CN109849643B - New energy vehicle retarder system - Google Patents
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- CN109849643B CN109849643B CN201910215728.9A CN201910215728A CN109849643B CN 109849643 B CN109849643 B CN 109849643B CN 201910215728 A CN201910215728 A CN 201910215728A CN 109849643 B CN109849643 B CN 109849643B
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Abstract
The invention relates to a new energy vehicle speed reducer system applied to the field of new energy vehicles, which comprises a central Electronic Control Unit (ECU), a speed reducer, a detection sensing unit, a power generation/motor, a hydraulic control clutch and the like, wherein the speed changer comprises a planetary gear set and a gear transmission system, and through special design and optimized control of a plurality of hydraulic control clutches, one-way clutches and the planetary gear set and the gear transmission system, impact and riding experience in the driving process of a vehicle are reduced, and the problems of damage and service life reduction possibly caused by components are reduced.
Description
Technical Field
The invention relates to the technical field of new energy automobiles, in particular to a speed reducer system of a new energy automobile.
Background
According to news report data, the new energy automobile is well sold, but the existing vehicles still have various problems, such as service life, driving experience and the like. For a power system of a new energy vehicle, particularly a speed reducer system, in the running process, particularly during the switching of a driving mode or the switching of a gear transmission ratio, due to the fluctuation changes of the output torque of an engine and the output torque of a hydraulic control clutch transmission torque and a generator/motor output torque, or the gear switching is not smooth enough, the fluctuation impact of the torque and the transmission rotating speed occurs, the torque switching and the rotating speed are not smooth excessively, the uncomfortable feeling is brought to a driver and passengers, meanwhile, vehicle parts are easy to damage, 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 defects in the prior art are overcome, and the new energy vehicle speed reducer system is provided, and 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 problem of unsmooth impact during the switching of the operation mode and/or the speed reduction ratio can be effectively solved, the uncomfortable feeling is reduced, the damage of parts is avoided, the service life is short, and the like.
In order to achieve the purpose, the invention adopts the following technical scheme:
a new energy vehicle retarder system comprising: the system comprises a central electronic control unit ECU, a power generation/motor, a hydraulic control clutch, a speed reducer, an engine, a detection sensing unit and an electric energy storage device;
a pilot-controlled clutch for selectively disconnecting or connecting the engine and the generator/motor as required, and configured to be able to change a torque transmission value transmitted by the pilot-controlled clutch by adjusting a magnitude of a pilot pressure;
a 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, a one-way clutch, a hydraulic pump unit, a planetary gear ring, a planetary gear, a planetary carrier, a sun gear, an annular bearing and a planetary carrier output gear; 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 fourth gear is fixedly arranged at the left end of the driven output shaft and is meshed with the second gear; the third gear is rotatably arranged on the driven output shaft, is positioned on the right side of the fourth gear and is meshed with the first gear; the third gear is fixedly connected with the planetary gear ring, the planetary gear ring is meshed with the planetary gear, the planetary gear is meshed with the sun gear, the sun gear is fixed at the rightmost end of the driven output shaft, the output shaft clutch is positioned between the third gear and the sun gear, an outer ring clutch part of the output shaft clutch is fixedly connected with the planet carrier, an inner ring clutch part of the output shaft clutch is fixedly connected with the driven output shaft, and the inner ring clutch part and the outer ring clutch part of the output shaft clutch can be mutually combined or separately connected; the outer circumference of the planet gear ring is rotatably and fixedly arranged on the new energy vehicle through the annular bearing; one end of the planet carrier is connected with the planet carrier output gear, and the planet carrier output gear is meshed with a wheel shaft differential gear; the power of the output gear of the planet carrier is transmitted to the wheels 7 through the wheel shaft differential gear, the wheel shaft differential and the wheel 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 new energy vehicle speed reducer system also comprises a hydraulic control clutch control unit and a motor control unit, wherein the detection sensing unit, the hydraulic pump unit, the hydraulic control clutch control unit and the motor control unit are in signal connection with and controlled by a central Electronic Control Unit (ECU); the central 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 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 ECU is in signal connection with the speed reducer and can be used for controlling the speed reducer; the electric energy storage device is electrically connected with the generator/motor; the central electronic control unit ECU 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 used for detecting a vehicle running state and a driver operation state;
