CN101038033A - Shifting power compensation device - Google Patents

Shifting power compensation device Download PDF

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Publication number
CN101038033A
CN101038033A CNA2006101674717A CN200610167471A CN101038033A CN 101038033 A CN101038033 A CN 101038033A CN A2006101674717 A CNA2006101674717 A CN A2006101674717A CN 200610167471 A CN200610167471 A CN 200610167471A CN 101038033 A CN101038033 A CN 101038033A
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CN
China
Prior art keywords
clutch
motor
control unit
electronic control
power
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
CNA2006101674717A
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Chinese (zh)
Inventor
任毅
牛茹茹
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BYD Co Ltd
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BYD Co Ltd
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Publication date
Application filed by BYD Co Ltd filed Critical BYD Co Ltd
Priority to CNA2006101674717A priority Critical patent/CN101038033A/en
Priority to PCT/CN2007/000849 priority patent/WO2007107091A1/en
Publication of CN101038033A publication Critical patent/CN101038033A/en
Pending legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K23/00—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2054—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed by controlling transmissions or clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18—Propelling the vehicle
    • B60W30/19—Improvement of gear change, e.g. by synchronisation or smoothing gear shift
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H61/0437—Smoothing ratio shift by using electrical signals
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/421—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/50—Drive Train control parameters related to clutches
    • B60L2240/507—Operating parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/304—Signal inputs from the clutch
    • F16D2500/30401—On-off signal indicating the engage or disengaged position of the clutch
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/506—Relating the transmission
    • F16D2500/50638—Shaft speed synchronising, e.g. using engine, clutch outside transmission
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
    • F16D2500/70464—Transmission parameters
    • F16D2500/70466—Input shaft
    • F16D2500/70472—Input shaft speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H2061/0425—Bridging torque interruption
    • F16H2061/0433—Bridging torque interruption by torque supply with an electric motor
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Abstract

A shifting power compensating apparatus, comprising an electric power, an electronic control unit and an electric motor. Wherein, the electric power supplies power to the electric motor via the electronic control unit. The electric motor supplies compensated power to the driven apparatus by receiving electric energy from the electric power, The electronic control unit is used for determining movement of a clutch, when the clutch switches from the engaging state to the released state, the electric power is controlled by the electronic control unit to supply power to the electric motor; when the clutch switches from the released state to the engaging state, the electric power is controlled by the electronic control unit to stop power supply to the electric motor. For the shifting of vehicles, by using the power compensating apparatus of the invention, strike of the vehicles when shifting can be avoided, thereby improving amenity of vehicle driving and riding.

