Heavy truck hybrid power system without power interruption and control method thereof

Abstract

The invention discloses a heavy truck power-interruption-free hybrid power system and a control method thereof. The heavy truck power-interruption-free hybrid power system is provided with an engine, a clutch, a P2 motor, a P2.5 motor and a gearbox. A gearbox input inner shaft is axially arranged on the gearbox, a P2 motor driven wheel is arranged on the gearbox input inner shaft, and the engine is connected with the gearbox input inner shaft through a clutch; a P2 motor driving wheel is arranged in the axial direction of the P2 motor, and a P2 motor clutch is arranged on the P2 motor driving wheel; and the gearbox is a gearbox with uninterrupted power. A P2 + P2.5 dual-motor framework is adopted, and powerful power output and efficient energy management are achieved through multi-mode switching.

Description

Technical Field

[0001] This invention belongs to the field of automotive powertrain technology and relates to a heavy-duty truck uninterrupted hybrid system and its control method. Background Technology

[0002] In recent years, the global commercial vehicle industry has accelerated its transformation towards new energy and intelligent technologies, resulting in a diversified development of powertrain technology routes. Driven by the "dual carbon" goal, battery electric vehicles (BEVs) and hybrid electric vehicles (HEVs) have become the mainstream technological directions. Specifically: Battery electric commercial vehicles are suitable for short-to-medium distance fixed scenarios (such as urban logistics and port transportation), but are limited by range (generally ≤300km) and charging infrastructure, making it difficult to meet the demands of long-distance heavy-load operations. Hybrid electric commercial vehicles, with their "oil-electric synergy" advantage, have become the preferred solution for long-distance transportation and complex operating conditions. Currently, the mainstream technical architectures include:

[0003] Existing technical pain points: 1) Conflict between transmission efficiency and smoothness: Traditional multi-speed transmissions have large shift shocks, affecting driving comfort; 2) Low engine energy efficiency: The proportion of high efficiency zone in fuel vehicles is low, and the hybrid system is not optimized enough; 3) High system complexity: The PS architecture relies on planetary gear sets, with many moving parts, which increases the failure rate. Summary of the Invention

[0004] To address the problems of power interruption, poor fuel economy, and insufficient smoothness in traditional commercial vehicle transmission systems, this invention proposes a simple and highly reliable hybrid power technology solution. It is a heavy-duty truck power interruption-free hybrid system and its control method, which solves the following core problems: frequent and prolonged power interruptions during multi-gear shifts (affecting climbing / overtaking safety); inefficient engine operation (low percentage of high-efficiency range in traditional fuel vehicles); and low reliability of the PS architecture (higher failure rate of planetary gear system compared to parallel shaft).

[0005] To achieve the above objectives, the technical solution adopted by the present invention is as follows: A heavy-duty truck uninterrupted hybrid system includes: an engine, a clutch, a P2 motor, a P2.5 motor, and a gearbox; the gearbox has an axially mounted input shaft, on which a driven pulley for the P2 motor is mounted; the engine is connected to the gearbox input shaft via a clutch; the P2 motor has an axially mounted drive pulley, on which a P2 motor clutch is mounted; the P2 motor is connected to the gearbox input shaft via the engagement of its drive and driven pulleys, forming a parallel structure; the P2 motor clutch interrupts the power supply to the P2 motor. The P2.5 motor is axially mounted with a P2.5 motor drive wheel, and a P2.5 motor clutch is mounted on the P2.5 motor drive wheel. A gearbox input shaft outer shaft is mounted on the gearbox input inner shaft, and a P2.5 motor driven wheel meshes with this outer shaft. The P2.5 motor is connected to the gearbox input shaft outer shaft via the meshing of the P2.5 motor drive wheel and the P2.5 motor driven wheel, transmitting power to the gearbox. The P2.5 motor clutch disconnects or connects the power to the P2.5 motor. The gearbox enables uninterrupted power shifting during vehicle operation.

