CN111319603B - 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
CN111319603B
CN111319603B CN201911375667.9A CN201911375667A CN111319603B CN 111319603 B CN111319603 B CN 111319603B CN 201911375667 A CN201911375667 A CN 201911375667A CN 111319603 B CN111319603 B CN 111319603B
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CN
China
Prior art keywords
clutch
gear
shaft
engine
power
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CN201911375667.9A
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Chinese (zh)
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CN111319603A (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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Classifications

    • 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

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 second-gear speed changer and a multi-gear speed changer, wherein the controller is connected with the second-gear speed changer, the engine, the power motor and the multi-gear speed changer, the controller is used for controlling the multi-gear speed changer to be switched to a neutral gear to disconnect power connection with wheels after acquiring an engine ignition request, the controller is used for controlling the second-gear speed changer to drive a first clutch to be in a switching-on state so as to realize connection of the engine and the power motor, controlling a second clutch and a third clutch to be in a switching-off state, and sending a preset ignition rotating speed to the power motor controller so as to enable the driving motor to rotate at the preset ignition rotating speed, and enabling the engine to perform oil injection ignition start. The invention can realize starting of the engine without starting the motor.

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
When the existing engine is ignited, the electric energy of a storage battery is converted into mechanical energy by a starting motor, and a flywheel on the engine is driven to rotate so as to start the engine. This requires an additional starter motor, which increases the cost and makes the overall vehicle more complex. The applicant provides a new hybrid vehicle system which can realize the connection of a power motor and an engine and can realize the ignition driven by the power motor. Thus, existing ignition control systems have failed to meet the needs of the system and a new engine ignition control system needs to be provided.
Disclosure of Invention
For this reason, it is necessary to provide an engine ignition control system based on a high-efficiency hybrid system, which solves the problem of the ignition control of the hybrid system.
In order to achieve the above object, the present inventors provide an engine ignition control system based on a high efficiency hybrid system, comprising a controller, a power motor, an engine, a two-speed transmission and a multi-speed transmission,
the second-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 acquiring an engine ignition request, the controller controls the multi-gear transmission to be switched to a neutral gear to disconnect power connection with wheels, the controller controls the second-gear transmission to drive the first clutch to be in a on state so as to realize connection of the engine and the power motor, controls the second clutch and the third clutch to be in an off state, and the controller sends a preset ignition rotating speed to the power motor controller so that the driving motor rotates at the preset ignition rotating speed, and the engine is subjected to oil injection ignition starting.
Further, the controller is configured to obtain an engine ignition request, and further includes the steps of:
judging whether the gear is in a forward gear or a reverse gear, if so, not performing a subsequent ignition starting step and sending out reminding information; otherwise, the subsequent ignition starting step is carried out.
Further, the number of the intermediate shafts is multiple, the intermediate shafts are annularly arrayed around the central lines of the input shaft and the output shaft, the multiple intermediate shafts are identical in structure, and each intermediate shaft is connected with a power motor.
Further, the second clutch and the third clutch form a switching double clutch, and the switching 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 novel clutch 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, the other 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, the other gear of the second gear pair is arranged on the output shaft, a first clutch block is used for clutching the input shaft with the gear of the first gear pair, a second clutch block is used for clutching the output shaft with the input shaft, and the first clutch block and the second clutch block are mutually exclusive.
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 an off 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 so as to realize the control of the switching double clutch.
Further, the multi-speed transmission is a four-speed transmission.
Compared with the prior art, the technical scheme is characterized in that the controller is used for detecting an ignition request, then the two-gear transmission is controlled to realize that an engine is connected with a power motor, and finally the power motor is used for realizing the ignition starting of the engine. Therefore, the existing starting motor is not needed, the cost is saved, and the structure is simple. When the vehicle runs normally, the power system can drive the power motor in different gears of the second-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 illustration of a configuration of a two speed transmission;
FIG. 3 is a schematic illustration of a two-speed transmission and a four-speed transmission;
FIG. 4 is a diagram of a switching dual clutch configuration of an exemplary embodiment;
FIG. 5 is a schematic diagram of a power motor and a two speed transmission of an embodiment;
fig. 6 is a structural diagram of a two-speed transmission and a four-speed transmission according to the embodiment.
