CN109747631B - Electric vehicle control method with speed reducer system - Google Patents
Electric vehicle control method with speed reducer system Download PDFInfo
- Publication number
- CN109747631B CN109747631B CN201910072530.XA CN201910072530A CN109747631B CN 109747631 B CN109747631 B CN 109747631B CN 201910072530 A CN201910072530 A CN 201910072530A CN 109747631 B CN109747631 B CN 109747631B
- Authority
- CN
- China
- Prior art keywords
- clutch
- gear
- hydraulic control
- torque
- motor
- 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
Links
- 239000003638 chemical reducing agent Substances 0.000 title claims abstract description 48
- 238000000034 method Methods 0.000 title claims abstract description 25
- 230000009467 reduction Effects 0.000 claims description 40
- 230000005540 biological transmission Effects 0.000 claims description 21
- 230000008859 change Effects 0.000 claims description 17
- 238000004146 energy storage Methods 0.000 claims description 17
- 238000001514 detection method Methods 0.000 claims description 12
- 238000010248 power generation Methods 0.000 claims description 7
- 238000007599 discharging Methods 0.000 claims description 3
- 230000008569 process Effects 0.000 description 8
- 230000009286 beneficial effect Effects 0.000 description 5
- 230000001360 synchronised effect Effects 0.000 description 3
- 230000006872 improvement Effects 0.000 description 2
- 238000004519 manufacturing process Methods 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 230000001172 regenerating effect Effects 0.000 description 2
- 230000035939 shock Effects 0.000 description 2
- 230000001133 acceleration Effects 0.000 description 1
- 238000011217 control strategy Methods 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000007246 mechanism Effects 0.000 description 1
- 238000005457 optimization Methods 0.000 description 1
- 230000002035 prolonged effect Effects 0.000 description 1
- 230000035945 sensitivity Effects 0.000 description 1
Images
Abstract
The invention relates to a control method of an electric vehicle with a speed reducer system, which is applied to the field of new energy vehicles, wherein the control method comprises a vehicle electric control device which is configured to switch a running operation mode, acquires the current running operation mode of the vehicle, predicts the running operation mode to be applied according to the running state of the vehicle and the operation state of a driver, and further switches the running operation mode.
Description
Technical Field
The invention relates to the technical field of new energy electric vehicles, in particular to a control method of an electric vehicle with a speed reducer system.
Background
When a new energy electric vehicle is widely popularized, the electric vehicle is provided with a speed reducer power system and a corresponding control device thereof, and when a pure electric driving mode and a hybrid driving mode are mutually switched in the operation process, torque and transmission rotating speed fluctuation impact occurs due to fluctuation changes of torque transmitted by an engine output torque and a hydraulic control clutch and output torque of a generator/motor, so that torque switching and rotating speed are excessively unsmooth, uncomfortable feeling is brought to a driver and passengers, vehicle parts are easily damaged, and the service life is short. The invention provides an improvement based on the problem, aims to provide a speed reducer power system for a new energy vehicle and solves the problem.
Disclosure of Invention
The invention aims to: the control method has the advantages that the design of the special structures of the power system and the speed reducer is reasonable, the operation is reliable and stable, the control is fine, the problems of switching operation modes between a hybrid power drive operation mode and a pure electric drive operation mode and unsmooth impact when a speed reduction ratio is switched can be effectively solved, the uncomfortable feeling is reduced, the damage to components is avoided, the service life is short, and the like.