[0006] Optionally, the gearbox has an output shaft at its axial rear end and an input inner shaft at its axial front end, with the two disconnected. A first intermediate shaft and a second intermediate shaft are respectively arranged parallel to the axial direction of the input inner shaft. The first intermediate shaft has a low-gear wheel, a high-gear wheel, a first-gear wheel, and a second-gear wheel spaced apart from front to back. The second intermediate shaft has a low-gear wheel, a high-gear wheel, a first-gear wheel, and a second-gear wheel spaced apart from front to back. An input shaft drive wheel is located on the outer shaft of the gearbox input shaft, and high / low gear slides are located on the subsequent inner shaft of the gearbox input shaft. The inner shaft drive wheel and outer shaft drive wheel of the input shaft mesh with the low-gear wheels of the first and second intermediate shafts, respectively; the inner shaft drive wheel of the input shaft meshes with the high-gear wheels of the first and second intermediate shafts, respectively; the front end of the output shaft is sequentially equipped with a first-gear output wheel, a first- and second-gear sliding sleeve, and a second-gear output wheel. The first-gear output wheel meshes with the first-gear wheels of the first and second intermediate shafts, respectively, and the second-gear output wheel meshes with the second-gear wheels of the first and second intermediate shafts, respectively; the high- and low-gear sliding sleeves switch the transmission gears of the power input to the inner shaft of the gearbox, and the first- and second-gear sliding sleeves switch the high and low gears of the output shaft; the power is finally output through the output shaft.

[0007] The control method for a heavy-duty truck's uninterrupted hybrid system described in this invention controls the vehicle's energy management and torque distribution through a VCU. This method identifies operating conditions and calculates required torque by collecting throttle (Acc) and brake (Brk) requests and combining them with the battery's state of charge (SOC). Simultaneously, the CAN bus provides feedback on the real-time engine speed from the engine controller. and torque The speed of P2 motor and P2.5 motor controller , and torque , Ultimately, torque and speed control is applied to each power source to meet the needs of the entire vehicle.

[0008] Optionally, the vehicle is in parking power generation mode: the vehicle is stationary and enters parking power generation mode; at this time, the VCU receives the current gear position of the transmission. In neutral, the P2 motor is directly connected to the engine. It determines the required power based on the SOC and controls the engine speed via a message. And request the torque of motor P2. Charge at the target torque.

[0009] Optionally, the vehicle can operate in pure electric mode: when starting the vehicle and running at low to medium speeds, the driver requests a gear. In starting gear, the vehicle is in pure electric first gear start-up mode. At this time, the P2 motor outputs power through the transmission input inner shaft, the first intermediate shaft low gear wheel, the second intermediate shaft low gear wheel, and the first gear output wheel. The VCU calculates the current torque demand based on the accelerator pedal's Acc opening. And transmit via CAN line Request P2 motor to execute; when the output torque of P2 motor... Unable to meet torque requirements When the P2.5 motor engages, it outputs power through the path of the input shaft outer shaft, the first intermediate shaft shift wheel, the second intermediate shaft low-gear wheel, and the first gear output wheel. At this time, the VCU calculates the requested torque. Based on motor capacity The restriction is allocated proportionally to the P2 and P2.5 motors for execution.

[0010] Optionally, during acceleration after vehicle start-up, the transmission shifts to second gear without interruption, enabling pure electric second-gear operation. During the shift, the P2.5 motor maintains its original power. Output, torque of P2 motor Control the high and low gear sliding sleeves to disengage and return to neutral, based on the current output shaft speed. Second gear ratio and the speed ratio between the driving wheel and the driven wheel of the P2 motor Calculate the synchronous speed of motor P2 during gear shifting. And send it to the MCU for speed control, when the motor's current speed... Approaching the target speed Then, the high / low gear sliding sleeve is engaged in second gear. The power from motor P2 3 is output through the second gear wheel on the intermediate shaft, the high gear wheel on the second intermediate shaft, and the first gear output wheel. The target torque is controlled based on the target torque of the P2 motor calculated by the VCU.

[0011] Optionally, as the vehicle speed increases further, the transmission switches to a higher gear, and the vehicle operates in pure electric third gear. In this case, the controller switches between P2 and P2.5 motors, requesting torque clearing. T and The value is basically 0. The first and second gear sliding sleeves are disengaged and returned to neutral, based on the current output shaft speed. Three gear ratios The speed ratio between the driving wheel and the driven wheel of the P2 motor The speed ratio between the driving and driven wheels of the P2.5 motor. Calculate the synchronous speed of P2 motor during gear shifting. Synchronous speed with P2.5 motor And send it to the MCU for speed control, when the motor's current speed... and Approaching the target speed and Then, the high and low gear sliding sleeve is engaged into third gear. The power of the P2 motor is output through the intermediate shaft second gear wheel, the second intermediate shaft high gear wheel, and the second gear output wheel. The power of the P2.5 motor is output through the intermediate shaft first gear wheel, the second intermediate shaft low gear wheel, and the output high gear wheel. and The target torque is calculated using the target torque of the P2 motor and the P2.5 motor by the VCU, and then torque control is performed.

