CN109693673B - New energy vehicle electric control transmission device with speed reducer - Google Patents

New energy vehicle electric control transmission device with speed reducer Download PDF

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Publication number
CN109693673B
CN109693673B CN201811634026.6A CN201811634026A CN109693673B CN 109693673 B CN109693673 B CN 109693673B CN 201811634026 A CN201811634026 A CN 201811634026A CN 109693673 B CN109693673 B CN 109693673B
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torque
hydraulic control
clutch device
engine
operation mode
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CN109693673A (en
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金建华
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Zhejiang Xinke Transmission Technology Co.,Ltd.
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Zhejiang Xinke Precision Machinery Co ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/20—Reducing vibrations in the driveline
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B60W10/023—Fluid clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
    • B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/20—Control strategies involving selection of hybrid configuration, e.g. selection between series or parallel configuration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0638—Engine speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0657—Engine torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/08—Electric propulsion units
    • B60W2510/081—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/08—Electric propulsion units
    • B60W2510/083—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/24—Energy storage means
    • B60W2510/242—Energy storage means for electrical energy
    • B60W2510/244—Charge state
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0666—Engine torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/083—Torque
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The invention relates to an electric control transmission device of a new energy vehicle with a speed reducer, which is particularly applied to the field of new energy vehicles and comprises the following components: the system comprises an Electronic Control Unit (ECU), a detection sensing device, an electric energy storage unit and a power transmission system; the detection sensing device is used for detecting the running state of the vehicle and the operation state of the driver; and the running operation mode to be applied is predicted according to the running state of the vehicle and the operation state of the driver, the ECU is configured to switch the running operation modes, and the electronic control unit performs fine control, so that the obvious power fluctuation in the conventional switching process can be improved to a certain extent, and the electronic control unit has the advantages of reliable and stable running, fine control, discomfort reduction, long service life and the like.

Description

New energy vehicle electric control transmission device with speed reducer
Technical Field
The invention relates to the technical field of new energy automobiles, in particular to an electric control transmission device of a new energy automobile with a speed reducer.
Background
In order to save energy and reduce emission, new energy vehicles are widely popularized at present, the future prospect is good, and although the number of finished vehicle manufacturers is large at present, the problems of refinement of vehicle control and common driving experience still exist, for example, the problems that the mode of an electric control transmission device of a new energy vehicle with a speed reducer is automatically switched in the running process, whether the switching is excessively smooth or not and obvious power fluctuation does not exist in the switching process are always puzzled to developers. And the driver and the passenger are provided with uncomfortable driving experience, and meanwhile, vehicle parts are easy to damage, and the service life is short. The invention is proposed based on the research background, aims to provide an electric control transmission device for a new energy vehicle and solves the problems.
Disclosure of Invention
The invention aims to: the electric control transmission device of the new energy vehicle with the speed reducer can improve the problems to a certain extent, has the advantages of reliable and stable operation, fine control, unsmooth impact when the operation modes are switched among different driving operation modes, uncomfortable feeling reduction, component damage avoidance, short service life and the like.
In order to achieve the purpose, the invention adopts the following technical scheme:
an electric control transmission device of a new energy vehicle with a speed reducer, which is applied to the new energy vehicle, comprises: the system comprises an Electronic Control Unit (ECU), a detection sensing device, an electric energy storage unit and a power transmission system; the power transmission system comprises a motor, an engine, a hydraulic control clutch device and a speed reducer;
the detection sensing device is used for detecting the running state of the vehicle and the operation state of the driver; the vehicle running state comprises running speed, engine torque, motor torque and the charge state of the electric energy storage unit, and the driver operation state comprises accelerator pedal operation amount and brake pedal operation amount.