Description

Shifting power compensation device
Technical field
The present invention relates to a kind of shifting power compensation device.
Background technique
For example, in general automobile, speed changer is in shift process, for the impulsive load that alleviates speed change gear and prevent the power train overload, usually separation that will be by clutch realizes gearshift with engaging, clutch separation with engages between the transmission of power phenomenon of interruption temporarily will appear.After finishing gear shift operation, because gear changes, especially change to top gear and cause speed of a motor vehicle significant change from bottom gear, also can directly influence the travelling comfort that vehicle is driven.
Separation and engaging that need be by clutch for other realizes the dynamic power machine of shifting gears, similar with above-mentioned situation, promptly when clutch separation, power will temporarily interrupt from the transfer route of drive unit to driven device, and after gearshift, because the gear variation can cause the unexpected variation of driven device output speed, thereby can impact.
Summary of the invention
The purpose of this invention is to provide a kind of shifting power compensation device, can when clutch separation, be used to compensate the transmission of power of temporary transient interruption.
To achieve these goals, the invention provides a kind of shifting power compensation device, this device comprises power supply, electronic control unit and motor, and wherein: power supply is the motor power supply by electronic control unit; Motor is the driven device power that affords redress by the electric energy that receives the power supply supply; Electronic control unit is used to judge the action of clutch, when clutch when jointing state switches to separated state, the electronic control unit controls power supply is powered to motor; When clutch when separated state switches to jointing state, the electronic control unit controls power supply stops to power to motor.
In above-mentioned shifting power compensation device, in shift process, when clutch separation, the output speed of driven device will descend, this moment, the electronic control unit controls power supply was exported electric energy to motor, and motor receives this electric energy and compensates kinetic energy to driven device output.For vehicle shift,, can prevent basically that vehicle from impacting, and improves the travelling comfort that vehicle is driven when gearshift by power compensation device of the present invention.
Description of drawings
Fig. 1 is the schematic representation of a kind of mode of execution of power compensation device of the present invention.
Fig. 2 is the schematic representation of the another kind of mode of execution of power compensation device of the present invention.
Fig. 3 is the schematic representation of another mode of execution of power compensation device of the present invention.
Embodiment
With reference to the accompanying drawings embodiments of the present invention are described in detail.
As shown in Figure 1, the invention provides a kind of shifting power compensation device, this device comprises power supply 1, electronic control unit 2 and motor 4, and wherein: power supply 1 is motor 4 power supplies by electronic control unit 2; Motor 4 is driven device 5 power that affords redress by the electric energy that receives power supply 1 supply; Electronic control unit 2 is used to judge the action of clutch 7, when clutch 7 when jointing state switches to separated state, electronic control unit 2 control power supplys 1 are to motor 4 power supplies; When clutch 7 when separated state switches to jointing state, electronic control unit 2 control power supplys 1 stop to motor 4 power supplies.
Preferably, after jointing state switched to separated state, electronic control unit 2 was also according to the variation control power supply 1 of the output speed of driven device 5 size to the electric current of motor 4 supplies at clutch 7.Preferably, the size of described electric current is enough to make the variation of the output speed of driven device 5 to go to zero.
Electronic control unit 2 can be judged the rate signal of the power output of the state of clutch 7 and driven device 5 by using some existing sensors.For example, this device also comprises clutch operating sensor 9 and velocity transducer 10, and wherein: clutch operating sensor 9 is used to detect the action of clutch 7 and will represents that the signal of clutch 7 actions sends to electronic control unit 2; Velocity transducer 10 be used to detect driven device 5 output speed variation and will represent that the signal that this output speed changes sends to electronic control unit 2.
Electronic control unit 2 can comprise the storage that writes down these signals, the comparator that speed during with clutch separation and the speed after the clutch separation compare, and whether control is to the controller of generator supply field current.
When electronic control unit 2 detects clutch 7 when jointing state switches to separated state, can control power supply 1 and be motor 4 power supplies, by motor 4 to transmission device 5 power that affords redress, with the output speed that prevents transmission device 5 since clutch 7 separate and reduce rapidly, thereby cause that (normally changing to high gear from low gear) causes the significant change of the output speed of transmission device 5 after gearshift, promptly after clutch engages again, cause speed generation significant change and impact.When separated state switched to jointing state, electronic control unit 2 stopped power supply 1 to motor 4 power supplies at clutch 7, thereby motor 4 stops to transmission device 5 power that affords redress.
