CN204451991U - The second gear multimode stepless speed-changing fax integrated dynamic system that high-mobility, multipurpose, wheeled vehicle adapts to - Google Patents

Abstract

The utility model provides a multi-purpose adaptable second-gear multi-mode continuously variable speed electric transmission integrated power system, which includes a first motor, etc., a planetary gear system including a ring gear, a planet carrier, a sun gear, and a rotor of the first motor. It is connected with the ring gear of the planetary gear system, the rotor of the second motor is respectively connected with the sun gear of the planetary gear system and the input end of the transmission chain, and the shifting device is connected with the input end of the reduction differential to realize the planetary gear system The power transmission control from the planet carrier and the output end of the transmission chain to the reduction differential, the output end of the reduction differential is connected with the two wheels through two half shafts, the motor control device is connected with the energy storage device and carries out electric energy For transmission, the motor control device is also respectively connected with the first motor and the second motor and outputs control commands. The utility model has the characteristics of better technical inheritance with the existing vehicles and the power performance of the whole vehicle, energy consumption economy and low emission.

Description

Multi-purpose adapted second-speed multi-mode continuously variable transmission power-by-wire integrated power system

technical field

The utility model relates to a power system, in particular to a multi-purpose adaptable second-gear multi-mode continuously variable transmission integrated power system.

Background technique

The electrification and hybridization of automobile power has become an inevitable trend. Compared with series hybrid system and parallel hybrid system, automobile hybrid system has great performance advantages. However, the existing hybrid hybrid systems, such as the most representative THS (Toyota Hybrid System) hybrid system of Toyota Motor Corporation of Japan and its THS2 (second-generation Toyota Hybrid System) hybrid system, General Motors The company's EP (Electric Parallel) hybrid system and its AHS2 (Second Generation Advanced Hybrid System) system have complex power synthesis mechanisms and high manufacturing costs.

A Chinese patent with the announcement number CN201021118Y, the announcement date of February 13, 2008, and the patent name "Parallel Hybrid Vehicle" was found through literature search of the prior art. The patented technology mainly includes the engine, and the engine A clutch is mechanically connected to an electric motor, and the electric motor is mechanically connected to a drive axle. In addition, the engine is mechanically connected to a generator, and the engine is electrically connected to a battery pack through a power generation controller. In addition, the motor It is also electrically connected to the battery pack through a drive controller", and its disadvantages are: the motor torque is required to be large, the motor volume is large, and the weight is large, which also makes the system cost high, otherwise the low-speed dynamic performance of the whole vehicle is not good, if A drive axle with a large reduction ratio is used to solve this problem, and the maximum speed of the vehicle will be limited again. The generator is not used for driving, and it is difficult to optimize the electric drive efficiency. During the driving process of the vehicle, the speed regulation optimization of the engine cannot be realized. It is difficult to further improve the system energy efficiency; due to the torque limitation of the motor, it is difficult to meet the requirements of different regions; because the system cannot adjust the engine speed when the system is driven in parallel, the system is mainly suitable for urban vehicles.

Utility model content

Aiming at the defects in the prior art, the purpose of this utility model is to provide a multi-purpose adaptable two-speed multi-mode continuously variable transmission power-by-wire integrated power system, which has better technical inheritance and overall integration with existing vehicles. It has the characteristics of vehicle power, fuel economy and low emission, and has the function of continuously variable speed. It has the characteristics of adapting to the requirements of all regions and multi-purpose applications, and solves the lack of driving force, insufficient hill start ability and application limitations of existing similar technologies. Large, large system volume and high cost, unable to realize stepless speed regulation of the engine, and difficult to mass industrialize due to the difficulty in manufacturing electromechanical components, realized high performance, low development cost, low system cost, strong adaptability, and easy scale industry The organic combination realized by chemicalization.