The electronic control unit ECU is in signal connection with the engine and can be used for adjusting the torque and the rotating speed of the engine; the electronic control device ECU is in signal connection with the hydraulic control clutch device and can be used for adjusting the combination pressure of the hydraulic control clutch device so as to adjust the torque transmission value transmitted by the hydraulic control clutch device; the electronic control unit ECU is in signal connection with the motor and can be used for controlling the output torque and the rotating speed of the motor; the electronic control unit ECU is in signal connection with the speed reducer and is used for controlling the speed reducer; and the electronic control unit ECU is in signal connection with the electric energy storage unit and can be used for controlling the charging and discharging of the electric energy storage unit.
The hydraulic control clutch device is used for selectively disconnecting or combining the engine and the motor according to requirements and is arranged to change a torque transmission value transmitted by the hydraulic control clutch device by adjusting the hydraulic control pressure;
the speed reducer is arranged at the downstream of the motor, the input end of the speed reducer is connected with the motor, and the output end of the speed reducer is connected to wheels through a power transmission shaft and a differential mechanism; the electric energy storage unit provides electric energy for the vehicle;
the detection sensing device is electrically connected with the electronic control unit ECU, and the electronic control transmission device can predict a running operation mode to be applied according to the running state of the vehicle and the operation state of a driver and switch the running operation mode.
The running operation mode comprises a pure electric drive operation mode driven by the motor alone and a hybrid power drive operation mode driven by the engine and the motor together; when the hydraulic control clutch is disconnected, a pure electric driving operation mode is used, and when the hydraulic control clutch is combined, a hybrid power driving operation mode is used. The running operation modes also include running power generation, regenerative braking, parking power generation, and the like, which are well known in the art.
When there is a change in the engagement state of the pilot-operated clutch device during the switching of the running operation mode, for example, when the hybrid drive operation mode is switched to the pure electric drive operation mode, or when the pure electric drive operation mode is switched to the hybrid drive operation mode, large torque fluctuation shock and a feeling of impact discomfort felt by the driver and passengers, which are combined or separated, often occur. The refinement control strategy is described in detail below.
The electronic control unit ECU detects a current running operation mode of the vehicle, predicts a running operation mode to be applied based on a running state of the vehicle and an operation state, and switches the running operation mode.
S1) when the vehicle is predicted to be switched from the pure electric drive operation mode to the hybrid power drive operation mode, increasing the output torque of the motor, and simultaneously increasing the pressure of the hydraulic control clutch device to a first set pressure value to enable the hydraulic control clutch device to slide, so as to start the engine; after the engine is started, the torque of the engine is gradually increased, meanwhile, the pressure of the hydraulic control clutch device is continuously and gradually increased until a second set pressure value enabling the hydraulic control clutch device to be completely combined is obtained, the torque of the engine is increased, the pressure of the hydraulic control clutch device is increased, and meanwhile, the electronic control device adjusts the output torque of the motor in real time based on the torque of the engine and the pressure of the hydraulic control clutch device, so that the torque required by the wheels is kept constant or fluctuates slightly. This is advantageous in reducing the feeling of impact discomfort felt by the driver and passengers, and reducing the problems of damage and reduction in life span that the components may cause.
Wherein, in order to ensure that enough wheel required torque can be provided to maintain the normal running of the vehicle and prevent the starting of the engine from consuming too much torque output by the motor, the first set pressure value is set to be smaller than the difference between the maximum torque provided by the motor and the wheel required torque when the hydraulic control clutch pressure reaches the first set pressure value.
In addition, in order to reduce power transmission fluctuation caused by sudden engine addition as much as possible, the time for the pilot-operated clutch pressure to rise from the zero point (i.e., the initial pressure at which the pilot-operated clutch does not generate transmission torque) to the first set pressure value is theoretically as long as possible, and the time for the pilot-operated clutch pressure to rise from the zero point to the first set pressure value is too long, which may cause the operation mode switching time to be too long, which may easily cause the sensitivity of the driver to acceleration/deceleration or controllability on the senses of the vehicle to be reduced, and may cause the driver to feel uncomfortable or to frequently step on the pedal, and therefore, the time change rate of the pilot-operated clutch pressure from the first set pressure value to the second set pressure value is greater than the time change rate of the pilot-operated clutch pressure from.
