CN115465077A - Synchronizer-free and clutch-free hybrid power transmission and control method - Google Patents

Abstract

The invention discloses a synchronizer-free and clutch-free hybrid power transmission and a control method thereof. The transmission mechanism comprises an engine input shaft, a gear sleeved with the engine input shaft, a gear shifting sliding sleeve and a fixed gear ring; the gear shifting mechanism comprises a motor input shaft, a gear sleeved with the motor input shaft, a shifting sliding sleeve and a fixed gear ring; the gear shifting device comprises a power output shaft, a gear sleeved with the power output shaft, a shifting sliding sleeve and a fixed gear ring. The hybrid power transmission disclosed by the invention has the advantages that the clutch and the synchronizer are removed, the structure of the transmission is simplified, and the production and maintenance cost is reduced. The shift impact is reduced through the motor initiative synchronous speed governing in the process of shifting gears, improves the travelling comfort. Different gears and working modes are formed by controlling the change and combination of the positions of the sliding sleeves, so that the fuel economy and the dynamic property of the vehicle are effectively improved.

Description

Synchronizer-free clutchless hybrid transmission and control method thereof

Technical field:

The present invention relates to the technical field of hybrid power, more specifically, to a hybrid power transmission system and a control method.

Background technique:

With the promulgation of carbon emission regulations and plans to stop selling fuel vehicles in various countries in the world, new energy vehicles with low-carbon and environmentally friendly attributes have developed rapidly, and the market share of hybrid vehicles and pure electric vehicles has steadily increased. The promotion and application of hybrid electric vehicles can not only reduce vehicle exhaust emissions and slow down the greenhouse effect, but also alleviate the over-exploitation of fossil energy, which is of great significance to the country's energy strategy.

Among them, the drive system, as one of the core technologies of the vehicle, plays a vital role in ensuring the vehicle's power, economy, operability and ride comfort. In the prior art, most of the transmissions of hybrid vehicles are modified or improved on the basis of the transmissions of the original fuel vehicles, and generally have complex structures, high costs and difficult maintenance.

Based on this, the present invention proposes a novel synchronizer-less and clutch-less hybrid transmission, which utilizes the performance characteristics of the fast response of the motor for synchronization and gear shifting.

Contents of the invention

In order to solve the existing technical problems, provide a clutchless and synchronizer-free hybrid transmission that is simple in structure, low in production cost, can improve shifting quality, has better fuel economy, and meets the needs of hybrid vehicles.

In order to achieve the above object, the technical solution adopted by the present invention is: the proposed hybrid transmission without a synchronizer and a clutch includes an engine, an electric motor, a transmission mechanism, a final reducer and a differential assembly. The transmission mechanism includes an engine input shaft, a gear socketed with the engine input shaft, a shift sleeve, a fixed ring gear, a motor input shaft, a gear socketed with the motor input shaft, a shift sleeve, a fixed A ring gear, a power output shaft, a gear socketed with the power output shaft, a shift sliding sleeve and a fixed ring gear. The gears on the input shaft and the power output shaft are coupled to each other, and the transmission of power and the conversion of gears are realized through the engagement of the sliding sleeve and the ring gear on the side of the gear.

Wherein, one end of the input shaft of the engine is connected to the engine, and there are a sliding sleeve, a fixed ring gear and two engaging gears on the input shaft, the gears are sleeved on the input shaft of the engine, the sliding sleeve and the fixed ring gear are always engaged, and the gears are divided into one First gear and second gear, the gear on the power input shaft is coupled with the gear on the power output shaft.

Wherein, the gear on the power output shaft is also sleeved on the shaft, the output shaft is fixedly connected with the ring gear, the sliding sleeve is always engaged with the fixed ring gear, and the two gears are also coupled with the gear on the motor input shaft , the end gear of the power output shaft is coupled with the final reducer, and transmits power to the wheels through the final reducer and the differential.

