CN103978887B - Input distribution hybrid power system - Google Patents

Abstract

The input distribution type hybrid power system belongs to the technical field of automobile power devices. The invention solves the problems of transmission loss, gear vibration, noise and wear in the hybrid power system of Toyota Prius, which adopts a planetary gear mechanism, which is a purely mechanical device. The solution of the present invention: the output shaft of the engine is sequentially connected to the rotor of the modulation ring rotor of the magnetic field modulation type brushless double rotor motor, the permanent magnet rotor, the torque regulating motor, the final reducer and the vehicle wheel; The switch of two clutches is realized. Both the electromagnetic torque output by the permanent magnet rotor and the electromagnetic torque on the stator are smaller than the input engine torque, and the sum of the electromagnetic torque output by the permanent magnet rotor and the electromagnetic torque on the stator is equal to the input torque of the engine. The magnetic field modulation type brushless dual-rotor motor realizes the decoupling of the engine speed, and the torque regulating motor realizes the decoupling of the engine torque, so that the speed torque of the engine does not depend on the speed torque of the load.

Description

Input split hybrid system

technical field

The invention relates to an input distribution type hybrid power system, which belongs to the technical field of automobile power devices.

Background technique

In 1997, Japan's Toyota Corporation launched the Prius, the world's first volume hybrid car. Because of its low energy consumption, low emission and good vehicle performance, Toyota Prius has attracted the attention and favor of many car manufacturers and consumers. As of the end of 2013, the cumulative sales volume of Toyota Prius has exceeded 3 million, and it is currently the most successful hybrid car in the world.

Although Toyota Prius has undergone several generations of model changes, the basic composition of its internal hybrid system is the same. The hybrid power system of Toyota Prius is composed of engine, motor/generator 1, motor/generator 2, planetary gear mechanism, battery/supercapacitor and reducer. Its structure diagram is shown in Figure 1. Dotted lines in the figure represent electrical connections, and solid lines represent mechanical connections. The rotational speed decoupling between the engine and the wheels is realized through the motor/generator 1 and the planetary gear mechanism, and the torque decoupling between the engine and the wheels is realized through the torque regulation function of the motor generator 2 . In summary, the engine speed and torque are completely independent of the wheel load speed and torque, so the engine can always work on the optimal working curve, so that the Toyota Prius has low fuel consumption and low exhaust emissions.

However, the hybrid system in the Toyota Prius also has some problems. The planetary gear mechanism is a purely mechanical device, and there are inevitably problems such as transmission loss, gear vibration, noise, wear and regular maintenance.

Contents of the invention

The purpose of the present invention is to solve the problems of transmission loss, gear vibration, noise, wear and regular maintenance that the planetary gear mechanism used in the hybrid power system of Toyota Prius is a purely mechanical device, and provides an input distribution type hybrid power system.

The input distribution type hybrid power system of the present invention includes an engine, a magnetic field modulation type brushless dual-rotor motor, a holding mechanism, a torque regulating motor, a final reducer and an automobile control unit;

The magnetic field modulation type brushless double rotor motor includes a stator, a modulation ring rotor and a permanent magnet rotor;

The holding mechanism includes a first clutch, a brake and a second clutch;

The output shaft of the engine is connected to the rotor input shaft of the modulation ring rotor, and the rotor output shaft of the modulation ring rotor is connected to the rotor input shaft of the permanent magnet rotor through the first clutch; the rotor output shaft of the permanent magnet rotor is connected to the input shaft of the brake, and the output shaft of the brake The input shaft of the second clutch is connected, the output shaft of the second clutch is connected to the rotor input shaft of the torque regulating motor, the rotor output shaft of the torque regulating motor is connected to the input shaft of the final drive, and the output shaft of the final drive is connected to the vehicle wheel;

The automobile control part includes a battery, a first speed sensor, a second speed sensor, a third speed sensor, a speed signal acquisition circuit, an ECU, a dual-rotor motor control circuit, a torque adjustment motor control circuit and a main control unit; the first speed sensor sets On the output shaft of the engine; the second speed sensor is arranged on the permanent magnet rotor rotor output shaft; the third speed sensor is arranged on the rotor output shaft of the torque regulating motor; the first speed sensor, the second speed sensor and the third speed The speed signal output ends of the sensors are all connected to the speed signal input end of the speed signal acquisition circuit; the speed signal output end of the speed signal acquisition circuit is connected to the speed feedback signal input end of the main control unit;

The output end of the engine control command of the main control unit is connected with the control end of the engine through the ECU;

The output end of the dual-rotor motor control command of the main control unit is connected with the input end of the dual-rotor motor control circuit; the output end of the torque modulation motor control command of the main control unit is connected with the input end of the torque regulation motor control circuit; The output terminal of the battery control command is connected to the enabling terminal of the battery;

The first electric energy input and output terminals of the battery are connected with the first DC power input and output terminals of the dual-rotor motor control circuit; the AC power input and output terminals of the dual-rotor motor control circuit are connected with the AC input and output terminals of the magnetic field modulation type brushless dual-rotor motor connected;

The second electric energy input and output end of the storage battery is connected with the first DC power input and output end of the torque adjustment motor control circuit; the AC power input and output end of the torque adjustment motor control circuit is connected with the AC input and output end of the torque adjustment motor;

The second DC power input and output terminals of the dual-rotor motor control circuit are connected to the second DC power input and output terminals of the torque regulating motor control circuit.

Advantages of the present invention: the hybrid power system is similar to the hybrid power system of Toyota "Prius". Under this condition, the engine can always work in the highest efficiency zone, thereby achieving the control goals of reducing fuel consumption and reducing emissions. More importantly, since the brushless dual-rotor motor based on the magnetic field modulation principle used in the present invention can be functionally equivalent to the integrated effect of the planetary gear mechanism and the motor, the present invention can be made into the same hybrid motor as the Toyota Prius Compared with the Toyota Prius hybrid system, the power system omits the planetary gear mechanism in structure. At the same time, through the switching function of the holding mechanism in the system, the system can work in various working modes such as series connection, parallel connection, hybrid connection, engine self-locking anti-theft, and fault tolerance. Therefore, the structure of the whole vehicle of the present invention is more simplified and compact, its control is more flexible, its intelligence is higher, and it can reduce the weight of the vehicle, and also reduces the requirements on the capacity of the storage battery and the engine.

