CN111319603A - Engine ignition control system based on high-efficiency hybrid power system - Google Patents

Engine ignition control system based on high-efficiency hybrid power system Download PDF

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Publication number
CN111319603A
CN111319603A CN201911375667.9A CN201911375667A CN111319603A CN 111319603 A CN111319603 A CN 111319603A CN 201911375667 A CN201911375667 A CN 201911375667A CN 111319603 A CN111319603 A CN 111319603A
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CN
China
Prior art keywords
clutch
gear
shaft
engine
power
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Granted
Application number
CN201911375667.9A
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Chinese (zh)
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CN111319603B (en
Inventor
罗南昌
周荣斌
薛天宝
雷作钊
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Fujian Zhongwei Power Technology Co Ltd
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Fujian Zhongwei Power Technology Co Ltd
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Priority to CN201911375667.9A priority Critical patent/CN111319603B/en
Publication of CN111319603A publication Critical patent/CN111319603A/en
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Publication of CN111319603B publication Critical patent/CN111319603B/en
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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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—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
    • B60W10/11—Stepped 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
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • 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)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Structure Of Transmissions (AREA)

Abstract

The invention provides an engine ignition control system based on a high-efficiency hybrid power system, which comprises a controller, a power motor, an engine, a two-gear transmission and a multi-gear transmission, wherein the controller is connected with the two-gear transmission, the engine, the power motor and the multi-gear transmission, after the controller is used for acquiring an engine ignition request, the controller controls the multi-gear transmission to be switched to a neutral gear to be disconnected from the power connection with wheels, the controller controls the two-gear transmission to drive a first clutch to be in an on state to realize the connection between the engine and the power motor, controls a second clutch and a third clutch to be in an off state, and sends a preset ignition rotating speed to the power motor controller to enable the driving motor to rotate at the preset ignition rotating speed, so that the engine is started by oil. The invention can realize that the motor is not required to be started and the engine is started.

Description

Engine ignition control system based on high-efficiency hybrid power system
Technical Field
The invention relates to the field of engine ignition control systems, in particular to an engine ignition control system based on a high-efficiency hybrid power system.
Background
The existing engine is generally ignited by a starter motor, and the starter motor converts electric energy of a storage battery into mechanical energy to drive a flywheel on the engine to rotate so as to start the engine. Therefore, an additional starting motor is needed, the cost is increased, and the structure of the whole vehicle is more complex. The applicant provides a novel hybrid vehicle system, which can realize the connection between a power motor and an engine and realize the ignition driven by the power motor. Thus, the existing ignition control system has been unable to meet the needs of the system, and it is desirable to provide a new ignition control system for an engine.
Disclosure of Invention
Therefore, an engine ignition control system based on a high-efficiency hybrid power system needs to be provided, and the problem of ignition control of the hybrid power system is solved.
In order to achieve the aim, the inventor provides an engine ignition control system based on a high-efficiency hybrid power system, which comprises a controller, a power motor, an engine, a two-gear transmission and a multi-gear transmission,
the two-gear transmission comprises an input shaft, an output shaft, an intermediate shaft, a first clutch, a second clutch, a third clutch and a shell, wherein the center line of the input shaft and the center line of the output shaft are arranged in a collinear manner, the input end of the input shaft and the output end of the output shaft respectively penetrate through two opposite side walls of the shell and are arranged on the shell, the engine is connected with the input shaft to transmit power to the input shaft, the input shaft transmits the power to the intermediate shaft through the first clutch and then transmits the power to the second clutch or the third clutch through the intermediate shaft, the second clutch or the third clutch drives the output shaft to rotate, and the center line of the intermediate shaft is parallel to the center line of the input shaft and is arranged in the shell;
one end of the intermediate shaft is in transmission connection with the rotating end of the power motor, the power motor is arranged outside the shell and used for driving the intermediate shaft to rotate, the input end of the multi-gear transmission is in transmission connection with the output end of the output shaft, and the output end of the multi-gear transmission is used for outputting power to wheels;
the controller is connected with the second-gear transmission, the engine, the power motor and the multi-gear transmission, after the controller is used for obtaining an engine ignition request, the controller controls the multi-gear transmission to be switched to a neutral gear to be disconnected from power of wheels, the controller controls the second-gear transmission to drive the first clutch to enter an on state to achieve connection of the engine and the power motor, the second clutch and the third clutch are controlled to be in an off state, the controller sends a preset ignition rotating speed to the power motor controller to enable the driving motor to rotate at the preset ignition rotating speed, and the engine is started in an oil injection ignition mode.
