CN112406516A - Hydraulic system control method and device - Google Patents
Hydraulic system control method and device Download PDFInfo
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- CN112406516A CN112406516A CN201910785763.4A CN201910785763A CN112406516A CN 112406516 A CN112406516 A CN 112406516A CN 201910785763 A CN201910785763 A CN 201910785763A CN 112406516 A CN112406516 A CN 112406516A
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- synchronizer
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- pressure valve
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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
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
- B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
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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
- B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
- B60W10/023—Fluid clutches
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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
- B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
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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
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/02—Clutches
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Automation & Control Theory (AREA)
- Control Of Transmission Device (AREA)
Abstract
The application discloses a hydraulic system control method, which comprises the following steps: acquiring a driving mode of a vehicle; the running mode comprises a pure electric mode, a series mode or a parallel mode; judging whether a synchronizer of the vehicle is in a gear state or not; and controlling a pressure valve of a hydraulic system according to the running mode of the vehicle and the state of the synchronizer. The method ensures that the main oil way system does not need to continuously supply oil, thereby avoiding oil pressure waste, reducing the working frequency of the oil pump and the energy accumulator, reducing the use times of the oil pump and the energy accumulator and avoiding the overuse of the energy accumulator. The application also discloses a hydraulic system control device and a hybrid electric vehicle.
Description
Technical Field
The present disclosure relates to the field of control, and in particular, to a method and an apparatus for controlling a hydraulic system.
Background
With the development of science and technology, vehicles have become indispensable vehicles for travel. In industrial production, it also plays an important role as a transportation means. It can be understood that the vehicle runs by being powered by the power system, and the hybrid power system is developed in order to improve the performance of the vehicle. The hybrid power system mainly refers to an oil-electric hybrid system, i.e., an internal combustion engine and an electric motor are used as power sources.
The internal combustion engine works depending on a hydraulic system, as shown in fig. 1, the hydraulic system comprises four pressure valves, an SV1 pressure valve controls the pressure of a main oil path, the main oil path provides oil requirements for the whole hydraulic oil path, an SV2 pressure valve only controls the pressure of a shifting oil path of a synchronizer, and the pressure is adjusted by the SV2 pressure valve to move the synchronizer in the shifting process. The whole oil circuit is pumped to the energy accumulator by the oil pump motor, and the energy accumulator provides hydraulic oil for the whole oil circuit.
However, in order to realize the synchronizer continuous-gear control, the main oil circuit is often required to be in a continuous oil supply state, namely, an SV1 pressure valve in FIG. 1 is kept in a normally open state, so that hydraulic oil is wasted.
Disclosure of Invention
In view of this, the present disclosure provides a hydraulic system control method, which controls an oil path of oil according to a vehicle driving mode and a shift state of a synchronizer to avoid waste of oil pressure, and reduce operating frequencies of an oil pump and an accumulator to reduce the number of times of using the oil pump and the accumulator and avoid overuse of the accumulator.
A first aspect of the present application provides a hydraulic system control method, including:
acquiring a driving mode of a vehicle; the running mode comprises a pure electric mode, a series mode or a parallel mode;
judging whether a synchronizer of the vehicle is in a gear state or not;
and controlling a pressure valve of a hydraulic system according to the running mode of the vehicle and the state of the synchronizer.
Optionally, the pressure valve of the hydraulic system comprises a main oil line pressure valve;
the controlling of the pressure valve of the hydraulic system according to the traveling mode of the vehicle and the state of the synchronizer includes:
and if the running mode of the vehicle is the pure electric mode or the series mode and the synchronizer is in a gear state, closing the main oil path pressure valve.
Optionally, the pressure valve of the hydraulic system further includes a shift oil path pressure valve;
the controlling of the pressure valve of the hydraulic system according to the driving mode of the vehicle and the state of the synchronizer comprises:
and if the running mode of the vehicle is a pure electric mode or a series mode and the synchronizer is not in the gear state, opening the main oil circuit pressure valve and the gear shifting oil circuit pressure valve to provide hydraulic pressure to control the synchronizer to be in the gear state.
Optionally, the determining whether the synchronizer of the vehicle is in the in-gear state includes:
judging whether the position of the synchronizer is within a preset bandwidth range or not;
and if so, the synchronizer is in a gear state.
