A high-pressure cycloid rotor type high-viscosity oil retarder electronic control system and control method

Abstract

The invention discloses an electronic control system and a control method for a high-pressure cycloid rotor type high-viscosity oil retarder, wherein the input end of an electric pump is connected to a No. 1 solenoid valve, which is connected to an oil storage chamber when the No. 1 solenoid valve is powered on, and is connected to a retarder working chamber when the No. 1 solenoid valve is powered on; the output end of the electric pump is connected to a No. 2 solenoid valve, which is connected to an oil storage chamber when the No. 2 solenoid valve is powered on, and is connected to a No. 3 solenoid valve when the No. 2 solenoid valve is powered on; the No. 3 solenoid valve is connected to a retarder working chamber when the No. 3 solenoid valve is powered off, and a retarder main circuit is opened when the No. 3 solenoid valve is powered on; the retarder working chamber is connected to an electric proportional throttle valve, and when the electric proportional throttle valve solenoid valve is powered on, the output port of the retarder working chamber is closed; the electric proportional throttle valve is connected to a plate heat exchanger; a unloading valve is connected to the retarder working chamber, and the unloading valve is opened and closed by controlling the electric pump, and the retarder working chamber is sealed when the unloading valve is closed.

Description

Technical Field

[0001] The present invention relates to the technical field of hydraulic retarders, and in particular to an electronic control system and a control method for a high-pressure cycloid rotor type high-viscosity oil retarder. Background Art

[0002] Urban roads have many intersections, dense bus stops, and large passenger flow, so buses often need to brake frequently; mountain roads are steep and have many sharp turns, so medium and large trucks and buses that travel on mountain roads for a long time also need to brake frequently. When the brakes work frequently for a long time, the brake shoes will wear out quickly, the service life of the brake friction pads will be short, and the braking force will be lost or the braking performance will be greatly reduced due to the thermal decay of the brakes, which has also become the main cause of traffic accidents. Therefore, it is very necessary to equip an auxiliary braking system.

[0003] As an auxiliary braking component of the vehicle, the retarder reduces the load on the original vehicle's braking system by acting on the original vehicle's transmission system, allowing the vehicle to decelerate evenly, thereby improving the reliability of the vehicle's braking system, extending the service life of the braking system, and thus significantly reducing the cost of vehicle use.

[0004] Currently, there are eddy current retarders and hydraulic retarders. Eddy current retarders are large in size, heavy in body, consume a lot of electricity and are greatly affected by the ambient temperature. Hydraulic retarders are large in size, relatively slow in response, insufficient in low-speed braking force, and large in no-load loss.

[0005] Cycloid rotor type high viscosity oil retarder is used in commercial vehicle brake assist system and is installed on the outside of the vehicle gearbox or frame. The rotor is connected to the transmission shaft. When working, the high viscosity oil fills the working chamber between the rotor and the stator to form pressure. When the rotor rotates, it generates a certain torque with the stator, and generates a certain braking force on the transmission shaft through the rotor. The kinetic energy of the car is converted into thermal energy of the retarder working fluid.

[0006] The existing research on cycloid rotor type high viscosity oil retarder mainly focuses on the structural design of the retarder, while ignoring the research on its control through electronic control devices. Summary of the invention

[0007] In order to solve the problems existing in the prior art, the present invention discloses an electronic control system and a control method for a high-pressure cycloid rotor type high-viscosity oil retarder. The electronic control system is designed to orderly control three solenoid valves so that high-viscosity oil fills the working chamber of the retarder to form pressure, and the area of ​​the electric proportional throttle valve is controlled by changing the magnetic field to achieve adjustment and control of the oil pressure in the working chamber. In addition, the opening of the high and low pressure chamber channels is controlled by an electric pump, which can be used in non-emergency braking. A closed-loop control is formed through an algorithm and pressure detection, which not only ensures smooth braking but also controllable braking.