Description of drawings

Fig. 1 is the structural representation of the Prius hybrid system involved in the background technology;

Fig. 2 is a schematic structural view of the input distribution type hybrid power system of the present invention, which adopts a radial magnetic field modulation type brushless dual-rotor motor;

Fig. 3 is a schematic structural view of the input distribution type hybrid power system of the present invention, which adopts an axial magnetic field modulation type brushless dual-rotor motor;

Fig. 4 is a schematic diagram of the input distribution type hybrid power system in the present invention when it is in working mode 1;

Fig. 5 is a schematic diagram of the input-split hybrid power system of the present invention when it is in working mode 2;

Fig. 6 is a schematic diagram of the input distribution type hybrid power system of the present invention when it is in working mode 3;

Fig. 7 is a schematic diagram of the input distribution type hybrid power system of the present invention when it is in working mode four;

Fig. 8 is a schematic diagram of the input-split hybrid power system of the present invention when it is in working mode five;

Fig. 9 is a schematic diagram of the input-split hybrid system of the present invention when it is in working mode six;

Fig. 10 is a schematic diagram of the input-split hybrid system of the present invention when it is in working mode seven;

FIG. 11 is a schematic diagram of the input-split hybrid power system of the present invention when it is in working mode eight.

detailed description

Specific Embodiment 1: The present embodiment will be described below with reference to FIGS. 2 to 11. The input distribution type hybrid power system described in this embodiment includes an engine 1, a magnetic field modulation type brushless dual-rotor motor 2, a holding mechanism, and a torque regulator. Motor 4, main reducer 5 and vehicle control department;

The magnetic field modulation type brushless double rotor motor 2 includes a stator 2-1, a modulation ring rotor 2-2 and a permanent magnet rotor 2-3;

The holding mechanism includes a first clutch 3-1, a brake 3-2 and a second clutch 3-3;

The output shaft of the engine 1 is connected to the rotor input shaft of the modulation ring rotor 2-2, and the rotor output shaft of the modulation ring rotor 2-2 is connected to the rotor input shaft of the permanent magnet rotor 2-3 through the first clutch 3-1; the permanent magnet rotor 2 The rotor output shaft of -3 is connected to the input shaft of the brake 3-2, the output shaft of the brake 3-2 is connected to the input shaft of the second clutch 3-3, and the output shaft of the second clutch 3-3 is connected to the rotor of the torque regulating motor 4 The input shaft, the rotor output shaft of the torque regulating motor 4 is connected to the input shaft of the final reducer 5, and the output shaft of the final reducer 5 is connected to the vehicle wheel;

The automobile control section includes a battery 6, a first speed sensor 7, a second speed sensor 8, a third speed sensor 9, a speed signal acquisition circuit 10, an ECU 13, a dual-rotor motor control circuit 14, a torque regulating motor control circuit 15 and a main controller Unit 16; the first speed sensor 7 is arranged on the output shaft of the engine 1; the second speed sensor 8 is arranged on the permanent magnet rotor 2-3 rotor output shaft; the third speed sensor 9 is arranged on the rotor output of the torque regulating motor 4 On the shaft; the speed signal output ends of the first speed sensor 7, the second speed sensor 8 and the third speed sensor 9 are all connected to the speed signal input end of the speed signal acquisition circuit 10; the speed signal output end of the speed signal acquisition circuit 10 is connected to the main The speed feedback signal input terminal of the control unit 16 is connected;

The engine control instruction output terminal of the main control unit 16 is connected with the control terminal of the engine 1 through the ECU13;

The output end of the dual-rotor motor control instruction of the main control unit 16 is connected with the input end of the dual-rotor motor control circuit 14; the output end of the torque modulation motor control instruction of the main control unit 16 is connected with the input end of the torque regulation motor control circuit 15; The battery control instruction output terminal of the main control unit 16 is connected with the enabling terminal of the battery 6;

The first electric energy input and output terminals of the storage battery 6 are connected with the first DC power input and output terminals of the dual-rotor motor control circuit 14; The AC input and output terminals are connected;

The second electric energy input and output end of accumulator 6 is connected with the first DC power supply input and output end of torque regulation motor control circuit 15; connected to the output;

The second DC power input and output terminal of the dual-rotor motor control circuit 14 is connected to the second DC power input and output terminal of the torque regulating motor control circuit 15 .

Several situations that can be realized: the dual-rotor motor control circuit 14 controls the operation of the magnetic field modulation type brushless dual rotor motor 2, and the mechanical energy of the magnetic field modulation type brushless dual rotor motor 2 can be converted into electrical energy, and is transmitted through the dual rotor motor control circuit 14 AC is rectified into DC to charge the storage battery 6; the torque regulating motor control circuit 15 controls the operation of the torque regulating motor 4, the mechanical energy of the torque regulating motor 4 is converted into electric energy, and the alternating current is rectified by the torque regulating motor control circuit 15 It is DC to charge the storage battery 6; the storage battery 6 can convert the DC to AC through the dual-rotor motor control circuit 14, and provide electric energy for the magnetic field modulation type brushless dual-rotor motor 2; The inverter is converted into alternating current, and provides electric energy for the torque regulating motor 4; the alternating current outputted by the magnetic field modulation type brushless dual-rotor motor 2 is converted into direct current through the dual-rotor motor control circuit 14, and then converted into direct current through the torque regulating motor control circuit 15. The alternating current provides electric energy for the torque regulating motor 4; the alternating current output by the torque regulating motor 4 is converted into direct current by the torque regulating motor control circuit 15, and then converted into alternating current by the dual rotor motor control circuit 14, which is a magnetic field modulation type brushless dual Rotor motor 2 provides electric energy.

ECU13 realizes the control of engine 1; ECU is the abbreviation of Electronic Control Unit, which means electronic control unit in Chinese, also known as "driving computer" and "vehicle computer". dedicated microcontroller.