Wherein, the two gears on the input shaft of the motor are sleeved on the shaft, the fixed ring gear is fixedly connected with the input shaft of the motor, the sliding sleeve is always engaged with the fixed ring gear, and the two gears on the input shaft of the motor are coupled with the gear of the output shaft .

Wherein, the axial displacement of the sliding sleeve can be changed. Through the change of the position of the sliding sleeve, the engagement and separation of the sliding sleeve and the ring gear on the side of the gear are completed. The different positions of the three sliding sleeves are combined to form different gears. bit and mode of operation.

Among them, there are six gears in the forward gear. Both the motor and the engine can drive the vehicle independently, and they can also drive the vehicle together in a hybrid mode. There are two gears in the pure engine mode and two gears in the pure electric mode. The hybrid mode has two gears; the reverse gear has one gear, and the reverse gear is driven by an electric motor.

Wherein, in the synchronous phase during the engagement process of the sliding sleeve and the ring gear on the side of the gear, the driving motor actively completes the synchronization of the rotational speed.

The implementation process of the present invention also proposes a control method for a non-synchronizer and clutch-free hybrid transmission, which is used to control the above-mentioned non-synchronizer and clutch-free hybrid transmission. The control method includes the following steps:

Acquiring state parameters of the vehicle, the state parameters include one of vehicle speed, vehicle acceleration, accelerator opening, brake opening, engine torque, motor torque, battery power, engine driving efficiency, motor driving efficiency, and vehicle demand torque one or more kinds;

According to the state parameters of the vehicle, correspondingly control the position of the shift sleeve, control the shift of the gear position, and correspondingly control the start or stop of the engine and the motor of the transmission, so as to control the non-synchronizer and clutch-free mixing The power transmission enters the corresponding working mode.

Wherein, the working mode includes one or more of pure electric mode, pure engine mode, hybrid drive mode, energy recovery mode, parking start engine mode, parking charging mode, and pure electric reverse mode.

Wherein, according to the vehicle state parameters, the movement of the sliding sleeve is correspondingly controlled, so as to control the engagement and separation of the sliding sleeve and the ring gear on the side of the gear, so as to control the non-synchronizer and clutchless hybrid transmission to enter the corresponding working mode. Steps include:

When the driving speed is in the preset low speed range or the speed is in the preset middle speed range, and the driving efficiency of the motor is higher than the driving efficiency of the first gear of the engine, the non-synchronizer and clutchless hybrid transmission is controlled to enter the pure electric model.

When the driving speed is in the preset medium-speed range or the speed is in the preset medium-high speed range, the driving efficiency of the motor drops to a certain threshold, and the vehicle demand torque is greater than the motor torque threshold, control the synchronizer-free The clutch hybrid transmission enters hybrid drive mode.

When the driving speed is in the preset medium-high speed range or the speed is in the preset high-speed range, and the driving efficiency of the motor decreases to a certain threshold, the synchronizer-less and clutch-less hybrid transmission is controlled to enter the pure engine driving mode.

When the driving speed is zero and the electric quantity of the power battery is lower than a preset threshold, the synchronizer-less and clutch-free hybrid transmission is controlled to enter the parking charging mode.

When the difference between the output torque and the required torque of the system is greater than a preset torque difference threshold, the synchronizer-less and clutch-free hybrid transmission is controlled to enter an energy recovery mode.

When the speed stated in the system is zero and the longitudinal direction signal changes, the synchronizer-free and clutch-free hybrid transmission is controlled to enter the pure electric reverse gear mode.

The following figures will further illustrate the present invention in conjunction with the accompanying drawings and specific embodiments:

Description of drawings

Fig. 1 Structural schematic diagram of hybrid transmission shifting system;

Figure 2-Figure 11 Schematic diagram of power transmission routes in different working modes of hybrid transmission

detailed description

In the clutchless hybrid transmission without synchronizer disclosed by the present invention, the clutches of the engine and the drive motor are omitted, and the synchronizer is removed at the same time, only the shift sleeve is kept, as shown in FIG. 1 . In the figure, 1 is the engine, 2 is the first gear of the engine input shaft, 3, 8, and 13 are the sliding sleeves on each shaft, 4, 9, and 14 are the fixed ring gears, 5 is the second gear of the engine input shaft, and 6 is the engine Input shaft, 7 is the second gear of the output shaft, 10 is the first gear of the output shaft, 11 is the motor, 12 is the first gear of the motor input shaft, 15 is the second gear of the motor input shaft, 16 is the motor input shaft, 17 is the output Shaft, 18 is the main reducer, 19 is the differential gear assembly, and 20 is the wheel.

