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CN110116616B - Hybrid power system based on AMT (automated mechanical Transmission) and control method thereof - Google Patents

Hybrid power system based on AMT (automated mechanical Transmission) and control method thereof Download PDF

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Publication number
CN110116616B
CN110116616B CN201910335555.4A CN201910335555A CN110116616B CN 110116616 B CN110116616 B CN 110116616B CN 201910335555 A CN201910335555 A CN 201910335555A CN 110116616 B CN110116616 B CN 110116616B
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China
Prior art keywords
gear
output shaft
driven gear
input shaft
engine
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CN201910335555.4A
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Chinese (zh)
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CN110116616A (en
Inventor
王宏宇
胡广地
房永�
尚明利
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United Yilin New Energy Technology Jining Co ltd
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United Yilin New Energy Technology Jining Co ltd
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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
    • 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 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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—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 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 transmission gearings
    • 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
    • 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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • 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
    • 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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/543—Transmission for changing ratio the transmission being a continuously variable transmission
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Structure Of Transmissions (AREA)

Abstract

The invention discloses a hybrid power system based on an AMT gearbox and a control method thereof, wherein the hybrid power system comprises the following components: the gear shifting device comprises a first input shaft, a second input shaft, an output shaft and a gear shifting mechanism, wherein a first gear set is arranged on the first input shaft, and the first input shaft is in transmission connection with an engine through a clutch; a second gear set is arranged on the second input shaft, and the second input shaft is in transmission connection with the motor; the output shaft is provided with a third gear set which is respectively meshed with the first gear set and the second gear set; the gear shifting mechanism comprises a first gear shifting device and a second gear shifting device, the first gear shifting device can transmit power of the engine through the first input shaft, the first gear set, the third gear set and the output shaft in sequence, and the second gear shifting device can transmit power of the motor through the second input shaft, the second gear set, the third gear set and the output shaft in sequence. The hybrid power system not only provides multiple driving modes, but also eliminates power interruption in the gear shifting process, and improves the vehicle using experience of users.

Description

Hybrid power system based on AMT (automated mechanical Transmission) and control method thereof
Technical Field
The invention relates to the technical field of automobile control, in particular to a hybrid power system based on an AMT (automated mechanical transmission) and a control method based on the AMT.
Background
This section provides background information related to the present disclosure only and is not necessarily prior art.
With the gradual exhaustion of primary energy and the gradual deterioration of the environment, new energy vehicles with excellent energy saving and emission reduction performance gradually become the development trend of the current automobile industry, wherein the power system of the new energy vehicles is divided into three technical routes, namely hybrid power, pure electric and fuel cells.
In a power system of a new energy automobile, a hybrid power technical route does not depend on a charging facility, so that the additionally increased cost of the whole automobile is less on the premise of greatly reducing the fuel consumption of the whole automobile, and the development is carried out to a greater extent at present. The hybrid power system can be divided into three power system types of series connection, parallel connection and series-parallel connection according to the working mode of the system, wherein the series-parallel connection system becomes the mainstream of the market due to the largest oil saving potential.
Taking AMT gearbox as an example, when the engine participated in the work, the speed of a motor vehicle changed and must shift the operation, needed the clutch to make power input interrupt with engine and gearbox separation at the in-process of shifting, waited the gear to change the back clutch and combine engine and gearbox once more to the resupply of power, consequently, the interruption of power can appear at the in-process of shifting, thereby caused the vehicle to pause and frustrate, influence user's experience with the car.
Disclosure of Invention
The object of the present invention is to at least solve the problem of power interruption occurring during gear shifting. The purpose is realized by the following technical scheme:
the first aspect of the present invention provides an AMT gearbox-based hybrid power system, including:
the first input shaft is provided with a first gear set and is in transmission connection with the engine through a clutch;
the second input shaft is provided with a second gear set and is in transmission connection with the motor;
the output shaft is provided with a third gear set which is respectively meshed with the first gear set and the second gear set;
the gear shifting mechanism comprises a first gear shifting device and a second gear shifting device, the first gear shifting device can enable the power of the engine to be transmitted through the first input shaft, the first gear set, the third gear set and the output shaft in sequence, and the second gear shifting device can enable the power of the motor to be transmitted through the second input shaft, the second gear set, the third gear set and the output shaft in sequence.
According to the hybrid power system based on the AMT gearbox, the engine is in transmission connection with the first input shaft, the motor is in transmission connection with the second input shaft, whether the first input shaft and the second input shaft are in transmission connection with the output shaft or not is achieved through the gear shifting mechanism, specifically, the first gear shifting device in the gear shifting mechanism controls whether the first input shaft and the output shaft are in transmission or not by fixing the first gear set or the third gear set with the first input shaft or the output shaft, and the transmission ratio between the first gear set and the third gear set can be changed by switching the first gear shifting device; the second gear shifting device of the gear shifting mechanism fixes the second gear set or the third gear set and the second input shaft or the output shaft so as to control whether the second input shaft and the output shaft transmit or not, and the transmission ratio between the second gear set and the third gear set can be changed through the second gear shifting device.
When the motor is started and the engine is shut off, the first gear shifting device separates the first input shaft from the output shaft, the second gear shifting device engages the second input shaft with the output shaft, the power of the motor is transmitted to the output shaft, so that a motor driving mode is entered, and the transmission ratio between the second gear set and the third gear set can be changed through the second gear shifting device, so that different torques are provided for the vehicle.
When the speed of a vehicle reaches the medium speed, when the driving of the motor can not meet the driving requirement, the motor keeps running, the engine is started, the first gear shifting device enables the first input shaft to be connected with the output shaft, and therefore in a hybrid driving mode, the power of the engine is transmitted to the output shaft, so that the engine and the motor cooperate to provide power for the vehicle, when the gear shifting needs to be accelerated, the engine is separated from the first input shaft, the torque of the motor is increased, the torque reduction caused by the separation of the engine and the first input shaft is compensated, after the first gear shifting device completes the change of the transmission ratio between the first gear set and the third gear set, the engine is connected with the first input shaft, the torque of the motor is reduced, the torque is kept unchanged in the gear shifting process, and therefore the vehicle pause caused by the interruption of the power in the gear shifting process is avoided.
When the vehicle speed reaches a high speed, the engine keeps running, the second gear shifting device separates the second input shaft from the output shaft, the motor is turned off, so that an engine driving mode is entered, when the gear shifting needs to be accelerated, the second gear shifting device enables the second input shaft to be connected with the output shaft again, the motor is started, so that the torque compensation of the motor in the gear shifting process is realized, and after the gear shifting is completed, the second gear shifting device separates the second input shaft from the output shaft, and the motor is turned off, so that the engine can be driven independently.
