CN109130836B - Hybrid power system integrated with hydraulic auxiliary braking and energy recycling device - Google Patents

Hybrid power system integrated with hydraulic auxiliary braking and energy recycling device Download PDF

Info

Publication number
CN109130836B
CN109130836B CN201811241907.1A CN201811241907A CN109130836B CN 109130836 B CN109130836 B CN 109130836B CN 201811241907 A CN201811241907 A CN 201811241907A CN 109130836 B CN109130836 B CN 109130836B
Authority
CN
China
Prior art keywords
valve
piston
cylinder
disc
axial
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.)
Active
Application number
CN201811241907.1A
Other languages
Chinese (zh)
Other versions
CN109130836A (en
Inventor
李春爽
王昕�
刘昕晖
陈琳
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Jilin University
Original Assignee
Jilin University
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Jilin University filed Critical Jilin University
Priority to CN201811241907.1A priority Critical patent/CN109130836B/en
Publication of CN109130836A publication Critical patent/CN109130836A/en
Application granted granted Critical
Publication of CN109130836B publication Critical patent/CN109130836B/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • 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
    • B60K6/543—Transmission for changing ratio the transmission being a continuously variable transmission
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/12—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being liquid
    • B60T13/16—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being liquid using pumps directly, i.e. without interposition of accumulators or reservoirs
    • B60T13/161—Systems with master cylinder
    • B60T13/165—Master cylinder integrated or hydraulically coupled with booster
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/92—Energy efficient charging or discharging systems for batteries, ultracapacitors, supercapacitors or double-layer capacitors specially adapted for vehicles

Abstract

The invention relates to a hybrid power system integrating a hydraulic auxiliary braking and an energy recycling device, belongs to the field of hydraulic hybrid power vehicles, and aims to solve the problems that core elements of a traditional hydraulic hybrid power system are high in price and difficult to control, hydraulic hybrid power is difficult to popularize and apply in a large area, the core elements of the traditional hydraulic hybrid power system are poor in universality, the volume is heavy, torque impact is caused by step variables, system shaking is caused by step variables and the like.