The gears of the hybrid transmission are all sleeved on the corresponding shafts and can rotate freely. The engine 1 and the drive motor 11 can realize the transmission and interruption of power through the engagement and separation of the sliding sleeve and the ring gear on the side of the gear. Through different combinations of sliding sleeve engagement, different drive models are formed, including pure engine drive model, pure motor drive mode, hybrid drive mode, parking charging mode, parking start engine mode, energy recovery mode, and motor reverse gear mode.

Park start engine mode: When the vehicle is stopped, the engine is started by the electric motor. Control sliding sleeve 3 is engaged with gear 2 side ring gear, and sliding sleeve 13 is engaged with gear 12 side ring gear, and sliding sleeve 8 is in middle neutral position. The power transmission route is shown in Figure 2.

Parking charging mode: When the vehicle stops, the engine is running, and the power battery power is lower than the preset threshold, it enters the parking charging mode. The position of the sliding sleeve is the same as that of the park start engine mode, but the power transmission line is reversed, as shown in Figure 3.

First gear in pure motor drive mode: When the vehicle just starts to drive, the speed is in the preset low speed range or the speed is in the preset middle speed range, and the driving efficiency of the motor is higher than that of the first gear of the engine, control the asynchronous The clutchless hybrid transmission enters pure electric mode. At this time, the sliding sleeve 13 is engaged with the side ring gear of the gear 12, the sliding sleeve 8 is combined with the side ring gear of the gear 10, the sliding sleeve 3 is in the middle neutral position, and the vehicle is driven by the motor. The power transmission route is shown in FIG. 4 .

Second gear in pure motor drive mode: When the vehicle speed increases and the speed is in the preset medium speed range, and the driving efficiency of the first gear of the motor is lower than that of the second gear of the motor, the non-synchronizer and clutchless hybrid transmission is controlled to enter pure Electric mode second gear. At this time, the sliding sleeve 13 is engaged with the side ring gear of the gear 15, the sliding sleeve 8 is engaged with the side ring gear of the gear 7, the sliding sleeve 3 is in the middle neutral position, and the vehicle is driven by the motor. The power transmission route is shown in Figure 5

First gear of hybrid driving mode: When the speed is in the preset medium speed or medium high speed range, the driving efficiency of the motor drops to a certain threshold, and the vehicle demand torque is greater than the motor torque threshold, at this time control the non-synchronizer and clutchless The hybrid transmission enters first gear in hybrid drive mode. Now, sliding sleeve 3 is engaged with gear 2 side ring gear, sliding sleeve 8 is engaged with gear 10 side ring gear, and sliding sleeve 13 is engaged with gear 12 side ring gear. The vehicle is jointly driven by the engine and the motor, and the power transmission route is shown in Figure 6.

Second gear in hybrid drive mode: when the speed is in the preset medium-to-high speed range, the first gear efficiency of the hybrid drive is lower than the second gear efficiency of the hybrid drive, at this time, the non-synchronizer and clutchless hybrid transmission is controlled to enter the hybrid drive Mode two. At this time, the sliding sleeve 3 is engaged with the side ring gear of the gear 5, the sliding sleeve 8 is engaged with the side ring gear of the gear 7, and the sliding sleeve 13 is engaged with the side ring gear of the gear 15. The vehicle is jointly driven by the engine and the motor, and the power transmission route is shown in Figure 7.

