Hybrid transmission electronic control unit hardware-in-the-loop simulation platform and simulation method thereof

Abstract

A hybrid transmission electronic control unit hardware-in-the-loop simulation platform, the host computer, the gearbox control unit, the shift execution motor, the torque and speed sensor, the load control unit, the clutch execution motor, the pressure sensor are electrically connected with the hardware-in-the-loop simulation platform; The first DC power supply, the shift execution motor, the clutch execution motor are electrically connected with the gearbox control unit; The second DC power supply, the shift load motor, the clutch load motor are electrically connected with the load control unit; Power is transmitted to the shift load motor through the shift execution motor, the speed increasing and torque increasing mechanism, the gear and rack transmission mechanism, the torque and speed sensor, the speed reducing and torque reducing mechanism in turn.

Description

Technical Field

[0001] This invention relates to the field of hybrid transmissions, and more specifically to a hardware-in-the-loop simulation platform and simulation method for the electronic control unit of a hybrid transmission. Background Technology

[0002] As automotive electronics technology evolves towards integration, intelligence, and networking, users are demanding higher levels of driving quality. This places greater emphasis on the testing of hybrid transmission electronic control units (ECUs). Hardware-in-the-loop (HIL) simulation testing of the ECU is a crucial step in the ECU software development process, typically achieved through a hybrid transmission simulation model and virtual load within an HIL simulation hardware platform. However, automotive component manufacturers often face the challenge of building complex HIL simulation models. Besides requiring strong modeling capabilities, these models demand detailed hybrid transmission modeling parameters and significant time for modeling and debugging. When faced with multiple projects running concurrently and short development and testing cycles, the urgent need is to find a way to quickly and efficiently perform hardware-in-the-loop simulation of the hybrid transmission's ECU. Summary of the Invention

[0003] The purpose of this invention is to address the shortcomings of existing technologies by providing a hardware-in-the-loop (HIL) simulation platform and method for the electronic control unit of a hybrid power transmission. This invention not only uses a simple actuator to replace the complex hybrid power transmission simulation model to quickly and efficiently establish the HIL simulation test platform, but also utilizes a load loading system to achieve closed-loop load control, thereby improving the accuracy and effectiveness of the simulation test.

[0004] The objective of this invention is achieved by the following solution: a hardware-in-the-loop simulation platform for a hybrid power transmission electronic control unit, comprising a host computer, a hardware-in-the-loop simulation platform, a first DC power supply, a transmission control unit, a shift actuator motor, a reduction and torque increase mechanism, a gear and rack transmission mechanism, a torque and speed sensor, a speed increase and torque decrease mechanism, a shift load motor, a load control unit, a second DC power supply, a clutch actuator motor, an actuator oil pump, a pressure sensor, a load oil pump, and a clutch load motor;

[0005] The host computer, gearbox control unit, shift actuator motor, torque and speed sensor, load control unit, clutch actuator motor, and pressure sensor are all electrically connected to the hardware-in-the-loop simulation platform.

[0006] The first DC power supply, the shift actuator motor, and the clutch actuator motor are all electrically connected to the gearbox control unit;

[0007] The second DC power supply, the shift load motor, and the clutch load motor are all electrically connected to the load control unit;

[0008] The output shaft of the shift execution motor is connected to the input shaft of the reduction and torque increase mechanism. The output shaft of the reduction and torque increase mechanism is connected to the input shaft of the gear and rack transmission mechanism by a coupling. The output shaft of the gear and rack transmission mechanism is connected to the input shaft of the torque and speed sensor by a coupling. The output shaft of the torque and speed sensor is connected to the input shaft of the speed increase and torque decrease mechanism by a coupling. The output shaft of the speed increase and torque decrease mechanism is connected to the input shaft of the shift load motor by a coupling.

[0009] The output shaft of the clutch actuator motor is connected to the actuator oil pump via a spline. The actuator oil pump and the load oil pump are connected via an oil pipe. A pressure sensor is installed between the actuator oil pump and the load oil pump. The load oil pump and the output shaft of the clutch load motor are connected via a spline.

[0010] Preferably, the speed reduction and torque amplification mechanism includes a large gear and a small gear, which are circumferentially fixed on the same rotating shaft. The input shaft of the speed reduction and torque amplification mechanism is a screw, one end of which meshes with the large gear. The output shaft of the speed reduction and torque amplification mechanism is a first rack, one end of which meshes with the small gear.