Optionally, the preset bandwidth range refers to a range between a lower bandwidth limit and an upper bandwidth limit; and the distance between the position corresponding to the lower bandwidth limit and the on-gear target position is close to the distance between the gear-out position and the on-gear target position.
Optionally, the method further includes:
judging whether the ISG end clutch of the starting and power generation integrated machine is in a closed state or not;
and if not, determining that the running mode of the vehicle is a pure electric mode or a series mode.
Optionally, the method further includes:
and if so, determining that the running mode of the vehicle is the parallel mode.
A second aspect of the present application provides a hydraulic system control apparatus, the apparatus including:
an acquisition unit configured to acquire a travel mode of a vehicle; the running mode comprises a pure electric mode, a series mode or a parallel mode;
the judging unit is used for judging whether a synchronizer of the vehicle is in a gear state or not;
and the control unit is used for controlling the pressure valve of the hydraulic system according to the running mode of the vehicle and the state of the synchronizer.
Optionally, the pressure valve of the hydraulic system comprises a main oil line pressure valve;
the control unit is specifically configured to:
and if the running mode of the vehicle is the pure electric mode or the series mode and the synchronizer is in a gear state, closing the main oil path pressure valve.
Optionally, the pressure valve of the hydraulic system further includes a shift oil path pressure valve;
the control unit is specifically configured to:
and if the running mode of the vehicle is a pure electric mode or a series mode and the synchronizer is not in the gear state, opening the main oil circuit pressure valve and the gear shifting oil circuit pressure valve to provide hydraulic pressure to control the synchronizer to be in the gear state.
Optionally, the determining unit is specifically configured to:
judging whether the position of the synchronizer is within a preset bandwidth range or not;
and if so, the synchronizer is in a gear state.
Optionally, the preset bandwidth range refers to a range between a lower bandwidth limit and an upper bandwidth limit; and the distance between the position corresponding to the lower bandwidth limit and the on-gear target position is close to the distance between the gear-out position and the on-gear target position.
Optionally, the apparatus further includes a determining unit, where the determining unit is configured to:
judging whether the ISG end clutch of the starting and power generation integrated machine is in a closed state or not;
and if not, determining that the running mode of the vehicle is a pure electric mode or a series mode.
Optionally, the determining unit is further configured to:
and if so, determining that the running mode of the vehicle is the parallel mode.
A third aspect of the present application provides a hybrid vehicle, comprising a hybrid system and a hydraulic system:
wherein the hydraulic system is configured to execute the hydraulic system control method according to the first aspect of the present application.
According to the technical scheme, the embodiment of the application has the following advantages:
the embodiment of the application provides a hydraulic system control method, the method is based on the working principle and the hydraulic oil circuit function of an electric drive automatic gearbox of a hybrid electric vehicle, hydraulic system control is achieved, specifically, whether a synchronizer is in a gear state or not is judged by acquiring the running mode of the vehicle, the hydraulic system is controlled according to the running mode of the vehicle and the state of the synchronizer, continuous oil supply is not needed for a main oil circuit system, waste of oil pressure can be avoided, the working frequency of an oil pump and an energy accumulator is reduced, the number of times of using the oil pump and the energy accumulator is reduced, and overuse of the energy accumulator is avoided.
Drawings
In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings needed to be used in the description of the embodiments or the prior art will be briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present application, and it is obvious for those skilled in the art that other drawings can be obtained according to the drawings without inventive exercise.
FIG. 1 is a schematic diagram of a hydraulic system;
FIG. 2 is a schematic diagram of an electrically driven automatic transmission for a hybrid vehicle;
fig. 3 is a flowchart of a hydraulic system control method according to an embodiment of the present disclosure;
fig. 4 is a schematic diagram illustrating a determination of whether to be in a gear state according to a position of a synchronizer according to an embodiment of the present application;
fig. 5 is a schematic structural diagram of a hydraulic system control device according to an embodiment of the present application.
Detailed Description
In order to make the technical solutions of the present application better understood, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are only a part of the embodiments of the present application, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.
The terms "first," "second," "third," "fourth," and the like in the description and in the claims of the present application and in the drawings described above, if any, are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used is interchangeable under appropriate circumstances such that the embodiments of the application described herein are, for example, capable of operation in sequences other than those illustrated or otherwise described herein. Furthermore, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed, but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.
