-rotor motor. The device has a compact structure, fewer power transmission parts, and reduces transmission loss; the action of the brake determines different working modes, and different modes have different speed ratios and torque outputs. The vehicle can choose to operate in different modes according to the actual power demand. , its speed ratio range is greatly increased, making this system applicable to various models with different requirements on speed ratio.

Description

A driving device for a parallel hybrid electric vehicle

technical field

The utility model relates to a power transmission and an automatic speed change system in a hybrid electric vehicle, in particular to a driving device for a parallel hybrid electric vehicle.

technical background

Due to the increasing awareness of environmental protection caused by energy and environmental problems, the requirements for energy saving and environmental protection of automobiles are getting higher and higher, but the related technologies of electric vehicles and fuel cell vehicles are still immature, making hybrid electric vehicles (HEV) more and more popular. Attracting people's attention, it has gradually become a development trend and is a hot topic in the current automotive field research.

The method and structural form of hybrid electric vehicle power synthesis are directly related to the performance of the vehicle. At present, the structural forms of the hybrid electric vehicle power drive system include series, parallel and series-parallel hybrid. There are many changes in the specific structural form. , but there are certain deficiencies, and the advantages of energy saving and environmental protection of hybrid electric vehicles cannot be fully utilized. The most representative of various hybrid drive systems in the world are THS hybrid system of Toyota Motor Corporation, EP (electric parallel) hybrid system of General Motors and its AH2 (second generation advanced hybrid system), Ford Automobile's FHS hybrid system.

Regardless of whether it is a HEV or a traditional internal combustion engine vehicle, the transmission, as its power transmission component, plays a vital role in the adjustment of the engine characteristics and the driving performance of the vehicle. Among the various existing power transmission systems, the hydromechanical automatic transmission (AT) has the advantages of not cutting off the power shift, smooth starting, and the torque converter adapting to resistance, but it has complex structures and manufacturing process requirements. High, low transmission efficiency of hydraulic torque converter and other disadvantages; electromechanical automatic transmission (AMT) has the advantages of high transmission efficiency and large power capacity, but it is difficult to obtain the perfect transmission characteristics of continuously variable automatic transmission; due to continuously variable transmission The transmission (CVT) can continuously change the speed ratio, so that the car can achieve the best match between the engine and the motor operating point (best economy or best power match) according to the driver's operation intention under any working condition. Thereby effectively reducing emissions and improving the fuel economy, power and ride comfort of the vehicle. Therefore, hybrid electric vehicles based on continuously variable transmission have become the preferred solution.

However, as far as some types of mechanical continuously variable transmissions (CVT) currently exist, because they are actually based on friction transmission, they have the ability to transmit torque and power and low efficiency, and the available range of gear ratios (that is, the ratio of the maximum speed ratio to the minimum speed ratio of the system) is quite limited and other shortcomings, so it is generally only suitable for small-displacement cars and motorcycles with small power and speed ratio ranges, or other vehicles that only need to transmit small power. use or occasion.

Utility model content

The purpose of this utility model is to overcome the shortcomings of the current continuously variable speed power drive system of automobiles, to provide a more flexible layout, easy to control, no need to use a transmission, high transmission efficiency, and can realize a variety of different working modes, and in various A driving device for a parallel hybrid vehicle with an automatic continuously variable transmission function with a large speed ratio range in the working mode.

The purpose of this utility model is achieved through the following technical solutions:

The utility model integrates the advantages of mechanical transmission and electric transmission, utilizes the stepless speed regulation function of the counter-rotating double-rotor motor, and uses two of the three ports of the planetary mechanism as the power input end, and the other one as the power output end to form a power supply. Parallel import. Specifically, the two ends of the inner rotor of the counter-rotating double-rotor motor are respectively connected to the output shaft of the engine and one input end of the planetary mechanism, and the outer rotor is connected to the other input end of the planetary mechanism through a pair of fixed shaft gear pairs. The output of the mechanism is transmitted to the reducer.

A driving device for a parallel hybrid electric vehicle, including a counter-rotating double-rotor motor, a motor controller, a planetary mechanism, a storage battery pack, a control unit ECU and a fixed shaft gear pair, the planet carrier of the planetary mechanism is connected to the drive axle through an output shaft The drive axle is connected to the drive wheel through two half shafts; the input shaft of the engine is connected to the sun gear and the ring gear of the planetary mechanism through a power transmission mechanism composed of a counter-rotating double-rotor motor and a fixed shaft gear pair; at least one brake is connected to the The sun gear of the planetary mechanism is connected to the ring gear; the battery pack is electrically connected to the motor controller and the control unit ECU, and the motor controller is electrically connected to the counter-rotating double-rotor motor; the input shaft and the output shaft are respectively equipped with a first speed sensor and a The second rotational speed sensor and the control unit ECU are respectively connected with the first rotational speed sensor, the second rotational speed sensor, the brake and the motor controller in signal connection.