Above-mentioned hybrid power system based on AMT gearbox not only can realize motor drive, hybrid drive and engine drive's multiple mode drive mode, can make the in-process of shifting can not appear power interruption simultaneously, eliminates the in-process vehicle of shifting and appears and momentarily frustrates the condition, has improved user's experience with the car.
In addition, the hybrid power system based on the AMT gearbox can also have the following additional technical characteristics:
in some embodiments of the present invention, the first gear set includes a first driving gear and a second driving gear which are arranged at intervals, the first driving gear and the second driving gear are respectively rotatably sleeved on the outer side of the first input shaft, and the first driving gear, the second driving gear and the first input shaft are coaxially arranged;
the first gear shifting device is slidably mounted on the first input shaft and located between the first driving gear and the second driving gear, and the first gear shifting device can fix the first driving gear or the second driving gear and the first input shaft, so that power of the engine is transmitted to the output shaft through the first input shaft, the first driving gear or the second driving gear and the third gear set in sequence.
In some embodiments of the present invention, the third gear set includes a first driven gear and a second driven gear which are arranged at intervals, the first driven gear and the second driven gear are respectively sleeved outside the output shaft, and the first driven gear can rotate relative to the output shaft, the second driven gear is fixedly connected with the output shaft, the first driven gear, the second driven gear and the output shaft are coaxially arranged, the first driven gear is meshed with the first driving gear, and the second driven gear is meshed with the second driving gear;
the second shifting device is slidably mounted on the output shaft and located between the first driven gear and the second driven gear, and the second shifting device can fix the first driven gear and the output shaft, so that the power of the engine is transmitted to the output shaft through the first input shaft, the first gear set and the first driven gear in sequence.
In some embodiments of the present invention, the second gear set includes a first input gear and a second input gear which are arranged at intervals, the first input gear and the second input gear are respectively fixed on the outer side of the second input shaft in a sleeved manner, and the first input gear, the second input gear and the second input shaft are arranged coaxially;
the third gear set further comprises a third driven gear which is rotatably sleeved on the outer side of the output shaft, and the third driven gear is coaxially arranged with the output shaft and is positioned between the first driven gear and the second driven gear;
the first input gear is meshed with the first driven gear, the second input gear is meshed with the third driven gear, and the second gear shifting device can fix the first driven gear or the third driven gear with the output shaft, so that the power of the motor is transmitted to the output shaft through the second input shaft, the first input gear and the first driven gear in sequence or transmitted to the output shaft through the second input shaft, the second input gear and the third driven gear in sequence.
In some embodiments of the present invention, the first gear set further includes a third driving gear and a fourth driving gear, which are disposed at an interval, the third driving gear and the fourth driving gear are respectively fixed on the outer side of the first input shaft in a sleeved manner, and the third driving gear, the fourth driving gear and the first input shaft are coaxially disposed;
the third gear set further comprises a fourth driven gear and a fifth driven gear which are arranged at intervals, the fourth driven gear and the fifth driven gear are respectively sleeved on the outer side of the output shaft in a rotatable mode, the fourth driven gear, the fifth driven gear and the output shaft are coaxially arranged, the fourth driven gear is meshed with the third driving gear, and the fifth driven gear is meshed with the fourth driving gear;
the shift mechanism further includes a third shift device mounted to the output shaft and located between the fourth driven gear and the fifth driven gear, the third shift device being capable of fixing the fourth driven gear or the fifth driven gear with the output shaft to drivingly connect the first input shaft with the output shaft.
In some embodiments of the present invention, the first gear set further includes a fifth driving gear and a sixth driving gear which are disposed at an interval, the fifth driving gear and the sixth driving gear are respectively fixed on the outer side of the first input shaft in a sleeved manner, and the fifth driving gear, the sixth driving gear and the first input shaft are disposed coaxially;
the third gear set further comprises a sixth driven gear and a seventh driven gear which are arranged at intervals, the sixth driven gear and the seventh driven gear are respectively sleeved on the outer side of the output shaft in a rotatable mode, the sixth driven gear, the seventh driven gear and the output shaft are coaxially arranged, the sixth driven gear is meshed with the fifth driving gear, and the seventh driven gear is meshed with the sixth driving gear;
the shift mechanism further includes a fourth shift device mounted to the output shaft and located between the sixth driven gear and the seventh driven gear, the fourth shift device being capable of fixing the sixth driven gear or the seventh driven gear with the output shaft to drivingly connect the first input shaft with the output shaft.
In some embodiments of the present invention, the first, second, third and fourth shifting devices are shifters.
In some embodiments of the invention, further comprising:
the vehicle control unit is used for receiving vehicle parameters and sending control instructions;
the engine controller is respectively electrically connected with the vehicle control unit and the engine and is used for receiving a control instruction of the vehicle control unit and controlling the work of the engine according to the control instruction;
the motor controller is respectively electrically connected with the vehicle control unit and the motor and is used for receiving a control instruction of the vehicle control unit and controlling the motor to work according to the control instruction;
the engine is in transmission connection with the first input shaft through the clutch;
and the execution controller is respectively electrically connected with the clutch, the gear shifting mechanism and the vehicle control unit and is used for receiving a control command of the vehicle control unit and controlling the action of the clutch and/or the gear shifting mechanism according to the control command.
A second aspect of the present invention proposes an AMT-gearbox-based control method implemented by an AMT-gearbox-based hybrid powertrain as described above, comprising the steps of:
s1: collecting vehicle parameters;
s2: judging the current speed of the vehicle according to vehicle parameters, if the vehicle is in a low speed, the vehicle is in a motor driving mode, then switching to S301, if the vehicle is in a medium speed, the vehicle is in a motor and engine hybrid driving mode, then switching to S401, and if the vehicle is in a high speed, the vehicle is in an engine driving mode, then switching to S501;
s301: judging the current torque demand of the vehicle, if the current torque demand is low torque, switching to S302, and if the current torque demand is high torque, switching to S303;
s302: actuating the shift mechanism such that the second input shaft is drivingly connected with the output shaft at a low torque and the first input shaft is maintained disengaged from the output shaft;
s303: actuating the shift mechanism such that the second input shaft is drivingly connected with the output shaft at a high torque and the first input shaft is maintained separate from the output shaft;
s401: keeping the transmission connection state of the second input shaft and the output shaft, and starting the engine;
s402: starting a gear shifting mechanism to enable the first input shaft and the output shaft to be in transmission connection according to a fixed transmission ratio;
s403: engaging the clutch such that the engine and the electric machine cooperate to power the output shaft;
s404: judging whether the vehicle is in an acceleration state, if so, turning to S405, and if not, keeping the current state;
s405: gradually separating the clutch, reducing the torque of the engine, and simultaneously increasing the torque of the motor, so that the increased torque of the motor is consistent with the reduced torque of the engine;
s406: after the clutch is separated, starting a gear shifting mechanism, and adjusting the transmission ratio of the first input shaft and the output shaft;
s407: gradually engaging the clutch, improving the torque of the engine, and simultaneously reducing the torque of the motor, so that the reduced torque of the motor is kept consistent with the increased torque of the engine until the clutch is completely engaged;
s501: keeping the transmission connection state of the first input shaft and the output shaft, and turning off the motor;
s502: the shift mechanism is actuated such that the second input shaft is disengaged from the output shaft.
