Control system and control method for power of hybrid motorcycle

Abstract

The invention discloses a hybrid motorcycle power control system which comprises a main controller, a P0 motor controller, an engine controller, a clutch controller and a P3 motor controller, and the main controller, the P0 motor controller, the engine controller, the clutch controller and the P3 motor controller are in mutual signal connection. The control method comprises the following steps: rotating speed difference at two sides of the electromagnetic clutch is lt; a combination action is executed, and the hybrid motorcycle enters a parallel connection state from a series connection state; in the combining stage, the rotating speed difference of the two sides of the clutch is lt If the value is A and the value is B, the clutch enters a holding state and maintains a parallel state; if the value is C and the holding time is greater than or equal to V, judging that the electromagnetic clutch has an abnormal disconnection fault, and enabling the hybrid motorcycle to enter a series state from a parallel state; if the rotating speed difference gt exists on two sides of the clutch; the maintaining time is larger than or equal to W, and the electromagnetic clutch is disconnected. The rationality of power output can be improved, and the power performance is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of motorcycle manufacturing, in particular to a hybrid motorcycle, and more specifically to a control system and a control method for a hybrid motorcycle power. Background Art

[0002] The existing 48V mild hybrid motorcycle is to install a starter motor with the functions of a starter motor and a generator at the front end of the engine. The starter motor is powered by a 48V power battery. The starter motor will intervene in the operation of the engine under appropriate circumstances, adjust the output torque of the power system, and make the engine work in a more efficient working area as much as possible. However, the existing 48V mild hybrid motorcycle is still "mainly oil-assisted, supplemented by electricity", and the power battery capacity is small. It only provides short-term assistance when starting and accelerating, and its effect is very limited. Therefore, the control system and control method of the existing hybrid motorcycle power need to be further improved. Summary of the invention

[0003] The purpose of the present invention is to make up for the above-mentioned deficiencies and disclose to the public a control system and a control method for the power of a hybrid motorcycle, which realizes switching between different modes by controlling the P0 motor, the engine, the P3 motor and the clutch through a controller, so that the motorcycle power system operates in a high-efficiency area, improves the rationality of power output, and improves power performance.

[0004] The technical solution of the present invention is achieved in this way: A hybrid motorcycle power control system includes a main controller, a P0 motor controller for controlling the action of a P0 motor, an engine controller for controlling the action of an engine, a clutch controller for controlling the action of an electromagnetic clutch, and a P3 motor controller for controlling the action of a P3 motor. The main controller, the P0 motor controller, the engine controller, the clutch controller, and the P3 motor controller are signal-connected to each other; the P0 motor is connected to one end of a crankshaft assembly of the engine, the electromagnetic clutch is connected to the other end of the crankshaft assembly of the engine, the driven disk of the electromagnetic clutch is transmission-connected to the P3 motor, the P3 motor is transmission-connected to the rear wheel of the motorcycle, and the P0 motor and the P3 motor are electrically connected to a power supply system.

[0005] The measures to further optimize this technical solution are: As an improvement, the electromagnetic clutch includes a coil disk assembly that generates electromagnetic force when energized, an active disk and a driven disk, the active disk and the driven disk cooperate with each other in a clutch, the active disk can be axially movably assembled on the crankshaft assembly of the engine, and an elastic member is arranged between the active disk and the driven disk.

[0006] As an improvement, a push ring assembly is arranged inside the coil disk assembly, and the push ring assembly includes a push ring inner ring and a push ring outer ring, and the push ring outer ring is arranged on the outer side of the push ring inner ring.

[0007] As an improvement, the P0 motor is an integrated motor, which includes a rotor and a stator, and a rotary transformer is arranged on the stator.

[0008] As an improvement, the P3 motor is connected to the rear wheel of the motorcycle through a gear reduction box.

[0009] As an improvement, a driving sprocket is connected to the driven plate of the electromagnetic clutch, a driving rear sprocket is connected to the P3 motor, and a chain is provided between the driving rear sprocket and the driving sprocket.

[0010] As an improvement, the power supply system includes a high-voltage power battery and a low-voltage battery. The high-voltage power battery supplies power to the P0 motor and the P3 motor, and the low-voltage battery supplies power to each controller and the weak current of the entire vehicle.

[0011] As an improvement, the power supply system further includes a DC voltage conversion module.