S2) when the vehicle is predicted to be switched from the hybrid driving operation mode to the pure electric driving operation mode, gradually reducing the engine torque, simultaneously reducing the pressure of the hydraulic control clutch device, enabling the hydraulic control clutch device to generate slippage until the hydraulic control clutch device is completely disconnected, wherein after the hydraulic control clutch device is completely disconnected, the engine torque is rapidly reduced until the vehicle is stopped or in an idle state; the electronic control device adjusts the motor output torque in real time based on the engine torque and the pilot-operated clutch pressure while reducing the engine torque and the pilot-operated clutch pressure to maintain the wheel demand torque constant or less fluctuating. This is advantageous in reducing the feeling of impact discomfort felt by the driver and passengers, and reducing the problems of damage and reduction in life span that the components may cause. Meanwhile, in the control, the engine can be stopped or idled after the hydraulic control clutch device is completely disconnected, so that vehicle shaking and motor torque control fluctuation caused by sudden fluctuation of power output when the engine is shut down or in a low-speed and low-torque state are prevented, driving experience is influenced, and fine control is not facilitated.
As a further optimization of the above scheme, the running operation modes further include running power generation, regenerative braking, and parking power generation operation modes. As a further optimization of the above solution, the vehicle driving state includes a driving speed, an engine torque, a motor torque, and a state of charge of the electrical energy storage unit. As a further optimization of the above, the driver's operation state includes an accelerator pedal operation amount, a brake pedal operation amount.
In the running process of the invention, the motor can be preferentially or mainly used for providing power for the running of the vehicle according to the requirement, the power of the motor is transmitted to the wheels through the speed reducer, and under special conditions, such as large torque is required or the electric quantity of the vehicle is insufficient, or low-speed high-torque requirement or high-speed high-torque requirement, or low requirement on exhaust emission, the combination operation of the hydraulic control clutch device is utilized to connect the engine and the motor to provide power for the vehicle together.
The electric control transmission device has the following beneficial effects:
(1) according to the invention, when the vehicle is switched among different driving operation modes, the adverse problem of the electric control transmission device can be improved to a certain extent by the optimized control strategy of the invention, and the electric control transmission device has the advantages of reliable and stable operation, fine control, capability of effectively solving the problem of unsmooth impact when the operation modes are switched among the different driving operation modes, reduction of uncomfortable feeling, avoidance of component damage, short service life and the like.
(2) According to the invention, the power of the motor is transmitted to the wheels through the speed reducer, when extra power or special requirements are needed, the engine is started and power is provided, the control is simple and effective, the optimized control can be realized without extra special control mechanisms and control equipment, the production and manufacturing cost is effectively reduced, and the service life and the driving comfort are increased.
Drawings
FIG. 1 is a schematic structural diagram of an electric transmission device of a new energy vehicle with a speed reducer.
Detailed Description
The electrically controlled transmission according to the present invention will be described in detail with reference to fig. 1.
An electric control transmission device of a new energy vehicle with a speed reducer, which is applied to the new energy vehicle, comprises: an electronic control unit ECU, a detection sensing device 6, an electric energy storage unit 5 and a power transmission system; the power transmission system comprises a motor 2, an engine 1, a hydraulic control clutch device 3 and a speed reducer 4;
the detection sensing device 6 is used for detecting the running state of the vehicle and the operation state of the driver; the vehicle running state comprises running speed, engine torque, motor torque and the charge state of the electric energy storage unit, and the driver operation state comprises accelerator pedal operation amount and brake pedal operation amount.
The electronic control unit ECU of the invention is in signal connection with the engine 1 and can be used for adjusting the torque and the rotating speed of the engine; the electronic control device ECU is in signal connection with the hydraulic control clutch device 3 and can be used for adjusting the combination pressure of the hydraulic control clutch device so as to adjust the torque transmission value transmitted by the hydraulic control clutch device; the electronic control unit ECU is in signal connection with the motor and can be used for controlling the output torque and the rotating speed of the motor 2; the electronic control unit ECU is in signal connection with the speed reducer 4 and can be used for controlling the speed reducer 4; the electronic control unit ECU is in signal connection with the electric energy storage unit 5 and can be used for controlling the charging and discharging of the electric energy storage unit 5.