Reference numerals illustrate:
1. a second speed transmission;
101. an input shaft; 102. an output shaft; 103. an intermediate shaft; 104. a housing;
2. a power motor;
3. a switching dual 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 group; 3021. a second friction plate group;
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 speed first clutch; 44. a fourth gear second clutch; 45. fourth gear third clutch; 46. fourth clutch; 47. a fourth gear housing;
5. an engine;
601. a first clutch; 602. a second clutch; 603. and a third clutch.
Detailed Description
In order to describe the technical content, constructional features, achieved objects and effects of the technical solution in detail, the following description is made in connection with the specific embodiments in conjunction with the accompanying drawings.
Referring to fig. 1 to 6, the present embodiment provides an engine ignition control system based on a high efficiency hybrid system, including a controller, a two-speed transmission 1, a power motor 2, a multi-speed transmission 4, and an engine 5. The two-speed transmission includes: an input shaft 101, an output shaft 102, an intermediate shaft 103, a clutch, and a housing 104. The clutch includes: a first clutch 601, a second clutch 602, and a third clutch 603. The center line of the input shaft 101 and the center 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 housing 104 and are arranged on the housing. 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, and 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 central line of the intermediate shaft 103 is parallel to the central line of the input shaft 101 and is arranged in the shell. One end of the intermediate shaft 103 is in transmission connection with a rotating end of the power motor 2, and the power motor 2 is disposed outside the housing 104 and is used for driving the intermediate shaft to rotate. The engine is an engine or an electric motor, and the connection between the rotating end of the power motor 2 and the intermediate shaft may be through a transmission connection or a direct connection, and the engine 5 may drive the operation of the transmission together or separately. When in common driving, the power motor 2 is matched with a power system to drive as auxiliary power; in some cases, the power motor 2 may also be used to drive the transmission separately, and the engine 6 may be an engine or an electric motor. Specifically, referring to fig. 1 and 4, a first: the power is transmitted to the intermediate shaft 103 through the first clutch 601 by the input shaft 101, then the power is transmitted to the second clutch 602 to the output shaft 102 by the intermediate shaft 103, at this time, the power motor 2 is not operated, and the engine is operated independently. Second,: the power is transmitted to the intermediate shaft 103 through the first clutch 601 by the input shaft 101, then the power is transmitted to the third clutch 603 to the output shaft 102 by the intermediate shaft 103, at this time, the power motor 2 is not operated, and the engine is operated independently. Third,: the engine firstly transmits power to the intermediate shaft 103 through the first clutch 601 by the input shaft 101, meanwhile, the power motor 2 also transmits power to the intermediate shaft 103, and then the intermediate shaft 103 transmits power to the second clutch 602 to the output shaft 102. Fourth,: the engine firstly transmits power to the intermediate shaft 103 through the first clutch 601 by the input shaft 101, meanwhile, 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 to the output shaft 102. Fifth,: the power motor works independently to output 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. Sixth: the power motor works independently to output 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 an input shaft 101, and the power output end is a gear rotatably sleeved on the input shaft 101; or the power output end is an output shaft 102, and the power input end is a gear rotatably sleeved on the output shaft 102. The second clutch 602 and the third clutch 603 may be friction clutches or the like. 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. Specifically, through the superposition with the original two-gear transmission 1, a transmission with more gears can be provided, and compared with the existing integrated transmission, the discrete transmission can be arranged according to actual needs, has a relatively simple structure, and greatly reduces the production cost. In some embodiments, the second clutch 602 and the third clutch 603 may be existing clutch structures, such as friction clutches and hydraulic clutches, and the clutches only serve to transmit power. In the case of friction clutches, one friction clutch is provided next to each gear wheel of each gear pair. One end of the friction clutch is fixed on the input shaft 101 (or the output shaft 102), the other end of the friction clutch is connected with a gear of the gear pair, when the friction clutch is in a closed state, the input shaft 101 (or the output shaft 102) is in transmission with the gear, and when the friction clutch is in an off state, the input shaft 101 (or the output shaft 102) is not in transmission with the gear. In the present embodiment, the transmission is driven by the motor attached to the intermediate shaft 103 together with the existing engine 5 at the input end of the input shaft 101. The power motor 2 can also independently supply power to the transmission to drive the transmission to work when required. In the case of common operation, the power motor 2 will share the load of the original engine 5, and realize the output of hybrid power. Because the power motor 2 is arranged on the intermediate shaft 103 at the side of the transmission, but not on the output shaft 102, the distance between the output shaft 102 and the multi-gear transmission 4 can be reduced, so that the structure is more compact, the occupied space is reduced, and the aim of improving the load is fulfilled.