First gear in engine driving mode: when the speed is in the preset medium-high speed range or the speed is in the preset high speed range, control the synchronizerless clutchless hybrid transmission to enter the first gear in pure engine driving mode. At this time, the sliding sleeve 3 is engaged with the side ring gear of the gear 2, the sliding sleeve 8 is engaged with the side ring gear of the gear 10, the sliding sleeve 15 is in the middle neutral position, and the vehicle is driven by the engine alone. The power transmission route is shown in FIG. 8 .

Second gear of engine driving mode: when the speed is in the preset high-speed range, and the driving efficiency of the first gear of the engine is lower than the driving efficiency of the second gear of the engine, then control the non-synchronizer and clutchless hybrid transmission to enter the second pure engine driving mode files. , at this time, the sliding sleeve 3 is engaged with the tooth surface ring gear of the gear 5, the sliding sleeve 8 is engaged with the side ring gear of the gear 7, the sliding sleeve 13 is in the middle neutral position, and the vehicle is driven by the engine alone. The power transmission route is shown in Fig. 9 Show.

First gear of energy recovery mode: When the vehicle is in the first gear of the hybrid driving mode, and the difference between the braking or driving torque and the required torque reaches a certain threshold, the synchronizer-less and clutch-free hybrid transmission is controlled to enter energy recovery mode one files. At this time, the joint position of the sliding sleeve is the same as that in the hybrid drive mode, and the excess energy of the engine is recovered through the motor for power transmission, and stored in the corresponding power battery. The power transmission route is shown in Figure 10.

Energy recovery mode second gear: When the vehicle is in the second gear of the hybrid drive mode, when the braking or driving torque is greater than the required torque difference and reaches a certain threshold, control the non-synchronizer and clutchless hybrid transmission to enter the second gear of the energy recovery mode . At this time, the sliding sleeve engagement position is the same as the second gear in the hybrid driving mode, and the power transmission uses the electric motor to recycle the excess energy of the engine and store it in the corresponding power battery. The power transmission route is shown in Figure 11.

Motor reverse mode: when the speed is zero and the longitudinal direction signal changes, the synchronizer-free hybrid transmission is controlled to enter the motor-driven reverse mode. At this time, the position of the sliding sleeve is the same as that of the first gear driven by the pure motor, and the reverse drive is performed by the motor, and the power transmission route is shown in Figure 4.

In order to further illustrate the shifting process of the gears of the non-synchronized and clutchless hybrid transmission, an example is taken in which the first gear is upgraded to the second gear in the hybrid driving mode. When the speed, acceleration, accelerator opening, motor and engine drive efficiency and other signals meet the gear change conditions, the transmission is controlled to shift gears. Now in the first gear of the hybrid driving mode, the sliding sleeve 3 is engaged with the side ring gear of the gear 2, the sliding sleeve 8 is engaged with the side ring gear of the gear 10, and the sliding sleeve 13 is engaged with the side ring gear of the gear 12. Afterwards, the control sliding sleeve 13 is first disengaged, and the motor 11 adjusts the rotating speed of the sliding sleeve 14 to engage with the gear 15 side ring gear. Before the sliding sleeve 13 is engaged, a certain power output can be guaranteed by driving the engine 1 . Afterwards, the sliding sleeves 3 and 8 are controlled to disengage, and the driving motor 11 adjusts the speed of the second-speed gear set through the gear set. Compared with the rotating speed of the sliding sleeve 3, after reaching the allowable condition, the control sliding sleeve 3 and the gear ring on the side of the gear 5 are connected to each other. Engagement, and then through the driving motor 11 to adjust the speed of the second-speed gear set. Compared with the speed of the sliding sleeve 8, after reaching the speed difference requirement, the sliding sleeve 8 is combined with the gear 9, and finally the power output is adjusted to meet the allowable conditions. The switching of other gears is based on the same principle, through the transformation and combination of the sliding sleeve positions, different gear requirements and working modes are formed.

In summary, the non-synchronizer and clutchless hybrid transmission of the present invention has the following beneficial effects: (1) adopts the form of no synchronizer and no clutch, and realizes the change of the gear position through the switching combination of the sliding sleeve, which simplifies The transmission mechanism reduces production costs and maintenance costs. (2) By switching between different working modes, the motor 11 and the engine 1 can be controlled to work in the high-efficiency area for a long time, and energy can be recovered in a timely manner, which can effectively improve the fuel economy of the vehicle. (3) The power performance is good. When the driving torque of the motor 11 or the engine 1 is insufficient, a hybrid driving mode can be adopted to meet the power requirement. (4) During the gear shifting process, the active speed regulation of the motor 11 can reduce the gear shifting impact and improve the gear shifting comfort. (5) The engine 1 can be cold-started by the electric motor 11, thus eliminating the need for a dedicated starter motor and reducing the cost of the shift transmission system.

Claims (8)

1. A clutchless hybrid transmission without a synchronizer, characterized in that it comprises a motor, an electric motor, a transmission mechanism, a final speed reducer and a differential assembly; the transmission mechanism comprises an engine input shaft, and Socketed gears, shifting sleeves, fixed ring gears, motor input shafts, gears socketed with said motor input shafts, shifting sleeves, fixed ring gears, power output shafts, socketed with said power output shafts The gears, shifting sliding sleeve and fixed ring gear; the gears on the input shaft and the power output shaft are coupled with each other, and the transmission of power and the conversion of gears are realized through the engagement of the sliding sleeve and the ring gear on the side of the engaging gear. 2. According to the non-synchronized clutchless hybrid transmission of claim 1, it is characterized in that one end of the input shaft of the engine is connected to the engine, and a sliding sleeve, a fixed ring gear and two gears are arranged on the input shaft, and the sliding sleeve and the fixed gear The rings are always engaged, and the gears are divided into first gear and second gear, both of which are sleeved on the input shaft of the engine and can rotate freely, and the gears are coupled with the gears on the power output shaft. 3. The clutchless hybrid transmission without synchronizer according to claim 2, characterized in that: the gear on the power output shaft is also sleeved on the shaft, the output shaft is fixedly connected with the ring gear, and the sliding sleeve and The fixed ring gear is always engaged, and the two gears are also coupled with the gear on the input shaft of the motor. The end gear of the power output shaft is coupled with the final drive, and the power is transmitted to the wheels through the differential assembly. 4. The clutchless hybrid transmission without synchronizer according to claim 3, characterized in that: the two gears on the input shaft of the motor are sleeved on the shaft, the fixed ring gear is fixedly connected to the input shaft, and the sliding sleeve is connected to the input shaft. The retainer ring gear is always engaged. 5. The non-synchronized clutchless hybrid transmission according to claim 4, characterized in that: the position of the sliding sleeve can be moved axially, and through the change of the axial displacement, the sliding sleeve and the side of the engaging gear The ring gear completes the action of engagement and disengagement, and completes the change of different gears through the combination of the positions of the three sliding sleeves. 6. The clutchless hybrid transmission without synchronizer according to claim 5, characterized in that: there are six gears in total, the motor and the engine can drive the vehicle independently, and the hybrid mode can be used together To drive the vehicle, there are two gears in pure engine mode, two gears in pure electric mode, and two gears in hybrid mode. 7 . The clutchless hybrid transmission without synchronizer according to claim 6 , wherein the synchronous phase of the engagement process of the sliding sleeve and the ring gear on the side of the gear is actively completed by the drive motor. 8 . 8. A control method for a clutchless hybrid transmission without a synchronizer, characterized in that it is used to control the hybrid transmission according to any one of claims 1-7, and the control method comprises the following steps: Acquiring state parameters of the vehicle, the state parameters include one of vehicle speed, vehicle acceleration, accelerator opening, brake opening, engine torque, motor torque, battery power, engine driving efficiency, motor driving efficiency, and vehicle demand torque one or more kinds; According to the state parameters of the vehicle, correspondingly control the position of the sliding sleeve to realize the transformation of the gear position, and correspondingly control the start or stop of the engine and the motor of the non-synchronized clutchless hybrid transmission, so as to control the hybrid The power transmission enters the corresponding working mode.

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