WO2011106944A1 - Système d'entraînement hybride et méthode de commande de celui-ci - Google Patents

Système d'entraînement hybride et méthode de commande de celui-ci Download PDF

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Publication number
WO2011106944A1
WO2011106944A1 PCT/CN2010/072719 CN2010072719W WO2011106944A1 WO 2011106944 A1 WO2011106944 A1 WO 2011106944A1 CN 2010072719 W CN2010072719 W CN 2010072719W WO 2011106944 A1 WO2011106944 A1 WO 2011106944A1
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Prior art keywords
engine
motor
vehicle
drive
generator
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English (en)
Chinese (zh)
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栾继胜
栾泓
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/52—Driving a plurality of drive axles, e.g. four-wheel drive
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/24—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/448—Electrical distribution type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/02—Supplying electric power to auxiliary equipment of vehicles to electric heating circuits
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0061—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electrical machines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L8/00—Electric propulsion with power supply from forces of nature, e.g. sun or wind
    • B60L8/006—Converting flow of air into electric energy, e.g. by using wind turbines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/12—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/421—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/425—Temperature
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/44—Drive Train control parameters related to combustion engines
    • B60L2240/441—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/44—Drive Train control parameters related to combustion engines
    • B60L2240/443—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/44—Drive Train control parameters related to combustion engines
    • B60L2240/445—Temperature
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/545—Temperature
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2250/00—Driver interactions
    • B60L2250/12—Driver interactions by confirmation, e.g. of the input
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2260/00—Operating Modes
    • B60L2260/20—Drive modes; Transition between modes
    • B60L2260/28—Four wheel or all wheel drive
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/90—Energy harvesting concepts as power supply for auxiliaries' energy consumption, e.g. photovoltaic sun-roof

Definitions

  • the present invention relates to a hybrid drive system, particularly a power configuration and drive method, and an engine type selection and performance improvement.
  • the series power drive system is composed of a three-part powertrain of an engine, a generator and an electric motor.
  • the power unit system is formed in series between the engines, the engine drives the generator to generate electricity, and the electric energy is transmitted to the battery or the electric motor through the controller, and then The electric motor drives the car through a shifting mechanism.
  • the load is small
  • the battery is driven by the battery to drive the motor.
  • the generator drives the generator to drive the motor.
  • the engine and the battery pack together provide electric power to the motor; when the electric vehicle is in low speed, coasting, and idle conditions, the battery is driven by the battery, when the battery When the group is short of power, the battery is charged by the engine-generator set.
  • Parallel power drive system the engine and the electric motor are divided into two systems, which can independently supply torque to the vehicle drive train, and can be driven together or separately on different road surfaces.
  • the motor and the engine can simultaneously provide power to the transmission.
  • the vehicle reaches the cruising speed, the car will only rely on the engine to maintain the speed.
  • the electric motor can be used both as an electric motor and as a generator, also known as an electric generator set. Since there is no separate generator, the engine can drive the wheels directly through the transmission.
  • the hybrid power drive system including the engine, the generator and the electric motor, is divided into two types according to the engine and the motor.
  • the engine In the engine-based form, the engine is the main power source, and the motor is the auxiliary power source.
  • Toyota's Prius is a motor-based form.
  • Its hybrid drive system consists of two power sources, the engine and the electric motor.
  • There is also a hybrid-specific transmission including a generator, an electric motor, a built-in power splitter, a nickel-hydrogen battery pack, and a power control assembly. Starting and running below medium speed, the engine is inefficient at this time, so the Prius engine is turned off and the vehicle is driven only by a high-power motor.
  • the engine In normal driving, the engine is the main power source.
  • the power separation device divides the power into two paths. One drives the generator to generate electricity, the generated electric motor drives the motor, and the other directly drives the wheels.
  • the system automatically pairs the two paths.
  • the power is optimally distributed to maximize efficiency.
  • the battery pack When accelerating, the battery pack is added to power the motor and boost the motor output.
  • the motor When decelerating or braking, the motor is driven by the inertial force of the wheel. At this time, the electric motor becomes a generator, and the braking energy of the vehicle is converted into electric energy.
  • the battery pack is kept at a constant level. When the system discovers A decrease in the battery pack power will start the engine-driven generator to generate electricity and charge the battery pack.