The hydraulic control clutch device 3 is used for selectively disconnecting or combining the engine 1 and the motor 2 according to requirements, and is arranged to change a torque transmission value transmitted by the hydraulic control clutch device 3 by adjusting the hydraulic control pressure;
the speed reducer 4 is arranged at the downstream of the motor 2, the input end of the speed reducer 4 is connected with the motor 2, and the output end of the speed reducer 4 is connected to wheels through a power transmission shaft and a differential mechanism;
the electric energy storage unit 5 is electrically connected with the motor; the electric energy storage unit provides electric energy for the vehicle;
the detection sensing device 6 is electrically connected with an electronic control unit ECU, and the electronic control transmission device can predict a running operation mode to be applied according to the running state of the vehicle and the operation state of a driver and switch the running operation mode.
The running operation mode comprises a pure electric drive operation mode driven by the motor 2 alone and a hybrid power drive operation mode driven by the engine 1 and the motor 2 together; the pure electric drive mode of operation is used when the hydraulic clutch 3 is disengaged and the hybrid drive mode of operation is used when the hydraulic clutch 3 is engaged. The running operation modes also include running power generation, regenerative braking, parking power generation, and the like, which are well known in the art.
In the running process of the invention, the motor can be preferentially and/or mainly used for providing power for the running of the vehicle, the power of the motor is transmitted to the wheels through the speed reducer, and under special conditions, such as large torque is needed or the electric quantity of the vehicle is insufficient, or low-speed high-torque requirement or high-speed high-torque requirement, or the occasion with low exhaust emission requirement, the combined operation of the hydraulic control clutch device is utilized, and the engine power is connected to the motor to provide power for the vehicle together. Of course, the transmission ratio of the reducer is preferably fixed, and special requirements can be set in such a way that the transmission ratio can be switched under the control of the control unit.
When there is a change in the engagement state of the pilot-operated clutch device during the switching of the running operation mode, for example, when the hybrid drive operation mode is switched to the pure electric drive operation mode, or when the pure electric drive operation mode is switched to the hybrid drive operation mode, large torque fluctuation shock and a feeling of impact discomfort felt by the driver and passengers, which are combined or separated, often occur. The refinement control strategy is described in detail below.
The electronic control unit ECU detects a current running operation mode of the vehicle, predicts a running operation mode to be applied based on a running state of the vehicle and an operation state, and switches the running operation mode.
S1) when the vehicle is predicted to be switched from the pure electric drive operation mode to the hybrid power drive operation mode, increasing the output torque of the motor, and simultaneously increasing the pressure of the hydraulic control clutch device to a first set pressure value to enable the hydraulic control clutch device to slide, so as to start the engine; after the engine is started, the torque of the engine is gradually increased, meanwhile, the pressure of the hydraulic control clutch device is continuously and gradually increased until a second set pressure value enabling the hydraulic control clutch device to be completely combined is obtained, the torque of the engine is increased, the pressure of the hydraulic control clutch device is increased, and meanwhile, the electronic control device adjusts the output torque of the motor in real time based on the torque of the engine and the pressure of the hydraulic control clutch device, so that the torque required by the wheels is kept constant or fluctuates slightly. This is advantageous in reducing the feeling of impact discomfort felt by the driver and passengers, and reducing the problems of damage and reduction in life span that the components may cause.
Wherein, in order to ensure that enough wheel required torque can be provided to maintain the normal running of the vehicle and prevent the starting of the engine from consuming too much torque output by the motor, the first set pressure value is set to be smaller than the difference between the maximum torque provided by the motor and the wheel required torque when the hydraulic control clutch pressure reaches the first set pressure value.
