CN111845700B - Clutch-free synchronous gear shifting control method and system for hybrid power system - Google Patents
Clutch-free synchronous gear shifting control method and system for hybrid power system Download PDFInfo
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- CN111845700B CN111845700B CN202010666277.3A CN202010666277A CN111845700B CN 111845700 B CN111845700 B CN 111845700B CN 202010666277 A CN202010666277 A CN 202010666277A CN 111845700 B CN111845700 B CN 111845700B
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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
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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
- B60W10/04—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
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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
- B60W10/04—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
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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
- B60W20/00—Control systems specially adapted for hybrid vehicles
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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
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/19—Improvement of gear change, e.g. by synchronisation or smoothing gear shift
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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
- B60W2510/06—Combustion engines, Gas turbines
- B60W2510/0638—Engine speed
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2520/00—Input parameters relating to overall vehicle dynamics
- B60W2520/10—Longitudinal speed
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
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- Automation & Control Theory (AREA)
- Control Of Transmission Device (AREA)
- Hybrid Electric Vehicles (AREA)
Abstract
The invention discloses a clutch-free synchronous gear shifting control method and system for a hybrid power system, which comprises the following steps of: s1 obtaining the gear shifting requirement, S2 entering gear shifting preparation, S3 protecting the synchronous ring when the rotating speed is different, the gear sleeve advances under the action of the gear shifting motor, and when the gear sleeve contacts the synchronous ring, the rotating speed w of the engaged gear is engaged1And the rotational speed w of the gear sleeve2Different from the above, the synchronous ring is subjected to the friction torque of the joint teeth and the shifting ring torque of the gear sleeve, and the friction torque is larger than the shifting ring torque, so that the gear sleeve cannot drive the synchronous ring to move, and the gear sleeve cannot penetrate through the synchronous ring to be combined with the joint teeth; and S4, after speed regulation, shifting, S5 engaging a new gear, recovering torque output, and S6 executing a new gear shifting cycle. The clutch-free synchronous gear shifting control system of the hybrid power system comprises an execution unit, an automatic transmission controller, a gear shifting motor, the hybrid power system and a synchronous ring.
Description
Technical Field
The invention belongs to the technical field of gear shifting control of a hybrid power system of a new energy automobile, and particularly relates to a clutchless synchronous gear shifting mechanism and a gear shifting strategy of the new energy hybrid power system in the coupling and gear shifting process of hybrid power.
Background
The hybrid electric vehicle utilizes the characteristics of low-speed constant torque and high-speed constant power of the motor, is matched with the internal combustion engine, can most effectively utilize the system power of the vehicle aiming at various driving scenes through the switching of a power coupling mode and the speed ratio of a gearbox, improves the fuel economy and reduces the emission, has the dual advantages of the power performance and the economy, and is a better choice at the present stage.
Most hybrid power coupling mechanisms are formed by adding motors to the structures of traditional gearboxes such as DCT, AT, CVT and the like, such as a Gillette P2/P2.5 system, a BYD P2 structure, a modern Guiya P2 structure and the like, and have the disadvantages of complex technology and high manufacturing cost. And the brand new special gearbox such as Toyota ECVT, Honda i-MMD, wide steam GMC, upper steam EDU and the like has the characteristics of simple structure and high cost performance, meets the initial purpose of hybrid power development and is the trend of the development of the current hybrid power system products. The hybrid power coupling technology of the special gearbox mainly adopts a planetary gear power splitting structure and a parallel shaft power coupling structure.
The planetary gear power distribution structure is complex, the control difficulty is high, and the manufacturing technical requirement is high.
The parallel shaft power coupling technology is relatively easy to realize by adopting a clutch structure. For example, a chinese utility model patent CN208867853U two-gear hybrid power coupling system and a vehicle, a CN 210174606U-hybrid power vehicle and a transmission system thereof, a CN 209159402U-hybrid power driving system and a vehicle, and a chinese patent publication CN110667366A are a speed change transmission system specially used for a hybrid power vehicle, and all adopt a clutch to shift gears.
