CN111322188A - Engine ignition control system based on integrated hybrid power system - Google Patents
Engine ignition control system based on integrated hybrid power system Download PDFInfo
- Publication number
- CN111322188A CN111322188A CN201911380115.7A CN201911380115A CN111322188A CN 111322188 A CN111322188 A CN 111322188A CN 201911380115 A CN201911380115 A CN 201911380115A CN 111322188 A CN111322188 A CN 111322188A
- Authority
- CN
- China
- Prior art keywords
- clutch
- gear
- shaft
- engine
- power
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Images
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
- F02P5/00—Advancing or retarding ignition; Control therefor
- F02P5/16—Advancing or retarding ignition; Control therefor characterised by the mechanical transmission between sensing elements or personal controls and final actuating elements
-
- 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
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Structure Of Transmissions (AREA)
- Control Of Transmission Device (AREA)
Abstract
The invention provides an engine ignition control system based on an integrated hybrid power system, which comprises a controller, a power motor, an engine, a four-gear transmission and a multi-gear transmission, wherein the controller is connected with the four-gear transmission, the engine, the power motor and the multi-gear transmission, after the controller acquires an engine ignition request, the controller controls the multi-gear transmission to be switched to a neutral gear to disconnect the power connection with wheels, the controller controls the four-gear transmission to drive a first clutch or a second clutch to enter an on state to realize the connection of the engine and the power motor, drives a third clutch and a fourth clutch to enter an off state to realize the disconnection of an intermediate shaft and an output shaft, and sends a preset ignition rotating speed to the power motor controller to drive the motor to rotate at a preset ignition rotating speed, and the engine is started by oil injection ignition. The invention can realize that the motor is not required to be started and the engine is started.
Description
Technical Field
The invention relates to the field of engine ignition control systems, in particular to an engine ignition control system based on an integrated hybrid power system.
Background
The existing engine is generally ignited by a starter motor, and the starter motor converts electric energy of a storage battery into mechanical energy to drive a flywheel on the engine to rotate so as to start the engine. Therefore, an additional starting motor is needed, the cost is increased, and the structure of the whole vehicle is more complex. The applicant provides a novel hybrid vehicle system, which can realize the connection between a power motor and an engine and realize the ignition driven by the power motor. Thus, the existing ignition control system has been unable to meet the needs of the system, and it is desirable to provide a new ignition control system for an engine.
Disclosure of Invention
Therefore, an engine ignition control system based on an integrated hybrid power system needs to be provided, and the problem of ignition control of the hybrid power system is solved.
In order to achieve the above object, the inventor provides an engine ignition control system based on an integrated hybrid power system, comprising a controller, a power motor, an engine, a four-gear transmission and a multi-gear transmission, wherein the four-gear transmission comprises an input shaft, an output shaft, an intermediate shaft, a first clutch, a second clutch, a third clutch, a fourth clutch and a shell, the central line of the input shaft and the central line of the output shaft are arranged in a collinear way, 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 or the second clutch, then the intermediate shaft is conducted to the output shaft through the third clutch or the fourth clutch, and the center line of the intermediate shaft is arranged in the shell in parallel to the center line of the input shaft;
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 four-gear transmission, the engine, the power motor and the multi-gear transmission, after the controller is used for obtaining an engine ignition request, the controller controls the multi-gear transmission to be switched to a neutral gear to be disconnected from the power of wheels, the controller controls the four-gear transmission to drive the first clutch or the second clutch to be in a closed state to realize the connection of the engine and the power motor, the third clutch and the fourth clutch are driven to be in a separated state to realize the disconnection of the intermediate shaft and the output shaft, the controller sends a preset ignition rotating speed to the power motor controller to enable the drive motor to rotate at the preset ignition rotating speed, and the engine is started by oil injection and ignition.
Further, the controller is configured to obtain an engine ignition request and then comprises the following steps:
judging whether the gear is in a forward gear or a reverse gear, if so, not performing subsequent ignition starting steps and sending out reminding information; otherwise, the subsequent ignition starting step is carried out.
Furthermore, the intermediate shafts are arranged in an annular array around the central lines of the input shaft and the output shaft, the structures of the intermediate shafts are the same, and each intermediate shaft is connected with a power motor.
Furthermore, the first clutch and the second clutch form a first switching type double clutch, the third clutch and the fourth clutch form a second 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, driving the first clutch or the second clutch into the engaged state includes:
controlling two hydraulic units connected with the first switching type double clutch to generate pressure difference so that the first clutch or the second clutch enters an on state;
driving the third clutch and the fourth clutch into the off-state includes:
the two hydraulic units connected by the second switching double clutch are controlled to have the same pressure, so that the third clutch and the fourth clutch enter an off state.
Furthermore, the controller comprises a plurality of analog quantity output units which are respectively connected with the hydraulic unit; the controller is used for controlling the analog quantity output unit to respectively output analog quantity control information to the hydraulic unit to realize the control of the switching type double clutch.