Description

Hybrid power system integrated with hydraulic auxiliary braking and energy recycling device
Technical Field
The invention belongs to the field of vehicle transmission, and particularly relates to the field of hydraulic hybrid vehicles.
Background
The energy saving and environmental protection problems of automobiles are more and more emphasized, and the engine has lower fuel efficiency in the process of frequently starting and stopping the automobile, so that a great amount of harmful gas is discharged, and a great amount of kinetic energy is wasted, so that the hybrid electric vehicle capable of delaying energy consumption and reducing pollution discharge is the primary research focus of countries around the world. The hydraulic hybrid technology utilizes the characteristic that a hydraulic pump/motor can work in four quadrants, assists the vehicle to brake when the vehicle brakes and converts kinetic energy into hydraulic energy to be stored in an accumulator, and the recovered energy can be reused to assist the vehicle to accelerate or restart. However, the core elements in the existing hydraulic hybrid power adopt plunger type variable elements, and the hydraulic hybrid power has the defects of high price, sensitivity to oil pollution, poor reliability, slow response, zero drift, easy interference and the like in the control process, so that the development and the application of the hydraulic hybrid power technology are greatly hindered.
Chinese patent publication No. CN102141040B, publication date is 2016, 12 and 14, and the invention is named as a multi-gear pump stepped variable system, which is applied for Jilin university. The stepped variable system is formed by logically controlling a plurality of constant displacement pumps/motors through a plurality of common switch valves respectively to replace a plunger type variable element, so that the problems of high price, difficult control, easy pollution and the like are solved, but the novel problems are also brought, the pipeline impact and the system buffeting caused by the stepped jump of the displacement can be caused, the comfort is deteriorated, the integrated serial hydraulic pump/motor has huge volume, special customization of manufacturers is needed, the production period is long, the universality is poor, and the maintenance and the replacement are inconvenient.
The traditional hydraulic braking mechanism generally adopts a vacuum booster to assist a driver to provide braking force for a braking system, but the dependence of the vacuum booster on the vacuum degree of an engine limits the application of the vacuum booster on a pure electric vehicle.
Disclosure of Invention
Based on the prior art, the technical problems to be solved by the invention are as follows: on one hand, the problems that the core elements of the traditional hydraulic hybrid power system are high in price and difficult to control, so that the hydraulic hybrid power is difficult to popularize and apply in a large area, the core elements of the stepped variable hybrid power system are poor in universality, heavy in size and small in system buffeting and chassis space caused by torque impact due to step variable are solved, the traditional hybrid power system is difficult to arrange, and the like are solved, and on the other hand, the problem that the existing hydraulic braking system depends on the vacuum degree of an engine is solved.
In order to solve the technical problems, the invention provides a hybrid power system integrated with a hydraulic auxiliary braking and energy recycling device, which consists of an auxiliary braking and energy recycling mechanism 31, a hydraulic braking mechanism 29, a torque stepless adjusting mechanism 15 and a whole vehicle transmission mechanism 30.
The whole vehicle transmission mechanism 30 is in transmission connection with the torque stepless regulating mechanism 15, the torque stepless regulating mechanism 15 is in transmission connection with the auxiliary braking and energy recycling mechanism 31, and the auxiliary braking and energy recycling mechanism 31 is connected with the hydraulic braking mechanism 29;
The torque stepless adjustment mechanism 15 includes a bearing end cover I1502, a screw I1501, a housing 1503, a rolling bearing I1504, a sleeve I1505, a return spring 1506, an axial following conical disc 1507, a metal belt 1508, an axial fixed conical disc I1509, a sleeve II 1510, a rolling bearing II 1511, a bearing through cover I1512, a screw II 1513, a whole vehicle transmission shaft 1514, a toothed sleeve 1515, a bearing end cover II 1516, a screw III 1517, a rolling bearing III 1518, a rolling bearing IV 1519, a spring retainer 1520, a spur gear 1521, a rolling bearing V1522, an axial driving conical disc 1523, an axial fixed conical disc II 1524, a sleeve III 1525, a rolling bearing VI 1526, a bearing through cover II 1527, a screw IV 1528, and a hydraulic system transmission shaft 1529;
the inside of the shell 1503 is of a hollow structure, two groups of coaxial through holes are respectively formed, and a whole vehicle transmission shaft 1514 and a hydraulic system transmission shaft 1529 are respectively arranged in the two groups of coaxial through holes; the torque stepless regulating mechanism 15 is in transmission connection with the whole vehicle transmission mechanism 30 through a whole vehicle transmission shaft 1514, and is in transmission connection with the auxiliary braking and energy recycling mechanism 31 through a hydraulic system transmission shaft 1529;
the toothed sleeve 1515 is a cylindrical part, two ends of the toothed sleeve are provided with stepped holes, a groove for placing a spring retainer ring 1520 is arranged on the right side of the left side step at a distance from the width of one rolling bearing IV 1519, and the outer surface of the toothed sleeve 1515 is of a straight tooth structure and is meshed with the straight gear 1521.
The axial driving conical disc 1523 is a wheel disc type part, a through hole is formed in the center of the axial driving conical disc 1523, two steps are formed on the outer cylindrical surface of the left side, and the rear end surface is a conical surface; the axial fixed conical disc II 1524 is a wheel disc type part, a through hole is formed in the center of the axial fixed conical disc II, and the front end face of the axial fixed conical disc II is a conical surface; the axial driving conical disc 1523 and the axial fixing conical disc II 1524 are in transition fit with a transmission shaft 1529 of the hydraulic system, and a V-shaped groove is formed in the middle of the axial driving conical disc 1523 and the axial fixing conical disc II to form a pulley II.
The inner surface of the rolling bearing IV 1519 is in transition fit with the axial driving conical disc 1523, the outer surface of the rolling bearing IV 1519 is in transition fit with the toothed sleeve 1515, one side of an outer ring of the rolling bearing IV 1519 is positioned by a first step on the left side of the toothed sleeve 1515, the other side of the outer ring is positioned by a spring retainer ring 1520 in a groove of the toothed sleeve 1515, an inner ring of the rolling bearing IV is positioned by a first step of the axial driving conical disc 1523, the inner surface of the rolling bearing V1522 is in transition fit with the axial driving conical disc 1523, the outer surface of the rolling bearing V is in transition fit with the inner surface of the toothed sleeve 1515, the outer ring of the rolling bearing IV is positioned by a right step of the toothed sleeve 1515, and the inner ring of the rolling bearing IV is limited by a second step of the axial driving conical disc 1523. The right side of axial fixation awl dish II 1524 is fixed a position by sleeve III 1525, sleeve III 1525 is a ladder-shaped sleeve and hydraulic system transmission shaft 1529 transitional fit, sleeve III 1525's major diameter surface end pushes up the rear end face of axial fixation awl dish II 1524, minor diameter surface end pushes up antifriction bearing VI 1526's inner circle, antifriction bearing VI 1526 and axle transitional fit, the outer lane is fixed by bearing through lid II 1527, bearing through lid II 1527 passes through screw IV 1528 and fixes on the casing. The rolling bearing III 1518 is in transition fit with the hydraulic system transmission shaft 1529, is fixed at the shaft end at the left side of the hydraulic system transmission shaft 1529, the left side of the outer ring is fixed by the bearing end cover II 1516, the inner ring is positioned by the shaft shoulder of the hydraulic system transmission shaft 1529, and the bearing end cover II 1516 is fixed on the shell through the screw III 1517;
The axial fixed conical disc I1509 and the axial follow-up conical disc 1507 are wheel disc parts, a through hole is formed in the center of the axial fixed conical disc I1509 and the axial follow-up conical disc 1507, and one end face of the axial fixed conical disc I and one end face of the axial follow-up conical disc I are conical surfaces; the axial fixed cone disk I1509 and the axial follow-up cone disk 1507 are in transition fit with the whole vehicle transmission shaft 1514, and a V-shaped groove is formed in the middle of the axial fixed cone disk I and the axial follow-up cone disk 1507 to form the other pulley I. The metal belt 1508 is sleeved on the pulley I and the pulley II, and along with the movement of the axial driving conical disc 1523 and the axial follow-up conical disc 1507, the V-shaped groove is widened or narrowed, and the metal belt is lifted or lowered, so that the contact diameter of the metal belt and the pulley is changed, which is equivalent to switching gears with different diameters in a gear speed change mechanism;
the rolling bearing I1504 is fixed at the shaft end in a transition fit manner with the whole vehicle transmission shaft 1514, the outer ring is fixed by the bearing end cover I1502, the inner ring is positioned by the sleeve I1505, the sleeve I1505 is in a transition fit manner with the whole vehicle transmission shaft 1514, the return spring 1506 is wound on the whole vehicle transmission shaft 1514, one end of the return spring 1506 is propped against the front end face of the sleeve I1505, and the other end of the return spring is propped against the rear end face of the axial follow-up conical disc 1507; the sleeve II 1510 is a stepped sleeve and is in transition fit with the whole vehicle transmission shaft 1514, the large-diameter outer surface end is in contact with the axial fixed conical disk I1509, the small-diameter outer surface end is propped against the inner ring of the rolling bearing II 1511, the rolling bearing II 1511 is in transition fit with the whole vehicle transmission shaft 1514, the other end of the rolling bearing II 1511 is positioned by the bearing through cover I1512, and the bearing through cover I1512 is fixed on the shell through the screw II 1513.
The bearing end cover I1502 and the bearing end cover II 1516 are coaxial rotary type wheel disc parts, the structure can be divided into a cylindrical barrel and a disc, a tapered inner hole is formed in the cylindrical barrel, the outer surface of the cylinder is matched with the shell, and four cylindrical through holes uniformly distributed along the circumference are formed in the disc and are used for loading threaded fastener screws I1501 and III 1517 and connecting the bearing end cover with the shell. The bearing through cover I1512 and the bearing through cover II 1527 are coaxial rotary type wheel disc parts, the structure can be divided into a cylinder barrel and a disc, a tapered inner hole is formed in the cylinder barrel, the outer surface of the cylinder is matched with the shell, a through hole is formed in the center of the disc and matched with the shaft, four cylindrical through holes are uniformly distributed in the disc along the circumference, and the screw I1528 and the screw III 1513 are connected with the shell through the four cylindrical through holes.
The torque stepless regulating mechanism 15 is controlled by the control unit 17, for example, the rotation angle of the spur gear 1521 can be controlled by controlling the step angle of the stepping motor, so as to control the distance of the toothed sleeve 1515 moving axially leftwards or rightwards, when the toothed sleeve 1515 moves axially rightwards, the axial driving conical disc 1523 is pushed to make the V-shaped groove above the V-shaped groove smaller to force the metal belt 1508 to rise, namely, the contact radius r2 between the pulley II on the transmission shaft 1529 of the hydraulic system and the metal belt 1508 is increased, the metal belt 1508 rises to push the follow-up conical disc 1507 to move rightwards to compress the return spring 1506, and the contact radius r1 between the pulley I on the transmission shaft 1514 of the whole vehicle and the metal belt 1508 is reduced; when the toothed sleeve 1515 moves axially to the left, the compressed return spring 1506 will push the follower cone 1507 to move to the left, making the V-shaped groove below smaller to force the metal belt 1508 to descend, the contact radius r2 of the pulley on the hydraulic system drive shaft 1529 and the metal belt 1508 becomes smaller, the contact radius r1 of the pulley on the whole car drive shaft 1514 and the metal belt 1508 becomes larger, the descent of the metal belt 1508 forces the V-shaped groove above to become larger, making the axial driving cone 1523 move to the left, and the whole moving process realizes stepless change of the chain drive ratio i, namely stepless change of torque.