In the hybrid electric vehicle adopting the clutch for shifting gears, the clutch enables the engine to be separated and the motor is adopted to drive the vehicle in a low-speed state; in a high speed state, the clutch couples the engine to the motor, and the engine matches the vehicle speed by virtue of the friction of the clutch, thus completing the gear shifting. The hybrid power system adopting the clutch for gear shifting has the following problems:
1. the clutch is adopted, so that the switching time is prolonged, and the power interruption time is long;
2. the hydraulic control system of the clutch has the problems of sealing and the like, and the cost is relatively high.
Disclosure of Invention
In view of the above-mentioned deficiencies of the prior art, the present invention aims to provide a novel clutch-free synchronous gear shifting technology for a hybrid power system, wherein a clutch structure is eliminated and a synchronous ring structure is completely used for completing the power coupling and gear shifting process under the condition that the power of the hybrid engine is not decoupled. The cost of the hybrid power gearbox is greatly reduced, the space is reduced, the carrying performance is enhanced, and the manufacturing process is simplified. A set of efficient, reliable and low-cost transmission scheme is provided for a hybrid electric vehicle, and the dynamic property, the economical efficiency and the comfort of the vehicle are improved.
In order to achieve the above object, the present invention provides a clutch-free synchronous shift control method for a hybrid system, comprising the following steps:
the S1 acquires the shift request,
the execution unit collects the current speed v of the engine1Judging whether the current driving gear is suitable or not and sending a gear-up or gear-down demand when the current driving gear is not suitable;
s2 goes to the preparation for gear shifting,
the automatic speed change controller is controlled by comprehensively utilizing a speed change control lever, an accelerator pedal and a brake pedal, the automatic speed change controller controls an electronic control unit through a controller local area network and a bus, and the electronic control unit controls an engine regulating mechanism and a speed regulating motor according to a target rotating speed and torque; the automatic speed change controller simultaneously controls the engine retarding device and the gear shifting motor to adjust the speed changer;
the S3 shift motor pushes the sleeve gear close to the engaging teeth,
the speed regulating motor controls the rotating speed w of the engaging teeth, the gear shifting motor controls the axial movement of the gear sleeve, and the rotating speed w' of the gear sleeve; the gear shifting motor outputs gear shifting force F to push the gear sleeve to move axially along the direction close to the combined teeth according to the target position of the combined teeth and the feedback value of the current position; when the synchronous ring is contacted, because the rotating speed w of the joint gear is different from the rotating speed w' of the gear sleeve, the synchronous ring is subjected to the friction torque of the joint gear and the ring shifting torque of the gear sleeve, and the friction torque is greater than the ring shifting torque, so that the gear sleeve cannot drive the synchronous ring to move, and the gear sleeve cannot penetrate through the synchronous ring to be combined with the joint gear;
the S4 shifts gears after speed regulation,
when w is greater than w', the thrust F is kept unchanged by the gear shifting motor, the speed of the engine is actively adjusted by the speed adjusting motor, so that the rotating speed of the engaging teeth is gradually reduced, the rotating speed w of the engaging teeth cannot be reduced too fast, otherwise, the engaging teeth are lapped with the next spline chamfer of the synchronizing ring, and cannot pass through the synchronizing ring; the rotating speed w of the engaging teeth is crossed with the rotating speed w' of the gear sleeve, the friction torque borne by the synchronizing ring is reverse, the synchronizing ring rotates reversely relative to the gear sleeve under the acting force of the friction torque and the shifting ring torque, and penetrates through the synchronizing ring to be combined with the engaging teeth under the action of the thrust F of the gear shifting motor;
when w is less than w', the thrust F is kept unchanged by the gear shifting motor, the speed of the engine is actively adjusted by the speed adjusting motor, so that the rotating speed w of the engaging teeth is gradually increased, the rotating speed w of the engaging teeth cannot be increased too fast, otherwise, the engaging teeth are lapped with the next spline chamfer of the synchronizing ring, and cannot pass through the synchronizing ring; the rotating speed w of the engaging teeth is crossed with the rotating speed w' of the gear sleeve, the friction torque borne by the synchronizing ring is reverse, the synchronizing ring rotates reversely relative to the gear sleeve under the acting force of the friction torque and the shifting ring torque, and penetrates through the synchronizing ring to be combined with the engaging teeth under the action of the thrust F of the gear shifting motor;
the shift at S5 is complete, torque output is resumed,
after the gear sleeve is meshed with the joint gear, the automatic speed-changing controller controls the coupling of the engine and the motor to recover the torque output,
s6 executes a new shift cycle,
the execution unit continuously collects the current speed v of the engine2In the shape of a vehicleAnd carrying out new gear shifting process control according to information such as states, road conditions, traffic rules, external environment, engine rotating speed w and the like.