Further, the multi-speed transmission is a two-speed transmission.
Different from the prior art, the technical scheme realizes the detection of the ignition request through the controller, then realizes the connection of the engine and the power motor through controlling the four-gear speed changer, and finally realizes the ignition starting of the engine through the power motor. Thus, the existing starting motor is not needed, the cost is saved, and the structure is simple.
Drawings
FIG. 1 is a schematic diagram of an ignition control system according to an exemplary embodiment;
FIG. 2 is a simplified schematic structural diagram of the four speed transmission according to the embodiment;
FIG. 3 is a simplified schematic structural diagram of a four-speed transmission and a multi-speed transmission according to an embodiment;
FIG. 4 is a schematic structural diagram of the four speed transmission according to the embodiment;
FIG. 5 is another schematic structural view of the four speed transmission according to the embodiment;
FIG. 6 is a schematic structural diagram of the dual switching clutch according to the embodiment;
fig. 7 is a schematic structural view of the four-speed transmission and the multi-speed transmission according to the embodiment.
Description of reference numerals:
1. a four-speed transmission;
11. an input shaft;
12. an output shaft;
13. an intermediate shaft;
14. a housing;
15. a first gear pair;
16. a second gear pair;
161. a common gear pair;
17. a third gear pair;
18. a fourth gear pair;
2. a power motor;
3. a switching clutch;
31. a first clutch block;
311. a first friction plate set;
32. a second clutch block;
321. a second friction plate set;
33. a double-ended piston body;
34. a cavity;
35. a hydraulic unit;
36. a first switching clutch;
37. a second switching clutch;
4. a multi-speed transmission;
40. a second gear input shaft; 41. a second gear output shaft; 42. a second intermediate shaft; 43. a second clutch; 44. a second clutch; 45. a second gear housing;
5. an engine;
k1, first clutch;
k2, second clutch;
k3, third clutch;
k4 and a fourth clutch.
Detailed Description
To explain technical contents, structural features, and objects and effects of the technical solutions in detail, the following detailed description is given with reference to the accompanying drawings in conjunction with the embodiments.
Referring to fig. 1 to 7, the present embodiment provides an engine ignition control system based on an integrated hybrid power system, which includes a controller, a four-speed transmission 1, a power motor 2, a multi-speed transmission 4 and an engine 5. The four-gear transmission comprises an input shaft 11, an output shaft 12, an intermediate shaft 13, a first clutch K1, a second clutch K2, a third clutch K3, a fourth clutch K4, a shell 14 and a power motor 2; the center line of the input shaft 11 is arranged in line with the center line of the output shaft 12. The input end of the input shaft 11 and the output end of the output shaft 12 respectively penetrate through two opposite side walls of the housing 14 and are arranged on the housing 14, the engine 5 is connected with the input shaft 11 and transmits power to the input shaft 11, the input shaft 11 transmits the power to the intermediate shaft 13 through the first clutch K1 or the second clutch K2, and then the intermediate shaft 13 transmits the power to the output shaft 12 through the third clutch K3 or the fourth clutch K3; the center line of the intermediate shaft 13 is disposed in the housing 14 parallel to the center line of the input shaft 11. The housing 14 can protect various components of the four-speed transmission, such as the input shaft 11, the output shaft 12, the intermediate shaft 13, the first clutch k1, the second clutch k2, the third clutch k3, and the fourth clutch k 4. One end of the intermediate shaft 13 is in transmission connection with a rotating end of the power motor 2, the power motor 2 is arranged outside the shell 14, the power motor 2 is used for transmitting power to the intermediate shaft 13, and the power motor 2 can be a direct-current power motor, an alternating-current power motor, a permanent magnet synchronous motor and the like.
In some embodiments, to provide a power source for the four-speed transmission 1, an engine 5 may be connected to an input end of the input shaft 11, and the engine 5 is used for driving the input shaft 11 to rotate.
In this embodiment, the connection between the power motor and the intermediate shaft is a direct connection. Specifically, a key groove is formed in the shaft surface of the intermediate shaft, and the output end of the power motor 2 can be inserted and fixed into the key groove in an interference fit manner. Or the direct connection can be other embodiments, such as the connection between the output end of the power motor and one end of the intermediate shaft is realized through a coupler.
In some embodiments, the connection of the power motor and the intermediate shaft may be a geared connection. Specifically, a gear may be sleeved on an output shaft of the power motor, a gear may be sleeved on the intermediate shaft, and the power motor drives the output shaft to rotate by meshing the gear on the power motor and the gear on the intermediate shaft.
Generally, to implement the operation of the clutch, the clutch is disposed on the power input end, and one end of the clutch is connected to the power input end and the other end is connected to the power output end. In this embodiment, the power input end may be an input shaft, and the power output end is a gear rotatably sleeved on the input shaft; or the power output end is an output shaft, and the power input end is a gear which is rotatably sleeved on the output shaft.