The main control unit 16 realizes the whole vehicle control. The torque regulating motor 4 is a motor with a traditional structure, which is composed of a stator and a rotor, and its function is to make the engine torque independent of the wheel load torque by inputting driving torque or braking torque.

The function of the main reducer 5 is to transmit energy with equal power, so that the speed at the output end is lower than the speed at the input end, and at the same time, the torque at the output end is higher than that at the input end, so it can reduce the output speed and increase the output torque at the same time. effect. However, such an energy form with low rotational speed and high torque is more in line with the requirements of the wheel load 17 .

The function of the storage battery 6 is to store and release electric energy.

The authorized patent "Radial Magnetic Field Modulation Brushless Dual Rotor Motor" used in the magnetic field modulation type brushless dual rotor motor 2 described in this embodiment has a patent announcement number of 101951090A, as shown in FIG. Authorized patent "Axial Magnetic Field Modulation Brushless Dual Rotor Motor", its patent announcement number is 101924436A, as shown in Figure 3.

The function of the magnetic field modulation type brushless dual-rotor motor 2 is to realize the decoupling of the engine speed, so that the speed of the engine 1 does not depend on the speed of the load, and at the same time transmit the input torque of the engine 1 in proportion. The following is a brief description of the magnetic field modulation type brushless dual rotor motor 2 by taking Fig. 2 as an example. The magnetic field modulation type brushless dual rotor motor 2 includes a stator 2-1, a modulation ring rotor 2-2 and a permanent magnet rotor 2-3; Three-phase or multi-phase windings are placed on 2-1; the permanent magnet rotor 2-3 is the same as the traditional permanent magnet rotor, and can adopt various forms such as surface mount type and built-in type. The particularity of the motor structure lies in the modulation ring rotor 2-2 in the middle, which is composed of a magnetically conductive block and a non-magnetically conductive block. Through the magnetic field modulation of the modulation ring rotor, the magnetic field of the inner and outer air gaps changes significantly, thereby The motor realizes electromechanical energy conversion.

The magnetic field modulation type brushless dual-rotor motor has the following advantages over the traditional dual-rotor motor:

(1) A winding needs to be placed on one rotor of a traditional dual-rotor motor, so a brush slip ring structure is required to feed the winding on the rotor. The brush slip ring structure will lead to a decrease in motor operating efficiency, reduced reliability and frequent maintenance. It is precisely because of this fatal structural defect that traditional dual-rotor motors cannot be applied to vehicles. In contrast, the magnetic field modulation type brushless dual-rotor motor 2 has windings placed only on the stator side and does not require a brush slip ring structure for feeding, so this motor does not have the above-mentioned problems of the traditional dual-rotor motor.

(2) The winding on the rotor in the traditional dual-rotor motor heats up seriously and is difficult to cool. In contrast, there is no winding on the rotor in the magnetic field modulation type brushless dual-rotor motor 2, so there is no serious problem of rotor heating.

(3) The dynamic balance of the rotor with windings in the traditional dual-rotor motor is easily damaged during the rotation of the winding end, so the traditional dual-rotor motor will have problems such as vibration and noise after working for a certain period of time. In contrast, the field-modulated brushless dual-rotor motor 2 does not suffer from this problem because there is no winding on the rotor.

The working characteristics satisfied by the magnetic field modulation type brushless dual-rotor motor 2, and the following assumptions are made before the description:

1. The number of pole pairs of the stator armature magnetic field, the number of units of the modulating ring rotor magnetic block and the number of pole pairs of the permanent magnetic field are p, q and n respectively.

2. The stator armature magnetic field speed, modulation ring rotor speed and permanent magnet rotor speed are Ω ₂ , Ω ₃ and Ω ₁ respectively.

3. The electromagnetic torques acting on the stator, modulation ring rotor and permanent magnet rotor are T ₂ , T ₃ and T ₁ respectively.

Then the relationship between the number of pole pairs of the magnetic field, the rotational speed and the torque between the components in the magnetic field modulation type brushless double rotor motor 2 satisfies the following relationship:

q=p+n (1)

${\mathrm{<span\; class="notranslate">\; \&Omega;</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}}<span\; class="notranslate">\; =</span>\frac{\mathrm{<span\; class="notranslate">\; no</span>}{\mathrm{<span\; class="notranslate">\; \&Omega;</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}<span\; class="notranslate">\; -</span>\mathrm{<span\; class="notranslate">\; q</span>}{\mathrm{<span\; class="notranslate">\; \&Omega;</span>}}_{\mathrm{<span\; class="notranslate">\; 3</span>}}}{\mathrm{<span\; class="notranslate">\; no</span>}<span\; class="notranslate">\; -</span>\mathrm{<span\; class="notranslate">\; q</span>}}<span\; class="notranslate">\; -</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; 2</span>}<span\; class="notranslate">\; )</span>$

${\mathrm{<span\; class="notranslate">\; T</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}}<span\; class="notranslate">\; =</span>\frac{\mathrm{<span\; class="notranslate">\; p</span>}}{\mathrm{<span\; class="notranslate">\; no</span>}}{\mathrm{<span\; class="notranslate">\; T</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}<span\; class="notranslate">\; -</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; 3</span>}<span\; class="notranslate">\; )</span>$

${\mathrm{<span\; class="notranslate">\; T</span>}}_{\mathrm{<span\; class="notranslate">\; 3</span>}}<span\; class="notranslate">\; =</span><span\; class="notranslate">\; -</span>\frac{\mathrm{<span\; class="notranslate">\; q</span>}}{\mathrm{<span\; class="notranslate">\; no</span>}}{\mathrm{<span\; class="notranslate">\; T</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}<span\; class="notranslate">\; -</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; 4</span>}<span\; class="notranslate">\; )</span>$

According to the above working characteristics of the motor, the motor has the following characteristics:

1. The number of pole pairs of the stator armature magnetic field in the magnetic field modulation type brushless double rotor motor 2 may be different from that of the permanent magnet magnetic field, as long as the sum of the two is equal to the number of magnetically permeable block units in the modulation ring rotor.