Further, the magnitude of the shifting force F is: 100N < F < 250N.
Further, the time required for w and w' to form a rotation speed intersection is i, i >10 ms;
further, during speed regulation, the fuel injection quantity and the throttle valve control the rotating speed of the engine, and the speed regulation motor regulates the rotating speed of the engine.
Further, S1 obtains a shift request, and the execution unit is a human driver or an unmanned automatic driving system.
Further, S1 obtains a shift request, and the external environment includes an accident.
Correspondingly, a hybrid system clutchless synchronous shift control system is disclosed, comprising:
an execution unit for collecting the current speed v of the engine1Vehicle state, road condition, traffic regulation, external environment, engine speed w,
an automatic speed-change controller which receives control signals of a speed-change control lever, an accelerator pedal and a brake pedal and a vehicle speed signal, controls an electronic control unit through a controller local area network and a bus, controls an engine regulating mechanism and a speed regulating motor according to a target rotating speed and torque,
the gear shifting motor controls the gear sleeve and can push and pull the gear sleeve to move axially,
the engine is controlled by a speed regulating motor, the rotating speed can be increased or reduced under the control of the speed regulating motor,
and the synchronous ring ensures that the gear shifting is carried out when the rotating speeds of the engaging teeth and the gear sleeve are crossed.
Further, the conical surface half-cone angle of the synchronizing ring ranges from 6 degrees to 10 degrees, and the locking angle ranges from 45 degrees to 60 degrees.
Further, the synchronizing ring can be made of copper alloy materials, and can be in a single-cone ring, a multi-cone ring, a lever gear ring and a lock pin type gear ring in a configuration mode, and sand blasting is carried out on the synchronizing ring.
The invention has the beneficial effects that:
compared with the prior art, the clutch-free synchronous gear shifting control method and system of the hybrid power system avoid the adoption of a clutch during gear shifting, reduce the cost and reduce the power interruption time.
Drawings
FIG. 1 is a schematic representation of the steps of a clutchless synchronous shift control method of a hybrid powertrain according to the present invention;
FIG. 2 is a schematic structural diagram of a clutchless synchronous shift control system of a hybrid powertrain according to the present invention;
FIG. 3 is a schematic diagram of the synchronizer ring, the engaging teeth and the rack of the present invention during shifting;
FIG. 4 is a schematic diagram of a simulation of the combined tooth, sleeve gear angular velocity and displacement during a synchronizer ring shift;
FIG. 5 is a simulation diagram of the combined tooth and sleeve angular velocity and displacement during shifting of the synchronizer ring according to the first embodiment;
fig. 6 is a simulation diagram of the combined tooth and tooth sleeve angular velocity and displacement during the synchronous ring gear shifting process according to the second embodiment.
Detailed Description
The preferred embodiments of the present invention will be described in conjunction with the accompanying drawings, and it will be understood that they are described herein for the purpose of illustration and explanation and not limitation.