In some embodiments, the first clutch k1, the second clutch k2, the third clutch k3 and the fourth clutch k4 are conventional clutch structures, such as a friction clutch and a hydraulic clutch, and the clutches are only used for transmitting 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 on the input shaft (or the output shaft), the other end of the friction clutch is connected with the gear of the gear pair, when the friction clutch is in an on state, the input shaft (or the output shaft) is in transmission with the gear, and when the friction clutch is in an off state, the input shaft (or the output shaft) is not in transmission with the gear.
In some embodiments, the input of the multi-speed transmission 4 is in transmission connection with the output of the output shaft 12, and the output of the multi-speed transmission 4 is used for outputting power to wheels and the like. Specifically, the multi-gear transmission 4 can provide a transmission with more gears by overlapping with an original two-gear transmission, and compared with the existing integrated transmission, the multi-gear transmission can be modified according to actual needs, and meanwhile, the production cost is reduced to a great extent.
The controller is connected with the four-gear transmission, the engine, the power motor and the multi-gear transmission, after the controller is used for obtaining an engine ignition request, the controller controls the multi-gear transmission to be switched to a neutral gear to be disconnected from the power of wheels, the controller controls the four-gear transmission to drive the first clutch or the second clutch to be in a closed state to realize the connection of the engine and the power motor, the third clutch and the fourth clutch are driven to be in a separated state to realize the disconnection of the intermediate shaft and the output shaft, the controller sends a preset ignition rotating speed to the power motor controller to enable the drive motor to rotate at the preset ignition rotating speed, and the engine is started by oil injection and ignition. The controller can realize the independent connection of the power motor and the engine, disconnect the power motor from the rear multi-gear transmission, then control the power motor to rotate to drive the engine to run, and simultaneously spray oil to ignite the engine, thereby realizing the ignition driving of the engine. Therefore, ignition starting is realized on the original hybrid power system, a starting motor is not needed, the cost is saved, and the structure is simple.
In the process of ignition starting, in order to avoid potential safety hazards caused by the fact that the vehicle is located in a gear position and the vehicle is driven immediately after the vehicle is started, the current gear position of the vehicle needs to be detected before starting, and ignition starting is carried out when the gear position is a neutral gear position or a parking gear position. In this embodiment, the controller is configured to obtain an engine ignition request and then includes: judging whether the gear is in a forward gear or a reverse gear, if so, not performing subsequent ignition starting steps and sending out reminding information; otherwise, the subsequent ignition starting step is carried out. The reminder information may be a sound or a screen display reminder. The subsequent ignition starting step comprises the steps that the multi-gear transmission is switched to a neutral gear, the first clutch or the second clutch enters an on state, the third clutch and the fourth clutch enter an off state, a preset ignition rotating speed is sent to the power motor controller, and the engine is started by oil injection ignition.
In this embodiment, the number of the intermediate shafts is two, the intermediate shafts are arranged in an annular array around a center line of the input shaft or the output shaft, and the power motor may be disposed at any one end of the intermediate shafts. According to actual needs, the power motor can be arranged on the same side as the input shaft or the same side as the output shaft. In some embodiments, the number of the intermediate shafts is multiple, and may be two, three, or four or even more. A plurality of the intermediate shafts are arranged in a circumferential array on a central axis of the input shaft or the output shaft. The intermediate shafts, such as two, may be disposed at upper and lower positions of the input shaft and the output shaft, respectively. The structure of a plurality of intermediate shafts is the same, for example, gears with the same number of teeth and the same tooth width are arranged. Therefore, the loads of the input shaft and the output shaft can be distributed through the plurality of intermediate shafts, so that the bending strength on the input shaft, the intermediate shafts and the output shaft is enhanced, the bearing capacity of the input shaft and the output shaft is improved, and the purpose of improving the loads is achieved. Meanwhile, through the plurality of power motors, under the condition of the same output power, the lengths of the single bodies of the plurality of power motors can be greatly reduced relative to one power motor, 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 of the existing passenger cars can be adopted by adopting a plurality of small power motors, so that the cost can be greatly reduced. The power motor drives the operation of the transmission together with or separately from the engine. When the power motor and the power system are driven together, the power motor is used as auxiliary power to be matched with the power system for driving; at some time, the power motor can also drive the transmission to work independently.