2. The stator armature magnetic field speed is determined by the modulation ring rotor speed and the permanent magnet rotor speed, and by changing the stator armature magnetic field speed, the speed difference between the modulation ring rotor and the permanent magnet rotor can be adjusted, thereby realizing the independence of the two rotor speeds run.

3. The electromagnetic torque among the permanent magnet rotor 2-3, the modulating ring rotor 2-2 and the stator 2-1 has a certain ratio, if any one of the torques is changed, the other torques will be changed accordingly.

According to the embodiment, it is known that the engine 1 is connected to the modulation ring rotor 2-2. Assuming that the output torque of the engine 1 is T _ICE , in a steady state, from the balance of the action torque and the reaction torque, it can be known that

T _ICE = -T ₃ (5)

From the formulas (1), (3), (4) and (5) can be obtained

${\mathrm{<span\; class="notranslate">\; T</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}}<span\; class="notranslate">\; =</span>\frac{\mathrm{<span\; class="notranslate">\; p</span>}}{\mathrm{<span\; class="notranslate">\; q</span>}}{\mathrm{<span\; class="notranslate">\; T</span>}}_{\mathrm{<span\; class="notranslate">\; ICE</span>}}<span\; class="notranslate">\; -</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; 6</span>}<span\; class="notranslate">\; )</span>$

${\mathrm{<span\; class="notranslate">\; T</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}<span\; class="notranslate">\; =</span>\frac{\mathrm{<span\; class="notranslate">\; no</span>}}{\mathrm{<span\; class="notranslate">\; q</span>}}{\mathrm{<span\; class="notranslate">\; T</span>}}_{\mathrm{<span\; class="notranslate">\; ICE</span>}}<span\; class="notranslate">\; -</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; 7</span>}<span\; class="notranslate">\; )</span>$

T _ICE =T ₁ +T ₂ (8)

In formulas (3) to (8), the negative sign indicates the opposite direction. Since q=p+n, p/q<1; n/q<1. From formulas (6) to (8), it can be seen that the electromagnetic torque output by the permanent magnet rotor 2-3 and the electromagnetic torque on the stator 2-1 are both smaller than the input engine torque, and the electromagnetic torque output by the permanent magnet rotor 2-3 The sum of the torque and the electromagnetic torque on the stator 2-1 is equal to the input torque of the engine 1, so, viewed from the system input end, the system is called an input-split hybrid power system. When the input torque of the engine 1 is constant, although the torque transmitted by the permanent magnet rotor 2-3 to the next stage is smaller than the input engine torque, the electromagnetic torque of the stator 2-1 is also very small. It can be seen from the motor theory that the small electromagnetic torque of the stator 2-1 is conducive to reducing the volume and weight of the magnetic field modulation type brushless dual rotor motor 2, and is conducive to improving the torque density and power density of the magnetic field modulation type brushless dual rotor motor 2 . For vehicles with limited installation space and high requirements for torque density and power density, the input distribution hybrid system has greater application value.

The working mode of the input-split hybrid system will be described below. Different working modes in this system are realized by switching the first clutch 3-1, the brake 3-2 and the second clutch 3-3 in the holding mechanism. In order to make the expression of each working mode clearer, only the connection of the main parts is drawn in the schematic diagram of each working mode, while the vehicle control part is not given. In the schematic diagrams of each working mode, the first clutch 3-1 or the second clutch 3-3 is combined with a line segment that will be connected to the parts connected to the clutch; the first clutch 3-1 or the second clutch 3-3 will be separated from the parts connected to the clutch There are wireless segment connections between them; the brake 3-2 is combined with a shaded mark, and the parts connected with the shaded mark are fixed; when the brake 3-2 is separated, the shaded mark is removed, and the parts connected with the brake 3-2 are in a free state.

Mode I: the first clutch 3-1 is disengaged, the brake 3-2 is engaged, and the second clutch 3-3 is engaged, as shown in FIG. 4 . At this time, the permanent magnet rotor 2-3 in the magnetic field modulation type brushless dual-rotor motor 2 and the rotor in the torque regulating motor 4 are both fixed, that is, the vehicle is in a parked state. The permanent magnet rotor 2-3 is fixed, that is, Ω ₁ =0, then the magnetic field modulation type brushless dual-rotor motor 2 can be regarded as a single-rotor motor with a traditional structure, and the torque-speed relationship in the motor can be expressed by formula (1) to ( 8) OK. In this mode, when the battery 6 is low in power, the engine 1 is used to drive the magnetic field modulation type brushless dual-rotor motor 2 as a generator, and the battery 6 is charged through the dual-rotor motor control circuit 14 . If the engine 1 needs to be started, the storage battery 6 provides electric energy for the magnetic field modulation type brushless dual rotor motor 2 through the dual rotor motor control circuit 14, and the magnetic field modulation type brushless dual rotor motor 2 operates as a motor to drive the engine 1 to reach a certain speed. Then start the ignition. This can reduce the fuel consumption during the starting process of the engine 1, especially the starting fuel consumption can be greatly reduced under the condition that frequent starting is required.

Mode II: the first clutch 3-1 is disengaged, the brake 3-2 is engaged, and the second clutch 3-3 is disengaged, as shown in FIG. 5 . At this time, the vehicle is driven independently by the torque regulating motor 4, which can realize the functions of acceleration, cruise, deceleration and reversing of the vehicle. Moreover, under the condition that the permanent magnet rotors 2-3 in the magnetic field modulation type brushless double rotor motor 2 are fixed, the hybrid power system can realize series mode operation. The so-called series mode means that the engine 1 first converts mechanical energy into electrical energy through a motor, and then converts the electrical energy into mechanical energy required by the wheel load 17 through another motor. In this system, since the permanent magnet rotor 2-3 is fixed, the magnetic field modulation type brushless dual-rotor motor 2 can be regarded as a single-rotor motor with a traditional structure. At this time, the engine 1 converts the mechanical energy into electrical energy through the magnetic field modulation type brushless dual-rotor motor 2 , and then stores the electrical energy in the battery 6 through the dual-rotor motor control circuit 14 , and the battery 6 drives the motor through the torque-adjusting motor control circuit 15 . The torque regulating motor 4 provides electric energy. At this time, the torque regulating motor 4 operates as a motor to drive the wheel load 17; or the engine 1 converts mechanical energy into electric energy through the magnetic field modulation type brushless dual-rotor motor 2, and through the dual-rotor motor control circuit 14 directly input electric energy to the torque regulating motor 4 via the torque regulating motor control circuit 15, and the torque regulating motor 4 operates as a motor to drive the wheel load 17. When the wheel load 17 needs braking, the torque regulating motor 4 operates as a generator, the mechanical energy of the wheel load 17 is converted into electric energy by the torque regulating motor 4, and the electric energy is stored in the storage battery 6 through the torque regulating motor control circuit 15 . Because there is only an electrical connection between the engine 1 driving the magnetic field modulation type brushless dual-rotor motor 2 to generate power and the torque regulating motor 4 driving or braking the wheel load 17, the two links can be independently performed. Therefore, the series mode can ensure that the engine 1 is always running with the highest efficiency, and the working state of the torque regulating motor 4 is determined by the demand of the wheel load 17 . Because the fuel efficiency of the engine 1 is very low at low speeds, this mode can improve the fuel economy of the whole vehicle at low speeds.