the central electronic control unit ECU can predict the running operation mode to be applied according to the running state of the vehicle and the operation state of the driver detected by the detection sensing unit;
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 new energy vehicle retarder system further comprises: in the vehicle running process, firstly, a detection sensing unit is used for continuously acquiring the vehicle running state and the driver operation state information, a central Electronic Control Unit (ECU) samples the vehicle running state and the driver operation state information acquired by the detection sensing unit according to preset time interval sampling points, and determines the running operation mode of the new energy vehicle at the current sampling point according to the vehicle running state information, the central Electronic Control Unit (ECU) predicts the running operation mode to be applied according to the change of the driver operation state information acquired by adjacent sampling points, and when the acquired driver operation state information changes, the central Electronic Control Unit (ECU) controls the vehicle to switch the running operation mode according to the current running operation mode and the running operation mode to be applied of the vehicle according to the following steps: s1) when the central electronic control unit ECU predicts that the vehicle is about 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 increases the torque of the engine and the pressure of the hydraulic control clutch, and simultaneously, the central electronic control unit ECU 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 or less fluctuant; s2) when the central electronic control unit ECU predicts that the vehicle is about to switch from the hybrid drive operation mode to the pure electric drive operation mode, gradually reducing the engine torque while reducing the pilot clutch pressure to cause the pilot clutch to slip until the pilot clutch is completely disconnected; the central electronic control unit ECU adjusts the generator/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 fluctuated;
preferably, the first set pressure value is set to transmit a torque transmission value smaller than a difference between the maximum torque that can be provided by the generator/motor and the wheel demand torque when the pilot-operated clutch pressure reaches the first set pressure value;
preferably, 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 3 to 4.5 times greater than the time change rate from the zero point to the first set pressure value;
preferably, the vehicle running state includes a running speed, an engine torque, a generator/motor torque, a state of charge of an electric energy storage device, and the driver operating state includes an accelerator pedal operating amount and a brake pedal operating amount;
preferably, the gear ratio of the fourth gear to the second gear is 2-2.5 times that of the third gear to the first gear.
In addition, the invention adopts the one-way clutch, when the input shaft clutch and the output shaft clutch are separated at the same time, 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 (which is equivalent to the reduction ratio when the input shaft clutch is combined and the output shaft clutch is separated), the vehicle keeps the current first reduction ratio gear to move forward, 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, 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. The whole speed reduction ratio switching process always keeps small fluctuation of power, and impact and discomfort are reduced.
The electromechanical power system has the following beneficial effects:
(1) the speed reducer has reasonable structural design, particularly adopts the combination of a planetary gear train and a double-gear parallel shaft gear train, and adopts the application of two clutches and a combined one-way clutch, when an input shaft clutch and an 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, a 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, 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. The whole speed reduction ratio switching process always keeps small fluctuation of power, and impact and discomfort are reduced.
(2) In addition, when the vehicle is switched from the pure electric drive operation mode to the hybrid drive operation mode and/or from the hybrid drive operation mode to the pure electric drive operation mode, through the optimized control strategy of the invention, the feeling of impact discomfort of a driver and passengers is favorably reduced, and the problems of damage and service life reduction possibly caused by the components 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.
Drawings
FIG. 1 is a schematic structural diagram of a speed reducer system of a new energy vehicle.
Detailed Description
The retarder system of the new energy vehicle of the present invention will be described in detail with reference to fig. 1.