The existing clutches are adopted, the two clutches are simultaneously in a closed state to cause the condition of gear jamming, in order to optimize the structure of the transmission, the problem that the gear jamming occurs when the clutches of the traditional transmission are switched is solved, the overall structure is simpler, then in the embodiment, the first clutch and the second clutch are combined into the first switching type double clutch 36, the third clutch and the fourth clutch are combined into the second switching type double clutch 37, and the first switching type double clutch and the second switching type double clutch are the same switching type double clutch 3. The dual switching clutch 3 comprises a first clutch plate 31, a second clutch plate 32 and a piston unit. The first clutch piece 31 is located on one side of the piston unit, the second clutch piece 32 is located on the other side of the piston unit, and the piston unit is used for enabling the first clutch piece 31 and the second clutch piece 32 to be in clutch. The piston unit of the dual clutch 3 can only push the first clutch piece 31 or the second clutch piece 32 to be in the engaged state, so that the situation of being in the engaged state at the same time is avoided.
Referring to fig. 4, in some embodiments, a first gear pair is disposed between the input shaft and the intermediate shaft, a gear of the first gear pair 15 is movably sleeved on the input shaft, another gear of the first gear pair 15 is disposed on the intermediate shaft, a second gear pair 16 is disposed between the input shaft and the intermediate shaft, a gear of the second gear pair 16 is movably sleeved on the input shaft, another gear of the second gear pair 16 is disposed on the intermediate shaft, a third gear pair 17 is disposed between the output shaft and the intermediate shaft, a gear of the third gear pair 17 is movably sleeved on the output shaft, another gear of the third gear pair 17 is disposed on the intermediate shaft, a fourth gear pair 18 is disposed between the output shaft and the intermediate shaft, a gear of the fourth gear pair 18 is movably sleeved on the output shaft, and another gear of the fourth gear pair 18 is disposed on the intermediate shaft. The input shaft and the intermediate shaft are in transmission connection through the first gear pair and the second gear pair, and the output shaft and the intermediate shaft are in transmission connection through the third gear pair and the fourth gear pair. The first clutch piece (realizing the function of the first clutch K1) of the first switching double clutch is used for the clutch of the input shaft and a gear of the first gear pair, the second clutch piece (realizing the function of the first clutch K2) of the first switching double clutch is used for the clutch of the input shaft and a gear of the second gear pair, and the first clutch piece of the first switching double clutch and the second clutch piece of the first switching double clutch are mutually exclusive clutches. The first clutch piece (realizing the function of the first clutch K3) of the second switching type double clutch is used for clutching the output shaft and a gear of the third gear pair, the second clutch piece (realizing the function of the first clutch K4) of the second switching type double clutch is used for clutching the output shaft and a gear of the fourth gear pair, and the first clutch piece of the second switching type double clutch and the second clutch piece of the second switching type double clutch are mutually exclusive clutches. Through foretell gear pair and switching formula double clutch, can realize whether the power of input shaft transmits the jackshaft, and through the difference of the gear ratio of the gear pair that sets up on the input shaft, can realize that input shaft power transmits the jackshaft with different moments of torsion. Whether the power of jackshaft transmits the output shaft simultaneously can be realized, and through the difference of the gear ratio of the gear pair that sets up on the output shaft, can realize that jackshaft power transmits the output shaft with different moments of torsion. The gear change of the four-gear transmission is realized by controlling the change of the torque in the power transmission process.
The piston unit can be pushed left and right respectively to clutch the clutch blocks on two sides. In this embodiment, one piston unit includes a double-headed piston body 33 and a cavity 34, the double-headed piston body 33 has an i-shaped cross section, one end of the double-headed piston body 33 is disposed in the cavity 34, and the other end of the double-headed piston body 33 is located outside the cavity 34. The double-end piston body 33 can only push one clutch block and gear pair to form a closed state, so that one switching type double clutch 3 can only be in a closed state with one gear pair, and is in a separated state with the other gear pair, the condition that the clutch blocks on two sides are closed simultaneously can not occur, and the transmission is more accurate and flexible in gear shifting. Meanwhile, the other end of the double-end piston body is arranged outside the cavity 34 and used for pushing the clutch blocks on the two sides to be engaged and disengaged, so that the transverse width of the double-end piston body 33 is reduced, and the structure is compact.
Referring to fig. 4 and 5, in order to reduce the excessive gear setting and optimize the structure, in this embodiment, the second gear pair 16 and the third gear pair 17 are combined into the same gear pair, that is, a common gear pair, and here, the gear pair formed by the second gear pair 16 and the third gear pair 17 is named as a common gear pair 161. One gear of the common gear pair 161 may be movably provided on the input shaft or the output shaft, and the other gear is provided on the intermediate shaft. Taking the example in which the common gear pair is movably disposed on the output shaft, the second clutch piece of the first switching double clutch 36 is used for the clutch of the input shaft with a gear of the common gear pair 161, and the first clutch piece of the second switching double clutch 37 is used for the clutch of the output shaft with a gear of the common gear pair 161. The remaining first gear pair 15 and third gear pair 18 remain unchanged, and the function of each clutch plate of the remaining double clutch is: the first clutch piece of the first switching double clutch 36 is used for engaging and disengaging the input shaft with a gear of the first gear pair 15, and the second clutch piece of the second switching double clutch 37 is used for engaging and disengaging the output shaft with a gear of the fourth gear pair.