Mode III: the first clutch 3-1 is disengaged, the brake 3-2 is disengaged, and the second clutch 3-3 is engaged, as shown in FIG. 6 . At this time, the system can operate in parallel mode or hybrid mode, and can realize the functions of acceleration, cruise, deceleration and reversing of the vehicle. The so-called parallel mode means that the engine 1 directly transmits mechanical energy to the wheel load 17 , while the torque regulating motor 4 converts the electrical energy of the battery 6 into mechanical energy and transmits it to the wheel load 17 or converts part of the mechanical energy into electrical energy and stores it in the battery 6 . In Fig. 6, when the magnetic field speed of the stator 2-1 in the magnetic field modulation type brushless double rotor motor 2 is zero, it can be known from the motor theory that there is no electric energy conversion at the electrical port side of the stator, that is, the output of the motor 1 to the modulation ring rotor 2-2 All the mechanical energy is transmitted from the permanent magnet rotor 2-3. When Ω ₂ =0, the torque-speed relationship between the permanent magnet rotor 2-3 and the engine 1 can be determined according to formulas (1) to (8). At the same time, the torque regulating motor 4 converts the electrical energy of the storage battery 6 into mechanical energy and transmits it to the vehicle load 17 , or converts part of the excess mechanical energy into electrical energy and stores it in the storage battery 6 . Mode III therefore enables parallel mode operation.

The so-called hybrid mode means that the system has the characteristics of both series mode and parallel mode. In FIG. 6 , when the rotational speed of the stator magnetic field in the magnetic field modulation type brushless double rotor motor 2 is not zero, it indicates that the conversion of electrical energy and mechanical energy is performed at the port side of the stator 2 - 1 .

One situation is: part of the mechanical energy output from the engine 1 to the modulation ring rotor 2-2 generates electric energy at the port of the stator 2-1, and then the electric energy is stored in the storage battery 6 through the dual-rotor motor control circuit 14, and the storage battery 6 passes the torque Regulating motor control circuit 15 provides electric energy for torque regulating motor 4, and now torque regulating motor 4 operates as a motor to drive wheel load 17; Port 1 generates electric energy, which is directly input to the torque regulating motor 4 via the torque regulating motor control circuit 15 through the dual-rotor motor control circuit 14, and the torque regulating motor 4 operates as a motor to drive the wheel load 17. Another part of the mechanical energy of the engine 1 is directly transmitted to the wheel load 17 through the permanent magnet rotor 2 - 3 and the rotor of the torque regulating motor 4 to drive the wheel load 17 . Therefore, from the perspective of the energy transmission path, a part of the mechanical energy of the engine 1 generates electric energy through the magnetic field modulation type brushless dual-rotor motor 2, and this part of electric energy is converted into mechanical energy by the torque regulating motor 4 and finally output to the wheel load 17; Another part of the mechanical energy of the engine 1 is directly output to the wheel load 17 .

Another situation is: a part of the mechanical energy output by the permanent magnet rotor 2-3 is converted into electric energy by the torque regulating motor 4, and the torque regulating motor 4 is operated as a generator at this moment, and this part of electric energy is stored by the torque regulating motor control circuit 15 In the storage battery 6, the storage battery 6 provides electric energy for the magnetic field modulation type brushless dual rotor motor 2 through the dual rotor motor control circuit 14. At this time, the magnetic field modulation type brushless dual rotor motor 2 operates as a motor, and converts electrical energy into mechanical energy from permanent The output of the magnetic rotor 2-3; or a part of the mechanical energy output by the permanent magnet rotor 2-3 is converted into electric energy by the torque regulating motor 4, and the electric energy is directly input to the magnetic field modulation by the torque regulating motor control circuit 15 through the dual rotor motor control circuit 14 Type brushless dual-rotor motor 2, at this time, the magnetic field modulation type brushless dual-rotor motor 2 operates as a motor, converting electrical energy into mechanical energy and outputting it from the permanent magnet rotor 2-3. The other part of the mechanical energy output by the permanent magnet rotor 2 - 3 is directly transmitted to the wheel load 17 through the rotor of the torque regulating motor 4 and drives the wheel load 17 . The total mechanical energy output by the permanent magnet rotor 2-3 comes from the mechanical energy converted when the magnetic field modulation type brushless dual-rotor motor 2 operates as a motor on the one hand, and the mechanical energy input from the engine 1 on the other hand. Therefore, from the perspective of the energy transmission path, the mechanical energy output by the engine 1 and the mechanical energy converted by the magnetic field modulation type brushless dual-rotor motor 2 as a motor are transmitted from the permanent magnet rotor 2-3 together, and the permanent magnet rotor 2-3 A part of the output total mechanical energy is converted into electrical energy by the torque regulating motor 4 and then fed back to the magnetic field modulation type brushless dual-rotor motor 2 , and the other part is directly output to the wheel load 17 .

In the above two cases, the change of the working state of the magnetic field modulation type brushless dual-rotor motor 2 and the torque regulating motor 4 actually ensures that the working state of the engine 1 can be independent of the wheel load 17 .