  • the common drawbacks are: First, the four-stroke engine that it chooses is difficult to obtain better energy-saving and emission-reducing effects. Second, the electric energy in the battery and the electric energy used in the electric motor are converted from the power of the engine. Conversion, mechanical efficiency is low.
  • the invention starts from the power configuration and driving method of the system, and systematically improves the current hybrid driving system, in order to further improve the energy saving and emission reduction efficiency and cost performance of the product.
  • connection of the system the engine through the deceleration commutator, the second electromagnetic clutch is connected to the front drive or the rear rear drive via the first motor, the first electromagnetic clutch and the final drive mounted between the two drive wheels,
  • the second electric motor is connected to the final drive mounted between the other two drive wheels via the third electromagnetic clutch, and the rear rear drive or the front front drive;
  • the wheel speed sensor, the crank speed sensor, and the command keyboard are electrically connected to the control unit through a circuit;
  • the engine is a six-stroke engine.
  • the six-stroke engine is a piston-type six-stroke engine, and the piston reciprocates six single-passes: intake 1 stroke ⁇ compression stroke-expansion stroke ⁇ exhaust 1 stroke ⁇ intake 2 stroke-exhaust 2 stroke to complete one Work cycle.
  • One of the shortcomings of the current four-stroke engine used in hybrid vehicles is that it has a short intake and exhaust time and a small intake pressure. This is because, after the last working cycle, the pressure and temperature of the exhaust gas in the cylinder are high, so that the fresh air must wait until the pressure of the exhaust gas in the cylinder drops below the intake pressure to enter the cylinder, thereby shortening the intake time;
  • the rotational speed is generally high, and the cross section of the intake and exhaust passages is small.
  • the resistance of the air flow passage reduces the pressure of the gas entering the cylinder; and the residual exhaust gas can dilute and stain the fresh gas, which is extremely disadvantageous for the subsequent combustion.
  • the six-stroke engine Compared with the four-stroke engine, the six-stroke engine has a long intake and exhaust time, and a higher inflation coefficient and a lower residual exhaust coefficient can be obtained without any auxiliary measures, which is an advantage of the model; With a four-stroke engine The power is not similar to the power of the two-stroke engine. In the case of the same working capacity and crankshaft speed, the power of the six-stroke engine is slightly lower than that of the four-stroke engine. 2 The two strokes are operated under the low pressure in the cylinder, and the power consumption can never be 1/3 of the total power, but the fuel can be reduced by 1/3, which is the model. Another advantage.
  • the six-stroke engine described must use direct injection in the cylinder.
  • the six-stroke engine is air-cooled and high-temperature cooled.
  • the second drawback of the current four-stroke engine used in hybrid vehicles is that the negative effects of the cooling system are too large: the heat taken by the cooling medium accounts for about 30-40% of the heat released by the engine fuel, and the cooling system is easily caused. Fouling, thermal conductivity deterioration, parts corrosion, and the disadvantages of poor thermal state and power reduction of the internal combustion engine; air cooling system cooling, although it can solve the need to add antifreeze in the winter or block the air inlet of the cabin, summer water tank" Although it has the advantages of simple structure, convenient use and maintenance, etc., due to the low heat capacity of the air and poor thermal conductivity, it is easy to cause insufficient cooling, high power consumption, and high noise;
  • the gas temperature in the cylinder can be as high as 1800-2000 Q C. If the parts directly contacting the high-temperature gas (such as the cylinder block, cylinder head, piston, valve, etc.) are not cooled in time, Among them, the moving parts may break their normal gap due to thermal expansion, or may be stuck due to high temperature failure of the lubricating oil. Therefore, in order to ensure the normal operation of the engine, it is necessary to cool these parts operating in a high temperature environment. However, in the process of cooling, the negative effects of the cooling system should be minimized, especially in the process of combustion of the mixed gas, so that the heat generated by the combustible mixture can exert its maximum efficiency and generate as much expansion as possible.
  • the six-stroke engine utilizes the rest of the engine at low or idle speeds of the hybrid vehicle and has low self-work frequency, long cooling time, and repetitive cooling medium (air) repeatability to directly contact the high temperature components in the cylinder, especially during engine expansion stroke.
  • Advantages such as weakening of the cooling system cooling capacity, and the combustion chamber temperature can be increased as much as possible without causing spontaneous combustion of the fuel and ensuring the normal operation of the in-cylinder parts, so as to reduce the negative effect of the cooling system.