In some embodiments of the present invention, the method further comprises the steps of:
s6: judging whether the vehicle speed continuously decreases within a preset time, if not, not processing, and if so, turning to S7;
s7: turning off the motor, and keeping the second input shaft in transmission connection with the output shaft so as to recover energy;
in step 404, if the torque required for increasing the speed of the vehicle is small, the operating point of the engine is adjusted so that the engine operates in the high-efficiency region, and if the torque provided by the engine operating in the high-efficiency region is larger than the torque required by the vehicle, the motor is turned off, and the surplus torque is transmitted to the motor for generating power.
According to the AMT-based transmission control method of the present invention, when the motor is started and the engine is turned off, the first gear shifting device separates the first input shaft from the output shaft, the second gear shifting device engages the second input shaft with the output shaft, the power of the motor is transmitted to the output shaft to enter the motor drive mode, and the gear ratio between the second gear set and the third gear set can be changed by the second gear shifting device to provide different torques to the vehicle.
When the speed of a vehicle reaches the medium speed, when the driving of the motor can not meet the driving requirement, the motor keeps running, the engine is started, the first gear shifting device enables the first input shaft to be connected with the output shaft, and therefore in a hybrid driving mode, the power of the engine is transmitted to the output shaft, so that the engine and the motor cooperate to provide power for the vehicle, when the gear shifting needs to be accelerated, the engine is separated from the first input shaft, the torque of the motor is increased, the torque reduction caused by the separation of the engine and the first input shaft is compensated, after the first gear shifting device completes the change of the transmission ratio between the first gear set and the third gear set, the engine is connected with the first input shaft, the torque of the motor is reduced, the torque is kept unchanged in the gear shifting process, and therefore the vehicle pause caused by the interruption of the power in the gear shifting process is avoided.
When the vehicle speed reaches a high speed, the engine keeps running, the second gear shifting device separates the second input shaft from the output shaft, the motor is turned off, so that an engine driving mode is entered, when the gear shifting needs to be accelerated, the second gear shifting device enables the second input shaft to be connected with the output shaft again, the motor is started, so that the torque compensation of the motor in the gear shifting process is realized, and after the gear shifting is completed, the second gear shifting device separates the second input shaft from the output shaft, and the motor is turned off, so that the engine can be driven independently.
Above-mentioned hybrid power system based on AMT gearbox not only can realize motor drive, hybrid drive and engine drive's multiple mode drive mode, can make the in-process of shifting can not appear power interruption simultaneously, eliminates the in-process vehicle of shifting and appears and momentarily frustrates the condition, has improved user's experience with the car.
Drawings
Various other advantages and benefits will become apparent to those of ordinary skill in the art upon reading the following detailed description of the preferred embodiments. The drawings are only for purposes of illustrating the preferred embodiments and are not to be construed as limiting the invention. Also, like parts are designated by like reference numerals throughout the drawings. In the drawings:
FIG. 1 schematically illustrates a block diagram of a hybrid powertrain system based on an AMT transmission according to an embodiment of the present invention;
fig. 2 is a flowchart of a control method based on an AMT gearbox provided by the present invention.
100 is a vehicle controller, 200 is a motor controller, 300 is an engine controller, 400 is an engine, and 500 is a motor;
1 is a first input shaft;
2 is a second input shaft;
3 is an output shaft;
4 is a first gear set, 41 is a first driving gear, 42 is a second driving gear, 43 is a third driving gear, 44 is a fourth driving gear, 45 is a fifth driving gear, and 46 is a sixth driving gear;
a third gear set 5, a first driven gear 51, a second driven gear 52, a third driven gear 53, a fourth driven gear 54, a fifth driven gear 55, a sixth driven gear 56, and a seventh driven gear 57;
6 is a second gear set, 61 is a first input gear, 62 is a second input gear;
a shift mechanism 7, a first shift device 71, a second shift device 72, a third shift device 73, and a fourth shift device 74;
8 is a clutch;
and 9 is a torsional vibration damper.
Detailed Description
Exemplary embodiments of the present disclosure will be described in more detail below with reference to the accompanying drawings. While exemplary embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure may be embodied in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art.
It is to be understood that the terminology used herein is for the purpose of describing particular example embodiments only, and is not intended to be limiting. As used herein, the singular forms "a", "an" and "the" may be intended to include the plural forms as well, unless the context clearly indicates otherwise. The terms "comprises," "comprising," "including," and "having" are inclusive and therefore specify the presence of stated features, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, steps, operations, elements, components, and/or groups thereof. The method steps, processes, and operations described herein are not to be construed as necessarily requiring their performance in the particular order described or illustrated, unless specifically identified as an order of performance. It should also be understood that additional or alternative steps may be used.
Although the terms first, second, third, etc. may be used herein to describe various elements, components, regions, layers and/or sections, these elements, components, regions, layers and/or sections should not be limited by these terms. These terms may be only used to distinguish one element, component, region, layer or section from another region, layer or section. Terms such as "first," "second," and other numerical terms when used herein do not imply a sequence or order unless clearly indicated by the context. Thus, a first element, component, region, layer or section discussed below could be termed a second element, component, region, layer or section without departing from the teachings of the example embodiments.
For convenience of description, spatially relative terms, such as "inner", "outer", "lower", "below", "upper", "above", and the like, may be used herein to describe one element or feature's relationship to another element or feature as illustrated in the figures. Such spatially relative terms are intended to encompass different orientations of the device in use or operation in addition to the orientation depicted in the figures. For example, if the device in the figures is turned over, elements described as "below" or "beneath" other elements or features would then be oriented "above" or "over" the other elements or features. Thus, the example term "below … …" can include both an orientation of above and below. The device may be otherwise oriented (rotated 90 degrees or at other orientations) and the spatially relative descriptors used herein interpreted accordingly.