As shown in fig. 2, a clutch-free synchronous gear shifting control method for a hybrid power system includes the following steps:
the S1 acquires the shift request,
the execution unit collects the current speed v of the engine1Judging whether the current driving gear is suitable or not and sending a gear-up or gear-down demand when the current driving gear is not suitable;
s2 goes to the preparation for gear shifting,
the automatic speed change controller is controlled by comprehensively utilizing a speed change control lever, an accelerator pedal and a brake pedal, the automatic speed change controller controls an electronic control unit through a controller local area network and a bus, and the electronic control unit controls an engine regulating mechanism and a speed regulating motor according to a target rotating speed and torque; the automatic speed change controller simultaneously controls the engine retarding device and the gear shifting motor to adjust the speed changer;
the S3 shift motor pushes the sleeve gear close to the engaging teeth,
the speed regulating motor controls the rotating speed w of the engaging teeth, the gear shifting motor controls the axial movement of the gear sleeve, and the rotating speed w' of the gear sleeve; the gear shifting motor outputs gear shifting force F to push the gear sleeve to move along the axial direction close to the engaging teeth according to the feedback values of the target position and the current position of the engaging teeth; when the synchronous ring is contacted, because the rotating speed w of the joint gear is different from the rotating speed w' of the gear sleeve, the synchronous ring is subjected to the friction torque of the joint gear and the ring shifting torque of the gear sleeve, and the friction torque is greater than the ring shifting torque, so that the gear sleeve cannot drive the synchronous ring to move, and the gear sleeve cannot penetrate through the synchronous ring to be combined with the joint gear;
the S4 shifts gears after speed regulation,
when w is greater than w', the thrust F is kept unchanged by the gear shifting motor, the speed of the engine is actively adjusted by the speed adjusting motor, so that the rotating speed of the engaging teeth is gradually reduced, the rotating speed w of the engaging teeth cannot be reduced too fast, otherwise, the engaging teeth are lapped with the next spline chamfer of the synchronizing ring, and cannot pass through the synchronizing ring; the rotating speed w of the engaging teeth is crossed with the rotating speed w' of the gear sleeve, the friction torque borne by the synchronizing ring is reverse, the synchronizing ring rotates reversely relative to the gear sleeve under the acting force of the friction torque and the shifting ring torque, and penetrates through the synchronizing ring to be combined with the engaging teeth under the action of the thrust F of the gear shifting motor;
when w is less than w', the thrust F is kept unchanged by the gear shifting motor, the speed of the engine is actively adjusted by the speed adjusting motor, so that the rotating speed w of the engaging teeth is gradually increased, the rotating speed w of the engaging teeth cannot be increased too fast, otherwise, the engaging teeth are lapped with the next spline chamfer of the synchronizing ring, and cannot pass through the synchronizing ring; the rotating speed w of the engaging teeth is crossed with the rotating speed w' of the gear sleeve, the friction torque borne by the synchronizing ring is reverse, the synchronizing ring rotates reversely relative to the gear sleeve under the acting force of the friction torque and the shifting ring torque, and penetrates through the synchronizing ring to be combined with the engaging teeth under the action of the thrust F of the gear shifting motor;
the shift at S5 is complete, torque output is resumed,
after the gear sleeve is meshed with the joint gear, the automatic speed-changing controller controls the coupling of the engine and the motor to recover the torque output,
s6 executes a new shift cycle,
the execution unit continuously collects the current speed v of the engine2The new gear shifting process is controlled according to information such as vehicle state, road condition, traffic rules, external environment, engine speed w and the like.
As shown in fig. 3, the shifting process is simplified as follows:
1) before gear shifting, the rotating speed w of the engaging gear, the rotating speed w' of the gear sleeve and the rotating speed of the gear sleeve are related to the speed of the whole vehicle;
2) under the action of the shifting motor, the toothed sleeve advances, when contacting the synchronizing ring, because the engaging tooth speed w and the toothed sleeve speed w' are different, for the purpose of explaining the shifting principle, we assume here that w>w′(w1<w' are similar in principle), the synchronous ring is subjected to friction torque of the engaging teeth and shifting ring torque of the gear sleeve, the friction torque is larger than the shifting ring torque, so that the gear sleeve cannot shift the synchronous ring, and the gear sleeve cannot penetrate through the synchronous ring to engage with the teeth;
3) the speed regulating motor actively regulates speed to ensure that the rotating speed w of the engaging teeth is gradually reduced, the process is still w > w', the gear sleeve still cannot stir the synchronous ring, and the gear sleeve cannot be combined with the engaging teeth;
4) the rotating speed of the engaging teeth is reduced at a certain speed under the control of a speed regulating motor, when w is smaller than w', the friction torque borne by the synchronizing ring is reverse, the directions of the friction torque and the shifting ring torque are the same, under the combined action of the friction torque and the shifting ring torque, the synchronizing ring gives way to the gear sleeve, and the gear sleeve moves forwards along the axial direction under the pushing of the gear shifting motor;
5) the gear sleeve and the spline of the joint gear are in reverse angle contact;
6) under the continuous action of the thrust of the gear shifting motor, the gear sleeve is meshed with the joint teeth to complete gear shifting.