[0012] Optional, Range Extender Mode: When the vehicle's battery is low, switch to range extender mode to continue pure electric drive. In this mode, P2 motor acts as a generator directly connected to the engine, while P2.5 motor 8 provides the drive. In range extender mode, the high and low gear sliding sleeves are disengaged from the rear end, and the engine speed is controlled via message. To set the target speed, control the target torque of motor P2. The target torque is calculated by the VCU in conjunction with the charging power required by the vehicle's SOC.

[0013] Optional, pure engine direct drive: When the vehicle is traveling at high speed, the engine directly drives the vehicle through a high gear, and the electric motor does not participate in the drive; the VCU requests dual-motor torque control. and With a value of 0, the high and low gear sleeves and the first and second gear sleeves are respectively engaged with the input shaft inner shaft drive pulley and the second gear output pulley, and the VCU requests engine torque. , execute the requested torque.

[0014] Optional, hybrid drive: Switch to hybrid mode as needed. The engine outputs power in parallel with the P2 motor via the inner shaft of the transmission input shaft. The remaining shifting strategy is the same as pure electric drive. The VCU adjusts the system torque demand based on the current SOC and the request. The power is allocated proportionally to the engine, P2 motor, and P2.5 motor via messages. , and It is sent to the ECU and MCU for execution.

[0015] The beneficial effects of this invention are: This invention employs a P2+P2.5 dual-motor architecture, achieving robust power output and efficient energy management through multi-mode switching. At low speeds, pure electric drive is the primary mode, with one or both motors operating simultaneously depending on power demand. When the battery is low, range extender drive is activated, using the P2 motor and engine to generate electricity while the P2.5 motor provides propulsion. At mid-speeds, hybrid mode is switched as needed based on driver and battery power requirements, dynamically adjusting the motor and engine power through energy management and torque distribution to achieve power output and battery balance. At high speeds, overdrive is used to achieve direct engine drive, maximizing the engine's high-efficiency output characteristics. Attached Figure Description

[0016] The accompanying drawings are provided to further illustrate the present disclosure and form part of the specification. They are used together with the following detailed description to explain the present disclosure, but do not constitute a limitation thereof. In the drawings: Figure 1 This is a schematic diagram of the heavy-duty truck power split hybrid system assembly structure of the present invention; Figure 2 This is a schematic diagram illustrating the working principle of the system of the present invention in the parking power generation state; Figure 3 This is a schematic diagram illustrating the working principle of the system of the present invention in pure electric start-up and low-to-medium speed operation. Figure 4 This is a schematic diagram illustrating the working principle of the system of the present invention in pure electric second-gear operation. Figure 5 This is a schematic diagram illustrating the working principle of the system of the present invention in pure electric three-speed operation. Figure 6 This is a schematic diagram illustrating the working principle of the system of the present invention in the range-extended mode. Figure 7 This is a schematic diagram illustrating the working principle of the system of the present invention in the second range-extended mode; Figure 8 This is a schematic diagram illustrating the working principle of the system of the present invention in pure engine overdrive mode; Figure 9 This is a schematic diagram illustrating the working principle of the system of the present invention in hybrid mode. Figure 10 This is a schematic diagram illustrating the working principle of the system of the present invention in hybrid mode 2. Figure 11This is a schematic diagram illustrating the working principle of the system of the present invention in three hybrid modes; The power split hybrid system assembly shown in the diagram includes: 1-Engine, 2-Clutch, 3-P2 motor, 4-P2 motor clutch, 5-P2 motor drive wheel, 6-P2 motor driven wheel, 7-Inner shaft of gearbox input shaft, 8-P2.5 motor, 9-P2.5 motor clutch, 10-P2.5 motor drive wheel, 11-P2.5 motor driven wheel, 12-Outer shaft of gearbox input shaft, 13-First intermediate shaft, 14-Low gear wheel of first intermediate shaft, 15-High gear wheel of first intermediate shaft, 16-First gear wheel of first intermediate shaft, 17-Second gear wheel of first intermediate shaft, 18-Drive wheel of outer shaft of input shaft, 19-High and low gear sliding sleeve, 20-Drive wheel of inner shaft of input shaft, 21-First gear output wheel, 22-First and second gear sliding sleeve, 23-Second gear output wheel, 24-Low gear wheel of second intermediate shaft, 25-High gear wheel of second intermediate shaft, 26-First gear wheel of second intermediate shaft, 27-Second gear wheel of second intermediate shaft, 28-Output shaft, 29-Second intermediate shaft. Detailed Implementation

