CN111319609A - Reverse control system based on compact hybrid power system - Google Patents
Reverse control system based on compact hybrid power system Download PDFInfo
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- CN111319609A CN111319609A CN201911380072.2A CN201911380072A CN111319609A CN 111319609 A CN111319609 A CN 111319609A CN 201911380072 A CN201911380072 A CN 201911380072A CN 111319609 A CN111319609 A CN 111319609A
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- 230000005540 biological transmission Effects 0.000 claims abstract description 89
- 238000000034 method Methods 0.000 description 6
- 238000010586 diagram Methods 0.000 description 5
- 230000009977 dual effect Effects 0.000 description 4
- 230000000694 effects Effects 0.000 description 2
- 239000010720 hydraulic oil Substances 0.000 description 2
- 239000003921 oil Substances 0.000 description 2
- 238000000926 separation method Methods 0.000 description 2
- 238000005452 bending Methods 0.000 description 1
- 239000002803 fossil fuel Substances 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
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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
- B60W10/10—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
- 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
- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/18009—Propelling the vehicle related to particular drive situations
- B60W30/18036—Reversing
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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
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/08—Electric propulsion units
- B60W2510/081—Speed
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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
- B60W2520/00—Input parameters relating to overall vehicle dynamics
- B60W2520/10—Longitudinal speed
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- 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)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Automation & Control Theory (AREA)
- Structure Of Transmissions (AREA)
Abstract
The invention provides a reversing control system based on a compact 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, and is used for controlling a first clutch and a second clutch to be in a separated state to cut off the connection between an output shaft of the two-gear transmission and the engine after acquiring reversing request information, controlling the multi-gear transmission to be switched to a lowest gear, and then sending a power motor reversing instruction to the power motor controller to enable the power motor to reverse and send the corresponding rotating speed of the power motor to the power motor controller according to the size of an accelerator. The invention can complete the high-efficiency reverse control of the hybrid power system without an additional reverse gear structure.
Description
Technical Field
The invention relates to the field of reverse control of hybrid power systems, in particular to a reverse control system based on a compact hybrid power system.
Background
Existing hybrid vehicles are typically hybrid drives of conventional fossil fuel power and electric power. When backing up, generally, the transmission is switched to a backing-up gear, and then power is output to wheels to realize backing up. Therefore, the transmission is required to have a reverse gear mechanical structure, and the structure is relatively complex. The applicant provides a new hybrid power form, and the new hybrid power form can realize reverse rotation of the motor without a reverse gear mechanical structure and has a compact structure. However, the existing reverse control system cannot realize the control of the hybrid form, and a reverse control system based on a compact hybrid system needs to be provided.
Disclosure of Invention
For this reason, it is necessary to provide a reverse control system based on a compact hybrid system for solving the problem of reverse control of the hybrid system.
In order to achieve the above object, the inventor provides a reverse control system based on a compact hybrid power system, which comprises a controller, a power motor, an engine, a two-gear transmission and a multi-gear transmission, wherein the two-gear transmission comprises an input shaft, an output shaft, an intermediate shaft, a first clutch, a second clutch and a shell, the central line of the input shaft and the central 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 output shaft, the input shaft transmits the power to the output shaft through the second clutch, and the central line of the intermediate shaft is arranged in the;
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 backing request information, the controller is used for controlling the first clutch and the second clutch to be in a separated state to cut off connection between an output shaft of the second-gear transmission and the engine, the multi-gear transmission is controlled to be switched to the lowest gear, then a power motor reversing instruction is sent to the power motor controller to enable the power motor to reverse, and the corresponding power motor rotating speed is sent to the power motor controller according to the size of an accelerator.
Further, the controller, after being configured to obtain the backing request information, further includes the steps of: the controller is used for detecting whether the current advancing speed is larger than a preset value, if so, the subsequent backing control step is not carried out, and an alarm is carried out, otherwise, the subsequent backing control 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.
Further, the clutch is in a structure of 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, the controller for controlling both the first clutch and the second 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.
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.
The vehicle reversing device is different from the prior art, the controller is used for detecting a reversing request, the two-gear transmission and the multi-gear transmission are controlled to connect the power motor and the wheels, the wheels are disconnected from the engine, and finally the power motor is driven to rotate reversely to reverse. Therefore, the existing reverse gear mechanism is not needed, the cost is saved, and the structure is simple.
Drawings
FIG. 1 is a schematic structural diagram of a reverse control system according to an exemplary embodiment;
fig. 2 is a schematic diagram of a two speed transmission according to an embodiment.
FIG. 3 is a schematic illustration of a two speed transmission and a four speed transmission according to an exemplary embodiment;
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; 105. a first clutch; 106 a second clutch;
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.
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 a reverse control system based on a compact hybrid power system, including a two-gear transmission 1, a power motor 2, a multi-gear transmission 4 and an engine 5. The two-gear transmission 1 includes: input shaft 101, output shaft 102, intermediate shaft 103, first clutch 105, second clutch 106, casing 104. 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 104 and are respectively used for inputting and outputting power. The engine 5 is connected with an input shaft 101 to transmit power to the input shaft 101, the input shaft 101 transmits power to an intermediate shaft 103 through a first clutch 105 and then transmits the power to an output shaft 102 through the intermediate shaft 103, or the input shaft 101 transmits power to the output shaft 102 through a second clutch 106, and the center line of the intermediate shaft 103 is parallel to the center line of the input shaft 101 and is arranged in a shell 104. 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 103 to rotate. It should be noted that the connection between the rotating end of the power motor 2 and the intermediate shaft 103 may be through a transmission connection or a direct connection, and may drive the operation of the transmission together with the engine 5 or separately. 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 5 can be an engine or an electric motor. Specifically, referring to fig. 1 and fig. 4, the power conduction path of the above scheme has the following 5 ways: firstly, the method comprises the following steps: the engine 5 and the power motor 2 work simultaneously, the power of the input shaft 101 is transmitted to the intermediate shaft 103 through the first clutch 105 and then transmitted to the output shaft 102, and the power motor 2 also transmits the power to the intermediate shaft 103 and then transmitted to the output shaft 102, that is, the two-gear transmission 1 has two power sources at the same time. Secondly, the method comprises the following steps: when the engine works and the power motor does not work, the first clutch 105 transmits the power of the input shaft 101 to the output shaft 102 after passing through the intermediate shaft 103, and at the moment, the power motor 2 does not provide power. Thirdly, the method comprises the following steps: the engine and the power motor work simultaneously, the power of the input shaft 101 is transmitted to the output shaft 102 through the second clutch 106, the power motor 2 also transmits the power to the intermediate shaft 103, and then the power is transmitted to the output shaft 102 through the intermediate shaft 103, that is, the two-gear transmission 1 has two power sources at the same time. Fourthly: when the engine works, the power motor does not work, and the power of the input shaft 101 is transmitted to the output shaft 102 through the second clutch 106, at this time, the power motor 2 does not provide power. Fifth, the method comprises the following steps: the two-gear transmission 1 is in a neutral state, that is, the double-headed piston body 303 is not engaged with the first clutch piece 301 and the second clutch piece 302. When the engine does not work, the power motor 2 alone provides power and directly transmits the power 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 first clutch 105 and the second clutch 106 may be friction clutches or the like. In this embodiment, a multi-gear transmission 4 is further added behind the two-gear transmission 1, an input end of the multi-gear transmission 4 is in transmission connection with an output end of the output shaft 102, and an output end of the multi-gear transmission 4 is used for outputting power to wheels and the like. Concretely, the multispeed derailleur is through keeping off the stack of derailleur 1 with former, can provide the derailleur of a more fender position, compares in the derailleur of current integral type, and two derailleurs 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 first clutch 105 and the second clutch 106 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 acquiring backing request information, the controller is used for controlling the first clutch and the second clutch to be in a separated state to cut off connection between an output shaft of the second-gear transmission and the engine, the multi-gear transmission is controlled to be switched to the lowest gear, then a power motor reversing instruction is sent to the power motor controller to enable the power motor to reverse, and the corresponding power motor rotating speed is sent to the power motor controller according to the size of an accelerator. When the hybrid power vehicle runs normally, the controller can control the power motor and the engine to jointly provide power for the intermediate shaft, then the power is transmitted to the output shaft and transmitted to the multi-gear transmission, and the multi-gear transmission drives the wheels to rotate to realize hybrid power output. The controller can realize the independent connection of the power motor and the wheels, the connection between the engine and the wheels is disconnected, and then the power motor is controlled to rotate reversely to drive the wheels to rotate reversely, so that the vehicle can be backed. Therefore, the reverse operation is realized on the original hybrid power system, a reverse gear structure is not required, the cost is saved, and the structure is simple.
In some embodiments, reversing the vehicle may damage components of the vehicle such as the transmission if the vehicle is at a faster forward speed. In order to further protect the transmission, the controller is used for obtaining the backing request information and further comprises the following steps: the controller is used for detecting whether the current advancing speed is larger than a preset value, if so, the subsequent backing control step is not carried out, and an alarm is carried out, otherwise, the subsequent backing control step is carried out. The alarm information may be a sound or a screen display alert. The subsequent reversing control step comprises the steps of controlling the first clutch and the second clutch to be in a disengaged state, controlling the multi-gear transmission to be switched to the lowest gear, sending a power motor reversing instruction and sending the corresponding power motor rotating speed to the power motor controller according to the size of an accelerator, so that the vehicle can be prevented from being damaged by reversing when the vehicle speed is high.
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 a 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 conventional clutch has a structure in which the two clutches are engaged at the same time, and thus, in this embodiment, the first clutch 105 and the second clutch 106 are combined to form the switching dual clutch 3, and the switching 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 input shaft 101 or the output shaft 102, and is in transmission connection with the intermediate shaft 103 or the output shaft 102. Taking the input shaft as an example: a first gear pair 304 is arranged between the input 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 first clutch 105) of the switching double clutch 3 is used for engaging and disengaging the input shaft 101 with one gear of the first gear pair 304, the second clutch piece 302 (implementing the function of the second clutch 106) of the switching double clutch 3 is used for engaging and disengaging the input shaft 101 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. The power of the input shaft 101 can be transmitted to the intermediate shaft 103 or the output shaft 102 by the gear pair and the switching double clutch 3. The power of the input shaft 101 can be transmitted to the intermediate shaft 103 with different torques through the gear ratio of the gear pair arranged on the input shaft 101, and the power is output to the output shaft 102 through the intermediate shaft 103; or directly transmits the power of the input shaft 101 to the output shaft 102. 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 in 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.
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 reverse control, the controller for controlling both the first clutch and the second 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.
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 transmission is controlled in the backing process.
The multi-speed transmission can be an existing transmission, but the multi-speed transmission needs to support input in forward rotation and reverse rotation to meet the requirement of reverse rotation, and in some embodiments, 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 invention.
Claims (8)
1. The backing control system based on the compact hybrid power system comprises a controller, a power motor, an engine, a two-gear transmission and a multi-gear transmission, and is characterized in that:
the two-gear transmission comprises an input shaft, an output shaft, an intermediate shaft, a first clutch, a second 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 output shaft through the intermediate shaft, the input shaft transmits the power to the output shaft through the second clutch, and the center line of the intermediate shaft is arranged in the shell in parallel to the center line of;
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 backing request information, the controller is used for controlling the first clutch and the second clutch to be in a separated state to cut off connection between an output shaft of the second-gear transmission and the engine, the multi-gear transmission is controlled to be switched to the lowest gear, then a power motor reversing instruction is sent to the power motor controller to enable the power motor to reverse, and the corresponding power motor rotating speed is sent to the power motor controller according to the size of an accelerator.
2. The compact hybrid powertrain-based reverse control system of claim 1, wherein the controller further comprises, after obtaining the reverse request information, the steps of: the controller is used for detecting whether the current advancing speed is larger than a preset value, if so, the subsequent backing control step is not carried out, and an alarm is carried out, otherwise, the subsequent backing control step is carried out.
3. The compact hybrid power system-based reverse control system according to claim 1, wherein the number of the intermediate shafts is multiple, the intermediate shafts are arranged in an annular array around the center lines of the input shaft and the output shaft, the multiple intermediate shafts have the same structure, and each intermediate shaft is connected with a power motor.
4. The compact hybrid-based reverse control system of claim 1,
the clutch is in a switching type double clutch structure, 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 compact hybrid-based reversing control system according to claim 4, wherein the piston unit includes 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 compact hybrid-based reverse control system of claim 5, wherein the controller for controlling both the first clutch and the second clutch to be in the off state comprises:
the controller controls the first hydraulic unit and the second hydraulic unit to generate the same pressure.
7. The compact hybrid system-based reverse control system according to claim 5, wherein the controller includes 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 compact hybrid powertrain-based reverse control system of claim 1, wherein the multi-speed transmission is a four-speed transmission.
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| CN111319609B (en) | 2023-09-26 |
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