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 acquiring an engine ignition request, the controller controls the multi-gear transmission to be switched to a neutral gear to disconnect power connection with wheels, the controller controls the second-gear transmission to drive the first clutch to be in a on state so as to realize connection of the engine and the power motor, controls the second clutch and the third clutch to be in an off state, and the controller sends a preset ignition rotating speed to the power motor controller so that the driving motor rotates at the preset ignition rotating speed, and the engine is subjected to oil injection ignition starting. The controller can realize that the power motor is connected with the engine independently, and the power motor is disconnected with the rear multi-gear transmission, then the power motor is controlled to rotate to drive the engine to run, and meanwhile, the engine is enabled to spray oil for ignition, so that ignition driving of the engine is realized. Therefore, ignition starting is realized on the original hybrid power system, a starting motor is not needed, and the cost is saved and the structure is simple.
In the ignition starting process, in order to avoid potential safety hazard caused by driving the vehicle immediately after the vehicle is started because the vehicle is in a gear, the current automobile gear needs to be detected before the vehicle is started, and the ignition starting is performed when the gear is in a neutral gear or a parking gear. In this embodiment, the controller is configured to obtain an engine ignition request, and further includes the steps of: judging whether the gear is in a forward gear or a reverse gear, if so, not performing a subsequent ignition starting step 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 of switching the multi-gear transmission to a neutral gear, enabling the first clutch to enter a closed state, enabling the second clutch and the third clutch to be in a separated state, sending a preset ignition rotating speed to a power motor controller, and enabling the engine to perform oil injection ignition starting.
Referring to fig. 5 to 6, in the present embodiment, a plurality of intermediate shafts 103 are provided, the intermediate shafts 103 are annularly arranged around the central lines of the input shaft 101 and the output shaft 102, the plurality of intermediate shafts 103 have the same structure, and each intermediate shaft 103 is connected with a power motor 2. The intermediate shaft 103 may be two, three, four, or the like. A plurality of intermediate shafts 103 are circumferentially arranged 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 are provided with gears having the same number of teeth and the same tooth width. In this way, the loads of the input shaft 101 and the output shaft 102 can be distributed through the plurality of intermediate shafts 103, and meanwhile, the bending strength of 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, under the condition of the same output power, the single length of the power motors 2 can be greatly reduced relative to one power motor 2 through the power motors 2, so that the length of a hybrid power system can be greatly reduced, and the structure is compact. Particularly in the field of mine vehicles and the like which need high-power motors, a plurality of small power motors 2 can be adopted as the power motors 2 of the existing passenger car, so that the cost can be greatly reduced.
The existing clutch is adopted to solve the problem that the conventional transmission has teeth when the clutch is switched in order to optimize the structure of the transmission and make the whole structure simpler, so in the embodiment, the second clutch 602 and the third clutch 603 are combined into the structure of the switching double clutch 3, and the switching double clutch 3 comprises a first clutch block 301, a second clutch block 302 and a piston unit. The first clutch block 301 is located at one side of the piston unit, the second clutch block 302 is located at 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 switching double clutch 3 can only independently push the first clutch block 301 or the second clutch block 302 to be in the on state, so that the condition of being in the on state at the same time is avoided. A first gear pair 304 is arranged between the input shaft 101 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 arranged on the intermediate shaft 103, the other gear of the second gear pair 305 is arranged on the output shaft 102, the first clutch block 301 is used for clutching the input shaft 101 with one gear of the first gear pair 304, the second clutch block 302 is used for clutching the output shaft 102 with 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 an embodiment, the switching dual clutch 3 is disposed on the output shaft 102 and is in driving 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 transmission connection through the first gear pair 304, and the output shaft 102 and the intermediate shaft 103 are in transmission connection through the second gear pair 305. The first clutch block 301 (implementing the second clutch 602 function) of the switching dual clutch 3 is used for a gear clutch of the intermediate shaft 103 and the first gear pair 304, the second clutch block 302 (implementing the third clutch 603 function) of the switching dual clutch 3 is used for a gear clutch of the intermediate shaft 103 and the second gear pair 305, and the first clutch block 301 and the second clutch block 302 of the switching dual clutch 3 are mutually exclusive clutches. By means of the gear pair and the switching double clutch 3 described above, it is possible to transmit the power of the input shaft 101 to the intermediate shaft 103, and the intermediate shaft 103 transmits the power to the output shaft via the second clutch 602 or the third clutch 603. By means of the difference in the gear ratios of the gear pairs provided on the intermediate shaft 103, it is possible to achieve a transmission of the power of the intermediate shaft 103 to the output shaft 102 with different torques. The gear change of the second-gear gearbox is realized by controlling the change of torque in the power transmission process.