In order to realize a clutch structure in the clutch, a clutch mode of friction plates can be adopted, the first clutch block comprises a first friction plate group, the second clutch block comprises a second friction plate group, the first friction plate group is positioned on one side of the other end of the double-end piston body, the second friction plate group is positioned on the other side of the other end of the double-end piston body, and the double-end piston body is used for driving one group of the first friction plate group or the second friction plate group to be combined and the other group to be separated. Namely, the double-end piston body pushes the friction plate of the first clutch block or the friction plate of the second clutch block, so that the first clutch block or the second clutch block can be clutched.
In this embodiment, the double-ended piston body is used for pushing the first friction plate group and the second friction plate group, and in order to provide power to the double-ended piston body, two ends of the cavity of the switching type double clutch are respectively connected with a hydraulic unit for driving the double-ended piston body to move. The hydraulic unit 35 comprises a hydraulic pump and hydraulic pipelines, one end of each hydraulic pipeline is connected with the hydraulic pump, the other end of each hydraulic pipeline is communicated with the cavity, each hydraulic pipeline comprises a first hydraulic pipeline and a second hydraulic pipeline, the first hydraulic pipeline is communicated with the cavity on the left side of the double-head piston body, and the second hydraulic pipeline is communicated with the cavity on the right side of the double-head piston body. Hydraulic oil is injected into the hydraulic pipeline, the hydraulic pipeline works in a state of being full of hydraulic oil, and the hydraulic pipeline can respectively convey the hydraulic oil to the cavity. Consequently only need to make behind the hydraulic oil pressurization in the hydraulic pressure pipeline of one side the oil pressure in the cavity is unbalanced, and then the drive the double-end piston body is in the cavity removes, reaches control the double-end piston body is in the purpose that removes is carried out to the oil pressure through hydraulic oil in the cavity.
In the present embodiment, the first gear pair, the common gear pair, and the first switching double clutch are taken as an example. The double-head piston body is pushed to move towards one side of the first hydraulic pipeline by applying pressure to the hydraulic oil in the second hydraulic pipeline, so that the first clutch block and the first gear pair of the first switching type double clutch are in a closed state, and the second clutch block and a gear of the common gear pair of the first switching type double clutch are in a separated state. In a similar way, the pressure of the hydraulic oil in the first hydraulic pipeline is greater than that of the second hydraulic pipeline, and the double-end piston body is pushed to move towards one side of the second hydraulic pipeline, so that the second clutch block of the first switching type double clutch and one gear of the common gear pair are in a closed state, and the first clutch block of the first switching type double clutch and the first gear pair are in a separated state. Furthermore, the pressures in the hydraulic pipelines on the two sides are equal, so that the double-end piston body is located in the middle position in the cavity, the second clutch block and the common gear of the first switching type double clutch are in a separated state, the first clutch block and the first gear pair of the first switching type double clutch are in a separated state, and the neutral gear state is achieved.
After the clutch is controlled by the hydraulic unit, the controller can realize switching control of the clutch by controlling the pressure of the hydraulic unit. If the two clutch blocks of the switching double clutch are required to be controlled to be in a separated state, the controller only needs to control the two hydraulic units connected with the switching double clutch to be in the same pressure. If one of the clutch blocks is controlled to be in the on state and the other clutch block is controlled to be in the off state, the pressure of the hydraulic unit on the on state side is only required to be smaller than the pressure of the hydraulic unit on the off state side. To implement the ignition control, driving the first clutch or the second clutch into the engaged state includes: the two hydraulic units controlling the first switched double clutch connection generate a pressure difference which brings the first clutch or the second clutch into an engaged state. Driving the third clutch and the fourth clutch into the off-state includes: the two hydraulic units connected by the second switching double clutch are controlled to have the same pressure, so that the third clutch and the fourth clutch enter an off state.
The existing controller is generally an intelligent control unit, and may include a CPU. In order to realize the control of the clutch hydraulic unit, the controller comprises a plurality of analog quantity output units which are respectively connected with the hydraulic unit; the controller is used for controlling the analog quantity output unit to respectively output analog quantity control information to the hydraulic unit to realize the control of the switching type double clutch. The analog quantity output unit may be a voltage output unit or a current output unit, corresponding to the output voltage or current. Thereby enabling control of different types of hydraulic units. The analog quantity output unit can be constructed by an analog circuit, and after the analog quantity is output by the CPU, the analog quantity signal is amplified by the analog circuit, so that the output of the analog quantity with larger driving capability is realized. Or the analog quantity output unit can be a single digital-to-analog chip, and after the digital quantity is output by the CPU, a signal with driving capability is output through the digital-to-analog chip. And finally, the control of the hydraulic unit is realized. After the controller controls the hydraulic unit, the hydraulic pressure at two ends of the clutch controlled by the hydraulic unit can be changed, so that the clutch can be driven, the clutch effect is realized, the power transmission path between different shafts in the transmission is changed, and the control of the transmission in the ignition process is realized.