In mode of execution shown in Figure 1, power compensation device of the present invention can be applied in the dynamic power machine of various use clutches, for example working machine such as lathe, and Motor Vehicle such as automobile, motorcycle, and boats and ships or the like.Power compensation device of the present invention is applied to automobile etc. need high-power driving mechanically the time, higher to the demanded power output of motor 4.That is to say that in this case, motor 4 need have bigger power, otherwise will be difficult to be embodied as the effect that automobile provides power compensation.Therefore, the present invention further provides the power compensation device of another kind of mode of execution as shown in Figure 2.
As shown in Figure 2, the invention provides the shifting power compensation device of another kind of mode of execution, this device comprises power supply 1, electronic control unit 2, generator 3, motor 4 and generator drive device 8, and wherein: the rotor of generator 3 is by generator drive device 8 rotary driving; Power supply 1 is generator 3 supply field currents by electronic control unit 2, makes generator 3 be motor 4 supply electric energy; Motor 4 is driven device 5 power that affords redress by the electric energy that receives; Electronic control unit 2 is used to judge the action of clutch 7, when clutch 7 when jointing state switches to separated state, electronic control unit 2 control power supplys 1 are to generator 3 supply field currents; When clutch 7 when separated state switches to jointing state, electronic control unit 2 control power supplys 1 stop to generator 3 supply field currents.
Similar as first kind of mode of execution, electronic control unit 2 can be judged the rate signal of the power output of the state of clutch 7 and driven device 5 by using some existing sensors.For example, power compensation device can comprise the state that is used to detect clutch 7 and this state signal is sent to the clutch status sensor 9 of electronic control unit 2, and be used to detect driven device 5 the power output speed and this rate signal is sent to the velocity transducer 10 of electronic control unit 2.
Electronic control unit 2 can comprise the storage that writes down these signals, the comparator that speed during with clutch separation and the speed after the clutch separation compare, and whether control is to the controller of generator supply field current.As required, electronic control unit 2 can also be controlled the size to the field current of generator 3 supplies.
Described generator 3 is preferably three-phase transient state alternator, and described motor 4 is a three-phase transient state Wechselstrommotor, and an end of described electronic control unit 2 links to each other with field coil in the described generator 3, and the other end links to each other with described power supply 1.Described power supply 1 can be the storage battery of output DC excitation electric current.By this structure, can make things convenient for and accurately control the size of motor 4 outputting powers by the size of control power supply 1 to the field current of generator 3 supplies.
Usually, in order to improve the electric energy size that is supplied to motor 4, make motor 4 can export bigger kinetic energy or power so that meet specific demand, for example for as shown in Figure 3 shifting power compensation device of the present invention is used with automobile in mode of execution, the rotor of described generator 3 is preferably by generator drive device 8 rotary driving.Described generator drive device 8 is generally motor.In this structure, motor 8 drives the rotor rotation of generator 3 always.When generator 3 received field current from power supply 1, generator 3 was about to power delivery and gives motor 4, thereby drives the rotor rotation of motor 4, output kinetic energy.Be connected to by clutch 7 under the situation of described driven device 5 at described drive unit 6, described drive unit 6 can be used as described generator drive device 8 simultaneously.That is to say that described drive unit 6 can be used as unique power source, a part of power passes to driven device 5 through clutch 7, and another part power then passes to generator 3.Can use suitable transmission device transferring power, for example belt transmission, chain-driven or gear transmission etc. between drive unit 6 and the generator 3.
Drive at motor 8 under the situation of rotor rotation of generators 3, electronic control unit 2 can also be by being located at the tachometer value of the speed probe 11 detection present engine on the motor 8, and vehicle speed value signal that the time collected according to gearshift and record, calculate the size of current required field current value by plug-in, and supply generator 3 these field currents, compare with record value by continuous collection vehicle speed signal, and adjust the size of field current in real time, realize following of the speed of a motor vehicle.
Described sensor 11 is various sensor known in those skilled in the art, for example angular-rate sensor, photoelectric sensor, magnetoelectric sensor.
Described drive unit 6 and described driven device 5 can be drive part and the secondary parts that is used for existing various dynamic power machines.For example, these machineries can comprise working machine such as lathe, Motor Vehicle such as automobile, motorcycle, and boats and ships or the like.
Fig. 3 is the schematic representation of another embodiment of the present invention, and this mode of execution is that shifting power compensation device of the present invention is applied in the vehicle.And the mode of execution among Fig. 1 only is the application of a kind of summary of shifting power compensation device of the present invention, promptly can be widely used in drive unit 6 gives driven device 5 or interruption in any machinery of driven device 5 transferring power transmission of power by clutch 7, for example working machine such as lathe, Motor Vehicle such as automobile, motorcycle, and boats and ships or the like.