  • the six-stroke engine cooling system has the advantages of simple structure and light weight, which is beneficial to the layout and power of the system.
  • the six-stroke engine air-cooling system has no full-time cooling fan:
  • the cooling of the engine is cooled by the windshield, which has been collected and guided by the wind turbine to the windshield in the air-cooling system; under special conditions with low speed For special conditions such as low-speed climbing, the wind turbine can be switched to the operating state of the motor and become a cooling fan.
  • the engine in the hybrid drive system is mostly put into operation after the vehicle has reached a certain speed, and the air flow rate into the cabin will be greatly improved, and the air volume, wind speed and vehicle will be presented.
  • the speed is proportional to the state, so the wind can be used to cool the engine by directing the wind that has been used by the wind turbine to the air-cooled shroud.
  • the six-stroke engine can be reversely rotated, i.e., the engine can be reversely rotated by repositioning of the timing gears in the cam mechanism during its two overhaul periods.
  • the third drawback of the current four-stroke engine used in hybrid vehicles is that the direction of rotation of the engine is fixed.
  • the steering of the engine When the steering of the engine is artificially determined, it has a working surface of a geometrically symmetrical working surface (such as a piston, a piston ring, a cylinder liner, a connecting rod bearing, a journal of a crankshaft, and a main bearing of a crankshaft, etc.)
  • the pressure and the point of action are constantly changing with the constant displacement of the piston and the left and right swing of the connecting rod and the stroke, and cause uneven wear of the parts. This uneven wear phenomenon is becoming more and more serious with the use of the machine.
  • the failure standard When one side or a certain part of the working surface of the machine reaches the failure standard locally, the other side of the symmetry or the rest of the part, though The failure standard has not been reached, but it has also been scrapped, resulting in a decrease in engine life;
  • the engine is constituted by a crank-link mechanism whose rotation direction depends on the direction of the starting torque
  • the wear process of mechanical parts in normal operation can be divided into three stages, namely, the running-in phase, the stable wear phase and the intense wear phase (where the wear in the stable wear phase is slow and stable), that is, the wear process has to go through a long time process. ;
  • the engine mechanisms can be adapted to the steering transformation to complete their respective functions.
  • the six-stroke engine implements a direct-level fuzzy fuel control of the microcomputer, that is, the fuel supply of the engine is directly controlled by the microcomputer, and the accuracy of the supply amount is fuzzy (that is, a certain error is allowed),
  • the fuel supply is divided into several orders of magnitude, that is, the operating state of the engine is divided into several gears, and the engine is stabilized.
  • the fourth drawback of the four-stroke engine selected for hybrid vehicles is:
  • the use of throttling (throttle device) is still used to control the amount of air entering the cylinder:
  • the car that implements gasoline injection also uses a throttling method (throttle device) to control the amount of air entering the cylinder, and then passes the sensor such as the air flow rate.
  • the amount of air is converted into an electrical signal into the car microcomputer, and the microcomputer then controls the amount of fuel entering the cylinder through the actuator.
  • the throttling method is used to control the amount of air entering the cylinder, but the disadvantages caused by this are For example, if the engine potential is not better utilized and utilized, the cost of automobile manufacturing is increased, and the complexity of the vehicle control system is not taken seriously, the invention realizes that the microcomputer directly has a level of fuzzy fuel control mode, not only because of The smooth passage of the air passage (no throttle obstruction) allows the engine to have a higher inflation coefficient; it also reduces the failure rate and manufacturing cost of the vehicle due to the simplification of the vehicle mechanism, and the safety factor is improved. Both the accelerator pedal and the brake pedal are controlled by the driver's right foot.
  • the current speed of the car is between 0 and 200km/h (or >200km/h), it can be arbitrarily valued or set. However, from the actual running demand of the car and the driver's operating habits, the actual speed value is often intermittent. From the fuel characteristics of the engine, the actual fuel supply is "grade.” " of;
  • the fifth defect of the four-stroke engine selected by the hybrid vehicle is that the output torque has a limited range of variation and has to be widened by the transmission; the invention broadens the range of the output torque of the engine by the split-cylinder oil-cutting technique, so that It simplifies the automotive transmission system, such as the elimination of the pedal clutch, the transmission and the transfer case, and allows the engine to better follow its load characteristics, allowing the engine to often operate at higher loads and assisting the engine in cooling.
  • the cylinder was able to "sneak in the air".