Therefore, in mode III, on the one hand, the rotational speed and torque of the engine 1 are independent of the rotational speed and torque of the wheel load 17 through the regulation of the magnetic field modulation type brushless dual-rotor motor 2 and the torque regulating motor 4 to the rotational speed and torque. , so that the engine 1 always works on the best fuel curve, so as to achieve the purpose of reducing fuel consumption and exhaust emissions; on the other hand, by optimizing the operating range of parallel mode or hybrid mode, the fuel economy of the whole vehicle can be greatly improved.

Mode IV: the first clutch 3-1 is disengaged, the brake 3-2 is disengaged, and the second clutch 3-3 is disengaged, as shown in FIG. 7 . At this time, the vehicle is driven independently by the torque regulating motor 4, which can realize the functions of acceleration, cruise, deceleration and reversing of the vehicle. The storage battery 6 provides electric energy for the torque regulating motor 4 through the torque regulating motor control circuit 15, and now the torque regulating motor 4 operates as a motor to drive the wheel load 17; when the wheel load 17 needs braking, the torque regulating motor 4 Running as a generator, the mechanical energy of the wheel load 17 is converted into electric energy by the torque regulating motor 4, and the electric energy is stored in the storage battery 6 through the torque regulating motor control circuit 15. For the magnetic field modulation type brushless dual-rotor motor 2, since its permanent magnet rotor 2-3 is in a free state, there is no external torque to make it reach a balanced state, and its rotational speed is also uncertain, from formula (1) to (8) It can be seen that the magnetic field modulation type brushless dual-rotor motor 2 cannot perform energy conversion. But Mode IV can be used as a transition mode for switching between Mode II and Mode III. Because usually the transition mode time is relatively short, and there is a certain resistance in the process of disengaging the first clutch 3-1, disengaging the brake 3-2, or engaging the second clutch 3-3 in the holding mechanism, so this mode can avoid engine failure. Loss of control due to excessive instantaneous speed change.

Mode V: the first clutch 3-1 is engaged, the brake 3-2 is engaged, and the second clutch 3-3 is engaged, as shown in FIG. 8 . Now the rotors of the engine 1, the modulating ring rotor 2-2, the permanent magnet rotor 2-3 and the torque regulating motor 4 are all fixed, that is, the vehicle is in a parked state. At the same time, since the engine 1 is fixed, that is, the engine 1 is locked, this mode can enable the hybrid system to have an anti-theft function in a parking state.

Mode VI: the first clutch 3-1 is engaged, the brake 3-2 is engaged, and the second clutch 3-3 is disengaged, as shown in FIG. 9 . At this time, the vehicle is driven independently by the torque regulating motor 4, which can realize the functions of acceleration, cruise, deceleration and reversing of the vehicle. The storage battery 6 provides electric energy for the torque regulating motor 4 through the torque regulating motor control circuit 15, and now the torque regulating motor 4 operates as a motor to drive the wheel load 17; when the wheel load 17 needs braking, the torque regulating motor 4 Running as a generator, the mechanical energy of the wheel load 17 is converted into electric energy by the torque regulating motor 4, and the electric energy is stored in the storage battery 6 through the torque regulating motor control circuit 15. Simultaneously, the engine 1, the modulating ring rotor 2-2 and the permanent magnet rotor 2-3 are fixed, that is, the engine 1 and the magnetic field modulation type brushless dual-rotor motor 2 are all locked. When the engine 1 or the magnetic field modulation type brushless dual-rotor motor 2 fails, this mode can realize fault removal, so that the hybrid power system has a strong fault tolerance function.

Mode VII: the first clutch 3-1 is engaged, the brake 3-2 is disengaged, and the second clutch 3-3 is engaged, as shown in FIG. 10 . At this time, the vehicle can be driven by the engine 1 alone, or jointly driven by the engine 1 and the magnetic field modulation type brushless dual rotor motor 2, or jointly driven by the engine 1 and the torque regulating motor 4, or by the engine 1, the magnetic field modulation type brushless dual rotor motor The rotor motor 2 and the torque regulating motor 4 are jointly driven to realize the acceleration, cruise and deceleration functions of the vehicle.

When the vehicle is driven by engine 1 alone, the system is in direct mode. It can be seen from FIG. 10 that the engine 1 can directly transmit its torque speed to the wheel load 17 . When the engine 1 is working on the optimum fuel curve and the wheel load 17's demand for torque speed is just in line with the torque speed of the engine 1, the magnetic field modulation type brushless dual-rotor motor 2 and the torque regulation motor can be used 4 are not working, and the power of the engine 1 is directly transmitted to the wheel load 17, the system efficiency at this moment is the highest.

When the vehicle is jointly driven by the engine 1 and the magnetic field modulation type brushless dual-rotor motor 2, the system operates in parallel mode. In the case that the modulation ring rotor 2-2 is connected to the permanent magnet rotor 2-3, the magnetic field modulation type brushless double rotor motor 2 can be regarded as a traditional single rotor motor, the stator 2-1, the modulation ring rotor 2-2 and the permanent magnet rotor The torque-speed relationship between the magnetic rotors 2-3 can still be determined by formulas (1) to (8). In the case that the engine 1 directly transmits its own power to the wheel load 17, if the wheel load 17 needs additional driving or braking power, the magnetic field modulation type brushless dual-rotor motor 2 can be operated in a motor state or a generator The state provides driving power or braking power to the wheel load 17, that is, the system realizes parallel mode operation. When the magnetic field modulation type brushless dual rotor motor 2 works in the motor state, the storage battery 6 provides electric energy for the magnetic field modulation type brushless dual rotor motor 2 through the dual rotor motor control circuit 14; when the magnetic field modulation type brushless dual rotor motor 2 works in the When in generator state, the magnetic field modulation type brushless dual-rotor motor 2 stores the generated electric energy in the storage battery 6 through the dual-rotor motor control circuit 14 .