The method is based on the working principle of an electrically-driven automatic gearbox of a hybrid electric vehicle and the hydraulic oil circuit function, hydraulic system control is achieved, specifically, whether a synchronizer is in a gear state or not is judged by obtaining the running mode of the vehicle, the hydraulic system is controlled according to the running mode of the vehicle and the state of the synchronizer, the main oil circuit system does not need to supply oil continuously, oil pressure waste can be avoided, the working frequency of an oil pump and an energy accumulator is reduced, the number of times of using the oil pump and the energy accumulator is reduced, and overuse of the energy accumulator is avoided.
For ease of understanding, the operation of an electrically driven automatic transmission for a hybrid vehicle will first be described.
Fig. 2 is a schematic structural diagram of an electric-driven automatic transmission of a hybrid electric vehicle according to an embodiment of the present application. Referring to fig. 2, a dry clutch is disposed at each end of an input shaft of the electrically driven automatic transmission, and includes a Traction Motor (TM) end clutch and an Integrated Starter Generator (ISG) end clutch. The TM end clutch, namely the C2 clutch, is a normally closed dry clutch, and is mainly driven by the TM under starting and low-speed working conditions, and at the moment, the vehicle running mode is called as an electric power mode; the ISG end clutch, namely the C1 clutch, is a normally open dry clutch, when large torque or high-speed driving is required, the C1 clutch is closed to access the ISG and the engine to output power, and the whole vehicle enters a parallel mode; with the C1 clutch open, the vehicle can be put into series mode by starting the engine with the ISG rigidly connected to the engine.
In the parallel mode, because the transmission has a C1 normally-open clutch, a main oil pressure valve SV1 is required to be in an open state to keep large hydraulic pressure to press the clutch, and if the SV1 pressure valve is closed to cause the hydraulic pressure to press the C1 clutch to be too low, the closing pressure of the clutch during the torque transmission process is too low, so that the clutch can slip. And under pure electric mode and series connection mode, need not close C1 clutch, consequently, need not to make SV1 be in the open mode and keep great hydraulic pressure pressfitting clutch, can close SV1, reduce the system oil, reduce the operating frequency of oil pump and accumulator.
The synchronizer is used as a power control element, and when the synchronizer is in the gear-off state, the power of the vehicle is affected, and in order to ensure the driving safety, the synchronizer needs to be controlled to be in the gear-on state. When the synchronizer is in a gear-disengaging state, the main oil circuit pressure valve SV1 is required to be opened, the main oil circuit is kept in a continuous oil supply state, and the flow valve is matched with the main oil circuit pressure valve SV1 and the gear-shifting oil circuit pressure valve SV2 to control the synchronizer to be in a gear-engaging state. Based on this, it is also necessary to confirm whether the synchronizer is in the in-gear state before closing SV 1.
A hydraulic system control method provided in an embodiment of the present application will be described in detail below with reference to the accompanying drawings.
Fig. 3 is a flowchart of a hydraulic system control method according to an embodiment of the present application, and referring to fig. 1, the method includes:
s301: the driving mode of the vehicle is acquired.
The driving mode comprises a pure electric mode, a series mode or a parallel mode. It will be appreciated that the mechanism for powering the vehicle is different when it is in different driving modes, as may be particularly described with reference to the above related discussion.
In some possible implementation manners of the embodiment of the application, the vehicle form mode can be determined according to the state of the ISG end clutch, namely the C1 clutch of the integrated starter-generator. During specific implementation, whether the ISG end clutch is in a closed state or not can be judged; and if not, determining that the running mode of the vehicle is a pure electric mode or a series mode. Further, if the ISG end clutch is in a closed state, the running mode of the vehicle is determined to be the parallel mode.
S302: and judging whether the synchronizer of the vehicle is in a gear state or not.
The state in which the synchronizer is located includes an in-gear state or an out-of-gear state. Determining whether a synchronizer of a vehicle is in a gear state may be accomplished by determining a position of the synchronizer. During specific implementation, whether the position of the synchronizer is within a preset bandwidth range can be judged; and if so, the synchronizer is in a gear state. Correspondingly, if the position of the synchronizer is not within the preset bandwidth range, the synchronizer is in the gear-out state.
The preset bandwidth range refers to a range between a lower bandwidth limit and an upper bandwidth limit. The lower and upper bandwidth limits may be set according to actual requirements, and in general, the lower bandwidth limit may be set to an out-of-gear position. In some possible implementations, the lower bandwidth limit may be set to be a point above the shift-out position, i.e., the lower bandwidth limit corresponds to a position closer to the shift-out target position than the shift-out target position. Specifically, referring to fig. 4, the upper bandwidth limit is at the maximum shift position, and the lower bandwidth limit is a position above the shift position, specifically, a position 0.3mm above the shift position.
When the synchronizer is in the out-of-gear state, namely the synchronizer is out of the preset bandwidth range, the position of the synchronizer can be adjusted. In particular implementations, the synchronizer may be pushed back within the bandwidth range using a flow and pressure valve SV1, SV2 in cooperation. When the push synchronizer returns to the preset bandwidth range, the SV1 pressure valve is required to be opened to keep the main oil way in a continuous oil supply state.
S303: and controlling a pressure valve of a hydraulic system according to the running mode of the vehicle and the state of the synchronizer.
In the present embodiment, the pressure valve of the hydraulic system is controlled according to the traveling mode of the vehicle and the state of the synchronizer so that the main oil path system does not need to be continuously supplied with oil, and thus waste of oil pressure can be avoided.
It is understood that the pressure valves of the hydraulic system include a main circuit pressure valve; if the running mode of the vehicle is an electric-only mode or a series mode, and the synchronizer is in a gear state, the C1 clutch does not need to be closed, and the main oil circuit pressure valve SV1 can be closed so as to reduce the oil consumption of the system.
In this embodiment, the pressure valve of the hydraulic system further includes a shift circuit pressure valve; and if the running mode of the vehicle is a pure electric mode or a series mode and the synchronizer is not in the gear state, opening the main oil circuit pressure valve and the gear shifting oil circuit pressure valve to provide hydraulic pressure to control the synchronizer to be in the gear state. When the synchronizer is in the gear state and the vehicle is in the pure electric mode or the series mode, the main oil circuit pressure valve SV1 can be closed again to reduce the oil consumption of the system.
In the concrete implementation, the value of the main oil passage pressure valve SV1 can be set to be a small value, and because of the limitation of mechanical hardware conditions, a small amount of hydraulic oil still leaks from the gap between SV1 pressure valves in the oil passage, and besides the factor, SV1 can be regarded as a nearly closed state, so that the oil passage can be kept in pressure to the maximum extent.
Therefore, the embodiment of the application provides a hydraulic system control method, the method is based on the working principle and the hydraulic oil circuit function of an electric drive automatic gearbox of a hybrid electric vehicle, hydraulic system control is achieved, specifically, whether a synchronizer is in a gear state or not is judged by acquiring the running mode of the vehicle, the hydraulic system is controlled according to the running mode of the vehicle and the state of the synchronizer, so that a main oil circuit system does not need to continuously supply oil, waste of oil pressure can be avoided, the working frequency of an oil pump and an energy accumulator is reduced, the number of use times of the oil pump and the energy accumulator is reduced, and overuse of the energy accumulator is avoided.
Based on the above hydraulic system control method provided by the embodiment of the present application, an embodiment of the present application further provides a hydraulic system control device, and the hydraulic system control device provided by the embodiment of the present application will be introduced from the perspective of functional modularization.
Fig. 5 is a schematic structural diagram of a hydraulic system control device according to an embodiment of the present application, and referring to fig. 5, the device includes:
an acquisition unit 510 for acquiring a running mode of the vehicle; the running mode comprises a pure electric mode, a series mode or a parallel mode;
a judging unit 520, configured to judge whether a synchronizer of the vehicle is in a gear state;
a control unit 530 for controlling the pressure valves of the hydraulic system according to the driving mode of the vehicle and the state of the synchronizer.
Optionally, the pressure valve of the hydraulic system comprises a main oil line pressure valve;
the control unit 530 is specifically configured to:
and if the running mode of the vehicle is the pure electric mode or the series mode and the synchronizer is in a gear state, closing the main oil path pressure valve.
Optionally, the pressure valve of the hydraulic system further includes a shift oil path pressure valve;
the control unit 530 is specifically configured to:
and if the running mode of the vehicle is a pure electric mode or a series mode and the synchronizer is not in the gear state, opening the main oil circuit pressure valve and the gear shifting oil circuit pressure valve to provide hydraulic pressure to control the synchronizer to be in the gear state.
Optionally, the determining unit 520 is specifically configured to:
judging whether the position of the synchronizer is within a preset bandwidth range or not;
and if so, the synchronizer is in a gear state.
Optionally, the preset bandwidth range refers to a range between a lower bandwidth limit and an upper bandwidth limit; and the distance between the position corresponding to the lower bandwidth limit and the on-gear target position is close to the distance between the gear-out position and the on-gear target position.
Optionally, the apparatus further includes a determining unit, where the determining unit is configured to:
judging whether the ISG end clutch of the starting and power generation integrated machine is in a closed state or not;
and if not, determining that the running mode of the vehicle is a pure electric mode or a series mode.
Optionally, the determining unit is further configured to:
and if so, determining that the running mode of the vehicle is the parallel mode.
By last knowing, the embodiment of this application provides a hydraulic system controlling means, the device is based on hybrid vehicle electrically drives automatic transmission's theory of operation and hydraulic pressure oil circuit function, realize hydraulic system control, specifically, through the mode of traveling that acquires the vehicle, judge whether the synchronizer is in and keep off the state, the state control hydraulic system according to the mode of traveling of vehicle and synchronizer for main oil circuit system need not to last the fuel feeding, so can avoid the oil pressure extravagant, reduce the operating frequency of oil pump and energy storage ware, in order to reduce the number of times of use of oil pump and energy storage ware, avoid the overuse of energy storage ware.
Based on the method and the device, the embodiment of the application also provides a hybrid electric vehicle which comprises a hybrid electric system and a hydraulic system;
the hydraulic system is used for executing the hydraulic system control method provided by the embodiment of the application, the control over the hydraulic system is realized, the main oil way system does not need to continuously supply oil, the waste of oil pressure can be avoided, the working frequency of the oil pump and the energy accumulator is reduced, the using times of the oil pump and the energy accumulator are reduced, and the excessive use of the energy accumulator is avoided.
It is clear to those skilled in the art that, for convenience and brevity of description, the specific working processes of the above-described systems, apparatuses and units may refer to the corresponding processes in the foregoing method embodiments, and are not described herein again.
In the several embodiments provided in the present application, it should be understood that the disclosed apparatus and method may be implemented in other ways. For example, the above-described apparatus embodiments are merely illustrative, and for example, the division of the units is only one logical division, and other divisions may be realized in practice, for example, a plurality of units or components may be combined or integrated into another system, or some features may be omitted, or not executed. In addition, the shown or discussed mutual coupling or direct coupling or communication connection may be an indirect coupling or communication connection through some interfaces, devices or units, and may be in an electrical, mechanical or other form.
The units described as separate parts may or may not be physically separate, and parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of the embodiment.
It should be understood that in the present application, "at least one" means one or more, "a plurality" means two or more. "and/or" for describing an association relationship of associated objects, indicating that there may be three relationships, e.g., "a and/or B" may indicate: only A, only B and both A and B are present, wherein A and B may be singular or plural. The character "/" generally indicates that the former and latter associated objects are in an "or" relationship. "at least one of the following" or similar expressions refer to any combination of these items, including any combination of single item(s) or plural items. For example, at least one (one) of a, b, or c, may represent: a, b, c, "a and b", "a and c", "b and c", or "a and b and c", wherein a, b, c may be single or plural.
The above embodiments are only used for illustrating the technical solutions of the present application, and not for limiting the same; although the present application has been described in detail with reference to the foregoing embodiments, it should be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; and such modifications or substitutions do not depart from the spirit and scope of the corresponding technical solutions in the embodiments of the present application.
Claims (10)
1. A hydraulic system control method, the method comprising:
acquiring a driving mode of a vehicle; the running mode comprises a pure electric mode, a series mode or a parallel mode;
judging whether a synchronizer of the vehicle is in a gear state or not;
and controlling a pressure valve of a hydraulic system according to the running mode of the vehicle and the state of the synchronizer.
2. The method of claim 1, wherein the pressure valve of the hydraulic system comprises a main circuit pressure valve;
the controlling of the pressure valve of the hydraulic system according to the traveling mode of the vehicle and the state of the synchronizer includes:
and if the running mode of the vehicle is the pure electric mode or the series mode and the synchronizer is in a gear state, closing the main oil path pressure valve.
3. The method of claim 2, wherein the hydraulic system pressure valve further comprises a shift circuit pressure valve;
the controlling of the pressure valve of the hydraulic system according to the driving mode of the vehicle and the state of the synchronizer comprises:
and if the running mode of the vehicle is a pure electric mode or a series mode and the synchronizer is not in the gear state, opening the main oil circuit pressure valve and the gear shifting oil circuit pressure valve to provide hydraulic pressure to control the synchronizer to be in the gear state.
4. The method of claim 1, wherein the determining whether a synchronizer of the vehicle is in a gear state comprises:
judging whether the position of the synchronizer is within a preset bandwidth range or not;
and if so, the synchronizer is in a gear state.
5. The method according to claim 4, wherein the preset bandwidth range is a range between a lower bandwidth limit and an upper bandwidth limit; and the distance between the position corresponding to the lower bandwidth limit and the on-gear target position is close to the distance between the gear-out position and the on-gear target position.
6. The method of claim 1, further comprising:
judging whether the ISG end clutch of the starting and power generation integrated machine is in a closed state or not;
and if not, determining that the running mode of the vehicle is a pure electric mode or a series mode.
7. The method of claim 6, further comprising:
and if so, determining that the running mode of the vehicle is the parallel mode.
8. A hydraulic system control apparatus, characterized in that the apparatus comprises:
an acquisition unit configured to acquire a travel mode of a vehicle; the running mode comprises a pure electric mode, a series mode or a parallel mode;
the judging unit is used for judging whether a synchronizer of the vehicle is in a gear state or not;
and the control unit is used for controlling the pressure valve of the hydraulic system according to the running mode of the vehicle and the state of the synchronizer.
9. The apparatus of claim 8, wherein the pressure valve of the hydraulic system comprises a main circuit pressure valve;
the control unit is specifically configured to:
and if the running mode of the vehicle is the pure electric mode or the series mode and the synchronizer is in a gear state, closing the main oil path pressure valve.
10. A hybrid electric vehicle is characterized by comprising a hybrid power system and a hydraulic system;
wherein the hydraulic system is configured to execute the hydraulic system control method according to any one of claims 1 to 7.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910785763.4A CN112406516B (en) | 2019-08-23 | 2019-08-23 | Hydraulic system control method and device |
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| Application Number | Priority Date | Filing Date | Title |
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Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN102328577A (en) * | 2010-07-12 | 2012-01-25 | 上海捷能汽车技术有限公司 | Hydraulic system and hybrid vehicle comprising same |
| CN102330759A (en) * | 2010-07-12 | 2012-01-25 | 上海捷能汽车技术有限公司 | Hydraulic system and hybrid power vehicle comprising same |
| CN103863312A (en) * | 2012-12-17 | 2014-06-18 | 上海汽车集团股份有限公司 | Method for controlling hybrid-drive gearbox based on oil pressure |
| KR20150146062A (en) * | 2014-06-20 | 2015-12-31 | 주식회사 만도 | Brake system for hybrid and electric vehicle andcontrol method thereof |
| CN109435675A (en) * | 2018-10-16 | 2019-03-08 | 广州汽车集团股份有限公司 | Drive device for hybrid vehicle and its control method |
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Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102328577A (en) * | 2010-07-12 | 2012-01-25 | 上海捷能汽车技术有限公司 | Hydraulic system and hybrid vehicle comprising same |
| CN102330759A (en) * | 2010-07-12 | 2012-01-25 | 上海捷能汽车技术有限公司 | Hydraulic system and hybrid power vehicle comprising same |
| CN103863312A (en) * | 2012-12-17 | 2014-06-18 | 上海汽车集团股份有限公司 | Method for controlling hybrid-drive gearbox based on oil pressure |
| KR20150146062A (en) * | 2014-06-20 | 2015-12-31 | 주식회사 만도 | Brake system for hybrid and electric vehicle andcontrol method thereof |
| CN109435675A (en) * | 2018-10-16 | 2019-03-08 | 广州汽车集团股份有限公司 | Drive device for hybrid vehicle and its control method |
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