Further, the controller is configured to obtain an engine ignition request and then comprises the following steps:
judging whether the gear is in a forward gear or a reverse gear, if so, not performing subsequent ignition starting steps and sending out reminding information; otherwise, the subsequent ignition starting step is carried out.
Furthermore, the intermediate shafts are arranged in an annular array around the central lines of the input shaft and the output shaft, the structures of the intermediate shafts are the same, and each intermediate shaft is connected with a power motor.
Furthermore, the second clutch and the third clutch form a switching type double clutch, and the switching type double clutch comprises a first clutch block, a second clutch block and a piston unit;
the first clutch block is positioned on one side of the piston unit, the second clutch block is positioned on the other side of the piston unit, and the piston unit is used for enabling the first clutch block and the second clutch block to be in clutch;
the clutch device is characterized in that a first gear pair is arranged between the input shaft and the intermediate shaft, a gear of the first gear pair is movably sleeved on the input shaft, another gear of the first gear pair is arranged on the intermediate shaft, a second gear pair is arranged between the output shaft and the intermediate shaft, a gear of the second gear pair is arranged on the intermediate shaft, another gear of the second gear pair is arranged on the output shaft, the first clutch block is used for the clutch of the input shaft and the first gear pair, the second clutch block is used for the clutch of the output shaft and the input shaft, and the first clutch block and the second clutch block are mutually exclusive clutches.
Further, the piston unit comprises a double-ended piston body and a cavity;
the cross section of double-end piston body is the I shape, the one end setting of double-end piston body is in the cavity, and the other end of double-end piston body is located the outside of cavity, and the both ends of cavity are connected with first hydraulic unit and second hydraulic unit respectively.
Further, controlling the second clutch and the third clutch to be in the off state includes:
the controller controls the first hydraulic unit and the second hydraulic unit to generate the same pressure so that the second clutch and the third clutch are in a disengaged state.
Further, the controller comprises a plurality of analog quantity output units, and the analog quantity output units are respectively connected with the first hydraulic unit and the second hydraulic unit; the controller is used for controlling the analog quantity output unit to respectively output analog quantity control information to the first hydraulic unit and the second hydraulic unit to realize control over the switching type double clutch.
Further, the multi-speed transmission is a four-speed transmission.
Different from the prior art, the technical scheme realizes the detection of the ignition request through the controller, then realizes the connection of the engine and the power motor through controlling the two-gear transmission, and finally realizes the ignition starting of the engine through the power motor. Thus, the existing starting motor is not needed, the cost is saved, and the structure is simple. When the power system normally runs, the power motor can be driven at different gears of the two-gear transmission, so that high-efficiency driving can be realized.
Drawings
FIG. 1 is a schematic diagram of an ignition control system according to an exemplary embodiment;
FIG. 2 is a schematic diagram of a two-speed transmission;
FIG. 3 is a schematic diagram of a two-speed transmission and a four-speed transmission;
FIG. 4 is a block diagram of an embodiment shift dual clutch;
FIG. 5 is a schematic diagram of a second gear transmission coupled to a power motor in accordance with an exemplary embodiment;
fig. 6 is a structural diagram of the two-speed transmission and the four-speed transmission according to the embodiment.