The working principle and the beneficial effects of the technical scheme are as follows:
when the gear shifting operation is executed, the clutch structure is cancelled under the condition that the power of the hybrid engine is not decoupled, and the power coupling and the gear shifting process are completed by the synchronizer structure completely.
The speed regulating system controls the rotating speed of the engaging teeth, the gear shifting motor controls the gear sleeve to axially move, and the rotating speed of the gear sleeve is related to the speed of the whole vehicle. When the rotating speed of the joint gear is different from that of the gear sleeve, the gear sleeve is pressed on the spline chamfer of the synchronizing ring by the gear shifting force, the stress is decomposed, and the shifting ring torque for shifting the synchronizing ring is generated. The cone surface of the synchronizing ring and the cone surface of the engaging tooth are pressed together, and a kinetic friction moment exists between the engaging tooth and the synchronizing ring. By means of the structural design of the synchronizing ring, the gear sleeve can not stir the synchronizing ring when the rotating speed of the joint gear is different from that of the gear sleeve, and the joint gear is prevented from being meshed with the gear sleeve.
Under the action of the speed regulating motor, the rotating speed of the engaging gear continuously decreases, when the rotating speed w of the engaging gear is less than the rotating speed w' of the gear sleeve, the directions of the friction torque and the shifting ring torque are the same, and the friction torque and the shifting ring torque act together to enable the synchronizing ring to give way to the gear sleeve, the gear sleeve moves towards the engaging gear along the axial direction, and finally meshing of the gear sleeve and the engaging gear is achieved, and gear shifting is completed.
After shifting gears, the system power of the automobile is utilized most effectively for various driving scenes, the fuel economy is improved, and the emission is reduced.
In practical applications, the magnitude of the shifting force F is: 100N < F < 250N.
In practical application, when the speed is regulated in S4, the fuel injection quantity and the throttle valve control the engine speed, and the speed regulating motor regulates the engine speed.
In practical application, the time required for w and w' to form rotating speed intersection is i, i is more than 10 ms;
in practical applications, S1 obtains the shift request, and the execution unit is a human driver or an unmanned automatic driving system.
In practical applications, S1 obtains the shift demand, and the external environment includes an accident.
As shown in fig. 1, a clutchless synchronous shift control system for a hybrid powertrain system is disclosed, comprising:
an execution unit for collecting the current speed v of the engine1Vehicle state, road condition, traffic regulation, external environment, engine speed w,
an automatic speed-change controller which receives control signals of a speed-change control lever, an accelerator pedal and a brake pedal and a vehicle speed signal, controls an electronic control unit through a controller local area network and a bus, controls an engine regulating mechanism and a speed regulating motor according to a target rotating speed and torque,
the gear shifting motor controls the gear sleeve and can push and pull the gear sleeve to move axially,
the engine is controlled by a speed regulating motor, the rotating speed can be increased or reduced under the control of the speed regulating motor,
and the synchronous ring ensures that the gear shifting is carried out when the rotating speeds of the engaging teeth and the gear sleeve are crossed.
In practical application, the conical surface half-cone angle of the synchronous ring ranges from 6 degrees to 10 degrees, and the locking angle ranges from 45 degrees to 60 degrees.
In practical application, the synchronizing ring can be made of copper alloy materials, and can be in a single-cone ring, a multi-cone ring, a lever gear ring and a lock pin type gear ring through sand blasting.
As shown in FIG. 4, Adams multi-body dynamics simulation software is used for simulating the shifting process of the synchronous ring, and the gear sleeve displacement is basically unchanged before the rotating speeds of the engaging teeth and the gear sleeve are crossed. The sleeve displacement changes significantly after the intersection of the engaged tooth and sleeve rotational speeds. The speed regulating system actively controls the rotating speed of the engaging teeth to enable the engaging teeth and the rotating speed of the gear sleeve to generate a cross point, at the moment, the synchronizing ring can open a gear shifting opportunity window, and the gear sleeve can penetrate through the synchronizing ring to complete meshing with the engaging teeth so as to realize gear shifting.