In addition, in order to reduce power transmission fluctuation caused by sudden engine addition as much as possible, the time for the pilot-operated clutch pressure to rise from the zero point (i.e., the initial pressure at which the pilot-operated clutch does not generate transmission torque) to the first set pressure value is theoretically as long as possible, and the time for the pilot-operated clutch pressure to rise from the zero point to the first set pressure value is too long, which may cause the operation mode switching time to be too long, which may easily cause the sensitivity of the driver to acceleration/deceleration or controllability on the senses of the vehicle to be reduced, and may cause the driver to feel uncomfortable or to frequently step on the pedal, and therefore, the time change rate of the pilot-operated clutch pressure from the first set pressure value to the second set pressure value is greater than the time change rate of the pilot-operated clutch pressure from.
S2) when the vehicle is predicted to be switched from the hybrid driving operation mode to the pure electric driving operation mode, gradually reducing the engine torque, simultaneously reducing the pressure of the hydraulic control clutch device, enabling the hydraulic control clutch device to generate slippage until the hydraulic control clutch device is completely disconnected, wherein after the hydraulic control clutch device is completely disconnected, the engine torque is rapidly reduced until the vehicle is stopped or in an idle state; the electronic control device adjusts the motor output torque in real time based on the engine torque and the pilot-operated clutch pressure while reducing the engine torque and the pilot-operated clutch pressure to maintain the wheel demand torque constant or less fluctuating. This is advantageous in reducing the feeling of impact discomfort felt by the driver and passengers, and reducing the problems of damage and reduction in life span that the components may cause. Meanwhile, in the control, the engine can be stopped or idled after the hydraulic control clutch device is completely disconnected, so that vehicle shaking and motor torque control fluctuation caused by sudden fluctuation of power output when the engine is shut down or in a low-speed and low-torque state are prevented, driving experience is influenced, and fine control is not facilitated.
The embodiments described above are intended to facilitate one of ordinary skill in the art in understanding and using the present invention. It will be readily apparent to those skilled in the art that various modifications to these embodiments may be made, and the generic principles described herein may be applied to other embodiments without the use of the inventive faculty. Therefore, the present invention is not limited to the embodiments described herein, and those skilled in the art should make improvements and modifications within the scope of the present invention based on the disclosure of the present invention.

Claims (5)

1. An electric control transmission device of a new energy vehicle with a speed reducer, the electric control transmission device comprising: the system comprises an Electronic Control Unit (ECU), a detection sensing device, an electric energy storage unit and a power transmission system; the power transmission system comprises a motor, an engine, a hydraulic control clutch device and a speed reducer; the detection sensing device is used for detecting a vehicle running state and a driver operation state;
the electronic control unit ECU is in signal connection with the motor and can be used for controlling the output torque and the rotating speed of the motor; the electronic control unit ECU is in signal connection with the engine and can be used for adjusting the torque and the rotating speed of the engine; the electronic control device ECU is in signal connection with the hydraulic control clutch device and can be used for adjusting the combination pressure of the hydraulic control clutch device so as to adjust the torque transmission value transmitted by the hydraulic control clutch device; the electronic control unit ECU is in signal connection with the speed reducer and is used for controlling the speed reducer; the electronic control unit ECU is in signal connection with the electric energy storage unit and can be used for controlling the charging and discharging of the electric energy storage unit;
the vehicle running state comprises running speed, engine torque, motor torque and the charge state of the electric energy storage unit;
the hydraulic control clutch device is used for selectively disconnecting or combining the engine and the motor according to requirements and is arranged to change a torque transmission value transmitted by the hydraulic control clutch device by adjusting the hydraulic control pressure;
the speed reducer is arranged at the downstream of the motor, the input end of the speed reducer is connected with the motor, and the output end of the speed reducer is connected to wheels through a power transmission shaft and a differential mechanism; the electric energy storage unit provides electric energy for the vehicle;