In order to achieve the purpose, the invention adopts the following technical scheme:
a control method of an electric vehicle having a speed reducer system, the electric vehicle having the speed reducer system comprising: the system comprises a generator/motor, a hydraulic pump unit, an engine, a hydraulic control clutch, a speed reducer, an electric energy storage device, a whole vehicle electric control device and a detection sensing unit; the whole vehicle electric control device is respectively and electrically connected with and controls the engine, the hydraulic control clutch, the generator/motor, the speed reducer, the electric energy storage device, the hydraulic pump unit and the detection sensing unit; the detection sensing unit is used for detecting a vehicle running state and a driver operation state; the hydraulic control clutch is used for selectively disconnecting or combining the engine and the power generation/motor according to requirements and is arranged to change a torque transmission value transmitted by the hydraulic control clutch by adjusting the hydraulic control pressure; the decelerator disposed downstream of the generator/motor; the speed reducer comprises a driving input shaft, a first gear, a second gear, an input shaft clutch, a driven output shaft, a third gear, a fourth gear, an output shaft clutch and a one-way clutch; the output shaft of the generator/motor is connected with the left end of the active input shaft; the right end of the active input shaft is connected with a hydraulic pump unit; the first gear is fixedly arranged on the active input shaft and positioned on the left side of the hydraulic pump unit, and the second gear is rotatably arranged on the active input shaft and positioned on the left side of the first gear; the input shaft clutch is positioned on the left side of the second gear, an outer ring clutch component of the input shaft clutch is fixedly connected with a gear ring of the second gear, an inner ring clutch component of the input shaft clutch is fixedly connected with the driving input shaft, and the inner ring clutch component and the outer ring clutch component of the input shaft clutch can be mutually combined or separately connected; the third gear is rotatably arranged on the driven output shaft and is meshed with the first gear; the fourth gear 17 is positioned at the left side of the third gear, is fixedly arranged on the driven output shaft and is meshed with the second gear; the output shaft clutch is positioned on the right side of the third gear, an outer ring clutch component of the output shaft clutch is fixedly connected with a gear ring of the third gear, an inner ring clutch component of the output shaft clutch is fixedly connected with the driven output shaft, and the inner ring clutch component and the outer ring clutch component of the output shaft clutch can be mutually combined or separately connected; the power of the driven output shaft is connected to wheels through a differential and a power transmission shaft; the outer ring of the one-way clutch is fixedly connected with the inner gear hub of the second gear, and the inner ring of the one-way clutch is fixedly connected with the driving input shaft; the electric energy storage device is electrically connected with the generator/motor;
the whole vehicle electric control 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 a generator/motor alone and a hybrid power drive operation mode driven by an engine and the generator/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 whole vehicle electric control device acquires the current running mode of the vehicle, predicts the running mode to be applied according to the running state and the operation state of the vehicle and switches the running mode; 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 generator/motor, and simultaneously increasing the pressure of the hydraulic control clutch to a first set pressure value to enable the hydraulic control clutch to generate slip, thereby starting 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 until a second set pressure value which enables the hydraulic control clutch to be completely combined, and when the torque of the engine and the pressure of the hydraulic control clutch are increased, the electric control device of the whole vehicle adjusts the output torque of the generator/motor in real time based on the torque of the engine and the pressure of the hydraulic control clutch so as to maintain the torque required by the wheels to be constant;
when the vehicle is predicted to be switched from the hybrid power driving operation mode to the pure electric driving operation mode, gradually reducing the torque of the engine, and simultaneously reducing the pressure of the hydraulic control clutch to enable the hydraulic control clutch to generate slippage until the hydraulic control clutch is completely disconnected; while reducing the torque of the engine and the pressure of the hydraulic control clutch, the electric control device of the whole vehicle adjusts the output torque of the generator/motor in real time based on the torque of the engine and the pressure of the hydraulic control clutch so as to maintain the torque required by the wheels to be constant; wherein the first set pressure value is set such that the torque transmission value transmitted when the pilot-operated clutch pressure reaches the first set pressure value is smaller than the difference between the maximum torque that can be provided by the generator/motor and the wheel required torque.