[0008] The objective of the present invention is achieved through the following technical solutions:

[0009] A high-pressure cycloid rotor type high-viscosity oil retarder electronic control system, comprising an electric pump 19, an electric proportional throttle valve 14, a unloading valve 10, an unloading valve 11, a No. 1 solenoid valve 20, a No. 2 solenoid valve 23, a No. 3 solenoid valve 24, and an oil storage chamber 18; the input end of the electric pump 19 is connected to the No. 1 solenoid valve 20, which is connected to the oil storage chamber 18 when the No. 1 solenoid valve 20 is powered off, and is connected to the retarder working chamber when the No. 1 solenoid valve 20 is powered on; the output end of the electric pump 19 is connected to the No. 2 solenoid valve 23, which is connected to the oil storage chamber 18 when the No. 2 solenoid valve 23 is powered off, and is connected to the No. 3 solenoid valve 24 when the No. 2 solenoid valve 23 is powered on. Connection; when the No. 3 solenoid valve 24 is powered off, it is connected to the retarder working chamber, and when the No. 3 solenoid valve 24 is powered on, the retarder main circuit is opened; the retarder working chamber is connected to the electric proportional throttle valve 14, the electric proportional throttle valve 14 is an electric proportional throttling type solenoid valve, when the electric proportional throttling solenoid valve is powered on, the size of the retarder working chamber output port can be arbitrarily adjusted from closed to fully open; the electric proportional throttle valve 14 is connected to the plate heat exchanger 9; the unloading valve 10 and the unloading valve 11 are connected to the high and low pressure working chambers of the retarder, and the unloading valve is controlled to open and close by the electric pump 19. When the unloading valve is closed, the high and low pressure working chambers of the retarder are connected and disconnected.

[0010] Furthermore, it also includes a No. 1 pressure sensor 22, a No. 2 pressure sensor 12, and a temperature sensor 13. The No. 1 pressure sensor 22 is used to measure the pressure of the retarder unloading circuit, and the No. 2 pressure sensor 12 is used to measure the pressure of the retarder working chamber; the temperature sensor 13 is used to measure the temperature of the high-viscosity oil in the retarder working chamber.

[0011] Furthermore, the input port of the unloading valve is connected to the high-pressure working area of ​​the retarder working chamber, and the output port of the unloading valve is connected to the low-pressure working area of ​​the retarder working chamber.

[0012] Furthermore, the unloading valve body has a return spring on the right side of the piston. When there is no pressure on the left side of the piston, the piston is in an open state under the action of the spring, the high and low pressure working chambers of the retarder are connected, and the retarder working chamber cannot build up pressure; when the retarder needs to be loaded to generate braking force, pressure is built up with the unloading valve through the electric pump 19, so that the force generated on the left side of the unloading valve spool overcomes the spring force on the right side of the spool, pushing the spool to the right. As the pressure on the left side of the spool increases, the unloading valve piston is gradually closed, the oil circuit connecting the high and low pressure working chambers of the retarder is disconnected, and the retarder begins to build up pressure, thereby generating a braking torque, realizing the system loading action, and generating a braking force.

[0013] Furthermore, the electric pump 19 is provided with an electric pump safety valve 20 .

[0014] Furthermore, the No. 3 solenoid valve 24 is connected to the oil inlet check valve 25 when energized; when the oil inlet check valve 25 is opened, the retarder main circuit is opened.

[0015] The present invention also provides a control method for a high-pressure cycloid rotor type high-viscosity oil retarder electronic control system, comprising:

[0016] S1. Preparation stage:

[0017] S11. The No. 1 solenoid valve, No. 2 solenoid valve and No. 3 solenoid valve are all powered off, and the electric pump works for 0.5s, 500-1000 revolutions, and self-lubrication;

[0018] S12. Oil filling of the working chamber: the No. 1 solenoid valve is powered off, the No. 2 solenoid valve is powered on, the No. 3 solenoid valve is powered off, the electric pump works for 0.5s, 1000 revolutions, and oil is filled into the retarder working chamber; then the No. 2 solenoid valve is powered off, and oil filling stops;

[0019] S2. The vehicle enters the no-load stage:

[0020] S21. When the vehicle is moving forward, the retarder is in the oil pumping state: at this time, the No. 1 solenoid valve is energized, the No. 2 solenoid valve is de-energized, the No. 3 solenoid valve is de-energized, the electric pump works, and oil is pumped from the retarder working chamber; then enter S22;

[0021] S22. Oil replenishment status: Solenoid valve No. 1 is powered off, solenoid valve No. 2 is powered on, solenoid valve No. 3 is powered off, the electric pump works, and oil is filled into the retarder working chamber; then proceed to step S3;

[0022] S23. When the vehicle is in reverse, the retarder is in reverse state: the No. 1 solenoid valve is powered off, the No. 2 solenoid valve is powered off, the No. 3 solenoid valve is powered off, the electric pump does not work, and then proceeds to step S3;