As shown in fig. 1, according to an embodiment of the present invention, there is provided an AMT gearbox-based hybrid system, comprising: the gear shifting mechanism comprises a first input shaft 1, a second input shaft 2, an output shaft 3 and a gear shifting mechanism 7, wherein a first gear set 4 is arranged on the first input shaft 1, and the first input shaft 1 is in transmission connection with an engine 400 through a clutch 8; a second gear set 6 is arranged on the second input shaft 2, and the second input shaft 2 is in transmission connection with a motor 500; the output shaft 3 is provided with a third gear set 5, and the third gear set 5 is respectively meshed with the first gear set 4 and the second gear set 6; the shift mechanism 7 includes a first shift device 71 and a second shift device 72, the first shift device 71 being capable of transmitting the power of the engine 400 through the first input shaft 1, the first gear set 4, the third gear set 5, and the output shaft 3 in this order, and the second shift device 72 being capable of transmitting the power of the motor 500 through the second input shaft 2, the second gear set 6, the third gear set 5, and the output shaft 3 in this order.
According to the hybrid power system based on the AMT gearbox, the engine 400 is in transmission connection with the first input shaft 1, the motor 500 is in transmission connection with the second input shaft 2, whether the first input shaft 1 and the second input shaft 2 are in transmission connection with the output shaft 3 or not is achieved through the gear shifting mechanism 7, specifically, the first gear shifting device 71 in the gear shifting mechanism 7 controls whether the first input shaft 1 and the output shaft 3 are in transmission or not by fixing the first gear set 4 or the third gear set 5 with the first input shaft 1 or the output shaft 3, and the transmission ratio between the first gear set 4 and the third gear set 5 can be changed by switching the first gear shifting device 71; the second shifting device 72 of the shifting mechanism 7 controls whether the second input shaft 2 and the output shaft 3 transmit power by fixing the second gear set 6 or the third gear set 5 and the second input shaft 2 or the output shaft 3, and the transmission ratio between the second gear set 6 and the third gear set 5 can be changed by the second shifting device 72.
When the motor 500 is started and the engine 400 is shut down, the first gear shifting device 71 separates the first input shaft 1 from the output shaft 3, the second gear shifting device 72 engages the second input shaft 2 with the output shaft 3, the power of the motor 500 is transmitted to the output shaft 3, thereby entering a driving mode of the motor 500, and the gear ratio between the second gear set 6 and the third gear set 5 can be changed by the second gear shifting device 72, thereby providing different torques to the vehicle.
When the vehicle speed reaches a medium speed and the driving of the motor 500 cannot meet the driving requirement, the motor 500 keeps running, the engine 400 is started, the first gear shifting device 71 engages the first input shaft 1 with the output shaft 3, and thus, the hybrid driving mode, the power of the engine 400 is transmitted to the output shaft 3, so that the engine 400 and the motor 500 cooperate to power the vehicle, when an upshift is required, the engine 400 is disengaged from the first input shaft 1, the torque of the motor 500 is increased, to compensate for the torque reduction caused by the separation of the engine 400 from the first input shaft 1, after the first shifting device 71 has changed the gear ratio between the first gear set 4 and the third gear set 5, the engine 400 is engaged with the first input shaft 1, the torque of the motor 500 is reduced, to keep the torque constant during the gear shift, thereby avoid shifting the in-process and appear power interruption and lead to the vehicle to pause and frustrate, and then improve user's the experience of using the car.
When the vehicle speed reaches high speed, the engine 400 keeps running, the second gear shifting device 72 separates the second input shaft 2 from the output shaft 3, the motor 500 is turned off, so that the engine 400 driving mode is entered, when acceleration gear shifting is needed, the second gear shifting device 72 engages the second input shaft 2 with the output shaft 3 again, the motor 500 is started, so that torque compensation of the motor 500 during gear shifting is realized, and after gear shifting is completed, the second gear shifting device 72 separates the second input shaft 2 from the output shaft 3, and the motor 500 is turned off, so that the engine 400 is driven independently.
Above-mentioned hybrid power system based on AMT gearbox not only can realize motor 500 drive, hybrid drive and the driven multiple mode drive mode of engine 400, can make the in-process of shifting can not appear power interruption simultaneously, eliminates the in-process vehicle of shifting and appears and pause and frustrate the condition, has improved user's experience with the car.
It should be understood that the first gear set 4 includes a plurality of drive gears, and the gears of the drive gears are different, the second gear set 6 includes a plurality of input gears, and the gears of the input gears are different, the third gear set 5 comprises a plurality of driven gears, the gears of the driven gears are different, in a conventional state, each driving gear of the first gear set 4 is meshed with each driven gear of the third gear set 5, each input gear of the second gear set 6 is meshed with part of the driven gears in the third gear set 5, and the first gear shifting device 71 fixes one driving gear (the driven gear matched with the driving gear is fixedly connected with the driven shaft) and the first input shaft 1 or one driven gear (the driving gear matched with the driving gear is fixedly connected with the first input shaft 1) and the driven shaft through switching, so that the power connection and gear change between the first input shaft 1 and the driven shaft are realized; the shifting principle of the second shifting device 72 is similar to that of the first shifting device 71, and the description thereof is omitted here.
It should be noted that the first gear shifting device 71 may be disposed on the first input shaft 1 or the output shaft 3, and the second gear shifting device 72 may be disposed on the second input shaft 2 or the output shaft 3.
In the present application, the first gear shifting device 71 is disposed on the first input shaft 1, specifically, the first gear set 4 includes a first driving gear 41 and a second driving gear 42 disposed at intervals, the first driving gear 41 and the second driving gear 42 are respectively rotatably sleeved on the outer side of the first input shaft 1, and the first driving gear 41, the second driving gear 42 and the first input shaft 1 are coaxially disposed; the first gear shifting device 71 is slidably mounted on the first input shaft 1 and located between the first driving gear 41 and the second driving gear 42, and the first gear shifting device 71 can fix the first driving gear 41 or the second driving gear 42 with the first input shaft 1, so that the power of the engine 400 is transmitted to the output shaft 3 sequentially through the first input shaft 1, the first driving gear 41 or the second driving gear 42, and the third gear set 5.
When the first driving gear 41 and the second driving gear 42 do not participate in power transmission, the first gear shifting device 71 is located between the first driving gear 41 and the second driving gear 42, and at this time, although the first driving gear 41 and the second driving gear 42 are respectively engaged with the third gear set 5, both the first driving gear 41 and the second driving gear 42 can rotate relative to the first input shaft 1, and the power of the first input shaft 1 cannot be transmitted to the output shaft 3 through the first driving gear 41 or the second driving gear 42; when the first driving gear 41 or the second driving gear 42 is required to participate in power transmission, the first gear shifting device 71 fixes the first driving gear 41 or the second driving gear 42 and the first input/output shaft, and at this time, the power of the first input shaft 1 can be transmitted to the output shaft 3 through the first driving gear 41 or the second driving gear 42. The first shifting device 71 is simple in structure and arrangement mode, and manufacturing cost can be effectively reduced.