[0011] Preferably, the input shaft of the gear and rack transmission mechanism is a second rack, and a transmission gear is circumferentially fixed at one end of the output shaft of the gear and rack transmission mechanism, which meshes with one end of the second rack.

[0012] Preferably, the speed-increasing and torque-reducing mechanism is a two-stage gear transmission mechanism with a transmission ratio of less than 1.

[0013] Preferably, the hardware-in-the-loop simulation platform and the gearbox control unit use a CAN bus to transmit signals.

[0014] The method for simulating gear shifting and clutch using the hardware-in-the-loop simulation platform for the electronic control unit of the hybrid transmission described in this invention includes self-learning simulation of the physical points of the transmission after production, self-learning simulation of the clutch half-engagement point, simulation of gear shifting and clutch actions, and adaptive simulation of the transmission.

[0015] Preferably, the steps of the self-learning simulation of the physical points of the gearbox after the product rollout are as follows:

[0016] 1) Adjust the installation distance between the speed reduction and torque increase mechanism and the gear and rack transmission mechanism so that the linear motion range of the rack of the speed reduction and torque increase mechanism is consistent with the range of the mechanical limit points at both ends of the hub profile of the shift hub.

[0017] 2) The gearbox control unit controls the output shaft of the shift execution motor to rotate, so that the rack of the reduction and torque increase mechanism moves to the minimum limit position, and records the corresponding motor running position as the physical position point corresponding to P gear;

[0018] 3) The gearbox control unit controls the output shaft of the shift execution motor to rotate, so that the rack of the reduction and torque increase mechanism moves to the maximum limit position, and records the corresponding motor running position as the physical position point corresponding to 2nd gear;

[0019] 4) The transmission control unit performs theoretical calculations on the physical position point of 1st gear based on the learned physical position points of P gear and 2nd gear.

[0020] Preferably, the steps of the clutch half-engagement point self-learning simulation are as follows:

[0021] 1) Control the hardware in the loop simulation platform through the PC host computer's operation interface to perform key switch power-on and start Sport mode simulation operations, and put the engine simulation model in the hardware in the loop simulation platform into direct drive state.

[0022] 2) The gearbox control unit controls the output torque of the clutch actuator motor to repeatedly simulate the clutch engagement and disengagement process, and calculates the position of the clutch half-engagement point based on the power parameters transmitted to the clutch actuator motor from the engine simulation model in the hardware-in-the-loop simulation platform.

[0023] Preferably, the steps for simulating the gear shifting and clutch actions are as follows:

[0024] 1) The gearbox control unit controls the clutch execution motor to disengage the clutch, while the VCU control unit model in the hardware-in-the-loop simulation platform requests the engine simulation model to reduce the engine torque;

[0025] 2) The transmission control unit controls the shift actuator motor to shift to neutral;

[0026] 3) Control the shifting motor to move to the target gear and synchronize and lock it;

[0027] 4) The VCU control unit model sends the target gear to the transmission control unit, causing the clutch actuator motor to engage the clutch;

[0028] 5) The VCU control unit model requests the engine control model to increase engine torque.

[0029] Preferably, the steps of the adaptive simulation of the gearbox are as follows:

[0030] 1) The hardware-in-the-loop simulation platform simulates the normal driving of a car;

[0031] 2) During gear shifting in the simulated car, the gear shifting motor moves to the target gear and then synchronizes and locks.

[0032] 3) The hardware-in-the-loop simulation platform determines the gear position and calculates the load that the shifting load motor needs to load during the synchronization and locking phases based on the current movement position of the shifting execution motor, and outputs it to the shifting load motor through the load control unit;

[0033] 4) The load simulation model in the hardware-in-the-loop simulation platform corrects the load amount required by the shift load motor based on the loading torque and speed feedback from the torque and speed sensors.

[0034] 5) Based on the speed ratio of each gear, the gearbox control unit calculates the synchronization position point of the corresponding gear according to the input shaft speed change rate and the current value of the shift execution motor collected during the shift process;

[0035] 6) Determine the rationality of the synchronization position point of each gear, and update the qualified gear synchronization position point to the transmission control unit.