When the vehicle is jointly driven by the engine 1 and the torque-regulated motor 4, the system operates in parallel mode. In the case that the engine 1 directly transmits its own power to the wheel load 17, if the wheel load 17 needs additional driving or braking power, the torque regulating motor 4 can be operated in a motor state or a generator state to affect the wheel load. 17 provides driving power or braking power, that is, the system realizes parallel mode operation. When the torque regulating motor 4 works in the motor state, the storage battery 6 provides electric energy for the torque regulating motor 4 through the torque regulating motor control circuit 15; when the torque regulating motor 4 works in the generator state, the torque regulating motor 4 will The generated electrical energy is stored in the storage battery 6 through the torque regulating motor control circuit 15 .

When the vehicle is jointly driven by the engine 1 , the magnetic field modulation type brushless dual rotor motor 2 and the torque regulating motor 4 , the system operates in parallel mode. In the case that the engine 1 directly transmits its own power to the wheel load 17, if the wheel load 17 needs a larger additional driving or braking power, the magnetic field modulation type brushless dual-rotor motor 2 and the torque regulating motor can be used 4. Simultaneously work in the state of the motor, or the state of the generator to jointly provide driving power or braking power to the wheel load 17, that is, the system realizes parallel mode operation. When both the magnetic field modulation type brushless dual rotor motor 2 and the torque regulating motor 4 are working in the motor state, the storage battery 6 provides electric energy for the magnetic field modulation type brushless dual rotor motor 2 through the dual rotor motor control circuit 14, and at the same time the storage battery 6 passes through the The torque regulating motor control circuit 15 provides electric energy for the torque regulating motor 4; when the magnetic field modulation type brushless dual rotor motor 2 and the torque regulating motor 4 are both working in the generator state, the magnetic field modulation type brushless dual rotor motor 2 will generate The electric energy is stored in the battery 6 through the dual-rotor motor control circuit 14 , and the electric energy generated by the torque regulating motor 4 is stored in the battery 6 through the torque regulating motor control circuit 15 .

Mode VIII: the first clutch 3-1 is engaged, the brake 3-2 is disengaged, and the second clutch 3-3 is disengaged, as shown in FIG. 11 . At this time, the vehicle is driven independently by the torque regulating motor 4, which can realize the functions of acceleration, cruise, deceleration and reversing of the vehicle. And in the case that the modulation ring rotor 2-2 is connected with the permanent magnet rotor 2-3, the magnetic field modulation type brushless dual-rotor motor 2 can be regarded as a traditional single-rotor motor, the stator 2-1, the modulation ring rotor 2-2 and the The torque-speed relationship between the permanent magnet rotors 2-3 can still be determined by formulas (1) to (8). At the same time, the modulating ring rotor 2-2 and the permanent magnet rotor 2-3 are connected to the engine 1, and the system can realize series operation at this time. The engine 1 converts mechanical energy into electric energy through the magnetic field modulation type brushless dual-rotor motor 2, and then stores the electric energy in the battery 6 through the dual-rotor motor control circuit 14, and the battery 6 is a torque-regulating motor through the torque-regulating motor control circuit 15 4. Provide electric energy. At this time, the torque regulating motor 4 operates as a motor to drive the wheel load 17; or the engine 1 converts mechanical energy into electric energy through the magnetic field modulation type brushless dual-rotor motor 2, and directly converts the mechanical energy into electrical energy through the dual-rotor motor control circuit 14. Electric energy is input to the torque regulating motor 4 through the torque regulating motor control circuit 15, and the torque regulating motor 4 operates as a motor to drive the wheel load 17. When the wheel load 17 needs braking, the torque regulating motor 4 operates as a generator, the mechanical energy of the wheel load 17 is converted into electric energy by the torque regulating motor 4, and then the electric energy is stored in the storage battery 6 through the torque regulating motor control circuit 15 . It should be noted that although mode VIII and mode II can both realize series mode operation, the torque-speed relationship among the stator 2-1, modulating ring rotor 2-2 and permanent magnet rotor 2-3 is different. Mode VIII is more beneficial to reduce the rotation speed of the magnetic field in the stator 2-1, so that the core loss in the stator 2-1 is greatly reduced.

Specific embodiment two: this embodiment is described further to embodiment one, and automobile control part also comprises accelerator pedal 11 and brake pedal 12; The brake command output end of the moving pedal 12 is connected with the brake command input end of the main control unit 16 .

The accelerator pedal 11 provides an acceleration signal; the brake pedal 12 provides a braking signal.

Claims (2)

1. input distribution hybrid power system, it is characterised in that it includes engine (1), that magnetic field modulation type is brushless is double Rotor electric machine (2), maintaining body, torque adjustment motor (4), main reducing gear (5) and automobile control portion；

Described magnetic field modulation type brushless double-rotor machine (2) includes that stator (2-1), modulation rotor (2-2) and permanent magnetism turn Son (2-3)；

Described maintaining body includes first clutch (3-1), brake (3-2) and second clutch (3-3)；

The output shaft of engine (1) connects the rotor power shaft of modulation rotor (2-2), turning of modulation rotor (2-2) Sub-output shaft connects the rotor power shaft of p-m rotor (2-3) by first clutch (3-1)；P-m rotor (2-3) The power shaft of rotor of output shaft axle connecting brake (3-2), the output shaft of brake (3-2) connects second clutch (3-3) Power shaft, the output shaft of second clutch (3-3) connects the rotor power shaft of torque adjustment motor (4), torque adjustment The rotor of output shaft axle of motor (4) connects the power shaft of main reducing gear (5), and the output shaft of main reducing gear (5) connects Automobile Wheel；

Automobile control portion includes battery (6), First Speed sensor (7), second speed sensor (8), the 3rd speed Spend sensor (9), rate signal Acquisition Circuit (10), ECU (13), double-rotor machine control circuit (14), turn Square regulation circuit for controlling motor (15) and main control unit (16)；First Speed sensor (7) is arranged on engine (1) Output shaft on；Second speed sensor (8) is arranged in p-m rotor (2-3) rotor of output shaft axle；Third speed senses Device (9) is arranged in the rotor of output shaft axle of torque adjustment motor (4)；First Speed sensor (7), second speed sense The rate signal output of device (8) and third speed sensor (9) is all believed with the speed of rate signal Acquisition Circuit (10) Number input is connected；The velocity feedback letter of rate signal Acquisition Circuit (10) rate signal output and main control unit (16) Number input is connected；