[0023] S3. Retarder braking:

[0024] S31. When the vehicle shifts up: the No. 1 solenoid valve is de-energized, the No. 2 solenoid valve is energized, the No. 3 solenoid valve is energized, and the retarder main circuit is opened; the electric pump accelerates, the unloading valve is closed, and the retarder working chamber is sealed; the electric proportional throttle solenoid valve is energized, and the pressure in the retarder working chamber increases;

[0025] S32. When the vehicle downshifts: the No. 1 solenoid valve is powered off, the No. 2 solenoid valve is controlled, the No. 3 solenoid valve is powered on, the electric pump decelerates, and the electric proportional throttle solenoid valve is powered on;

[0026] S33. When the vehicle is in constant speed gear: dynamically control the gear changes according to the initial braking speed to maintain the vehicle speed.

[0027] The present invention also provides a control algorithm for a high-pressure cycloid rotor type high-viscosity oil retarder electronic control system, including:

[0028] Since the working conditions of the retarder are very complex and there are complex nonlinear problems, the controller modeling is difficult. The present invention uses system identification technology to establish a retarder control system model. The main steps are shown in the figure. First, the working conditions of the retarder are determined, and then the system characteristics are determined by experiments. Then the controller model structure is identified, the control system model structure is predicted, and the model verification is further performed. If the verification is qualified, the final model is determined; if the verification is unqualified, the test needs to be redesigned. The method used mainly uses HIL systems, bench tests, road tests, etc.; collect input and output data, and re-identify the controller model structure after data processing.

[0029] The identifier is constructed using neural networks and genetic algorithms. The data that needs to be trained is determined based on the input and output data, and then a neural network model is established based on the controller model structure. The optimal weights and thresholds are calculated through the genetic algorithm and input into the neural network model. The output y(k) of the neural network model is compared with the output result, and the global error e(k) is calculated. If the error meets the constraints, the training process ends and the system identifier model is established. If the error exceeds the constraints, the neural network parameters are optimized again.

[0030] The neural network algorithm is shown in the figure. The electric proportional throttle valve 14 is a pilot solenoid valve, and the input is the input drive of the coil.

[0031] Dynamic current, retarder output pressure, output is control pressure.

[0032] The neural network input layer vector is:

[0033] X=[x1,x2]

[0034] The output layer is the control pressure y.

[0035] The present invention has the following beneficial effects:

[0036] The present invention provides a high-pressure cycloid rotor type high-viscosity oil retarder electronic control system, which controls the high-viscosity oil flow rate by the area of ​​the electric proportional throttle valve through the coordinated control of an electric pump, a solenoid valve, a unloading valve, an electric proportional throttle valve and a sensor, thereby realizing the adjustment and control of the oil pressure in the working chamber.

[0037] The present invention provides a control method for a high-pressure cycloid rotor type high-viscosity oil retarder electronic control system, and completely provides corresponding control processes for each working condition in the preparation stage, no-load stage and braking stage, thus filling the blank in the research on electronic control of high-viscosity oil retarder. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] Figure 1 This is a schematic diagram of the composition of the electronic control system of the high-pressure cycloid rotor type high-viscosity oil retarder according to an embodiment of the present invention;

[0039] Figure 2 A flow chart of a control method of an electronic control system for a high-pressure cycloid rotor type high-viscosity oil retarder according to an embodiment of the present invention;

[0040] Figure 3 This is a controller model identification step of the high-pressure cycloid rotor type high-viscosity oil retarder electronic control system according to an embodiment of the present invention;

[0041] Figure 4 A controller system identification algorithm for a high-pressure cycloid rotor type high-viscosity oil retarder electronic control system according to an embodiment of the present invention;

[0042] Figure 5 A neural network algorithm for a controller of an electronic control system for a high-pressure cycloid rotor type high-viscosity oil retarder according to an embodiment of the present invention;

[0043] In the figure:

[0044] 7-Oil inlet; 8-Oil outlet; 9; Plate heat exchanger; 10-Unloading valve No. 1; 11-Unloading valve No. 2; 12-Pressure sensor No. 2; 13-Temperature sensor; 14-Electric proportional throttle valve; 15-Outlet check valve; 16-Pilot relief valve; 17-Filter; 18-Oil storage chamber; 19-Electric pump; 20-Solenoid valve No. 1; 21-Electric pump safety valve; 22-Pressure sensor No. 1; 23-Solenoid valve No. 2; 24-Solenoid valve No. 3; 25-Oil inlet check valve. DETAILED DESCRIPTION

[0045] The present invention will be further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention, rather than to limit the present invention.