In the embodiment, the piston units can be pushed left and right respectively, so that the clutch blocks on two sides can be engaged and disengaged. In this embodiment, the piston unit comprises a double-ended piston body 303 and a cavity; the cross section of double-end piston body 303 is the I shape, the one end setting of double-end piston body 303 is in the cavity, and the other end of double-end piston body 303 is located the outside of cavity, and the both ends of cavity are connected with first hydraulic unit 306 and second hydraulic unit 307 respectively. The double-end piston body 303 only can promote a clutch block and gear pair to form the state of closing for a switching-over double clutch 3 can only realize the state of closing with a pair of gear pair, and then be the state of leaving with another pair of gear pair, just can not appear both sides clutch block and be the condition of closing simultaneously, makes the derailleur shift more accurate flexibility. Meanwhile, the other end of the double-end piston body 303 is arranged outside the cavity and used for pushing the clutch blocks on two sides to 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 implement 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 group 3011, the second clutch block 302 includes a second friction plate group 3021, the first friction plate group 3011 is located on one side of the other end of the double-ended piston body 303, the second friction plate group 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 used for being respectively disposed on two side gear pairs, and the double-ended piston body 303 is used for driving one of the first friction plate group 3011 or the second friction plate group 3021 to be combined and the other to be separated. That is, the clutch of the first clutch block 301 or the second clutch block 302 can be achieved by pushing the friction plate of the first clutch block 301 or the friction plate of the second clutch block 302 by the double-headed piston body 303.
In this embodiment, the double-ended piston body 303 is used to push the first friction plate group 3011 and the second friction plate group 3021, and in order to provide power for the double-ended piston body 303, two ends of the cavity of the switching double clutch 3 are respectively connected to the first hydraulic unit 306 and the second hydraulic unit 307, so as to drive the double-ended piston body 303 to move. The first hydraulic unit 306 and the second hydraulic unit 307 are communicated with two ends of the cavity. Therefore, only the hydraulic oil of the hydraulic unit at one side is pressurized, so that the oil pressure in the cavity is unbalanced, and the double-end piston body 303 is driven to move towards the other side in the cavity, thereby achieving the purpose of controlling the double-end piston body 303 to move in the cavity through the oil pressure of the hydraulic oil.
It should be noted that: the first clutch only realizes a single clutch function, and can adopt the existing clutch, or in some embodiments, can adopt the same structure as the switching type double clutch, only the clutch blocks on one side are not connected, so that the same structure as the switching type double clutch is adopted, the clutch structures of the transmission are the same, and the cost and the development period are saved.
When 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 both clutch blocks of the dual switching clutch are to be controlled in the off state, the controller only has to control both hydraulic units of the dual switching clutch connection to be at the same pressure. If one clutch block is in the on state and the other clutch block is in the off state, the hydraulic unit pressure on the on-state side is only required to be smaller than the hydraulic unit pressure on the off-state side. To achieve ignition control, controlling the second clutch and the third clutch to be in an 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 an off state.
The existing controller is generally an intelligent control unit and can comprise 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 so as to realize the control of the switching double clutch. The analog output unit may be a voltage output unit or a current output unit, and corresponds to output voltage or current. Thereby effecting control of different types of hydraulic units. The analog output unit can be built by an analog circuit, and after the CPU outputs analog, the analog signal is amplified by the analog circuit, so that the analog output with larger driving capability is realized. Or the analog quantity output unit can be an independent digital-to-analog chip, and after the CPU outputs the digital quantity, a signal with driving capability is output through the digital-to-analog chip. 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 paths among different shafts in the transmission are changed, and the transmission is controlled in the ignition process.