The input shaft of the engine is respectively connected with the sun gear and the ring gear of the planetary mechanism through a power transmission mechanism composed of a counter-rotating double-rotor motor and a fixed-shaft gear pair. The inner rotor of the motor is connected, and the inner rotor is connected with the sun gear of the planetary mechanism through the shaft and the first brake; the outer rotor of the dual-rotor motor is connected with the ring gear of the planetary mechanism through the fixed shaft gear pair and the second brake.

The input shaft of the engine is respectively connected with the sun gear and the ring gear of the planetary mechanism through a power transmission mechanism composed of a counter-rotating double-rotor motor and a fixed-shaft gear pair. The inner rotor of the motor is connected, and the inner rotor is connected with the ring gear of the planetary mechanism through the shaft and the first brake; the outer rotor of the dual-rotor motor is connected with the sun gear of the planetary mechanism through the fixed shaft gear pair and the second brake.

The input shaft of the engine is respectively connected to the sun gear and the ring gear of the planetary mechanism through a power transmission mechanism composed of a counter-rotating double-rotor motor and a fixed shaft gear pair. connection; the input shaft is also provided with a fixed-axis gear pair, which is connected with the inner rotor of the counter-rotating double-rotor motor, and the outer rotor of the double-rotor motor is connected with the second brake and the ring gear of the planetary mechanism through the shaft.

An automatic controllable clutch is also provided on the input shaft of the engine, and the automatic controllable clutch is connected with the control unit ECU for signals.

The first brake and the second brake are dry, wet or electromagnetic brakes.

The first brake and the second brake are single-plate or multi-plate brakes.

The storage battery pack is a lithium battery, a nickel metal hydride battery or a lead-acid battery.

Working principle of the utility model:

This system uses a counter-rotating double-rotor motor and a planetary mechanism with two degrees of freedom as the main components, and two of the three components of the planetary mechanism are used as power input ends, and the energy of the engine and the counter-rotating dual-rotor motor are respectively Split flow transfer; since the outer rotor of the counter-rotating double-rotor motor is connected to an input end of the planetary mechanism through the fixed-shaft gear pair, the second brake can be used to control the motion state of the fixed-shaft gear pair to control the outer rotor of the counter-rotating double-rotor motor And the motion state of the input end of the planetary mechanism connected with its fixed shaft gear pair, the first brake controls the motion state of the inner rotor and the input end of the planetary mechanism connected with it, so as to achieve the purpose of realizing a variety of different working modes.

The specific work is that the control system of the car selects different working modes by controlling the two brakes according to the current operating conditions of the car; at the same time, according to the selected working mode, the motor controller continuously adjusts the speed and torque of the motor , so that the engine always works in the best state.

Figure 1 is a general schematic diagram of the CVT parallel hybrid drive system. According to the control action of the brake and the control of the motor controller to the dual-rotor motor, various working modes of the hybrid electric vehicle can be realized:

(1) Engine idle stop/quick start mode

During the deceleration process of the vehicle, or when the vehicle stops at a red light, traffic jam or other situations, by cutting off the engine oil and stopping the engine, the fuel consumption and exhaust emission of the existing internal combustion engine vehicle decelerating and idling at this time are avoided, and the vehicle can be improved. Fuel economy and reduced exhaust emissions. According to the control strategy of the whole vehicle, when the engine needs to be started, after the inner rotor drives the engine to a higher speed, the engine starts to supply fuel to avoid fuel consumption and exhaust emissions during the engine start process.

(2) Pure electric drive mode

When the vehicle is starting or running at low load, the engine is in a low-load condition, with low thermal efficiency and poor exhaust emissions. At this time, by turning off the engine and braking the engine input end in the planetary mechanism, the outer rotor of the dual-rotor motor alone provides all the torque for driving the vehicle to achieve zero emissions. This mode plays an important role in urban road operation.

(3) Pure engine drive mode

When the battery power is insufficient to drive the motor or the torque provided by the motor is not enough to drive the car, the engine needs to be driven independently. At this time, the dual-rotor motor is idling, and the brake brakes the input end of the outer rotor in the planetary mechanism, or the engine generates power for driving. When the vehicle still has surplus, the dual-rotor motor works in the power generation mode, which can supplement the electric energy of the battery while driving the vehicle.

(4) Parallel hybrid drive mode

When a large driving torque is required for rapid acceleration or climbing, or the torque required by the vehicle increases rapidly, if the battery can also provide electric energy to drive the dual-rotor motor, the dual-rotor motor can also provide power while the engine outputs power. At this time, if the brake brakes the input end of the outer rotor in the planetary mechanism, the direct coupling between the inner rotor of the motor and the output power of the engine can be realized, and the torque increase output can be realized; if the input end of the outer rotor in the planetary mechanism is not braked, the direct coupling between the inner rotor and the engine can be realized. At the same time of coupling, the power of the outer rotor of the motor is coupled and output through the planetary mechanism. At this time, the function of stepless speed regulation of the output can be realized while increasing the torque.