And the time change rate of the pressure of the hydraulic control clutch from the first set pressure value to the second set pressure value is greater than the time change rate of the pressure of the hydraulic control clutch from the zero point to the first set pressure value. Wherein a time change rate of the pressure of the hydraulically-controlled clutch from the first set pressure value to the second set pressure value is 2 to 5 times greater than a time change rate of the pressure of the hydraulically-controlled clutch from the zero point to the first set pressure value. Wherein the time change rate of the pressure of the hydraulic control clutch 3 from the first set pressure value to the second set pressure value is 3.5 times greater than the time change rate of the pressure of the hydraulic control clutch 3 from the zero point to the first set pressure value. The whole vehicle electric control device comprises a central electronic control unit, a hydraulic control clutch control unit and a motor control unit; the hydraulic control clutch control unit and the motor control unit are connected with and controlled by the central electronic control unit; the central electronic control unit is in signal connection with the engine and can be used for adjusting the torque and the rotating speed of the engine; the hydraulic control clutch control unit is in signal connection with the hydraulic control clutch and can be used for adjusting the combination pressure of the hydraulic control clutch so as to adjust the torque transmission value transmitted by the hydraulic control clutch; the motor control unit is in signal connection with the generator/motor and can be used for controlling the output torque and the rotating speed of the generator/motor; the central electronic control unit is in signal connection with the speed reducer and is used for controlling the speed reducer; the central electronic control unit is in signal connection with the electric energy storage device and can be used for controlling the charging and discharging of the electric energy storage device 5; the detection sensing unit is electrically connected with the central electronic control unit. The running operation modes further comprise 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 generator/motor torque, a state of charge of an electrical energy storage device.
Further, it is preferable that the gear ratio of the fourth gear 17 to the second gear 13 is 1.6 to 1.9 times the gear ratio of the third gear 18 to the first gear 16. This is beneficial for a more appropriate gear level difference, and is beneficial for the gear shifting position not to cause a larger power interruption discomfort feeling during the switching process. In addition, the one-way clutch is adopted, when the input shaft clutch and the output shaft clutch are simultaneously separated, the inner ring and the outer ring of the one-way clutch are in a synchronous state, the transmission ratio of the speed reducer is unchanged, the vehicle keeps the current first reduction ratio gear to move forward, and at the moment, when the speed reducer needs to be lifted from the first reduction ratio gear to the second reduction ratio gear, the output shaft clutch can be combined after the input shaft clutch is completely disconnected; after the input shaft clutch is completely disconnected, the output shaft clutch is gradually combined to enable the speed reducer to be gently improved to a second speed reduction ratio gear; when the speed reducer needs to be reduced to a first speed reduction ratio gear from a second speed reduction ratio gear, the speed reducer is gently switched to the first speed reduction ratio gear only by gradually disconnecting the output shaft clutch and gradually combining the input shaft clutch. The whole speed reduction ratio switching process keeps small power fluctuation all the time, and impact and discomfort are reduced.
In the running process of the invention, the power generator/motor can be preferentially or mainly used for providing power for the running of the vehicle according to the requirement, the power of the power generator/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 the occasion with low requirement on exhaust emission, the combined operation of the hydraulic control clutch is utilized, and the power of the engine is connected to the power generator/motor to provide power for the vehicle together.
The electromechanical power system has the following beneficial effects:
(1) according to the invention, when the vehicle is switched from the pure electric drive operation mode to the hybrid power drive operation mode and/or from the hybrid power drive operation mode to the pure electric drive operation mode, through the optimized control strategy, the feeling of impact discomfort of a driver and passengers is favorably reduced, and the problems of possible damage and service life reduction of components caused by the feeling are reduced. In the invention, the power of the generator/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, the service life is prolonged, and the driving comfort is improved.
(2) In addition, the reducer of the invention has reasonable structural design, particularly adopts two clutches and application of combining a one-way clutch, when the input shaft clutch and the output shaft clutch are simultaneously separated, the inner ring and the outer ring of the one-way clutch are in a synchronous state, the transmission ratio of the reducer is unchanged, the electric vehicle keeps the current first reduction ratio gear to move forward (equivalent to the reduction ratio when the input shaft clutch is combined and the output shaft clutch is separated), and when the reducer is increased from the first reduction ratio gear to the second reduction ratio gear, the output shaft clutch can be combined after the input shaft clutch is completely disconnected; after the input shaft clutch is completely disconnected, the gradual combination speed of the output shaft clutch is gradually increased to a second reduction ratio gear; when the speed of the speed reducer is reduced to a first speed reduction ratio gear from a second speed reduction ratio gear, the clutch of the input shaft is combined only when the clutch of the output shaft is gradually disconnected and gently switched to the first speed reduction ratio gear. The whole speed reduction ratio switching process always keeps small fluctuation of power, and impact and discomfort are reduced.