The engine control instruction output of main control unit (16) is by the control end phase of ECU (13) with engine (1) Even；

The double-rotor machine control instruction output of main control unit (16) and the input of double-rotor machine control circuit (14) It is connected；The torque modulation motor control instruction output of main control unit (16) and torque adjustment circuit for controlling motor (15) Input is connected；The battery control instruction output of main control unit (16) is connected with the Enable Pin of battery (6)；

First electric energy input/output terminal of battery (6) and the first DC supply input of double-rotor machine control circuit (14) Output is connected；The AC power input/output terminal of double-rotor machine control circuit (14) and magnetic field modulation type brushless double-rotor The exchange input/output terminal of motor (2) is connected；

Second electric energy input/output terminal of battery (6) is defeated with the first dc source of torque adjustment circuit for controlling motor (15) Enter output to be connected；The AC power input/output terminal of torque adjustment circuit for controlling motor (15) and torque adjustment motor (4) Exchange input/output terminal be connected；

Second DC supply input output of double-rotor machine control circuit (14) and torque adjustment circuit for controlling motor (15) The second DC supply input output be connected；

Hybrid power system works in following eight kinds of mode of operations:

Pattern I: first clutch (3-1) separates, brake (3-2) combines, second clutch (3-3) combines, now P-m rotor (2-3) in magnetic field modulation type brushless double-rotor machine (2) and the rotor all quilts in torque adjustment motor (4) Fixing, i.e. vehicle is in dead ship condition；When battery (6) electricity deficiency, magnetic field modulation type brushless double-rotor machine (2) As generator operation, by double-rotor machine control circuit (14), battery (6) is charged；When engine (1) When needing to start, then battery (6) is magnetic field modulation type brushless double-rotor machine by double-rotor machine control circuit (14) (2) providing electric energy, magnetic field modulation type brushless double-rotor machine (2), as motor running, drives engine (1) to reach Ignition trigger is carried out again after certain speed；

Pattern II: first clutch (3-1) separates, brake (3-2) combines, second clutch (3-3) separates, this Time vehicle be individually driven by torque adjustment motor (4), it is achieved the acceleration of vehicle, cruise, slow down, car-backing function；This Time vehicle be individually driven by torque adjustment motor (4), the permanent magnetism in magnetic field modulation type brushless double-rotor machine (2) In the case of rotor (2-3) is fixed, this hybrid power system can realize series model and run；So-called series model refers to send out Mechanical energy is first changed into electric energy by motor by motivation (1), and electric energy changes into wheel-borne load (17) by another motor again Required mechanical energy；

Pattern III: first clutch (3-1) separates, brake (3-2) separates, second clutch (3-3) combines, this Time this system can realize paralleling model or series-parallel connection mode operation, it is achieved the acceleration of vehicle, cruise, slow down, car-backing function；Institute Meaning paralleling model refers to that mechanical energy is directly passed to wheel-borne load (17), simultaneously torque adjustment motor (4) by engine (1) Battery (6) electric energy is converted into mechanical energy be also passed to wheel-borne load (17) or some mechanical can be converted into electric energy storage In battery (6)；So-called series-parallel connection pattern refers to that system has series model and paralleling model concurrently；

Pattern IV: first clutch (3-1) separates, brake (3-2) separates, second clutch (3-3) separates, this Time vehicle be individually driven by torque adjustment motor (4), it is achieved the acceleration of vehicle, cruise, slow down, car-backing function；Store Battery (6) is that torque adjustment motor (4) provides electric energy by torque adjustment circuit for controlling motor (15), and now torque is adjusted Wheel-borne load (17), as motor running, is driven by joint motor (4)；Pattern IV can be used as a kind of transition mode, Switching between other patterns；

Pattern V: first clutch (3-1) combines, brake (3-2) combines, second clutch (3-3) combines, this Time engine (1), modulation rotor (2-2), the rotor of p-m rotor (2-3) and torque adjustment motor (4) all consolidated Fixed, i.e. vehicle is in dead ship condition；Simultaneously because engine (1) is fixed, i.e. engine (1) is lockable, and therefore should Pattern can make this hybrid power system have anti-theft feature under dead ship condition；

Pattern VI: first clutch (3-1) combines, brake (3-2) combines, second clutch (3-3) separates, this Time vehicle be individually driven by torque adjustment motor (4), it is achieved the acceleration of vehicle, cruise, slow down, car-backing function；Store Battery (6) is that torque adjustment motor (4) provides electric energy by torque adjustment circuit for controlling motor (15), and now torque is adjusted Wheel-borne load (17), as motor running, is driven by joint motor (4)；When wheel-borne load (17) needs braking, Torque adjustment motor (4) is changed through torque adjustment motor (4) as generator operation, the mechanical energy of wheel-borne load (17) Become electric energy, by torque adjustment circuit for controlling motor (15) by electrical power storage in battery (6)；

Pattern VII: first clutch (3-1) combines, brake (3-2) separates, second clutch (3-3) combines, this Time vehicle can be operated alone by engine (1), or by engine (1) and magnetic field modulation type brushless double-rotor machine (2) altogether With driving, or jointly driven by engine (1) and torque adjustment motor (4), or by engine (1), magnetic field modulation type Brushless double-rotor machine (2) and torque adjustment motor (4) drive jointly, it is achieved the acceleration of vehicle, cruise, deceleration； Realize paralleling model to run；

Pattern VIII: first clutch (3-1) combines, brake (3-2) separates, second clutch (3-3) separates, Now vehicle is individually driven by torque adjustment motor (4), it is achieved the acceleration of vehicle, cruise, slow down, car-backing function； Realize series model to run.

Input distribution hybrid power system the most according to claim 1, it is characterised in that automobile control portion also includes adding Speed pedal (11) and brake pedal (12)；The assisted instruction output of accelerator pedal (11) and main control unit (16) Assisted instruction input is connected；The braking instruction output of brake pedal (12) is defeated with the braking instruction of main control unit (16) Enter end to be connected.