CN111319609B - Reversing control system based on compact hybrid power system - Google Patents
Reversing control system based on compact hybrid power system Download PDFInfo
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- CN111319609B CN111319609B CN201911380072.2A CN201911380072A CN111319609B CN 111319609 B CN111319609 B CN 111319609B CN 201911380072 A CN201911380072 A CN 201911380072A CN 111319609 B CN111319609 B CN 111319609B
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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, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
- 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
-
- 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 speed changer and a multi-gear speed changer, wherein the controller is connected with the two-gear speed changer, the engine, the power motor and the multi-gear speed changer, the controller is used for controlling a first clutch and a second clutch to be in a state of being separated to cut off the connection between an output shaft of the two-gear speed changer and the engine after acquiring reversing request information, controlling the multi-gear speed changer to be switched to a lowest gear, and then sending a reversing instruction of the power motor to the power motor controller to enable the power motor to reversely rotate and sending a 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 reversing control of the hybrid power system without an additional reverse gear structure.
Description
Technical Field
The invention relates to the field of reversing control of hybrid power systems, in particular to a reversing control system based on a compact hybrid power system.
Background
The existing hybrid electric vehicle is generally a hybrid drive of traditional petrochemical fuel power and electric power. When reversing, the transmission is generally switched to a reverse gear, and then power is output to wheels to realize reversing. This requires a reverse gear mechanical structure of the transmission, which is relatively complex. The applicant provides a new hybrid power form which can enable a motor to reverse to realize reversing without a reverse gear mechanical structure, and has compact structure. However, the existing reversing control system cannot realize the control of the hybrid power mode, and a reversing control system based on a compact hybrid power system needs to be provided.
Disclosure of Invention
For this reason, it is required 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 present inventors provide a reverse control system based on a compact hybrid system, comprising a controller, a power motor, an engine, a second gear transmission and a multi-gear transmission, wherein the second gear transmission comprises an input shaft, an output shaft, an intermediate shaft, a first clutch, a second clutch and a housing, 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 are respectively arranged on the housing through two opposite side walls of the housing, the engine is connected with the input shaft to conduct power to the input shaft, the input shaft conducts the power to the intermediate shaft from the intermediate shaft to the output shaft through the first clutch, the input shaft conducts the power to the output shaft through the second clutch, and the center line of the intermediate shaft is parallel to the center line of the input shaft and arranged in the housing;
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, and is used for controlling the first clutch and the second clutch to be in a state of being in a separation state after the controller is used for acquiring reversing request information, cutting off the connection between an output shaft of the second-gear transmission and the engine, controlling the multi-gear transmission to be switched to the lowest gear, and then sending a power motor reversing instruction to the power motor controller to enable the power motor to reverse and sending the corresponding power motor rotating speed to the power motor controller according to the size of an accelerator.
Further, the controller is configured to obtain the reversing request information, and further includes the steps of: the controller is used for detecting whether the current forward vehicle speed is larger than a preset value, if so, the controller does not carry out the subsequent reversing control step, alarms, and otherwise, carries out the subsequent reversing control step.
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 clutch is of 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 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, the controller for controlling both the first clutch and the second 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.
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 a reversing request, the two-gear transmission and the multi-gear transmission are controlled to connect the power motor with the wheels, the wheels are disconnected from the engine, and finally the reversing is realized by driving the power motor to reversely rotate. Therefore, the existing reverse gear mechanism is not needed, and the cost is saved, so that the structure is simple.
Drawings
FIG. 1 is a schematic diagram of a reverse control system according to an 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 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; 105. a first clutch; 106 a second clutch;
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.