The whole vehicle transmission mechanism 30 consists of a motor or engine 9, a clutch 10, a gearbox 11, a transfer case 13, a main speed reducer 14 and a clutch II 12. The motor or the engine 9, the clutch 10 and the gearbox 11 are sequentially connected, the output end of the gearbox 11 is connected with one end of a main gear of the transfer case 13, the other end of the main gear is connected with the main speed reducer 14, two output ports of the main speed reducer are respectively connected with wheels on two sides, one end of a pinion of the transfer case 13 is connected with the front end of the clutch II 12, and the rear end of the clutch II 12 is connected with a whole vehicle transmission shaft 1514 of the torque stepless regulating mechanism 15.
The hydraulic braking mechanism 29 consists of a braking main cylinder 1, a two-position two-way electromagnetic ball valve 28, an ESC valve block 3 (ESC: electronic Stability System electronic stability control system), a high-speed switch electromagnetic valve 2 and a braking wheel cylinder group 4;
the brake master cylinder 1 is composed of a brake pedal 101, a piston rod 102, a piston rod sealing ring 103, a master cylinder body 104, a second piston sealing ring 105, a second piston supporting ring 106, a second piston 107, a front cavity piston sealing ring 108, a front cavity piston supporting ring 109, a master cylinder cover 110, a cylinder cover sealing ring 111, a front cavity return spring 112, a front cavity piston 113, a second cavity return spring 114, a fastening screw 115 and a displacement sensor 116.
The main cylinder cover 110 is a coaxial rotary wheel disc type part, the structure of the main cylinder cover 110 can be divided into a cylinder barrel and a disc, the cylinder barrel is internally provided with an inner hole with taper, the end, close to the disc, of the cylinder is provided with an annular groove for placing a cylinder cover sealing ring 111, the outer surface of the cylinder is matched with the inner cylindrical surface of the main cylinder body, and the disc is connected with the front end of the main cylinder body in a welding mode. The main cylinder body 104 is a cylindrical part with one end opened forward, a through hole is arranged at the center of the cylinder bottom, an annular groove for placing the piston rod sealing ring 103 is arranged in the through hole, and a front cavity return spring 112, a front cavity piston 113, a second cavity return spring 114, a second piston 107 and a piston rod 102 are sequentially arranged on the inner cylindrical surface of the main cylinder body 104 from front to back. The front end of the front cavity return spring 112 is propped against the inner surface of the main cylinder cover 110, the rear end is propped against the front end surface of the front cavity piston 113, the outer cylindrical surface of the front cavity piston 113 is sleeved with a front cavity piston supporting ring 109 made of wear-resistant materials, two sides of the front cavity piston supporting ring 109 are respectively sleeved with a front cavity piston sealing ring 108, and the outer cylindrical surface of the front cavity piston 113 is in transition fit with the inner surface of the main cylinder body 104. The front end of the second cavity return spring 114 is propped against the rear end face of the front cavity piston 113, the rear end is propped against the front end face of the second piston 107, the outer cylindrical surface of the second piston 107 is sleeved with a second piston supporting ring 106 made of wear-resistant materials, two sides of the second piston supporting ring 106 are respectively sleeved with a second piston sealing ring 105, and the outer cylindrical surface of the second piston 107 is in transition fit with the inner surface of the master cylinder body 104. The piston rod 102 is a shaft part, an external thread is processed at the front end of the piston rod 102 and is connected with the second piston 107 and the fastening screw 115, the second piston 107 is screwed on the root of the external thread at the front end of the piston rod 102 by the fastening screw 115, the piston rod 102 passes through the center through holes of the master cylinder body 104, the second piston 107 and the fastening screw 115, and the brake pedal 101 is arranged at the rear end of the piston rod 102. The displacement sensor 116 is mounted on the piston rod 102, and signals are output to the control unit 17. The part between the inner surface of the master cylinder head 111 and the front end surface of the front cavity piston 113 constitutes a front wheel cylinder braking chamber, the part between the rear end surface of the front cavity piston 113 and the front end surface of the second piston 107 constitutes a rear wheel cylinder braking chamber, and the part between the rear end surface of the second piston 107 and the cylinder bottom surface of the master cylinder body constitutes a master cylinder booster chamber. The cylinder wall of the front wheel cylinder braking cavity is provided with two through holes c and h with 180 degrees of angle difference along the circumferential direction, the through hole h is positioned at the side close to the cylinder cover of the main cylinder, the through hole c is positioned at the side close to the front end face of the front cavity piston 113, once the front wheel cylinder braking cavity piston 113 starts to move forwards, the through hole c can be blocked, the cylinder wall of the rear wheel cylinder braking cavity is provided with two through holes d and g with 180 degrees of angle difference along the circumferential direction, the through hole g is positioned at the side close to the rear end face of the front cavity piston 113, the through hole d is positioned at the side close to the front end face of the second piston 107, once the second piston 107 starts to move forwards, the through hole d can be blocked, the cylinder boosting cavity is provided with two through holes c and h with 180 degrees of angle difference along the circumferential direction, and the through holes c and h have no special requirement on the axial position.
The e port of the brake master cylinder 1 is connected with the A port of the two-position two-way electromagnetic ball valve 28, the f port of the brake master cylinder 1 is connected with the outlet of the high-speed switch electromagnetic valve 2, the h port of the brake master cylinder 1 is connected with the inlet of the brake cylinder braking circuit in front of the ESC valve block, the g port of the brake master cylinder 1 is connected with the inlet of the brake cylinder braking circuit behind the ESC valve block, and the outlets of the ESC valve block are respectively connected with the brake cylinders in the brake cylinder group 4. The ESC valve block is a common and common hydraulic brake system valve block.
The high-speed switch solenoid valve 2 is a high-speed switch valve, and the switching frequency of the high-speed switch solenoid valve 2 is controlled through PWM (Pulse Width Modulation pulse width modulation) signals, so that the flow entering the main cylinder booster cavity is controlled, and the hydraulic pressure of the main cylinder booster cavity is controlled.
The auxiliary braking and energy recycling mechanism 31 consists of a hydraulic pump/motor 16, a cartridge valve I18, a two-position four-way electromagnetic directional valve 19, a cartridge valve II 20, a two-position three-way electromagnetic directional valve 21, a cartridge valve III 22, a small energy accumulator 23, a shuttle valve 24, a large energy accumulator 25, a safety valve 26, an oil cup 27, an oil supplementing system safety valve 5, an oil supplementing pump 6, a one-way valve 8 and a two-position two-way electromagnetic directional valve 7;
the shaft of the hydraulic pump/motor 16 is connected with a transmission shaft 1529 of the hydraulic system through a coupler, the outlet of the hydraulic pump/motor 16 is connected with the ports A of the cartridge valve I18 and the cartridge valve II 20, and the inlet of the hydraulic pump/motor 16 is connected with the outlet of the one-way valve 8, the outlet of the two-position two-way electromagnetic directional valve 7 and the port A of the cartridge valve III 22; the X port of the cartridge valve I18 is connected with the P port of the two-position four-way electromagnetic directional valve 19, the X port of the cartridge valve II 20 is connected with the T port of the two-position four-way electromagnetic directional valve 19, the inlet of the large accumulator 25 is connected with the B port of the shuttle valve 24, the B port of the cartridge valve II 20, the B port of the cartridge valve III 22 and the inlet of the safety valve 26, the X port of the cartridge valve III 22 is connected with the P port of the two-position three-way electromagnetic directional valve 21, the S port of the shuttle valve 24 is connected with the B port of the two-position four-way electromagnetic directional valve 19 and the A port of the two-position three-way electromagnetic directional valve 21, and the outlet of the oil supplementing pump 6 is connected with the inlet of the two-position two-way electromagnetic directional valve 7, the inlet of the oil supplementing system safety valve 5, the inlet of the small accumulator 23, the A port of the shuttle valve 24 and the inlet of the high-speed switch electromagnetic valve 2.
The I port of the oil cup 27 is connected with the B port of the cartridge valve I18, the A port of the two-position four-way electromagnetic directional valve 19 and the T port of the two-position three-way electromagnetic directional valve 21, the II port of the oil cup 27 is connected with the outlet of the safety valve 26, the III port of the oil cup 27 is connected with the B port of the two-position two-way electromagnetic ball valve 28, the IV port of the oil cup 27 is connected with the d port of the brake master cylinder 1, the V port of the oil cup 27 is connected with the c port of the brake master cylinder 1, and the VI port of the oil cup 27 is connected with the inlet of the oil supplementing pump 6, the outlet of the safety valve 5 of the oil supplementing system and the inlet of the one-way valve 8.
To avoid wastage, the hydraulic pump/motor 16 typically selects a small displacement fixed displacement pump.
Compared with the prior art, the invention has the beneficial effects that:
1. the braking energy recovery mode adopts a mode of combining a torque stepless regulating mechanism and a small-displacement constant displacement pump hydraulic system to steplessly and stably change the transmission ratio, thereby changing the output torque of the constant displacement pump, realizing a larger torque output range, providing auxiliary braking force or driving force for the whole vehicle transmission, and solving the problems that a plunger type core secondary element in the traditional hydraulic hybrid power system is not easy to control, the reliability is poor, the pressure impact is caused by step variable in the step variable process, and the like.
2. The auxiliary braking and energy recycling mechanism only needs to adopt a small-displacement constant delivery pump to replace a plunger type variable element or a stepped variable pump which is a core element of a traditional hydraulic hybrid power system, so that the cost is effectively reduced, a variable mechanism of the plunger pump is omitted, a large space is saved, the stepped variable pump and a logic control valve group thereof have huge volumes, and the problem that the chassis space is limited and difficult to arrange is solved.
3. The structure in the torque stepless regulating mechanism adopts standard components and universal components, and the constant delivery pump adopts common models, so that the universality is strong, and the problems that the traditional stepped variable hydraulic hybrid power system is high in equipment production cost, long in period, inconvenient to maintain, high in professional requirements and the like due to the fact that one stepped variable pump is required to be specially designed corresponding to different braking forces of each equipment are solved.
4. The auxiliary braking and energy recycling mechanism adopts the cartridge valve to replace the traditional reversing valve, and has the advantages of small volume, light weight, low price, easy development, high integration level, capability of being used for a large-flow hydraulic system and the like.
5. The auxiliary braking and energy recycling mechanism is simple in structure and smaller in size.
6. The hydraulic braking mechanism adopts three-cavity hydraulic power to replace the traditional vacuum booster, solves the problem that the hydraulic braking system depends on the vacuum degree of an engine, and can be applied to hybrid electric vehicles and pure electric vehicles.
7. Compared with the auxiliary braking and energy recycling mechanism which is higher in efficiency and lower in pollution when being used for recycling braking energy in an electric energy mode, the auxiliary braking and energy recycling mechanism converts automobile kinetic energy into hydraulic energy to be stored, and the hydraulic energy can be used for hydraulic braking, auxiliary starting and the like.