Drawings
Fig. 1 is a schematic configuration diagram of a control method of an electric vehicle having a retarder system according to the present invention.
Detailed Description
The control method of the electric vehicle having a retarder system according to the present invention will be described in detail with reference to fig. 1.
An electric vehicle control method with a retarder system, which is applied to a new energy vehicle, includes: the system comprises an engine 1, a generator/motor 2, a hydraulic control clutch 3, a speed reducer 4, a whole vehicle electric control device, a detection sensing unit 6, an electric energy storage device 5 and a hydraulic pump unit 10;
a pilot clutch 3 for selectively disconnecting or connecting the engine 1 and the generator/motor 2 as required, and configured to be able to change a torque transmission value transmitted by the pilot clutch 3 by adjusting a magnitude of a pilot pressure;
a decelerator 4 provided downstream of the generator/motor 3; the speed reducer 4 comprises a driving input shaft 11, a first gear 16, a second gear 13, an input shaft clutch 14, a driven output shaft 12, a third gear 18, a fourth gear 17, an output shaft clutch 19 and a one-way clutch 15; the output shaft of the generator/motor 2 is connected with the left end of the active input shaft 11; the right end of the active input shaft 11 is connected with a hydraulic pump unit 10; the first gear 16 is fixedly arranged on the active input shaft 11 and positioned on the left side of the hydraulic pump unit 10, and the second gear 13 is rotatably arranged on the active input shaft 11 and positioned on the left side of the first gear 16; the input shaft clutch 14 is positioned at the left side of the second gear 13, an outer ring clutch part of the input shaft clutch 14 is fixedly connected with a gear ring of the second gear 13, an inner ring clutch part of the input shaft clutch 14 is fixedly connected with the driving input shaft 11, and the inner ring clutch part and the outer ring clutch part of the input shaft clutch 14 can be mutually combined or separated; the third gear 18 is rotatably arranged at the right end of the driven output shaft 12 and is meshed with the first gear 16; the fourth gear 17 is positioned at the left side of the third gear 18, is fixedly arranged on the driven output shaft 12 and is meshed with the second gear 13; the output shaft clutch 19 is positioned at the right side of the third gear 18, an outer ring clutch component of the output shaft clutch 19 is fixedly connected with a gear ring of the third gear 18, an inner ring clutch component of the output shaft clutch 19 is fixedly connected with the driven output shaft 12, and the inner ring clutch component and the outer ring clutch component of the output shaft clutch 19 can be mutually combined or separated; the power of the driven output shaft 12 is directly connected to the wheels 7 through a differential and a power transmission shaft; the outer ring of the one-way clutch 15 is fixedly connected with the inner gear hub of the second gear 13, and the inner ring of the one-way clutch 15 is fixedly connected with the active input shaft 11;
the electric energy storage device 5 is electrically connected with the generator/motor;
the detection sensing unit 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, generator/motor torque and the state of charge of an electric energy storage device, and the driver operation state comprises an accelerator pedal operation amount and a brake pedal operation amount.
The electric vehicle also comprises a whole vehicle electric control device, wherein the whole vehicle electric control device is respectively and electrically connected with and controls the engine, the hydraulic control clutch, the generator/motor, the speed reducer, the electric energy storage device, the hydraulic pump unit and the detection sensing unit; the whole vehicle electric control device comprises a central electronic control unit ECU, a hydraulic control clutch control unit 8 and a motor control unit 9, wherein the hydraulic control clutch control unit 3 and the motor control unit 9 are connected with and controlled by the central electronic control unit ECU; the central electronic control unit ECU is in signal connection with the engine 1 and can be used for adjusting the torque and the rotating speed of the engine; the hydraulic control clutch control unit 8 is in signal connection with the hydraulic control clutch 3 and can be used for adjusting the combination pressure of the hydraulic control clutch so as to adjust the torque transmission value transmitted by the hydraulic control clutch; the motor control unit 9 is in signal connection with the generator/motor and can be used for controlling the output torque and the rotating speed of the generator/motor 2; the central electronic control unit ECU is in signal connection with the speed reducer 4 and can be used for controlling the speed reducer 4; the central electronic control unit ECU is in signal connection with the electric energy storage device 5 and can be used for controlling the charging and discharging of the electric energy storage device 5.