Description of reference numerals:
1. a second gear speed changer;
101. an input shaft; 102. an output shaft; 103. an intermediate shaft; 104. a housing;
2. a power motor;
3. a switching type double clutch;
301. a first clutch block; 302. a second clutch block; 303. a double-ended piston body; 304. a first gear pair; 305. a second gear pair; 306. a first hydraulic unit; 307. a second hydraulic unit;
3011. a first friction plate set; 3021. a second friction plate set;
4. a multi-speed transmission;
40. a fourth gear input shaft; 41. a fourth gear output shaft; 42. a fourth gear intermediate shaft; 43. a fourth-gear first clutch; 44. a fourth-gear second clutch; 45. a fourth-gear third clutch; 46. a fourth clutch of a fourth gear; 47. a fourth gear housing;
5. an engine;
601. a first clutch; 602. a second clutch; 603. and a third clutch.
Detailed Description
To explain technical contents, structural features, and objects and effects of the technical solutions in detail, the following detailed description is given with reference to the accompanying drawings in conjunction with the embodiments.
Referring to fig. 1 to 6, the present embodiment provides an engine ignition control system based on a high-efficiency hybrid power system, which includes a controller, a two-gear transmission 1, a power motor 2, a multi-gear transmission 4 and an engine 5. The second gear transmission includes: input shaft 101, output shaft 102, intermediate shaft 103, clutch, casing 104. The clutch includes: a first clutch 601, a second clutch 602, and a third clutch 603. The central line of the input shaft 101 and the central line of the output shaft 102 are arranged in a collinear manner, and the input end of the input shaft 101 and the output end of the output shaft 102 respectively penetrate through two opposite side walls of the shell 104 and are arranged on the shell. The engine 5 is connected with the input shaft 101 to transmit power to the input shaft 101, the input shaft 101 transmits power to the intermediate shaft 103 through the first clutch 601, then the intermediate shaft 103 transmits power to the second clutch 602 or the third clutch 603, the second clutch 602 or the third clutch 603 drives the output shaft 102 to rotate, and the center line of the intermediate shaft 103 is parallel to the center line of the input shaft 101 and is arranged in the shell. One end of the intermediate shaft 103 is in transmission connection with the rotating end of the power motor 2, and the power motor 2 is arranged outside the shell 104 and used for driving the intermediate shaft to rotate. It should be noted that the engine is an engine or a motor, and the rotation end of the power motor 2 is connected with the intermediate shaft by a transmission connecting member or directly, and together with the engine 5 or separately drives the operation of the transmission. When the power motor 2 is driven together, the power motor is used as auxiliary power to be matched with a power system for driving; at some time, the power motor 2 can also drive the transmission to work alone, and the engine 6 can be an engine or an electric motor. Specifically, referring to fig. 1 and 4, the first: the power is transmitted to the intermediate shaft 103 from the input shaft 101 through the first clutch 601, and then transmitted to the second clutch 602 to the output shaft 102 from the intermediate shaft 103, at this time, the power motor 2 does not work, and the engine works alone. Secondly, the method comprises the following steps: the power is transmitted to the intermediate shaft 103 through the input shaft 101 and the first clutch 601, and then the intermediate shaft 103 transmits the power to the third clutch 603 and the output shaft 102, at this time, the power motor 2 does not work, and the engine works alone. Thirdly, the method comprises the following steps: the engine firstly transmits power to the intermediate shaft 103 through the first clutch 601 by the input shaft 101, and simultaneously the power motor 2 also transmits power to the intermediate shaft 103, and then the intermediate shaft 103 transmits the power to the second clutch 602 to the output shaft 102. Fourthly: the engine firstly transmits power to the intermediate shaft 103 through the input shaft 101 and the first clutch 601, and simultaneously the power motor 2 also transmits power to the intermediate shaft 103, and then the intermediate shaft 103 transmits power to the third clutch 603 and the output shaft 102. Fifth, the method comprises the following steps: the power motor works alone, outputs power to the intermediate shaft 103, and then transmits the power to the second clutch 602 to the output shaft 102 through the intermediate shaft 103. Sixth: the power motor works independently, outputs power to the intermediate shaft 103, and then the intermediate shaft 103 transmits the power to the third clutch 603 to the output shaft 102. Typically, a clutch will be provided on the power input, with one