According to one aspect of the utility model, there is provided a multi-purpose adaptable second-speed multi-mode continuously variable speed-by-wire integrated power system, which is characterized in that the multi-purpose adapted second-speed multi-mode continuously variable speed-by-wire integrated power system The power system includes a first motor, a planetary gear train, a second motor, a shifting device, a transmission chain, a reduction differential, an energy storage device, and a motor control device. The planetary gear train includes a ring gear, a planetary carrier, and a sun gear. The rotor of the motor is connected with the ring gear of the planetary gear train, the rotor of the second motor is respectively connected with the sun gear of the planetary gear train and the input end of the drive chain, and the shifting device is connected with the input end of the reduction differential and realizes The planet carrier of the planetary gear train, the output end of the transmission chain to the power transmission control of the reduction differential, the output end of the reduction differential is connected to the two wheels through two half shafts, and the motor control device is connected to the energy storage device and transmit electric energy, and the motor control device is also respectively connected with the first motor and the second motor and outputs control commands.

Preferably, the multi-purpose adaptable two-speed multi-mode continuously variable electric-by-wire integrated power system also includes an engine and a clutch, the crankshaft output end of the engine is connected to the input end of the clutch, and the rotor of the first motor is also connected to the clutch's The output terminal is connected to realize the second-speed multi-mode continuously variable transmission hybrid system.

Preferably, the multi-purpose adapted second-speed multi-mode continuously variable electric-by-wire integrated power system also includes a brake lock device, one end of the brake lock device is connected to the sun gear of the planetary gear train or to the second motor. The rotor or a component connected to the rotor of the second motor is connected, and the other end of the brake locking device is connected to the housing.

Preferably, the crankshaft output end of the engine is provided with a starter motor, which is connected to the crankshaft output end of the engine through a starter ring gear connected to the crankshaft output end, and realizes starting the engine under certain conditions such as system failure and low temperature.

Preferably, the planetary gear train is a single-row planetary gear train with three power transmission ends, a multi-row coupling planetary gear train, or a planetary gear transmission compound device including a planetary gear train and a transmission chain.

Preferably, the motor control device includes a first motor drive control function and a second motor drive control function, and is an integrated structure or a split independent structure.

Preferably, the transmission chain is a gear transmission structure, a chain transmission structure, a compound transmission chain structure or a direct connection structure with a transmission speed ratio of one.

Preferably, the energy storage device is a power battery, a supercapacitor, a flywheel battery, a composite power supply of a power battery and a supercapacitor, or an energy storage power supply device provided with an external charging device.

Compared with the prior art, the utility model has the following beneficial effects:

(1) The utility model cancels the transmission, realizes the automatic switching of the second gear and the stepless speed change in each gear, the structure is tight, the modular design is easy, the vehicle carrying capacity is improved, and the driving comfort and comfort are improved. The labor intensity of the driver is reduced.

(2) At any vehicle speed, control the shifting device to realize the power transmission between the rotor of the second motor and the second power transmission end of the planetary gear device. By controlling the speed of the second motor, the engine and the first motor can be operated at the optimum speed. The speed point with the best system efficiency can realize the stepless variable speed control of the engine or the first motor, which will significantly improve the efficiency of the system in hybrid drive and pure electric drive.

(3) Low cost and high power, high performance price ratio. The utility model skillfully solves major technical bottlenecks such as the super large torque demand of the main drive motor for the similar dual-motor hybrid system and the difficulty in integrated application of the whole vehicle due to too long power assembly. The deceleration and torque increase of the second motor through the transmission chain, the pure electric drive mode of the double-motor stepless speed change, the power transmission control of the transmission chain and the planet carrier of the planetary gear train and the reduction differential device, and the braking of the sun gear of the planetary gear device Locking connection control realizes motor miniaturization and high speed, assembly miniaturization, second gear speed ratio control and stepless speed change under each gear ratio, and also realizes engine direct drive mode to realize limp home and other functions, reducing the The drive torque requirements of the motor greatly reduce the weight, size and cost of the system, and the efficiency, power density and fault tolerance of the motor are significantly improved. While achieving the equivalent power performance of fuel vehicles, the motor torque requirements can be reduced by 60% to 70%. For example, for a city bus, when a diesel engine is used as the sole power source, the input torque of the vehicle's deceleration differential can reach 6000Nm, and the starting torque can reach 3500Nm. Motors that meet the torque requirements of 3500Nm to 6000Nm are large in size, heavy in weight, and extremely expensive. Therefore, motors of 1600Nm to 2500Nm are usually used in the prior art, which not only has high cost, but also has extremely poor low-speed power performance of the whole vehicle. Using the utility model The second gear multi-mode continuously variable speed hybrid system can be configured as follows: the torque of the first motor is 700Nm, the torque of the second motor is 800Nm, the torque of the engine is 800Nm, and the reduction ratio of the transmission chain is 4.5, which can satisfy Vehicle drive torque requirements, so the vehicle based on the system of the utility model is applicable to different geographical environments and road conditions.