The detection sensing unit 6 is electrically connected with the central electronic control unit ECU, and the whole vehicle electric control 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 in which the generator/motor 2 is driven independently and a hybrid drive operation mode in which the engine 1 and the generator/motor 2 are driven together; the pure electric drive mode of operation is used when the pilot clutch 3 is disengaged and the hybrid drive mode of operation is used when the pilot clutch 3 is engaged. The driving operation modes also include operation modes of driving power generation, regenerative braking, parking power generation, etc., which are well known in the art.
In the running process of the invention, the power can be preferentially and/or mainly provided for the running of the vehicle by the generator/motor, the power of the generator/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 low requirement on exhaust emission, the combined operation of the hydraulic control clutch is utilized, and the power of the engine is connected to the generator/motor to provide power for the vehicle together. Of course, the transmission ratio of the retarder is preferably fixed, and special requirements may be set in the form of switchable transmission ratios controlled by the control unit.
When there is a change in the engagement state of the pilot-operated clutch during the switching of the running operation mode, for example, when switching from the pure electric drive operation mode to the hybrid drive operation mode, or when switching from the hybrid drive operation mode to the pure electric drive operation mode, large torque ripple shock and uncomfortable feeling of shock felt by the driver and passengers, which are combined or separated, often occur. To solve the above problem, the control procedure during mode switching will be described in detail with reference to fig. 1.
The whole vehicle electric control device detects the current running mode of the vehicle through the central electronic control unit ECU to acquire the current running mode of the vehicle, predicts the running mode to be applied according to the running state and the operation state of the vehicle, and switches the running 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 generator/motor, and simultaneously increasing the pressure of the hydraulic control clutch to a first set pressure value to enable the hydraulic control clutch to generate slippage, 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 is continuously and gradually increased until a second set pressure value enabling the hydraulic control clutch to be completely combined is obtained, the torque of the engine and the pressure of the hydraulic control clutch are increased, and meanwhile, the central electronic control unit adjusts the output torque of the power generation/motor in real time based on the torque of the engine and the pressure of the hydraulic control clutch so as to maintain the torque required by the wheels to be constant or small in fluctuation. 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 that the components may cause.
Wherein, in order to ensure that enough wheel demand 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 generator/motor, the first set pressure value is set to transmit a torque transmission value smaller than the difference between the maximum torque which can be provided by the generator/motor and the wheel demand torque when the pilot-operated 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 switching the operation mode is too long, which may cause the sensitivity of the driver to sense acceleration/deceleration of the vehicle or the maneuverability to decrease, 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 the zero point to the first set pressure value, preferably 2 to 5 times greater, and more preferably 3.5 times greater.
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 torque of the engine, and simultaneously reducing the pressure of the hydraulic control clutch to enable the hydraulic control clutch to generate slippage until the hydraulic control clutch is completely disconnected; the central electronic control unit adjusts the generator/motor output torque in real time based on the engine torque and the pilot clutch pressure while reducing the engine torque and the pilot 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 reduced life that the components may cause.
Further, it is preferable that the gear ratio of the fourth gear 17 to the second gear 13 is 1.6 to 1.9 times as large as the gear ratio of the third gear 18 to the first gear 16. This is beneficial for a more appropriate gear level difference, and is beneficial for the gear shifting position not to cause a larger power interruption discomfort feeling during the switching process. In addition, the one-way clutch is adopted, when the input shaft clutch and the output shaft clutch are separated simultaneously, the inner ring and the outer ring of the one-way clutch are in a synchronous state, the transmission ratio of the speed reducer is unchanged (equivalent to the reduction ratio when the input shaft clutch is combined and the output shaft clutch is in a separated state), the vehicle keeps the current first reduction ratio gear to move forwards, and at the moment, when the speed reducer needs to be increased from the first reduction ratio gear to the second reduction ratio gear, the output shaft clutch can be combined after the input shaft clutch is completely disconnected; after the input shaft clutch is completely disconnected, the output shaft clutch is gradually combined to enable the speed reducer to be smoothly improved to a second speed reduction ratio gear; when the speed reducer needs to be reduced from a second speed reduction ratio gear to a first speed reduction ratio gear, the speed reducer is gently switched to the first speed reduction ratio gear only by gradually disconnecting the output shaft clutch and simultaneously gradually combining the input shaft clutch. The whole speed reduction ratio switching process always keeps small fluctuation of power, and impact and discomfort are reduced.