[0012] A control method for a hybrid motorcycle power control system, wherein a P0 motor controller controls the start / stop and speed of a P0 motor, an engine controller controls the start / stop and speed of an engine, a clutch controller controls the engagement or disconnection of an electromagnetic clutch, and a P3 motor controller controls the start / stop and speed of a P3 motor; When the speed difference on both sides of the electromagnetic clutch is less than the set value A and the maintenance time is greater than or equal to the set time U, the clutch controller controls the electromagnetic clutch to perform the engagement action, and the hybrid motorcycle enters the parallel state from the series state; in the engagement stage, when the speed difference on both sides of the electromagnetic clutch is less than the set value B, the clutch controller determines that the electromagnetic clutch can enter the holding state and maintain the parallel state. If the speed difference on both sides of the electromagnetic clutch is greater than the set value C and the maintenance time is greater than or equal to the set time V, the clutch controller determines that the electromagnetic clutch has an abnormal disconnection fault, and the hybrid motorcycle enters the series state from the parallel state; if the speed difference on both sides of the electromagnetic clutch is greater than the set value D and the maintenance time is greater than or equal to the set time W, it can be determined that the electromagnetic clutch has been disconnected.

[0013] As an improvement, the clutch controller monitors the coil current of the electromagnetic clutch in real time, and controls the voltage output according to the current change to keep the current stable. As the electromagnetic coil is powered on and heated, the coil resistance will change, and the current will also change accordingly. Here, by real-time monitoring of the current, once the current change is detected, a feedback signal will be sent to change the output voltage, thereby maintaining the current stable, and then keeping the electromagnetic force unchanged.

[0014] The advantages of the present invention compared with the prior art are: The present invention provides a control system and control method for hybrid motorcycle power. Its controller realizes switching between different modes (pure electric mode, extended range (series) mode, hybrid power assist (parallel) mode, engine direct drive (cruise) mode, energy recovery mode) by controlling the P0 motor, the engine, the P3 motor and the clutch, so that the motorcycle power system operates in a high-efficiency area and the rationality of power output is improved. The control method is simple and the power performance is improved. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 It is a structural schematic diagram of a hybrid motorcycle power system of the present invention; Figure 2 yes Figure 1 The schematic diagram of the structure of the clutch part; Figure 3 yes Figure 1 Enlarged view of part A in the middle; Figure 4 yes Figure 1 Side view of.

[0016] Figure numerals: P0 motor 1, rotor 11, stator 12, resolver 13, engine 2, crankshaft assembly 21, electromagnetic clutch 3, coil disk assembly 31, active disk 32, driven disk 33, elastic member 34, push ring inner ring 35a, push ring inner ring 35a, P3 motor 4, gear reduction box 5, chain 6, drive sprocket 61, drive rear sprocket 62. DETAILED DESCRIPTION

[0017] The present invention is further described in detail below in conjunction with the accompanying drawings: The following description is used to disclose the present invention so that those skilled in the art can implement the present invention. The preferred embodiments described below are only examples, and those skilled in the art can think of other obvious variations. The basic principles of the present invention defined in the following description can be used for other embodiments, variations, improvements, equivalents, and other technical solutions that do not deviate from the spirit and scope of the present invention.

[0018] Those skilled in the art should understand that, in the disclosure of the present invention, the directions or positions indicated by the terms "longitudinal", "lateral", "up", "down", "left", "right", "front", "back", "vertical", "horizontal", "top", "bottom", "inside", "outside", etc. are based on the directions or positional relationships shown in the accompanying drawings, which are only simplified descriptions for the convenience of describing the present invention, and do not indicate or imply that the device or component referred to must have a specific direction, be constructed and operated in a specific direction. Therefore, the above terms should not be understood as limitations on the present invention.

[0019] It is to be understood that the term "one" should be understood as "at least one" or "one or more", that is, in one embodiment, the number of an element may be one, while in another embodiment, the number of the element may be multiple, and the term "one" should not be understood as a limitation on the quantity.

[0020] like Figures 1 to 4 As shown, a hybrid motorcycle power control system includes a main controller, a P0 motor controller for controlling the action of the P0 motor 1, an engine controller for controlling the action of the engine 2, a clutch controller for controlling the action of the electromagnetic clutch 3, and a P3 motor controller for controlling the action of the P3 motor 4. The main controller, the P0 motor controller, the engine controller, the clutch controller, and the P3 motor controller are signal-connected to each other; the P0 motor 1 is connected to one end of the crankshaft assembly 21 of the engine 2, the electromagnetic clutch 3 is connected to the other end of the crankshaft assembly 21 of the engine 2, the driven disk 33 of the electromagnetic clutch 3 is transmission-connected to the P3 motor 4, the P3 motor 4 is transmission-connected to the rear wheel of the motorcycle, and the P0 motor 1 and the P3 motor 4 are electrically connected to the power supply system.