(4) It is easy to achieve industrialization. The utility model cancels the speed changer and retarder, and the high power and high torque requirements of the second motor are greatly reduced. It can be based on mature parts such as shift mechanisms, clutches, and transmission gears of existing vehicles. And its working mode, thereby reducing the difficulty of development, easy to achieve industrialization.

(5) High reliability and low maintenance cost. The use of a controllable automatic clutch device reduces the frequency of coupling and separation of the clutch device, and realizes the combination of the clutch device with small slip or no slip, avoiding the wear and tear of the clutch device to the greatest extent, and reducing maintenance costs. In addition, the achievable series hybrid operation mode reduces the high-power operation requirements for the energy storage device. Since the energy storage device is a component with a high failure rate and cost ratio in the hybrid power system and the pure electric power system, it is further Reduced system cost and maintenance cost. The clutch device adopts a clutch, which also avoids the adverse influence of the transmission system on the torsional vibration of the engine shafting, and also avoids the adverse influence of the heat dissipation of the engine on the first motor. By setting the starter motor, a backup starting way can be provided for the engine in the case of low temperature and failure of the electric drive system, which can avoid damage to the energy storage device when used at low temperature. Through the stepless speed change, the motor speed can be reduced, the efficiency of the motor can be optimized, the reliability of the motor can be improved, and the life of the motor can be extended.

(6) Hybrid and pure electric drive share the same platform. The hybrid power system of the utility model can be conveniently transformed into a new series and parallel continuously variable speed hybrid power system, and plug-in multi-mode continuously variable speed hybrid, plug-in series, plug-in dual-mode continuously variable speed parallel and other hybrid systems power system. Keeping the combination of the clutch device and fixing the position of the shifting device in the pure electric mode of the single motor is a typical series hybrid power system; canceling the first motor can form a typical continuously variable parallel hybrid power system; adding The external charging system is a typical plug-in hybrid power system. In the utility model, the electric drive system can already meet the pure electric drive requirements of similar vehicles, therefore: by expanding the energy storage device to store energy, canceling the engine system and the clutch device, it is a pure electric power system, and its continuously variable speed function can be significantly improved. Improving the efficiency of pure electric drive and automatic switching of second gear can significantly improve the dynamic performance of pure electric drive vehicles.

(7) Compared with the famous products of the same kind in the world, it has higher energy-saving rate, higher performance-price ratio, more competitive advantages in the market, and easier industrialization. The system of the utility model has multi-mode drive capability, including four driving modes such as single motor stepless variable speed pure electric drive, double motor stepless variable speed pure electric drive, series hybrid drive and hybrid stepless variable speed hybrid drive. The control of the running speed of the first motor and the second motor and the distribution of torque improve the driving efficiency and braking energy regeneration efficiency of the system, realize all the operation modes of the hybrid power system, and realize the multi-mode continuously variable speed pure electric drive mode , can be applied to various road conditions and different regions, and the mode control is more flexible than the existing technology, so that the dynamic performance, energy economy and harmful emission of the hybrid electric vehicle and the pure electric drive vehicle of the utility model can be comprehensively optimized , significantly superior to series systems, parallel systems, existing hybrid systems, and existing single-motor or dual-motor direct-drive pure electric power systems.