[0046] A high-pressure cycloid rotor type high-viscosity oil retarder electronic control system, comprising an electric pump 19, an electric proportional throttle valve 14, an unloading valve, a No. 1 solenoid valve 20, a No. 2 solenoid valve 23, a No. 3 solenoid valve 24, and an oil storage chamber 18; the input end of the electric pump 19 is connected to the No. 1 solenoid valve 20, which is connected to the oil storage chamber 18 when the No. 1 solenoid valve 20 is powered off, and is connected to the retarder working chamber when the No. 1 solenoid valve 20 is powered on; the output end of the electric pump 19 is connected to the No. 2 solenoid valve 23, which is connected to the oil storage chamber 18 when the No. 2 solenoid valve 23 is powered off, and is connected to the retarder working chamber when the No. 2 solenoid valve 23 is powered on. It is connected to the No. 3 solenoid valve 24 when powered on; it is connected to the retarder working chamber when the No. 3 solenoid valve 24 is powered off, and the retarder main circuit is opened when the No. 3 solenoid valve 24 is powered on; the retarder working chamber is connected to the electric proportional throttle valve 14, and the electric proportional throttle valve 14 is provided with an electric proportional throttle valve solenoid valve. When the electric proportional throttle valve solenoid valve is powered on, the output port of the retarder working chamber is closed; the electric proportional throttle valve 14 is connected to the plate heat exchanger 9; the unloading valve is connected to the retarder working chamber, and the opening and closing of the unloading valve are controlled by the electric pump 19. When the unloading valve is closed, the retarder working chamber is sealed.

[0047] Furthermore, it also includes a No. 1 pressure sensor 22, a No. 2 pressure sensor 12, and a temperature sensor 13. The No. 1 pressure sensor 22 is used to measure the pressure of the retarder unloading circuit, and the No. 2 pressure sensor 12 is used to measure the pressure of the retarder working chamber; the temperature sensor 13 is used to measure the temperature of the high-viscosity oil in the retarder working chamber.

[0048] Furthermore, the input port of the unloading valve is connected to the high-pressure working area of ​​the retarder working chamber, and the output port of the first unloading valve 10 is connected to the low-pressure working area of ​​the retarder working chamber.

[0049] Furthermore, the right side of the piston in the unloading valve body is provided with a return spring. When there is no pressure on the left side of the piston, the piston is in an open state under the action of the spring, and the retarder working chamber cannot build up pressure. When the retarder needs to be loaded to generate braking force, the electric pump 19 is used to supply oil to the left end of the unloading valve, so that the pressure on the left end of the unloading valve is greater than the spring force on the right side, so that the unloading valve piston is in a closed state, the retarder working chamber is sealed, pressure is generated, the system loading action is realized, and braking force is generated. In addition, the unloading valve spool can work in different positions according to the pressure on the left side, that is, the opening of the unloading valve port can be controlled by the pressure on the left side, and the size of the high and low pressure chamber connecting channel can be further controlled.

[0050] Furthermore, the electric pump 19 is provided with an electric pump safety valve 21 .

[0051] Furthermore, the No. 3 solenoid valve 24 is connected to the oil inlet check valve 25 when energized; when the oil inlet check valve 25 is opened, the retarder main circuit is opened.

[0052] A high-pressure cycloid rotor type high-viscosity oil retarder electronic control system, the control method of which includes:

[0053] S1. Preparation stage:

[0054] S11. The No. 1 solenoid valve, No. 2 solenoid valve and No. 3 solenoid valve are all powered off, and the electric pump works for 0.5s, 500-1000 revolutions, and self-lubrication;

[0055] S12. Oil filling of the working chamber: the No. 1 solenoid valve is powered off, the No. 2 solenoid valve is powered on, the No. 3 solenoid valve is powered off, the electric pump works for 0.5s, 1000 revolutions, and oil is filled into the retarder working chamber; then the No. 2 solenoid valve is powered off, and oil filling stops;

[0056] S2. The vehicle enters the no-load stage:

[0057] S21. When the vehicle is moving forward, the retarder is in the oil pumping state: at this time, the No. 1 solenoid valve is energized, the No. 2 solenoid valve is de-energized, the No. 3 solenoid valve is de-energized, the electric pump works, and oil is pumped from the retarder working chamber; then enter S22;