It should be noted that, in the present application, when the first driving gear 41 participates in power transmission, it can provide low-speed large-torque power, so the first driving gear 41 is used as the first gear position of the vehicle; the second driving gear 42 can also provide low-speed high-torque power when engaged in power transmission, so the second driving gear 42 is used as a reverse gear position of the vehicle.
In the present application, the second gear shift is arranged on the output shaft 3, specifically, the third gear set 5 includes a first driven gear 51 and a second driven gear 52 arranged at intervals, the first driven gear 51 and the second driven gear 52 are respectively sleeved on the outer side of the output shaft 3, the first driven gear 51 can rotate relative to the output shaft 3, the second driven gear 52 is fixedly connected with the output shaft 3, the first driven gear 51, the second driven gear 52 and the output shaft 3 are coaxially arranged, the first driven gear 51 is engaged with the first driving gear 41, and the second driven gear 52 is engaged with the second driving gear 42; the second shifting device 72 is slidably mounted on the output shaft 3 and located between the first driven gear 51 and the second driven gear 52, and the second shifting device 72 can fix the first driven gear 51 to the output shaft 3, so that the power of the engine 400 is transmitted to the output shaft 3 through the first input shaft 1, the first gear set 4, and the first driven gear 51 in sequence.
When the first driven gear 51 does not participate in power transmission, the second shifting device 72 is separated from the first driven gear 51, and at this time, although the first driven gear 51 is engaged with the first driving gear 41, the first driven gear 51 can rotate relative to the output shaft 3, and power of the first input shaft 1 cannot be transmitted to the output shaft 3 through the first driven gear 51; when the first driven gear 51 is required to participate in power transmission, the second gear shifting device 72 fixes the first driven gear 51 and the output shaft 3, and the power of the first input shaft 1 can be transmitted to the output shaft 3 through the first driven gear 51. The second gear shifting device 72 is simple in structure and arrangement mode, and manufacturing cost can be effectively reduced.
It is further understood that the second gear set 6 includes a first input gear 61 and a second input gear 62 which are arranged at intervals, the first input gear 61 and the second input gear 62 are respectively fixed on the outer side of the second input shaft 2 in a sleeved mode, and the first input gear 61, the second input gear 62 and the second input shaft 2 are coaxially arranged; the third gear set 5 further includes a third driven gear 53, the third driven gear 53 is rotatably fitted on the outer side of the output shaft 3, and the third driven gear 53 is disposed coaxially with the output shaft 3 and between the first driven gear 51 and the second driven gear 52; the first input gear 61 is engaged with the first driven gear 51, the second input gear 62 is engaged with the third driven gear 53, and the second shifting device 72 can fix the first driven gear 51 or the third driven gear 53 to the output shaft 3, so that the power of the motor 500 is transmitted to the output shaft 3 sequentially through the second input shaft 2, the first input gear 61, and the first driven gear 51, or transmitted to the output shaft 3 sequentially through the second input shaft 2, the second input gear 62, and the third driven gear 53.
Specifically, when the first driven gear 51 and the third driven gear 53 do not participate in power transmission, the second shifting device 72 is located therebetween, and at this time, although the first driven gear 51 and the third driven gear 53 are respectively engaged with the first input gear 61 and the second input gear 62, the first driven gear 51 and the third driven gear 53 are both rotatable relative to the output shaft 3, and the power of the second input shaft 2 cannot be transmitted to the output shaft 3 through the first driven gear 51 or the third driven gear 53; when the first driven gear 51 or the third driven gear 53 is required to participate in power transmission, the second gear shifting device 72 fixes the first driven gear 51 or the third driven gear 53 and the output shaft 3, and at this time, the power of the second input shaft 2 can be transmitted to the output shaft 3 through the first driven gear 51 or the third driven gear 53.
In addition, when the vehicle is in a hybrid mode, when the transmission needs to be shifted at an increased speed, the power output of the motor 500 to the output shaft 3 is maintained, and in the shifting process of the first shifting device 71, the motor 500 performs torque increasing operation, so that the torque reduction of the input shaft caused by shifting is compensated, and the torque increase of the motor 500 is performed to maintain the torque balance of the output shaft 3, that is, when the torque of the engine 400 end is reduced, the torque of the motor 500 end is increased, when the torque of the engine 400 end is increased, the torque of the motor 500 is reduced, the shifting process of the transmission can be smooth by maintaining the torque balance, the jerk is avoided, and the vehicle using experience of a user is improved.
It should be pointed out that, in this application, third driven gear 53 only meshes with second gear set 6, and the number of teeth of first driven gear 51 and third driven gear 53 is different, fixes first driven gear 51 and third driven gear 53 and output shaft 3 respectively through second gearshift 72 to realize that motor 500 provides two kinds of different power for output shaft 3, and then satisfy the requirement of going of vehicle.
Further, the first gear set 4 further includes a third driving gear 43 and a fourth driving gear 44 which are arranged at intervals, the third driving gear 43 and the fourth driving gear 44 are respectively fixed on the outer side of the first input shaft 1 in a sleeved manner, and the third driving gear 43, the fourth driving gear 44 and the first input shaft 1 are coaxially arranged; the third gear set 5 further comprises a fourth driven gear 54 and a fifth driven gear 55 which are arranged at intervals, the fourth driven gear 54 and the fifth driven gear 55 are respectively sleeved on the outer side of the output shaft 3 in a rotatable manner, the fourth driven gear 54, the fifth driven gear 55 and the output shaft 3 are coaxially arranged, the fourth driven gear 54 is meshed with the third driving gear 43, and the fifth driven gear 55 is meshed with the fourth driving gear 44; the gear shift mechanism 7 further includes a third gear shift device 73, the third gear shift device 73 is mounted to the output shaft 3 and is located between the fourth driven gear 54 and the fifth driven gear 55, and the third gear shift device 73 can fix the fourth driven gear 54 or the fifth driven gear 55 with the output shaft 3 to drivingly connect the first input shaft 1 with the output shaft 3.