(8) The fuel-saving rate of the hybrid vehicle applying the utility model can reach more than 45%. Compared with series and parallel hybrid systems, the fuel-saving rate can be increased by 25% and 20% respectively. The hybrid power system configuration of the planetary gear mechanism of the automobile company can increase the fuel saving rate by about 3 to 5%. Technology 30%. Due to the second gear multi-mode stepless speed change feature of the system of the utility model, the hybrid power system of the utility model can be used for urban vehicles in different regions, and also has a fuel saving rate of more than 20% for long-distance transport vehicles.

Description of drawings

Other features, objects and advantages of the present invention will become more apparent by reading the detailed description of non-limiting embodiments with reference to the following drawings:

Fig. 1 is a structural schematic diagram of a multi-purpose adaptable second-gear multi-mode continuously variable transmission electric-by-wire integrated power system of the present invention (embodiment 1, a multi-purpose adaptable second-gear four-mode continuously variable speed hybrid power system).

Fig. 2 is a structural schematic diagram of a multi-purpose adaptable second-gear multi-mode continuously variable transmission electric-by-wire integrated power system of the present invention (embodiment 2, a multi-purpose adaptable second-gear five-mode continuously variable speed hybrid power system).

Fig. 3 is a structural schematic diagram of a multi-purpose adaptable second-speed multi-mode continuously variable transmission power-by-wire power system (embodiment 3, dual-mode dual-motor pure electric power system) of the present invention.

Fig. 4 is a structural schematic diagram of a multi-purpose adaptable second-speed multi-mode continuously variable transmission power-by-wire power system of the present invention (embodiment 4, three-mode dual-motor pure electric power system).

Fig. 5 is a schematic diagram of the stepless speed regulation of Embodiment 1 to Embodiment 4 of the present utility model.

Detailed ways

The utility model is described in detail below in conjunction with specific embodiments. The following examples will help those skilled in the art to further understand the utility model, but do not limit the utility model in any form. It should be noted that those skilled in the art can make several modifications and improvements without departing from the concept of the present utility model. These all belong to the protection domain of the present utility model.

Embodiment one

As shown in Fig. 1, the second-gear four-mode continuously variable speed hybrid hybrid power system (embodiment 1) of the utility model multi-purpose adaption includes: an engine 1, a clutch 2, a first motor 3, a planetary gear train 4, a second Two motors 5, shifting device 6, drive chain 7, reduction differential 8, energy storage device 11 and motor control device 12, wherein, planetary gear train 4 comprises ring gear 41, planetary carrier 42, sun gear 43, engine 1 The output end of the crankshaft is connected with the input end of the clutch 2, the rotor of the first motor 3 is respectively connected with the output end of the clutch 2, and the ring gear 41 of the planetary gear train 4, and the rotor of the second motor 5 is connected with the ring gear 41 of the planetary gear train respectively. The sun gear 43 and the input end 71 of the transmission chain 7 are connected, and the shifting device 6 is connected with the input end of the reduction differential 8 to realize the planet carrier 42 of the planetary gear train 4 and the output end 72 of the transmission chain to the reduction differential. The power transmission control of the device 8, the output end of the reduction differential 8 is connected with the two wheels 10 through the two half shafts 9, the motor control device 12 is connected with the energy storage device 11 and performs electric energy transmission, and the motor control device 12 also They are respectively connected with the first motor 3 and the second motor 5 and output control commands.

Wherein, the clutch 2 is an electronically controlled dry clutch. The planetary gear train 4 is a single-row planetary gear train with three power transmission ends, a multi-row coupling planetary gear train or a planetary gear transmission compound device including a planetary gear train and a transmission chain. The transmission chain is a gear transmission structure, a chain transmission structure, a compound transmission chain structure or a direct connection structure with a transmission speed ratio of one. The energy storage device 11 is a power battery, a supercapacitor, a flywheel battery, a composite power supply of a power battery and a supercapacitor, or an energy storage power supply device provided with an external charging device.