(5) Regenerative braking energy feedback mode

During the braking or deceleration process of the vehicle, the engine is cut off and stopped, and the dual-rotor motor operates in the power generation mode to realize the regenerative braking energy feedback mode. At this time, in order to avoid the inner rotor dragging the engine backwards to consume recovered energy, it is necessary to brake the input end of the engine in the planetary mechanism, and use the outer rotor to recover regenerative braking energy.

(6) Parking charging mode

When the vehicle is parked, if the battery power is too low, it can be charged while parked. When parking and charging, use the brake on the wheel to lock the output end of the planetary mechanism, the brake does not work, the dual-rotor motor works in the power generation mode, the engine drives the inner rotor to rotate, and the planetary mechanism drives the outer rotor to rotate at the same time to achieve maximum power generation efficiency. When the battery power exceeds the set value, the engine is turned off to stop charging.

Advantage of the utility model:

(1) Compact structure, less power transmission parts, reducing transmission loss.

(2) The action of the brake determines different working modes. Different modes have different speed ratios and torque outputs. The vehicle can choose to operate in different modes according to the actual power demand.

(3) The counter-rotating dual-rotor motor itself has a stepless speed change function, and no transmission is required. During hybrid driving, the stepless speed change within a certain speed range can be realized through the speed regulation function of the counter-rotating dual-rotor motor.

(4) Due to the large increase in speed ratio range, this system can be used in various models with different requirements for speed ratio.

Description of drawings

Fig. 1 is the general schematic diagram of the utility model.

Figure 2 is a schematic diagram of the principle of Embodiment 1 of the utility model after changing the coupling position of the fixed shaft gear pair.

Fig. 3 is a principle schematic diagram of embodiment 2 in which a clutch is added and a brake is reduced.

Fig. 4 is a schematic diagram of the principle of Embodiment 4 after changing the input and output terminals of the planetary mechanism.

Detailed ways

The utility model will be further described in detail below in conjunction with the accompanying drawings and examples, but the implementation of the utility model is not limited thereto.

The first brake and the second brake in the following embodiments can be dry, wet or electromagnetic brakes. The first brake and the second brake may be single-plate or multi-plate brakes. The battery pack can be lithium, nickel metal hydride or lead-acid batteries. The planetary mechanism can be a single planetary mechanism or a compound planetary mechanism. The counter-rotating double-rotor motor can be a DC motor, an AC asynchronous motor, a permanent magnet synchronous motor or a reluctance motor, etc. The control unit ECU is a single-chip microcomputer or an embedded computer, which collects electrical signals from various sensors and controls automatic clutches, motor controllers, brakes, etc. The motor controller is configured accordingly according to the type of motor selected.

In the following embodiments, for the convenience of analysis, the general symbols of each parameter are defined as follows: n _e is the engine speed; n _M is the speed of the counter-rotating dual-rotor motor 4; n _M-out is the outer rotor speed of the counter-rotating dual-rotor motor 4; n _M-in is the inner rotor speed of the counter-rotating double-rotor motor 4; n _s is the sun gear speed of the planetary mechanism 7, n _r is the ring gear speed of the planetary mechanism 7, n _c is the planetary carrier speed of the planetary mechanism 7, and the planetary The characteristic parameter of the planetary row of the mechanism 7 is k=n _r /n _s ; k ₁ is the transmission ratio of the fixed shaft gear pair 5; i=n _e /n _c is the transmission ratio of the system.

Example 1

As shown in Figure 2, a driving device for a parallel hybrid vehicle includes an engine 1, a counter-rotating double-rotor motor 4, a planetary mechanism 7, a first brake 61, a second brake 62, a battery pack 13, and a control unit ECU11 , a pair of fixed shaft gear pairs 5 and a plurality of rotational speed sensors. The engine 1 is connected with the sun gear of the planetary mechanism 7 through the input shaft 31 and the first brake 61; the input shaft 31 is also provided with a fixed shaft gear pair 5, and the fixed shaft gear pair 5 is connected with the inner rotor of the counter-rotating double rotor motor 4, The outer rotor of the dual-rotor motor 4 is connected with the second brake 62 and the ring gear of the planetary mechanism 7 through a shaft. The planet carrier of the planetary mechanism 7 is connected to the driving axle 10 through the output shaft 32 , and the driving axle 10 is connected to the driving wheel 8 through the two half shafts 9 . The battery pack 13 is electrically connected to the motor controller 13 and the control unit ECU 11 , and the motor controller 13 is electrically connected to the counter-rotating dual-rotor motor 4 . The input shaft 31 and the output shaft 32 are respectively provided with a first rotational speed sensor 21 and a second rotational speed sensor 22, and the control unit ECU11 is connected with the first rotational speed sensor 21, the second rotational speed sensor 22, the first brake 61, the second brake 62 and the Motor controller 13 signal connection. After the rotational speeds of the input shaft 31 and the output shaft 32 are detected by the first rotational speed sensor 21 and the second rotational speed sensor 22, the electric signal is transmitted to the control unit ECU11, and the control unit controls the action of the first brake 61 and the second brake 62, and sends the electric signal to the motor. The control unit 13 outputs control signals to control the action of the dual-rotor motor 4 to realize the functions of mode selection and speed regulation.