Specifically, the third shifting device 73 is disposed on the output shaft 3 and between the fourth driven gear 54 and the fifth driven gear 55, the fourth driven gear 54 and the fifth driven gear 55 are respectively engaged with the third driving gear 43 and the fourth driving gear 44, when the fourth driven gear 54 and the fifth driven gear 55 do not participate in transmission, the third shifting device 73 is interposed therebetween, the fourth driven gear 54 and the fifth driven gear 55 rotate relative to the output shaft 3, when the fourth driven gear 54 or the fifth driven gear 55 participates in power transmission, the third shifting device 73 fixes the fourth driven gear 54 or the fifth driven gear 55 with the output shaft 3, and at this time, the power of the first input shaft 1 can be transmitted to the output shaft 3 through the fourth driven gear 54 or the fifth driven gear 55.
Further, the first gear set 4 further includes a fifth driving gear 45 and a sixth driving gear 46 which are arranged at intervals, the fifth driving gear 45 and the sixth driving gear 46 are respectively fixed on the outer side of the first input shaft 1 in a sleeved manner, and the fifth driving gear 45, the sixth driving gear 46 and the first input shaft 1 are coaxially arranged; the third gear set 5 further comprises a sixth driven gear 56 and a seventh driven gear 57 which are arranged at intervals, the sixth driven gear 56 and the seventh driven gear 57 are respectively sleeved on the outer side of the output shaft 3 in a rotatable manner, the sixth driven gear 56, the seventh driven gear 57 and the output shaft 3 are coaxially arranged, the sixth driven gear 56 is meshed with the fifth driving gear 45, and the seventh driven gear 57 is meshed with the sixth driving gear 46; the gear shift mechanism 7 further comprises a fourth gear shift device 74, the fourth gear shift device 74 being mounted to the output shaft 3 and being located between the sixth driven gear 56 and the seventh driven gear 57, the fourth gear shift device 74 being capable of fixing the sixth driven gear 56 or the seventh driven gear 57 with the output shaft 3 to drivingly connect the first input shaft 1 with the output shaft 3.
Specifically, the fourth shifting device 74 is disposed on the output shaft 3 and between the sixth driven gear 56 and the seventh driven gear 57, the sixth driven gear 56 and the seventh driven gear 57 are respectively engaged with the fifth driving gear 45 and the sixth driving gear 46, when the sixth driven gear 56 and the seventh driven gear 57 are not involved in transmission, the fourth shifting device 74 is interposed therebetween, the sixth driven gear 56 and the seventh driven gear 57 rotate relative to the output shaft 3, and when the sixth driven gear 56 or the seventh driven gear 57 is involved in power transmission, the fourth shifting device 74 fixes the sixth driven gear 56 or the seventh driven gear 57 to the output shaft 3, at which time, the power of the first input shaft 1 can be transmitted to the output shaft 3 through the sixth driven gear 56 or the seventh driven gear 57.
It should be noted that, in the present application, the number of teeth of the first driving gear 41, the second driving gear 42, the third driving gear 43, the fourth driving gear 44, the fifth driving gear 45 and the sixth driving gear 46 are different and are arranged at intervals along the length direction of the first input shaft 1, wherein the position of the first driving gear 41 is a first-gear vehicle traveling speed, the position of the second driving gear is a second-gear vehicle traveling speed, the position of the third driving gear 43 is a fourth-gear vehicle traveling speed, the position of the fourth driving gear 44 is a fifth-gear vehicle traveling speed, the position of the fifth driving gear 45 is a third-gear vehicle traveling speed, and the position of the sixth driving gear 46 is a second-gear vehicle traveling speed.
Specifically, the first, second, third and fourth shifting devices 71, 72, 73 and 74 are shifters. The fork shifter is simple in structure and low in manufacturing cost, and meanwhile, the fork shifter reacts quickly when shifting gears, can realize quick gear shifting, can improve the gear shifting speed, and reduces the system response time.
Specifically, the hybrid system further includes: the vehicle control unit 100, the engine controller 300, the motor controller 200, the clutch 8 and the execution controller are used for receiving vehicle parameters and sending control instructions; the engine controller 300 is electrically connected to the vehicle controller 100 and the engine 400, and is configured to receive a control command of the vehicle controller 100 and control the operation of the engine 400 according to the control command; the motor controller 200 is electrically connected with the vehicle control unit 100 and the motor 500, and is configured to receive a control instruction of the vehicle control unit 100 and control the motor 500 to operate according to the control instruction; the engine 400 is in transmission connection with the first input shaft 1 through the clutch 8; the execution controller is electrically connected with the clutch 8, the gear shifting mechanism 7 and the vehicle controller 100 respectively, and is used for receiving a control command of the vehicle controller 100 and controlling the action of the clutch 8 and/or the gear shifting mechanism 7 according to the control command.
The vehicle control unit 100 receives parameter information (vehicle speed, torque, etc.) of a vehicle, performs logical operation according to the vehicle information, and after the operation, transmits control commands to the engine controller 300, the motor controller 200 and the execution controller according to the operation result, wherein the clutch 8 operates the connection and disconnection between the engine 400 and the first output shaft 3 so as to perform a gear shifting action of the gear shifting mechanism 7, and when the gear shifting is performed, the motor controller 200 controls the motor 500 so as to compensate the output torque of the output shaft 3 by the motor 500, thereby avoiding power interruption during the gear shifting process.
It should be noted that the torsional damper 9 is disposed between the engine 400 and the clutch 8, so as to reduce the vibration during the operation of the engine 400 and ensure stable and efficient transmission of power.
As shown in fig. 2, a second aspect of the present invention provides an AMT-gearbox-based control method implemented by an AMT-gearbox-based hybrid powertrain system as described above, the control method comprising the steps of:
s1: the method comprises the steps of collecting vehicle parameters, wherein the vehicle parameters comprise vehicle speed, vehicle torque, acceleration and the like, and the collection process is carried out through a plurality of sensors arranged on a vehicle body.
S2: judging the current vehicle speed of the vehicle according to the vehicle parameters, if the vehicle is in a low-speed driving mode of the motor 500, the step is shifted to S301, if the vehicle is in a medium-speed driving mode of the motor 500 and the engine 400, the step is shifted to S401, and if the vehicle is in a high-speed driving mode of the engine 400, the step is shifted to S501.
It should be noted that before the current vehicle speed is determined, a first preset speed, a second preset speed and a third preset speed are required to be set, the values of which are sequentially increased, when the current vehicle speed of the vehicle is less than the first preset speed, the vehicle is determined to be in a low-speed state, when the current vehicle speed of the vehicle is greater than or equal to the first preset speed and less than or equal to the second preset speed, the vehicle is determined to be in a medium-speed state, and when the current vehicle speed of the vehicle is greater than the third preset speed, the vehicle is determined to be in a high-speed state.
S301: and judging the current torque demand of the vehicle, if the current torque demand is low torque, switching to S302, and if the current torque demand is high torque, switching to S303.