The crankshaft output end of the engine 1 is provided with a starter motor 13, which is connected to the crankshaft output end of the engine 1 through a starter ring gear connected to the crankshaft output end and realizes starting the engine 1 under certain conditions such as system failure and low temperature. .

The motor control device 12 includes a first motor drive control function and a second motor drive control function, and is an integrated structure or a split independent structure, and may also include other control functions such as DC/DC, electric steering, and electronically controlled air conditioning. .

The second-gear four-mode continuously variable speed hybrid system is provided with a hybrid system control device, including circuits such as power supply processing, signal input processing, diagnosis and protection, communication interface, output signal processing and amplification, calculation and storage, and It is used for coordinated control of the engine 1, the motor control device 12, the energy storage device 11, the clutch 2, and the shift device 6, as well as vehicle control, energy management, regenerative braking or coasting, Fault diagnosis, fault-tolerant control, data management communication, calibration monitoring and other software, the control device of the hybrid power system can be set independently, or its functions can be integrated into the system or other control devices of the vehicle.

The working process and working principle of the present embodiment are:

(1) System parameter setting: the power of the engine 1 and the power of the first electric motor 3 ≥ the average power required by the operating conditions of the vehicle. The power of the second motor 5 is greater than or equal to the power required by the operating conditions of the vehicle. The peak torque of the first motor 3 ≥ the torque required by the engine 1 , the peak torque of the second motor 5 × the transmission speed ratio of the transmission chain 7 ≥ the maximum torque required by the vehicle dynamic index. The power of the energy storage device 11 ≥ the maximum power of the first motor 3 + the maximum power of the second motor 5 .

(2) The principle of stepless speed regulation: as shown in Figure 5, according to the speed relationship between the ring gear 41 of the planetary gear train 4, the sun gear 43 and the planet carrier 42, at any vehicle speed (corresponding to any deceleration differential speed) The speed of the input end of the device 8), by controlling the speed of the second motor 5, the speed of the ring gear 41 of the planetary gear train 4 can be adjusted to any desired speed. When the clutch 2 is in the connected state, the rotation speed of the ring gear 41 of the planetary gear train 4 is also the rotation speed of the engine 1 . Therefore, at any vehicle speed, by controlling the speed of the second motor 5, the engine 1 or the first motor can be adjusted steplessly to make it run at an optimal speed, thereby realizing the optimization of energy saving and emission reduction of the system.

(3) Four-mode operation principle:

(31) The single-motor pure electric mode is as follows: after controlling the combination sleeve of the shifting device 6, the second transmission part 62 of the shifting device 6 is combined with the output end 72 of the transmission chain 7 (that is, the first gear position), the planetary gear The planetary carrier 42 of the system 4 is in a free idling state, and the second motor 5 transmits power between the input end of the reduction differential 8 and the transmission chain 7 .

(32) The dual-motor pure electric mode is as follows: control the clutch 2 to be in the disengaged state, control the combination sleeve of the shift device 6 to move in the other direction, and connect the second transmission part 62 of the shift device 6 to its first transmission part 61 Combining (that is, the second gear position), since the planet carrier 42 of the planetary gear train 4 is connected with the first transmission member 61 of the shifting device 6, the transmission chain 7 is free to idle, and the teeth of the first motor 3 and the planetary gear train 4 The second motor 5 and the sun gear 43 of the planetary gear system 4 perform power transmission, and are coupled to the planet carrier 42 of the planetary gear system 4 through the planetary gear system 4, and then through the shifting device 6 and the reduction differential 8 for power transmission.

(33) The series hybrid driving mode is as follows: the clutch 2 is combined, and the combination of the shift device 6 is set to the position of the above-mentioned single motor pure electric mode, and the second motor 5 is controlled in the electric/power generation mode, and the first motor 3 passes Power transmission is performed between the clutch 2 and the output end of the crankshaft of the engine 1 and operates in a power generating mode. When in series, there is no mechanical transmission between the engine and the wheels; in parallel, there is mechanical transmission.