8. The auxiliary braking and energy recycling mechanism and the hydraulic braking mechanism are organically assembled, the braking system shares the devices such as the high-pressure accumulator, the oil supplementing pump and the like, so that the two devices are more compact in structure, the hydraulic auxiliary braking system and the hydraulic braking are integrated, the volume of an automobile chassis is smaller, the problem that the traditional hybrid power system is difficult to arrange is solved, the chassis is convenient to flexibly arrange, and the hydraulic auxiliary braking and energy recycling mechanism is suitable for various vehicles.
9. The axial driving cone disc of the torque stepless regulating mechanism is controlled by mechanical mechanisms such as a spur gear and a tooth-shaped sleeve, and compared with common hydraulic control, the axial driving cone disc of the torque stepless regulating mechanism has the advantages of simpler structure, lower cost, complex pipeline saving and higher efficiency.
Drawings
Fig. 1 is a schematic diagram of a hybrid powertrain incorporating a hydraulic auxiliary brake and energy recovery and reuse apparatus according to the present invention.
Fig. 2 is a cross-sectional view of a front view of a torque stepless adjustment mechanism in a hybrid system of an integrated hydraulic auxiliary brake and energy recovery and reuse device according to the present invention.
Fig. 3 is a cross-sectional view of a master cylinder in a hybrid system of an integrated hydraulic auxiliary brake and energy recovery and reuse apparatus according to the present invention.
Fig. 4 is a cross-sectional view of a front view of a toothed sleeve in a hybrid system of an integrated hydraulic auxiliary brake and energy recovery and reuse apparatus according to the present invention.
Fig. 5 is a left side view of a toothed sleeve in a hybrid system of an integrated hydraulic auxiliary brake and energy recovery and reuse apparatus according to the present invention.
Fig. 6 is a cross-sectional view of an axial active cone disc front view in a hybrid system of an integrated hydraulic auxiliary brake and energy recovery and reuse device according to the present invention.
Fig. 7 is a left side view of an axial active cone disc in a hybrid system of an integrated hydraulic auxiliary brake and energy recovery and reuse apparatus according to the present invention.
Fig. 8 is a cross-sectional view of a master cylinder head in a hybrid system of an integrated hydraulic auxiliary brake and energy recovery and reuse apparatus according to the present invention.
Fig. 9 is a right side view of a master cylinder head in a hybrid system of an integrated hydraulic auxiliary brake and energy recovery and reuse device according to the present invention.
Fig. 10 is a cross-sectional view of a front view of a bearing end cap in a hybrid powertrain of an integrated hydraulic auxiliary brake and energy recovery and reuse device according to the present invention.
Fig. 11 is a left side view of a bearing end cap in a hybrid powertrain of an integrated hydraulic auxiliary brake and energy recovery and reuse device according to the present invention.
Fig. 12 is a cross-sectional view of a front view of a bearing cap in a hybrid system of an integrated hydraulic auxiliary brake and energy recovery and reuse device according to the present invention.
Fig. 13 is a left side view of a bearing cap in a hybrid system of an integrated hydraulic auxiliary brake and energy recovery and reuse apparatus according to the present invention.
Fig. 14 is a torque analysis chart at the time of auxiliary driving in the hybrid system of the integrated hydraulic auxiliary brake and energy recovery and reuse apparatus according to the present invention.
Fig. 15 is a graph showing torque analysis during auxiliary braking in the hybrid system of the integrated hydraulic auxiliary braking and energy recovery and reuse apparatus according to the present invention.
The above figures are marked as follows: 1. a brake master cylinder, 2. A high-speed switch solenoid valve, 3. An ESC valve block (ESC: electronic Stability System electronic stability control system), 4. A brake cylinder set, 5. A make-up system relief valve, 6. A make-up pump, 7. A two-position two-way solenoid directional valve, 8. A check valve, 9. An electric motor or engine, 10. A clutch, 11. A transmission, 12. A clutch II,13. A transfer case, 14. A final drive, 15. A torque stepless regulation mechanism, 16. A hydraulic pump/motor, 17. A control unit, 18. A cartridge valve I,19. A two-position four-way solenoid directional valve, 20. A cartridge valve II,21. A two-position three-way solenoid directional valve, 22. A cartridge valve III,23. A small accumulator, 24. A shuttle valve, 25. A large accumulator, 26. A relief valve, 27. An oil cup, 28. A two-position two-way solenoid ball valve, 29. A hydraulic brake mechanism, 30. A whole car transmission mechanism, 31. Auxiliary braking and energy recovery and reuse mechanism. 101. Brake pedal, 102, piston rod, 103, piston rod seal, 104, master cylinder, 105, second piston seal, 106, second piston support ring, 107, second piston, 108, front chamber piston seal, 109, front chamber piston support ring, 110, master cylinder head, 111, cylinder head seal, 112, front chamber return spring, 113, front chamber piston, 114, second chamber return spring, 115, fastening screw, 116, displacement sensor; 1501. screw I,1502, bearing end cap I,1503, housing, 1504, rolling bearing I,1505, sleeve I,1506, return spring, 1507, axial follower cone, 1508, metal strap, 1509, axial fixed cone I,1510, sleeve II,1511, rolling bearing II,1512, bearing cover, 1513, screw II,1514, integral drive shaft, 1515, toothed sleeve, 1516, bearing end cap II,1517, screw III,1518, rolling bearing III,1519, rolling bearing IV,1520, spring retainer, 1521, spur gear, 1522, rolling bearing V,1523, axial driving cone, 1524, axial fixed cone II,1525, sleeve III,1526, rolling bearing VI,1527, bearing cover II,1528, screw IV,1529.
Detailed Description
The technical scheme of the invention is further explained and illustrated below with reference to the attached drawings.
Referring to fig. 1, the hybrid power system of the integrated hydraulic auxiliary braking and energy recycling device is composed of an auxiliary braking and energy recycling mechanism 31, a hydraulic braking mechanism 29, a torque stepless adjusting mechanism 15 and a whole vehicle transmission mechanism 30.
The auxiliary braking and energy recovery and reuse mechanism 31 is:
the auxiliary braking and energy recycling mechanism 31 consists of a hydraulic pump/motor 16, a cartridge valve I18, a two-position four-way electromagnetic directional valve 19, a cartridge valve II 20, a two-position three-way electromagnetic directional valve 21, a cartridge valve III 22, a small energy accumulator 23, a shuttle valve 24, a large energy accumulator 25, a safety valve 26, an oil cup 27, an oil supplementing system safety valve 5, an oil supplementing pump 6, a one-way valve 8 and a two-position two-way electromagnetic directional valve 7.
The hydraulic brake mechanism 29 is:
the hydraulic braking mechanism 29 consists of a braking main cylinder 1, a two-position two-way electromagnetic ball valve 28, an ESC valve block 3 (ESC: electronic Stability System electronic stability control system), a high-speed switch electromagnetic valve 2 and a braking wheel cylinder group 4.
The whole vehicle transmission mechanism 30 is as follows:
the whole vehicle transmission mechanism 30 consists of a motor or engine 9, a clutch 10, a gearbox 11, a transfer case 13, a main speed reducer 14 and a clutch II 12. The motor or the engine 9, the clutch 10 and the gearbox 11 are sequentially connected, the output end of the gearbox 11 is connected with one end of a main gear of the transfer case 13, the other end of the main gear is connected with the main speed reducer 14, two output ports of the main speed reducer are respectively connected with wheels on two sides, one end of a pinion of the transfer case 13 is connected with the front end of the clutch II 12, and the rear end of the clutch II 12 is connected with an a port of the torque stepless regulating mechanism 15. The b port end of the torque stepless adjusting mechanism 15 is connected with the shaft of the hydraulic pump/motor 16 through a coupling.
Referring to fig. 2, the torque stepless adjustment mechanism 15 is:
the torque stepless adjustment mechanism 15 includes a bearing end cover I1502, a screw I1501, a housing 1503, a rolling bearing I1504, a sleeve I1505, a return spring 1506, an axial following conical disk 1507, a metal belt 1508, an axial fixed conical disk I1509, a sleeve II 1510, a rolling bearing II 1511, a bearing through cover 1512, a screw II 1513, a whole vehicle transmission shaft 1514, a toothed sleeve 1515, a bearing end cover II 1516, a screw III 1517, a rolling bearing III 1518, a rolling bearing IV 1519, a spring retainer 1520, a spur gear 1521, a rolling bearing V1522, an axial driving conical disk 1523, an axial fixed conical disk II 1524, a sleeve III 1525, a rolling bearing VI 1526, a bearing through cover II 1527, a screw IV 1528, and a hydraulic system transmission shaft 1529.
Referring to fig. 4 and 5, the toothed sleeve 1515 is a cylindrical part, two ends of the toothed sleeve are provided with stepped holes, a groove for placing a spring retainer ring 1520 is formed on the right side of the left side step at a distance from the width of a rolling bearing IV 1519, and the outer surface of the toothed sleeve is of a straight tooth structure and is meshed with a straight gear 1521.
Referring to fig. 6 and 7, the axial driving cone 1523 is a wheel disc part, a through hole is formed in the center, two steps are formed on the outer cylindrical surface on the left side, and the rear end surface is a conical surface.
Referring to fig. 2, the rolling bearing III 1518 is in transition fit with the transmission shaft 1529 of the hydraulic system, fixed at the end of the transmission shaft 1529 of the hydraulic system, the left side of the outer ring is fixed by the bearing end cap II 1516, the inner ring is positioned by the shaft shoulder, the bearing end cap II 1516 is fixed on the housing by the screw III 1517, the inner surface of the rolling bearing IV 1519 is in transition fit with the axial driving cone 1523, the outer surface is in transition fit with the toothed sleeve 1515, one side of the outer ring of the rolling bearing IV 1519 is positioned by the first step on the left side of the toothed sleeve 1515, the other side of the outer ring is positioned by the spring retainer 1520 in the groove of the toothed sleeve 1515, the inner ring is positioned by the first step of the axial driving cone 1523, the inner surface of the rolling bearing V1522 is in transition fit with the inner surface of the toothed sleeve 1515, the outer ring is positioned by the step on the right side of the toothed sleeve 1515, and the inner ring is limited by the second step of the axial driving cone 1523. The axial driving conical disc 1523 and the axial fixing conical disc II 1524 are in transition fit with a transmission shaft 1529 of the hydraulic system, and a V-shaped groove is formed in the middle of the axial driving conical disc 1523 and the axial fixing conical disc II to form a pulley II. Similarly, the axial fixed cone disk I1509 and the axial follow-up cone disk 1507 are in transition fit with the whole vehicle transmission shaft 1514, and a V-shaped groove is formed in the middle to form the other pulley I. The metal belt is sleeved on the two pulleys, and along with the movement of the axial driving conical disc 1523 and the axial follow-up conical disc 1507, the V-shaped groove is widened or narrowed, and the metal belt is lifted or lowered, so that the contact diameter of the metal belt and the pulleys is changed, which is equivalent to switching gears with different diameters in a gear speed change mechanism. The other side of the axial fixed conical disk II 1524 is positioned by a sleeve III 1525, the sleeve III 1525 is a stepped sleeve and is in transitional fit with a transmission shaft 1529 of the hydraulic system, the large-diameter outer surface end of the sleeve III 1525 is propped against the rear end face of the axial fixed conical disk II 1524, the small-diameter outer surface end is propped against the inner ring of a rolling bearing VI 1526, the rolling bearing VI 1526 is in transitional fit with the shaft, the outer ring is fixed by a bearing through cover II 1527, and the bearing through cover II 1527 is fixed on the shell through a screw IV 1528. The rolling bearing I1504 is fixed at the shaft end in a transition fit manner with the whole car transmission shaft 1514, the outer ring is fixed by the bearing end cover I1502, the inner ring is positioned by the sleeve I1505, the sleeve I1505 is in transition fit with the whole car transmission shaft 1514, the return spring 1506 is wound on the whole car transmission shaft 1514, one end of the return spring is propped against the front end face of the sleeve I1505, the other end of the return spring is propped against the rear end face of the axial follow-up cone disk 1507, the sleeve II 1510 is a stepped sleeve in transition fit with the whole car transmission shaft 1514, the large-diameter outer surface end is contacted with the axial fixed cone disk I1509, the small-diameter outer surface end is propped against the inner ring of the rolling bearing II 1511, the rolling bearing II 1511 is in transition fit with the whole car transmission shaft 1514, the other end of the rolling bearing II 1511 is positioned by the bearing through cover I1512, and the bearing through cover I1512 is fixed on the shell through a screw II 1513.