S302: the gear shift mechanism 7 is activated so that the second input shaft 2 is drivingly connected to the output shaft 3 with a low torque, which is the case when the vehicle speed is high and the required driving force is small, and the first input shaft 1 is kept separate from the output shaft 3.
S303: the gear shift mechanism 7 is activated so that the second input shaft 2 is drivingly connected to the output shaft 3 with a high torque, which is the case when the vehicle speed is low and the required driving force is large, and the first input shaft 1 is kept separate from the output shaft 3.
S401: the engine 400 is started while maintaining the transmission connection state of the second input shaft 2 and the output shaft 3.
S402: the gear change mechanism 7 is actuated so that the first input shaft 1 is in driving connection with the output shaft 3 in a fixed gear ratio, in which case the variable box is normally set in the first gear position.
S403: the clutch 8 is engaged so that the engine 400 and the motor 500 cooperate to power the output shaft 3, and the engagement of the clutch 8 is performed gradually, so that smooth shifting of the transmission can be ensured.
S404: and judging whether the vehicle is in an acceleration state, if so, turning to S405, and if not, keeping the current state.
It should be noted that an acceleration threshold interval is preset in advance, and if the acceleration exceeds the preset acceleration threshold interval, it is determined that the vehicle is in an acceleration state and an upshift operation is required.
In addition, if the torque required for increasing the speed of the vehicle is small, the operating point of the engine 400 is adjusted so that the engine 400 operates in the high-efficiency region, and if the torque provided by the engine 400 operating in the high-efficiency region is greater than the torque required by the vehicle, the motor 500 is turned off, and the surplus torque is transmitted to the motor 500 for power generation.
S405: the clutch 8 is gradually released to reduce the torque of the engine 400 while increasing the torque of the motor 500 so that the increased torque of the motor 500 is kept in agreement with the decreased torque of the engine 400.
S406: after the clutch 8 is completely disengaged, the gear shifting mechanism 7 is started, and the transmission ratio of the first input shaft 1 and the output shaft 3 is adjusted.
S407: clutch 8 is progressively engaged to increase engine 400 torque while decreasing electric machine 500 torque such that the decreasing torque of electric machine 500 is consistent with the increasing torque of engine 400 until clutch 8 is fully engaged.
S501: the transmission connection state of the first input shaft 1 and the output shaft 3 is maintained, and the motor 500 is turned off.
S502: the shift mechanism 7 is activated so that the second input shaft 2 is separated from the output shaft 3.
In some embodiments of the present invention, the method further comprises the steps of:
s6: judging whether the vehicle speed continuously decreases within a preset time, if not, not processing, and if so, turning to S7;
s7: the motor 500 is switched off and the second input shaft 2 is kept in driving connection with the output shaft 3 for energy recovery.
According to the AMT gearbox based control method of the present invention, when the motor 500 is started and the engine 400 is shut down, the first gear shifting device 71 separates the first input shaft 1 from the output shaft 3, the second gear shifting device 72 engages the second input shaft 2 with the output shaft 3, the power of the motor 500 is transmitted to the output shaft 3, thereby entering the motor 500 driving mode, and the gear ratio between the second gear set 6 and the third gear set 5 can be changed by the second gear shifting device 72, thereby providing different torques for the vehicle.
When the vehicle speed reaches a medium speed and the driving of the motor 500 cannot meet the driving requirement, the motor 500 keeps running, the engine 400 is started, the first gear shifting device 71 engages the first input shaft 1 with the output shaft 3, and thus, the hybrid driving mode, the power of the engine 400 is transmitted to the output shaft 3, so that the engine 400 and the motor 500 cooperate to power the vehicle, when an upshift is required, the engine 400 is disengaged from the first input shaft 1, the torque of the motor 500 is increased, to compensate for the torque reduction caused by the separation of the engine 400 from the first input shaft 1, after the first shifting device 71 has changed the gear ratio between the first gear set 4 and the third gear set 5, the engine 400 is engaged with the first input shaft 1, the torque of the motor 500 is reduced, to keep the torque constant during the gear shift, thereby avoid shifting the in-process and appear power interruption and lead to the vehicle to pause and frustrate, and then improve user's the experience of using the car.
When the vehicle speed reaches high speed, the engine 400 keeps running, the second gear shifting device 72 separates the second input shaft 2 from the output shaft 3, the motor 500 is turned off, so that the engine 400 driving mode is entered, when acceleration gear shifting is needed, the second gear shifting device 72 engages the second input shaft 2 with the output shaft 3 again, the motor 500 is started, so that torque compensation of the motor 500 during gear shifting is realized, and after gear shifting is completed, the second gear shifting device 72 separates the second input shaft 2 from the output shaft 3, and the motor 500 is turned off, so that the engine 400 is driven independently.
Above-mentioned hybrid power system based on AMT gearbox not only can realize motor 500 drive, hybrid drive and the driven multiple mode drive mode of engine 400, can make the in-process of shifting can not appear power interruption simultaneously, eliminates the in-process vehicle of shifting and appears and pause and frustrate the condition, has improved user's experience with the car.
The above description is only for the preferred embodiment of the present invention, but the scope of the present invention is not limited thereto, and any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope of the present invention are included in the scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.

Claims (6)

1. A hybrid powertrain system based on an AMT transmission, comprising:
the first input shaft is provided with a first gear set, the first input shaft is in transmission connection with an engine through a clutch, and a torsional vibration damper is arranged between the engine and the clutch;
the second input shaft is provided with a second gear set and is in transmission connection with the motor;
the output shaft is provided with a third gear set which is respectively meshed with the first gear set and the second gear set;
a shift mechanism including a first shift device capable of transmitting power of the engine through the first input shaft, the first gear set, the third gear set, and the output shaft in this order, and a second shift device capable of transmitting power of the motor through the second input shaft, the second gear set, the third gear set, and the output shaft in this order;
the first gear set comprises a first driving gear and a second driving gear which are arranged at intervals, the first driving gear and the second driving gear are respectively sleeved on the outer side of the first input shaft in a rotatable mode, and the first driving gear, the second driving gear and the first input shaft are coaxially arranged;
the first gear shifting device is slidably mounted on the first input shaft and located between the first driving gear and the second driving gear, and the first gear shifting device can fix the first driving gear or the second driving gear and the first input shaft, so that the power of the engine is transmitted to the output shaft through the first input shaft, the first driving gear or the second driving gear and the third gear set in sequence;
the third gear set comprises a first driven gear and a second driven gear which are arranged at intervals, the first driven gear and the second driven gear are respectively sleeved on the outer side of the output shaft and can rotate relative to the output shaft, the second driven gear is fixedly connected with the output shaft, the first driven gear, the second driven gear and the output shaft are coaxially arranged, the first driven gear is meshed with the first driving gear, and the second driven gear is meshed with the second driving gear;
the second gear shifting device is slidably mounted on the output shaft and located between the first driven gear and the second driven gear, and the second gear shifting device can fix the first driven gear and the output shaft so that the power of the engine is transmitted to the output shaft through the first input shaft, the first gear set and the first driven gear in sequence;
the second gear set comprises a first input gear and a second input gear which are arranged at intervals, the first input gear and the second input gear are respectively sleeved and fixed on the outer side of the second input shaft, and the first input gear, the second input gear and the second input shaft are coaxially arranged;
the third gear set further comprises a third driven gear which is rotatably sleeved on the outer side of the output shaft, and the third driven gear is coaxially arranged with the output shaft and is positioned between the first driven gear and the second driven gear;
the first input gear is engaged with the first driven gear, the second input gear is engaged with the third driven gear, and the second gear shifting device can fix the first driven gear or the third driven gear with the output shaft, so that the power of the motor is transmitted to the output shaft sequentially through the second input shaft, the first input gear and the first driven gear, or transmitted to the output shaft sequentially through the second input shaft, the second input gear and the third driven gear.