  • the six-stroke engine also implements intermittent fuel supply technology to achieve intermittent fueling cruise control of the vehicle, allowing the vehicle to cruise during an acceptable "acceleration-deceleration" shifting operation.
  • the intermittent fuel supply cruise control of the present invention utilizes high-speed operation of the engine (only a few hundredths of a second for each work cycle) and high-speed calculation and execution capability of the automobile microcomputer, ensuring the comfort of the vehicle and minimizing intermittent oil supply.
  • the car Under the premise of negative effects, the car is cruising in an acceptable "acceleration-deceleration" variable speed operation; currently the car's cruise control system (CCS), which is mainly composed of sensors, microcomputers (CCS ECU), control switches And the composition of the actuator and so on.
  • the microcomputer performs calculation and judgment based on signals input from sensors, control switches, etc.
  • the microcomputer determines that the actual vehicle speed deviates from the target vehicle speed, it issues a control command to the actuator, controls the actuator action, adjusts the engine output power, and then changes the vehicle speed, which will eventually be actual.
  • the error between the vehicle speed and the target vehicle speed is within the allowable range;
  • the intermittent fuel supply cruise control mode of the present invention is more in line with or close to the actual running state of the automobile, and has the advantages of simplified mechanism, simple control, low manufacturing cost, and auxiliary engine cooling.
  • the engine will also be able to “sneak in the sneak” of cooling opportunities. The biggest benefit is that the energy stored in the form of kinetic energy can be recycled, so as to achieve further energy saving and emission reduction effects;
  • the first motor In the process of intermittent fuel supply cruise, when the engine stops supplying oil, the first motor must drag the engine to continue operation to ensure stable engine operation and improve the safety of the vehicle.
  • the six-stroke engine does not work alone, but must be driven together with a first motor that is coaxially coupled thereto.
  • the six defects of the four-stroke engine selected for hybrid vehicles are: often against their speed characteristics, and cannot be operated as much as possible in the fuel economy optimum speed range. This is because the engine speed is related to the driving speed of the car and affects each other. The factors affecting the driving speed of the car are more and more random, which is difficult to grasp.
  • the engine and the motor are coaxially connected.
  • the present invention sets multiple On the basis of the engine power/speed operating point, that is, the engine is stepped, a deceleration commutator is set to improve the mismatch between the optimal engine speed range and the optimal motor speed range, and the motor control is flexible and stepless.
  • the advantage of shifting is to tune the motor and engine through the front and rear wheel speed sensors and the crankshaft speed sensor and the motor controller and engine controller in the control unit - first controlling the motor speed and then controlling the engine speed.
  • the first motor and the second motor have different powers, and they can drive the front and rear wheels separately or jointly. This not only avoids the waste that may be caused by a motor drive, but also eliminates the difficulty of power adjustment by a motor drive, and can also take advantage of the "four-wheel drive" in time to improve the vehicle.
  • Passivity another function is that when the vehicle may collide, the reverse rotation of the motor can be firstly performed, and a reverse force is instantaneously given to the vehicle, and then applied to the braking force to offset or reduce the braking process of the vehicle. Maintain the inertial force of the vehicle to continue forward; reduce the braking distance and impact of the vehicle to ensure the safety of the vehicle and the person.
  • ABS anti-lock braking system
  • the working principle of the anti-lock brake system is that when the microcomputer judges that the wheel is about to be locked according to the wheel speed signal input by the wheel speed sensor, a control command is issued to the actuator (hydraulic regulator) to actuate and adjust the actuator.
  • the hydraulic pressure acting on the brake wheel cylinder controls the braking force acting on the wheel, so that the wheel always works without being locked (slip rate is 10% 30%), and the optimal braking effect is achieved.
  • this method can play a small role in the special case where the vehicle may collide;
  • the present invention employs a timely method of giving a reverse force to the vehicle and can be applied as an emergency measure in a special case.
  • the feasibility First, it is theoretically feasible: the torque that keeps the driving wheel rotating when the vehicle brakes is the torque generated by the inertial force and the friction force, and the reverse rotation of the motor is generated after the final speed reducer The torque is exactly opposite to the original torque of the drive wheel, so it can completely offset or reduce the original torque, and the drive wheel stops rotating. Second, the best reverse force can be obtained through the collision test of the vehicle. The action time is given to the microcomputer for control. Third, the motor power of the present invention is transmitted through the electromagnetic clutch. When the vehicle collides, the friction plate in the electromagnetic clutch will slip and the motor will be damaged.