A new energy vehicle retarder system comprising: the system comprises a central electronic control unit ECU, a generator/motor 2, a hydraulic control clutch 3, a speed reducer 4, an engine 1, a detection sensing unit 6 and an electric energy storage device 5;
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, a one-way clutch 15, a hydraulic pump unit 10, a planetary gear ring 20, a planetary gear 21, a planet carrier 22, a sun gear 23, an annular bearing 24 and a planet carrier output gear 25; 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 at 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 at the left side of the first gear 16; the input shaft clutch 14 is positioned on 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 separately connected; the fourth gear 17 is fixedly arranged on the left end of the driven output shaft 12 and is meshed with the second gear 13; the third gear 18 is rotatably arranged on the driven output shaft 12, is positioned at the right side of the fourth gear 17 and is meshed with the first gear 16; the third gear 18 is fixedly connected with the planetary gear ring 20, the planetary gear ring 20 is engaged with the planetary gear 21, the planetary gear 21 is engaged with the sun gear 23, the sun gear 23 is fixed at the rightmost end of the driven output shaft 12, the output shaft clutch 19 is positioned between the third gear 18 and the sun gear 23, the outer ring clutch part of the output shaft clutch 19 is fixedly connected with the planet carrier 22, the inner ring clutch part of the output shaft clutch 19 is fixedly connected with the driven output shaft 12, and the inner ring clutch part and the outer ring clutch part of the output shaft clutch 19 can be mutually combined or separated; the outer circumference of the planet gear ring 20 is rotatably and fixedly arranged on the new energy vehicle through the annular bearing 24; one end of the planet carrier 22 is connected with the planet carrier output gear 25, and the planet carrier output gear 25 is meshed with a wheel axle differential gear 26; the power of the planet carrier output gear 25 is transmitted to the wheel 7 through a wheel shaft differential gear 26, a wheel shaft differential and a wheel 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 new energy vehicle speed reducer system further comprises a hydraulic control clutch control unit 8 and a motor control unit 9, wherein the detection sensing unit 6, the hydraulic pump unit 10, the hydraulic control clutch control unit 8 and the motor control unit 9 are in signal connection with and controlled by a 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 electric energy storage device 5 is electrically connected with the generator/motor; 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 used for detecting the running state of the vehicle and the operation state of the driver; the vehicle running state includes a running speed, an engine torque, a generator/motor torque, a state of charge of an electric energy storage device, a pilot-operated clutch state, states of various clutches in a retarder, and the like, and the driver operating state includes an accelerator pedal operating amount, a brake pedal operating amount, and the like.
The central electronic control unit ECU predicts a running operation mode to be applied according to the vehicle running state and the driver operation state detected by the detection sensing unit and switches 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 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 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 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 generator/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 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 fluctuation shocks and a feeling of discomfort from the driver and passengers, which are combined or separated, generally occur. To solve the above problem, the logic of the control process at the time of mode switching will now be described in detail.
When a vehicle runs, firstly, a detection sensing unit is used for continuously acquiring the running state of the vehicle and the operation state information of a driver, a central Electronic Control Unit (ECU) samples the running state of the vehicle and the operation state information of the driver acquired by the detection sensing unit according to preset time interval sampling points (such as intervals of 1-10 seconds) and determines the running operation mode of the new energy vehicle at the current sampling point according to the running state information of the vehicle, the ECU predicts the running operation mode to be applied according to the change of the operation state information of the driver acquired by adjacent sampling points (obviously, the running operation mode does not need to be switched when the operation state information of the driver at the adjacent sampling points does not change), and when the acquired operation state information of the driver changes, the ECU controls the vehicle to run according to the current running operation mode of the vehicle and the running operation mode to be applied according to the following steps Switching the operation modes: s1) when the central electronic control unit ECU predicts that the vehicle is about 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 is increased, the pressure of the hydraulic control clutch is increased, and meanwhile, the central electronic control unit ECU adjusts the output torque of the power generation/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 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 span 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 the power transmission fluctuation caused by the sudden addition of the engine as much as possible, the time for the pilot-operated clutch pressure to rise from the zero point (i.e., the initial pressure of the pilot-operated clutch not generating the 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 or controllability of the vehicle to be lowered, and may cause the driver to feel uncomfortable or to frequently step on the pedal, so 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 3 to 4.5 times greater, and more preferably 4 times greater.
S2) when the central electronic control unit ECU predicts that the vehicle is about to switch from the hybrid drive operation mode to the pure electric drive operation mode, gradually reducing the engine torque while reducing the pilot operated clutch pressure to cause the pilot operated clutch to slip until the pilot operated clutch is completely disconnected; the central electronic control unit ECU 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 fluctuated. 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.