(34) The hybrid hybrid drive mode is as follows: the clutch 2 is combined, and the shift device 6 is set to the position in the dual-motor pure electric mode, and the engine 1, the first motor 3 and the ring gear 41 of the planetary gear train 4 perform power. transmission, the second motor 5 performs power transmission with the sun gear 43 of the planetary gear train 4 and performs stepless speed regulation on the engine 1, so that the engine 1, the first motor 3 and the second motor 4 operate at the best point of system energy consumption and emission . According to the operating status of the first motor 3 and the second motor 5, sub-modes such as a single-motor parallel drive mode, a double-motor parallel drive mode, and a hybrid drive mode in which one motor generates electricity and the other motor drives electricity can be further realized.

The specific realization of the four-mode operation of this embodiment 1 is shown in the following table 1:

Table 1

(4) The first motor 3 and the second motor 5 transmit electric energy to the motor control device 12 and the energy storage device 11 respectively through circuits. The electric energy required by the first motor 3 when running in electric mode is provided by the energy storage device 11 , and the electric energy generated when running in the power generation mode is received by the energy storage device 11 or/and the second motor 5 . The energy storage device 11 or/and the first motor 3 provide the electric energy required when the second motor 5 operates in an electric mode, and receive the electric energy generated when it operates in a power generation mode.

(5) In the power transmission chain between all power components such as the engine 1, the first motor 3, the second motor 5, and the wheels 10, the transmission and retarder of the existing internal combustion engine vehicle can be canceled to realize real stepless speed regulation . That is, not only the continuously variable speed change is realized in the pure electric mode and the series drive, but also the continuously variable speed change of the engine 1 is realized in the hybrid drive mode.

(6) The engine 1 can work in two modes: shutdown and operation, the first motor 3 can work in three modes such as shutdown/idling, power generation, and electric operation, and the second motor 5 can also work in shutdown/idle, power generation, and electric operation. Three ways to work, the clutch 2 can work in two ways such as combination and separation, the shift device 6 has two positions to select the output end 72 of the transmission chain 7 or the gear shift connected with the planetary carrier 42 of the planetary gear train 4 The first transmission part 61 of the device 6 is connected. The operating modes of all hybrid systems can be realized: engine idle stop/quick start, continuously variable single-motor pure electric drive, continuously variable dual-motor pure electric drive, continuously variable series drive, continuously variable parallel drive, continuously variable speed The operation mode of all hybrid systems such as driving charging hybrid drive, regenerative braking energy feedback, and parking charging.

Embodiment two

As shown in Figure 2, the second embodiment is basically the same as the first embodiment, the difference is that the second-gear five-mode continuously variable speed hybrid hybrid power system adapted to the multi-purpose further realizes the direct drive mode of the engine 1. Including a brake lock device 14, the brake lock device 14 is used to control the brake lock and brake lock release of the sun gear 43 of the planetary gear train 4, one end of the brake lock device 14 is connected to the planetary gear The sun gear 43 of the system 4 is connected to the rotor of the second motor 5 or a component connected to the rotor of the second motor 5, and the other end of the brake lock device 14 is connected to the housing. In the second embodiment, a hybrid power system control device is provided, including circuits such as signal sampling, information communication, command output control, power supply, calculation, diagnosis and protection, and circuits for controlling the engine 1, the motor control device 12, the The energy storage device 11, the clutch 2, the shifting device 6, and the brake lock device 14 perform coordinated control, vehicle control, energy management, regenerative braking or coasting, fault diagnosis, fault-tolerant control, and data management Communication, calibration monitoring and other software, the hybrid power system control device can be set independently, or its functions can be integrated into the system or other control devices of the vehicle.

