CN112124068B - Transmission system, control method and vehicle - Google Patents
Transmission system, control method and vehicle Download PDFInfo
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- CN112124068B CN112124068B CN202010936793.3A CN202010936793A CN112124068B CN 112124068 B CN112124068 B CN 112124068B CN 202010936793 A CN202010936793 A CN 202010936793A CN 112124068 B CN112124068 B CN 112124068B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/02—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of clutch
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/22—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or type of main drive shafting, e.g. cardan shaft
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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
- Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
- Y02T10/84—Data processing systems or methods, management, administration
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
- Control Of Transmission Device (AREA)
Abstract
The embodiment of the invention provides a transmission system, a control method and a vehicle, wherein the transmission system comprises: power supply, derailleur, transmission shaft, first clutch and transaxle power assembly: the speed changer comprises an input end and an output end, the input end is in transmission connection with the power source, and the output end is in transmission connection with the first end of the transmission shaft; the first clutch is used for being connected with the second end of the transmission shaft and the drive axle power assembly respectively; the gear sensor is arranged on the transmission; the controller is electrically connected with the gear sensor and the first clutch and used for acquiring gear information, and controlling the first clutch to disconnect torque transmission between the transmission shaft and the drive axle power assembly under the condition that the detected gear information is neutral gear information. According to the technical scheme, the internal resistance of the transmission system can be reduced, and the power consumption of a vehicle provided with the transmission system can be further reduced.
Description
Technical Field
The invention relates to the technical field of vehicles, in particular to a transmission system, a control method and a vehicle.
Background
With the increase of the vehicle holding capacity, the problem of environmental pollution caused by exhaust emission of vehicles is more and more serious, and energy conservation and emission reduction are urgent.
In the running process of a vehicle, the internal resistance of a transmission system consumes part of energy consumption and cannot be avoided, and particularly under the working condition of neutral sliding, because the power output from a power source to a transmission is cut off, a drive axle power assembly in the transmission system drives a transmission shaft and the transmission to rotate at the moment, and then the sliding resistance of response is generated, the power consumption of the vehicle is increased due to the generation of the sliding resistance, and the requirements of energy conservation and emission reduction cannot be met.
Disclosure of Invention
Embodiments of the present invention provide a transmission system, a control method, and a vehicle, which can reduce the internal resistance of the transmission system, thereby reducing the power consumption of the vehicle provided with the transmission system.
Embodiments of the first aspect of the invention provide a transmission system comprising a power source, a transmission, a driveshaft, a first clutch and drive axle powertrain:
the transmission comprises an input end and an output end, the input end is in transmission connection with the power source, and the output end is in transmission connection with the first end of the transmission shaft;
the first clutch is used for being connected with the second end of the transmission shaft and the drive axle power assembly respectively;
the transmission system further comprises a gear sensor and a controller, wherein the gear sensor is arranged on the transmission and used for acquiring gear information of the transmission;
the controller with keep off a position the sensor and first clutch electricity is connected for acquire keep off position information, detect keep off position information for not neutral condition under, control first clutch will the transmission shaft with the transaxle power assembly configuration is to rotate the connection to carry out the torque transmission, detect keep off position information for neutral condition under, control first clutch disconnection the transmission shaft with torque transmission between the transaxle power assembly.
Optionally, the transmission system further comprises:
the torque sensor is arranged on the power source, is electrically connected with the controller and is used for collecting the output torque of the power source;
the controller is further used for determining an actual torque transmitted to the drive axle power assembly according to the output torque, and controlling the first clutch to disconnect the torque transmission between the transmission shaft and the drive axle power assembly under the condition that the actual torque is detected to be greater than or equal to a preset torque.
Optionally, the transmission system further comprises a second clutch and a torque sensor,
the second clutch is used for being respectively connected with the power source and the transmission and electrically connected with the controller;
the torque sensor is connected with the power source and the controller and is used for collecting the output torque of the power source;
the controller is further configured to determine an actual torque to be transmitted to the transaxle powertrain according to the output torque, control the second clutch to configure the power source and the transmission to be rotationally connected for torque transmission when the actual torque is detected to be smaller than a preset torque, and control the second clutch to disconnect the torque transmission between the power source and the transmission when the actual torque is detected to be greater than or equal to the preset torque of the transaxle powertrain.
Alternatively,
the first clutch and the second clutch are both electromagnetic clutches.
Optionally, the transaxle powertrain includes:
a drive rear axle connected with the first clutch and configured to be in transmission connection with or disconnected from the transmission shaft by the first clutch;
the first half shaft assembly and the second half shaft assembly are in transmission connection with the driving rear axle respectively;
the first rear wheel is connected with the first half shaft assembly, and the second rear wheel is connected with the second half shaft assembly.
An embodiment of the second aspect of the present invention provides a control method, including:
acquiring gear information of a transmission;
under the condition that the gear information is detected to be non-neutral gear information, controlling a first clutch to configure a transmission shaft and a drive axle power assembly to be in rotary connection so as to transmit power;
and under the condition that the gear information is detected to be neutral gear information, controlling the first clutch to disconnect the power transmission between the transmission shaft and the drive axle power assembly.
Optionally, the control method further includes:
under the condition that the gear information is detected to be non-neutral gear information, acquiring the output torque of the power source;
determining an actual torque transmitted to the drive axle powertrain according to the output torque;
and controlling the first clutch to disconnect the torque transmission between the transmission shaft and the drive axle power assembly under the condition that the actual torque is detected to be greater than or equal to the preset torque.
Optionally, the control method further includes:
under the condition that the gear information is detected to be non-neutral gear information, acquiring the output torque of the power source;
determining an actual torque transmitted to the drive axle powertrain according to the output torque;
controlling the second clutch to disconnect torque transmission between the power source and the transmission in a case where it is detected that the actual torque is greater than or equal to a preset torque.
Optionally, the determining an actual torque transmitted to the transaxle powertrain according to the output torque specifically includes:
generating a transmission coefficient according to the speed ratio of the transmission and the efficiency constant of the transmission system;
and generating the actual torque according to the transmission coefficient and the output torque.
An embodiment of a third aspect of the invention provides a vehicle comprising:
the transmission system according to any one of the embodiments of the second aspect of the present invention.
According to the embodiment of the invention, the first clutch is arranged between the transmission shaft and the drive axle power assembly to form a transmission system with the power source, the transmission shaft and the drive axle power assembly, the transmission is provided with the gear sensor to detect the gear information of the transmission, and the controller controls the first clutch to drive the transmission shaft to be connected with the drive axle power assembly under the condition that the transmission is detected to be in a non-neutral gear, so that the torque is transmitted from the transmission shaft to the drive axle power assembly, and the normal operation of the transmission system is ensured.
Under the condition that the transmission is detected to be in a neutral gear, the controller controls the first clutch to be separated so as to cut off torque transmission between the transmission shaft and the drive axle power assembly, and at the moment, the drive axle power assembly can not drive the transmission shaft and the transmission to rotate any more, so that the internal resistance of the transmission system can be reduced, the power consumption of a vehicle provided with the transmission system can be further reduced, the tail gas emission of the vehicle can be reduced, and the requirements for energy conservation and emission reduction can be met.
Drawings
FIG. 1 is a schematic illustration of a transmission system embodiment of the present invention;
FIG. 2 is a schematic representation of another transmission embodiment of the present invention;
FIG. 3 is a schematic representation of yet another transmission system embodiment of the present invention;
FIG. 4 is a schematic representation of yet another transmission system embodiment of the present invention;
FIG. 5 is a schematic flow chart diagram of one control method embodiment of the present invention;
FIG. 6 is a schematic flow chart diagram of another control method embodiment of the present invention;
FIG. 7 is a schematic flow chart diagram of yet another control method embodiment of the present invention;
FIG. 8 is a schematic flow chart diagram of yet another control method embodiment of the present invention.
Detailed Description
So that the manner in which the above recited objects, features and advantages of the present invention can be understood in detail, a more particular description of the invention, briefly summarized above, may be had by reference to the embodiments thereof which are illustrated in the appended drawings. It should be noted that the embodiments of the present invention and features of the embodiments may be combined with each other without conflict.
In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present invention, however, the present invention may be practiced in other ways than those specifically described herein, and therefore the scope of the present invention is not limited by the specific embodiments disclosed below.
As shown in fig. 1, one embodiment of the present invention provides a transmission system including: power source 10, transmission 20, propeller shaft 30, first clutch 40, transaxle powertrain 50, gear sensor 60, and controller 70.
The transmission 20 comprises an input end and an output end, wherein the input end is in transmission connection with the power source 10, and the output end is in transmission connection with a first end of the transmission shaft 30; the first clutch 40 is used for being respectively connected with the second end of the transmission shaft 30 and the drive axle power assembly 50; the gear sensor 60 is disposed on the transmission 20 and is used for acquiring gear information of the transmission 20.
The controller 70 is electrically connected to the gear sensor 60 and the first clutch 40, and is configured to acquire gear information, control the first clutch 40 to configure the transmission shaft 30 and the drive axle powertrain 50 to be rotationally connected for torque transmission when the gear information is detected as non-neutral information, and control the first clutch 40 to disconnect the torque transmission between the transmission shaft 30 and the drive axle powertrain 50 when the gear information is detected as neutral information.
Specifically, power source 10 is provided by an engine.
In this embodiment, a first clutch 40 is disposed between the transmission shaft 30 and the drive axle powertrain 50 to form a transmission system with the power source 10, the transmission 20, the transmission shaft 30 and the drive axle powertrain 50, a gear sensor 60 is disposed on the transmission 20 to detect gear information of the transmission 20, and in case that the transmission 20 is detected to be in a non-neutral gear, the controller 70 controls the first clutch 40 to drive the transmission shaft 30 to be engaged with the drive axle powertrain 50 to transmit torque from the transmission shaft 30 to the drive axle powertrain 50, so as to ensure normal operation of the transmission system.
Under the condition that the transmission 20 is detected to be in the neutral gear, the controller 70 controls the first clutch 40 to be separated so as to cut off torque transmission between the transmission shaft 30 and the drive axle power assembly 50, at the moment, the drive axle power assembly 50 cannot drive the transmission shaft 30 and the transmission 20 to rotate any more, so that the internal resistance of a transmission system can be reduced, the power consumption of a vehicle provided with the transmission system is further reduced, the exhaust emission of the vehicle is reduced, and the requirements of energy conservation and emission reduction are met.
In addition, with the increase of the vehicle holding amount, the vehicle traffic accidents occur frequently, and the safety in the vehicle running process is improved. Since the transaxle powertrain 50 has a torque capacity (corresponding to a predetermined torque as described below) limit, when the torque transmitted by the engine is too large to exceed the predetermined torque, the gears in the rear transaxle powertrain 50 may be damaged, resulting in traffic accidents.
In view of the above technical problem, as shown in fig. 2, another embodiment of the present invention provides a transmission system, including: power source 10, transmission 20, propeller shaft 30, first clutch 40, drive axle powertrain 50, gear sensor 60, controller 70, and torque sensor 80.
The transmission 20 comprises an input end and an output end, wherein the input end is in transmission connection with the power source 10, and the output end is in transmission connection with a first end of the transmission shaft 30; the first clutch 40 is used for being respectively connected with the second end of the transmission shaft 30 and the drive axle power assembly 50; the gear sensor 60 is disposed on the transmission 20 for collecting gear information of the transmission 20, and the torque sensor 80 is disposed on the power source 10 and electrically connected to the controller 70 for collecting output torque of the power source 10.
The controller 70 is also configured to determine an actual torque to be transmitted to the drive axle powertrain 50 based on the output torque, and control the first clutch 40 to disconnect the torque transmission between the propeller shaft 30 and the drive axle powertrain 50 in case that the actual torque is detected to be greater than or equal to a preset torque.
In this embodiment, the first clutch 40 is installed between the transmission shaft 30 and the drive axle powertrain 50, and when the vehicle is in a non-neutral state, the controller 70 detects the magnitude of the actual torque transmitted by the engine to the rear axle, and when the actual torque transmitted by the engine is detected to be greater than or equal to the preset torque of the rear axle, the first clutch 40 is controlled to be disengaged to disconnect the torque transmission between the transmission shaft 30 and the drive axle powertrain 50, so as to achieve overload protection, and when the actual torque transmitted by the engine is detected to be less than the preset torque of the rear axle, the first clutch 40 is controlled to be kept engaged.
When the vehicle is in a neutral state, the controller 70 controls the first clutch 40 to be disengaged, torque transmission from the drive axle power assembly 50 to the transmission shaft 30 is cut off, only the wheels drive the rear axle gear to rotate, and sliding resistance is reduced, so that vehicle power consumption is reduced, and vehicle running safety is improved.
Based on the above technical problem that when the torque transmitted by the engine exceeds the preset torque, the gear in the rear drive axle powertrain 50 is damaged, and a traffic accident is caused, as shown in fig. 3, a further embodiment of the present invention provides a transmission system, including: the power source 10, the transmission 20, the transmission shaft 30, the first clutch 40, the drive axle powertrain 50, the gear sensor 60, the controller 70, the second clutch 90 and the torque sensor 80, wherein the second clutch 90 is used for being connected with the power source 10 and the transmission 20 respectively and electrically connected with the controller 70; torque sensor 80 is coupled to power source 10 and controller 70 for sensing the output torque of power source 10.
The controller 70 is further configured to determine an actual torque to be transmitted to the transaxle powertrain 50 according to the output torque, control the second clutch 90 to configure the power source 10 and the transmission 20 to be rotationally connected for torque transmission if the actual torque is detected to be less than the preset torque, and control the second clutch 90 to disconnect the torque transmission between the power source 10 and the transmission 20 if the actual torque is detected to be greater than or equal to the preset torque of the transaxle powertrain 50.
In this embodiment, overload protection may also be implemented by controlling the second clutch 90, specifically, the second clutch 90 is installed between the engine and the transmission 20, when the vehicle is in a non-neutral state, the controller 70 detects the magnitude of the actual torque transmitted by the engine to the rear axle, and when it is detected that the actual torque transmitted by the engine is greater than or equal to the preset torque of the rear axle, the second clutch 90 is controlled to be disengaged to disconnect the torque transmission therebetween, so as to disconnect the torque transmission between the engine and the transmission 20 transmission shaft 30 and the transaxle powertrain 50, thereby implementing overload protection, and when it is detected that the actual torque transmitted by the engine is less than the preset torque of the rear axle, the second clutch 90 is controlled to maintain the engaged state.
When the vehicle is in a neutral gear state, the controller 70 controls the first clutch 40 to be separated, torque transmission of the drive axle power assembly 50 to the transmission shaft 30 is cut off, only the wheels drive the rear axle gear to rotate, sliding resistance is reduced, and safety of vehicle operation is improved while power consumption of the vehicle is reduced by controlling the first clutch 40 and the second clutch 90.
As shown in fig. 4, yet another embodiment of the present invention provides a transmission system including: the power source 10, the transmission 20, the transmission shaft 30, the first clutch 40, the drive axle power assembly 50, the gear sensor 60, the controller 70, the second clutch 90 and the torque sensor 80, wherein the second clutch 90 is used for being connected with the power source 10 and the transmission 20 respectively and electrically connected with the controller 70; torque sensor 80 is coupled to power source 10 and controller 70 for sensing the output torque of power source 10.
Wherein, transaxle power assembly 50 includes: a drive rear axle 502 connected to the first clutch 40 and configured by the first clutch 40 to be drivingly connected to the propeller shaft 30 or to be drivingly disconnected from the propeller shaft 30; the first half shaft assembly and the second half shaft assembly are respectively in transmission connection with the driving rear axle 502; first rear wheel 504 is connected to second rear wheel 506, first rear wheel 504 is connected to the first axle assembly, and second rear wheel 506 is connected to the second axle assembly.
In this embodiment, the drive axle power assembly 50 includes a drive rear axle 502 in driving connection with the drive shaft 30, a first axle assembly and a second axle assembly in driving connection with the drive rear axle 502, a balance box in driving connection with each axle assembly, and a first rear wheel 504 and a second rear wheel 506 in driving connection with each balance box, specifically, the drive shaft 30 and the differential of the drive rear axle 502 are in driving connection with the two axle assemblies through a gear, the two axle assemblies are in driving connection with the two balance boxes respectively, each balance box is in driving connection with the two wheel side assemblies respectively, and the two wheel side assemblies drive the rear wheel trains on the left and right sides of the vehicle to rotate respectively. Each rear wheel train comprises two rear wheels which are in transmission connection with the corresponding balance boxes, when the transmission 20 is detected to be in a neutral gear, torque transmission of the drive axle power assembly 50 to the transmission shaft 30 is cut off, only the wheels drive the rear axle gears to rotate, and sliding resistance is reduced.
Optionally, in some embodiments, the first clutch and the second clutch are both electromagnetic clutches.
As shown in fig. 5, an embodiment of the present invention provides a control method including:
step S502, gear information of the transmission is obtained.
The gear information is collected through a gear sensor arranged on the transmission.
And step S504, under the condition that the gear information is detected to be non-neutral gear information, controlling the first clutch to configure the transmission shaft and the drive axle power assembly to be in rotating connection so as to transmit power.
And step S506, controlling the first clutch to disconnect the power transmission between the transmission shaft and the drive axle power assembly under the condition that the gear information is detected to be neutral gear information.
In this embodiment, a first clutch is disposed between the transmission shaft and the drive axle powertrain to form a transmission system with the power source, the transmission shaft and the drive axle powertrain, and when the transmission is detected to be in a non-neutral position, the controller controls the first clutch to drive the transmission shaft to engage with the drive axle powertrain to transmit torque from the transmission shaft to the drive axle powertrain, so as to ensure normal operation of the transmission system.
Under the condition that the transmission is detected to be in a neutral gear, the controller controls the first clutch to be separated so as to cut off torque transmission between the transmission shaft and the drive axle power assembly, at the moment, the drive axle power assembly can not drive the transmission shaft and the transmission to rotate any more, so that the internal resistance of the transmission system can be reduced, the power consumption of a vehicle with the transmission system is further reduced, the tail gas emission of the vehicle is reduced, and the requirements for energy conservation and emission reduction are met.
As shown in fig. 6, another embodiment of the present invention provides a control method including:
step 602, gear information of the transmission is acquired.
And step 604, controlling the first clutch to disconnect the power transmission between the transmission shaft and the drive axle power assembly under the condition that the detected gear information is neutral gear information.
And 606, under the condition that the gear information is detected to be non-neutral gear information, controlling the first clutch to configure the transmission shaft and the drive axle power assembly to be in rotating connection, and acquiring the output torque of the power source.
At 608, an actual torque to be delivered to the transaxle powertrain is determined based on the output torque.
And 610, controlling the first clutch to disconnect the torque transmission between the transmission shaft and the drive axle power assembly under the condition that the actual torque is detected to be larger than or equal to the preset torque.
In the embodiment, the first clutch is installed between the transmission shaft and the drive axle power assembly, when the vehicle is in a non-neutral state, the controller detects the magnitude of the actual torque transmitted to the rear axle by the engine, when the actual torque transmitted by the engine is detected to be greater than or equal to the preset torque of the rear axle, the first clutch is controlled to be separated so as to disconnect the transmission of the torque between the transmission shaft and the drive axle power assembly, overload protection is realized, and when the actual torque transmitted by the engine is detected to be smaller than the preset torque of the rear axle, the first clutch is controlled to be kept in a combined state.
The combination is under the vehicle is in the neutral gear state, and the separation of first clutch is controlled to the controller, cuts off the moment of torsion transmission of transaxle power assembly to the transmission shaft direction, and only the wheel drives the rear axle gear and rotates, realizes the reduction of sliding resistance to when reducing vehicle power consumption, promote the security of vehicle operation.
As shown in fig. 7, still another embodiment of the present invention provides a control method including:
step 702, gear information of the transmission is acquired.
And 704, controlling the first clutch to disconnect the power transmission between the transmission shaft and the drive axle power assembly under the condition that the gear information is detected to be neutral gear information.
And step 706, under the condition that the gear information is detected to be non-neutral gear information, controlling the first clutch to configure the transmission shaft and the drive axle power assembly to be in rotating connection, and acquiring the output torque of the power source.
An actual torque delivered to the transaxle powertrain is determined based on the output torque, step 708.
And step 710, controlling the second clutch to disconnect the torque transmission between the power source and the transmission under the condition that the actual torque is detected to be larger than or equal to the preset torque.
In this embodiment, overload protection may be further implemented by controlling the second clutch, specifically, the second clutch is installed between the engine and the transmission, when the vehicle is in a non-neutral state, the controller detects a magnitude of an actual torque transmitted to the rear axle by the engine, and when it is detected that the actual torque transmitted by the engine is greater than or equal to a preset torque of the rear axle, the second clutch is controlled to be disengaged to disconnect torque transmission therebetween, so as to disconnect torque transmission between the engine and the transmission shaft and the drive axle powertrain, to implement overload protection, and when it is detected that the actual torque transmitted by the engine is less than the preset torque of the rear axle, the second clutch is controlled to maintain an engaged state.
The controller controls the first clutch to be separated when the vehicle is in a neutral gear state, torque transmission of the drive axle power assembly to the transmission shaft direction is cut off, only the wheels drive the rear axle gear to rotate, sliding resistance is reduced, and safety of vehicle operation is improved while power consumption of the vehicle is reduced by controlling the first clutch and the second clutch.
Optionally, in some embodiments, determining the actual torque transmitted to the drive axle powertrain according to the output torque specifically includes: generating a transmission coefficient according to the speed ratio of the transmission and the efficiency constant of the transmission system; and generating actual torque according to the transmission coefficient and the output torque.
As shown in fig. 8, still another embodiment of the present invention provides a control method including:
step S802, the gear sensor sends the gear state of the transmission to the controller;
step S804, the controller judges whether the gear is neutral, if yes, the step S806 is carried out, and if no, the step S810 is carried out;
step S806, the controller sends a separation signal to the first clutch;
step S808, the first clutch executes a release command;
step S810, triggering a torque sensor to send engine torque information to a controller;
step S812, determining whether the torque transmitted by the engine exceeds a preset torque, if yes, proceeding to step S806, if no, proceeding to step S814;
step S814, the controller sends a combination signal to the first clutch;
step S816, the first clutch executes the combination command
By this, the task execution ends.
An embodiment of a third aspect of the invention provides a vehicle comprising:
the transmission system according to any one of the embodiments of the second aspect of the present invention.
According to the transmission system, the control method and the vehicle provided by the embodiment of the invention, the first clutch is arranged between the transmission shaft and the drive axle power assembly to form the transmission system together with the power source, the transmission shaft and the drive axle power assembly, the transmission is provided with the gear sensor to detect the gear information of the transmission, and the controller controls the first clutch to drive the transmission shaft to be connected with the drive axle power assembly under the condition that the transmission is detected to be in a non-neutral gear, so that the torque is transmitted from the transmission shaft to the drive axle power assembly, and the normal operation of the transmission system is ensured.
Under the condition that the transmission is detected to be in a neutral gear, the controller controls the first clutch to be separated so as to cut off torque transmission between the transmission shaft and the drive axle power assembly, and at the moment, the drive axle power assembly can not drive the transmission shaft and the transmission to rotate any more, so that the internal resistance of the transmission system can be reduced, the power consumption of a vehicle provided with the transmission system can be further reduced, the tail gas emission of the vehicle can be reduced, and the requirements for energy conservation and emission reduction can be met.
In the present invention, the terms "first", "second", and "third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance; the term "plurality" means two or more unless expressly limited otherwise. The terms "mounted," "connected," "fixed," and the like are to be construed broadly, and for example, "connected" may be a fixed connection, a removable connection, or an integral connection; "coupled" may be direct or indirect through an intermediary. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.
In the description of the present invention, it is to be understood that the terms "upper", "lower", "left", "right", "front", "rear", and the like indicate orientations or positional relationships based on those shown in the drawings, and are only for convenience of description and simplification of description, but do not indicate or imply that the referred device or unit must have a specific direction, be constructed in a specific orientation, and be operated, and thus, should not be construed as limiting the present invention.
In the description herein, the description of the terms "one embodiment," "some embodiments," "specific embodiments," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above do not necessarily refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.
The above is only a preferred embodiment of the present invention, and is not intended to limit the present invention, and various modifications and changes will occur to those skilled in the art. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (6)
1. A transmission system is applied to a vehicle and is characterized by comprising a power source, a transmission shaft, a first clutch and a drive axle power assembly:
the transmission comprises an input end and an output end, the input end is in transmission connection with the power source, and the output end is in transmission connection with the first end of the transmission shaft;
the first clutch is used for being connected with the second end of the transmission shaft and the drive axle power assembly respectively;
the transmission system further comprises a gear sensor and a controller, wherein the gear sensor is arranged on the transmission and used for acquiring gear information of the transmission;
the controller is electrically connected with the gear sensor and the first clutch and used for acquiring gear information, controlling the first clutch to configure the transmission shaft and the drive axle power assembly to be rotationally connected for torque transmission under the condition that the gear information is detected to be non-neutral gear information, and controlling the first clutch to disconnect the torque transmission between the transmission shaft and the drive axle power assembly under the condition that the gear information is detected to be neutral gear information;
the transmission system further includes:
the torque sensor is arranged on the power source, is electrically connected with the controller and is used for collecting the output torque of the power source;
the controller is further used for determining an actual torque transmitted to the drive axle power assembly according to the output torque and controlling the first clutch to disconnect the torque transmission between the transmission shaft and the drive axle power assembly under the condition that the actual torque is detected to be greater than or equal to a preset torque;
the transmission system further comprises a second clutch and a torque sensor,
the second clutch is used for being respectively connected with the power source and the transmission and electrically connected with the controller;
the torque sensor is connected with the power source and the controller and is used for collecting the output torque of the power source;
the controller is further configured to determine an actual torque to be transmitted to the transaxle powertrain according to the output torque, control the second clutch to configure the power source and the transmission to be rotationally connected for torque transmission when the actual torque is detected to be smaller than a preset torque, and control the second clutch to disconnect the torque transmission between the power source and the transmission when the actual torque is detected to be greater than or equal to the preset torque of the transaxle powertrain.
2. The transmission system according to claim 1,
the first clutch and the second clutch are both electromagnetic clutches.
3. The transmission system of any one of claims 1 to 2, wherein the transaxle powertrain includes:
a drive rear axle connected with the first clutch and configured to be in transmission connection with or disconnected from the transmission shaft by the first clutch;
the first half shaft assembly and the second half shaft assembly are in transmission connection with the driving rear axle respectively;
the first rear wheel is connected with the first half shaft assembly, and the second rear wheel is connected with the second half shaft assembly.
4. A control method applied to the transmission system according to any one of claims 1 to 3, characterized by comprising:
acquiring gear information of a transmission;
under the condition that the gear information is detected to be non-neutral gear information, controlling a first clutch to configure a transmission shaft and a drive axle power assembly to be in rotary connection so as to transmit power;
under the condition that the gear information is detected to be neutral gear information, controlling the first clutch to disconnect the power transmission between the transmission shaft and the drive axle power assembly;
the control method further comprises the following steps:
under the condition that the gear information is detected to be non-neutral gear information, acquiring the output torque of the power source;
determining an actual torque transmitted to the drive axle powertrain according to the output torque;
under the condition that the actual torque is detected to be larger than or equal to the preset torque, controlling the first clutch to disconnect the torque transmission between the transmission shaft and the drive axle power assembly;
the control method further comprises the following steps:
under the condition that the gear information is detected to be non-neutral gear information, acquiring the output torque of the power source;
determining an actual torque transmitted to the drive axle powertrain according to the output torque;
controlling the second clutch to disconnect torque transmission between the power source and the transmission in a case where it is detected that the actual torque is greater than or equal to a preset torque.
5. The control method of claim 4, wherein determining the actual torque delivered to the transaxle powertrain based on the output torque comprises:
generating a transmission coefficient according to the speed ratio of the transmission and the efficiency constant of the transmission system;
and generating the actual torque according to the transmission coefficient and the output torque.
6. A vehicle, characterized by comprising:
a transmission system as claimed in any one of claims 1 to 3.
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| CN202010936793.3A CN112124068B (en) | 2020-09-08 | 2020-09-08 | Transmission system, control method and vehicle |
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| CN202010936793.3A CN112124068B (en) | 2020-09-08 | 2020-09-08 | Transmission system, control method and vehicle |
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| CN112124068B true CN112124068B (en) | 2022-08-16 |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| US20030184152A1 (en) * | 2002-03-25 | 2003-10-02 | Ford Motor Company | Regenerative braking system for a hybrid electric vehicle |
| US7370715B2 (en) * | 2004-12-28 | 2008-05-13 | Ford Global Technologies, Llc | Vehicle and method for controlling engine start in a vehicle |
| US8052578B2 (en) * | 2008-05-30 | 2011-11-08 | Honda Motor Co., Ltd. | Hydraulic vehicle clutch system and preemptive control method |
| DE102016224243A1 (en) * | 2016-12-06 | 2018-06-07 | Zf Friedrichshafen Ag | Method for operating a drive train and control unit |
| CN107499179A (en) * | 2017-03-30 | 2017-12-22 | 宝沃汽车（中国）有限公司 | Power-driven method, system and the electric automobile of electric automobile |
| CN107120370B (en) * | 2017-04-27 | 2019-01-08 | 广州汽车集团股份有限公司 | The guard method of clutch and device in vehicle travel process |
| US20200062112A1 (en) * | 2017-05-03 | 2020-02-27 | Dana Heavy Vehicle Systems Group, Llc | Tandem axle with disconnect coast |
| CN209505428U (en) * | 2019-02-18 | 2019-10-18 | 北京车和家信息技术有限公司 | A kind of drive system and vehicle |
| CN110173518B (en) * | 2019-05-24 | 2020-07-03 | 安徽江淮汽车集团股份有限公司 | Automatic clutch overload protection control system and method |
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