The output power of the inner rotor and the output power of the engine 1 are directly coupled through the fixed shaft gear pair 5 and then input to the sun gear of the planetary mechanism 7 by the input shaft 31. The first brake 61 controls the engine and the inner rotor, that is, controls the motion state of the sun gear of the planetary mechanism 7 The outer rotor of the counter-rotating dual-rotor motor 4 is directly input to the ring gear of the planetary mechanism 7, and the second brake 62 controls the outer rotor, that is, the motion state of the ring gear of the planetary mechanism 7; The frame is transmitted to the drive axle 10 and the half shaft 9 through the output shaft 32, and finally to the drive wheel 8 to drive the vehicle.

The dual-rotor motor can rotate in forward and reverse directions, and reverse rotation can be realized when it is reversed (it is best to briefly explain the principle).

Through the action control of the first brake 61 and the second brake 62, and the speed control of the dual-rotor motor, the system can realize different power transmission modes:

(1) When the first brake 61 brakes, the sun gear is braked, and the rotating speed is zero, the output power of the engine 1 and the inner rotor cannot be input into the planetary mechanism 7, and only the power of the outer rotor of the counter-rotating double rotor motor 4 can be input into the planet Mechanism 7 is used to drive the vehicle. At this time, the pure motor drive mode can be realized, and the reverse mode can be realized when the reverse current is input to the motor; if regenerative braking energy feedback is to be performed, the motor can work in the power generation mode at this time to perform energy recovery, and the first brake 61 brakes and returns It can prevent the engine from consuming energy by dragging backwards.

The rotational speed relationship between the output and input of the planetary mechanism 7 is:

n _C ＝n _M-out k/(k+1)=n _M k/(k+1)

(2) When the second brake 62 brakes, the power of the outer rotor of the dual-rotor motor 4 cannot be input, and the speed of the ring gear is zero. The power output by the inner rotor of the engine 1 and the counter-rotating dual-rotor motor 4 is input by the sun gear. At this time, if the motor is idling, the engine can be driven independently; if the engine 1 has excess power in addition to driving the vehicle, and the battery 12 has insufficient power, the motor can work in the power generation mode, and the excess power of the engine 1 can be used to drive the counter-rotating double-rotor motor 4 Generate electricity to make the engine work at the most efficient point; if the ground torque demand is large and the output torque of the engine at the most efficient point is insufficient, the counter-rotating dual-rotor motor 4 can be started at this time, so that the inner rotor speed and the engine 1 speed pass through the fixed shaft The gears 5 are matched, and the output torque of the inner rotor can increase the input torque of the input shaft 31 to realize increased torque output.

The rotational speed relationship between the output and input of the planetary mechanism 7 is:

n _C =n _S /(k+1)=n _e ·/(k+1)

(3) When the first brake 61 and the second brake 62 are not braked, the two input ends of the sun gear and the ring gear of the planetary mechanism 7 can input power, and at this time, the parallel hybrid drive is realized, and by adjusting the double-rotor motor 4 When the vehicle is parked, if the power of the battery 12 is insufficient, the counter-rotating dual-rotor motor 4 is operated in the power generation mode, and the engine drives the inner and outer rotors to rotate simultaneously to generate power with maximum efficiency.

The output speed is:

n _C ＝[(k ₁ ·k+1)· _ne +k·n _M ]/(k+1)

The system transmission ratio is:

i=(k+1)/(1+k k ₁ +k n _M /n _e )

It can be seen from the above formula that: since the fixed shaft gear pair 5 reverses and shifts the speed of the inner rotor, here we assume that the fixed shaft gear pair 5 only reverses the speed of the inner rotor, so k ₁ =-1. When the rotational speed of the engine 1 and the counter-rotating dual-rotor motor 4 vary within a certain range, the value of the denominator of the above formula can be positive or negative, and when the values of the two polynomials are infinitely close, the system transmission ratio can be close to infinity. The positive and negative values of the denominator can be determined according to the actual required direction of the output shaft speed. If the output and input are in the same direction, that is: n _M > (k-1) n _e /k; at the same time, because the actual speed ratio is also finite, does not need infinity, so the scope of the above inequality can be properly narrowed, and the conditional inequality becomes: n _M >(k-1)· _ne /k+500.