  • the generators described are exhaust gas turbine generators and wind turbines, which are turbocharger technology and switched reluctance motor technology, and integrated technology of fan technology and switched reluctance motor technology, respectively. Exhaust gas or wind power generated when the vehicle is running.
  • the fourth defect of the current four-stroke engine used in hybrid vehicles is: The heat taken away by the exhaust gas has not been more effectively recovered and utilized; The previous six-stroke engine combines the four-stroke engine and steam engine principle. After exhausting a part of the exhaust gas in the exhaust stroke, the exhaust valve is quickly closed. When the piston continues to move up to the point, the remaining exhaust gas in the cylinder is compressed, waiting for the piston. When moving to the upper point, the nozzle sprays water into the cylinder. When the water contacts the high-temperature gas, it becomes high-temperature steam. The volume of the gas in the cylinder expands rapidly, the pressure increases sharply, and the piston is pushed again to work. . In fact, this kind of experiment was studied several decades ago, but it was abandoned because of problems such as the addition of condensers and cylinder corrosion.
  • the power turbo compound technology is equipped with a single-stage turbine in addition to the exhaust gas booster, in which part of the exhaust gas energy is converted into mechanical work, and this part of the mechanical work is transmitted to the crankshaft through the reduction gear and the coupling device.
  • the technology has been applied to high-power marine internal combustion engines or military aircraft, and has achieved gratifying results: The thermal efficiency of the whole machine can reach 46%; however, the transmission ratio of the power turbo compound machine is large, the structure is complex, and the cost is high. Can not be widely used;
  • the structure of the switched reluctance motor is an axial air gap motor.
  • the rotor of the motor has no armature winding, has motor and generator running state, and has the advantages of simple structure, simple manufacture, low cost, good starting performance, no large inrush current, High efficiency, low consumption and suitable for all kinds of harsh, high temperature and even strong vibration and ultra-high speed operation (maximum speed up to 100, OOOr/min), power range from 10W to 5MW.
  • the switched reluctance motor can not only adapt to the high speed of the prime mover - the rotor shaft speed of the exhaust turbocharger can be as high as tens of thousands of revolutions per minute, and will benefit from its high speed - the output power of the wind turbine P is proportional to the wind speed, i.e., the flow rate U 3 of the exhaust gas.
  • the wind turbine is assembled by integrating the bushing of the wind wheel with the rotor shaft of the switched reluctance motor through an interference fit.
  • Air resistance is a quadratic function of vehicle speed. The higher the speed of the vehicle, the greater the composition of air resistance and may be the main factor in driving resistance. But dialectically, the relative motion of the vehicle and the air greatly increases the air flow rate into the cabin, which provides a good wind resource for wind power generation.
  • the driving method of the system is: when the vehicle is started, the first motor and the second motor are jointly driven; when the vehicle is running at a low speed, the first motor is separately driven, and when the vehicle is running at a medium speed, the second motor is separately driven or the second motor is driven.
  • the vehicle Driven together with the first motor; when the battery pack power drops to 40% of the total power, the engine is put into operation and driven together with the first motor, and the battery pack is charged by the controller, and when the battery pack is restored, the second is again
  • the electric motor is driven separately or jointly by the second electric motor and the first electric motor; when the vehicle is traveling at a higher vehicle speed or in an acceleration or climbing condition, the first electric motor and the engine are jointly driven by the second electric motor, and are driven by the controller
  • the vehicle When the vehicle speed reaches the cruising speed, the vehicle will enter the intermittent fuel supply cruise control mode after receiving the cruise driving command; when the vehicle is driven by electric power, the electric motor power is supplied to the battery pack via the controller. After the engine is put into operation, the electric motor's power is generated by electricity.
  • the machine is directly supplied to the controller via the controller; when the vehicle brakes, the second motor is converted into a generator to charge the battery pack via the controller; the driving form of the vehicle, the engine gear position and the intermittent fuel supply cruise are commanded by the command keyboard.
  • the vehicle control unit goes to perform.
  • the driving form of the vehicle is the following five driving forms that can be respectively adopted according to the power configuration, actual driving demand and battery SOC condition of the vehicle of the present invention:
  • the engine "gear position" is the stepwise control of the fuel supply of the engine realized by the engine splitting of the engine.