The realization principle of the direct drive mode of the engine 1: When the first motor 3 or/and the second motor 5 or/and the motor control device 12 or/and the energy storage device 11 fail or/and the engine has the highest driving efficiency alone, it is set in the system The control device in the brake lock device 14 is controlled to be in the brake lock position, so that the sun gear 43 of the planetary gear train 4 is locked and fixed. After combining the coupling sleeve of the shifting device 6 with its first transmission part 61, according to the working principle of the planetary gear train, the following power transmission path can be realized: (1) when the clutch 2 is controlled at the coupling position, the power transmission path is the engine 1←-→clutch 2←-→first motor 3←-→ring gear 41 and planetary carrier 42 of planetary gear train 4←-→shift device 6←-→reduction differential 8←-→wheel, thereby realizing Engine 1 direct drive mode; (2) when the clutch 2 is controlled in the disengaged position, the power transmission path is the first motor 3 ←-→ the ring gear 41 and the planet carrier 42 of the planetary gear train 4 ←-→ shifting device 6 ← -→ reduction differential 8 ←-→ wheel 10, so as to realize the independent drive mode of the first motor 3 .

The connection of other components, working process, system operation mode and basic control strategy are the same as those in Embodiment 1, and will not be repeated here.

Embodiment three

As shown in FIG. 3 , the third embodiment is realized by canceling the engine 1 , the clutch 2 and the connection between the clutch 2 and the first motor 3 in the first example. With the single-motor pure electric drive mode and the dual-motor pure electric drive mode in Embodiment 1, the beneficial effects are: (1) avoiding the long-term high-speed operation of the second motor 5, which can improve the reliability of the system; The coupling and stepless speed change of the gear train 4 can realize the optimization of the total operating efficiency of the first motor 3 and the second motor 5; (3) due to the switching of the second gear mode, the first motor 1 and the second motor 5 adopt smaller Torque, it can also achieve power equivalent to conventional cars. The third embodiment can be provided with a pure electric drive control device for coordinated control of the motor control device 12, the energy storage device 11, and the shift device 6, as well as vehicle control, charging management, fault diagnosis, and fault tolerance. Control, data management communication, etc., the pure electric drive control device can be set independently, or its function can be integrated into the system or other control devices of the vehicle.

The connection of other components, working process, system operation mode and basic control strategy are the same as those in Embodiment 1, and will not be repeated here.

Embodiment four

As shown in FIG. 4 , the fourth embodiment is realized by canceling the connection between the engine 1 and the clutch 2 and the connection between the clutch 2 and the first motor 3 in the second embodiment. It has the single-motor pure electric drive mode and the dual-motor pure electric drive mode in Embodiment 1, and also has the first motor 3 independent drive mode in Embodiment 2, and its beneficial effect is: on the basis of Embodiment 3, by realizing The single drive mode of the first motor 3 can further improve the fault tolerance of the system, that is, the vehicle can still be driven by the first motor 3 alone in the event of a failure of the second motor 5 . In Embodiment 4, a pure electric drive control device may be provided. The pure electric drive control device includes circuits such as signal sampling, information communication, command output control, power supply, calculation, diagnosis and protection, and circuits for the motor control device 12, the storage Coordinated control of the energy device 11, the shifting device 6, and the brake lock device 14, as well as vehicle control, energy management, regenerative braking or coasting, charging management, fault diagnosis, fault-tolerant control, data management communication, calibration Monitoring and other software, the pure electric drive control device can be set independently, or its function can be integrated into the system or other control devices of the vehicle.

The connection of other components, working process, system operation mode and basic control strategy are the same as those in Embodiment 2, and will not be repeated here.

The utility model has better technical inheritance with the existing vehicles and the characteristics of vehicle dynamics, fuel economy and low emissions, has the function of continuously variable speed change, the function of a hybrid system, etc., and is suitable for all regions and multi-purpose applications. The characteristics of the requirements are to solve the problems of insufficient driving force, insufficient ramp start ability, large application limitations, large system volume and high cost, inability to realize stepless speed regulation of the engine, and difficulties in batch industrialization due to difficulties in the manufacture of electromechanical components in existing similar technologies. Problems, realize the organic combination of high performance, low development cost, low system cost, strong adaptability, and easy realization of large-scale industrialization. The multi-purpose adaptable second-gear multi-mode continuously variable speed telex integrated power system of the utility model can be applied in pure electric vehicles. The pure electric vehicle using the utility model can reduce the electric energy consumption by more than 10% compared with the single-motor or double-motor direct-drive pure electric-driven vehicles.