Table 1 and Table 2 below show the characteristic parameter k∈[4/3,4] of the planetary row at different engine speeds, and the speed n _M ∈[(k-1)· _ne /k+ 500, 8000], and satisfy the speed ratio range of conditional inequality. It can be seen from the statistics in the table below that the higher the speed of the engine 1, the narrower the speed regulation range of the counter-rotating dual-rotor motor 4, but the wider the range covered by the speed ratio. When the speed of the engine exceeds 4000r/min, The system cannot achieve overspeed output. At this time, if the motor speed range is increased, overspeed output can be achieved. And with the increase of k value, the speed ratio range becomes smaller at the same engine speed.

Table 1 Speed ratio range when k=2

Engine speed (r/min) 2000 3000 4000 5000 6000 The speed regulation range of counter-rotating double-rotor motor 4 (r/min) 1500-8000 2000-8000 2500-8000 3000-8000 3500-8000 Speed ratio i range 6～0.4286 9～0.6923 12～1 15～1.3636 18～1.8

Table 2 Speed ratio range when k=3

Engine speed (r/min) 2000 3000 4000 5000 6000 The speed regulation range of counter-rotating double-rotor motor 4 (r/min) 1833-8000 2500-8000 3167-8000 3833-8000 4500-8000 Speed ratio i range 5.33～0.404 8～0.6667 10.67～1.01 13.33～1.45 16～2

Example 2

As shown in Figure 3, a driving device for a parallel hybrid vehicle includes an engine 1, a counter-rotating double-rotor motor 4, a planetary mechanism 7, a first brake 61, a second brake 62, a battery pack 13, and a control unit ECU11 , a pair of fixed shaft gear pairs 5 and a plurality of rotational speed sensors. The engine 1 is connected to the inner rotor of the counter-rotating dual-rotor motor 4 through the input shaft 31 and the automatic controllable clutch 14, and the inner rotor is connected to the sun gear of the planetary mechanism 7 through the shaft; the outer rotor of the dual-rotor motor 4 is connected to the fixed shaft gear pair 5 , The first brake 61 is connected with the ring gear of the planetary mechanism 7 . The planet carrier of the planetary mechanism 7 is connected to the driving axle 10 through the output shaft 32 , and the driving axle 10 is connected to the driving wheel 8 through the two half shafts 9 . The battery pack 13 is electrically connected to the motor controller 13 and the control unit ECU 11 , and the motor controller 13 is electrically connected to the counter-rotating dual-rotor motor 4 . The input shaft 31 and the output shaft 32 are respectively provided with a first rotational speed sensor 21 and a second rotational speed sensor 22, and the control unit ECU11 communicates with the first rotational speed sensor 21, the second rotational speed sensor 22, the first brake 61 and the motor controller 13 respectively. connect. After the rotational speeds of the input shaft 31 and the output shaft 32 are detected by the first rotational speed sensor 21 and the second rotational speed sensor 22, an electric signal is transmitted to the control unit ECU11, and the control unit controls the action of the first brake 61, and outputs control to the motor control unit 13. signal to control the action of the dual-rotor motor 4 and the motion state of the ring gear of the planetary mechanism 7 to realize mode selection and speed regulation functions.

In this embodiment, an automatically controllable clutch 14 is provided between the engine 1 and the inner rotor of the counter-rotating dual-rotor motor 4, and the automatically controllable clutch 14 controls the power transmission and mechanical connection between the engine 1 and the inner rotor. Utilizing the work of the automatic controllable clutch 14, the inner and outer rotors can be driven simultaneously during pure electric driving, and various hybrid driving conditions can be realized. The inner rotor is directly connected to the sun gear of the planetary mechanism 7; the outer rotor of the double-rotor motor 4 is input to the ring gear of the planetary mechanism 7 through the fixed shaft gear 5, and the first brake 61 controls the gear pair, that is, the motion state of the ring gear of the planetary mechanism 7 ; Finally, the power is transmitted to the drive axle 10 and the half shaft 9 by the planet carrier of the planetary mechanism 7 through the output shaft 32 after converging here, and finally to the drive wheel 8 to drive the vehicle.

Through the action control of the first brake 61, the clutch 14, and the speed control of the dual-rotor motor, the system can realize different power transmission modes:

(1) When the clutch 14 was disconnected and the first brake 61 was not braking, the power of the engine 1 could not be input into the planetary mechanism 7, and only the power of the inner and outer rotors of the dual-rotor motor 4 was input by the two input ends of the planetary mechanism 7. to drive the vehicle. At this time, the pure motor drive mode in which the inner and outer rotors are simultaneously driven can be realized, but since there is a certain torque relationship between the two input ends of the planetary mechanism 7, the transmission ratio k of the fixed axis gear pair ₅ must be equal to the characteristic value of the planetary mechanism 7 k, the two input ends can have a torque balance and can effectively transmit power. The reverse mode can be realized when the reverse current is input to the motor; if regenerative braking energy feedback is required, the motor can work in the power generation mode at this time to recover energy with maximum efficiency. The relationship between the output and the input speed is (because the fixed shaft gear pair 5 also has the reversing function, so k ₁ =-k):

n _C ＝(n _M-in +k·n _M-out /k ₁ )/(k+1)=n _M /(k+1)