2. The AMT transmission-based hybrid power system of claim 1, wherein the first gear set further comprises a third driving gear and a fourth driving gear which are arranged at intervals, the third driving gear and the fourth driving gear are respectively fixed on the outer side of the first input shaft in a sleeved mode, and the third driving gear, the fourth driving gear and the first input shaft are coaxially arranged;
the third gear set further comprises a fourth driven gear and a fifth driven gear which are arranged at intervals, the fourth driven gear and the fifth driven gear are respectively sleeved on the outer side of the output shaft in a rotatable mode, the fourth driven gear, the fifth driven gear and the output shaft are coaxially arranged, the fourth driven gear is meshed with the third driving gear, and the fifth driven gear is meshed with the fourth driving gear;
the shift mechanism further includes a third shift device mounted to the output shaft and located between the fourth driven gear and the fifth driven gear, the third shift device being capable of fixing the fourth driven gear or the fifth driven gear with the output shaft to drivingly connect the first input shaft with the output shaft.
3. The AMT transmission-based hybrid power system of claim 2, wherein the first gear set further comprises a fifth driving gear and a sixth driving gear which are arranged at intervals, the fifth driving gear and the sixth driving gear are respectively fixed on the outer side of the first input shaft in a sleeved mode, and the fifth driving gear, the sixth driving gear and the first input shaft are coaxially arranged;
the third gear set further comprises a sixth driven gear and a seventh driven gear which are arranged at intervals, the sixth driven gear and the seventh driven gear are respectively sleeved on the outer side of the output shaft in a rotatable mode, the sixth driven gear, the seventh driven gear and the output shaft are coaxially arranged, the sixth driven gear is meshed with the fifth driving gear, and the seventh driven gear is meshed with the sixth driving gear;
the shift mechanism further includes a fourth shift device mounted to the output shaft and located between the sixth driven gear and the seventh driven gear, the fourth shift device being capable of fixing the sixth driven gear or the seventh driven gear with the output shaft to drivingly connect the first input shaft with the output shaft.
4. The AMT-based hybrid powertrain system of claim 3, wherein the first, second, third and fourth shifting devices are derailleurs.
5. The AMT gearbox-based hybrid powertrain system of any of claims 1-4, further comprising:
the vehicle control unit is used for receiving vehicle parameters and sending control instructions;
the engine controller is respectively electrically connected with the vehicle control unit and the engine and is used for receiving a control instruction of the vehicle control unit and controlling the work of the engine according to the control instruction;
the motor controller is respectively electrically connected with the vehicle control unit and the motor and is used for receiving a control instruction of the vehicle control unit and controlling the motor to work according to the control instruction;
the engine is in transmission connection with the first input shaft through the clutch;
and the execution controller is respectively electrically connected with the clutch, the gear shifting mechanism and the vehicle control unit and is used for receiving a control command of the vehicle control unit and controlling the action of the clutch and/or the gear shifting mechanism according to the control command.
6. An AMT-gearbox based control method implemented by an AMT-gearbox based hybrid powertrain according to any of claims 1 to 5, characterized in that said control method comprises the steps of:
s1: collecting vehicle parameters;
s2: judging the current speed of the vehicle according to vehicle parameters, if the vehicle is in a low speed, the vehicle is in a motor driving mode, then switching to S301, if the vehicle is in a medium speed, the vehicle is in a motor and engine hybrid driving mode, then switching to S401, and if the vehicle is in a high speed, the vehicle is in an engine driving mode, then switching to S501;
s301: judging the current torque demand of the vehicle, if the current torque demand is low torque, switching to S302, and if the current torque demand is high torque, switching to S303;
s302: actuating the shift mechanism such that the second input shaft is drivingly connected with the output shaft at a low torque and the first input shaft is maintained disengaged from the output shaft;
s303: actuating the shift mechanism such that the second input shaft is drivingly connected with the output shaft at a high torque and the first input shaft is maintained separate from the output shaft;
s401: keeping the transmission connection state of the second input shaft and the output shaft, and starting the engine;
s402: starting a gear shifting mechanism to enable the first input shaft and the output shaft to be in transmission connection according to a fixed transmission ratio;
s403: engaging the clutch such that the engine and the electric machine cooperate to power the output shaft;
s404: judging whether the vehicle is in an acceleration state, if so, turning to S405, and if not, keeping the current state; if the torque required by the acceleration of the vehicle is small, adjusting the working point of the engine to enable the engine to work in the high-efficiency area, if the torque provided by the engine working in the high-efficiency area is larger than the torque required by the vehicle, turning off the motor, and transmitting the redundant torque to the motor for power generation;
s405: gradually separating the clutch, reducing the torque of the engine, and simultaneously increasing the torque of the motor, so that the increased torque of the motor is consistent with the reduced torque of the engine;
s406: after the clutch is separated, starting a gear shifting mechanism, and adjusting the transmission ratio of the first input shaft and the output shaft;
s407: gradually engaging the clutch, improving the torque of the engine, and simultaneously reducing the torque of the motor, so that the reduced torque of the motor is kept consistent with the increased torque of the engine until the clutch is completely engaged;
s501: keeping the transmission connection state of the first input shaft and the output shaft, and turning off the motor;
s502: starting the gear shifting mechanism to separate the second input shaft from the output shaft;
s6: judging whether the vehicle speed continuously decreases within a preset time, if not, not processing, and if so, turning to S7;
s7: and turning off the motor, and keeping the second input shaft in transmission connection with the output shaft so as to recover energy.
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