the detection sensing device is electrically connected with the electronic control unit ECU, and the electronic control unit ECU can predict a running operation mode to be applied according to the running state of the vehicle and the operation state of a driver and switch the running operation mode; the running operation mode comprises a pure electric drive operation mode in which the motor is driven independently and a hybrid power drive operation mode in which the engine and the motor are driven together; when the hydraulic control clutch device is disconnected, a pure electric driving operation mode is used, and when the hydraulic control clutch device is combined, a hybrid power driving operation mode is used;
the method comprises the steps that an Electronic Control Unit (ECU) detects the current running operation mode of a vehicle, predicts the running operation mode to be applied according to the running state and the operation state of the vehicle, and switches the running operation mode; wherein, the running operation mode switching is controlled as follows:
s1) when the vehicle is predicted to be switched from the pure electric drive operation mode to the hybrid power drive operation mode, increasing the output torque of the motor, and simultaneously increasing the pressure of the hydraulic control clutch device to a first set pressure value to enable the hydraulic control clutch device to slide, so as to start the engine; after the engine is started, gradually increasing the torque of the engine, and simultaneously continuously and gradually increasing the pressure of the hydraulic control clutch device until a second set pressure value which enables the hydraulic control clutch device to be completely combined, and when the torque of the engine and the pressure of the hydraulic control clutch device are increased, the electronic control device adjusts the output torque of the motor in real time on the basis of the torque of the engine and the pressure of the hydraulic control clutch device so as to maintain the torque required by the wheels to be constant;
s2) when the vehicle is predicted to be switched from the hybrid driving operation mode to the pure electric driving operation mode, gradually reducing the engine torque, simultaneously reducing the pressure of the hydraulic control clutch device, enabling the hydraulic control clutch device to generate slippage until the hydraulic control clutch device is completely disconnected, wherein after the hydraulic control clutch device is completely disconnected, the engine torque is rapidly reduced until the vehicle is stopped or in an idle state; while reducing the engine torque and the pressure of the hydraulic control clutch device, the electronic control device adjusts the output torque of the motor in real time based on the engine torque and the pressure of the hydraulic control clutch device so as to maintain the wheel demand torque to be constant;
wherein the time change rate of the pressure of the hydraulic control clutch device from the first set pressure value to the second set pressure value is 2 to 5 times greater than the time change rate from the zero point to the first set pressure value;
the reducer is a fixed transmission ratio mechanism, is not a speed change mechanism, and is specifically a hyperbolic bevel gear reduction gear pair mechanism or a helical planetary reduction gear pair mechanism with mutually perpendicular input and output transmission shafts.
2. The electrically controlled transmission of claim 1, wherein the first predetermined pressure is set to transmit a torque transmission value less than the difference between the maximum torque available from the electric motor and the wheel torque demand when the pilot clutch pressure reaches the first predetermined pressure.
3. The electrically controlled transmission according to claim 1, wherein a time rate of change of the pressure of the hydraulically controlled clutch device from the first set pressure value to the second set pressure value is 3.5 times greater than a time rate of change of the pressure from the zero point to the first set pressure value.
4. The electrically controlled transmission of claim 1, wherein the travel operating modes further include a drive generating mode, a regenerative braking mode, and a park generating mode.
5. The electrically controlled transmission according to claim 1, characterized in that the driver operation state includes an accelerator pedal operation amount and a brake pedal operation amount.
CN201811634026.6A 2018-12-29 2018-12-29 New energy vehicle electric control transmission device with speed reducer Active CN109693673B (en)

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US11603112B2 (en) 2019-10-17 2023-03-14 Toyota Motor Engineering & Manufacturing North America, Inc. Adaptable drive mode systems and methods
CN112078567B (en) * 2020-08-13 2021-10-15 珠海格力电器股份有限公司 Power system switching method, device, equipment and storage medium
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US8538643B1 (en) * 2012-04-13 2013-09-17 Ford Global Technologies, Llc Active damping during clutch engagement for engine start
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Effective date of registration: 20210702

Address after: No.176, Gaoxin East 1st Road, Tongxiang Economic Development Zone, Tongxiang City, Jiaxing City, Zhejiang Province, 314500

Patentee after: Zhejiang Xinke Transmission Technology Co.,Ltd.

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Patentee before: ZHEJIANG XINKE PRECISION MACHINERY Co.,Ltd.