(2) When the clutch 14 is disconnected and the first brake 61 brakes, the power of the outer rotor of the dual-rotor motor 4 cannot be input, and the speed of the ring gear is zero. The power of the engine 1 cannot be input into the planetary mechanism 7 equally. Only the power output by the inner rotor of the dual-rotor motor 4 is input by the sun gear. At this time, the inner rotor of the motor can be driven independently; the reverse mode can be realized when the reverse current is input to the motor; if regenerative braking energy feedback is required, the motor can work in the power generation mode at this time for energy recovery. The relationship between output and input speed is:

n _C =n _M-in /(k+1)

(3) When the clutch 14 is engaged and the first brake 61 brakes, the power of the outer rotor of the dual-rotor motor 4 cannot be input, and the speed of the ring gear is zero. The power output by the inner rotor of the engine 1 and the dual-rotor motor 4 is input by the sun gear. At this time, if the motor is idling, the engine can be driven independently; if the engine 1 has excess power in addition to driving the vehicle, and the battery 12 has insufficient power, the motor can work in the power generation mode, and the excess power of the engine 1 can be used to drive the dual-rotor motor 4 to generate electricity , so that the engine works at the most efficient point; if the ground torque demand is large and the output torque of the engine at the most efficient point is insufficient, the dual-rotor motor 4 can be started at this time, so that the speed of the inner rotor is the same as that of the engine 1, and the input torque of the sun gear It is the sum of the torques of the engine 1 and the inner rotor to realize the increased torque output. The relationship between output and input speed is:

n _C =n _S /(k+1)=n _e /(k+1)

(4) When the clutch 14 is engaged and the first brake 61 is not braking, both the input ends of the sun gear and the ring gear of the planetary mechanism 7 can input power, which is a parallel hybrid drive at this time. When the vehicle is parked, if the electric energy of the battery 12 is insufficient, the double-rotor motor 4 is allowed to work in the power generation mode, and the engine is used to drive the inner and outer rotors to rotate simultaneously to generate power with maximum efficiency.

However, since the transmission ratio k ₁ of the fixed-axis gear pair 5 is the same as the characteristic value k of the planetary mechanism 7, and k ₁ =-k, the output speed is:

n _C ＝[n _e +k·(+n _e -n _M )/k ₁ ]/(k+1)=n _M /(k+1)

The system transmission ratio is:

i=n _e ·(k+1)/n _M

It can be seen from the above formula that the speed ratio is only related to the engine speed and the motor speed, so the input and output are in the same direction. The speed ratio is infinite only when the speed of the dual-rotor motor 4 is close to 0. Therefore, the speed range of the motor is set to be n _M ∈ [1000, 8000]. Table 3 and Table 4 below are the speed ratio ranges under the conditions of different engine speeds and planetary row characteristic parameters k∈[4/3,4]. It can be seen from the statistics in the table below: the higher the speed of the engine 1, the speed regulation range of the counter-rotating dual-rotor motor 4 remains unchanged, the wider the range covered by the speed ratio, but the larger the value of k, at the same engine speed, The speed ratio range is expanded, but the system cannot achieve overspeed output. At this time, if the motor speed range is increased, overspeed output can be realized.

Table 3 Speed ratio range when k=2

Engine speed (r/min) 2000 3000 4000 5000 6000 The speed regulation range of counter-rotating double-rotor motor 4 (r/min) 1000-8000 1000-8000 1000-8000 1000-8000 1000-8000 Speed ratio i range 6～0.75 7～1.125 12～1.5 15～1.875 18～2.25

Table 4 Speed ratio range when k=3

Engine speed (r/min) 2000 3000 4000 5000 6000 The speed regulation range of counter-rotating double-rotor motor 4 (r/min) 1000-8000 1000-8000 1000-8000 1000-8000 1000-8000 Speed ratio i range 8～1 12～1.5 16～2 20～2.5 24～3