The first embodiment is as follows:
the shift control method as described above, wherein,
shift force F, 200N, brings the engine close to zero torque mode,
the conical surface half-cone angle of the synchronous ring is 7 degrees, the locking angle is 51 degrees,
as shown in fig. 5, the engaging tooth rotation speed w is 1000rpm, the gear sleeve rotation speed is 960rpm, and the adjustable speed motor regulates the engine rotation speed such that the engaging tooth rotation speed w decreases with a certain slope, the gear sleeve displacement is substantially constant before the engaging tooth and the gear sleeve rotation speed intersect, the rotation speed intersect occurs at 150ms, and the gear sleeve displacement is greatly changed after the engaging tooth and the gear sleeve rotation speed intersect. The speed regulating system actively controls the rotating speed of the engaging teeth to enable the engaging teeth and the rotating speed of the gear sleeve to generate a cross point, at the moment, the synchronizing ring can open a gear shifting opportunity window, and the gear sleeve can penetrate through the synchronizing ring to complete meshing with the engaging teeth so as to realize gear shifting.
Example two:
the magnitude of the shifting force F is as follows: F150N, the engine is brought close to zero torque mode,
the cone half-cone angle of the synchronous ring is 6 degrees and 30 degrees, the locking angle is 52 degrees,
as shown in fig. 6, the engaging tooth rotation speed w is 2000rpm, the sleeve rotation speed 1960rpm, and the governor motor regulates the engine rotation speed such that the engaging tooth rotation speed w decreases with a certain slope, the sleeve displacement is substantially constant before the engaging tooth and the sleeve rotation speed intersect, the rotation speed intersect occurs at 160ms, and the sleeve displacement is largely changed after the engaging tooth and the sleeve rotation speed intersect. By simulating different angle relationships when the gear sleeve and the engaging teeth are engaged, gear shifting can be realized. The speed regulating system actively controls the rotating speed of the engaging teeth to enable the engaging teeth and the rotating speed of the gear sleeve to generate a cross point, at the moment, the synchronizing ring can open a gear shifting opportunity window, and the gear sleeve can penetrate through the synchronizing ring to complete meshing with the engaging teeth so as to realize gear shifting.
In conclusion, the clutch is not adopted in the gear shifting process, so that the cost is reduced, and meanwhile, the power interruption time is shortened.
The foregoing illustrates and describes the principles, general features, and advantages of the present invention. It should be understood by those skilled in the art that the foregoing embodiments are merely illustrative of the technical spirit and features of the present invention, and the present invention is not limited thereto but may be implemented by those skilled in the art.
Claims (9)
1. A clutch-free synchronous gear shifting control method of a hybrid power system is characterized by comprising the following steps: the method comprises the following steps:
the S1 acquires the shift request,
the execution unit collects the current speed v of the engine1Vehicle stateJudging whether the current driving gear is suitable and not suitable, and sending out a gear-up or gear-down demand when the current driving gear is not suitable;
s2 goes to the preparation for gear shifting,
the automatic speed change controller is controlled by comprehensively utilizing a speed change control lever, an accelerator pedal and a brake pedal, the automatic speed change controller controls an electronic control unit through a controller local area network and a bus, and the electronic control unit controls an engine regulating mechanism and a speed regulating motor according to a target rotating speed and torque; the automatic speed change controller simultaneously controls the engine retarding device and the gear shifting motor to adjust the speed changer;
the S3 shift motor pushes the sleeve gear close to the engaging teeth,
the speed regulating motor controls the rotating speed w of the engaging teeth, the gear shifting motor controls the axial movement of the gear sleeve, and the rotating speed w' of the gear sleeve; the gear shifting motor outputs gear shifting force F to push the gear sleeve to move along the axial direction close to the engaging teeth according to the feedback values of the target position and the current position of the engaging teeth; when the synchronous ring is contacted, because the rotating speed w of the joint gear is different from the rotating speed w' of the gear sleeve, the synchronous ring is subjected to the friction torque of the joint gear and the ring shifting torque of the gear sleeve, and the friction torque is greater than the ring shifting torque, so that the gear sleeve cannot drive the synchronous ring to move, and the gear sleeve cannot penetrate through the synchronous ring to be combined with the joint gear;
the S4 shifts gears after speed regulation,