As shown in Figure 3, described drive unit 6 is generally motor 6.A part of power of this motor 6, normally most of power selects to be delivered to gearbox 5 by clutch 7, and through finally passing to wheel after speed changer 51 in the gearbox 5 and the differential mechanism 52, powered vehicle is travelled; Another part power then passes to generator 3 by belt gear or gear drive, thereby the rotor that drives generator 3 rotates always.In the normal vehicle operation process, when promptly clutch 7 engaged, though the rotor of generator 3 rotates always, owing to there is not field current, so generator 3 is not exported electric energy to motor 4, promptly motor 4 was a stand-by state, external output kinetic energy.
When vehicle or other machinery needed gearshift, normally when bottom gear is changed to top gear, at first cut-off clutch 7.When clutch 7 separated, clutch status sensor 9 detected the separating action of clutch, and this signal is sent to electronic control unit (ECU) 2.Simultaneously, velocity transducer 10 detects the power input part of differential mechanism 52 or the current tach signal of power output, and the tach signal that for example receives differential gear 42 also is recorded in this tach signal in the electronic control unit 2.After clutch separation, electronic control unit is monitored the speed of power output in real time, and the present speed of this speed and record is compared, and draws the difference between these two speed.Electronic control unit 2 control power supplys 1 are to the field current of the pre-sizing of generator 3 supplies then, the field current of this pre-sizing can be preestablished by electronic control unit 2, make generator 3 generatings and give motor 4 supply of electrical energy, can be to compensate above-mentioned speed difference by motor 4 to described power output conveying mechanism.The size of described electric current can reach the water skin that the variation of the output speed that is enough to make driven device 5 goes to zero at least.By the speed of power output is monitored in real time, can keep this speed to be substantially equal to the present speed that is write down, be the speed of clutch when just having separated, thereby guaranteed to remain unchanged basically in the speed of clutch disengage process medium power output, guaranteed that promptly the shift process medium power does not interrupt, and eliminates or greatly reduce shift impact basically.
Described sensor 9 is a various sensor known in those skilled in the art, as position transducer, stroke sensor.Described sensor 10 is various sensor known in those skilled in the art, for example angular-rate sensor, photoelectric sensor, magnetoelectric sensor.
When top gear is changed to bottom gear, because the speed after the gearshift will be lower than the speed before the gearshift, promptly require the shift process medium velocity to descend gradually, therefore generally can not enable power compensation device of the present invention.
The mechanical energy of motor 4 can be exported to differential mechanism 52 by general driving mechanism, can certainly export to other and can receive the power after the speed change and this transmission of power given in the mechanism that wheel travels with powered vehicle.For example, have between speed changer and differential mechanism in the vehicle of main reducing gear, the power of motor 4 then also can be exported to this main reducing gear.
In addition, the power of motor 4 can pass to differential mechanism or main reducing gear by general transmission device.For example, in Fig. 2, the power of motor 4 can be given differential mechanism 52 with transmission of power by gear on motor 4 rotor shafts 41 and differential gear 42 engagements, finally the transmission device by vehicle for example semiaxis be delivered to wheel and powered vehicle is travelled.As required, can also between the clutch end of motor 4 and differential mechanism or main reducing gear, come transferring power, increase the effect of turning round thereby can reach to slow down by retarder.
In the above-described embodiment, because therefore the field current of electronic control unit 2 control generators 3 has avoided the big current drives motor 4 of direct use, cost is very low.Electronic control unit 2 can directly use the electronic control unit of vehicle, does not therefore need to increase independently control unit, and the volume of whole system reduces, and owing to do not need traditional motor servomechanism and generator commutation bridge, has therefore saved the space greatly.Motor can drive the rotor rotation of generator 3 in powered vehicle, therefore whole device control is simple and reliable, and simple and compact for structure, with low cost, realizes little spatial arrangement easily.