[0036] The beneficial effects of this invention are that, during the development of hybrid transmissions, the simulation platform enables gear shifting and clutch operation to be synchronized with load loading. By simulating the operation of the hybrid transmission's hub shifting mechanism and clutch under various vehicle operating conditions, and using a hardware-in-the-loop simulation platform to simulate and test the self-learning system, the self-learning strategy is effectively verified and improved, thereby enhancing the vehicle's driving quality. This provides a fast and efficient simulation testing platform and method for developing offline self-learning strategies, control strategies, and fault diagnosis strategies for hybrid transmissions. Attached Figure Description

[0037] Figure 1 This is a schematic diagram of the structure of the present invention;

[0038] Figure 2 This is a schematic diagram showing the connection relationship between the shift actuator motor, the deceleration and torque increase mechanism, the gear and rack transmission mechanism, the torque and speed sensor, the speed increase and torque decrease mechanism, and the shift load motor in this invention. Detailed Implementation

[0039] like Figures 1 to 2 As shown, a hardware-in-the-loop simulation platform for a hybrid transmission electronic control unit includes a host computer 1, a hardware-in-the-loop simulation platform 2, a first DC power supply 3, a transmission control unit 4, a shift actuator motor 5, a reduction and torque boosting mechanism 6, a gear rack transmission mechanism 7, a torque and speed sensor 8, a speed increase and torque decrease mechanism 9, a shift load motor 10, a load control unit 11, a second DC power supply 12, a clutch actuator motor 13, an actuator oil pump 14, a pressure sensor 15, a load oil pump 16, and a clutch load motor 17.

[0040] The host computer 1, transmission control unit 4, shift actuator motor 5, torque and speed sensor 8, load control unit 11, clutch actuator motor 13, and pressure sensor 15 are all electrically connected to the hardware-in-the-loop simulation platform 2. In this embodiment, the hardware-in-the-loop simulation platform 2 and the transmission control unit 4 transmit signals via a CAN bus. The transmission control unit 4 communicates with the engine electronic control unit (ECU), vehicle VCU, motor controller (MCU), battery management system (BMS), electronic stability program (ESP), and instrument cluster within the hardware-in-the-loop simulation platform 2 via the CAN-Bus, exchanging data such as engine speed, engine torque, clutch mode, target gear, intake valve position, brake pedal status, requested engine torque (including torque reduction and increase), requested motor torque, transmission input shaft speed, and vehicle speed information.

[0041] Each motor has its own built-in motor sensor, which can feed back the output shaft rotation position, speed and rotation direction of the shift actuator motor 5 and clutch actuator motor 13 to the hardware-in-the-loop simulation platform 2 for the calculation of load motor load in the transmission simulation and load simulation model.

[0042] The hardware-in-the-loop simulation platform 2 collects the speed and torque of the shift load motor 10 after deceleration and torque increase, while the pressure established by the clutch actuator motor 13 is fed back to the hardware-in-the-loop simulation platform 2 for the calculation of the load motor load amount in the load simulation model.

[0043] The first DC power supply 3, the shift actuator motor 5, and the clutch actuator motor 13 are all electrically connected to the gearbox control unit 4;

[0044] The second DC power supply 12, the shift load motor 10, and the clutch load motor 17 are all electrically connected to the load control unit 11;

[0045] The first DC power supply 3 and the second DC power supply 12 are used to simulate the working power supply of the vehicle battery.

[0046] The output shaft of the shifting motor 5 is connected to the input shaft of the speed reduction and torque amplification mechanism 6. The output shaft of the speed reduction and torque amplification mechanism 6 is connected to the input shaft of the gear and rack transmission mechanism 7 by a coupling. The speed reduction and torque amplification mechanism 6 includes a large gear 18 and a small gear 19. The large gear 18 and the small gear 19 are circumferentially fixed on the same rotating shaft. The input shaft of the speed reduction and torque amplification mechanism 6 is a screw 20. One end of the screw 20 meshes with the large gear 18, and the other end is connected to the output shaft of the shifting motor 5. The output shaft of the speed reduction and torque amplification mechanism 6 is a first rack 21. One end of the first rack 21 meshes with the small gear 19.

[0047] The output shaft of the gear and rack transmission mechanism 7 is connected to the input shaft of the torque and speed sensor 8 by a coupling. The input shaft of the gear and rack transmission mechanism 7 is the second rack 22. A transmission gear 23 is circumferentially fixed at one end of the output shaft of the gear and rack transmission mechanism 7. The transmission gear 23 meshes with one end of the second rack 22. The other end of the second rack 22 is connected to the other end of the first rack 21, which converts the linear motion of the first rack 21 of the speed reduction and torque amplification mechanism 6 into the rotational motion of the gear shaft.