[0058] S22. Oil replenishment status: Solenoid valve No. 1 is powered off, solenoid valve No. 2 is powered on, solenoid valve No. 3 is powered off, the electric pump works, and oil is filled into the retarder working chamber; then proceed to step S3;

[0059] S23. When the vehicle is in reverse, the retarder is in reverse state: the No. 1 solenoid valve is powered off, the No. 2 solenoid valve is powered off, the No. 3 solenoid valve is powered off, the electric pump does not work, and then proceeds to step S3;

[0060] S3. Retarder braking:

[0061] S31. When the vehicle shifts up: the No. 1 solenoid valve is de-energized, the No. 2 solenoid valve is energized, the No. 3 solenoid valve is energized, and the retarder main circuit is opened; the electric pump accelerates, the unloading valve is closed, and the retarder working chamber is sealed; the electric proportional throttle solenoid valve is energized, and the pressure in the retarder working chamber increases;

[0062] S32. When the vehicle downshifts: the No. 1 solenoid valve is powered off, the No. 2 solenoid valve is controlled, the No. 3 solenoid valve is powered on, the electric pump decelerates, and the electric proportional throttle solenoid valve is powered on;

[0063] S33. When the vehicle is in constant speed gear: dynamically control the gear changes according to the initial braking speed to maintain the vehicle speed.

[0064] The present invention also provides a control algorithm for a high-pressure cycloid rotor type high-viscosity oil retarder electronic control system, including:

[0065] Since the working conditions of the retarder are very complex and there are complex nonlinear problems, the controller modeling is difficult. The present invention uses system identification technology to establish a retarder control system model. The main steps are shown in the figure. First, the working conditions of the retarder are determined, and then the system characteristics are determined by experiments. Then the controller model structure is identified, the control system model structure is predicted, and the model verification is further performed. If the verification is qualified, the final model is determined; if the verification is unqualified, the test needs to be redesigned. The method used mainly uses HIL systems, bench tests, road tests, etc.; collect input and output data, and re-identify the controller model structure after data processing.

[0066] The identifier is constructed using neural networks and genetic algorithms. The data that needs to be trained is determined based on the input and output data, and then a neural network model is established based on the controller model structure. The optimal weights and thresholds are calculated through the genetic algorithm and input into the neural network model. The output y(k) of the neural network model is compared with the output result, and the global error e(k) is calculated. If the error meets the constraints, the training process ends and the system identifier model is established. If the error exceeds the constraints, the neural network parameters are optimized again.

[0067] The neural network algorithm is shown in the figure. The electric proportional throttle valve 14 is a pilot solenoid valve, and the input is the input drive of the coil.

[0068] Dynamic current, retarder output pressure, output is control pressure.

[0069] The neural network input layer vector is:

[0070] X=[x1,x2]

[0071] The output layer is the control pressure y.

[0072] Example

[0073] When the vehicle needs to slow down, the retarder rotor rotates, stirring the high-viscosity oil to generate greater resistance in the working chamber, and moves in the circuit through the oil channel, thereby generating a braking torque. In this process, the pressure in the chamber is adjusted by adjusting the area of ​​the electric proportional throttle valve in the oil channel in the working chamber, thereby further adjusting the size of the braking torque.

[0074] Therefore, this embodiment provides a high-pressure cycloid rotor type high-viscosity oil retarder electronic control system, such as Figure 1 As shown, it includes an electric pump 19, a No. 1 pressure sensor 22, a No. 2 pressure sensor 12, a temperature sensor 13, an electric proportional throttle valve 14, a No. 1 unloading valve 10, a No. 2 unloading valve 11, a No. 1 solenoid valve 20, a No. 2 solenoid valve 23, a No. 3 solenoid valve 24, an oil storage chamber 18, an oil inlet check valve 25, and an oil outlet check valve 15.