Referring to fig. 2, 10 and 11, the bearing end cover I1502 and the bearing end cover II 1516 are coaxial rotary disc parts, the structure can be divided into a cylindrical barrel and a disc, the cylindrical barrel is provided with a tapered inner hole, the outer surface of the cylinder is matched with the shell, and the disc is provided with four cylindrical through holes uniformly distributed along the circumference, which are used for loading threaded fasteners, namely the screw I1501 and the screw III 1517 and connecting the bearing end cover and the shell.
Referring to fig. 2, 12 and 13, the bearing through cover I1512 and the bearing through cover II 1527 are coaxial rotary wheel disc parts, the structure of the bearing through cover I1512 and the bearing through cover II 1527 can be divided into a cylindrical barrel and a disc, the cylindrical barrel is provided with a tapered inner hole, the outer surface of the cylinder is matched with a shell, the center of the disc is provided with a through hole and a shaft, four cylindrical through holes are uniformly distributed on the disc along the circumference, and the screw I1528 and the screw III 1513 are connected with the shell through the four cylindrical through holes.
Referring to fig. 3, the brake master cylinder 1 is composed of a brake pedal 101, a piston rod 102, a piston rod sealing ring 103, a master cylinder body 104, a second piston sealing ring 105, a second piston supporting ring 106, a second piston 107, a front cavity piston sealing ring 108, a front cavity piston supporting ring 109, a master cylinder cover 110, a cylinder cover sealing ring 111, a front cavity return spring 112, a front cavity piston 113, a second cavity return spring 114, a fastening screw 115, and a displacement sensor 116.
Referring to fig. 3, 8 and 9, the master cylinder head 110 is a coaxial rotary wheel disc part, the structure of the master cylinder head 110 can be divided into a cylinder and a disc, the cylinder is provided with a tapered inner hole, the end of the cylinder, which is close to the disc, is provided with an annular groove for placing a cylinder head sealing ring 111, the outer surface of the cylinder is matched with the inner cylindrical surface of the master cylinder body, and the disc is connected with the front end of the master cylinder body in a welding manner.
Referring to fig. 3, the master cylinder body 104 is a cylindrical part with one end opened forward, a through hole is arranged at the center of the cylinder bottom, an annular groove for placing the piston rod sealing ring 103 is arranged in the through hole, and a front cavity return spring 112, a front cavity piston 113, a second cavity return spring 114, a second piston 107 and a piston rod 102 are sequentially arranged on the inner cylindrical surface of the master cylinder body 104 from front to back. The front end of the front cavity return spring 112 is propped against the inner surface of the main cylinder cover 110, the rear end is propped against the front end surface of the front cavity piston 113, the outer cylindrical surface of the front cavity piston 113 is sleeved with a front cavity piston supporting ring 109 made of wear-resistant materials, two sides of the front cavity piston supporting ring 109 are respectively sleeved with a front cavity piston sealing ring 108, and the outer cylindrical surface of the front cavity piston 113 is in transition fit with the inner surface of the main cylinder body 104. The front end of the second cavity return spring 114 is propped against the rear end face of the front cavity piston 113, the rear end is propped against the front end face of the second piston 107, the outer cylindrical surface of the second piston 107 is sleeved with a second piston supporting ring 106 made of wear-resistant materials, two sides of the second piston supporting ring 106 are respectively sleeved with a second piston sealing ring 105, and the outer cylindrical surface of the second piston 107 is in transition fit with the inner surface of the master cylinder body 104. The piston rod 102 is a shaft part, an external thread is processed at the front end of the piston rod 102 and is connected with the second piston 107 and the fastening screw 115, the second piston 107 is screwed on the root of the external thread at the front end of the piston rod 102 by the fastening screw 115, the piston rod 102 passes through the center through holes of the master cylinder body 104, the second piston 107 and the fastening screw 115, and the brake pedal 101 is arranged at the rear end of the piston rod 102. The displacement sensor 116 is mounted on the piston rod 102, and signals are output to the control unit 17. The part between the inner surface of the master cylinder head 111 and the front end surface of the front cavity piston 113 constitutes a front wheel cylinder braking chamber, the part between the rear end surface of the front cavity piston 113 and the front end surface of the second piston 107 constitutes a rear wheel cylinder braking chamber, and the part between the rear end surface of the second piston 107 and the cylinder bottom surface of the master cylinder body constitutes a master cylinder booster chamber. The cylinder wall of the front wheel cylinder braking cavity is provided with two through holes c and h with 180 degrees of angle difference along the circumferential direction, the through hole h is positioned at the side close to the cylinder cover of the main cylinder, the through hole c is positioned at the side close to the front end face of the front cavity piston 113, once the front wheel cylinder braking cavity piston 113 starts to move forwards, the through hole c can be blocked, the cylinder wall of the rear wheel cylinder braking cavity is provided with two through holes d and g with 180 degrees of angle difference along the circumferential direction, the through hole g is positioned at the side close to the rear end face of the front cavity piston 113, the through hole d is positioned at the side close to the front end face of the second piston 107, once the second piston 107 starts to move forwards, the through hole d can be blocked, the cylinder boosting cavity is provided with two through holes c and h with 180 degrees of angle difference along the circumferential direction, and the through holes c and h have no special requirement on the axial position.
Referring to fig. 1, the port I of the oil cup 27 is connected to the port B of the cartridge valve I18, the port a of the two-position four-way electromagnetic directional valve 19, and the port T of the two-position three-way electromagnetic directional valve 21, the port II of the oil cup 27 is connected to the outlet of the safety valve 26, the port III of the oil cup 27 is connected to the port B of the two-position two-way electromagnetic ball valve 28, the port IV of the oil cup 27 is connected to the port d of the brake master cylinder 1, the port V of the oil cup 27 is connected to the port c of the brake master cylinder 1, and the port VI of the oil cup 27 is connected to the inlet of the oil supplementing pump 6, the outlet of the safety valve 5 of the oil supplementing system, and the inlet of the check valve 8. In the auxiliary braking and energy recycling mechanism 31, the outlet of the hydraulic pump/motor 16 is connected with the A port of the cartridge valve I18 and the A port of the cartridge valve II 20, and the inlet of the hydraulic pump/motor 16 is connected with the outlet of the one-way valve 8, the outlet of the two-position two-way electromagnetic directional valve 7 and the A port of the cartridge valve III 22. The X port of the cartridge valve I18 is connected with the P port of the two-position four-way electromagnetic directional valve 19, the X port of the cartridge valve II 20 is connected with the T port of the two-position four-way electromagnetic directional valve 19, the inlet of the large energy accumulator 25 is connected with the B port of the shuttle valve 24, the B port of the cartridge valve II 20 and the cartridge valve III 22 and the inlet of the safety valve 26, the X port of the cartridge valve III 22 is connected with the P port of the two-position three-way electromagnetic directional valve 21, the S port of the shuttle valve 24 is connected with the B port of the two-position four-way electromagnetic directional valve 19 and the A port of the two-position three-way electromagnetic directional valve 21, and the outlet of the oil supplementing pump 6 is connected with the inlet of the two-position two-way electromagnetic directional valve 7, the inlet of the oil supplementing system safety valve 5, the inlet of the small energy accumulator 23, the A port of the shuttle valve 24 and the inlet of the high-speed switch electromagnetic valve 2. In the hydraulic braking mechanism 29, an e port of the brake master cylinder 1 is connected with an A port of the two-position two-way electromagnetic ball valve 28, an f port of the brake master cylinder 1 is connected with an outlet of the high-speed switch electromagnetic valve 2, an h port of the brake master cylinder 1 is connected with an inlet of a braking circuit of a braking wheel cylinder in front of an ESC valve block, a g port of the brake master cylinder 1 is connected with an inlet of a braking circuit of a braking wheel cylinder behind the ESC valve block, and outlets of the ESC valve blocks are respectively connected with braking wheel cylinders in the braking wheel cylinder group 4. The ESC valve block is a common and common hydraulic brake system valve block.
The high-speed switch solenoid valve 2 is a high-speed switch valve, and the switching frequency of the high-speed switch solenoid valve 2 is controlled through PWM (Pulse Width Modulation pulse width modulation) signals, so that the flow entering the main cylinder booster cavity is controlled, and the hydraulic pressure of the main cylinder booster cavity is controlled.
Realize the principle of stepless adjustable torque:
referring to fig. 1 and 2, the torque stepless adjusting mechanism 15 is controlled by the control unit 17, for example, the rotation angle of the spur gear 1521 can be controlled by controlling the step angle of the stepper motor, so as to control the distance that the toothed sleeve 1515 moves axially leftwards or rightwards, when the toothed sleeve 1515 moves axially rightwards, the axial driving cone 1523 is pushed to make the V-shaped groove above the V-shaped groove smaller to force the metal belt 1508 to rise, that is, the contact radius r2 between the pulley II on the transmission shaft 1529 of the hydraulic system and the metal belt 1508 is increased, the metal belt 1508 rises to push the follow-up cone 1507 to move rightwards to compress the return spring 1506, and the contact radius r1 between the pulley I on the transmission shaft 1514 of the whole vehicle and the metal belt 1508 is decreased; when the toothed sleeve 1515 moves axially to the left, the compressed return spring 1506 will push the follower cone 1507 to move to the left, making the V-shaped groove below smaller to force the metal belt 1508 to descend, the contact radius r2 of the pulley on the hydraulic system drive shaft 1529 and the metal belt 1508 becomes smaller, the contact radius r1 of the pulley on the whole car drive shaft 1514 and the metal belt 1508 becomes larger, the descent of the metal belt 1508 forces the V-shaped groove above to become larger, making the axial driving cone 1523 move to the left, and the whole moving process realizes stepless change of the chain drive ratio i, namely stepless change of torque. The transmission relation of the two pulleys is as follows:
r1×n1＝r2×n2(2)
Wherein: f—the force transmitted by the metal belt;
T 1 -the pulley torque on the whole vehicle drive shaft 1514;
T 2 -pulley torque on hydraulic system drive shaft 1529;
r1—the contact radius of the pulley on the whole vehicle drive shaft 1514 with the metal belt 1508;
r2—the contact radius of the pulley on the hydraulic system drive shaft 1529 with the metal belt 1508;
n1- -the rotational speed of the whole vehicle transmission shaft 1514;
n2—the rotational speed of the hydraulic system drive shaft 1529;
torque variation range:
output torque of the hydraulic pump/motor 16:
wherein: p- -the pressure at the outlet of the large accumulator 25;
v—displacement of hydraulic pump/motor 16;
on the premise of ensuring that the rotation speed of the hydraulic pump/motor 16 is in a high-efficiency interval, the proper output torque can be obtained by controlling the magnitudes of r2 and r1, for example: increasing r1 by decreasing r2 increases torque transmitted to the wheels, and decreasing r1 by increasing r2 decreases torque transmitted to the wheels.
Working principle of hybrid power system of integrated hydraulic auxiliary braking and energy recovery and reuse device:
1. driving conditions:
1.1. normal driving conditions (auxiliary braking and energy recovery and reuse mechanism 31 is not involved): when the automobile is in a driving working condition, the clutch II 12 is disconnected, the auxiliary braking and energy recycling mechanism 31 does not participate in working, and the system power is only provided by the motor or the engine 9.
1.2. Hydraulic auxiliary drive
If the driving torque provided by the auxiliary braking and energy recovery and reuse mechanism 31 can meet the required driving torque after being transmitted through the torque stepless adjustment mechanism 15, the auxiliary braking and energy recovery and reuse mechanism 31 alone drives the vehicle, otherwise, the motor or engine 9 provides the supplementary driving torque to meet the required torque.
Auxiliary braking and energy recycling mechanism 31 braking energy recycling principle:
the control unit 17 controls the clutch II 12 to be connected, controls the solenoid valves 1DT and 3DT to lose electricity, obtains electricity, the two-position four-way electromagnetic directional valve 19 and the two-position two-way electromagnetic directional valve 7 work in the right position, the two-position three-way electromagnetic directional valve 21 works in the left position, at the moment, the control port X of the cartridge valve I18 is connected with the oil cup 27 through the PA channel of the two-position four-way electromagnetic directional valve 19, the AB port of the cartridge valve I18 is communicated, the control port X of the cartridge valve II 20 is connected with the high-pressure oil outlet S port of the shuttle valve 24 through the BT channel of the two-position four-way electromagnetic directional valve 19, the AB channel of the cartridge valve II 20 is blocked, the control port X of the cartridge valve III 22 is connected with the oil cup 27 through the PT channel of the two-position three-way electromagnetic directional valve 21, and the AB channel of the cartridge valve III 22 is communicated. At this time, the large accumulator 25 outputs high-pressure oil, drives the hydraulic pump/motor 16 to work in a hydraulic motor state through the BA channel of the cartridge valve III 22, and outputs driving moment to wheels through the torque stepless regulating mechanism 15, the clutch II 12, the transfer case 13 and the main speed reducer 14, so that the conversion from hydraulic energy to kinetic energy is completed. The relief valve 26 sets a pressure lower than the maximum pressure that the system can withstand and acts as a relief valve. The high-pressure oil output by the oil supplementing pump 6 is supplemented into the loop through the two-position two-way electromagnetic directional valve 7, the redundant oil is stored in the small accumulator 23, and the oil supplementing system safety valve 5 plays a role in protecting the oil supplementing loop.
2. Braking condition:
if the braking torque provided by the auxiliary braking and energy recovery and recycling mechanism 31 can meet the required braking torque after being transmitted by the torque stepless adjusting mechanism 15, the auxiliary braking and energy recovery and recycling mechanism 31 is used for independently braking the vehicle, otherwise, the hydraulic braking mechanism 29 is used for providing the supplementary braking torque to meet the required torque.
Auxiliary braking and energy recovery the working principle of the energy recovery of auxiliary braking of the energy recovery and reuse mechanism 31:
the control unit 17 controls the clutch II 12 to be connected, the electromagnetic valves 1DT and 3DT are powered, the 2DT is powered off, the two-position four-way electromagnetic directional valve 19 and the two-position two-way electromagnetic directional valve 7 work in the left position, the two-position three-way electromagnetic directional valve 21 works in the right position, AT the moment, the control port X of the cartridge valve I18 is connected with the high-pressure oil outlet S port of the shuttle valve 24 through the PB channel of the two-position four-way electromagnetic directional valve 19, the AB channel of the cartridge valve I18 is blocked, the control port X of the cartridge valve II20 is connected with the oil cup 27 through the AT channel of the two-position four-way electromagnetic directional valve 19, the AB channel of the cartridge valve II20 is communicated, the control port X of the cartridge valve III 22 is connected with the high-pressure oil outlet S port of the shuttle valve 24 through the PA channel of the two-position three-way electromagnetic directional valve 21, and the AB channel of the cartridge valve III 22 is blocked. At this time, the hydraulic pump/motor 16 works in a hydraulic pump state, absorbs oil from the oil cup 27 through the one-way valve 8, the output high-pressure oil is stored in the large accumulator 25 through the AB channel of the cartridge valve II20, and the output braking torque is transmitted to wheels through the torque stepless regulating mechanism 15, the clutch II 12, the transfer case 13 and the main speed reducer 14, so that the kinetic energy of the vehicle is converted into the hydraulic pressure energy and stored in the large accumulator 25. The relief valve 26 sets a pressure lower than the maximum pressure that the system can withstand and acts as a relief valve. The high-pressure oil output by the oil supplementing pump 6 is supplemented into the loop through the two-position two-way electromagnetic directional valve 7, the redundant oil is stored in the small accumulator 23, and the oil supplementing system safety valve 5 plays a role in protecting the oil supplementing loop.
3. Pressure maintaining
After braking and driving are completed, the control unit 17 controls the clutch II 12 to be disconnected, the electromagnetic valves 1DT and 2DT are powered off, the two-position four-way electromagnetic directional valve 19 and the two-position three-way electromagnetic directional valve 21 work at the right position, the control port X of the cartridge valve I18 is connected with the oil cup 27 through the PA channel of the two-position four-way electromagnetic directional valve 19, the AB channel of the cartridge valve I18 is communicated, the control port X of the cartridge valve II 20 is connected with the high-pressure oil outlet S of the shuttle valve 24 through the TB channel of the two-position four-way electromagnetic directional valve 19, the AB channel of the cartridge valve II 20 is blocked, the control port X of the cartridge valve III 22 is connected with the high-pressure oil outlet S of the shuttle valve 24 through the PA channel of the two-position three-way electromagnetic directional valve 21, and therefore the outlet of the large energy accumulator 25 is blocked, and the pressure is preserved.
The working principle of the hydraulic brake mechanism 29:
referring to fig. 1 and 3, when the brake pedal 101 is depressed, the control unit 17 receives a signal of the displacement sensor 116 on the piston rod 102, and combines various information such as a ground slip rate, auxiliary braking, braking force provided by the energy recovery and recycling mechanism 31, and the like, to determine a target pressure of the brake cylinder group 4, and the control unit 17 controls 4DT and 5DT to obtain electricity, controls the switching frequency of the high-speed switching electromagnetic valve 2 by using a PWM (Pulse Width Modulation pulse width modulation) signal, and further controls the flow rate entering the master cylinder booster cavity, thereby controlling the hydraulic pressure of the master cylinder booster cavity, and helping the driver save the braking force. The front cavity piston 113 and the second piston 107 move leftwards under the combined action of the thrust and the hydraulic force of the piston rod 102, the brake fluid in the front wheel cylinder brake cavity and the rear wheel cylinder brake cavity is increased by the compression pressure, and the high-pressure brake fluid flows out from the h port and the g port respectively through the ESC valve block 3 and then flows into the wheel cylinders corresponding to the brake wheel cylinder group 4 respectively.
After braking, 4DT and 5DT are powered off, pressure oil in the hydraulic power assisting cavity flows back to the oil cup 27 along an e port through an AB channel of the two-position two-way electromagnetic ball valve 28, the front cavity piston 113 and the second piston 107 are reset under the action of the front cavity return spring 112 and the second cavity return spring 114 respectively, and high-pressure brake fluid in the front wheel cylinder brake cavity and the rear wheel cylinder brake cavity flows back to the brake master cylinder 1 along an h port and a g port respectively.
The control manner of the torque continuously variable adjustment mechanism will be described with reference to fig. 2, 14 and 15:
to avoid wastage, the hydraulic pump/motor 16 is selected to have a small displacement of the fixed displacement pump, so the torque T2 output by the hydraulic pump/motor 16 is much less than the target torque T1 delivered to the vehicle transmission 30.
Referring to fig. 12, the hydraulic auxiliary braking and energy recycling mechanism 31 participates in braking energy recycling, the large accumulator 25 outputs high-pressure oil to drive the hydraulic pump/motor 16 to work in a hydraulic motor state through the BA channel of the cartridge valve III 22, and the output driving moment is transmitted to wheels through the torque stepless adjusting mechanism 15, the clutch II 12, the transfer case 13 and the main reducer 14, thereby completing the conversion from hydraulic energy to kinetic energy. The large accumulator 25 is always in the energy release state, the pressure p is continuously reduced, the hydraulic pump/motor 16 is a fixed displacement pump, and the drive torque T2 output from the hydraulic pump/motor 16 is continuously reduced as shown in the equation (4).
Referring to fig. 2 and 14, the control method of the torque stepless adjustment mechanism 15 is described with reference to the case where the target braking torque T1 transmitted to the whole vehicle transmission mechanism is a fixed value. As is known from the formula (1),T 2 ＜T 1 the torque-stepless regulating mechanism therefore acts to increase torque, i.e. r 2 ＜r 1 In the state shown in fig. 2, the state is the state that r2 is minimum, and at this time, on the premise of ensuring that the rotation speed of the hydraulic pump/motor 16 is in the high-efficiency interval, the control unit 17 controls the toothed sleeve 1515 to move rightward by controlling the rotation angle of the gear, pushes the axial driving conical disc 1523 to make the upper V-shaped groove smaller to force the metal belt 1508 to rise so as to make r2 bigger, and the metal belt 1508 rises to push the follow-up conical disc 1507 to move rightward so as to compress the return spring 1506 so as to make r1 smaller until%>With T 2 To maintain T 1 Invariably, r1 is required to be increased and r2 is required to be decreased, the control unit 17 controls the toothed sleeve 1515 to move left, the reset of the compressed return spring 1506 will push the follower cone 1507 to move left, making the lower V-shaped groove smaller forcing the metal belt 1508 to descend, r2 smaller, r1 larger, and the descent of the metal belt 1508 forcing the upper V-shaped groove larger forcing the axial driving cone 1523 to move left.
Referring to fig. 15, the hydraulic auxiliary braking and energy recovery and recycling mechanism 31 participates in braking energy recovery, the hydraulic pump/motor 16 works in a hydraulic pump state, absorbs oil from the oil cup 27 through the check valve 8, the output high-pressure oil is stored in the large accumulator 25 through the AB channel of the cartridge valve II 20, the output braking torque is transmitted to wheels through the torque stepless adjusting mechanism 15, the clutch II 12, the transfer case 13 and the main reducer 14, and kinetic energy of the vehicle is converted into hydraulic pressure energy to be stored in the large accumulator 25. The large accumulator 25 is always in the charged state, the pressure p is continuously increased, the hydraulic pump/motor 16 is a fixed displacement pump, and the braking torque T2 output from the hydraulic pump/motor 16 is continuously increased as shown in the equation (4).
Referring to fig. 2 and 15, the control method of the torque stepless adjustment mechanism 15 is described by taking the case where the target braking torque T1 transmitted to the whole vehicle transmission mechanism is a fixed value as an example. T (T) 2 ＜T 1 The torque-stepless regulating mechanism therefore acts to increase torque, i.e. r 2 ＜r 1 In the state shown in fig. 2, the state is the state that r2 is minimum, and at this time, on the premise of ensuring that the rotation speed of the hydraulic pump/motor 16 is in the high-efficiency interval, the control unit 17 controls the toothed sleeve 1515 to move rightward by controlling the rotation angle of the gear, and pushes the axial driving conical disc 1523 to make the V-shaped groove on the upper surface smaller so as to force the metal belt 1508 to rise and increase r2, and the metal belt 1508 rises so as to push the follow-up conical disc 1507 to move rightward so as to compress the return springs 1506, r1 to be smaller untilWith T 2 To maintain T 1 Constantly, r2 needs to be increased, r1 is decreased, and the toothed sleeve is controlled to move right all the time. />