[0017] The present invention will be described in detail below with reference to specific embodiments and accompanying drawings: Combination Figure 1 The heavy-duty truck uninterrupted hybrid system of the present invention comprises: an engine 1, a clutch 2, a P2 motor 3, a P2.5 motor 8, and a gearbox; the gearbox has an axially mounted gearbox input inner shaft 7, on which a P2 motor driven wheel 6 is mounted; the engine 1 is connected to the gearbox input inner shaft 7 via the clutch 2; the P2 motor 3 has an axially mounted P2 motor drive wheel 5, on which a P2 motor clutch 4 is mounted; the P2 motor 3 is connected to the gearbox input inner shaft 7 in parallel via the meshing of the P2 motor drive wheel 5 and the P2 motor driven wheel 6, and the P2 motor clutch disconnects or connects the power to the P2 motor; the P2.5 motor 8 has an axially mounted P2.5 motor drive wheel 10, on which a P2.5 motor drive wheel 10 is mounted. The P2.5 motor clutch 9; the gearbox input inner shaft 7 is provided with a gearbox input shaft outer shaft 12, and a P2.5 motor driven wheel 11 is meshed with the gearbox input shaft outer shaft 12. The P2.5 motor 8 is connected to the gearbox input shaft outer shaft 12 through the P2.5 motor driving wheel 10 and the P2.5 motor driven wheel 11, and transmits power to the gearbox. The P2.5 motor clutch 9 disconnects or connects the power of the P2.5 motor 8. The gearbox used in this invention can realize uninterrupted power shifting during vehicle driving. Compared with the traditional parallel shaft gearbox, which has power interruption with each shift, this gearbox uses dual motors to connect the inner and outer input shafts of the gearbox. During the shifting process, one motor always supplements the power, realizing uninterrupted power shifting.

[0018] In this disclosure, an output shaft 28 is provided at the rear end of the gearbox, and a gearbox input inner shaft 7 is provided at the front end of the gearbox, the two being disconnected; a first intermediate shaft 13 and a second intermediate shaft 29 are respectively provided on two sides parallel to the gearbox input inner shaft 7. The first intermediate shaft 13 is provided with a first intermediate shaft low gear pulley 14, a first intermediate shaft high gear pulley 15, a first intermediate shaft first gear pulley 16, and a first intermediate shaft second gear pulley 17 spaced apart from front to back; the second intermediate shaft 29 is provided with a second intermediate shaft low gear pulley 24, a second intermediate shaft high gear pulley 25, a second intermediate shaft first gear pulley 26, and a second intermediate shaft second gear pulley 27 spaced apart from front to back; an input shaft outer shaft drive pulley 18 is provided on the gearbox input outer shaft 12, and a high / low gear sliding sleeve 19 and an input shaft drive pulley 18 are provided on the gearbox input inner shaft 7. The inner shaft drive wheel 20 and the outer shaft drive wheel 18 of the input shaft are respectively engaged with the first intermediate shaft low gear wheel 14 and the second intermediate shaft low gear wheel 24; the inner shaft drive wheel 20 of the input shaft is respectively engaged with the first intermediate shaft high gear wheel 15 and the second intermediate shaft high gear wheel 25; the front end of the output shaft 28 is sequentially provided with a first gear output wheel 21, a first and second gear sliding sleeve 22 and a second gear output wheel 23, the first gear output wheel 21 is respectively engaged with the first intermediate shaft first gear wheel 16 and the second intermediate shaft first gear wheel 26, and the second gear output wheel 23 is respectively engaged with the first intermediate shaft second gear wheel 17 and the second intermediate shaft second gear wheel 27; the high and low gear sliding sleeve 19 switches the transmission gear of the gearbox input inner shaft 7, and the first and second gear sliding sleeve 22 switches the high and low gears of the output shaft 28; the power is finally output through the output shaft 28.