when w is greater than w', the thrust F is kept unchanged by the gear shifting motor, the speed of the engine is actively adjusted by the speed adjusting motor, so that the rotating speed of the engaging teeth is gradually reduced, the rotating speed w of the engaging teeth cannot be reduced too fast, otherwise, the engaging teeth are lapped with the next spline chamfer of the synchronizing ring, and cannot pass through the synchronizing ring; the rotating speed w of the engaging teeth is crossed with the rotating speed w' of the gear sleeve, the friction torque borne by the synchronizing ring is reverse, the synchronizing ring rotates reversely relative to the gear sleeve under the acting force of the friction torque and the shifting ring torque, and penetrates through the synchronizing ring to be combined with the engaging teeth under the action of the thrust F of the gear shifting motor;
when w is less than w', the thrust F is kept unchanged by the gear shifting motor, the speed of the engine is actively adjusted by the speed adjusting motor, so that the rotating speed w of the engaging teeth is gradually increased, the rotating speed w of the engaging teeth cannot be increased too fast, otherwise, the engaging teeth are lapped with the next spline chamfer of the synchronizing ring, and cannot pass through the synchronizing ring; the rotating speed w of the engaging teeth is crossed with the rotating speed w' of the gear sleeve, the friction torque borne by the synchronizing ring is reverse, the synchronizing ring rotates reversely relative to the gear sleeve under the acting force of the friction torque and the shifting ring torque, and penetrates through the synchronizing ring to be combined with the engaging teeth under the action of the thrust F of the gear shifting motor;
the shift at S5 is complete, torque output is resumed,
after the gear sleeve is meshed with the joint gear, the automatic speed-changing controller controls the coupling of the engine and the motor to recover the torque output,
s6 executes a new shift cycle,
the execution unit continuously collects the current speed v of the engine2The new gear shifting process is controlled according to information such as vehicle state, road condition, traffic rules, external environment, engine speed w and the like.
2. The clutchless synchronous shift control method of a hybrid powertrain system as claimed in claim 1, wherein: the magnitude of the shifting force F is as follows: 100N < F < 250N.
3. The clutchless synchronous shift control method of a hybrid powertrain system as claimed in claim 1, wherein: the time required for w and w' to form a rotational speed crossover is i, i >10 ms.
4. The clutchless synchronous shift control method of a hybrid powertrain system as claimed in claim 1, wherein: when S4 adjusts the speed, the oil injection quantity and the throttle valve control the engine speed, and the speed adjusting motor adjusts the engine speed.
5. The clutchless synchronous shift control method of a hybrid powertrain system as claimed in claim 1, wherein: s1 obtains the gear shifting requirement, and the execution unit is a human driver or an unmanned automatic driving system.
6. The clutchless synchronous shift control method of a hybrid powertrain system as claimed in claim 1, wherein: s1 obtains the gear shifting requirement, and the external environment comprises an accident.
7. A hybrid powertrain clutchless synchronous shift control system comprising:
an execution unit for collecting the current speed v of the engine1Vehicle state, road condition, traffic regulation, external environment, engine speed w,
an automatic speed-change controller which receives control signals of a speed-change control lever, an accelerator pedal and a brake pedal and a vehicle speed signal, controls an electronic control unit through a controller local area network and a bus, controls an engine regulating mechanism and a speed regulating motor according to a target rotating speed and torque,
the gear shifting motor controls the gear sleeve and can push and pull the gear sleeve to move axially, the gear shifting motor outputs gear shifting force F to push the gear sleeve to move axially along the joint teeth according to the target position of the joint teeth and the feedback value of the current position, and the gear shifting force F is as follows: 100N < F <250N,
the engine is controlled by a speed regulating motor, the rotating speed can be increased or reduced under the control of the speed regulating motor,
and the synchronous ring ensures that the gear shifting is carried out when the rotating speeds of the engaging teeth and the gear sleeve are crossed.
8. The hybrid system clutchless synchronous shift control system of claim 7, wherein: the conical surface half-cone angle of the synchronizing ring ranges from 6 degrees to 10 degrees, and the locking angle ranges from 45 degrees to 60 degrees.
9. A hybrid powertrain clutchless synchronous shift control system as claimed in claim 7 or 8, wherein: the synchronous ring can be made of copper alloy materials, and can be in the shapes of a single cone ring, a multi-cone ring, a lever gear ring and a lock pin type gear ring which are subjected to sand blasting treatment.
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