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 center line of the four-gear input shaft and the center line of the four-gear output shaft are arranged in a collinear manner, the input end of the four-gear input shaft and the output end of the four-gear output shaft penetrate through two opposite side walls of the four-gear shell respectively and are arranged on the shell, the four-gear input shaft transmits power to a four-gear intermediate shaft through the four-gear first clutch or the four-gear second clutch, and then the four-gear intermediate shaft transmits power to the four-gear output shaft through the four-gear third clutch or the four-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 four-gear input shaft is in transmission connection with an output shaft of the two-gear transmission. The four-gear transmission can be combined with a two-gear transmission to form an eight-gear speed change condition, so that the requirements of more gears are met.
It should be noted that, although the foregoing embodiments have been described herein, the scope of the present invention is not limited thereby. Therefore, based on the innovative concepts of the present invention, alterations and modifications to the embodiments described herein, or equivalent structures or equivalent flow transformations made by the present description and drawings, apply the above technical solutions directly or indirectly to other relevant technical fields, all of which are included in the scope of protection of the present patent.

Claims (6)

1. Engine ignition control system based on high-efficient hybrid power system, including controller, power motor, engine, second gear transmission and multispeed transmission, its characterized in that:
the second-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 acquiring an engine ignition request, the controller controls the multi-gear transmission to be switched to a neutral gear to disconnect power connection with wheels, the controller controls the second-gear transmission to drive the first clutch to be in a on state so as to realize connection of the engine and the power motor, controls the second clutch and the third clutch to be in an off state, and the controller sends a preset ignition rotating speed to the power motor controller so that the driving motor rotates at the preset ignition rotating speed, and the engine is subjected to oil injection ignition starting;
the second clutch and the third clutch are formed into a switching double clutch, and the switching 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;
a first gear pair is arranged between the input shaft and the intermediate shaft, one gear of the first gear pair is movably sleeved on the input shaft, the other 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, one gear of the second gear pair is arranged on the intermediate shaft, the other gear of the second gear pair is arranged on the output shaft, the first clutch block is used for clutching the input shaft with one gear of the first gear pair, the second clutch block is used for clutching the output shaft with the input shaft, and the first clutch block and the second clutch block are mutually exclusive;
the piston unit comprises a double-ended piston body and a cavity;
the cross section of the double-headed piston body is I-shaped, one end of the double-headed piston body is arranged in the cavity, the other end of the double-headed piston body is positioned outside the cavity, and the two ends of the cavity are respectively connected with the first hydraulic unit and the second hydraulic unit;
the double-ended piston body only pushes one clutch block to form a combined state with the gear pair, so that the switching double clutch can only realize the combined state with one gear pair and is in a separated state with the other gear pair; only the hydraulic oil of the hydraulic unit at one side is pressurized, so that the oil pressure in the cavity is unbalanced, and the double-head piston body is driven to move towards the other side in the cavity.
2. The high efficiency hybrid system based engine ignition control system of claim 1, wherein the controller is configured to obtain the engine ignition request, further comprising the steps of:
judging whether the gear is in a forward gear or a reverse gear, if so, not performing a subsequent ignition starting step and sending out reminding information; otherwise, the subsequent ignition starting step is carried out.
3. The engine ignition control system based on a high-efficiency hybrid system according to claim 1, wherein the number of the intermediate shafts is plural, the intermediate shafts are arranged in an annular array around the central lines of the input shaft and the output shaft, the plural intermediate shafts have the same structure, and each intermediate shaft is connected with a power motor.
4. The high efficiency hybrid system based engine ignition control system of claim 1, wherein controlling the second clutch and the third clutch in the off 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 an off state.
5. The engine ignition control system based on a high-efficiency hybrid system according to claim 4, wherein the controller includes a plurality of analog output units connected to the first hydraulic unit and the second hydraulic unit, respectively; 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 so as to realize the control of the switching double clutch.
6. The high efficiency hybrid system based engine ignition control system of claim 1 wherein the multi-speed transmission is a four-speed transmission.
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