[0075] The input end of the electric pump 19 is connected to the No. 1 solenoid valve 20, which is connected to the oil storage chamber 18 when the No. 1 solenoid valve 20 is powered on, and is connected to the retarder working chamber when the No. 1 solenoid valve 20 is powered on; the output end of the electric pump 19 is connected to the No. 2 solenoid valve 23, which is connected to the oil storage chamber 18 when the No. 2 solenoid valve 23 is powered on, and is connected to the No. 3 solenoid valve 24; the No. 3 solenoid valve 24 is connected to the retarder working chamber when the No. 3 solenoid valve 24 is powered on, and is connected to the oil inlet check valve 25; when the oil inlet check valve 25 is opened, the retarder main circuit is opened, and the retarder starts to suck oil from the oil storage chamber 18; the retarder working chamber is connected to the electric proportional throttle valve 14, and the electric proportional throttle valve 14 is provided with an electric proportional throttle valve solenoid valve, and the electric When the proportional throttle solenoid valve is energized, the output port of the retarder working chamber can gradually transition from a fully open state to a closed state; the electric proportional throttle valve 14 is connected to the plate heat exchanger 9 through the oil outlet one-way valve 14, the plate heat exchanger 9 is connected to the oil storage chamber 18 and a filter 17 is provided on its oil circuit; the input port of the No. 1 unloading valve 10 is connected to the high-pressure working area of ​​the retarder working chamber, and the output port of the No. 1 unloading valve 10 is connected to the low-pressure working area of ​​the retarder working chamber; the input port of the No. 2 unloading valve 11 is connected to the high-pressure working area of ​​the retarder working chamber, and the output port of the No. 2 unloading valve 11 is connected to the low-pressure working area of ​​the retarder working chamber; the unloading valve is controlled to open and close by the electric pump 19. When the unloading valve is closed, the oil circuit connecting the high and low pressure working chambers of the retarder is disconnected.

[0076] Furthermore, the right side of the piston in the unloading valve body is provided with a return spring. When there is no pressure on the left side of the piston, the piston is in an open state under the action of the spring, and the retarder working chamber cannot build up pressure. When the retarder needs to be loaded to generate braking force, the electric pump 19 is used to supply oil to the left end of the unloading valve, so that the pressure on the left end of the unloading valve is greater than the spring force on the right side, so that the unloading valve piston is in a closed state, the retarder working chamber is sealed, pressure is generated, the system loading action is realized, and braking force is generated. In addition, the unloading valve spool can work in different positions according to the pressure on the left side, that is, the opening of the unloading valve port can be controlled by the pressure on the left side, and the size of the high and low pressure chamber connecting channel can be further controlled.

[0077] The temperature sensor and pressure sensor are used as input signals of the retarder controller to monitor the working fluid temperature in the working chamber of the retarder, the water temperature of the plate heat exchanger and the working chamber pressure. Among them, the No. 1 pressure sensor 22 is used to measure the pressure of the unloading circuit, and the No. 2 pressure sensor 12 is used to measure the pressure of the working chamber of the retarder; there are two temperature sensors, which are used to measure the working fluid (high viscosity oil) temperature in the working chamber of the retarder and the water temperature of the plate heat exchanger 9. When the retarder is working, the working fluid temperature in the working chamber gradually increases, and its temperature value is collected by the temperature sensor 13.

[0078] The pressure value of the retarder working chamber is collected by the No. 2 pressure sensor 12, which energizes the solenoid valve of the proportional throttle valve 14.

[0079] When the working chamber output port is closed, the pressure in the working chamber increases. Conversely, the working chamber output port is opened and the pressure decreases.

[0080] The plate heat exchanger 9 is provided with a pilot relief valve 16 . The electric pump 19 is provided with an electric pump safety valve 21 .

[0081] In addition, the opening of the high and low pressure chamber channels is controlled by an electric pump, which can be used in non-emergency braking. A closed-loop control is formed through algorithms and pressure detection, which not only ensures smooth braking but also controllable braking.

[0082] The control method of the high-pressure cycloid rotor type high-viscosity oil retarder electronic control system described in this embodiment includes:

[0083] S1. Preparation stage:

[0084] S11. The No. 1 solenoid valve, No. 2 solenoid valve and No. 3 solenoid valve are all powered off, and the electric pump works for 0.5s, 500-1000 revolutions, and self-lubrication;

[0085] S12. Oil filling of the working chamber: the No. 1 solenoid valve is powered off, the No. 2 solenoid valve is powered on, the No. 3 solenoid valve is powered off, the electric pump works for 0.5s, 1000 revolutions, and oil is filled into the retarder working chamber; then the No. 2 solenoid valve is powered off, and oil filling stops;

[0086] S2. The vehicle enters the no-load stage:

[0087] S21. When the vehicle is moving forward, the retarder is in the oil pumping state: at this time, the No. 1 solenoid valve is energized, the No. 2 solenoid valve is de-energized, the No. 3 solenoid valve is de-energized, the electric pump works, and oil is pumped from the retarder working chamber; then enter S22;

[0088] S22. Oil replenishment status: Solenoid valve No. 1 is powered off, solenoid valve No. 2 is powered on, solenoid valve No. 3 is powered off, the electric pump works, and oil is filled into the retarder working chamber; then proceed to step S3;

[0089] S23. When the vehicle is in reverse, the retarder is in reverse state: the No. 1 solenoid valve is powered off, the No. 2 solenoid valve is powered off, the No. 3 solenoid valve is powered off, the electric pump does not work, and then proceeds to step S3;

[0090] S3. Retarder braking:

[0091] S31. When the vehicle shifts up: the No. 1 solenoid valve is de-energized, the No. 2 solenoid valve is energized, the No. 3 solenoid valve is energized, and the retarder main circuit is opened; the electric pump accelerates, the unloading valve is closed, and the retarder working chamber is sealed; the electric proportional throttle solenoid valve is energized, and the pressure in the retarder working chamber increases;

[0092] S32. When the vehicle downshifts: the No. 1 solenoid valve is powered off, the No. 2 solenoid valve is controlled, the No. 3 solenoid valve is powered on, the electric pump decelerates, and the electric proportional throttle solenoid valve is powered on;

[0093] S33. When the vehicle is in constant speed gear: dynamically control the gear changes according to the initial braking speed to maintain the vehicle speed.

[0094] The control strategy of the electronic control system of a high-pressure cycloid rotor type high-viscosity oil retarder described in this embodiment is as follows: Figure 3 , Figure 4 , Figure 5 As shown, the control algorithm includes:

[0095] Since the working conditions of the retarder are very complex and there are complex nonlinear problems, the controller modeling is difficult. The present invention uses system identification technology to establish a retarder control system model. The main steps are shown in the figure. First, the working conditions of the retarder are determined, and then the system characteristics are determined by experiments. Then the controller model structure is identified, the control system model structure is predicted, and the model verification is further performed. If the verification is qualified, the final model is determined; if the verification is unqualified, the test needs to be redesigned. The method used mainly uses HIL systems, bench tests, road tests, etc.; collect input and output data, and re-identify the controller model structure after data processing.

[0096] The identifier is constructed using neural networks and genetic algorithms. The data that needs to be trained is determined based on the input and output data, and then a neural network model is established based on the controller model structure. The optimal weights and thresholds are calculated through the genetic algorithm and input into the neural network model. The output y(k) of the neural network model is compared with the output result, and the global error e(k) is calculated. If the error meets the constraints, the training process ends and the system identifier model is established. If the error exceeds the constraints, the neural network parameters are optimized again.

[0097] The neural network algorithm is shown in the figure. The electric proportional throttle valve 14 is a pilot solenoid valve. The input is the input drive current of the coil and the retarder output port pressure. The output is the control pressure.

[0098] The neural network input layer vector is:

[0099] X=[x1,x2]

[0100] The output layer is the control pressure y

[0101] Although embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the appended claims and their equivalents.

Claims

1. A high-pressure cycloid rotor type high-viscosity oil retarder electronic control system, characterized in that: The invention comprises an electric pump (19), an electric proportional throttle valve (14), an unloading valve, a first electromagnetic valve (20), a second electromagnetic valve (23), a third electromagnetic valve (24), and an oil storage chamber (18); the input end of the electric pump (19) is connected to the first electromagnetic valve (20); when the first electromagnetic valve (20) is powered off, it is connected to the oil storage chamber (18); when the first electromagnetic valve (20) is powered on, it is connected to the retarder working chamber; the output end of the electric pump (19) is connected to the second electromagnetic valve (23); when the second electromagnetic valve (23) is powered off, it is connected to the oil storage chamber (18); when the second electromagnetic valve (23) is powered on, it is connected to the oil storage chamber (18). The retarder working chamber is connected to the No. 3 solenoid valve (24); when the No. 3 solenoid valve (24) is powered off, it is connected to the retarder working chamber; when the No. 3 solenoid valve (24) is powered on, the retarder main circuit is opened; the retarder working chamber is connected to the electric proportional throttle valve (14); the electric proportional throttle valve (14) is provided with an electric proportional throttle valve solenoid valve; when the electric proportional throttle valve solenoid valve is powered on, the retarder working chamber output port is closed; the electric proportional throttle valve (14) is connected to the plate heat exchanger (9); the unloading valve is connected to the retarder working chamber; the unloading valve is controlled to open and close by the electric pump (19); when the unloading valve is closed, the retarder working chamber is sealed.