The specific embodiments of the present utility model have been described above. It should be understood that the utility model is not limited to the above-mentioned specific embodiments, and those skilled in the art can make various changes or modifications within the scope of the claims, which does not affect the essence of the utility model.

Claims (8)

1. A multi-purpose adaptable second-gear multi-mode continuously variable transmission power-by-wire integrated power system, characterized in that the multi-purpose adaptive second-gear multi-mode continuously variable speed electric-by-wire integrated power system includes a first motor, Planetary gear train, second motor, shifting device, transmission chain, reduction differential, energy storage device and motor control device, planetary gear train including ring gear, planet carrier, sun gear, rotor of first motor and planetary gear train The ring gear of the second motor is connected with the sun gear of the planetary gear system and the input end of the transmission chain respectively, and the shifting device is connected with the input end of the reduction differential to realize the planet carrier, The power transmission control from the output end of the transmission chain to the deceleration differential, the output end of the deceleration differential is connected with the two wheels through two half shafts, the motor control device is connected with the energy storage device for power transmission, and the motor control The device is also respectively connected with the first motor and the second motor and outputs control instructions. 2. According to claim 1, the multi-purpose adapted second-gear multi-mode continuously variable speed-by-wire integrated power system is characterized in that, the multi-purpose adapted second-gear multi-mode continuously variable speed electric-by-wire integrated power system is also Including the engine and the clutch, the output end of the crankshaft of the engine is connected with the input end of the clutch, and the rotor of the first motor is also connected with the output end of the clutch, so as to realize the second-speed multi-mode continuously variable transmission hybrid system. 3. According to claim 1 or 2, the multi-purpose adapted second-gear multi-mode continuously variable transmission integrated power system, characterized in that the multi-purpose adapted second-gear multi-mode continuously variable transmission integrated power system The system also includes a brake lock device, one end of the brake lock device is connected with the sun gear of the planetary gear train or with the rotor of the second motor or a component connected with the rotor of the second motor, and the brake lock device The other end is connected with the shell. 4. According to claim 2, the multi-purpose adaptable second-gear multi-mode continuously variable transmission power-by-wire integrated power system is characterized in that, the output end of the crankshaft of the engine is provided with a starter motor, and the starter motor is connected to the output end of the crankshaft. The connected starting ring gear is connected with the output end of the crankshaft of the engine and realizes starting the engine under certain conditions such as system failure and low temperature. 5. According to claim 1, the multi-purpose adaptable second-speed multi-mode continuously variable electric-by-wire integrated power system is characterized in that, the planetary gear train is a single-row planetary gear train with three power transmission ends, a multi-row A coupled planetary gear train or a planetary gear drive compound comprising a planetary gear train and a drive train. 6. According to claim 1, the multi-purpose adaptable two-speed multi-mode continuously variable transmission power-by-wire integrated power system is characterized in that the motor control device includes a first motor drive control function and a second motor drive control function, And it is an integrated structure or a split independent structure. 7. According to claim 1, the multi-purpose adaptable second-gear multi-mode continuously variable transmission power-by-wire integrated power system is characterized in that, the transmission chain is a gear transmission structure, a chain transmission structure, a compound transmission chain structure or a transmission speed A directly connected structure with a ratio of one. 8. According to claim 1, the multi-purpose adaptable second-gear multi-mode continuously variable transmission power-by-wire integrated power system is characterized in that the energy storage device is a power battery, a super capacitor, a flywheel battery, a power battery and a super capacitor composite power supply or an energy storage power supply device with an external charging device.