[0019] Specifically, engine 1 is connected to the gearbox input shaft 7 via clutch 2. P2 motor 3 is connected to the inner shaft 7 of the gearbox input shaft via P2 motor drive wheel 5 and P2 motor driven wheel 6, forming a parallel structure. P2 motor clutch 4 can disconnect or connect the power to P2 motor 3. P2.5 motor 8 is connected to the outer shaft 12 of the gearbox input shaft via P2.5 motor drive wheel 10 and P2.5 motor driven wheel 11. The power is transmitted to the first intermediate shaft 13 via the drive wheel 18 on the outer shaft of the input shaft. P2.5 motor clutch 9 can connect the P2.5 motor... When the power of 8 is disconnected or connected, the high and low gear sleeves 19 can switch the transmission gear of the power of the inner shaft 7 of the gearbox input shaft. The first and second gear sleeves 22 switch the high and low gears of the system output. The first intermediate shaft 13 is connected to the first intermediate shaft low gear wheel 14, the first intermediate shaft high gear wheel 15, the first intermediate shaft first gear wheel 16 and the first intermediate shaft second gear wheel 17 respectively. The second intermediate shaft 29 is connected to the second intermediate shaft low gear wheel 24, the second intermediate shaft high gear wheel 25, the second intermediate shaft first gear wheel 26 and the second intermediate shaft second gear wheel 27 respectively. Finally, the output is output through the output shaft 28.

[0020] The control method of the heavy-duty truck uninterrupted hybrid system of this invention uses VCU (Vehicle Control Unit), an electronic device that controls the operation of various parts of an internal combustion engine (ECU), and MCU (Motor Control Unit), a core component of the power system of new energy vehicles, which is responsible for converting the DC power of the power battery into high-voltage AC power to drive the motor to output mechanical energy. CVT mode refers to Continuously Variable Transmission, an automatic transmission technology. EV is an abbreviation for Electric Vehicle, referring to pure electric driving mode. All physical parameters and formulas mentioned below use units commonly used in the field and internationally accepted, without special explanation. The VCU controls the energy management and torque distribution of the vehicle by collecting throttle (Acc) and brake (Brk) requests, combined with the battery state of charge (SOC) for operating condition identification, and calculating the required torque. Simultaneously, the CAN bus feeds back the real-time engine speed from the engine controller. and torque The speed of P2 motor 3 and P2.5 motor 8 controllers , and torque , Information such as torque and speed is used to control the torque of each power source to meet the needs of the entire vehicle.

[0021] ① Parking Generator: When the vehicle is stationary, it can enter the parking generator state. At this time, the VCU receives the current gear position of the transmission. In neutral, motor 3 (P2) is directly connected to engine 1. Based on the state of charge (SOC), it determines the required power and controls the engine speed of engine 1 via a message. And request P2 motor 3 torque The target torque is used for charging, and at this time the power transmission is seen Figure 2 ; ② Pure electric driving: When starting the vehicle and running at low to medium speeds, the driver requests a gear. In starting gear, the vehicle is in pure electric first gear start-up mode. At this time, P2 motor 3 outputs power through the transmission input shaft inner shaft 7, the first intermediate shaft low gear wheel 14, the second intermediate shaft low gear wheel 24, and the first gear output wheel 21. The VCU calculates the current torque demand based on the accelerator pedal Acc opening. And transmit via CAN line Request P2 motor 3 to execute; when the output torque of P2 motor 3... Unable to meet the driver's torque requirements When the P2.5 motor 8 engages, it outputs power through the transmission input shaft outer shaft 12, the first intermediate shaft low-gear wheel 14, the second intermediate shaft low-gear wheel 24, and the first gear output wheel 21. At this time, the VCU calculates the torque requested by the driver. Based on motor capacity The limits are allocated proportionally to motors P2 (3) and P2.5 (8), and through... and The message command is sent to the dual motors for execution, and the power transmission is as follows: Figure 3 As shown; ③ During acceleration after vehicle start-up, the transmission shifts to second gear without interruption, achieving pure electric second-gear operation. During the shift, the P2.5 motor 8 maintains its original power. Output, P2 motor 3 first clears the torque to At this time, the high / low gear sliding sleeve 19 is disengaged and returned to neutral, based on the current output shaft speed. Second gear ratio and the speed ratio between the driving wheel and the driven wheel of the P2 motor Calculate the synchronous speed of motor 3 P2 during gear shifting. And send it to the MCU for speed control, when the motor's current speed... Approaching the target speed Then, the high / low gear sliding sleeve 19 is engaged in second gear, and the power of the P2 motor is output through the path of the high gear wheel 15 on the first intermediate shaft, the high gear wheel 25 on the second intermediate shaft, and the first gear output wheel 21. The target torque is calculated by the VCU and the target torque of motor 3 is used for torque control. Power transmission is as follows: Figure 4 As shown; ④ As the vehicle speed increases further, the transmission switches to a higher gear, and the vehicle operates in pure electric third gear. At this time, the controller operation switching process is as follows: P2 motor 3 and P2.5 motor 8 clear torque, requesting... T and The value is basically 0. Controlling the first and second gear sliding sleeve 22 to disengage and return to neutral, based on the current output shaft speed... Three gear ratios The speed ratio between the driving wheel 5 and the driven wheel 6 of the P2 motor The speed ratio between the driving wheel 10 and the driven wheel 11 of the P2.5 motor Calculate the synchronous speed of P2 motor during gear shifting. Synchronous speed with P2.5 motor And send it to the MCU for speed control, when the motor's current speed... and Approaching the target speed and Then, the sliding sleeve 23 is engaged in third gear. The power of the P2 motor is output through the path of the high-gear wheel 15 on the first intermediate shaft, the high-gear wheel 25 on the second intermediate shaft, and the second-gear output wheel 23. The power of the P2.5 motor is output through the path of the low-gear wheel 14 on the first intermediate shaft, the low-gear wheel 24 on the second intermediate shaft, and the second-gear output wheel 23. and The target torque is calculated using the VCU to control the torque of motors 3 (P2) and 8 (P2.5). Figure 5 As shown; ⑤ Range Extender Mode: When the vehicle's battery is low, the range extender mode can be switched to continue pure electric drive. In this mode, P2 motor 3 acts as a generator directly connected to engine 1, and P2.5 motor 8 provides drive. First and second gears can be switched according to the vehicle's needs. The gear shifting process is the same as the pure electric drive gear shifting process described above. In range extender mode, the high and low gear sliding sleeve 19 is disengaged from the rear end, and the engine speed is controlled via message. To set the target speed, control the target torque of motor P2. The target torque is calculated by the VCU based on the vehicle's SOC (State of Charge) charging power requirement. Power transmission is as follows: Figure 6 , 7 As shown.