It should be noted that the switching of the running mode and the switching of the reduction ratio gear can be flexibly switched and controlled according to the driving intention and the vehicle speed state of the vehicle, for example, a reduction ratio gear is selected according to the vehicle speed, the driving intention or the road condition (such as a mountainous area, a muddy road, a city road, and the like), the driving economy, and then the running mode switching control is implemented on the basis of the fixed gear; of course, it is also possible to select a driving operation mode according to the vehicle speed, the driving intention or the road conditions (such as mountainous areas, muddy roads, urban roads, etc.), the driving economy, and then perform the reduction ratio gear switching control according to the situation change requirement. Or according to special conditions, the driving running mode and the reduction ratio gear switching are sequentially and simultaneously changed and controlled.
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 (6)
1. A control method of an electric vehicle having a speed reducer system, the electric vehicle having the speed reducer system comprising: the system comprises a generator/motor, a hydraulic pump unit, an engine, a hydraulic control clutch, a speed reducer, an electric energy storage device, a whole vehicle electric control device and a detection sensing unit; the whole vehicle electric control device is respectively and electrically connected with and controls the engine, the hydraulic control clutch, the generator/motor, the speed reducer, the electric energy storage device, the hydraulic pump unit and the detection sensing unit; the detection sensing unit is used for detecting a vehicle running state and a driver operation state; the hydraulic control clutch is used for selectively disconnecting or combining the engine and the power generation/motor according to requirements and is arranged to change a torque transmission value transmitted by the hydraulic control clutch by adjusting the size of hydraulic control pressure; the decelerator disposed downstream of the generator/motor; the speed reducer comprises a driving input shaft, a first gear, a second gear, an input shaft clutch, a driven output shaft, a third gear, a fourth gear, an output shaft clutch and a one-way clutch; the output shaft of the generator/motor is connected with the left end of the active input shaft; the right end of the active input shaft is connected with a hydraulic pump unit; the first gear is fixedly arranged on the active input shaft and positioned on the left side of the hydraulic pump unit, and the second gear is rotatably arranged on the active input shaft and positioned on the left side of the first gear; the input shaft clutch is positioned on the left side of the second gear, an outer ring clutch part of the input shaft clutch is fixedly connected with a gear ring of the second gear, an inner ring clutch part of the input shaft clutch is fixedly connected with the driving input shaft, and the inner ring clutch part and the outer ring clutch part of the input shaft clutch can be mutually combined or separately connected; the third gear is rotatably arranged on the driven output shaft and is meshed with the first gear; the fourth gear is positioned on the left side of the third gear, is fixedly arranged on the driven output shaft and is meshed with the second gear; the output shaft clutch is positioned on the right side of the third gear, an outer ring clutch component of the output shaft clutch is fixedly connected with a gear ring of the third gear, an inner ring clutch component of the output shaft clutch is fixedly connected with the driven output shaft, and the inner ring clutch component and the outer ring clutch component of the output shaft clutch can be mutually combined or separately connected; the power of the driven output shaft is connected to wheels through a differential and a power transmission shaft; the outer ring of the one-way clutch is fixedly connected with the inner gear hub of the second gear, and the inner ring of the one-way clutch is fixedly connected with the active input shaft; the electric energy storage device is electrically connected with the generator/motor;
the whole vehicle electric control 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 a generator/motor alone and a hybrid power drive operation mode driven by an engine and the generator/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 whole vehicle electric control device acquires the current running mode of the vehicle, predicts the running mode to be applied according to the running state and the operation state of the vehicle, and switches the running mode; 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 generator/motor, and simultaneously increasing the pressure of the hydraulic control clutch to a first set pressure value to enable the hydraulic control clutch to generate slippage 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 until a second set pressure value which enables the hydraulic control clutch to be completely combined, and when the torque of the engine and the pressure of the hydraulic control clutch are increased, the electric control device of the whole vehicle adjusts the output torque of the generator/motor in real time on the basis of the torque of the engine and the pressure of the hydraulic control clutch so as to maintain the torque required by the wheels to be constant;
when the vehicle is predicted to be switched from the hybrid power driving operation mode to the pure electric driving operation mode, gradually reducing the torque of the engine, and simultaneously reducing the pressure of the hydraulic control clutch to enable the hydraulic control clutch to generate slippage until the hydraulic control clutch is completely disconnected; while reducing the torque of the engine and the pressure of the hydraulic control clutch, the electric control device of the whole vehicle adjusts the output torque of the generator/motor in real time based on the torque of the engine and the pressure of the hydraulic control clutch so as to maintain the torque required by the wheels to be constant; wherein the first set pressure value is set such that the torque transmission value transmitted when the pilot-operated clutch pressure reaches the first set pressure value is smaller than the difference between the maximum torque that can be provided by the generator/motor and the wheel required torque.
2. The control method according to claim 1, further comprising, when the input shaft clutch and the output shaft clutch are simultaneously disengaged, synchronizing the inner and outer races of the one-way clutch, keeping the transmission ratio of the speed reducer unchanged, and keeping the vehicle moving forward at the current first reduction ratio, wherein when the speed reducer needs to be shifted from the first reduction ratio to the second reduction ratio, the output shaft clutch can be engaged after the input shaft clutch is completely disengaged; after the input shaft clutch is completely disconnected, the output shaft clutch is gradually combined, so that the speed reducer is gently improved to a second speed reduction ratio gear; when the speed reducer needs to be reduced from a second speed reduction ratio gear to a first speed reduction ratio gear, the speed reducer is gently switched to the first speed reduction ratio gear only by gradually disconnecting the output shaft clutch and simultaneously gradually combining the input shaft clutch.
3. The control method according to claim 1, wherein a time rate of change in the pressure of the pilot-operated clutch from the first set pressure value to the second set pressure value is larger than a time rate of change from the zero point to the first set pressure value.
4. The control method according to claim 1, wherein a time rate of change in the pressure of the pilot-operated clutch from the first set pressure value to the second set pressure value is 2 to 5 times greater than a time rate of change from the zero point to the first set pressure value.
5. The control method according to claim 1, wherein the gear ratio of the fourth gear to the second gear is 1.6 to 1.9 times the gear ratio of the third gear to the first gear.
6. The control method according to claim 1, wherein the entire vehicle electric control device comprises a central electronic control unit, a hydraulic control clutch control unit, and a motor control unit; the hydraulic control clutch control unit and the motor control unit are connected with and controlled by the central electronic control unit; the central electronic control unit is in signal connection with the engine and can be used for adjusting the torque and the rotating speed of the engine; the hydraulic control clutch control unit is in signal connection with the hydraulic control clutch and can be used for adjusting the combination pressure of the hydraulic control clutch so as to adjust the torque transmission value transmitted by the hydraulic control clutch; the motor control unit is in signal connection with the generator/motor and can be used for controlling the output torque and the rotating speed of the generator/motor; the central electronic control unit is in signal connection with the speed reducer and is used for controlling the speed reducer; the central electronic control unit is in signal connection with the electric energy storage device and can be used for controlling the charging and discharging of the electric energy storage device; the detection sensing unit is electrically connected with the central electronic control unit.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910072530.XA CN109747631B (en) | 2019-01-25 | 2019-01-25 | Electric vehicle control method with speed reducer system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910072530.XA CN109747631B (en) | 2019-01-25 | 2019-01-25 | Electric vehicle control method with speed reducer system |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN109747631A CN109747631A (en) | 2019-05-14 |
| CN109747631B true CN109747631B (en) | 2020-03-31 |
Family
ID=66406340
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201910072530.XA Active CN109747631B (en) | 2019-01-25 | 2019-01-25 | Electric vehicle control method with speed reducer system |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN109747631B (en) |
Family Cites Families (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN1301200C (en) * | 2002-09-13 | 2007-02-21 | 本田技研工业株式会社 | Hybrid vehicle |
| CN1757533A (en) * | 2004-08-13 | 2006-04-12 | 段志辉 | Epicyclie gearing type electro-mechanical driving mechanism for electro-mechanical drivnig system of automobile |
| JP4561663B2 (en) * | 2006-03-23 | 2010-10-13 | 日産自動車株式会社 | Hybrid vehicle mode switching control device |
| CN102009588B (en) * | 2010-11-10 | 2013-03-06 | 清华大学 | Single-motor double-clutch hybrid power vehicle engine starting coordination control method |
| JP5776892B2 (en) * | 2011-07-13 | 2015-09-09 | スズキ株式会社 | Hybrid drive unit |
| CN105398324B (en) * | 2015-12-03 | 2018-08-14 | 奇瑞汽车股份有限公司 | Hybrid power gearbox for motor vehicles |
| CN206968381U (en) * | 2017-06-06 | 2018-02-06 | 重庆青山工业有限责任公司 | A kind of hybrid power automobile power assembly |
-
2019
- 2019-01-25 CN CN201910072530.XA patent/CN109747631B/en active Active
Also Published As
| Publication number | Publication date |
|---|---|
| CN109747631A (en) | 2019-05-14 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US7316283B2 (en) | Automatic transmission controller for hybrid vehicle | |
| JP5637217B2 (en) | Vehicle regenerative braking control device | |
| JP6352990B2 (en) | Power transmission device | |
| CN111148644B (en) | Transmission mechanism, hybrid power driving system and operation method thereof | |
| EP2982560B1 (en) | Electromotive drive device used in engine-driven vehicle | |
| US7615950B2 (en) | Control device for hybrid electric vehicle | |
| CN110871780B (en) | Series-parallel hybrid electric vehicle system based on AMT and control method | |
| CN109835323B (en) | Electric vehicle reducer power system | |
| JPWO2010058470A1 (en) | Control device for vehicle power transmission device | |
| JP2006036202A (en) | Method for controlling power train of hybrid electric vehicle | |
| CN111132865A (en) | Transmission mechanism of hybrid power driving system, hybrid power driving system and method for operating hybrid power driving system | |
| CN107226081B (en) | Method for operating a drive and drive for a hybrid vehicle | |
| WO2018156706A1 (en) | Commercial vehicle with electric driven axle | |
| CN109693673B (en) | New energy vehicle electric control transmission device with speed reducer | |
| CN111132866A (en) | Transmission for a hybrid drive system, hybrid drive system and method for operating a hybrid drive system | |
| JP2007331418A (en) | Hybrid vehicle drive mechanism and control device | |
| JP5716914B2 (en) | Control device for hybrid vehicle | |
| CN109849643B (en) | New energy vehicle retarder system | |
| CN109835342B (en) | Method for mode control of new energy vehicle speed reducer system | |
| CN109552310B (en) | Electromechanical power system with speed reducer for electric vehicle | |
| CN109747631B (en) | Electric vehicle control method with speed reducer system | |
| CN111194274A (en) | Transmission for a hybrid drive system, vehicle, method for operating a hybrid drive system, computer program and storage medium | |
| JP7280902B2 (en) | vehicle controller | |
| WO2022133746A1 (en) | Method for controlling switching of motor torque output path of hybrid automobile | |
| CN110509777B (en) | Automobile, driving system and control method thereof |
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 | ||
| TR01 | Transfer of patent right | ||
| TR01 | Transfer of patent right |
Effective date of registration: 20240313 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. Country or region after: China Address before: No. 150, xitaihe Road, Jiaojiang District, Taizhou City, Zhejiang Province Patentee before: ZHEJIANG SIEKON PRECISION MACHINERY Co.,Ltd. Country or region before: China |