end of the clutch being connected to the power input and the other end being connected to the power output. In this embodiment, the power input end may be the input shaft 101, and the power output end is a gear rotatably sleeved on the input shaft 101; or the power output end is the output shaft 102, and the power input end is a gear which is rotatably sleeved on the output shaft 102. The second clutch 602 and the third clutch 603 may be friction clutches, etc. The input end of the multi-gear transmission 4 is in transmission connection with the output end of the output shaft 102, and the output end of the multi-gear transmission 4 is used for outputting power to wheels and the like. Concretely, the multi-gear speed change can provide the derailleur of one more fender position through the stack with former two keep off derailleur 1, compares in the derailleur of current integral type, and discrete derailleur can set up according to actual need, and the structure is simple relatively, and very big degree has reduced manufacturing cost. In some embodiments, the second clutch 602 and the third clutch 603 may be existing clutch structures, such as a friction clutch and a hydraulic clutch, and the clutches only serve to transmit power. In the case of friction clutches, one friction clutch is disposed next to each gear of each gear pair. One end of the friction clutch is fixed to the input shaft 101 (or the output shaft 102), the other end of the friction clutch is connected to a gear of the gear pair, the input shaft 101 (or the output shaft 102) and the gear are in transmission when the friction clutch is in an engaged state, and the input shaft 101 (or the output shaft 102) and the gear are not in transmission when the friction clutch is in a disengaged state. It should be noted that in the present embodiment, the transmission is driven by the electric motor attached to the intermediate shaft 103 together with the engine 5 at the input end of the input shaft 101. When needed, the power motor 2 can also independently provide power for the transmission to drive the transmission to work. During the joint operation, the power motor 2 shares the load of the original engine 5, so as to realize the output of the hybrid power. Because the power motor 2 is arranged on the intermediate shaft 103 on the side of the transmission instead of the output shaft 102, the distance between the output shaft 102 and the multi-gear transmission 4 can be reduced, the structure is more compact, the occupied space is reduced, and the purpose of improving the load is achieved.
The controller is connected with the second-gear transmission, the engine, the power motor and the multi-gear transmission, after the controller is used for obtaining an engine ignition request, the controller controls the multi-gear transmission to be switched to a neutral gear to be disconnected from power of wheels, the controller controls the second-gear transmission to drive the first clutch to enter an on state to achieve connection of the engine and the power motor, the second clutch and the third clutch are controlled to be in an off state, the controller sends a preset ignition rotating speed to the power motor controller to enable the driving motor to rotate at the preset ignition rotating speed, and the engine is started in an oil injection ignition mode. The controller can realize the independent connection of the power motor and the engine, disconnect the power motor from the rear multi-gear transmission, then control the power motor to rotate to drive the engine to run, and simultaneously spray oil to ignite the engine, thereby realizing the ignition driving of the engine. Therefore, ignition starting is realized on the original hybrid power system, a starting motor is not needed, the cost is saved, and the structure is simple.
In the process of ignition starting, in order to avoid potential safety hazards caused by the fact that the vehicle is located in a gear position and the vehicle is driven immediately after the vehicle is started, the current gear position of the vehicle needs to be detected before starting, and ignition starting is carried out when the gear position is a neutral gear position or a parking gear position. In this embodiment, the controller is configured to obtain an engine ignition request and then includes: judging whether the gear is in a forward gear or a reverse gear, if so, not performing subsequent ignition starting steps and sending out reminding information; otherwise, the subsequent ignition starting step is carried out. The reminder information may be a sound or a screen display reminder. The subsequent ignition starting step comprises the steps that the multi-gear transmission is switched to a neutral gear, the first clutch enters an on state, the second clutch and the third clutch are in an off state, a preset ignition rotating speed is sent to the power motor controller, and the engine is subjected to oil injection ignition starting.
Referring to fig. 5 to 6, in the present embodiment, the number of the intermediate shafts 103 is multiple, the intermediate shafts 103 are arranged in an annular array around the center lines of the input shaft 101 and the output shaft 102, the multiple intermediate shafts 103 have the same structure, and each intermediate shaft 103 is connected to one power motor 2. The number of the intermediate shafts 103 may be two, three, four, etc. A plurality of intermediate shafts 103 are circumferentially arrayed on the central axis of the input shaft 101 or the output shaft 102, such as: two intermediate shafts 103 may be disposed at upper and lower positions of the input shaft 101 and the output shaft 102, respectively, and four intermediate shafts 103 may be disposed at upper, lower, left, and right positions of the input shaft 101 and the output shaft 102, respectively. The plurality of intermediate shafts 103 have the same structure, and gears having the same number of teeth and the same tooth width are provided. Thus, through the plurality of intermediate shafts 103, the loads of the input shaft 101 and the output shaft 102 can be distributed, and the bending strength on the input shaft 101 and the output shaft 102 is enhanced, so that the bearing capacity of the input shaft 101 and the output shaft 102 is improved, and the purpose of improving the loads is achieved. Meanwhile, through the plurality of power motors 2, under the condition of the same output power, the length of the single body of the plurality of power motors 2 can be greatly reduced relative to one power motor 2, so that the length of the hybrid power system can be greatly reduced, and the structure is compact. Particularly in the field of mine cars and the like needing high-power motors, the power motors 2 of the existing passenger cars can be adopted by adopting a plurality of small power motors 2, so that the cost can be greatly reduced.
In order to optimize the structure of the transmission, solve the problem of the conventional transmission that the clutch is jammed during clutch switching, and make the overall structure simpler, the second clutch 602 and the third clutch 603 are combined into the structure of the switching type dual clutch 3 in this embodiment, and the switching type dual clutch 3 includes a first clutch block 301, a second clutch block 302 and a piston unit. The first clutch block 301 is positioned on one side of the piston unit, the second clutch block 302 is positioned on the other side of the piston unit, and the piston unit is used for enabling the first clutch block 301 and the second clutch block 302 to be in clutch with the piston unit; the piston unit of the dual change-over clutch 3 can only push the first clutch piece 301 or the second clutch piece 302 to be in the engaged state, so that the situation that the clutch pieces are in the engaged state at the same time is avoided. A first gear pair 304 is arranged between the input shaft 101 and the intermediate shaft 103, a gear of the first gear pair 304 is movably sleeved on the input shaft 101, another gear of the first gear pair 304 is arranged on the intermediate shaft 103, a second gear pair 305 is arranged between the output shaft 102 and the intermediate shaft 103, a gear of the second gear pair 305 is arranged on the intermediate shaft 103, another gear of the second gear pair 305 is arranged on the output shaft 102, the first clutch block 301 is used for the clutch of the input shaft 101 and a gear of the first gear pair 304, the second clutch block 302 is used for the clutch of the output shaft 102 and the input shaft 101, and the first clutch block 301 and the second clutch block 302 are mutually exclusive clutches.
Referring to fig. 4, in the embodiment, the switching double clutch 3 is disposed on the output shaft 102 and is in transmission connection with the intermediate shaft 103. A first gear pair 304 is arranged between the output shaft and the intermediate shaft 103, one gear of the first gear pair 304 is movably sleeved on the input shaft 101, the other gear of the first gear pair 304 is arranged on the intermediate shaft 103, a second gear pair 305 is arranged between the output shaft 102 and the intermediate shaft 103, one gear of the second gear pair 305 is movably sleeved on the output shaft 102, and the other gear of the second gear pair 305 is arranged on the intermediate shaft 103. The input shaft 101 and the intermediate shaft 103 are in driving connection via the first gear pair 304, and the output shaft 102 and the intermediate shaft 103 are in driving connection via the second gear pair 305. The first clutch piece 301 (implementing the function of the second clutch 602) of the switching double clutch 3 is used for engaging and disengaging the intermediate shaft 103 with one gear of the first gear pair 304, the second clutch piece 302 (implementing the function of the third clutch 603) of the switching double clutch 3 is used for engaging and disengaging the intermediate shaft 103 with one gear of the second gear pair 305, and the first clutch piece 301 and the second clutch piece 302 of the switching double clutch 3 are mutually exclusive clutches. Through the gear pair and the switching type double clutch 3, the power of the input shaft 101 can be transmitted to the intermediate shaft 103, and then the intermediate shaft 103 transmits the power to the output shaft through the second clutch 602 or the third clutch 603. By means of the different gear ratios of the gear pairs arranged on the intermediate shaft 103, the power of the intermediate shaft 103 can be transmitted to the output shaft 102 in different torques. The gear change of the two-gear gearbox is realized by controlling the change of the torque in the power transmission process.
In the embodiment, the piston unit only needs to be pushed leftwards and rightwards respectively, so that the clutch blocks on the two sides are in clutch. In this embodiment, the piston unit comprises a double-ended piston body 303 and a cavity; the cross section of the double-end piston body 303 is i-shaped, one end of the double-end piston body 303 is arranged in the cavity, the other end of the double-end piston body 303 is located outside the cavity, and two ends of the cavity are respectively connected with the first hydraulic unit 306 and the second hydraulic unit 307. The double-end piston body 303 can only promote a separation and reunion piece and gear pair to form and close the state, makes one switching formula double clutch 3 can only realize with a pair of gear pair and close the state, then is the state of leaving with another pair of gear pair, just can not appear the condition that both sides separation and reunion piece are for closing simultaneously, makes the derailleur shift more accurate nimble. Meanwhile, the other end of the double-end piston body 303 is arranged outside the cavity and used for pushing the clutch blocks on the two sides to be in clutch, so that the transverse width of the double-end piston body 303 is reduced, and the structure is compact.
In an embodiment, in order to realize a clutch structure inside the clutch, a clutch manner of friction plates may be adopted, the first clutch block 301 includes a first friction plate set 3011, the second clutch block 302 includes a second friction plate set 3021, the first friction plate set 3011 is located on one side of the other end of the double-ended piston body 303, the second friction plate set 3021 is located on the other side of the other end of the double-ended piston body 303, the first clutch block 301 and the second clutch block 302 are configured to be respectively disposed on gear pairs on two sides, and the double-ended piston body 303 is configured to drive one set of the first friction plate set 3011 or the second friction plate set 3021 to be combined and the other set to be separated. That is, the first clutch plate 301 or the second clutch plate 302 can be clutched by pushing the friction plate of the first clutch plate 301 or the friction plate of the second clutch plate 302 by the double-headed piston body 303.
In the present embodiment, the double-headed piston body 303 is used for pushing the first friction plate group 3011 and the second friction plate group 3021, and in order to provide power to the double-headed piston body 303, the two ends of the cavity of the switching double clutch 3 are respectively connected with the first hydraulic unit 306 and the second hydraulic unit 307, and are used for driving the movement of the double-headed piston body 303. The first hydraulic unit 306 and the second hydraulic unit 307 are arranged in a conducting manner with two ends of the cavity. Consequently only need to the hydraulic oil pressurization back of the hydraulic unit of one side, can make promptly the oil pressure in the cavity is unbalanced, and then the drive double-end piston body 303 is in to the opposite side removal in the cavity reaches the control double-end piston body 303 is in the purpose that removes is carried out to the oil pressure through hydraulic oil in the cavity.
It should be noted that: the first clutch only realizes a single clutch function, the existing clutch can be adopted, or in some embodiments, the structure of the first clutch is the same as that of the switching type double clutch, only the clutch block on one side is not connected, and the structure of the first clutch is the same as that of the switching type double clutch, so that the clutch structures of the transmission are the same, and the cost and the development period are saved.