[0021] The electromagnetic clutch 3 includes a coil disk assembly 31, a driving disk 32 and a driven disk 33 that generate electromagnetic force when energized. The driving disk 32 and the driven disk 33 are engaged in clutching. The driving disk 32 can be axially movably assembled on the crankshaft assembly 21 of the engine 2. An elastic member 34 is provided between the driving disk 33 and the driven disk 32.

[0022] A push ring assembly is arranged inside the coil disk assembly 31, and the push ring assembly includes a push ring inner ring 35a and a push ring outer ring 35b, and the push ring outer ring 35b is arranged on the outer side of the push ring inner ring 35a.

[0023] The P0 motor 1 is an integrated motor, which includes a rotor 11 and a stator 12 , and a resolver 13 is provided on the stator 12 .

[0024] The P3 motor 4 is drivingly connected to the rear wheel of the motorcycle via a gear reduction box 5 .

[0025] The driven plate 33 of the electromagnetic clutch 3 is connected with a driving sprocket 61 , the P3 motor 4 is connected with a driving rear sprocket 62 , and a chain 6 is arranged between the driving rear sprocket 62 and the driving sprocket 61 .

[0026] The power supply system includes a high-voltage power battery and a low-voltage battery. The high-voltage power battery supplies power to the P0 motor 1 and the P3 motor 4, and the low-voltage battery supplies power to each controller and the whole vehicle. The high-voltage power battery can be charged using a charging pile through an external charging plug.

[0027] The power supply system also includes a direct current voltage conversion module (DC-DC), which can realize charging of the low-voltage battery.

[0028] A control method for a hybrid motorcycle power control system, wherein a P0 motor controller controls the start / stop and speed of a P0 motor 1, an engine controller controls the start / stop and speed of an engine 2, a clutch controller controls the engagement or disconnection of an electromagnetic clutch 3, and a P3 motor controller controls the start / stop and speed of a P3 motor 4; When the speed difference on both sides of the electromagnetic clutch 3 is less than the set value A and the maintenance time is greater than or equal to the set time U, the clutch controller controls the electromagnetic clutch 3 to perform the engagement action, and the hybrid motorcycle enters the parallel state from the series state; in the engagement stage, when the speed difference on both sides of the electromagnetic clutch 3 is less than the set value B, the clutch controller determines that the electromagnetic clutch 3 can enter the holding state and maintain the parallel state. If the speed difference on both sides of the electromagnetic clutch 3 is greater than the set value C and the maintenance time is greater than or equal to the set time V, the clutch controller determines that the electromagnetic clutch 3 has an abnormal disconnection fault, and the hybrid motorcycle enters the series state from the parallel state; if the speed difference on both sides of the electromagnetic clutch 3 is greater than the set value D and the maintenance time is greater than or equal to the set time W, it can be determined that the electromagnetic clutch 3 has been disconnected.

[0029] The manufacturer can set the above-mentioned set value A, set time U, set value B, set value C, set time V, set value D, and set time W by itself according to the design power of the motorcycle, the power of each power component (P0 motor 1, engine 2, P3 motor 4) and other factors.

[0030] The following is an experimental example: When the speed difference between the two sides of the electromagnetic clutch 3 is less than 60 rpm and the maintenance time is greater than or equal to 10s, the clutch controller controls the electromagnetic clutch 3 to perform the engagement action, and the hybrid motorcycle enters the parallel state from the series state; in the engagement stage, when the speed difference between the two sides of the clutch is less than 20 rpm, the clutch controller determines that the clutch can enter the holding state and maintain the parallel state. If the speed difference between the two sides of the clutch is greater than 100 rpm and the maintenance time is greater than or equal to 20s, the clutch controller determines that the electromagnetic clutch 3 has an abnormal disconnection fault, and the hybrid motorcycle enters the series state from the parallel state; if the speed difference between the two sides of the clutch is greater than 80 rpm and the maintenance time is greater than or equal to the set time 15s, it can be determined that the electromagnetic clutch 3 has been disconnected.