[0048] The torque and speed sensor 8 transmits the forward and reverse torque and speed of the output shaft of the gear and rack transmission mechanism 7 to the hardware-in-the-loop simulation platform 2 for calculating the load amount of the shifting load motor in the load simulation model.

[0049] The output shaft of the torque and speed sensor 8 is connected to the input shaft of the speed-increasing and torque-reducing mechanism 9 by a coupling, and the output shaft of the speed-increasing and torque-reducing mechanism 9 is connected to the input shaft of the shift load motor 10 by a coupling. The speed-increasing and torque-reducing mechanism 9 is a two-stage gear transmission mechanism with a transmission ratio of less than 1. It speeds up and reduces the torque of the rotational power transmitted by the torque and speed sensor 8 to match the motor loading capacity of the shift load motor 10.

[0050] The output shaft of the clutch actuator motor 13 is connected to the actuator oil pump 14 by a spline. The actuator oil pump 14 is connected to the load oil pump 15 by an oil pipe. A pressure sensor 15 is provided between the actuator oil pump 14 and the load oil pump 15. The load oil pump 16 is connected to the output shaft 17 of the clutch load motor by a spline.

[0051] The actuator oil pump 14, pressure sensor 15, and load oil pump 16 are arranged in a closed oil space to form a closed-loop oil control system for testing wet clutch systems. The pressure sensor 15 measures the output pressure of the actuator oil pump 14 and feeds it back to the hardware-in-the-loop simulation platform 2 for calculating the clutch load motor load in the load simulation model.

[0052] In this embodiment, the host computer 1 downloads the HIL hardware-in-the-loop simulation model to the hardware-in-the-loop simulation platform 2 for execution. The HIL hardware-in-the-loop simulation model includes an interface model, an engine and engine electronic control unit (ECU) model, a clutch model, a motor and battery model, a vehicle VCU control model, a gearbox model, a vehicle dynamics model, a driver and road model, a load calculation simulation model, etc.

[0053] The host computer 1 monitors and manages the operation of the hardware-in-the-loop (HIL) simulation model within the hardware-in-the-loop (HIL) simulation platform 2. Under the influence of signals from the HIL simulation platform 2, such as simulated key switch, handle signal, brake signal, transmission oil temperature signal, input shaft speed signal, oil pressure signal, throttle signal, engine speed signal, engine torque signal transmitted by the engine control unit (ECU) via CAN bus communication, vehicle speed signal transmitted by the electronic stability program (ESP) via CAN bus communication, clutch mode signal, target gear signal, and wheel speed transmitted by the vehicle control unit (VCU) via CAN bus communication, the transmission control unit 4 controls the shift execution motor 5 and clutch execution motor 13 to start according to the shifting intention of the VCU. This employs the hardware-in-the-loop (HIL) simulation method for shifting and clutch control of the hybrid power transmission ECU described in this invention.

[0054] This embodiment uses the following method to simulate a two-speed dual-motor hybrid transmission:

[0055] ① Self-learning simulation of the physical points of the gearbox after product launch;

[0056] ② Self-learning simulation of clutch half-engagement point;

[0057] ③ Simulation of gear shifting and clutch operation;

[0058] ④ Adaptive simulation of the transmission.

[0059] In this embodiment, the physical point self-learning simulation of the gearbox for product off-line production is performed according to the following steps:

[0060] 1) Adjust the installation distance between the speed reduction and torque increase mechanism 6 and the gear and rack transmission mechanism 7 so that the linear motion range of the rack of the speed reduction and torque increase mechanism 6 is consistent with the range of the mechanical limit points at both ends of the hub profile of the shift hub.

[0061] The two-speed dual-motor hybrid transmission adopts a hub-type shifting mechanism, in which the shift hub controls the 1st, 2nd, and P gear shift forks; due to the structural limitations of the hub-type shifting mechanism, the shift hub only has mechanical limits on both sides, namely P gear and 2nd gear;

[0062] The simple reduction and torque amplification mechanism replaces the real and complex hub shifting actuator, and the linear motion of the rack replaces the complex hub profile motion of the shifting hub.