Example 3

A driving device for a parallel hybrid electric vehicle includes an engine 1, a counter-rotating double-rotor motor 4, a planetary mechanism 7, a first brake 61, a second brake 62, a battery pack 13, a control unit ECU11, and a pair of fixed shaft gears Vice 5 and multiple speed sensors. The engine 1 is connected to the inner rotor of the counter-rotating dual-rotor motor 4 through the input shaft 31 and the automatic controllable clutch 14, and the inner rotor is connected to the sun gear of the planetary mechanism 7 through the shaft and the first brake 61; the outer rotor of the dual-rotor motor 4 passes through The fixed axis gear pair 5 and the second brake 61 are connected with the ring gear of the planetary mechanism 7 . The planet carrier of the planetary mechanism 7 is connected to the driving axle 10 through the output shaft 32 , and the driving axle 10 is connected to the driving wheel 8 through the two half shafts 9 . The battery pack 13 is electrically connected to the motor controller 13 and the control unit ECU 11 , and the motor controller 13 is electrically connected to the counter-rotating dual-rotor motor 4 . The input shaft 31 and the output shaft 32 are respectively provided with a first rotational speed sensor 21 and a second rotational speed sensor 22, and the control unit ECU11 is respectively connected with the first rotational speed sensor 21, the second rotational speed sensor 22, the first brake 61, the second brake 62 and the Motor controller 13 signal connection. After the rotational speeds of the input shaft 31 and the output shaft 32 are detected by the first rotational speed sensor 21 and the second rotational speed sensor 22, the electric signal is transmitted to the control unit ECU11, and the control unit controls the action of the first brake 61 and the second brake 62, and sends the electric signal to the motor. The control unit 13 outputs control signals to control the action of the dual-rotor motor 4 to realize the functions of mode selection and speed regulation. For the working mode of this embodiment, refer to the description of the principle.

Example 4

As shown in Figure 4: the difference between this embodiment and embodiment 3 is: a power of the engine 1 of embodiment 3 is input into the sun gear of the planetary gear mechanism 7 by the inner rotor of the counter-rotating double-rotor motor 4, and another power is The outer rotor of the counter-rotating dual-rotor motor 4 is input to the ring gear of the planetary gear mechanism 7 through the fixed shaft gear pair 5; and in this embodiment, a power of the engine 1 is input into the planetary gear mechanism by the inner rotor of the counter-rotating dual-rotor motor 4 7, another power is input to the sun gear of the planetary gear mechanism 7 by the outer rotor of the counter-rotating double-rotor motor 4 through the fixed shaft gear pair 5.

Through the action control of the first brake 61 and the second brake 62, and the speed control of the dual-rotor motor, the system can realize different power transmission modes:

(1) When the first brake 61 brakes, the ring gear is braked, and the rotating speed is zero, the output power of the engine 1 and the inner rotor cannot be input into the planetary mechanism 7, and only the power of the outer rotor of the counter-rotating double-rotor motor 4 can be input into the planetary mechanism Mechanism 7 is used to drive the vehicle. At this time, the pure motor drive mode can be realized, and the reverse mode can be realized when the reverse current is input to the motor; if regenerative braking energy feedback is to be performed, the motor can work in the power generation mode at this time to perform energy recovery, and the first brake 61 brakes and returns It can prevent the engine from consuming energy by dragging it backwards. The relationship between output and input speed is:

n _C ＝n _M-out /[k ₁ ·(k+1)]=n _M /[k ₁ ·(k+1)]

(2) When the second brake 62 brakes, the power of the outer rotor of the dual-rotor motor 4 cannot be input, and the rotational speed of the sun gear is zero. The power output by the inner rotor of the engine 1 and the counter-rotating dual-rotor motor 4 is input through the ring gear. At this time, if the motor is idling, the engine can be driven independently; if the engine 1 has excess power in addition to driving the vehicle, and the battery 12 has insufficient power, the motor can work in the power generation mode, and the excess power of the engine 1 can be used to drive the counter-rotating double-rotor motor 4 Generate electricity to make the engine work at the most efficient point; if the ground torque demand is large and the engine output torque at the most efficient point is insufficient, the counter-rotating dual-rotor motor 4 can be started at this time, so that the inner rotor speed is the same as the engine 1 speed, while The input torque of the ring gear is the sum of the torque of the engine 1 and the torque of the inner rotor to realize the increased torque output. The relationship between output and input speed is:

n _C =n _R /(k+1)=n _e /(k+1)

(3) When the first brake 61 and the second brake 62 are not braked, both the input ends of the sun gear and the ring gear of the planetary mechanism 7 can input power, and at this time, the parallel hybrid drive is realized, and by adjusting the counter-rotating double rotor The rotating speed of the motor 4 can realize the stepless speed change function of the output. When the vehicle is parked, if the electric energy of the battery 12 is insufficient, the counter-rotating dual-rotor motor 4 is allowed to work in the power generation mode, and the engine is used to drive the inner and outer rotors to rotate simultaneously to generate power with maximum efficiency.