Further, it is preferable that the gear ratio of the fourth gear 17 to the second gear 13 is 2 to 2.5 times as large as the gear ratio of the third gear 18 to the first gear 16. This is advantageous in that the speed reducer gear set including the planetary gear set has a relatively proper gear step difference, and in that the shift position does not cause a large feeling of power interruption discomfort during shifting. In addition, the invention adopts the one-way clutch, when the input shaft clutch and the output shaft clutch are separated at the same time, 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 (which is equivalent to the reduction ratio when the input shaft clutch is combined and the output shaft clutch is separated), the vehicle keeps the current first reduction ratio gear to move forward, 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, 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. 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 state of the vehicle speed, 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, an urban road, and the like) and 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 above description is presented to enable one of ordinary skill in the art to make and use the 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 (4)
1. A new energy vehicle retarder system comprising: the system comprises a central electronic control unit ECU, a power generation/motor, a hydraulic control clutch, a speed reducer, an engine, a detection sensing unit and an electric energy storage device;
a pilot-controlled clutch for selectively disconnecting or connecting the engine and the generator/motor as required, and configured to be able to change a torque transmission value transmitted by the pilot-controlled clutch by adjusting a magnitude of a pilot pressure;
a 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, a one-way clutch, a hydraulic pump unit, a planetary gear ring, a planetary gear, a planetary carrier, a sun gear, an annular bearing and a planetary carrier output gear; 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 fourth gear is fixedly arranged at the left end of the driven output shaft and is meshed with the second gear; the third gear is rotatably arranged on the driven output shaft, is positioned on the right side of the fourth gear and is meshed with the first gear; the third gear is fixedly connected with the planetary gear ring, the planetary gear ring is meshed with the planetary gear, the planetary gear is meshed with the sun gear, the sun gear is fixed at the rightmost end of the driven output shaft, the output shaft clutch is positioned between the third gear and the sun gear, an outer ring clutch part of the output shaft clutch is fixedly connected with the planet carrier, an inner ring clutch part of the output shaft clutch is fixedly connected with the driven output shaft, and the inner ring clutch part and the outer ring clutch part of the output shaft clutch can be mutually combined or separately connected; the outer circumference of the planet gear ring is rotatably and fixedly arranged on the new energy vehicle through the annular bearing; one end of the planet carrier is connected with the planet carrier output gear, and the planet carrier output gear is meshed with a wheel shaft differential gear; the power of the output gear of the planet carrier is transmitted to wheels through a wheel shaft differential gear, a wheel shaft differential and a wheel 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 new energy vehicle speed reducer system also comprises a hydraulic control clutch control unit and a motor control unit, wherein the detection sensing unit, the hydraulic pump unit, the hydraulic control clutch control unit and the motor control unit are in signal connection with and controlled by a central Electronic Control Unit (ECU); the central 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 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 ECU is in signal connection with the speed reducer and can be used for controlling the speed reducer; the electric energy storage device is electrically connected with the generator/motor; the central electronic control unit ECU 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 used for detecting a vehicle running state and a driver operation state;
the central electronic control unit ECU can predict the running operation mode to be applied according to the running state of the vehicle and the operation state of the driver detected by the detection sensing unit;
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 new energy vehicle retarder system further comprises: in the vehicle running process, firstly, a detection sensing unit is used for continuously acquiring the vehicle running state and the driver operation state information, a central Electronic Control Unit (ECU) samples the vehicle running state information and the driver operation state information acquired by the detection sensing unit according to preset time interval sampling points, and determines the running operation mode of the new energy vehicle at the current sampling point according to the vehicle running state information, the central Electronic Control Unit (ECU) predicts the running operation mode to be applied according to the change of the driver operation state information acquired by adjacent sampling points, and when the acquired driver operation state information changes, the central Electronic Control Unit (ECU) controls the vehicle to switch the running operation mode according to the current running operation mode and the running operation mode to be applied according to the following steps: s1) when the central electronic control unit ECU predicts that the vehicle is about 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; gradually increasing the torque of the engine after the engine is started, and 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, increasing the torque of the engine and increasing the pressure of the hydraulic control clutch, and simultaneously adjusting the output torque of the generator/motor in real time by the ECU 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; s2) when the central electronic control unit ECU predicts that the vehicle is about to switch from the hybrid drive operation mode to the pure electric drive operation mode, gradually reducing the engine torque while reducing the pilot clutch pressure to cause the pilot clutch to slip until the pilot clutch is completely disconnected; the central electronic control unit ECU 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.
2. The new energy vehicle retarder system of claim 1, wherein the first set pressure value is set to transmit a torque transmission value smaller than a difference between a maximum torque that the generator/motor can provide and a wheel demand torque when the pilot clutch pressure reaches the first set pressure value.
3. The new energy vehicle retarder system of claim 1, wherein a time rate of change of the pressure of the pilot operated clutch from the first set pressure value to the second set pressure value is 3 to 4.5 times greater than a time rate of change of the pressure from the zero point to the first set pressure value.
4. The new energy vehicle retarder system of claim 1, wherein a gear ratio of the fourth gear to the second gear is 2-2.5 times a gear ratio of the third gear to the first gear.
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| CN201910215728.9A CN109849643B (en) | 2019-03-21 | 2019-03-21 | New energy vehicle retarder system |
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| CN201910215728.9A CN109849643B (en) | 2019-03-21 | 2019-03-21 | New energy vehicle retarder system |
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