[0063] 2) The gearbox control unit 4 controls the output shaft of the shift execution motor 5 to rotate, so that the rack linear motion stroke of the reduction torque increase mechanism 6 moves to the minimum limit position, and records the corresponding motor running position as the physical position point corresponding to P gear;

[0064] The motor sensor inside the shift execution motor 5 will feed back the corresponding motor operating position to the gearbox control unit 4 and the hardware-in-the-loop simulation platform 2.

[0065] 3) The gearbox control unit 4 controls the output shaft of the shift execution motor 5 to rotate, so that the rack of the reduction and torque increase mechanism 6 moves to the maximum limit position, and records the corresponding motor running position as the physical position point corresponding to the second gear;

[0066] 4) The transmission control unit 4 performs theoretical calculations on the physical position point of 1st gear based on the learned physical position points of P gear and 2nd gear.

[0067] In this embodiment, the clutch half-engagement point self-learning simulation is performed according to the following steps:

[0068] 1) Control the hardware-in-the-loop simulation platform 2 through the operation interface of PC host computer 1 to perform key switch power-on and start Sport mode simulation operation, and put the engine simulation model in the hardware-in-the-loop simulation platform 2 into direct drive state.

[0069] The motor sensor inside the clutch actuator motor 13 will feed back the motor speed to the gearbox control unit 4 and the hardware-in-the-loop simulation platform 2, while the pressure sensor 15 will feed back the pressure to the gearbox control unit 4 and the hardware-in-the-loop simulation platform 2.

[0070] 2) The gearbox control unit 4 controls the output torque of the clutch actuator motor 13 to repeatedly simulate the clutch disengagement and engagement process, and calculates the position of the clutch half-engagement point based on the power parameters transmitted to the clutch actuator motor 13 from the engine simulation model in the hardware-in-the-loop simulation platform 2.

[0071] The simulated clutch engagement and disengagement process involves the transmission control unit 4 controlling the clutch actuator motor 13 to gradually transition from the clutch disengagement point to the clutch engagement point, and then rapidly return from the clutch engagement point to the clutch disengagement point. During the simulated clutch engagement and disengagement process, the engine power simulated in the hardware-in-the-loop simulation platform 2 is gradually transmitted to the transmission input shaft through the clutch. The simulated engine torque and input shaft speed change with the clutch action.

[0072] In this embodiment, the gear shifting and clutch actions are simulated according to the following steps:

[0073] 1) The gearbox control unit 4 controls the clutch actuator motor 13 to disengage the clutch, while the VCU control unit model in the hardware-in-the-loop simulation platform 2 requests the engine simulation model to reduce the engine torque.

[0074] 2) The gearbox control unit 4 controls the shift actuator motor 5 to shift to neutral;

[0075] 3) Control the shift execution motor 5 to move to the target gear and synchronize and lock it;

[0076] 4) The VCU control unit model sends the target gear to the transmission control unit 4, causing the clutch actuator motor 13 to engage the clutch;

[0077] 5) The VCU control unit model requests the engine control model to increase engine torque.

[0078] Throughout the simulation, the transmission control unit 4 needs to collect relevant data on the engine, wheels, etc. from the engine electronic control unit, VCU vehicle control unit, or vehicle electronic stability system to participate in the shift clutch control. In order to reduce shift shock, the VCU electronic control unit needs to respond to the engine torque control request of the transmission control unit 4 during the shift clutch process.

[0079] During the process of disengaging and engaging the clutch actuator motor 13, the load simulation model in the hardware-in-the-loop simulation platform 2 calculates the load that the load motor needs to load by using the current motor speed fed back by the motor sensor inside the actuator motor and the current pressure fed back by the pressure sensor 15, and controls the clutch load motor 17 to load by using the load control unit 11.

[0080] During the shifting execution motor 5's operation, the load simulation model in the hardware-in-the-loop simulation platform 2 calculates the load amount that the load motor needs to load by using the current motor movement position fed back by the motor sensor inside the execution motor, and controls the operation of the shifting load motor 10 to load it through the load control unit 11; the load simulation model in the hardware-in-the-loop simulation platform 2 corrects the load amount of the load motor according to the loading torque and speed fed back by the torque and speed sensor 8.

[0081] In this embodiment, the adaptive simulation of the transmission is performed according to the following steps:

[0082] 1) Hardware-in-the-loop simulation platform 2 simulates normal car driving;

[0083] 2) During the gear shifting process of the simulated car, the gear shifting execution motor 5 moves to the target gear and is synchronized and locked;

[0084] 3) The hardware-in-the-loop simulation platform 2 determines the gear position and calculates the load amount that the shift load motor 10 needs to load during the synchronization and locking phase based on the current movement position of the shift execution motor 5, and outputs it to the shift load motor 10 through the load control unit 11.