After the clutch is controlled by the hydraulic unit, the controller can realize switching control of the clutch by controlling the pressure of the hydraulic unit. If the two clutch blocks of the switching double clutch are required to be controlled to be in a separated state, the controller only needs to control the two hydraulic units connected with the switching double clutch to be in the same pressure. If one of the clutch blocks is controlled to be in the on state and the other clutch block is controlled to be in the off state, the pressure of the hydraulic unit on the on state side is only required to be smaller than the pressure of the hydraulic unit on the off state side. To implement the ignition control, controlling the second clutch and the third clutch to be in the off state includes: the controller controls the first hydraulic unit and the second hydraulic unit to generate the same pressure so that the second clutch and the third clutch are in a disengaged state.
The existing controller is generally an intelligent control unit, and may include a CPU. In order to realize the control of the clutch hydraulic unit, the controller comprises a plurality of analog quantity output units which are respectively connected with the first hydraulic unit and the second hydraulic unit; the controller is used for controlling the analog quantity output unit to respectively output analog quantity control information to the first hydraulic unit and the second hydraulic unit to realize control over the switching type double clutch. The analog quantity output unit may be a voltage output unit or a current output unit, corresponding to the output voltage or current. Thereby enabling control of different types of hydraulic units. The analog quantity output unit can be constructed by an analog circuit, and after the analog quantity is output by the CPU, the analog quantity signal is amplified by the analog circuit, so that the output of the analog quantity with larger driving capability is realized. Or the analog quantity output unit can be a single digital-to-analog chip, and after the digital quantity is output by the CPU, a signal with driving capability is output through the digital-to-analog chip. And finally, the control of the hydraulic unit is realized. After the controller controls the hydraulic unit, the hydraulic pressure at two ends of the clutch controlled by the hydraulic unit can be changed, so that the clutch can be driven, the clutch effect is realized, the power transmission path between different shafts in the transmission is changed, and the control of the transmission in the ignition process is realized.
The multi-speed transmission may be an existing transmission, and further, the multi-speed transmission is a four-speed transmission. The four-speed transmission includes: a fourth-gear input shaft 40, a fourth-gear output shaft 41, a fourth-gear intermediate shaft 42, a fourth-gear first clutch 43, a fourth-gear second clutch 44, a fourth-gear third clutch 45, a fourth-gear fourth clutch 46 and a fourth-gear housing 47; the central line of the fourth-gear input shaft and the central line of the fourth-gear output shaft are arranged in a collinear manner, the input end of the fourth-gear input shaft and the output end of the fourth-gear output shaft respectively penetrate through two opposite side walls of the fourth-gear shell and are arranged on the shell, the fourth-gear input shaft transmits power to a fourth-gear intermediate shaft through the fourth-gear first clutch or the fourth-gear second clutch, and then the fourth-gear intermediate shaft transmits the power to the fourth-gear output shaft through the fourth-gear third clutch or the fourth-gear fourth clutch; the center line of the four-gear intermediate shaft is parallel to the center line of the four-gear input shaft and is arranged in the four-gear shell; the fourth-gear input shaft is in transmission connection with an output shaft of the second-gear transmission. The four-gear speed changer can be combined with a two-gear speed changer to form an eight-gear speed change condition, and the requirements of more gears are met.
It should be noted that, although the above embodiments have been described herein, the invention is not limited thereto. Therefore, based on the innovative concepts of the present invention, the technical solutions of the present invention can be directly or indirectly applied to other related technical fields by making changes and modifications to the embodiments described herein, or by using equivalent structures or equivalent processes performed in the content of the present specification and the attached drawings, which are included in the scope of the present patent.

Claims (8)

1. Engine ignition control system based on high-efficient hybrid power system, including controller, driving motor, engine, two keep off derailleur and multispeed derailleur, its characterized in that:
the two-gear transmission comprises an input shaft, an output shaft, an intermediate shaft, a first clutch, a second clutch, a third clutch and a shell, wherein the center line of the input shaft and the center line of the output shaft are arranged in a collinear manner, the input end of the input shaft and the output end of the output shaft respectively penetrate through two opposite side walls of the shell and are arranged on the shell, the engine is connected with the input shaft to transmit power to the input shaft, the input shaft transmits the power to the intermediate shaft through the first clutch and then transmits the power to the second clutch or the third clutch through the intermediate shaft, the second clutch or the third clutch drives the output shaft to rotate, and the center line of the intermediate shaft is parallel to the center line of the input shaft and is arranged in the shell;
one end of the intermediate shaft is in transmission connection with the rotating end of the power motor, the power motor is arranged outside the shell and used for driving the intermediate shaft to rotate, the input end of the multi-gear transmission is in transmission connection with the output end of the output shaft, and the output end of the multi-gear transmission is used for outputting power to wheels;
the controller is connected with the second-gear transmission, the engine, the power motor and the multi-gear transmission, after the controller is used for obtaining an engine ignition request, the controller controls the multi-gear transmission to be switched to a neutral gear to be disconnected from power of wheels, the controller controls the second-gear transmission to drive the first clutch to enter an on state to achieve connection of the engine and the power motor, the second clutch and the third clutch are controlled to be in an off state, the controller sends a preset ignition rotating speed to the power motor controller to enable the driving motor to rotate at the preset ignition rotating speed, and the engine is started in an oil injection ignition mode.
2. The system of claim 1, wherein the controller is configured to obtain an engine ignition request and further comprising:
judging whether the gear is in a forward gear or a reverse gear, if so, not performing subsequent ignition starting steps and sending out reminding information; otherwise, the subsequent ignition starting step is carried out.
3. The system of claim 1, wherein the number of the intermediate shafts is multiple, and the intermediate shafts are arranged in an annular array around the central line of the input shaft and the central line of the output shaft, the structure of the multiple intermediate shafts is the same, and each intermediate shaft is connected with a power motor.
4. The high efficiency hybrid based engine ignition control system of claim 1,
the second clutch and the third clutch form a switching type double clutch, and the switching type double clutch comprises a first clutch block, a second clutch block and a piston unit;
the first clutch block is positioned on one side of the piston unit, the second clutch block is positioned on the other side of the piston unit, and the piston unit is used for enabling the first clutch block and the second clutch block to be in clutch;
the clutch device is characterized in that a first gear pair is arranged between the input shaft and the intermediate shaft, a gear of the first gear pair is movably sleeved on the input shaft, another gear of the first gear pair is arranged on the intermediate shaft, a second gear pair is arranged between the output shaft and the intermediate shaft, a gear of the second gear pair is arranged on the intermediate shaft, another gear of the second gear pair is arranged on the output shaft, the first clutch block is used for the clutch of the input shaft and the first gear pair, the second clutch block is used for the clutch of the output shaft and the input shaft, and the first clutch block and the second clutch block are mutually exclusive clutches.
5. The high efficiency hybrid based engine ignition control system of claim 4, wherein the piston unit comprises a double-ended piston body and a cavity;
the cross section of double-end piston body is the I shape, the one end setting of double-end piston body is in the cavity, and the other end of double-end piston body is located the outside of cavity, and the both ends of cavity are connected with first hydraulic unit and second hydraulic unit respectively.
6. The high efficiency hybrid based engine ignition control system of claim 5, wherein controlling the second clutch and the third clutch in the disengaged state comprises:
the controller controls the first hydraulic unit and the second hydraulic unit to generate the same pressure so that the second clutch and the third clutch are in a disengaged state.
7. The system of claim 5, wherein the controller comprises a plurality of analog output units, and the plurality of analog output units are respectively connected with the first hydraulic unit and the second hydraulic unit; the controller is used for controlling the analog quantity output unit to respectively output analog quantity control information to the first hydraulic unit and the second hydraulic unit to realize control over the switching type double clutch.
8. The high efficiency hybrid based engine ignition control system of claim 1, wherein the multi-speed transmission is a four speed transmission.
CN201911375667.9A 2019-12-27 2019-12-27 Engine ignition control system based on high-efficiency hybrid power system Active CN111319603B (en)

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