  • the process conditions and implementation steps are as follows:
  • An air absolute pressure sensor is arranged on the intake manifold, and a knock sensor is arranged on the side of the engine block; the engine is placed in a state without a throttle device
  • step 5) The data measured in step 4) is repeatedly sorted, corrected and optimized according to the output power to obtain a set of speeds including the maximum torque at all cylinders in the working mode and the speed ⁇ at the maximum power.
  • the difference data that is, n gear positions, can be selected according to the actual driving demand of the vehicle.
  • a certain vehicle control strategy is to distribute the torque of the engine and the motor as the focus of the power control system (ECU).
  • the power control system (ECU) divides the control mode into two levels: the working condition management layer and the energy management layer.
  • the driving mode interpreter, the mode scheduler, and the energy interpretation actuator (EMI) sequentially perform mode judgment and execution layer by layer;
  • the advantages and benefits of the present invention are as follows: Compared with the current hybrid power system, the main benefits are that the vehicle energy utilization rate and the engine thermal efficiency are high, and the vehicle is more energy-saving and emission-reducing, and the second is that the mechanism is simplified, such as canceling the pedal. Operating mechanisms such as the throttle mechanism, the pedal clutch, the transmission, and the transfer case reduce the failure rate of the vehicle, the manufacturing cost, and the complexity of the control system, and the safety factor is improved.
  • FIG. 1 is a schematic diagram showing the overall configuration and layout structure of the system of the present invention.
  • FIG. 2 is a schematic view showing the geometrical profile of the engine intake and exhaust cams of the present invention
  • FIG. 3 is a schematic diagram of the engine gas distribution of the present invention.
  • FIG. 4 is a schematic structural view of an exhaust gas turbine generator of the present invention.
  • 1 car wind turbine 2 front main reducer, 3a first electromagnetic clutch, 3b second electromagnetic clutch, 3c third electromagnetic clutch, 4 first electric motor, 5 deceleration commutator, 6 exhaust gas turbine generator, 7 engine, 8 power battery pack, 9 command keyboard, 10 brake pedal, 11 control unit, 12 second motor, 13 battery pack, 14 rear final drive, 15a front wheel speed sensor, 15b rear wheel speed sensor, 16 crankshaft Speed sensor, 17 wheels, 18 turbines, 19 couplings, 20 switched reluctance motors.
  • the passenger car is a six-stroke direct-injection air-cooled six-cylinder engine.
  • the generator is two exhaust gas turbine generators and two automobile wind turbines.
  • the motor is a switched reluctance motor, a 12V battery pack and
  • the power battery pack is a lead-acid battery, and the electromagnetic clutch is a dry multi-plate electromagnetic clutch;
  • the system configuration and layout of this embodiment is as shown in FIG. 1.
  • the system includes an engine 7, an automobile wind generator 1, an exhaust gas turbine generator 6, a first electric motor 4, a second electric motor 12, a deceleration commutator 5, and a former main Reducer 2, rear final drive 14, first electromagnetic clutch 3a, second electromagnetic clutch 3b, third electromagnetic clutch 3c, power battery pack 8, 12V battery pack 13, command keyboard 9, brake pedal 10, front speed sensor 14.
  • the engine 7 is connected via the deceleration commutator 5, the second electromagnetic clutch 3b, via the first electric motor 4, the first electromagnetic clutch 3a, and the front final drive 2 mounted between the two front wheels.
  • the second electric motor 12 is connected to the rear final drive 14 disposed between the two rear wheels via the third electromagnetic clutch 3c;
  • Automobile wind generator 1 exhaust gas turbine generator 6, first electric motor 4, second electric motor 12, first electromagnetic clutch 3a, second electromagnetic clutch 3b, third electromagnetic clutch 3c, battery packs 8 and 13, brake pedal 10 Front wheel speed sensor 15a
  • the rear wheel speed sensor 15b, the crank speed sensor 16, the command keyboard 9 and the like are electrically connected to the control unit 11 through a circuit;
  • the implementation steps and process conditions of the six-stroke engine are as follows:
  • Y l , ⁇ 2 , ⁇ 13 ⁇ 4 ⁇ 2 are the advance opening angles and the retarding closing angles of the exhaust valves 1 and 2, respectively;
  • ⁇ 2 , 0 !, ⁇ 2 are the advance opening angle and the retarding closing angle of the intake and exhaust valves of the intake and exhaust valves respectively; determining the timing at which the intake and exhaust valves of each cylinder of the engine are started to open and close - the valve timing (as shown in Figure 3), and corrected by experiment;
  • Adopting overhead valve type using synchronous toothed belt for transmission; cylinder head and cylinder block are all casted with aluminum alloy with good thermal conductivity; cylinder liner is made of alloy cast iron or alloy steel with better wear resistance; A mounting hole for the cylinder pressure sensor is reserved; the air-cooled shroud is cast from plastic or aluminum alloy, and its structure can be designed according to the specific structural type of the engine (in-line, V-type, etc.).