The output speed is:

n _C ＝[(k·k ₁ +1)·n _e -n _M ]/[(k+1)·k ₁ ]

The system transmission ratio is:

i=k ₁ ·(k+1)/[(1+k·k ₁ )-n _M /n _e ]

It can be seen from the above formula that the numerator and denominator of the above formula are negative in any case, so the speed ratio is positive, that is, the input and output are in the same direction. Therefore, we set the motor speed range as: n _M ∈ [0, 8000]. Table 5 and Table 6 below are the speed ratio range under the condition of different engine speeds and planetary row characteristic parameter k∈[4/3,4]. It can be seen from the statistics in the following table: the higher the speed of the engine 1, the speed regulation range of the counter-rotating dual-rotor motor 4 remains unchanged, but the range covered by the speed ratio is smaller. When the speed of the engine exceeds 4000r/min, The system cannot achieve overspeed output. At this time, if the motor speed range is increased, overspeed output can be achieved. And with the increase of k value, the speed ratio range becomes smaller at the same engine speed.

Table 5 Speed ratio range when k=4/3

Engine speed (r/min) 2000 3000 4000 5000 6000 The speed regulation range of counter-rotating double-rotor motor 4 (r/min) 0-8000 0-8000 0-8000 0-8000 0-8000 Speed ratio i range 7～0.5385 7～0.7778 7～1 7～1.2069 7～1.4

Table 6 Speed ratio range when k=2

Engine speed (r/min) 2000 3000 4000 5000 6000 The speed regulation range of counter-rotating double-rotor motor 4 (r/min) 0-8000 0-8000 0-8000 0-8000 0-8000 Speed ratio i range 3～0.6 3～0.8182 3～1 3～1.1538 3～1.2857

Claims (8)

1, a kind of actuating device that is used for the parallel type hybrid dynamic automobile, it is characterized in that: comprise changeing double-rotor machine, electric machine controller, planetary mechanism, battery pack, control unit ECU and fixed axis gear pair, the pinion carrier of planetary mechanism is connected with drive axle through output shaft, and drive axle is connected with drive wheel by two-semiaxle; The input shaft of driving engine passes through by being connected with gear ring with the sun wheel of planetary mechanism respectively changeing the secondary power transmitting mechanism of forming of double-rotor machine and fixed axis gear; At least one drg is connected with gear ring with the sun wheel of planetary mechanism; Battery pack is electrically connected with electric machine controller and control unit ECU respectively, electric machine controller be electrically connected changeing double-rotor machine; Be respectively equipped with first tachogen and second tachogen on input shaft and the output shaft, control unit ECU is connected with first tachogen, second tachogen, drg and electric machine controller signal respectively.

2, the actuating device that is used for the parallel type hybrid dynamic automobile according to claim 1, it is characterized in that: the input shaft of described driving engine is by by being that mean engine passes through input shaft, controllable clutch and the internal rotor of commentaries on classics double-rotor machine is connected automatically to changeing that the secondary power transmitting mechanism of forming of double-rotor machine and fixed axis gear is connected with gear ring with the sun wheel of planetary mechanism respectively, and internal rotor passes through spool, first drg is connected with the sun wheel of planetary mechanism; The outer rotor of double-rotor machine is connected with the gear ring of planetary mechanism by fixed axis gear pair, second drg.

3, the actuating device that is used for the parallel type hybrid dynamic automobile according to claim 1, it is characterized in that: the input shaft of described driving engine is by by being that mean engine passes through input shaft, controllable clutch and the internal rotor of commentaries on classics double-rotor machine is connected automatically to changeing that the secondary power transmitting mechanism of forming of double-rotor machine and fixed axis gear is connected with gear ring with the sun wheel of planetary mechanism respectively, and internal rotor passes through spool, first drg is connected with the gear ring of planetary mechanism; The outer rotor of double-rotor machine is connected with the sun wheel of planetary mechanism by fixed axis gear pair, second drg.

4, the actuating device that is used for the parallel type hybrid dynamic automobile according to claim 1 is characterized in that: the input shaft of described driving engine is by by being that mean engine passes through input shaft, first drg is connected with the sun wheel of planetary mechanism to changeing that the secondary power transmitting mechanism of forming of double-rotor machine and fixed axis gear is connected with gear ring with the sun wheel of planetary mechanism respectively; Also be provided with the fixed axis gear pair on the input shaft, fixed axis gear internal rotor secondary and to the commentaries on classics double-rotor machine is connected, and the outer rotor of double-rotor machine is connected with the gear ring of planetary mechanism with second drg by axle.

5, according to each described actuating device that is used for the parallel type hybrid dynamic automobile of claim 1～4, it is characterized in that: also be provided with automatic controllable clutch on the input shaft of described driving engine, controllable clutch is connected with control unit ECU signal automatically.

6, according to each described actuating device that is used for the parallel type hybrid dynamic automobile of claim 2～4, it is characterized in that: described first drg and second drg are dry type, wet type or magnet stopper.

7, according to each described actuating device that is used for the parallel type hybrid dynamic automobile of claim 2～4, it is characterized in that: described first drg and second drg are the drg of monolithic or multi-disc.

8, the actuating device that is used for the parallel type hybrid dynamic automobile according to claim 1 is characterized in that: described battery pack is lithium cell, Ni-MH battery or lead-acid battery.

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