[0085] 4) The load simulation model in the hardware-in-the-loop simulation platform 2 corrects the load amount that the shift load motor 10 needs to be loaded based on the loading torque and speed feedback from the torque and speed sensor 8.

[0086] 5) Based on the speed ratio of each gear, the gearbox control unit 4 calculates the synchronization position point of the corresponding gear according to the input shaft speed change rate and the current value of the shift execution motor 5 collected during the shift process;

[0087] 6) Determine the rationality of the synchronization position point of each gear, and update the qualified gear synchronization position point to the transmission control unit 4.

[0088] Because the two-speed dual-motor hybrid transmission uses a hub-and-spoke shift mechanism, manufacturing errors during production and wear after a certain mileage will cause changes in the gear positions. The theoretically calculated gear positions alone cannot guarantee accuracy. To ensure smoothness and comfort during normal driving, the gear positions must be as accurate as possible. Therefore, adaptive control of the gear positions is necessary to guarantee their accuracy.

[0089] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications made to the present invention by those skilled in the art without departing from the spirit of the present invention shall fall within the protection scope of the present invention.

Claims

1. A hardware-in-the-loop simulation platform for a hybrid power transmission electronic control unit, characterized in that, The system includes a host computer (1), a hardware-in-the-loop simulation platform (2), a first DC power supply (3), a gearbox control unit (4), a shift actuator motor (5), a deceleration and torque-increasing mechanism (6), a gear and rack transmission mechanism (7), a torque and speed sensor (8), a speed-increasing and torque-reducing mechanism (9), a shift load motor (10), a load control unit (11), a second DC power supply (12), a clutch actuator motor (13), an actuator oil pump (14), a pressure sensor (15), a load oil pump (16), and a clutch load motor (17). The host computer (1), gearbox control unit (4), shift actuator motor (5), torque and speed sensor (8), load control unit (11), clutch actuator motor (13), and pressure sensor (15) are all electrically connected to the hardware-in-the-loop simulation platform (2); the first DC power supply (3), shift actuator motor (5), and clutch actuator motor (13) are all electrically connected to the gearbox control unit (4); The second DC power supply (12), the shift load motor (10), and the clutch load motor (17) are all electrically connected to the load control unit (11), so that the load control unit (11) can simultaneously control the shift load motor (10) and the clutch load motor (17) to achieve load coordination of shifting and clutch action; The output shaft of the shift execution motor (5) is connected to the input shaft of the deceleration and torque increase mechanism (6), the output shaft of the deceleration and torque increase mechanism (6) is connected to the input shaft of the gear and rack transmission mechanism (7), the output shaft of the gear and rack transmission mechanism (7) is connected to the input shaft of the torque and speed sensor (8), the output shaft of the torque and speed sensor (8) is connected to the input shaft of the speed increase and torque decrease mechanism (9), and the output shaft of the speed increase and torque decrease mechanism (9) is connected to the input shaft of the shift load motor (10). The speed reduction and torque amplification mechanism (6) includes a large gear (18) and a small gear (19). The large gear (18) and the small gear (19) are circumferentially fixed on the same rotating shaft. The input shaft of the speed reduction and torque amplification mechanism (6) is a screw (20), one end of which meshes with the large gear (18). The output shaft of the speed reduction and torque amplification mechanism (6) is a first rack (21), one end of which meshes with the small gear (19). The input shaft of the gear and rack transmission mechanism (7) is the second rack (22), and a transmission gear (23) is circumferentially fixed at one end of the output shaft of the gear and rack transmission mechanism (7). The transmission gear (23) meshes with one end of the second rack (22). The speed-increasing and torque-reducing mechanism (9) is a two-stage gear transmission mechanism with a transmission ratio of less than 1. The output shaft of the clutch actuator motor (13) is connected to the actuator oil pump (14) by a spline. The actuator oil pump (14) is connected to the load oil pump (15) by an oil pipe. A pressure sensor (15) is provided between the actuator oil pump (14) and the load oil pump (15). The load oil pump (16) is connected to the output shaft (17) of the clutch load motor by a spline. The actuator oil pump (14), pressure sensor (15), and load oil pump (16) are set in a closed oil space to form a closed-loop oil control for testing wet clutch systems. The pressure sensor (15) is used to measure the output pressure of the actuating oil pump (14) and feed it back to the hardware-in-the-loop simulation platform (2) for calculating the clutch load motor loading amount of the load simulation model; Furthermore, the hardware-in-the-loop simulation platform for the hybrid transmission electronic control unit uses methods for shifting and clutch simulation, including self-learning simulation of the physical points of the transmission after production line launch, self-learning simulation of the clutch half-engagement point, and simulation of shifting and clutch actions. 1) The steps for the self-learning simulation of the physical points of the gearbox after the product rollout are as follows: 1-1) Adjust the installation distance between the speed reduction and torque increase mechanism (6) and the gear and rack transmission mechanism (7) so that the linear motion range of the rack of the speed reduction and torque increase mechanism (6) is consistent with the range of the mechanical limit points at both ends of the hub profile of the shift hub. 1-2) The gearbox control unit (4) controls the output shaft of the shift execution motor (5) to rotate, so that the rack linear motion stroke of the deceleration and torque increase mechanism (6) moves to the minimum limit position, and records the corresponding motor running position as the physical position point corresponding to P gear; 1-3) The gearbox control unit (4) controls the output shaft of the shift execution motor (5) to rotate, so that the rack linear motion stroke of the deceleration and torque increase mechanism (6) moves to the maximum limit position, and records the corresponding motor running position as the physical position point corresponding to the 2nd gear; 1-4) The transmission control unit (4) performs theoretical calculations on the physical position point of 1st gear based on the learned physical position points of P gear and 2nd gear; 2) The steps of the self-learning simulation of the clutch half-engagement point are as follows: 2-1) Control the hardware in-the-loop simulation platform (2) to perform key switch power-on and start Sport mode simulation operation through the operation interface of PC host computer (1), and put the engine simulation model in the hardware in-the-loop simulation platform (2) into direct drive state. 2-2) The gearbox control unit (4) controls the output torque of the clutch actuator motor (13) to repeatedly simulate the clutch disengagement and engagement process, and calculates the position of the clutch half engagement point based on the power parameters transmitted to the clutch actuator motor (13) from the engine simulation model in the hardware-in-the-loop simulation platform (2). 3) The steps for simulating the gear shifting and clutch actions are as follows: 3-1) The gearbox control unit (4) controls the clutch actuator motor (13) to disengage the clutch, while the VCU control unit model in the hardware-in-the-loop simulation platform (2) requests the engine simulation model to reduce the engine torque; 3-2) The gearbox control unit (4) controls the shift actuator motor (5) to shift to neutral; 3-3) Control the shifting motor (5) to move to the target gear and synchronize and lock it; 3-4) The VCU control unit model sends the target gear to the gearbox control unit (4), causing the clutch actuator motor (13) to engage the clutch; 3-5) The VCU control unit model requests the engine control model to increase engine torque.