[0022] ⑥ Pure Engine Direct Drive: When the vehicle is traveling at high speed, in order to take advantage of the engine's efficient direct drive characteristics, engine 1 directly drives through a high gear, and the electric motor does not participate in the drive. At this time, the VCU requests the dual motors to control the torque. and With a value of 0, the high and low gear sleeves 19 and the first and second gear sleeves 22 are respectively engaged with the input shaft inner shaft drive wheel 20 and the second gear output wheel 23, and the VCU requests engine torque. Executes the torque requested by the driver, power transmission such as Figure 8 As shown.

[0023] ⑦ Hybrid Drive: The vehicle can switch to hybrid mode as needed by the driver to provide stronger power. In this mode, the engine outputs power in parallel with the P2 motor 3 through the inner shaft 7 of the transmission input shaft. The other shifting strategies are the same as in pure electric drive. The VCU adjusts the system torque according to the current SOC and the driver's request. The engine and dual motors are allocated proportionally, via messages. , and The power is transmitted to the ECU and MCU for execution, such as... Figure 9 , 10 As shown in Figure 11.

[0024] This invention employs a P2+P2.5 dual-motor architecture, achieving robust power output and efficient energy management through multi-mode switching. At low speeds, pure electric drive is the primary mode, with one or both motors operating simultaneously depending on power demand. When the battery is low, range extender drive is activated, using the P2 motor and engine to generate electricity while the P2.5 motor provides propulsion. At mid-speeds, hybrid mode is switched as needed based on driver and battery power requirements, dynamically adjusting the motor and engine power through energy management and torque distribution to achieve power output and battery balance. At high speeds, overdrive is used to achieve direct engine drive, maximizing the engine's high-efficiency output characteristics.