2. A high-pressure cycloid rotor type high-viscosity oil retarder electronic control system as claimed in claim 1, characterized in that: It also includes a No. 1 pressure sensor (22), a No. 2 pressure sensor (12), and a temperature sensor (13). The No. 1 pressure sensor (22) is used to measure the pressure of the retarder unloading circuit, and the No. 2 pressure sensor (12) is used to measure the pressure of the retarder working chamber; the temperature sensor (13) is used to measure the temperature of the high-viscosity oil in the retarder working chamber.

3. A high-pressure cycloid rotor type high-viscosity oil retarder electronic control system as claimed in claim 1, characterized in that: The input port of the unloading valve is connected to the high-pressure working area of ​​the retarder working chamber, and the output port of the unloading valve is connected to the low-pressure working area of ​​the retarder working chamber.

4. A high-pressure cycloid rotor type high-viscosity oil retarder electronic control system as claimed in claim 3, characterized in that: The right side of the piston in the unloading valve body is provided with a return spring. When there is no pressure on the left side of the piston, the piston is in an open state under the action of the spring, and the retarder working chamber cannot build up pressure. When the retarder needs to be loaded to generate braking force, pressure is built up with the unloading valve through the electric pump (19), so that the unloading valve piston is in a closed state, the retarder working chamber is sealed, pressure is generated, the system loading action is realized, and braking force is generated.

5. The high-pressure cycloid rotor type high-viscosity oil retarder electronic control system according to claim 1, characterized in that: The electric pump (19) is provided with an electric pump safety valve (21).

6. A high-pressure cycloid rotor type high-viscosity oil retarder electronic control system as claimed in claim 1, characterized in that: The No. 3 solenoid valve (24) is connected to the oil inlet check valve (25) when it is energized; when the oil inlet check valve (25) is opened, the main circuit of the retarder is opened.

7. The control method of a high-pressure cycloid rotor type high-viscosity oil retarder electronic control system according to claim 1, characterized in that: include: S1. Preparation stage: S11. The No. 1 solenoid valve, No. 2 solenoid valve and No. 3 solenoid valve are all powered off, and the electric pump works for 0.5s, 500-1000 revolutions, and self-lubrication; S12. Oil filling of the working chamber: the No. 1 solenoid valve is powered off, the No. 2 solenoid valve is powered on, the No. 3 solenoid valve is powered off, the electric pump works for 0.5s, 1000 revolutions, and oil is filled into the retarder working chamber; then the No. 2 solenoid valve is powered off, and oil filling stops; S2. The vehicle enters the no-load stage: S21. When the vehicle is moving forward, the retarder is in the oil pumping state: at this time, the No. 1 solenoid valve is energized, the No. 2 solenoid valve is de-energized, the No. 3 solenoid valve is de-energized, and the electric pump works to pump oil from the retarder working chamber; then enter S22; S22. Oil replenishment status: Solenoid valve No. 1 is powered off, solenoid valve No. 2 is powered on, solenoid valve No. 3 is powered off, the electric pump works, and oil is filled into the retarder working chamber; then proceed to step S3; S23. When the vehicle is in reverse, the retarder is in reverse state: the No. 1 solenoid valve is powered off, the No. 2 solenoid valve is powered off, the No. 3 solenoid valve is powered off, the electric pump does not work, and then proceeds to step S3; S3. Retarder braking: S31. When the vehicle shifts up: the No. 1 solenoid valve is de-energized, the No. 2 solenoid valve is energized, the No. 3 solenoid valve is energized, and the retarder main circuit is opened; the electric pump accelerates, the unloading valve is closed, and the retarder working chamber is sealed; the electric proportional throttle solenoid valve is energized, and the pressure in the retarder working chamber increases; S32. When the vehicle downshifts: the No. 1 solenoid valve is powered off, the No. 2 solenoid valve is controlled, the No. 3 solenoid valve is powered on, the electric pump decelerates, and the electric proportional throttle solenoid valve is powered on; S33. When the vehicle is in constant speed gear: dynamically control the gear changes according to the initial braking speed to maintain the vehicle speed.

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