Claims (2)

1. The hybrid power system integrating the hydraulic auxiliary braking and the energy recycling device is characterized by comprising an auxiliary braking and energy recycling mechanism (31), a hydraulic braking mechanism (29), a torque stepless regulating mechanism (15) and a whole vehicle transmission mechanism (30); the whole vehicle transmission mechanism (30) is in transmission connection with the torque stepless regulating mechanism (15), the torque stepless regulating mechanism (15) is in transmission connection with the auxiliary braking and energy recycling mechanism (31), and the auxiliary braking and energy recycling mechanism (31) is connected with the hydraulic braking mechanism (29);
Wherein the torque stepless regulating mechanism (15) mainly comprises a bearing end cover(1502) Screw->(1501) A housing (1503), a rolling bearing>(1504) Sleeve->(1505) A return spring (1506), an axial follow-up conical disk (1507), a metal belt (1508), an axial fixing conical disk +.>(1509) Sleeve->(1510) Rolling bearing->(1511) Bearing through cover->(1512) Screw->(1513) The whole car transmission shaft (1514), the tooth-shaped sleeve (1515) and the bearing end cover>(1516) Screw-> （1517) Rolling bearing->(1518) Rolling bearing->(1519) Spring retainer ring (1520), spur gear (1521), rolling bearing->(1522) An axial driving conical disk (1523) and an axial fixing conical disk +.>(1524) Sleeve->(1525) Rolling bearing->(1526) Bearing through cover->(1527) Screw->(1528) And a hydraulic system drive shaft (1529);
the inside of the shell (1503) is of a hollow structure, two groups of coaxial through holes are respectively formed, and a whole vehicle transmission shaft (1514) and a hydraulic system transmission shaft (1529) are respectively arranged in the two groups of coaxial through holes; the torque stepless regulating mechanism (15) is in transmission connection with the whole vehicle transmission mechanism (30) through a whole vehicle transmission shaft (1514), and is in transmission connection with the auxiliary braking and energy recycling mechanism (31) through a hydraulic system transmission shaft (1529);
The tooth-shaped sleeve (1515) is a cylinder part, both ends of the tooth-shaped sleeve are provided with stepped holes, and the right side of the left step is away from a rolling bearing(1519) A groove for placing a spring retainer ring (1520) is formed in the width part, and the outer surface of the tooth-shaped sleeve (1515) is of a straight tooth structure and meshed with the straight gear (1521);
the axial driving conical disc (1523) is a wheel disc part, a through hole is formed in the center of the axial driving conical disc, two steps are formed in the outer cylindrical surface of the left side of the axial driving conical disc, and the rear end face of the axial driving conical disc is a conical surface; axial fixing conical disc(1524) The front end face of the through hole is a conical surface; axial driving conical disk (1523) and axial fixing conical disk +.>(1524) Are all in transition fit with a transmission shaft (1529) of the hydraulic system, and a V-shaped groove is formed in the middle to form a pulley +.>；
Rolling bearing(1519) The inner surface is in transition fit with an axial driving conical disc (1523), the outer surface is in transition fit with a tooth-shaped sleeve (1515), and the rolling bearing is +.>(1519) Is positioned by the first step on the left side of the tooth-shaped sleeve (1515), the other side of the outer ring is positioned by a spring retainer ring (1520) in a groove of the tooth-shaped sleeve (1515), the inner ring is positioned by the first step of an axial driving conical disc (1523), and the rolling bearing is positioned by the first step of the axial driving conical disc (1523) >(1522) The inner surface is in transition fit with an axial driving cone disc (1523), the outer surface is in transition fit with the inner surface of the toothed sleeve (1515), the outer ring is positioned by the right side step of the toothed sleeve (1515), and the inner ring is formed by an axial driving coneA second step stop of the disc (1523); axial fixing conical disk->(1524) Is surrounded by a sleeve on the right side>(1525) Positioning, sleeve->(1525) For a stepped sleeve which is in transitional engagement with a drive shaft (1529) of the hydraulic system, the sleeve is +.>(1525) Is supported on the axial fixing conical disk>(1524) The small diameter outer surface end is propped against the rolling bearing>(1526) Is provided with a rolling bearing on the inner ring>(1526) The outer ring is in transition fit with the shaft, and the bearing is covered by the bearing>(1527) Fixing, bearing penetrating cover->(1527) By screws->(1528) Is fixed on the shell; said rolling bearing->(1518) With the transmission shaft (1)529 The left side of the outer ring is provided with a bearing end cover by transition fit and fixed at the shaft end of the left side of a transmission shaft (1529) of the hydraulic system>(1516) The inner ring is fixed by the shaft shoulder of the transmission shaft (1529) of the hydraulic system, and the bearing end cover is +.>(1516) By screws->(1517) Is fixed on the shell;
Axial fixing conical disc(1509) The axial follow-up conical disc (1507) is a wheel disc part, a through hole is formed in the center of the axial follow-up conical disc, and one end face of the axial follow-up conical disc is a conical surface; axial fixing conical disk->(1509) And the axial follow-up conical disk (1507) are in transition fit with a whole vehicle transmission shaft (1514), a V-shaped groove is formed in the middle of the axial follow-up conical disk, and the other pulley is formed>The method comprises the steps of carrying out a first treatment on the surface of the The metal belt (1508) is sleeved on the pulley>And pulley->Along with the movement of the axial driving conical disc (1523) and the axial following conical disc (1507), the V-shaped groove is widened or narrowed, and the metal belt is lifted or lowered, so that the contact diameter of the metal belt and the pulley is changed, which is equivalent to switching gears with different diameters in a gear speed change mechanism;
said rolling bearing(1504) Is fixed at the shaft end in transition fit with a whole vehicle transmission shaft (1514), and the outer ring is formed by a bearing end cover(1502) The inner ring is fixed by a sleeve>(1505) Positioning, sleeve->(1505) The return spring (1506) is wound on the whole transmission shaft (1514) and one end of the return spring is propped against the sleeve +.>(1505) The other end is propped against the rear end face of the axial follow-up conical disc (1507); sleeve->(1510) Is a stepped sleeve, is in transition fit with a whole vehicle transmission shaft (1514), and is provided with a large-diameter outer surface end and an axial fixed conical disc +. >(1509) Contact, small diameter outer surface end bearing against rolling bearing->(1511) Is provided with a rolling bearing on the inner ring>(1511) Is in transition fit with a whole vehicle transmission shaft (1514), and a rolling bearing +.>(1511) The other end of the bearing is covered by a bearing penetrating cover>(1512) Positioning, bearing penetrating cover->(1512) By screws->(1513) Is fixed on the shell;
the bearing end cover(1502) And bearing end cap->(1516) The structure of the coaxial rotary type wheel disc part can be divided into a cylindrical barrel and a disc, wherein the cylindrical barrel is internally provided with an inner hole with taper, the outer surface of the cylinder is matched with a shell, and the disc is provided with four cylindrical through holes uniformly distributed along the circumference and used for loading threaded fastener screws>(1501) And screw->(1517) Connecting the bearing end cover with the shell; the bearing penetrating cover>(1512) Bearing through cover->(1527) The structure of the coaxial rotary type wheel disc part can be divided into a cylindrical barrel and a disc, wherein a tapered inner hole is formed in the cylindrical barrel, the outer surface of the cylinder is matched with the shell, a through hole is formed in the center of the disc and matched with the shaft, four cylindrical through holes are uniformly distributed in the disc along the circumference, and a screw IV (1528) and a screw II (1513) are connected with the shell through the four cylindrical through holes;
The whole vehicle transmission mechanism (30) consists of a motor or an engine (9), a clutch (10), a gearbox (11), a transfer case (13), a main speed reducer (14) and a clutch(12) Composition; the motor or the engine (9), the clutch (10) and the gearbox (11) are sequentially connected in sequence, the output end of the gearbox (11) is connected with one end of a main gear of the transfer case (13), the other end of the main gear is connected with a main speed reducer (14), two output ports of the main speed reducer are respectively connected with wheels on two sides, and one end of a pinion of the transfer case (13) is connected with the clutch>(12) Front end of the clutch is connected with the clutch>(12) The rear end of the (a) is connected with a whole vehicle transmission shaft (1514) of the torque stepless regulating mechanism (15);
the hydraulic braking mechanism (29) consists of a braking main cylinder (1), a two-position two-way electromagnetic ball valve (28), an ESC valve block (3), a high-speed switch electromagnetic valve (2) and a braking wheel cylinder group (4);
the brake master cylinder (1) is composed of a brake pedal (101), a piston rod (102), a piston rod sealing ring (103), a master cylinder body (104), a second piston sealing ring (105), a second piston supporting ring (106), a second piston (107), a front cavity piston sealing ring (108), a front cavity piston supporting ring (109), a master cylinder cover (110), a cylinder cover sealing ring (111), a front cavity return spring (112), a front cavity piston (113), a second cavity return spring (114), a fastening screw (115) and a displacement sensor (116);
The main cylinder cover (110) is a coaxial rotary wheel disc part, the structure of the main cylinder cover can be divided into a cylinder barrel and a disc, an inner hole with taper is formed in the cylinder barrel, an annular groove for placing a cylinder cover sealing ring (111) is formed in the end, close to the disc, of the cylinder, the outer surface of the cylinder is matched with the inner cylindrical surface of the main cylinder body, and the disc is connected with the front end of the main cylinder body in a welding mode; the master cylinder body (104) is a cylindrical part with one end open forwards, a through hole is formed in the center of the cylinder bottom, an annular groove for placing a piston rod sealing ring (103) is formed in the through hole, a front cavity return spring (112), a front cavity piston (113), a second cavity return spring (114) and a second piston (107) are sequentially arranged on the inner cylindrical surface of the master cylinder body (104) from front to back, and a piston rod (102) is arranged on the inner cylindrical surface of the master cylinder body; the front end of the front cavity return spring (112) is propped against the inner surface of the main cylinder cover (110), the rear end is propped against the front end surface of the front cavity piston (113), the outer cylindrical surface of the front cavity piston (113) is sleeved with a front cavity piston supporting ring (109) made of wear-resistant materials, two sides of the front cavity piston supporting ring (109) are respectively sleeved with a front cavity piston sealing ring (108), and the outer cylindrical surface of the front cavity piston (113) is in transition fit with the inner surface of the main cylinder body (104); the front end of the second cavity return spring (114) is propped against the rear end face of the front cavity piston (113), the rear end is propped against the front end face of the second piston (107), a second piston supporting ring (106) made of wear-resistant materials is sleeved on the outer cylindrical surface of the second piston (107), a second piston sealing ring (105) is sleeved on two sides of the second piston supporting ring (106) respectively, and the outer cylindrical surface of the second piston (107) is in transition fit with the inner surface of the main cylinder body (104); the piston rod (102) is a shaft part, an external thread is processed at the front end of the piston rod and is connected with the second piston (107) and the fastening screw (115), the second piston (107) is screwed up at the root of the external thread at the front end of the piston rod (102) by the fastening screw (115), the piston rod (102) penetrates through the center through holes of the master cylinder body (104), the second piston (107) and the fastening screw (115), and the brake pedal (101) is arranged at the rear end of the piston rod (102); the displacement sensor (116) is arranged on the piston rod (102), and signals are output to the control unit (17); the part between the inner surface of the main cylinder cover (110) and the front end surface of the front cavity piston (113) forms a front wheel cylinder braking cavity, the part between the rear end surface of the front cavity piston (113) and the front end surface of the second piston (107) forms a rear wheel cylinder braking cavity, and the part between the rear end surface of the second piston (107) and the cylinder bottom surface of the main cylinder body forms a main cylinder boosting cavity; the cylinder wall of the front wheel cylinder braking cavity is provided with two through holes c and through holes h with 180 degrees of angle difference along the circumferential direction, the through holes h are positioned on the side close to a cylinder cover of the main cylinder, the through holes c are positioned on the side close to the front end face of the front cavity piston (113), once the front cavity piston (113) starts to brake to move forwards, the through holes c can be blocked, the cylinder wall of the rear wheel cylinder braking cavity is provided with two through holes d and through holes g with 180 degrees of angle difference along the circumferential direction, the through holes g are positioned on the side close to the rear end face of the front cavity piston (113), the through holes d are positioned on the side close to the front end face of the second piston (107), once the second piston (107) starts to brake to move forwards, the through holes d can be blocked, and the cylinder wall of the auxiliary cylinder is provided with two through holes c and through holes h with 180 degrees of angle difference along the circumferential direction;
The e port of the brake master cylinder (1) is connected with the A port of the two-position two-way electromagnetic ball valve (28), the f port of the brake master cylinder (1) is connected with the outlet of the high-speed switch electromagnetic valve (2), the h port of the brake master cylinder (1) is connected with the inlet of the brake cylinder braking circuit before the ESC valve block, the g port of the brake master cylinder (1) is connected with the inlet of the brake cylinder braking circuit after the ESC valve block, and the outlets of the ESC valve block are respectively connected with the brake cylinders in the brake cylinder group (4);
the high-speed switch solenoid valve (2) is a high-speed switch valve, the switching frequency of the high-speed switch solenoid valve (2) is controlled through PWM signals, and then the flow entering the main cylinder power-assisted cavity is controlled, so that the hydraulic pressure of the main cylinder power-assisted cavity is controlled;
the auxiliary braking and energy recycling mechanism (31) consists of a hydraulic pump/motor (16) and a cartridge valve(18) Two-position four-way electromagnetic reversing valve (19) and cartridge valve +.>(20) Two-position three-way electromagnetic directional valve (21) and cartridge valve +.>(22) Small accumulator (23)The hydraulic oil pump comprises a shuttle valve (24), a large energy accumulator (25), a safety valve (26), an oil cup (27), an oil supplementing system safety valve (5), an oil supplementing pump (6), a one-way valve (8) and a two-position two-way electromagnetic reversing valve (7);
Wherein the shaft of the hydraulic pump/motor (16) is connected with a transmission shaft (1529) of the hydraulic system through a coupling, and the outlet of the hydraulic pump/motor (16) is connected with a cartridge valve(18) And cartridge valve->(20) An inlet of the hydraulic pump/motor (16) is connected with an outlet of the one-way valve (8), an outlet of the two-position two-way electromagnetic directional valve (7) and a cartridge valve->(22) Is connected with the port A; cartridge valve->(18) The X port of the valve (2) is connected with the P port of a two-position four-way electromagnetic reversing valve (19), and the cartridge valve is +.>(20) The X port of the large accumulator (25) is connected with the T port of the two-position four-way electromagnetic reversing valve (19), and the inlet of the large accumulator (25) is connected with the B port of the shuttle valve (24) and the cartridge valve->(20) B port of (B) cartridge valve->(22) Is connected to the inlet of the safety valve (26), cartridge valve +.>(22) The X port of the shuttle valve (24) is connected with the P port of the two-position three-way electromagnetic reversing valve (21), and the S port of the shuttle valve is connected with the two-position four-way valveThe outlet of the oil supplementing pump (6) is connected with the inlet of the two-position two-way electromagnetic reversing valve (7), the inlet of the oil supplementing system safety valve (5), the inlet of the small energy accumulator (23), the A port of the shuttle valve (24) and the inlet of the high-speed switch electromagnetic valve (2);
The oil cup (27)Number mouth and cartridge valve->(18) The port B of the two-position four-way electromagnetic directional valve (19) is connected with the port A of the two-position three-way electromagnetic directional valve (21) and the port T of the oil cup (27)>The number mouth is connected with the outlet of the safety valve (26), and the +.>The number mouth is connected with the B mouth of the two-position two-way electromagnetic ball valve (28), and the +.>The number mouth is connected with the d mouth of the brake master cylinder (1), and the +.>The number mouth is connected with the c mouth of the brake master cylinder (1), and the +.>The number mouth is connected with the inlet of the oil supplementing pump (6), the outlet of the oil supplementing system safety valve (5) and the inlet of the one-way valve (8).
2. The hybrid system of integrated hydraulic auxiliary brake and energy recovery and reuse apparatus according to claim 1, wherein said torque is infinitely variableThe joint mechanism (15) is controlled by the control unit (17), the rotation angle of the spur gear (1521) can be controlled by controlling the step angle of the stepping motor, so as to control the axial left or right moving distance of the tooth-shaped sleeve (1515), when the tooth-shaped sleeve (1515) moves axially to the right, the axial driving cone disc (1523) is pushed to make the V-shaped groove on the upper part smaller to force the metal belt (1508) to rise, namely, the pulley on the transmission shaft (1529) of the hydraulic system The contact radius r2 with the metal belt (1508) becomes larger, the metal belt (1508) rises to push the axial follow-up conical disk (1507) to move rightwards to compress the return spring (1506), and the pulley on the whole transmission shaft (1514) is blocked>The contact radius r1 with the metal belt (1508) becomes smaller; when the toothed sleeve (1515) moves axially leftwards, the compressed return spring (1506) can push the axial follow-up conical disc (1507) to move leftwards, so that the lower V-shaped groove becomes smaller to force the metal belt (1508) to descend, the contact radius r2 of the pulley on the transmission shaft (1529) of the hydraulic system and the metal belt (1508) becomes smaller, the contact radius r1 of the pulley on the transmission shaft (1514) of the whole vehicle and the metal belt (1508) becomes larger, the descent of the metal belt (1508) forces the upper V-shaped groove to become larger, the axial driving conical disc (1523) moves leftwards, and the stepless change of the chain transmission ratio i, namely the stepless change of torque, is realized in the whole moving process.
CN201811241907.1A 2018-10-24 2018-10-24 Hybrid power system integrated with hydraulic auxiliary braking and energy recycling device Active CN109130836B (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN201811241907.1A CN109130836B (en) 2018-10-24 2018-10-24 Hybrid power system integrated with hydraulic auxiliary braking and energy recycling device