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 a reverse control system based on a compact hybrid system, including a controller second-gear transmission 1, a power motor 2, a multi-gear transmission 4, and an engine 5. The two-speed transmission 1 includes: an input shaft 101, an output shaft 102, an intermediate shaft 103, a first clutch 105, a second clutch 106, and a housing 104. 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 104 and are respectively used for inputting and outputting power. The engine 5 is connected with the input shaft 101 to transfer power to the input shaft 101, the input shaft 101 transfers power to the output shaft 102 from the intermediate shaft 103 through the first clutch 105, or the input shaft 101 transfers power to the output shaft 102 through the 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 the housing 104. 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 103 to rotate. 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 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 5 may be an engine or an electric motor. Specifically, referring to fig. 1 and 4, the power transmission paths in the above scheme have the following 5 modes: first: the engine 5 and the power motor 2 work simultaneously, the power of the input shaft 101 is transmitted to the intermediate shaft 103 after passing 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, namely, the two-gear transmission 1 is simultaneously provided with two power sources. Second,: when the engine is in operation and the power motor is not in operation, the first clutch 105 transmits the power of the input shaft 101 to the output shaft 102 through the intermediate shaft 103, and the power motor 2 does not provide power. Third,: 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, namely, the two-gear transmission 1 is provided with two power sources simultaneously. Fourth,: the engine is operated, the power motor is not operated, the power of the input shaft 101 is transmitted to the output shaft 102 through the second clutch 106, and at this time, the power motor 2 does not provide power. Fifth,: the second-speed transmission 1 is in a neutral state, that is, the double-ended piston body 303 does not clutch the first clutch block 301 and the second clutch block 302. The engine is not operated, and the power motor 2 alone provides power to directly transmit 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 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 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 disposed behind the second-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 other objects. Specifically, through the superposition with former second speed derailleur 1, can provide the derailleur of a more keeps off the position, compares with current integrated form derailleur, and two derailleurs can set up according to actual need, and the structure is simple relatively, has greatly reduced manufacturing cost. In some embodiments, the first clutch 105 and the second clutch 106 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, and is used for controlling the first clutch and the second clutch to be in a state of being in a separation state after the controller is used for acquiring reversing request information, cutting off the connection between an output shaft of the second-gear transmission and the engine, controlling the multi-gear transmission to be switched to the lowest gear, and then sending a power motor reversing instruction to the power motor controller to enable the power motor to reverse and sending the corresponding power motor rotating speed to the power motor controller according to the size of an accelerator. When the vehicle runs normally, the controller can control the power motor and the engine to jointly provide power for the intermediate shaft, then transmit the power to the output shaft and transmit the power to the multi-gear transmission, and the multi-gear transmission drives the wheels to rotate so as to realize the output of the hybrid power. The controller can realize that the power motor is connected with the wheels independently, and the engine is disconnected with the wheels, and then the power motor is controlled to rotate reversely to drive the wheels to rotate reversely, so that reversing is realized. Thus, reversing is realized on the original hybrid power system, a reversing gear structure is not needed, and the cost is saved and the structure is simple.
In some embodiments, reversing the vehicle at a faster forward speed may damage the transmission and other components of the vehicle. In order to further protect the transmission, the controller is configured to obtain the reversing request information, and then further includes the steps of: the controller is used for detecting whether the current forward vehicle speed is larger than a preset value, if so, the controller does not carry out the subsequent reversing control step, alarms, and otherwise, carries out the subsequent reversing control step. The alarm information may be a sound or a screen display reminder. 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 reversing instruction of the power motor and sending the corresponding rotating speed of the power motor to the power motor controller according to the size of the accelerator, so that the vehicle can be prevented from being damaged when the vehicle speed is higher.
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 first clutch 105 and the second clutch 106 are combined into the structure of the switching type double clutch 3, and the switching type 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 input shaft 101 or the output shaft 102 and is in driving 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 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 first clutch 105 function) of the switching dual clutch 3 is used for a gear clutch of the input shaft 101 and the first gear pair 304, the second clutch block 302 (implementing the second clutch 106 function) of the switching dual clutch 3 is used for a gear clutch of the input shaft 101 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, transmission of power of the input shaft 101 to the intermediate shaft 103 or the output shaft 102 can be achieved. By means of the difference of the gear ratios of the gear pairs arranged on the input shaft 101, the power of the input shaft 101 can be transmitted to the intermediate shaft 103 with different torques, 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 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 in 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.
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 reverse control, the controller for controlling both the first clutch and the second 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.
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 reversing process.
The multi-speed transmission may be an existing transmission, but the multi-speed transmission needs to support both forward and reverse inputs to meet the reverse demand, and in some embodiments 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 solution, directly or indirectly, to other relevant technical fields, all of which are included in the scope of the invention.
Claims (6)
1. Reverse control system based on compact 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 and a shell, wherein 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 conduct power to the input shaft, the input shaft conducts the power to the intermediate shaft through the first clutch and then to the output shaft through the intermediate shaft, the input shaft conducts the power to the output shaft through the second clutch, and the central line of the intermediate shaft is parallel to the central 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, and is used for controlling the first clutch and the second clutch to be in a state of being in a separation state after acquiring reversing request information, cutting off the connection between an output shaft of the second-gear transmission and the engine, controlling the multi-gear transmission to be switched to the lowest gear, and then sending a power motor reversing instruction to the power motor controller to enable the power motor to reverse and sending a corresponding power motor rotating speed to the power motor controller according to the size of an accelerator;
the clutch is of 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;
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 reverse control system based on a compact hybrid system according to claim 1, wherein the controller further comprises the step of after acquiring the reverse request information: the controller is used for detecting whether the current forward vehicle speed is larger than a preset value, if so, the controller does not carry out the subsequent reversing control step, alarms, and otherwise, carries out the subsequent reversing control step.
3. The reversing control system based on a compact hybrid system according to claim 1, wherein a plurality of intermediate shafts are arranged in an annular array around the central lines of the input shaft and the output shaft, the plurality of intermediate shafts have the same structure, and each intermediate shaft is connected with a power motor.
4. The compact hybrid-system-based reverse control system of claim 1, wherein the controller for controlling both the first clutch and the second clutch to be in an off-state comprises:
the controller controls the first hydraulic unit and the second hydraulic unit to generate the same pressure.
5. The reverse control system based on a compact hybrid system according to claim 1, wherein the controller includes a plurality of analog output units, the plurality of analog output units being 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 compact hybrid-system-based reverse control system of claim 1, wherein the multi-speed transmission is a four-speed transmission.
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