The multi-speed transmission may be an existing transmission, further, the multi-speed transmission is a two-speed transmission. The second gear transmission comprises: a second-gear input shaft 40, a second-gear output shaft 41, a second-gear intermediate shaft 42, a second-gear first clutch 43, a second-gear second clutch 44, and a second-gear housing 45. The center line of the second gear input shaft and the center line of the second gear output shaft are arranged in a collinear manner, and the input end of the second gear input shaft and the output end of the second gear output shaft respectively penetrate through two opposite side walls of the second gear shell and are arranged on the second gear shell; the output shaft 12 of the four-gear transmission 4 is connected with the second-gear input shaft to transmit power to the second-gear input shaft, the second-gear input shaft transmits power to the second-gear intermediate shaft through the second-gear first clutch and then transmits the power to the second-gear output shaft through the second-gear intermediate shaft, or the second-gear input shaft transmits power to the output shaft through the second-gear second clutch, and the center line of the second-gear intermediate shaft is parallel to the center line of the second-gear input shaft and is arranged in the shell. The input end of the second-gear speed changer is in transmission connection with the output end of the fourth-gear output shaft, and the output end of the second-gear multi-gear speed changer is used for outputting power to wheels. The two-gear transmission can be combined with a four-gear transmission to form an eight-gear transmission condition, so that the requirements of more gears are met.
It should be noted that, although the above embodiments have been described herein, the invention is not limited thereto. Therefore, based on the innovative concepts of the present invention, the technical solutions of the present invention can be directly or indirectly applied to other related technical fields by making changes and modifications to the embodiments described herein, or by using equivalent structures or equivalent processes performed in the content of the present specification and the attached drawings, which are included in the scope of the present patent.
Claims (8)
1. Engine ignition control system based on integral type hybrid power system, including controller, driving motor, engine, four-speed gear and multi-speed transmission, its characterized in that:
the four-gear speed changer comprises an input shaft, an output shaft, an intermediate shaft, a first clutch, a second clutch, a third clutch, a fourth 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 or the second clutch, then the intermediate shaft transmits the power to the output shaft through the third clutch or the fourth clutch, and the center line of the intermediate shaft is arranged in the shell in a manner of being parallel to the center line of the input shaft;
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 four-gear transmission, the engine, the power motor and the multi-gear transmission, after the controller is used for obtaining an engine ignition request, the controller controls the multi-gear transmission to be switched to a neutral gear to be disconnected from the power of wheels, the controller controls the four-gear transmission to drive the first clutch or the second clutch to be in a closed state to realize the connection of the engine and the power motor, the third clutch and the fourth clutch are driven to be in a separated state to realize the disconnection of the intermediate shaft and the output shaft, the controller sends a preset ignition rotating speed to the power motor controller to enable the drive motor to rotate at the preset ignition rotating speed, and the engine is started by oil injection and ignition.
2. The integrated hybrid-based engine ignition control system of claim 1, wherein the controller is configured to obtain an engine ignition request and further comprises:
judging whether the gear is in a forward gear or a reverse gear, if so, not performing subsequent ignition starting steps and sending out reminding information; otherwise, the subsequent ignition starting step is carried out.
3. The ignition control system of the engine based on the integrated hybrid power system as claimed in claim 1, wherein the number of the intermediate shafts is multiple, and the intermediate shafts are arranged in an annular array around the central line of the input shaft and the central line of the output shaft, the structure of the multiple intermediate shafts is the same, and each intermediate shaft is connected with a power motor.
4. The integrated hybrid-system-based engine ignition control system according to claim 1,
the first clutch and the second clutch form a first switching type double clutch, the third clutch and the fourth clutch form a second switching type double clutch, and the switching type double clutch comprises a first clutch block, a second clutch block and a piston unit;
the first clutch block is positioned on one side of the piston unit, the second clutch block is positioned on the other side of the piston unit, and the piston unit is used for enabling the first clutch block and the second clutch block to be in clutch;
the clutch device is characterized in that a first gear pair is arranged between the input shaft and the intermediate shaft, a gear of the first gear pair is movably sleeved on the input shaft, another gear of the first gear pair is arranged on the intermediate shaft, a second gear pair is arranged between the output shaft and the intermediate shaft, a gear of the second gear pair is arranged on the intermediate shaft, another gear of the second gear pair is arranged on the output shaft, the first clutch block is used for the clutch of the input shaft and the first gear pair, the second clutch block is used for the clutch of the output shaft and the input shaft, and the first clutch block and the second clutch block are mutually exclusive clutches.