As a kind of preferred embodiment, in mode of execution shown in Figure 3, be preferably the AMT gearbox as the described gearbox 5 of driven device.Described clutch 7 is a kind of electric control clutch, is controlled by clutch control mechanism.When bottom gear is changed to top gear, at first separate by clutch control mechanism control electric control clutch, and the current tach signal of differential gear during clutch separation, and this tach signal write down (record vehicle velocity V 1), in the time period of gearshift, electronic control unit 2 is monitoring vehicle speed signal (vehicle velocity V 2 in real time) in real time, to write down vehicle velocity V 1 compares with real-time vehicle velocity V 2, draw the differential V1-V2=Δ V between record vehicle velocity V I and the real-time vehicle velocity V 2, and determine to generator 3 supply field currents by this differential Δ V.Particularly, when Δ V greater than zero the time, be that V1 is during greater than V2, power supply 1 will be always to generator 3 supply field currents, continue transmission of electric energy by generator 3 to motor 4 then, make motor 4, replenish the speed of a motor vehicle that reduces to differential gear output compensation power, realize that thus transmission of power do not interrupt, the level the when rotating speed of differential gear is remained essentially in clutch and just separated.When Δ V is equal to or less than zero, when promptly V1 is less than V2, then stop to generator 3 supply field currents, thereby motor 4 stops power output.That is to say, by the real-time vehicle velocity V 2 of real-time monitoring, relatively judge record vehicle velocity V 1 and real-time vehicle velocity V 2, compensate differential Δ V between these two speed of a motor vehicle by shifting power compensation device of the present invention, make differential Δ V be substantially zero, thereby prevented that the speed of a motor vehicle obviously descends in clutch disengage process, the problem that the speed of a motor vehicle obviously rises again after clutch, thereby eliminated the shift impact problem basically, improved the driving comfort level of vehicle greatly.
In the aforesaid operations process, be supplied to the size of the field current of generator 3 to preestablish, as long as promptly can finally control motor 4 output compensation power to compensate the decline of real-time vehicle velocity V 2 by electronic control unit 2.Preferably, if described predetermined field current is too little or too big, described electronic control unit 2 can also be regulated the size of this field current.For example, when shifting power compensation device is worked, though motor 4 is output compensation power constantly, if still reducing but electronic control unit 2 detects real-time vehicle velocity V 2, can determine then that described predetermined field current is too little and be not enough to compensate owing to clutch 7 separates the power that interrupts, 2 sizes that can increase field current of electronic control unit this moment make motor 4 increase the compensation power of output, make the real-time vehicle velocity V 2 of decline can be increased to the level that writes down vehicle velocity V 1.Otherwise, when shifting power compensation device is worked, if begin to export (this time is compared with the time between engaging once more with clutch separation) in the very short time that compensates power at motor 4, electronic control unit 2 just detects real-time vehicle velocity V 2 and has surpassed record vehicle velocity V 1, can determine that then described predetermined field current is too big, 2 sizes that can suitably reduce field current of electronic control unit this moment, the compensation power that makes motor 4 reduce to export makes the real-time vehicle velocity V 2 of increase can drop to the level that writes down vehicle velocity V 1.
When bottom gear is changed to top gear, can in clutch disengage process, keep the speed of a motor vehicle invariable by said process.But, also can steadily quicken vehicle by power compensation device of the present invention in order further to improve the comfort level of driving.That is to say, if the speed of a motor vehicle during clutch separation is V1, requiring the speed of a motor vehicle after the gearshift is V2, the real-time speed of a motor vehicle of vehicle in clutch disengage process is V3, then by device of the present invention can be implemented in shift process finish after clutch when engaging once more real-time vehicle velocity V 3 be substantially equal to require vehicle velocity V 2, realize that thus zero of shift process impacts, and has improved the comfort level of driving to greatest extent.In this operating process, basic principle is identical with said process, promptly by detecting in real time speed of a motor vehicle V3, and this speed of a motor vehicle and vehicle velocity V 1 and V2 is compared.Just separate at clutch, vehicle velocity V 3 is during less than V1, and control motor 4 export more powerful mechanical energy reposefully, and V3 is constantly increased, and reaches the level of gearshift vehicle velocity V 2 afterwards always.By calculating the required time of shift process, be clutch separation with engage once more between time, can realize that vehicle velocity V 3 steadily is increased to the level of vehicle velocity V 2 at this section in the period, thereby realize zero impact of vehicle shift process basically, improve the driving comfort level of vehicle to greatest extent.
Changing to from top gear the process of bottom gear,, therefore generally can use power compensation device of the present invention because the speed of a motor vehicle descends after requiring gearshift.But, if the gearshift time is longer, thereby make the real-time speed of a motor vehicle after the gearshift be lower than the speed of a motor vehicle level of requirement, then can enable power compensation device of the present invention equally, its working procedure and above-mentioned situation are basic identical.But different places mainly are, in this case, mainly be that the speed of a motor vehicle that the real-time speed of a motor vehicle in the clutch disengage process and gearshift is afterwards required compares judgement, guarantee that the real-time speed of a motor vehicle can be less than the required speed of a motor vehicle when clutch engages once more, preferably this real-time speed of a motor vehicle equals the required speed of a motor vehicle.

Claims (15)

1, a kind of shifting power compensation device is characterized in that, this device comprises power supply (1), electronic control unit (2) and motor (4), wherein:
Power supply (1) is motor (4) power supply by electronic control unit (2);
Motor (4) is driven device (5) power that affords redress by the electric energy that receives power supply (1) supply;
Electronic control unit (2) is used to judge the action of clutch (7), when clutch (7) when jointing state switches to separated state, electronic control unit (2) control power supply (1) is powered to motor (4); When clutch (7) when separated state switches to jointing state, electronic control unit (2) control power supply (1) stops to power to motor (4).
2, shifting power compensation device according to claim 1, wherein, after jointing state switched to separated state, electronic control unit (2) was also according to the variation control power supply (1) of the output speed of driven device (5) size to the electric current of motor (4) supply at clutch (7).
3, shifting power compensation device according to claim 2, wherein, the size of described electric current is enough to make the variation of the output speed of driven device (5) to go to zero.
4, shifting power compensation device according to claim 1 and 2, wherein, this device also comprises clutch operating sensor (9) and velocity transducer (10), wherein:
Clutch operating sensor (9) is used to detect the action of clutch (7) and will represents that the signal of clutch (7) action sends to electronic control unit (2);
Velocity transducer (10) be used to detect driven device (5) output speed variation and will represent that the signal that this output speed changes sends to electronic control unit (2).
5, shifting power compensation device according to claim 4, wherein, described drive unit (6) is a motor, described driven device (5) is a gearbox.
6, shifting power compensation device according to claim 5, wherein, described gearbox (5) comprises speed changer (51) and differential mechanism (52), wherein:
When clutch (7) when separated state switches to jointing state, the power of motor (6) passes to speed changer (51) by clutch (7), and through passing to differential mechanism (52) after speed changer (51) speed change;
When clutch (7) when jointing state switches to separated state, motor (4) is differential mechanism (52) power that affords redress.
7, a kind of shifting power compensation device is characterized in that, this device comprises power supply (1), electronic control unit (2), generator (3), motor (4) and generator drive device (8), wherein:
The rotor of generator (3) is by generator drive device (8) rotary driving;
Power supply (1) is generator (a 3) supply field current by electronic control unit (2), makes generator (3) be motor (4) supply electric energy;
Motor (4) is driven device (5) power that affords redress by the electric energy that receives;
Electronic control unit (2) is used to judge the action of clutch (7), when clutch (7) when jointing state switches to separated state, electronic control unit (2) control power supply (1) is to generator (3) supply field current; When clutch (7) when separated state switches to jointing state, electronic control unit (2) control power supply (1) stops to generator (3) supply field current.
8, shifting power compensation device according to claim 7, wherein, described generator (3) and motor (4) are respectively three-phase transient state alternator and three-phase transient state Wechselstrommotor, field coil in one end of described electronic control unit (2) and the described generator (3) links to each other, and the other end links to each other with described power supply (1).
9, shifting power compensation device according to claim 8, wherein, described power supply (1) is the storage battery of output DC excitation electric current.
10, shifting power compensation device according to claim 9, wherein, after jointing state switched to separated state, electronic control unit (2) was also according to the variation control power supply (1) of the output speed of driven device (5) size to the field current of generator (3) supply at clutch (7).
11, shifting power compensation device according to claim 10, wherein, the size of described field current is enough to make the variation of the output speed of driven device (5) to go to zero.
12, shifting power compensation device according to claim 11, wherein, this device also comprises clutch operating sensor (9) and velocity transducer (10), wherein:
Clutch operating sensor (9) is used to detect the action of clutch (7) and will represents that the signal of clutch (7) action sends to electronic control unit (2);
Velocity transducer (10) be used to detect driven device (5) output speed variation and will represent that the signal that this output speed changes sends to electronic control unit (2).
13, shifting power compensation device according to claim 12, wherein, described generator drive device (8) and drive unit (6) are a motor.
14, shifting power compensation device according to claim 12, wherein, described drive unit (6) is a motor, described driven device (5) is a gearbox.
15, according to claim 13 or 14 described shifting power compensation devices, wherein, described gearbox (5) comprises speed changer (51) and differential mechanism (52), wherein:
When separated state switched to jointing state, the power of motor (6) passed to speed changer (51) by clutch (7) at clutch (7), and through passing to differential mechanism (52) after speed changer (51) speed change;
When jointing state switched to separated state, motor (4) was differential mechanism (52) power that affords redress at clutch (7).
CNA2006101674717A 2006-03-17 2006-12-20 Shifting power compensation device Pending CN101038033A (en)

Priority Applications (2)

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CNA2006101674717A CN101038033A (en) 2006-03-17 2006-12-20 Shifting power compensation device
PCT/CN2007/000849 WO2007107091A1 (en) 2006-03-17 2007-03-16 Gearshift power compensator

Applications Claiming Priority (3)

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CN200610034516 2006-03-17
CN200610034516.3 2006-03-17
CNA2006101674717A CN101038033A (en) 2006-03-17 2006-12-20 Shifting power compensation device

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CN101873053A (en) * 2010-06-24 2010-10-27 大连理工大学 Flexible electromagnetic coupling torque transmission method for electric automobile
CN103496634A (en) * 2013-09-18 2014-01-08 徐州重型机械有限公司 Control method and system for switching operating modes of differential lock, and wheel crane
CN104595475A (en) * 2015-01-19 2015-05-06 中冶赛迪工程技术股份有限公司 Electromechanical hybrid type precise transmission system and control method thereof
CN107740825A (en) * 2017-11-10 2018-02-27 特百佳动力科技有限公司 Control device and its control method for mechanical clutch

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FR2609562B1 (en) * 1987-01-09 1989-05-19 Valeo MOTOR-DRIVEN CLUTCH CONTROL METHOD
FR2613987A1 (en) * 1987-04-16 1988-10-21 Tallec Philippe Automatic control device for a friction clutch, which can be applied particularly to motor vehicles
GB2369569B (en) * 2000-10-14 2002-10-23 Rachael Lewis Childs duvet
DE10059375B4 (en) * 2000-11-30 2010-11-04 Zf Sachs Ag Wear compensating adjusting device
CN1539670A (en) * 2003-10-27 2004-10-27 赵宏伟 Automatic controlling device of mechanical type clutch of automobile

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CN101873053A (en) * 2010-06-24 2010-10-27 大连理工大学 Flexible electromagnetic coupling torque transmission method for electric automobile
CN101873053B (en) * 2010-06-24 2012-02-22 大连理工大学 Flexible electromagnetic coupling torque transmission method for electric automobile
CN103496634A (en) * 2013-09-18 2014-01-08 徐州重型机械有限公司 Control method and system for switching operating modes of differential lock, and wheel crane
CN104595475A (en) * 2015-01-19 2015-05-06 中冶赛迪工程技术股份有限公司 Electromechanical hybrid type precise transmission system and control method thereof
CN104595475B (en) * 2015-01-19 2017-11-24 中冶赛迪工程技术股份有限公司 The control method of electro-mechanical mixed precision transmission system
CN107740825A (en) * 2017-11-10 2018-02-27 特百佳动力科技有限公司 Control device and its control method for mechanical clutch
CN107740825B (en) * 2017-11-10 2023-10-13 特百佳动力科技股份有限公司 Control device for mechanical clutch and control method thereof

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Assignee: BYD Automobile Co., Ltd

Assignor: Biyadi Co., Ltd.

Contract fulfillment period: 2008.4.25 to 2013.11.18 contract change

Contract record no.: 2008440000072

Denomination of invention: Shifting power compensation device

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