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN201811241907.1A CN109130836B (en) 2018-10-24 2018-10-24 Hybrid power system integrated with hydraulic auxiliary braking and energy recycling device

Publications (2)

Publication Number Publication Date
CN109130836A CN109130836A (en) 2019-01-04
CN109130836B true CN109130836B (en) 2024-04-16

Family

ID=64809555

Family Applications (1)

Application Number Title Priority Date Filing Date
CN201811241907.1A Active CN109130836B (en) 2018-10-24 2018-10-24 Hybrid power system integrated with hydraulic auxiliary braking and energy recycling device

Country Status (1)

Country Link
CN (1) CN109130836B (en)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN112013056B (en) * 2020-08-24 2022-01-28 天水师范学院 Novel double-air-cavity disc type brake control system

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN101382186A (en) * 2007-09-07 2009-03-11 程乃士 Metal belt type stepless variable drive without hydraulic pump for vehicle
CN101463886A (en) * 2009-01-14 2009-06-24 奇瑞汽车股份有限公司 Continuously variable transmission
CN106704505A (en) * 2015-11-14 2017-05-24 重庆市涪陵区德翔机电设备有限公司 Electro-Mechanical CVT (Continuously Variable Transmission) clamping force adjustable mechanism
CN107697053A (en) * 2017-11-13 2018-02-16 吉林大学 A kind of braking energy of electric automobiles recovery and reutilization system
CN208931125U (en) * 2018-10-24 2019-06-04 吉林大学 The hybrid power system of integrated hydraulic auxiliary braking and energy regenerating reuse means

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN101382186A (en) * 2007-09-07 2009-03-11 程乃士 Metal belt type stepless variable drive without hydraulic pump for vehicle
CN101463886A (en) * 2009-01-14 2009-06-24 奇瑞汽车股份有限公司 Continuously variable transmission
CN106704505A (en) * 2015-11-14 2017-05-24 重庆市涪陵区德翔机电设备有限公司 Electro-Mechanical CVT (Continuously Variable Transmission) clamping force adjustable mechanism
CN107697053A (en) * 2017-11-13 2018-02-16 吉林大学 A kind of braking energy of electric automobiles recovery and reutilization system
CN208931125U (en) * 2018-10-24 2019-06-04 吉林大学 The hybrid power system of integrated hydraulic auxiliary braking and energy regenerating reuse means

Also Published As

Publication number Publication date
CN109130836A (en) 2019-01-04

Similar Documents

Publication Publication Date Title
AU2014210982B2 (en) Hydraulic motor pump with fixed or variable cylinder capacity
US20080041653A1 (en) Drive system for an industrial truck with an internal combustion engine
CN109130836B (en) Hybrid power system integrated with hydraulic auxiliary braking and energy recycling device
CN111409613A (en) Line-controlled brake system with hydraulic backup brake
CN113879392B (en) Intelligent auxiliary steering power assisting system utilizing braking energy and control method
CN208931125U (en) The hybrid power system of integrated hydraulic auxiliary braking and energy regenerating reuse means
CN101517258B (en) Mechanical torque converter
CN111619538A (en) Electronic hydraulic pressurization system and control method
CN203221866U (en) Hydraulic device with pneumatic pressurization oil tank of oil hybrid electric bus
CN103231642B (en) The hydraulic efficiency gear of oil-liquid hybrid electric passenger vehicle band Pneumatic booster fuel tank
CN206537272U (en) Suitable for the integrated decoupling type electric booster braking system of regenerative braking
CN102146987B (en) Power shift speed changing box for matching engineering machine
CN102767598B (en) Groove-meshed belt-pulley-type vehicular variable-speed system easy to decelerate and brake
CN104494693A (en) Mechanical hydraulic power-assisted steering adaptive energy-saving device
CN210510197U (en) Chain motor driving device
CN112443596B (en) Brake-by-wire system and vehicle
CN205937701U (en) A hydraulic walking device for on 4 tons of engineering machine tools
CN1258047C (en) Forward gear clutch for stepless speed variator
CN110762066A (en) Robot hydraulic pressure moving platform based on energy regeneration
CN104527776A (en) Recirculating ball type electric power-assisted steering gear
CN220639803U (en) Transmission mechanism with planetary gear train suitable for electric control booster
CN110043579A (en) Band hydraulic booster clutch working cylinder assembly
JP2000130528A5 (en)
CN111016879B (en) Control method for improving hybrid electric vehicle rapid acceleration by using hydraulic technology
CN108263210B (en) Electric automobile with energy storage helping hand function

Legal Events

Date Code Title Description
PB01 Publication
PB01 Publication
SE01 Entry into force of request for substantive examination
SE01 Entry into force of request for substantive examination
GR01 Patent grant
GR01 Patent grant