[0031] The clutch controller monitors the coil current of the electromagnetic clutch 3 in real time, and controls the voltage output according to the current change to keep the current stable. In other words, the clutch controller has a current stabilization function. As the electromagnetic coil is powered on and heated, the coil resistance will change. When the voltage remains unchanged, the current will also change accordingly. Here, by real-time monitoring of the current, once the current change is detected, a feedback signal will be sent to change the output voltage, thereby maintaining the current stable and thus keeping the electromagnetic force unchanged.

[0032] Working principle: The hybrid motorcycle of the present invention can realize the switching between different modes (pure electric mode, extended range (series) mode, hybrid power assist (parallel) mode, engine direct drive (cruise) mode, energy recovery mode) through the control of each controller on the P0 motor 1, the engine 2, the P3 motor 4 and the electromagnetic clutch 3, so that the motorcycle power system can operate in the high-efficiency area, improve the rationality of power output, and improve power performance. Each controller obtains the current state of the controlled (P0 motor 1, engine 2, electromagnetic clutch 3, P3 motor 4) through various sensors on the controlled (P0 motor 1, engine 2, electromagnetic clutch 3, P3 motor 4), and obtains the driving intention of the rider through the control devices (hand throttle, button, brake, switch, etc.) on the handlebar or other positions of the motorcycle. The controllers can communicate with each other (including but not limited to Can communication). After each controller obtains the current state and driving intention, it communicates with each other through the built-in program.

[0033] Pure electric mode: under the control of the main controller, the clutch controller controls the electromagnetic clutch 3 to disconnect (the crankshaft assembly 21 of the engine 2 does not transmit torque to the lower level), the engine 2 and the P0 motor 1 do not work, and the power supply system supplies power to the P3 motor 4 and the P3 motor controller under the control of the battery management system. The P3 motor controller controls the rotation of the P3 motor 4, and the output torque of the P3 motor drives the rear wheels to rotate through the transmission device (gear reduction box 5), driving the vehicle forward.

[0034] Range-extended (series) mode: under the control of the main controller, the clutch controller controls the electromagnetic clutch 3 to disconnect (the crankshaft assembly 21 of the engine 2 does not transmit torque to the lower level), and the engine 2 drives the P0 motor 1 to rotate to generate electricity, and the generated electricity can charge the high-voltage power battery or provide it to the P3 motor 4. The P3 motor controller controls the rotation of the P3 motor 4. Here, the electricity required for the rotation of the P3 motor 4 is provided by the high-voltage power battery or directly uses the electricity generated by the P0 motor 1. The output torque of the P3 motor 4 drives the rear wheels to rotate through the transmission device (gear reduction box 5), driving the vehicle forward.

[0035] Hybrid power assist (parallel) mode: under the control of the main controller, the clutch controller controls the electromagnetic clutch 3 to engage (the crankshaft assembly 21 of the engine 2 transmits torque to the lower level). At this time, the engine controller, P0 motor controller, and P3 motor controller respectively control the operation of the engine 2, P0 motor 1, and P3 motor 4. The engine 2, P0 motor 1, and P3 motor 4 drive the rear wheels through the transmission device to drive the vehicle forward. Among them, the P0 motor 1 and P3 motor 4 may provide positive torque, consume electrical energy to drive the rear wheels, or provide negative torque, convert part of the output torque of the engine 2 into electrical energy, and store it in the high-voltage power battery, so that the engine can work more effectively in the high-efficiency zone.

[0036] Engine direct drive (cruise) mode: under the control of the main controller, the clutch controller controls the electromagnetic clutch 3 to engage (the crankshaft assembly 21 of the engine 2 transmits torque to the lower level). At this time, the P0 motor 1 and the P3 motor 4 rotate accordingly (neither output torque nor consume the torque output by the engine 2). The engine controller controls the operation of the engine 2, and the torque output by the engine 2 drives the rear wheels through the transmission device to drive the vehicle forward.

[0037] Energy recovery mode: In this mode, the engine 2 does not output torque, and the P0 motor 1 or the P3 motor 4 provides negative torque to decelerate or brake the hybrid motorcycle. This mode can be triggered by one or more of the handlebar throttle, brake, and buttons on the handlebar.

[0038] The above are only preferred embodiments of the present invention, and are not intended to limit the implementation methods and protection scope of the present invention. Those skilled in the art should be aware that all solutions obtained by equivalent substitutions and obvious changes made using the description and illustrations of the present invention should be included in the protection scope of the present invention.

Claims

1. A hybrid motorcycle power control system, including a main controller, characterized in that: The invention also comprises a P0 motor controller for controlling the action of the P0 motor (1), an engine controller for controlling the action of the engine (2), a clutch controller for controlling the action of the electromagnetic clutch (3) and a P3 motor controller for controlling the action of the P3 motor (4). The main controller, the P0 motor controller, the engine controller, the clutch controller and the P3 motor controller are connected to each other by signals. The P0 motor (1) is connected to one end of the crankshaft assembly (21) of the engine (2), the electromagnetic clutch (3) is connected to the other end of the crankshaft assembly (21) of the engine (2), the driven disc (33) of the electromagnetic clutch (3) is connected to the P3 motor (4) in driving connection, the P3 motor (4) is connected to the rear wheel of the motorcycle in driving connection, and the P0 motor (1) and the P3 motor (4) are electrically connected to the power supply system.

2. The hybrid motorcycle power control system according to claim 1, characterized in that: The electromagnetic clutch (3) comprises a coil disk assembly (31) for generating electromagnetic force when energized, a driving disk (32) and a driven disk (33); the driving disk (32) and the driven disk (33) are engaged and disengaged; the driving disk (32) can be movably mounted on a crankshaft assembly (21) of an engine (2) in the axial direction; and an elastic member (34) is provided between the driving disk (33) and the driven disk (32).

3. The hybrid motorcycle power control system according to claim 2, characterized in that: A push ring assembly is arranged inside the coil disk assembly (31), and the push ring assembly comprises a push ring inner ring (35a) and a push ring outer ring (35b), and the push ring outer ring (35b) is arranged outside the push ring inner ring (35a).

4. The hybrid motorcycle power control system according to claim 3, characterized in that: The P0 motor (1) is an integrated motor, which comprises a rotor (11) and a stator (12), wherein a resolver (13) is arranged on the stator (12).

5. The hybrid motorcycle power control system according to claim 4, characterized in that: The P3 motor (4) is transmission-connected to the rear wheel of the motorcycle via a gear reduction box (5).

6. The hybrid motorcycle power control system according to claim 5, characterized in that: The driven disc (33) of the electromagnetic clutch (3) is connected to a driving sprocket (61), the P3 motor (4) is connected to a driving rear sprocket (62), and a chain (6) is provided between the driving rear sprocket (62) and the driving sprocket (61).

7. The hybrid motorcycle power control system according to claim 6, characterized in that: The power supply system comprises a high-voltage power battery and a low-voltage battery, wherein the high-voltage power battery supplies power to the P0 motor (1) and the P3 motor (4), and the low-voltage battery supplies power to each controller and the weak current of the entire vehicle.

8. The hybrid motorcycle power control system according to claim 7, characterized in that: The power supply system also includes a DC voltage conversion module.

9. The control method of a hybrid motorcycle power control system according to claim 1, characterized in that: The P0 motor controller controls the start / stop and speed of the P0 motor (1), the engine controller controls the start / stop and speed of the engine (2), the clutch controller controls the engagement or disengagement of the electromagnetic clutch (3), and the P3 motor controller controls the start / stop and speed of the P3 motor (4); When the speed difference between the two sides of the electromagnetic clutch (3) is less than a set value A and the holding time is greater than or equal to a set time U, the clutch controller controls the electromagnetic clutch (3) to perform a coupling action, and the hybrid motorcycle enters a parallel state from a series state; in the coupling stage, when the speed difference between the two sides of the electromagnetic clutch (3) is less than a set value B, the clutch controller determines that the electromagnetic clutch (3) can enter a holding state and maintain a parallel state; if the speed difference between the two sides of the electromagnetic clutch (3) is greater than a set value C and the holding time is greater than or equal to a set time V, the clutch controller determines that an abnormal disconnection fault occurs in the electromagnetic clutch (3), and the hybrid motorcycle enters a series state from a parallel state; if the speed difference between the two sides of the electromagnetic clutch (3) is greater than a set value D and the holding time is greater than or equal to a set time W, it can be determined that the electromagnetic clutch (3) has been disconnected.

10. The control method of a hybrid motorcycle power control system according to claim 8, characterized in that: The clutch controller monitors the coil current of the electromagnetic clutch (3) in real time and controls the voltage output according to the current change to keep the current stable.

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