[0025] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A heavy-duty truck uninterrupted hybrid system, characterized in that, Setup: Engine (1), Clutch (2), P2 motor (3), P2.5 motor (8) and gearbox; The gearbox has an axially mounted gearbox input inner shaft (7), and a P2 motor driven wheel (6) is mounted on the gearbox input inner shaft (7). The engine (1) is connected to the gearbox input inner shaft (7) via a clutch (2). The P2 motor (3) is axially mounted with a P2 motor drive wheel (5), and a P2 motor clutch (4) is mounted on the P2 motor drive wheel (5). The P2 motor (3) is connected to the gearbox input inner shaft (7) through the meshing of the P2 motor drive wheel (5) and the P2 motor driven wheel (6) to form a parallel structure. The P2 motor clutch (4) disconnects or connects the power of the P2 motor (3). The P2.5 motor (8) is axially mounted with a P2.5 motor drive wheel (10), and a P2.5 motor clutch (9) is mounted on the P2.5 motor drive wheel (10). The gearbox input inner shaft (7) is provided with a gearbox input shaft outer shaft (12), and a P2.5 motor driven wheel (11) is meshed with the gearbox input shaft outer shaft (12). The P2.5 motor (8) is connected to the gearbox input shaft outer shaft (12) through the P2.5 motor driving wheel (10) meshing with the P2.5 motor driven wheel (11) to transmit power to the gearbox. The P2.5 motor clutch (9) disconnects or connects the power of the P2.5 motor (8). The transmission enables uninterrupted gear shifting during vehicle operation.

2. The heavy-duty truck uninterrupted hybrid system according to claim 1, characterized in that, The gearbox has an output shaft (28) at its axial rear end and an input inner shaft (7) at its axial front end, and the two are disconnected. A first intermediate shaft (13) and a second intermediate shaft (29) are respectively arranged on both sides parallel to the axial direction of the gearbox input inner shaft (7). The first intermediate shaft (13) is provided with a first intermediate shaft low gear wheel (14), a first intermediate shaft high gear wheel (15), a first intermediate shaft first gear wheel (16) and a first intermediate shaft second gear wheel (17) arranged from front to back. The second intermediate shaft (29) is provided with a second intermediate shaft low gear wheel (24), a second intermediate shaft high gear wheel (25), a second intermediate shaft first gear wheel (26) and a second intermediate shaft second gear wheel (27) arranged from front to back. An input shaft outer shaft drive wheel (18) is provided on the outer shaft (12) of the gearbox input shaft, and a high and low gear sliding sleeve (19) and an input shaft inner shaft drive wheel (20) are provided on the inner shaft (7) of the gearbox input shaft. The input shaft outer shaft drive wheel (18) meshes with the low gear wheel (14) of the first intermediate shaft and the low gear wheel of the second intermediate shaft (24), respectively; the input shaft inner shaft drive wheel (20) meshes with the high gear wheel (15) of the first intermediate shaft and the high gear wheel (25) of the second intermediate shaft, respectively. The front end of the output shaft (28) is provided with a first gear output wheel (21), a first and second gear sliding sleeve (22) and a second gear output wheel (23) in sequence. The first gear output wheel (21) meshes with the first gear wheel (16) of the first intermediate shaft and the first gear wheel of the second intermediate shaft (26) respectively. The second gear output wheel (23) meshes with the second gear wheel (17) of the first intermediate shaft and the second gear wheel (27) of the second intermediate shaft respectively. The high and low gear sliding sleeve (19) switches the transmission gear of the gearbox input inner shaft (7), and the first and second gear sliding sleeve (22) switches the high and low gear of the output shaft (28); The power is ultimately output through the output shaft (28).

3. The control method for the heavy-duty truck uninterrupted hybrid system as described in claim 1 or 2, characterized in that, The control method described above controls the vehicle's energy management and torque distribution through the VCU. It identifies the operating conditions and calculates the required torque by collecting throttle (Acc) and brake (Brk) requests and combining them with the battery's state of charge (SOC). ; At the same time, the CAN bus feeds back the real-time speed of the engine (1) controller. and torque The speed of the P2 motor (3) and P2.5 motor (8) controllers , and torque , Ultimately, torque and speed control is applied to each power source to meet the needs of the entire vehicle.

4. The control method for a heavy-duty truck uninterrupted hybrid system according to claim 1 or 2, characterized in that, The vehicle is in parking mode with generator enabled. When the vehicle is stationary, it enters parking generator mode; at this time, the VCU receives the current gear position of the transmission. In neutral, motor P2 (3) is directly connected to engine (1). Based on the SOC, it determines the required power and controls the speed of engine (1) via a message. And request the torque of motor P2 (3) Charge at the target torque.

5. The control method for a heavy-duty truck uninterrupted hybrid system according to claim 2, characterized in that, When the vehicle is in pure electric mode: the driver requests a gear when starting the vehicle and running at low to medium speeds. In the starting gear, the vehicle is in pure electric first gear starting state. At this time, the P2 motor (3) outputs power through the transmission input inner shaft (7), the first intermediate shaft gear wheel (14), the second intermediate shaft low gear wheel (24) and the first gear output wheel (21). The VCU calculates the current required torque through the accelerator pedal Acc opening. And transmit via CAN line Request P2 motor (3) to execute; When the output torque of motor P2 (3) Unable to meet torque requirements At this time, the P2.5 motor (8) engages and outputs power through the path of the input shaft outer shaft (12), the first intermediate shaft shift wheel (14), the second intermediate shaft low-gear wheel (24), and the first gear output wheel (21). At this time, the VCU calculates the requested torque. Based on motor capacity The restriction is applied proportionally to motors P2 (3) and P2.5 (8).

6. The control method for a heavy-duty truck uninterrupted hybrid system according to claim 2, characterized in that, During the acceleration process after the vehicle starts, the transmission shifts to second gear without interruption to achieve pure electric second-gear operation. During the shift, the P2.5 motor (8) maintains its original power. Output, torque of motor P2 (3) Control the high and low gear slide sleeve (19) to disengage and return to neutral, based on the current output shaft speed. Second gear ratio and the speed ratio between the driving wheel and the driven wheel of the P2 motor Calculate the synchronous speed of motor P2 during gear shifting. And send it to the MCU for speed control, when the motor's current speed... Approaching the target speed Then, the high and low gear sliding sleeve (19) is engaged in second gear, and the power of the P2 motor (3) is output through the intermediate shaft second gear wheel (15), the second intermediate shaft high gear wheel (25), and the first gear output wheel (21). The target torque is controlled based on the target torque of the P2 motor calculated by the VCU.

7. The control method for a heavy-duty truck uninterrupted hybrid system according to claim 2, characterized in that, As the vehicle speed increases further, the gearbox switches to higher gears, and the vehicle operates in pure electric third gear. At this time, the switching process of the controller operation is as follows: P2 motor (3) and P2.5 motor (8) clear torque and request... T and The basic value is 0. Control the first and second gear sliding sleeve (22) to disengage and return to neutral. The current output shaft speed is controlled by the speed of the sliding sleeve. Three gear ratios The speed ratio between the driving wheel and the driven wheel of the P2 motor The speed ratio between the driving and driven wheels of the P2.5 motor. Calculate the synchronous speed of P2 motor during gear shifting. Synchronous speed with P2.5 motor And send it to the MCU for speed control, when the motor's current speed... and Approaching the target speed and Then, the high and low gear sliding sleeve (19) is engaged in third gear. The power of the P2 motor is output through the second gear wheel (15) of the intermediate shaft, the high gear wheel (25) of the second intermediate shaft, and the second gear output wheel (23). The power of the P2.5 motor is output through the first gear wheel (14) of the intermediate shaft, the low gear wheel (24) of the second intermediate shaft, and the high gear output wheel (23). and The target torque is calculated using the target torque of the P2 motor and the P2.5 motor by the VCU, and then torque control is performed.

8. The control method for a heavy-duty truck uninterrupted hybrid system according to claim 2, characterized in that, ⑤ Range-extending mode: When the vehicle's battery is low, switch to range-extending mode and continue pure electric drive. At this time, P2 motor (3) is directly connected to engine (1) as a generator, and P2.5 motor (8) is driven. In range-extending mode, the high and low gear sliding sleeves (19) are disengaged from the rear end, and the engine speed is controlled via message. To set the target speed, control the target torque of motor P2 (3). The target torque is calculated by the VCU in conjunction with the charging power required by the vehicle's SOC.

9. The control method for a heavy-duty truck uninterrupted hybrid system according to claim 2, characterized in that, Pure engine direct drive: When the vehicle is traveling at high speed, the engine (1) directly drives through the high gear, and the motor does not participate in the drive; the VCU requests the dual motor to control the torque. and With a value of 0, the high and low gear sleeves (19) and the first and second gear sleeves (22) are respectively engaged with the input shaft inner shaft drive wheel (20) and the second gear output wheel (23), and the VCU requests engine torque. , execute the requested torque.

10. The control method for a heavy-duty truck uninterrupted hybrid system according to claim 2, characterized in that, Hybrid drive: Switch hybrid mode according to demand. The engine (1) outputs in parallel with the P2 motor (3) through the inner shaft (7) of the gearbox input shaft. The other shifting strategies are the same as pure electric drive. The VCU adjusts the system torque according to the current SOC and the request. The power is allocated proportionally to the engine (1), P2 motor (3), and P2.5 motor (8) via message. , and It is sent to the ECU and MCU for execution.

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