  • the "reverse" timing mark is aligned with the timing mark on the small timing gear and reinstalled;
  • the periodic detection of the compression pressure of the engine and the repositioning and installation of the large timing gear can be accomplished by the after-sales service of the automobile.
  • step 4) The data measured in step 4) is repeatedly sorted and corrected according to the output power to obtain a set of difference data including the speed of 3 ⁇ 4 of the maximum torque in the 6-cylinder operation mode and the speed at the maximum power. , that is, 8 gear positions;
  • step 6 According to the data measured in step 5), calculate the injection duration t m of the corresponding cylinders (the lower angle m is the engine gear number);
  • the distribution and rotation order of the engine "non-working cylinder” and “working cylinder” should be reasonably designed according to the operating cycle of the engine (ie, the firing order). Now take the three-cylinder engine three-cylinder working form as an example. Assume that the working cycle of the engine is as shown in Table 1 below. Then, when the working cylinder 1 3 2 reaches the "rotation time", it can be combined with the non-working cylinder 5-6. 4 role rotation;
  • the exhaust gas turbine generator (as shown in Fig. 4) can pass the components such as the compressor of the existing radial turbocharger, and then pass the rotor shaft of the turbine 18 through the coupling 19, etc.
  • the components are assembled with the rotor shaft of the switched reluctance motor 31; the turbine can also be designed and manufactured according to the turbine type of the existing turbocharger, and the design and manufacture point is that the turbine casing
  • the assembly points are: According to the structural characteristics and working cycle of the six-cylinder engine, the exhaust gas from the three cylinders of the engine is exhausted to the 1/2 circle along an intake passage on the turbine casing of the turbine 18 by the same exhaust pipe.
  • the nozzle ring; and the exhaust gas discharged from the other three cylinders of the engine is exhausted to the other 1/2 round nozzle ring through the same exhaust pipe along the other intake passage on the turbine casing of the turbine 18, and then through the coupling 19 transferring the power of the turbine to the switched reluctance motor 20; and dividing the exhaust gas discharged from the turbine 18 in the generator into two paths, respectively, to two 1/2 circles on the turbine casing of the turbine 18 in the second stage generator
  • the nozzle ring transmits the power of the turbine 18 to the switched reluctance motor 20 through the coupling 19, and finally discharges the exhaust gas into the exhaust pipe of the automobile;
  • the exhaust gas turbine generator set of the passenger car of this embodiment has a two-stage (stage) exhaust gas turbine generator, and the first stage (stage) exhaust gas turbine generator is connected to the exhaust manifold of the engine through an exhaust hose, which The turbines of the second-stage generators are also connected by exhaust hoses, and their installation locations can be flexibly handled according to the specific structure of the engine (in-line, V-type, etc.).
  • the wind power generator is assembled by assembling the sleeve of the wind wheel and the rotor shaft of the switched reluctance motor through an interference fit assembly, and the blades of the wind wheel are cast by plastic or aluminum alloy, and the blades are The number, shape and installation angle should be based on the fan function, taking into account the power generation efficiency, and determined by trial and error; due to the limitation of the space size of the car cabin, two generators can be arranged side by side; the stator of the motor After bolting to the air inlet of the engine room of the car, that is, after the car air intake grille, the outer cover is covered with a collecting hood; the collecting hood is made of plastic or aluminum alloy, and its structure should be according to the specific structure of the engine (in-line type, V type) And etc.)
  • the generator In order to overcome the starting resistance of the generator, it can be commanded to start with the motor running state when starting, and then change to the running state of the generator after the motor is started.
  • the running time of the motor running state can be obtained through the motor experiment. And stored in the car microcomputer.
  • the primary responsibility of the first motor is to ensure that the engine operates smoothly, and its power can be determined according to the minimum power demand of the vehicle.