5. The integrated hybrid system-based engine ignition control system of claim 4, characterized in that the piston unit comprises a double-ended piston body and a cavity;
the cross section of double-end piston body is the I shape, the one end setting of double-end piston body is in the cavity, and the other end of double-end piston body is located the outside of cavity, and the both ends of cavity are connected with first hydraulic unit and second hydraulic unit respectively.
6. The integrated hybrid-based engine ignition control system of claim 5, wherein driving the first clutch or the second clutch into the engaged state comprises:
controlling two hydraulic units connected with the first switching type double clutch to generate pressure difference so that the first clutch or the second clutch enters an on state;
driving the third clutch and the fourth clutch into the off-state includes:
the two hydraulic units connected by the second switching double clutch are controlled to have the same pressure, so that the third clutch and the fourth clutch enter an off state.
7. The integrated hybrid system-based engine ignition control system according to claim 5, characterized in that the controller includes a plurality of analog quantity output units, which are respectively connected with the hydraulic unit; the controller is used for controlling the analog quantity output unit to respectively output analog quantity control information to the hydraulic unit to realize the control of the switching type double clutch.
8. The integrated hybrid-based engine ignition control system of claim 1, characterized in that the multi-speed transmission is a two-speed transmission.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201911380115.7A CN111322188B (en) | 2019-12-27 | 2019-12-27 | Engine ignition control system based on integrated hybrid power system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201911380115.7A CN111322188B (en) | 2019-12-27 | 2019-12-27 | Engine ignition control system based on integrated hybrid power system |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN111322188A true CN111322188A (en) | 2020-06-23 |
| CN111322188B CN111322188B (en) | 2022-05-31 |
Family
ID=71166958
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201911380115.7A Active CN111322188B (en) | 2019-12-27 | 2019-12-27 | Engine ignition control system based on integrated hybrid power system |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN111322188B (en) |
Citations (17)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6026921A (en) * | 1998-03-20 | 2000-02-22 | Nissan Motor Co., Ltd | Hybrid vehicle employing parallel hybrid system, using both internal combustion engine and electric motor for propulsion |
| CN1614224A (en) * | 2003-11-06 | 2005-05-11 | 爱信艾达株式会社 | Start control apparatus and program of start control method |
| EP1870273A2 (en) * | 2006-06-22 | 2007-12-26 | Bayerische Motoren Werke Aktiengesellschaft | Hybrid vehicle |
| US20080227592A1 (en) * | 2004-09-18 | 2008-09-18 | Zf Friedrichshafen Ag | Method for Starting an Internal Combustion Engine in a Parallel Hybrid Drive Train |
| US20080314176A1 (en) * | 2005-09-14 | 2008-12-25 | Karl-Ludwig Krieger | Shifting claw transmission and shifting method therefor |
| CN101345452A (en) * | 2007-07-09 | 2009-01-14 | 比亚迪股份有限公司 | Hybrid power driving system |
| CN102606323A (en) * | 2012-04-17 | 2012-07-25 | 东风汽车公司 | Vehicle-mounted one-key constant-frequency power generation system and vehicle-mounted one-key constant-frequency power generation control system and method |
| CN103104663A (en) * | 2011-11-11 | 2013-05-15 | 现代自动车株式会社 | Automated manual transmission |
| CN204783293U (en) * | 2015-08-10 | 2015-11-18 | 广西玉柴机器股份有限公司 | Engine intelligence opens stops system |
| CN204895108U (en) * | 2015-06-29 | 2015-12-23 | 潍柴动力股份有限公司 | Hybrid actuating system |
| CN106122392A (en) * | 2016-08-26 | 2016-11-16 | 苏州凯博易控驱动技术有限公司 | Four-speed gear shift device integrated system |
| JP2017071342A (en) * | 2015-10-08 | 2017-04-13 | トヨタ自動車株式会社 | Hybrid automobile |
| CN106979286A (en) * | 2017-05-19 | 2017-07-25 | 福建万润新能源科技有限公司 | A kind of dry friction external control four-speed gear shift device |
| CN206678766U (en) * | 2017-03-06 | 2017-11-28 | 精进电动科技股份有限公司 | A kind of longitudinal dual power source vehicle traction assembly |
| CN109990053A (en) * | 2017-12-29 | 2019-07-09 | 比亚迪股份有限公司 | Speed changer, power-driven system and vehicle |
| CN110513468A (en) * | 2019-05-28 | 2019-11-29 | 无锡明恒混合动力技术有限公司 | A kind of axial double clutch for hybrid gearbox |