2. The hardware-in-the-loop simulation platform for the hybrid transmission electronic control unit according to claim 1, characterized in that: The hardware-in-the-loop simulation platform (2) and the gearbox control unit (4) transmit signals via a CAN bus.

3. The method for simulating gear shifting and clutch using the hardware-in-the-loop simulation platform for the electronic control unit of a hybrid transmission according to claim 1, characterized in that, It also includes adaptive simulation of the transmission, the steps of which are as follows: 4-1) Hardware-in-the-loop simulation platform (2) Simulate normal car driving; 4-2) During the gear shifting process of the simulated car, the gear shifting motor (5) moves to the target gear and is synchronized and locked; 4-3) The hardware-in-the-loop simulation platform (2) determines the gear position and calculates the load amount that the shift load motor (10) needs to load during the synchronization and locking phase based on the current movement position of the shift execution motor (5), and outputs it to the shift load motor (10) through the load control unit (11). 4-4) The load simulation model in the hardware-in-the-loop simulation platform (2) corrects the load amount required by the shift load motor (10) based on the loading torque and speed feedback from the torque and speed sensor (8); 4-5) Based on the speed ratio of each gear, the gearbox control unit (4) calculates the synchronous position point of the corresponding gear according to the input shaft speed change rate collected during the shifting process and the current value of the shifting execution motor (5); 4-6) Determine the rationality of the synchronization position point of each gear, and update the reasonable gear synchronization position point to the transmission control unit (4).

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