  • the second motor is the main driving force of electric drag, and its power should be able to meet the power of the vehicle at medium load. Demand;
  • the power selection principle of the generator is that all the electric energy generated by the generator must be able to meet the power demand of the electrical equipment such as the battery and the electric motor, or the excess energy generated by the generator must be too large, considering the different work of the vehicle. In the case of the influence of the generator, it is necessary to take into account the weight of the vehicle, the cost of manufacturing, etc., and weigh and optimize through trial and error.
  • the power of the first motor and the second motor of the miniature car of the embodiment is 5KW and 20KW, respectively;
  • the power is 40-60KW;
  • the two exhaust gas turbine generators are 15KW and 10KW respectively;
  • the two automobile wind turbines are each 5KW.
  • the second motor power can be, in principle, the first motor power rate of 45 times;
  • the maximum power of the engine can be set to be 2-3 times of the second motor power, and
  • the total power of the two exhaust gas turbine generators can be the second motor.
  • the power is 1.2-1.5 times; the total power of the two automotive wind turbines can be equal to the power of the second motor 1/2; this configuration must be corrected and optimized through experiments.
  • the car cruising operation is divided into five speed sections: the first speed section 50km/h—70km/h, the second speed section 70km/h—90km/h, the third speed section 90km h—120km/h, 4th
  • the speed section is 120km/h—150km/h
  • the fifth speed section is 150km/h—200km/h—the critical speed is recorded by pressing a speed section;
  • step 1) Store the data in step 1), step 2) and the corresponding control program in the ROM of the car microcomputer.
  • the driver can make judgments and decisions based on the actual demand of the vehicle and the data displayed on the instrument panel or the voice prompts of the audio equipment, such as battery status, vehicle speed, generator and other working conditions. Select the driving form of the car and the engine gear, and input the decision-making control command into the car control unit through the command keyboard or button mounted on the steering wheel or on the console in front of the steering wheel, controlled by the car. The unit goes to complete the corresponding control.
  • Automotive theory and engine theory are very practical, and many technical parameters need to be acquired and optimized through trial and error. Therefore, in the specific implementation of the program, the above schemes should be sorted out, revised and supplemented through trial and error to make it more perfect and better serve the society.

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Abstract

L'invention concerne un système d'entraînement hybride et une méthode de commande de celui-ci. Le système d'entraînement hybride est constitué d'un moteur thermique six temps (7), de générateurs (1, 6), et de deux moteurs (4, 12) de puissances différentes. Les deux moteurs entraînent les roues avant et les roues arrière, seuls ou ensemble. Le moteur thermique et un moteur de puissance inférieure raccordé de façon coaxiale au moteur thermique forment une configuration de traction à moteur avant ou de propulsion à moteur arrière à la place du fonctionnement du moteur thermique seul, un moteur de puissance supérieure forme une configuration correspondante de propulsion à moteur arrière ou de traction à moteur avant. La sélection du mode de traction d'un véhicule, de la réduction du moteur et du déplacement avec l'alimentation en hydrocarbures coupée est réalisée grâce à une unité de commande de véhicule recevant ses instructions d'un clavier de commande. L'avantage de l'invention est que l'utilisation d'énergie du véhicule et le rendement thermique du moteur thermique sont élevés, le mécanisme du véhicule est simplifié, par exemple on peut se passer de mécanisme de pédale d'accélérateur, de pédale d'embrayage, de transmission et de boîte de transfert, et donc le taux de défaillance, les coûts de fabrication du véhicule et la complexité du système de commande sont réduits, le facteur de sécurité est augmenté, et le produit a un rapport performance/coût élevé.
PCT/CN2010/072719 2010-03-04 2010-05-13 Système d'entraînement hybride et méthode de commande de celui-ci Ceased WO2011106944A1 (fr)

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US9580065B2 (en) 2012-07-17 2017-02-28 Altigreen Propulsion Labs Private Limited Dual-structured electric drive and power system for hybrid vehicles
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CN103358883A (zh) * 2012-04-05 2013-10-23 何君 一种混合动力系统中的电机/发电机助力驱动系统
CN102862472A (zh) * 2012-10-08 2013-01-09 天津市松正电动汽车技术股份有限公司 一种混合动力系统及其控制方法
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CN113859027B (zh) * 2021-09-02 2023-07-14 开迈斯新能源科技有限公司 充电桩的控制方法、装置
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