| CN209719275U (en) * | 2019-03-06 | 2019-12-03 | 广州大非机器人科技有限公司 | The dynamical system and electric car of stroke-increasing electric automobile |
-
2019
- 2019-12-27 CN CN201911380115.7A patent/CN111322188B/en active Active
Patent Citations (17)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6026921A (en) * | 1998-03-20 | 2000-02-22 | Nissan Motor Co., Ltd | Hybrid vehicle employing parallel hybrid system, using both internal combustion engine and electric motor for propulsion |
| CN1614224A (en) * | 2003-11-06 | 2005-05-11 | 爱信艾达株式会社 | Start control apparatus and program of start control method |
| US20080227592A1 (en) * | 2004-09-18 | 2008-09-18 | Zf Friedrichshafen Ag | Method for Starting an Internal Combustion Engine in a Parallel Hybrid Drive Train |
| US20080314176A1 (en) * | 2005-09-14 | 2008-12-25 | Karl-Ludwig Krieger | Shifting claw transmission and shifting method therefor |
| EP1870273A2 (en) * | 2006-06-22 | 2007-12-26 | Bayerische Motoren Werke Aktiengesellschaft | Hybrid vehicle |
| CN101345452A (en) * | 2007-07-09 | 2009-01-14 | 比亚迪股份有限公司 | Hybrid power driving system |
| CN103104663A (en) * | 2011-11-11 | 2013-05-15 | 现代自动车株式会社 | Automated manual transmission |
| CN102606323A (en) * | 2012-04-17 | 2012-07-25 | 东风汽车公司 | Vehicle-mounted one-key constant-frequency power generation system and vehicle-mounted one-key constant-frequency power generation control system and method |
| CN204895108U (en) * | 2015-06-29 | 2015-12-23 | 潍柴动力股份有限公司 | Hybrid actuating system |
| CN204783293U (en) * | 2015-08-10 | 2015-11-18 | 广西玉柴机器股份有限公司 | Engine intelligence opens stops system |
| JP2017071342A (en) * | 2015-10-08 | 2017-04-13 | トヨタ自動車株式会社 | Hybrid automobile |
| CN106122392A (en) * | 2016-08-26 | 2016-11-16 | 苏州凯博易控驱动技术有限公司 | Four-speed gear shift device integrated system |
| CN206678766U (en) * | 2017-03-06 | 2017-11-28 | 精进电动科技股份有限公司 | A kind of longitudinal dual power source vehicle traction assembly |
| CN106979286A (en) * | 2017-05-19 | 2017-07-25 | 福建万润新能源科技有限公司 | A kind of dry friction external control four-speed gear shift device |
| CN109990053A (en) * | 2017-12-29 | 2019-07-09 | 比亚迪股份有限公司 | Speed changer, power-driven system and vehicle |
| CN209719275U (en) * | 2019-03-06 | 2019-12-03 | 广州大非机器人科技有限公司 | The dynamical system and electric car of stroke-increasing electric automobile |
| CN110513468A (en) * | 2019-05-28 | 2019-11-29 | 无锡明恒混合动力技术有限公司 | A kind of axial double clutch for hybrid gearbox |
Non-Patent Citations (2)
| Title |
|---|
| 张农等: "双电机混合动力汽车起步与换挡过程协调控制", 《长安大学学报(自然科学版)》 * |
| 郑诚: "大众6挡双离合器变速器(DSG)结构原理分析", 《科技信息》 * |
Also Published As
| Publication number | Publication date |
|---|---|
| CN111322188B (en) | 2022-05-31 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN212804095U (en) | Pure electric two-gear transmission structure and vehicle | |
| KR20150077732A (en) | Hybrid transmission and control method thereof | |
| JP2011502857A (en) | Transmission with power take-off | |
| JP7309891B2 (en) | hybrid power system | |
| US10533637B2 (en) | Multiple hydraulic multi-plate clutch transmission for vehicle | |
| JP2010162923A (en) | Power transmission device for hybrid vehicle | |
| CN112776585B (en) | Three-clutch hybrid power system | |
| CN101622472A (en) | Transmission for industrial vehicle | |
| CN111322188B (en) | Engine ignition control system based on integrated hybrid power system | |
| CN111319603B (en) | Engine ignition control system based on high-efficiency hybrid power system | |
| CN111720500B (en) | Electric drive system and automobile with same | |
| CN111319607B (en) | Reversing control system based on high-efficiency hybrid power system | |
| CN111319451A (en) | Integrated hybrid electric vehicle system | |
| KR101339248B1 (en) | Power transmission apparatus for vehicle | |
| CN111322360A (en) | Two-gear transmission with power output | |
| CN111319604B (en) | Engine ignition control system based on compact hybrid power system | |
| CN211308228U (en) | Integrated hybrid electric vehicle system | |
| CN211259506U (en) | Four-gear transmission with power output | |
| CN111319608B (en) | Reversing control system based on integrated hybrid power system | |
| CN211259507U (en) | Eight-gear transmission with power output | |
| CN111319453A (en) | Hybrid vehicle system with compact structure | |
| CN209870092U (en) | Dual-motor hybrid power system | |
| CN112744065B (en) | Hybrid power system and vehicle with same | |
| CN211314992U (en) | Two-gear transmission with power output | |
| CN211314994U (en) | Two-gear transmission for hybrid power output |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |